BOEING 737-300
The B737 airplanes are certified in the transport category (FAR 25) and are
eligible for the following types of operation when the required equipment is installed and
approved in accordance with the applicable FARs.
Visual Flight (VFR)
Instrument Flight (IFR):
Night Flight
Icing Conditions
Airplane General:
B737 Airplanes are category “C” for Instrument Approaches except for Circling,
which is category “D”.
Minimum Flight Crew:
Captain and First Officer
Verify that an operational check of the flight deck door access system (as installed)
has been accomplished according to approved procedures once each flight day.
Non–AFM Operational Information
Note: The following items are not AFM limitations but are provided for flight
crew information.
On revenue flights, the escape slide retention bar (girt bar) must be installed
during taxi, takeoff and landing.
Operational Limitations:
Weight Limits:
Max Taxi:
Max Takeoff:
Max Landing:
Max Zero Fuel:
Seats:
B737-300 (B1)
135,500 lbs. (61,461 kgs)
135,000 lbs. (61,234 kgs)
114,000 lbs. (51,709 kgs)
106,500 lbs. (48,307 kgs)
126 (12-114)
Note: when fuel is loaded in Aux fuel tank the Max. Zero Fuel Wt. must be reduced by the
weight of the aux fuel.
Operation Limits:
Maximum manufacturer demonstrated 90° crosswind component (including gusts) for
Takeoff and Landing:
35 knots - dry runway.
Max 90° crosswind component (including gusts) for Landing when visibility is less than ¾
mile or RVR 4000, runway less than 7000 ft. and runway wet or contaminated: 10 knots
Max 90° crosswind component (including gusts) For CAT II/III:
10 knots
Maximum Takeoff and Landing Tailwind Component:
10 knots
Maximum tire speed:
195 knots
Max operating altitude:
37,000 ft.
Max flap extension altitude:
20,000 ft.
Max runway slope:
+2.0%, - 2.0%
Flight Maneuvering loads:
flaps up:
+2.5g to -1.0g
flaps down:
+2.5g to 0.0g
Max take-off and landing RWY elevation:
8,400 ft.
Inboard and runway turnoff lights (stationary):
Taxi Light:
5min ON, 5min OFF
not for takeoff & landing
Speed Limits:
Maximum speeds Observe Vmo pointer and gear/flap placards:
MMO:
Turbulent air penetration speed:
VMO pointer(340kts)
.82
280 KIAS/.73M*
Note: in severe turbulence below 15,000’ and below max landing weight aircraft may be
slowed to 250 kts. in clean configuration
* whichever is lower.
Max. speed with Mach Trim INOP:
.74M
VLO (extension):
270 kts./.82M
VLE:
320 kts./.82M
VLO (retraction):
235 kts.
Maximum flight operational latitude:
73 North and 60 South
Max speed with Window Heat INOP below 10,000 ft. or any altitude where bird strike is
likely:
250 kts.
The maximum operating limit speed shall not be deliberately exceeded in any regime of
flight.
Max Flap Operating Speeds:
Flaps Setting
-300
1
230 kts.
2
230 kts.
5
225 kts.
10
210 kts.
15
195 kts.
25
190 kts.
30
185 kts.
40
158 kts.
Alternate flap system
-400
250 kts.
250 kts.
250 kts.
215 kts.
205 kts.
190 kts.
185 kts.
162 kts.
230 kts.
Ice And Rain Protection:
Icing conditions exist on ground:
Icing conditions exist in flight:
OAT 10° C (50° F) or below
TAT 10° C (50° F) or below
WARNING:
Do not rely on airframe visual icing cues to activate engine anti- ice.
Delaying the use of engine anti-ice until ice buildup is visible from the cockpit may
result in severe engine damage. Use the temperature and visible moisture criteria
specified in this section.
Note:
Icing conditions exist when OAT (ground) – TAT (airborne) is 10°C/50° F or
below and:
Visible moisture (clouds, fog with visibility less than one mile, rain, snow, sleet, ice
crystals, and so on) is present, or
Standing water, ice, slush or surface snow is present on the ramps, taxiways, or runways
which may be ingested by the engines or freeze on engines or nacelles
Engine anti-ice must be on during all ground and flight operations when icing conditions
exist except during climb and cruise when the temperature is below:
-40° C SAT.
Engine anti-ice:
Must be ON during all ground operations, including after landing, when icing
conditions exist or are anticipated.
Must be ON during all flight operations when icing conditions exist or are anticipated,
except during climb and cruise when the temperature is below
–40°C SAT.
Must be ON prior to and during descent in all icing conditions, including temperatures
below
–40°C SAT.
Engine ignition must be selected to CONT prior to and during engine anti-ice operation.
Wing anti-ice:
Must be ON during all ground operations between engine start and takeoff when icing
conditions exist or are anticipated.
(No ground operations)
For Takeoff:
OFF
Not on prior to:
400 ft. AFE
Do not operate wing anti-ice on the ground when the OAT is above
10°C/50 F.
Operating Parameters:
1. Do not operate windshield wiper on a dry windshield.
2. Window heat must be ON 10 minutes before takeoff.
3. Pitot heat must be ON prior to takeoff.
4. During takeoff, to meet second segment climb requirements, wing heat will not be
used below 800 feet AGL.
5. Min N1 in or near MOD or HEAVY rain, hail or sleet:
45%
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The Wing Anti-Ice Switch automatically trips OFF at lift-off when the air/ground
sensor goes to the air mode.
For operations in moderate to severe icing conditions that can not be avoided,
accomplish a periodic engine run-up every approximately 15 minutes on one engine at
a time to a minimum of 80% N1 when operating at power settings below 80% N1 to
clear ice from fan blades and spinner.
If the vibration occurs or persists with engine anti-ice ON, set ENGINE START
SWITCH ... FLT, adjust thrust to 45% N1. After approximately 5 seconds, advance
thrust lever slowly to a high thrust position (minimum 80% N1 is required) while
monitoring engine instruments (especially EGT) for abnormal indications.
DO NOT OPERATE Engine or Wing anti-ice when the TAT is above 10°C. In case of
No Bleed Take-off is max. TAT 38°C.
Do not use wing anti-ice as a substitute for ground de-icing/anti-icing and inspection
procedures which are necessary to comply with operating rules.
Prolonged operation in icing conditions with the leading edge and trailing edge flaps
extended is not recommended. After landing, trailing edge retraction to less than flaps
15° is not recommended until ice has been removed or a ground inspection has been
made.
Do not actuate rain repellent unless windshield wipers are operating and medium or
heavy rain conditions exists. Apply repellent only in rain with wipers operating. Apply
to one windshield at a time. Do not apply to second windshield until residue is washed
off and repellency is established on first windshield. Do not apply to a dry windshield.
Do not turn wiper ON if repellent is inadvertently applied to dry windshield.
Do not use rain repellent in an attempt to clean a dry dirty windshield. If rain repellent
is inadvertently applied, do not use the windshield wipers until required for rain
removal.
WINDOW HEAT - If any green ON Light remains extinguished during power test,
the heat system is inoperative. Observe the maximum airspeed limit of 250 kts below
FL 100 with any window heat inoperative. Window heat or the above speed restriction
will provide maximum protection against bird strikes at any altitude where birds are
likely to be encountered.
Electrical Power:
CSD :
Amber HIGH OIL TEMP light
Maximum generator drive oil temperature:
157° C
Max Gen Loads
-300
-400
Engine Gen load
125 amps
140 amps
Max APU inflight Max APU ground
125 amps
150 amps
140 amps
160 amps
Operating Parameters:
1. Minimum battery voltage for APU start:
23 V
2. Maximum engine driven generator load:
125 A
3. Maximum TR load:
65 A
50 A (ground operation without cooling)
4. Maximum TR load:
4. TR voltage range:
24 - 30 V
5. Battery bus voltage range:
22 - 30 V
6. Normal indication of Voltmeters AC ... 115 +/- 5 volts, DC ... 26 +/- 4 volts.
7. Normal indication of Frequency Meter
400 +/- 10 CPS.
Fuel:
1. Perform an operational check of the fuel cross feed valve during the last hour of cruise
flight during each extended range operation. Enter valve failure conditions resulting from
the operational check in the airplane log.
2. Maximum tank fuel temperature:
49° C.
3. Inflight tank fuel temperature must be maintained at least 3° C above the freezing point
of the fuel being used or (-45°) C, whichever is higher.
4. Lateral imbalance between main tanks 1 and 2 must be scheduled to be zero. Random
fuel imbalance must not exceed 1000 lbs (453 kgs) for taxi, takeoff, flight or landing.
5. Fuel Cross feed valve must be closed for takeoff and landing.
6. Center tank fuel pump switches: Center tank fuel pump switches must not be positioned
to ON unless the center tank fuel quantity exceeds 1000 pounds (453 kg), except when
defueling or transferring fuel.
Main tanks 1 and 2 must be scheduled to be full if center tank contains more than 1000 lbs
(453 kg).
Do not reset a tripped fuel pump circuit breaker.
Tank Capacity – Usable:
Wing tanks 1,499 U.S. Gals/10043 lbs./4555kg.
Center tank 2,313 U.S. Gals/15497 lbs./7029kg.
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When both Center Tank Fuel Pump Switches are turned OFF, the fuel scavenge shutoff valve opens. Scavenge Jet Pump transfers the remaining center tank fuel to main
tank No. 1 for 20 minutes.
Approximate amounts of fuel for balance - Main tank ... 4,590 kg, Center tank ...
7,082 kg, Total ... 16,262 kg.
Pneumatics, Air Conditioning & Pressurization:
Maximum cabin differential pressure (relief valves):
8.65 psi
Max external air pressure:
60 psi
Max Dispatch Altitude with one pack INOP:
25,000 ft.
Max pressurization differential:
Red Radial
Maximum cabin differential for takeoff / landing:
.125 psi
When engine bleeds are on, do not operate air conditioning packs in high for takeoff,
approach, and landing.
Duct pressure for maximum cooling:
20-25 psi
Minimum duct pressure for two pack operation from one bleed source: 20-25 psi
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CABIN RATE SELECTOR - DECR ... 50ft/min, INCR ... 2000 ft/min, INDEX ... 300
ft/min.
Ram door light extinguish when flaps up at cruising level, during climb may
illuminate.
Duct Overheat Light Illuminated - Indicates passenger cabin duct overheat (over
88°C)
Altitude Warning Horn sounds when cabin reaches 10,000 feet altitude.
ISOLATION VALVE - AUTO ... Closes the isolation valve if all Engine Bleed Air
and Air Conditioning Pack Switches are ON. Opens the Isolation Valve automatically
if either Engine Bleed Air or Air Conditioning Pack Switch is positioned OFF.
PNEUMATIC DUCT PRESSURE - Sensors are located before Air Conditioning
Packs.
Air Conditioning Pack Switch in AUTO - With both packs operating, each pack
regulates to low flow. With one pack operating, regulates to high flow when in flight
with flaps up. When operating one pack from the APU (both Engine Bleed Switches
OFF), regulates to high flow.
The battery switch should always be ON when using the airplane air conditioning
system since the protective circuits are DC. This will ensure protection in the event of
loss of AC power.
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Using pneumatic air chart - Battery ... ON, Isolation Valve Switch ... OPEN, APU
Bleed Air Switch ... OFF, Duct Pressure ... 20-25 psi (External Air Chart can maintain
20-25 psi with both packs operating), Pack Switch(es) ... AUTO or HIGH.
If external air cannot maintain 20-25 psi and APU is operating, Isolation Valve Switch
... AUTO, APU Bleed Air Switch ... ON.
When cooling the airplane on the ground with the APU as the only source of
pneumatic chart, USE ONE PACK ONLY. Set Cabin Temperature Selector at AUTO
(straight up).
Isolated pack operation during engine start - After Engine No.2 stabilized: Isolation
Valve Switch ... CLOSE, Right Pack Switch ... AUTO, after start-up Engine No.1:
Isolation Valve Switch ... AUTO.
MOVING ENGINE BLEED AIR SWITCHES WHILE A STARTER IS ENGAGED
CAN DAMAGE THE STARTER.
Except for engine start do not open APU Bleed Air Valve when LH Engine Bleed Air
Valve is open, or when Isolation and RH Engine Bleed Air Valves are open.
With Ground Air Supply connected and Isolation Valve open do not open APU Bleed
Air Valve.
Hydraulics, Brakes & Landing Gear:
Minimum fuel for stationary ground operations of electric hydraulic pumps on ground in
each wing tank:
1,676 lbs.
Relief valve pressure:
Upper Red Arc
Do not apply brakes until after touchdown.
Landing Gear
 When selecting RTO, the AUTO BRAKE DISARM Light will illuminate for
approximately 2 seconds to indicate self test initiation. After 2 seconds the light will
extinguish.
 RTO is not activated until wheel speed reaches 60 knots. If the take-off is rejected
while speed is between 60 and 90 knots, with RTO selected, the AUTO BRAKE
DISARM Light illuminates, and autobraking is not initiated.
 Air/ground Safety Sensors are located on the right main gear and nose gear.
Hydraulic Power
 SYSTEMS A and B ... 2500psi minimum, 3000psi normal, 3500psi maximum.
 BRAKE PRESSURE 3000psi normal, 3500psi maximum, 1000psi normal recharge.
 With fluid level at the top of the standpipe in the reservoir of system A, the reservoir
indicates approximately 1/4 full (22%).
 System B has two standpipes. One standpipe supplies fluid to the engine driven pump
(min. 1/2 full or 40%) and the other to the electric motor pump. In case of system B
pressure is lost, sufficient fluid will be retained in the reservoir for operation of the
power transfer unit.
 The units using SYSTEM A - ailerons, rudder, left thrust reverser, elevator and
elevator feel, inboard flight spoilers, alternate brakes, ground spoilers, autopilot A,
landing gear, normal nose wheel steering, and the power transfer unit in the event of a
pressure loss from the system B engine driven pump.
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The units using SYSTEM B - ailerons, rudder, right thrust reverser, leading edge flaps
and slats, autoslats, elevator and elevator feel, outboard flight spoilers, normal brakes,
yaw damper, autopilot B, trailing edge flaps, and alternate nose wheel steering.
System B pressure is available to power the landing gear transfer unit in the event of a
loss off engine No. 1.
If a leak occurs in the standby system, the system B reservoir fluid level decreases and
stabilizes at approximately 64 % or between the 1/2 and RFL.
Power Plant:
1. Reverse thrust for ground use only, Intentional use of reverse thrust in flight is
prohibited.
2. Continuous ignition must be on (ENGINE START switch in the CONT position) for:
Takeoff, Landing,EngineAnti-Ice Operation, Heavy Rain
3. Maximum and Minimum Engine Limits are red.
4. Caution Engine Limits are amber
5. Normal Engine operating range is green.
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MINIMUM OIL QUANTITY: 3US Gal or 75% full.
 AIRBORNE VIBRATION MONITOR - Indicates engine vibration level
in the fan section of the engine.
 LOW IDLE LIGHT Illuminated when - The thrust lever for either engine
is near idle and the MEC on either engine is not commanded to maintain
high idle RPM inflight. The speed of either engine is below 25% N1
inflight.
 The minimum engine speed for all flight phases is high idle, which varies
with flight conditions. The average high idle setting is approximately 32%
N1. To reduce braking activity, engine idle speed is reduced to low idle,
approximately 22% N1, four seconds after touchdown.
 PMC INOP Light illuminated when - Engine speed is above 46% N2, or
the PMC is selected OFF.
 REVERSER Light illuminated when - One or more of the following has
occurs:
- The isolation valve or the thrust reverser control valve is not in the
commanded position,
- The thrust reverser sleeve position sensors are in disagreement for more
than two seconds, 3/ The auto restow circuit has been activated.
 IGN L is powered by the AC transfer bus, IGN R is powered by the AC
standby bus, The Ignition Select Switch is bypassed when the Engine Start
Switch is in FLT.
 The thrust reverser can be deployed when either radio altimeters senses less
than 10 feet altitude, or when the air/ground safety sensor is in the ground
mode. Movement of the Reverse Thrust Levers is mechanically restricted
until the Forward Thrust Levers are in the idle position.
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ABNORMAL START ADVISORY SYSTEM (EIS installed) - During an
engine start, the alert indication will occurs if:
- The EGT exceeds a calculated EGT limit based on inputs of N2 and
the outside air temperature as supplied by the TAT probe,
- The EGT reaches 725°C,
- The engine fails to accelerate properly after N2 reaches 32%. If a
normal start occurs, the alert indication can be reset by pressing the
Fuel Used Reset Switch on the EIS. The alert indication is
automatically reset when zero fuel flow is sensed.
Limitations:
1. Both PMC’s must be either ON or OFF for takeoff.
2. Operation with assumed temperature reduced takeoff thrust is not permitted with the
Power Management Computer (PMC) in OFF mode.
Operating Parameters:
1. Minimum duct pressure for start:
30 psi at sea level decreasing 1/2 psi per 1000 ft. above sea level.
2. Starter Duty Cycle First Attempt:
2 min. ON, 20 sec. OFF
Second Attempt: 2 min. ON, 3 min. OFF
3. Do not engage starter above 20% N2.
4. Minimum oil quantity prior to engine start: 3.0 Gals. (75%)
5. Ambient temperature below -35 C (-31 F): Idle engine 2 minutes before changing
thrust lever position.
6. Engine fan blades must be inspected by one of the pilots after flight in icing
conditions.
7. Min N1 in or near MOD or HEAVY rain, hail or sleet:
45%
Maximum:
Cautionary Range:
Normal Operating Range:
Minimum:
Max EGT Limits:
Takeoff
Red Radial
Takeoff
Red Radial + 10 C
Max Continuous
Green Arc
Starting (ground & flight) 725 C
Engine Oil Pressure:
Normal range:
Green Arc
Minimum:
13 psi
If engine oil pressure is in the yellow band with
takeoff thrust set , do not takeoff.
Red Radial (upper)
Yellow Arc
Green Arc
Red Radial (lower)
5 mins.
Transient, 20 secs.
Continuous
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Engine Oil Temperature:
Normal Operating range
Allowable for 15 mins:
Maximum:
Green Arc(160° C max. continuous)
Yellow Arc(160° C – 165° C)
Red Radial(165° C maximum)
Engine RPM:
Max N1: …………….. Red Radial
Maximum N1: RPM …106%
N1: RPM ……………..106,1%÷109% - Normal operations to next landing.
N1: RPM ……………..Over 109% - Precautionary shut down.
Max N2: …………….. Red Radial
Maximum N2: RPM …105%
N2: RPM ……………..105,1%÷106% - Normal operations to next landing.
N2: RPM ……………..Over 106% - Precautionary shut down.
Maximum Takeoff EGT:……. 930° C
Maximum Continuous EGT:… 895° C
Maximum Start EGT:………… 725° C
EGT warning light illuminates when: EGT is 931° – 939° C more than 20 sec. or if EGT
exceeds 940° C
EGT 931°÷950° - Normal operations to next landing, after returning EGT to limit 930° C.
EGT Over 950° C - Precautionary shut down.
High Idle Speed - ……………. 32% N1
Low Idle Speed - ……………..22% N1 – 4 sec. after touch
Auxiliary Power Unit (APU)
Normal EGT:
Maximum EGT:
Limitations:
Green Arc
Red Radial
Maximum APU operating altitudes:
APU Bleed with electrical load: 10,000 ft.
APU Bleed:
17,000 ft.
APU Electrical Load:
35,000 ft.
Maximum APU Operating
35,000 ft.
Altitude:
1. Maximum start EGT: 760° C
2. Maximum Continuous EGT: 710° C
Operating Parameters:
1. Do not operate APU above FL 350.
2. Operate one minute before using pneumatic air. Operate one minute with
pneumatics off prior to shutdown.
Allow 4 minutes between starts
3. Aborted Starts: Ground Maximum 2 start attempts
Air
Allow 4 minutes between starts
Maximum 4 start attempts
4. Successful starts not assured above FL 250.
5. After shutdown, wait 20 seconds for inlet door to close before turning battery
switch to OFF.
Non–AFM Operational Information
Note: The following items are not AFM limitations but are provided for flight
crew information.
APU bleed valve must be closed when:
• ground air connected and isolation valve open
• engine no. 1 bleed valve open
• isolation valve and engine no. 2 bleed valve open.
APU bleed valve may be open during engine start, but avoid engine power above idle.
If there are multiple aborted start attempts, five minutes cooling is required
between the second and third start attempt. A wait of one hour is required after the third
start attempt.
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If installed, a 28 volt DC operated fuel pump, located in the No. 1 fuel tank delivers
fuel to the APU for starting. The DC pump operates automatically to provide a
positive fuel flow to the APU when the No. 1 tank pumps are not operating.
• START - Successful inflight starts have been demonstrated up to FL 350. Inflight
starts may be attempted at any altitude.
• APS 2000: After three consecutive aborted start attempts, a thirty minutes cooling
period is required.
• GARETT: If there are multiple aborted start attempts, five minutes cooling is
required between the second and third start attempt. A wait of one hour is required after
the third start attempt.
• After placing the APU Switch to OFF, wait 20 second to allow the air inlet door to
recycle prior to positioning the Battery Switch to OFF or next APU start.
Flight Controls:
Limitations
1. Maximum flap extension altitude: 20,000 ft.
2. Holding in icing conditions with flaps extended is prohibited.
3. In flight, do not extend the SPEEDBRAKE lever beyond the FLIGHT DETENT.
WARNING:
Use of speedbrakes at speeds in excess of 320 KIAS could result
in a severe vibration which, in turn, could cause extreme damage to the
horizontal stabilizer.”
Note:
Under the Captains Emergency Authority and after careful
consideration, speedbrake deployment above 300 KIAS may be
accomplished for emergency descent.
4. Avoid rapid and large alternating control inputs, especially in combination with
large changes in pitch, roll, or yaw (e.g. large side slip angles) as they may result
in structural failure at any speed, including below VA.
Operating Parameters:
1.
Alternate flap duty cycle (flight): One cycle:
Flaps 0°-15°
5 minutes off
Flaps greater than 15°
25 minutes off
2.
3.
Alternate flap operation: Maximum airspeed - 230 knots to extend.
Speedbrake usage:
A. Should not be deployed in flight at radio altitudes less than 1000 ft.
B. Speedbrakes should not be deployed with flaps extended beyond flaps 15°.
4. Mach Trim Fail (both channels): 280 KIAS / .74 Mach.
5. A flap load limiter is installed in the trailing edge flap drive system. When the Flap
Lever is in the 40 detent the flaps retract automatically to 30 if the airspeed exceeds 158
knots. The Flap Lever does not move. The flaps return to 40 when the airspeed is reduced
to 153 knots.
6. The leading edge devices cannot be retracted by the standby hydraulic system.
Oxygen:
1. The graph below is used to determine proper flight crew oxygen bottle pressure for
variations of ambient temperature:
BOTTLE
TEMPERATURE
C
F
-10
14
-5
23
0
32
5
41
15
59
10
50
20
68
25
77
30
86
35
40
45
50
95
104
113
122
NUMBER OF CREW USING
OXYGEN
2
3
4
430
600
770
440
610
785
445
620
800
455
635
815
470
655
840
460
645
830
480
670
860
485
680
870
495
690
885
505
510
520
530
700
715
725
735
900
915
930
945
Minimum Dispatch Pressure (PSI) for 114 Cubic Feet Bottle
2. Minimum number of cabin portable oxygen bottles aboard - at least one for each
assigned Flight Attendant. (One F/A for each 50 seats or part thereof.)
3. Crew Oxygen - Normal pressure is 1850 psi (min 470 PSI / 2x Crew / +15°C, ...)
Autopilot / Flight Director System:
See AFM limitations on automatic landing.
C. G. Limits Use approved weight and balance system.
Maximum and minimum glideslope angles for autoland are 3.25° and 2.5° respectively.
Auto land / Auto go-around:
FLARE ARMED
1. Minimum altitude for autopilot engagement (climb and cruise) is 1000 ft. AGL.
2. For coupled single channel approaches with electronic glideslope, the autopilot
shall not remain engaged below 50 ft. AGL.
3. Use of Aileron Trim with the Autopilot engaged is prohibited.
4. Autopilot use prohibited below 100` RA at airport pressure altitudes above 8400 feet.
5. The autoland capability may only be used with flaps 30 and 40 with both engines
operative.
6. Allowable winds for autoland: Headwind-20 kts, Tailwind -10 kts, Crosswind-15 kts
7. For instrument approaches without electronic glideslope, the autopilot must be
disengaged before descending more than 50 ft. below DA/DDA/MDA.
8. The Autoland System should not be used for overweight landings.
9. In the dual autopilot mode, the B737 incorporates a Fail – Passive Automatic
Flight Control System. This system meets the applicable airworthiness and
performance reliability requirements for auto coupled approaches and landings.
Automatic Flight
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For a dual A/P approach, the second NAV receiver must be tuned to the ILS frequency
and the corresponding A/P engaged in CMD prior to 800 feet RA.
Second A/P arms for automatic engagement after LOC and G/S capture and when
descent below 1500 feet RA occurs.
An A/T, F/D and/or Dual A/P go-around may be initiated below a radio altitude of
2000 feet by pressing the go-around switches.
CWS - If attitudes acquired exceed autopilot limits, autopilot returns to attitude limit
when control force is released. When control pressure is released, the A/P holds
existing altitude. If roll control force is released with less than 6 degrees of bank,
autopilot rolls wing level and holds existing heading (it is inhibited, when:
- RA is below 1500 ft and gear down,
- after F/D VOR capture with TAS 250 kts or less or
- after F/D LOC capture in the APP mode).
If pitch is manually overridden while in ALT HOLD at the selected altitude, ALT
HOLD changes to CWS P. If control force is released within 250 feet of the selected
altitude, CWS P changes to ALT ACQ and the A/P returns to the selected altitude and
ALT HOLD engages. If the elevator force is held until more than 250 feet from the
selected altitude, pitch remains in CWS P.
APPROACH MODE remains active until A/Ps are disengaged and both F/Ds turned
OFF or a TO/GA switch is pressed.
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A/T LIM is annunciated, when FMC N1 limit calculations become invalid, or if either
engine N1 is less than 18 %. The autothrottle computer then calculates a single N1
limit for the affected engine(s).
If FLARE is not armed by approximately 350 feet RA, both A/Ps automatically
disengage.
The A/P FLARE manoeuvre starts at approximately 50 feet RA.
The A/T begins retarding thrust at approximately 27 feet RA so as to reach idle at
touchdown.
The A/T automatically disengages approximately 2 seconds after touchdown.
The A/P must be manually disengaged after touchdown.
If the G/A mode is selected after touchdown and prior to A/T disengagement, the A/P
s will disengage (during dual mode) and the A/Ts may command GA thrust.
With the GA engaged, the A/Ps maintain the airplane ground track existing at GA
engagement.
Above 400 feet RA, other pitch and roll modes can be selected, below 400 feet RA
A/Ps must be disengaged to change either pitch or roll modes from GA.
The pitch mode cannot be changed from GA until sufficient nose-down trim has been
input to allow single channel A/P operation. This nose down-trim is automatically
added to reset the trim input at 400 feet and 50 feet RA on the approach.
If the pitch mode is the first to be change from GA the roll mode changes to CWS P.
F/D command bars retract from view during ILS approach at approximately 50 feet
RA.
At 60 knots IAS, the F/D pitch command changes from -10° to 15° nose-up and roll
remains HDG SEL.
Engage F/D with F/D switches OFF - If a TO/GA Switch is pressed after 80 knots IAS
below 2000 feet AGL and prior to 150 seconds after lift-off.
Engage F/D in GA mode –
- Inflight below 2000 feet RA and not in the take-off mode,
- either F/D switch ON or OFF,
- one or neither A/P engaged in CMD,
- TO/GA Switch pressed.
Other pitch or roll modes cal be selected above 400 feet RA. Bellow 400 feet both F/D
Switches must be turned OFF to exit the F/D GA mode. If the pitch mode is changed
first, F/D roll mode automatically changes to HDG SEL.
Two engine F/D GA - the F/D commands 15° nose-up pitch and roll to hold the
approach ground track at the time of GA engagement. After reaching a programmed
rate of climb, pitch commands hold the maneuvering speeds for each flap setting.
Single engine F/D GA - the F/D pitch command is initially 13° nose-up but as climb
rate increases, F/D pitch commands maintain a target speed.
During A/T operation, it is recommended that both PMCs be ON or both OFF, as this
produces minimum thrust lever separation. A/T take-offs may be performed with both
PMCs OFF.
THR HLD annunciates at 64 knots (84 knots for A/C with new model of A/T) to
indicate the A/T cannot change thrust lever position, but thrust levers can be
repositioned manually.
After lift-off, the A/T remains in THR HLD until 800 feet RA is reached. A/T
Annunciation then changes from THR HLD to ARM.








Until 2 1/2 minutes after lift-off, automatic reduction to climb thrust is inhibited when
engaging LVL CHG or V/S mode. If VNAV, ALT ACQ or ALT HOLD is engaged
during this 2 1/2 minute period, automatic thrust reduction occurs normally.
If A/T is in the N1 mode, pressing the N1 Switch changes the A/T mode from N1 to
ARM.
If an engine fails while the A/T is in the N1 mode, the thrust lever of the failed engine
will advance forvard a few degrees and return to or below the other thrust lever
position.
Pressing the MCP Speed Select Switch select the speed mode if compatible with the
engaged AFDS pitch mode.
If A/T is in the SPEED mode, pressing the SPEED Switch changes the A/T mode
from SPEED to ARM.
During landing, the RETARD mode engages, reduce thrust and annunciates RETARD
2,5 sec. after FLARE mode engagement or at 27 feet radio altitude, whichever occurs
first.
The A/T go-around mode is armed when descending below 2000 feet RA. Once
armed, the A/T go-around mode can be engaged until 2 second have elapsed after
landing touchdown.
During GA, A/T reduced setting produces a 1,000 to 2,000 fpm rate of climb after first
pressing either TO/GA Switch. After second pressing, full go-around limit is set.
During a single engine F/D go-around, the A/T will increase thrust to the full N1 limit.
Enhanced Ground Proximity Warning System:
1. Do not use the terrain display for navigation.
2. The uses of terrain awareness alerting and terrain display functions are prohibited
within 15 nm and approaching to land at an airport not contained in the GPWS terrain
database.
Note: ALL CAL Ops Spec Authorized Airports have been verified to be included in
the EGPWS terrain database.
3. The use of Terrain Awareness and Terrain Display functions are prohibited when the
FMC is in IRS only operation.
4. For takeoff, the use of Terrain Awareness and Terrain Display functions are prohibited
until position verification has been accomplished.
5. For ditching, or other off-airport landings, the terrain awareness alerting and terrain
display functions should be inhibited by selecting the TERR INHIBIT switch in
INHIBIT.
Fire Protection:
Limitations
1. Smoke Detection & Fire Suppression System :
A. The cargo compartment smoke detector and fire suppression system must be
verified to be serviced and operational before cargo can be carried in the cargo
compartments.
B. The aircraft must land at the nearest suitable airport within 60 minutes after the
activation of the suppression system.
Operating Parameters:
1. Lavatory fire extinguishing: If evidence of overtemperature as indicated by black
placard dot(s) or nozzle discharge (nozzle tip turns aluminum color), maintenance
action required.
2. Engine fire extinguisher bottle pressure: 800 psi / 70 F.
Fire And Overheat System Test:

FAULT/INOP ...
1/ Master Caution Lights,
2/ OVHT/DET System Annunciator Light,
3/ FAULT Light,
4/ APU DET INOP Light illuminate.
 OVHT/FIRE ...
1/ Master FIRE WARN Lights,
2/ MASTER CAUTION Lights,
3/ OVHT/DET System Annunciator Light,
4/ ENG 1 OVERHEAT Light,
5/ ENG 2 OVERHEAT Light,
6/ Engine No.1 Fire Warning Switch,
7/ WHEEL WELL Fire Warning Light (if AC busses are powered),
8/ APU Fire Warning Switch,
9/ Engine No.2 Fire Warning Switch illuminate.
Instrument And Navigation:
IRS


During fast realignment observe ALIGN Light extinguished within 30 seconds.
If time permits it is preferable to perform a full alignment of the IRS. A more precise
alignment will results.
Flight Instruments









RADIO ALTITUDE Display changes color to yellow and flashes momentarily when
airplane descends below the decision height.
AIRSPEED TREND ARROW - Tip of arrow depict predicted airspeed within the next
10 second based on present airspeed and acceleration.
YELLOW SPEED BAND - With flaps extended: minimum maneuver speed / flap
extended placard speed for the next normal flap position. With flaps retracted:
minimum maneuver speed / speed, that provides a .3 G maneuver margin to high
speed buffet at high altitudes.
The normal localizer deviation scale is one degree per dot. When the course deviation
is approximately 5/8 degree deviation (5/8 dot) and VOR/LOC is engaged, the scale
automatically expands to indicate 1/2 degree deviation per dot. The scale remains
expanded until after landing rollout or on a go-around with RA greater than 200 feet.
The alerting system of ILS deviation is armed when the airplane descends below 1500
feet RA with the LOC and G/S captured. If the Captain's or F/O's LOC deviation
exceeds one-half dot expanded scale (one-fourth dot standard scale), the respective
LOC scale changes color from white to yellow and the miniature runway stem flashes.
If the Captain's or F/O's G/S deviation exceeds one dot deviation, the respective G/S
scale changes color from white to yellow and the G/S pointer flashes. G/S deviation
alerting will not be initiated below 100 ft RA, but continues to operate below this
altitude if the alert was triggered prior to descent below 100 ft RA.
Each pilot's alerting system self-tests upon becoming armed at 1500 feet RA. This
self-test generates a two-second LOC and G/S deviation alerting display on each
EADI.
Vertical movement of the Rising Runway Symbol represents the last 200 feet of radio
altitude. Zero feet RA is indicated as the top of the Runway Symbol rises to the base
of the Airplane Symbol.
Course Deviations - ILS 1 dot ... 1° normal scale, 1/2° expanded scale, VOR 1 dot ...
5°, NAV 1 dot ... 2 NM.
If the airplane is moved during alignment or fast realignment (ALIGN Light
illuminated), the IRS's automatically begin the full 10-minute alignment procedures
over again.
Altitude Display Limits for RVSM Operations
Standby altimeters do not meet altimeter accuracy requirements of RVSM airspace.
The maximum allowable in-flight difference between Captain and First Officer
altitude displays for RVSM operations is 200 feet.
The maximum allowable on-the-ground display differences for RVSM
operations are:
Sea Level
5,000 Feet
40 Feet
45 Feet
Max Difference
Between Captain or F/O
& Field Elevation
75 Feet
75 Feet
10,000 Feet
50 Feet
75 Feet
Field Elevation
Max Difference Between
Captain & F/O
1. Takeoff with the Forward Looking Predictive Windshear Warning Alert annunciated is
not authorized.
Operating Parameters:
1. Do not operate weather radar during fueling, near fuel spills, or near personnel
except in test mode.
2. Altimeter differences:
ALTITUDE
ELEC/PNEU
ELEC/ELEC
SEA LEVEL
5,000 FEET
10,000 FEET
20,000 FEET
30,000 FEET
40,000 FEET
50 FEET
80 FEET
120 FEET
220 FEET
280 FEET
425 FEET
50 FEET
50 FEET
60 FEET
80 FEET
120 FEET
160 FEET
Note:
Above 10,000 feet and 0.4 Mach, position error causes the tolerance to diverge
rapidly and direct crosscheck becomes inconclusive. Differences greater than 400 feet
should be suspect and verified by ground maintenance checks.
Communications
Do not use VHF–3 for ATC Communications with ACARS operational.
Note: The following limitation is applicable to airplanes which have not incorporated the
effects of Honeywell service bulletin 4051600–22–0023 which installs a Honeywell flight
control computer to correct the VHF-2 squelch break anomaly.
Because of unacceptable electromagnetic interference between the flight control computer,
the EFIS symbol generator, and the VHF–2 antenna, do not use VHF–2 on 120.000 MHz or
120.005 MHz as a primary means of communication. If frequency 120.000 MHz or 120.005
MHz is required, use VHF–1.
On airplanes equipped with Rockwell/Collins Model HFS–700 and/or HFS–900
communication transceivers, flights predicated on the use of the following HF frequencies
are prohibited:
• 11.133 MHz
• 22.434 MHz
• 22.683 MHz
• 22.766 MHz
Aircraft Communications Addressing and Reporting System
The ACARS is limited to the transmission and receipt of messages which will not create an
unsafe condition if the message is improperly received, such as the
following conditions:
• the message or parts of the message are delayed or not received,
• the message is delivered to the wrong recipient, or
• the message content may be frequently corrupted.
However, Pre-Departure Clearance, Digital Automatic Terminal
Information Service, Oceanic Clearances, Weight and Balance and
Takeoff Data messages can be transmitted and received over ACARS if
they are verified per approved operational procedures.
Flight Management, Navigation
For airplanes with FMC update earlier than U7.2:
During VOR approaches, one pilot must have raw data from the VOR associated
with the approach displayed in the EHSI VOR/ILS mode no later than final
approach fix.
Non–AFM Operational Information
Note: The following items are not AFM limitations but are provided for flight
crew information.
Do not operate the weather radar in a hangar or within 50 feet of any personnel or a fuel
spill.
Note: The hangar and personnel restrictions do not apply to the weather radar test mode.
WARNING SYSTEM

TAKE-OFF CONFIGURATION WARNING –
-
Stabilizer trim is NOT in the green band range, or
Trailing Edge Flaps are NOT in the flap 5 through 15 take-off range, or
Leading Edge Flaps are NOT in the correct position for take-off, or
Speed Brake Lever is NOT in the DOWN position, or
Parking Brake SET.

Aural Indication, Flaps 15°, gear UP - Either Forward Thrust Lewer between idle and
approximately 10 degrees and the opposite thrust lever greater than approximately 30
degrees below 1500 feet RA, the Landing Gear Warning Horn can be silenced with
the Horn Cutout Switch.

Inputs to the GPWS computer are - Radio altitude from the Captain's Radio Altimeter,
Mach/airspeed and barometric altitude from Air Data Computer No.1, Glide slope
deviation signals from the No.1 Glide Slope Receiver, and Landing Gear Lever and
flap position. The loss of an input will deactivate only the affected mode(s).

APPROACHING MINIMUM - At 80 feer above decision height.

When the Captain's EFIS Control Panel is set to 10 feet or less, the decision height
callouts will not sound. Once a decision height callout has sounded, it will not
function again until after the airplane climbs above 1000 feer RA.

WARNING AND CAUTION SUMMARY –
-
A/T flashing amber light ... A/T airspeed deviation,
A/P flashing amber light ... A/P revert to CWS,
Flashing pointer of GS or LOC ... GS or LOC deviation,
Intermittent horn ... unsafe take-off configuration.
Speed, Height, Distance conversion
Level flight deceleration allow 10kts/nm & 1kt/sec (deceleration is faster at lower weights)
Descending deceleration allow 5kts/nm & 0.5kt/sec
Idle descent allow 3nm/1000'
Approach Profile Planning
Aim for 250kts, 10,000ft by 30nm out
Aim for 210kts, On ILS at 12nm
Cruise N1
N1 = (2 x Alt/1000) + 10 eg at FL350 = 70+10 = 80% N1
or
FF = (IAS*10)/2 -200 eg 250kts = 2500/2 -200 = 1050 kg/hr/engine
N1's & Pitch Attitudes
Phase of flight
Level Flight:
%N1 Attitude (deg nose up)
250kts
65
4
210kts
60
6
Flap 1, 190kts
60
6
Flap 5, 180kts
62
7
Gear down, flap 15, 150kts
70
8
Gear down, & on glideslope:
Flap 15, 150kts
52
4.5
Flap 25, 140kts
52
4
Flap 30, Vref + 5
55
2.5
Flap 40, Vref + 5
62
1
All the above based on a gross weight of 47.5, N1 may vary by 5% and attitude by 2° at
other weights.
Add 2% N1 in turns.
For single engine add 15% N1 + 5% N1 in turns.
Climb Speeds
If ECON info not available, use 250KIAS until 10,000ft then 280KIAS/M0.74 thereafter.
Best Angle = V2 + 80
Best Rate = V2 + 120
Kinetic Heating
Increases TAT by approximately 1°/10kts IAS
Driftdown
Driftdown speed and level off altitude are for the terrain critical case; if terrain is not
critical you may accelerate to Long Range Cruise (LRC), this will cost approximately
3000ft. Otherwise slowly accelerate to LRC at the level off altitude as weight reduces with
fuel burn. If anti ice is required, the altitude penalties are severe. See table below for figures
(QRH PI.13.7).
Altitude penalty for engine bleed requirements
737-300
737-700
Bleed requirements
Terrain
critical
LRC
Terrain
critical
LRC
Eng Anti-ice ON
-1500ft
-4000ft
-5600ft
-5900ft
Eng & Wing Anti-ice
ON
-4800ft
-7600ft
-12500ft
-13000ft
Fuel Consumption Formulae
Optimum FL (FPPM p2.1.1)
Altitude away from
optimum
2000ft above
Optimum
2000ft below
4000ft below
8000ft below
12000ft below
Fuel Mileage Penalty %
737-300 M0.74 737-700 M0.78
1
2
0
0
2
2
4
5
11
14
20
24
Step climb & wind/altitude trade
Step climb under
consideration
FL290 FL330
FL310 FL350
FL330 FL370
FL370 FL410
(FPPM p3.2.16)
Break even wind
737-300 M0.74
< 34Kts
< 25Kts
< 12Kts
N/A
Break even wind
737-700 M0.78
< 75Kts
< 69Kts
< 55Kts
< 24Kts
The 737 burns approx 30kg/min. Hence subtract (30kg x reduced trip time in mins) from the
trip fuel at the proposed level. If this figure is less than the trip fuel for the planned flight
level, the lower level is justified.
Trip Fuel Reduction = Weight reduction x Flight time in hrs x 3.5%
Eg: 10 pax less over a 2hr flight = 1000kg x 2 x 3.5% = 70kg lower trip fuel.
Landing Flaps
Flap 30 uses 25kgs less fuel than flap 40 from 1500 ft to touchdown.
Anti Ice
Engine Anti-ice burns 90 kg per hour.
Engine + Wing Anti-ice burns 250 kg per hour.
Non-Normal Configurations
Compared to 2 Engine LRC at Optimum Altitude for any given weight:
Engine Out LRC burns 21% more fuel.
Engine Out LRC increases Time Interval by 13%.
Depressurised LRC (2 Engines@10,000') burns 49% more fuel.
Depressurised LRC increases Time Interval by 20%.
Gear Down burns 89% more fuel! Gear Down increases Time Interval by 29%.
Hint. you can check the Depressurised figures quoted above by entering 10,000' as a "step
altitude" in the CRZ page and compare the fuel remaining at your destination.
During intermediate approach - before glideslope capture

Speed is controlled by pitch

Rate of descent is controlled by thrust
During final approach - after glideslope capture

Speed is controlled by thrust

Rate of descent is controlled by pitch
Pitch & Power Settings on Final Approach

Use 5deg nose up for initial flap settings.

Use 2.5deg nose up for flap 30.

For flap 30, start with 55% N1, then adjust as required.
Stabilise the aircraft at the selected approach speed with a constant RoD between approx 600
to 800 fpm on a desired glide path, in trim.
Descent rates above 1000fpm should be avoided.
Visual Aiming Point
Aim for the aiming point markers or your desired gear touchdown point if no markers are
available. Now adjust the final approach glide path until the selected point is stationary in
relation to the aircraft. ie it does appear to move up or down the windscreen.
The approach lights & runway centerline should run between your legs until touchdown,
then keep the centerline running down your inside leg.
Flare and Touchdown
After the threshold goes out of sight under the nose, shift the visual sighting point to a point
approximately 3/4 down the runway while maintaining descent, this will assist in
determining the flare point. Initiate the flare when the main gear is approx 15 feet above the
runway by increasing the pitch attitude by about 3deg and smoothly bring the thrust levers
back to idle. Do not float, but fly the aircraft onto the runway and accomplish the landing roll
procedure.
Instructors Notes

The importance & necessity of achieving a stabilised approach.

Use of all available clues - visual and instrument.

Do not wait until "Decision" before taking in the visual picture.

Below 200ft, the landing is primarily a visual manoeuvre backed up by instruments.

The best way to judge the flare near the ground, is to fix your eyes on a point near the
far end of the runway.

A firm landing in the TDZ is a good one, a smooth landing outside the TDZ is bad despite any comments from the cabin crew!
NORMAL PROCEDURES

IRS - Verify both ON DC lights illuminate momentarily followed by steady
illumination of the ALIGN lights.

Stall warning test - With hydraulic power OFF, the leading edge flaps may droop
enough to cause an asymmetry signal, resulting in a failure of the stall warning system
test. Place the "B" system electric pumps ON, retract the flaps and repeat the test.

If a FUEL PUMPS LOW PRESSURE light during Flight Deck Preparation does not
extinguish when the switch is turned ON, this may indicate a locked fuel pump rotor.
Place the switch to OFF to prevent possible damage to the pump.

Hydraulics during Flight Deck Preparation - System A and B pressure and Brake
pressure indicators ... 2800 PSI minimum.

Window Heat Switches - Position switches ON at least 10 minutes before take-off.

IRS - Verify both ON DC lights illuminate momentarily followed by steady
illumination of the ALIGN lights.

DO NOT KEY HF RADIO while airplane is being fueled. Injury to personnel or fire
may result.

Engine Start N2 - Position Engine Start Lever to IDLE detent when:
- N2 RPM reaches 25% or (if 25% N2 is not achievable)
- at MAX monitoring and a minimum of 20% N2. Max monitoring is defined as
when N2 acceleration is less than 1% in approximately 5 seconds.

Prior to installing the nose gear lockout steering pin, do not make any electrical or
hydraulic power changes with tow bar connected. Any change to electrical power may
cause momentary pressurization of the nose wheel steering actuators causing
unwanted tow bar movement.

If the nose gear steering lockout pin is not installed, system A hydraulic pumps must
be placed OFF.

Before take-off set initial thrust approximately 40% and stabilize.

Take-off power must be set at an airplane velocity between 40 and 60 knots.

After lift-off leave Landing Gear Lever in the UP position approximately 10 second
after all red landing gear lights have extinguished.

SPEEDS: above 53, 070 kg ... + 10 kts, above 62, 823 kg ... + 20 kts.

Limit bank angle to 15 degrees until reaching V2+15 kts.

To prevent unwanted roll at autopilot disconnect, do not apply aileron trim with the
autopilot roll channel engaged.

Use of aileron trim with the autopilot engaged is prohibited.

In flight, do not move speed brake lever beyond the flight detent.

Using flaps as speedbrakes is not recommended.

When on final approach in landing configuration, it is not recommended to set the A/T
command speed to allow for wind or gust correction. The recommended A/T approach
speed setting is VREF+5 with autopilot ON.

Do not use speed brakes below 1.000 feet above the surface.

In case of severe turbulence, a descent schedule of .73M/280/250 knots should be
maintained through the turbulent area. At altitudes below FL 150 and with airplane
gross weights less than the maximum landing weight, the airplane may be slowed to
250 knots. Adequate stall margin exists under these conditions.

Limit REVERSE THRUST to 82% N1 for passenger comfort. When required, the
maximum allowable go-around N1 may be used.

After reverse thrust has been initiated, a full stop landing must be made.

It is recommended that the engines be operated at, or near idle for three minutes prior
to shutdown to thermally stabilize the engine hot sections. If operational requirements
dictate, the engines may be shut down with a one-minute cooling period.

Whenever the APU is operating and AC electrical power is on the airplane busses,
extended service life of the APU fuel control unit can be realized by operating at least
one fuel boost pump to supply fuel under pressure to the APU.

It is recommended that the APU be operated for three minutes before using as a bleed
air source.

It is recommended that the APU (GARETT) be operated for one full minute with no
pneumatic load prior to shutdown. Sundstrand APS-2000 shut down immediately.

If through flight ground time does not exceed 30 minutes, the Window Heat Switches
may remain ON.

NO ENGINE BLEED TAKE-OFF - during take-off BLEED TRIP OFF light
illuminated. At minimum of 1500 feet (AGL) and TAT is 38°C or below: ENGINE
ANTI -ICE SWITCH affected side ... ON, TRIP RESET SWITCH ...
RESET, reconfigure cabin pressurization system and reset engine anti-ice switches.

Unpressurized Take-off and Landing or No Engine Bleed Take-off and Landing - If
engine failure occurs, do not position engine BLEED air switches ON until reaching
1500 feet or until obstacle clearance height has been attained.

Use of frequency 120,000 or 120,005: Because of unacceptable Electromagnetic
Interference between the Flight Control Computer, the EFIS Symbol Generator and
the VHF COMM#2 antenna, do not use COMM#2 on 120,00(0 or 5) MHz as a
primary means of communication. If frequency 120,00(0 or 5) MHz is required, use
COMM#1.

VOR navigation - If change to a localizer frequency is desired when captured in the
VOR mode, disengage VOR LOC mode prior to selection of the localizer. VOR LOC
mode can then be reengaged.

QFE operation - Do not use LNAV or VNAV below transition altitude/level. Altitudes
in the navigation data base are not referenced to QFE. Use only raw data for
navigation.

WATER SYSTEM DRAINING - Water heaters ... OFF. Failure to do this could
cause damage to the heaters when the water is drained.
SUPPLEMENTARY NORMAL PROCEDURES
Cold Weather Operation

Take-off with light coatings of frost, up to 3 mm in thickness on lower wing surfaces
due to cold fuel, is permissible.

The APU should be preheated to above -40°C to ensure proper operation.

If the START VALVE OPEN light does not illuminate or the air duct pressure drop is
not observed, the start valve solenoid may be frozen. Warm the starter valve, fuel
control unit and ignition system by ground heating.

If ambient temperature is below -35°C, idle the engine two minutes before changing
thrust lever position.

During cold weather starts, initial oil pressure may be slow in rising, the LOW OIL
PRESSURE Light may remain illuminated and pressure may then go above the
normal range and may illuminate the FILTER BYPASS Light. The engine should be
operate at idle thrust until oil pressure returns to the normal range. No minimum oil
temperature is specified for take-off.

During cold weather starts, oil pressure may temporary exceed the green band or may
not indicate any increase until oil temperature rises. No indication of oil pressure by
the time idle RPM is achieved requires an immediate engine shutdown. At low
ambient temperatures, a temporary high pressure above the green band may be
tolerated.

When starting a cold soaked engine, slow oil pressure response is not usual. As long as
there is some indication of oil pressure, up to three and one-half minutes may be
allowed for oil pressure to reach the minimum operating pressure.

Following a precautionary shutdown when no oil pressure indication has been
observed, allow 10 to 15 minutes for internal heat to warm the oil system. Hot air may
be applied adjacent to the gearbox and oil tank for warm-up prior to next start.

If icing conditions are present, Engine Anti-ice must be turned ON immediately after
engine start.

When moderate to severe icing conditions are present during prolonged ground
operations, periodic engine run-up to as high a thrust setting as practical (70% N1
recommended) should be made at 30-minute intervals for approximately 30 seconds
duration.

If a COWL VALVE OPEN Light remains illuminated bright with engine at idle,
position the APU Bleed Air Switch to OFF and increase thrust slightly (up to a
maximum of 30% N1).

WHEN OPERATING THE WING FLAPS DURING LOW TEMPERATURES, the
Flap Position Indicator and Leading Edge Devices annunciator panel should be closely
observed for positive movement. If the flaps should stop, the flap lever should be
placed immediately in the same position as indicated.

APU and ENGINE BLEED AIR SWITCHES (with engines operating) should be
turned OFF to prevent de-icing fluid from being ingested and causing fumes in the air
conditioning system. If not required, APU should be shut down to prevent erratic
operation or damage the APU.

Airplane de-icing should be accomplished with the flaps up.

During de-icing, stabilizer trim should be at FULL APL NOSE DOWN.

Wing anti-ice must be OFF when airplane is protected by the application of Type II or
Type IV fluid in compliance with an approved ground de-icing program.

Wait approximately 1 minute after completion of de-icing to turn Engine Bleed Air
Switches to ON position.

If moderate to severe icing conditions are present, take-off roll must be proceeded by a
static run-up to 70% N1 and stable engine operation observed prior to brake release.

Take-offs on slippery runways are not recommended if the crosswind exceeds 15
knots or when slush or wet snow is more than 13 mm

If excess runway is available, consideration may be given to using IMPROVED
CLIMB PROCEDURES for flaps 5. This will provide additional stall margins.

If runway limited for the planned take-off flap setting, consideration may be given to
using the next flap position with Improved Climb Performance. This will provide
additional stall margins with minimum performance penalties.

If ice formations is observed on the airplane surfaces (wings, windshield wipers,
window frames, etc.), add 10 knots to the final approach airspeed to ensure
manoeuvring capability. The combined airspeed corrections for steady wind, gust, and
icing should not exceed the maximum of 20 knots.

AFTER LANDING IN ICING CONDITIONS, position the stabilizer between 0 and 2
units, airplane nose down (leading edge UP). This prevents melting snow and rain
from running into balance bay areas and prevents the stabilizer limit switch from
freezing.

The airplane must be parked into the wind when the outflow valve is full open.

If the nickel-cadmium battery will be exposed to temperatures below -18°C, the
battery should be removed and stored in an area warmer than -18°C, but below 40°C.

Securing for overnight - Outflow Valve CLOSED (by MAN AC)
Landing On Wet Or Slippery Runways

Arm the Autobrake by selecting Position 3.

In crosswind conditions, the crosswind crab angle should be maintained to touchdown
on very slippery runways.

To correct back to the centerline, reduce reverse thrust to idle and release the brakes.

In crosswinds, do not exceed reverse thrust 70% N1.

Do not cycle brake pedals during manual braking.

After landing and/or if taxiing through water or slush do not retract flaps beyond 15°.
Non-Normal Procedures

ABORTED ENGINE START if –
- No N1 rotation before the Engine Start Lever is raised to IDLE,
- No oil pressure indication by the time the engine stabilized at idle,
- No increase in EGT, within 10 seconds on the ground or 30 seconds in flight,
after the Engine Start Lever is raised to IDLE,
- No increase in, or a very slow increase in N1 or N2 after EGT indication,
- EGT rapidly approaching or exceeding the start limit.

LOSS OF THRUST ON BOTH ENGINES - Max EGT is 930°C, in moderate to
heavy rain it may take up to 3 minutes to accelerate to idle.

ENGINE LOW OIL PRESSURE - Accomplish this procedure when the engine oil
pressure is below 26 psi (yellow band) or when the amber LOW OIL PRESSURE
Light illuminates at a pressure below 13 psi (red band).

If engine oil pressure is in the yellow band, DO NOT TAKE-OFF.

Oil pressure in the yellow band is normal at low thrust settings.

If engine oil pressure is at or below the red radial - accomplish the ENGINE
FAILURE AND SHUTDOWN checklist.

If both busses off, only one APU start attempt is recommended. APU starting may
results in loss of IRS alignment.

A fully charged battery will provide a minimum of 30 minutes of standby power.

ALTERNATE FLAPS OPERATION - This procedure is accomplished if flaps fail to
extend or retract in response to Flap Lever selection and no asymmetry is indicated.

SPEED LIMIT 230 kts with Leading Flaps EXTENDED or in TRANSIT. Do not
exceed 230 kts when flaps are extended by alternate (standby) system.

When the gear has been lowered manually, it cannot be retracted.

After manual reversion landing, thrust reverser operation will be slow and apply
steady brake pressure, do not modulate the brakes, because of inoperative nose wheel
steering and limited capacity of brake accumulators.

FAIL OF AIR/GROUND SENSING SYSTEM - Manually deploy the speed brakes
immediately upon touchdown. After landing with C/B pulled, some abnormal systems
reactions are: the pressurization system will maintain a small positive pressure and
inboard wheel brakes are inoperative at taxi speeds. DO NOT OPERATE THE
SPEED BRAKES IN FLIGHT.
From Cold and Dark to Ready for Taxi. Cockpit preparation
No Call – performed by Both Pilots.
Preliminary Preflight / Electrical Power Up:
1. Battery Switch………………… Guard closed – Check-ON
2. Standby Power Switch………... Guard closed – Check
3. Alternate Flaps Master Switch... Guard closed – Check
4. Windshield Wiper Selector……………………… OFF
5. Electric Hydraulic Pumps Switches……………... OFF
6. Landing Gear Lever……………………………… DOWN
7. Weather Radar…………………………………… OFF
8. Ground Power Switch…………………………… ON
Fire and Overheat Protection……………………… Check
APU Start (Left Forward fuel pump – ON, max EGT for start=760°, max. continuous710°,
start cycle – 135sec; Ground - 2 starts max. 4min. between starts; Air-4starts max. 4min.
between starts).
RAINBOW CHECK – Fuses, Oxygen, Rope, Gloves, Googles, Axe
-Mach Airspeed Warning 1and2………………………. Test
-Stall Warning…………………………………………. Test
-Flight Recorder……………………………………….. Test
-PMC………ON……………..Reverser 1and 2 ……… Test
-IRS……………………………………………………. NAV
-LE Devises, Flaps…………………………………….. Test
Oxygen masks test – Mask - I/C – Speaker – Oxygen Test – Noise in speaker – Boom
Preflight procedure:
- FLT CONTROLS – Guard closed, SPOILER – Guard closed, ALTERNATE FLAPS Guard closed/OFF, YAW Damper – ON, Instrument Transfer Switches – NORMAL, FUEL
PANEL – SET, ELECTRICAL PANEL – SET(Galley-ON, APU – on BUS-check, BUS
Transfer – AUTO), EQUIP COOL - Normal, EMER EXIT LIGHTS - Armed, WIPER–OFF,
WINDOW HEAT – ON (10min. before TO), WING/ENGINE ANTI ICE – As required,
HYDRAULIC PUMPS (ENG-ON, ELECTRIC-OFF), AIR CONDITIONING PANEL– Set,
AIR CONDITIONING PACK – Set (One Pack – AUTO or HIGH; other – OFF;
ISOLATION VALVE – AUTO; ENGINE BLEED – ON; APU BLEED – ON – 1min. after
start), CABIN PRESSURIZATION PANEL – Set(FL, Land Alt, Cab Alt, FLT/GRD to
GRD), LIGHTNING PANEL – Set(Position Light – ON – STEADY, others as required),
IGNITION – R (first flight, base airport), ENGINE START – OFF.
MCP –set.
- FD – ON (PF first - MA)
- COURSE(S) – SET
LIGHT TEST – Check, [A/P, A/T, FMC] hold to 1/hold to2, Marker – test.
Flight Instrument Check:
CLOCK – Set, RDMI – check, ALTIMETER – set QNH, AIRSPEED CURSOR control –
PUSH, CHECK FLAGS, FLIGHT MODE ANNUNCIATORS (A/T-blank; Pitch modeblank; Roll mode-blank), AFDS status – FD, LANDING GEAR – check, ANTISKID-check,
AUTO BRAKE – RTO, LIGHTS(Reverser Unlocked; A/T Lim; Start Valve Open; Low Oil
Press; Oil Filter Bypass), ENGINE INSTRUMENT Panel – set(N1 manual set knob-Push;
Fuel Used Reset-set; Hydraulic Quantity, FUEL Quantity).
CDU Pre-flight:
SET – according Flight Plan, Load sheet – check – weights, speeds, and bugs;
MCP: IAS/MACH – set V2, Initial heading set, Initial altitude set; AIRSPEED Indicator IAS
BUGS – 80kts, V1, Vr, V2+15, V flaps up.
EFIS control panel – MAP, 20nm. Scale; GPWS – sys Test, TCAS - Test, WXR – TESTON-OFF, VHF communication – set, VHF-navigation – set for departure, AUDIO panel –
set, ADF radios – set, STABILIZER TRIM – guard and closed, TRIM SET (check each
trim for freedom of movement; Stabilizer trim – for take-off; Aileron trim=0; Rudder
trim=0) – Free and 0.
F/O receive ATC clearance – set MCP and CDU
PF - Instrument Check
QNH 1003, reading 360ft. with minimum flaps retraction altitude of 1600ft
(1200 + 360), HDG 250(RMI), 250(EADI), 250(magnetic), NO FLAGS
Correct time 1350
PF - Normal Briefing
All briefings shall reflect the appropriate actions by PF and PM. Prior to engine start a briefing
shall be conducted by the PF. Subsequent briefings should be more abbreviated, practical and
specific to each sector.
For each sector, the PF will start the briefing as follows:
- Specify which runway / intersection is to be used;
- Review runway conditions, and any weather related factors;
- Specify the takeoff thrust and flap setting to be used;
- Specify the SID and compare it to the FMC and MAP display.
- Review the initial departure procedure (SID, anticipated departure instructions)
including any speed and/or altitude restrictions.
- Review noise abatement or special climb procedures;
- Review expected pushback direction and taxi routing;
- One engine out climb-out procedure (failure or fire);
- Review the specific actions required for engine failure after V1 (EOSID, fuel,
takeoff alternate, take-off weight, local traffic, adverse meteorological condition);
- Check sector MSA, applicable grid and initial route MORA, transition altitude, and
QNH.
- Review any MEL/CDL items, and their effect upon handling or performance.
Prior to Take Off a review of the ATC clearance and departure instructions shall be made by
the PF, highlighting any changes from previous briefings.
• Immediately prior to take-off the take-off data shall be verified, taking into account the
actual runway being used.
Take-off Briefing (example):
Aircraft status – hold items……, position stand №…, according to ATC clearance we expect
to taxi via… to HP RWY…, RWY condition_____, TOW____, weather___, no limits(or due
to________). It will be rolling takeoff , flaps 5, full (derated) thrust, V1___Vr____V2, 400ft
– LNAV/HDG sel, 1500ft – N1, when airborne… (when advised by TWR) contact ............,
After take-off, follow SID (departure procedure – check CDU), left/right turn, initial altitude
___ feet, TA ____, climbing initially FL__ / ____feet.
PF - EMERGENCY BRIEFING –
Up to 80KT we will stop for any reason.
Between 80KT and V1 we will reject for engine fire, engine failure, windshear
warning, or airplane is unsafe or unable to fly. In case of rejected TO, you (CPT) will call
my controls, retard the throttles, disengage A/T, extend the speed brake, pull the reverse,
apply the brakes according to the speed(RTO). I(F/O) will confirm autobrake and speed
brake UP and inform TWR.
After V1 we will continue as per Engine Out procedure no action below 400ft. except
Landing Gear UP, climb and maintain the speed over V2+20kts, report to the Tower to
return for landing/or a new clearance to Holding and complete appropriate Checklist.
PREFLIGHT Checklist – CPT call F/O reads:
Oxygen, Interphone . . . . . . . . . . . . . . . . . . . . . . . . . . Tested, 100%------CPT;F/O
Instrument transfer switches. . . . . . . . . . . . . . . . . . . . NORMAL-----F/O
Window heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON-----F/O
Pressurization mode selector . . . . . . . . . . . . . . . . . . . . . . AUTO------F/O
Flight instruments . . . . . . . . . . . . . Heading ___, Altimeter ___------F/O
Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Set-----CPT
Engine start levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF----CPT
BEFORE START Checklist - CPT call F/O DO and reads:
F/O ask and receive start-up clearance:
BEFORE START PROCEDURE:
1. Fuel Pumps......................ON
2. Hydraulic Pumps.............ON - 2800psi.
3. Passenger sign………….ON
4. Air Cond Packs...............OFF
5. Anti-collision Light…….ON
6. Trim…………………….Free and 0
BEFORE START Checklist - CPT call F/O reads:
Flight deck door . . . . . . . . . . . . . . . . . . . . . .. Closed and locked-----------F/O
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___ KGS, Pumps ON----------F/O
Passenger signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___-------------F/O
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Locked------------CPT;F/O
MCP . . . . . . . . . . . . . . . . V2 ___, HEADING ___, ALTITUDE ___-------CPT
Takeoff speeds . . . . . . . . . . . . . . . . . . . . . V1___, VR___, V2___------------CPT
CDU preflight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Completed-----------PF
Rudder and aileron trim . . . . . . . . . . . . . . . . . . . . . . . Free and 0-----------F/O
Taxi and takeoff briefing . . . . . . . . . . . . . . . . . . . . . . Completed------------PF
Anti collision light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON------------F/O
ENGINE START:
Start pressure ≥30psi→Start Switch→GRD→N2↑→Start Valve Open (F/O) → N1↑→Oil
Pressurize→N2≥25%→Engine Start Lever→ IDLE→ Monitor FF and EGT (725°max.).
At 46% N2→ Start Switch moves to OFF (if not, F/O moves manually to OFF) F/O verify
and report “STARTER CUTOUT” by 46% N2. Monitor N1, N2, EGT, FF, P oil, Vibr
while engine accelerates to stable IDLE. CPT announce, “ENGINE STABILIZED”, when
the engine parameters are stabilized on idle. /same procedure for other engine/.
AFTER START PROCEDURE:
1. Generators 1 and2 ………………………ON BUS
2. PITOT STATIC HEAT .………………….. ON
3. WING/ENGINE ANTI ICE ……………As needed
4. PACKS …………………………………AUTO
5. APU BLEED ……………………………OFF(1min. time before shutdown)
6. ISOLATION VALVE …………………..AUTO
7. FLT/GRD ……………………………….FLT
8. APU ……………………………………..OFF(1min after BLEED OFF)
9. ENGINE START ………………………..CONT
10. RECAL ……………………………….…PUSH-CHECK
11. AUTO BRAKE …………………………RTO
12. FLAPS …………………………………..5° T/O
13. ENGINE START LEVERS ……………..IDLE DETENT
14. FLIGHT CONTROLS …………………..CHECK-CPT
15. TRANSPONDER ………………………..ON/EXPDR
BEFORE TAXI Checklist - CPT call F/O reads:
Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On---------F/O
Pitot static heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON--------F/O
Anti-ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___--------F/O
Isolation valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO--------F/O
Engine start switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONT---------F/O
Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked--------CPT;F/O
Autobrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RTO--------F/O
Engine start levers . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE detent--------CPT
Flight controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked--------CPT
Ground equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clear--------CPT
F/O receives ATC taxi instructions when advised by CPT:
CPT – Lights ON (taxi, runway turnoff); BOTH – Left/Right side CLEAR.
DURING TAXI / AT LINE UP POSITION:
1. Announcement - ,,CABIN CREW FOR DEPARTURE” - FO
2. Position Lights – Strobe and Steady – ON
3. CPT – Lights (Taxi – OFF, Turn-Off – ON, Inboard – ON)
4. A/T - ARM
5. WX Radar – ON; Radar antenna - 4°UP
6. Transponder – TA/RA
BEFORE TAKEOFF Checklist - CPT call F/O reads:
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___, Green light--------CPT
Stabilizer trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___ Units---------CPT
F/O ask and receive line UP clearance:
BOTH - elapsed time – ON
TAKE OFF PROCEDURE:
Captain – Advance the thrust levers to stabilize the engines above 40% N1 initially
Co-pilot – Observe that all engine indications are normal. Call out any abnormal indication.
Captain – Press TOGA button and follow the thrust levers as they advance on auto throttle.
Verify that the correct takeoff thrust is set. Autothrottle operation during takeoff:
 Before THR HLD: A momentary overshoot of target N1 by 4% is acceptable.
Avoid applying force to the thrust levers unless manual intervention is intended.
 At THR HLD: An offset of plus or minus 2% N1 is considered acceptable
autothrottle system operation.
 After THR HLD: Adjust the thrust levers to be within a tolerance of plus 1 %
minus 0% of target N1. Adjusting thrust within this tolerance assures predicted
airplane performance and minimizes EGT exceedance. (1% N1=10°EGT)
PM – Verify N1 reading is at target N1 value and report “TAKEOFF THRUST SET”
PF – Hold light forward pressure on the control column. Maintain directional control. Keep
the aircraft to one side of the centerline lights to prevent nose wheel vibration and for
passenger’s comfort.
Note: The Captain must keep his hand on the nose wheel steering wheel below 60kts, in order
to be ready for greater turn requirements during takeoff roll.
PM – Monitor the engines parameters and flight instruments. When 80kts is observed, call
“80kts”. The “80kts” call is used as an airspeed crosscheck and check for incapacitation. If
the “80kts” call is missed, then a call at present speed should be given i.e. “100kts”
PF – Verify and respond to the 80kts call with “CROSSCHECKED”
PM – At V1 call “V1”
Captain – Remove hand from thrust levers.
PM – At Vr call “ROTATE”
PF – Smoothly rotate towards 15° nose up at rate 3° per second (10°)!!! Do not chase the
Flight Director during initial rotation to minimize the possibility of tail strike.
PM – Only when a positive climb is observed on the barometric altimeter, call “POSITIVE
CLIMB”
PF – Confirm positive rate and call “GEAR UP”. Stabilize at V2+20kts.
Limit pitch attitude not more than 20° nose up.
PM – When “Gear up” call is made by PF, position the gear lever to the UP position and
select auto brake OFF.
PF – At 400ft above AGL request appropriate roll mode (LNAV, HDG SEL, VOR/LOC).
PM – Select the requested roll mode and observe FMA change. Contact ATC not before roll
mode is selected.
NOTE:
 Stabilization at 40% N1 (not more than 2 seconds) will minimize thrust asymmetry and
directional control problems.
 During the initial spool up, both pilots lift their heels off the floor. Captain must be ready
to reject the takeoff.
 Rolling takeoffs are accomplished in two ways:
1. If cleared for takeoff prior to or while entering the runway, maintain normal taxi speed.
When the airplane is aligned with the runway centerline apply takeoff thrust by
advancing the thrust levers to approximately 40%N1. Allow the engines to stabilize
momentarily then promptly advance the thrust levers to takeoff thrust.
2. If holding in position on the runway, release brakes then apply takeoff thrust as
described above.
AFTER TAKEOFF PROCEDURE:
Track changes after take-off are normally made at or above 400 ft AAL, but in no case shall
be made below 200 ft AAL.
From 400ft AGL to “After takeoff checklist completed”
PF – Maintain takeoff power and speed V2+20kts to flap retraction altitude (1000ft AGL
normally, or 1500ft AGL for noise abatement or as specified)
PM – Monitor engine instruments and crosscheck flight progress.
PF – At 1000ft AGL (1500ft AGL or as specified for noise abatement) call “N1” for climb
power.
PM – Select N1 when asked by the PF and observe FMA change.
PF – At 1000ft AGL (3000ft AGL or as specified for noise abatement) call “SPEED 210 (220
or 230 according gross weight)”. Start flap retraction, if present speed is above green “F” on
the speed tape, or more than V2+15. Call “FLAPS …..”
PM – Select the required speed and flaps. Monitor engine instruments and flap retraction
progress.
PF – At speed 190kts (200/210kts) request “FLAPS UP”
PM – Select the required flaps and continue to monitor the flap retraction progress. Report
“FLAPS UP, NO LIGHTS”, or if any flap/slats malfunction is noticed.
PF – In case of “No engine bleed takeoff” call for the respective supplementary normal
procedure.
PM – Perform the required “No engine bleed takeoff” procedure.
PM – At transition altitude, call “TRANSITION, ALTIMETERS RESET” and reset own
barometric altimeter to 1013mb/29,92in
PF – Reset own barometric altimeter to 1013mb/29,92in and report “1013 SET, PASSING
XXXXft”
PM – Respond “PASSING XXXX FEET, SET AND CROSSCHECKED”. Crosschecked
means all barometric altimeters indications are within the limits.
Note: The Captain resets also standby altimeter. Keep QNH setting on standby altimeter to
FL100 (10 000ft) in order to have a quick reference for terrain clearance and for possibility of
a return landing.
PF - Do not trim the stabilizer trim at low altitude to avoid loss of control of the aircraft in
case of trim runaway. The aircraft can never be in trim while the gear is retracting (pitch
moment) so normal stick forces must be accepted. Until the gear is fully retracted, do not trim
the stabilizer except to correct for a gross error in trim setting.
PF – Call for “AFTER TAKEOFF CHECKLIST”
PM – Set landing gear lever in the OFF position. Set engine start switches as needed. Remain
the start switches in the CONT position, if required due to turbulence or icing conditions. Set
on the PF’s CDU climb page. Read and respond aloud to the “After takeoff checklist”. When
checklist is completed report to PF “AFTER TAKEOFF CHECKLIST COMPLETED”.
Note: 1. “After takeoff checklist” can be read before transition altitude, but not before flaps
are up.
2. Ensure “After takeoff checklist” is completed and the flaps are up, before selecting
VNAV mode.
PF – Engage autopilot when above 1000ft AGL, if desired (in clean and trimmed
configuration).
After Takeoff procedure:
1. Flaps – UP
2. Autobrake – OFF
3. LDG GEAR – OFF
4. Engine Start Switches – OFF
AFTER TAKEOFF Checklist – PF call PM read aloud and confirms:
Engine bleeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON-------PM
Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO------PM
Landing gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP and OFF-----PM
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP, No lights-------PM
AT TA:
PM – Transition Altitude, Set altimeter xxx(29,92)
PF – xxxx Set, Passing xxxx
PM – Passing xxxx, Set and CROSSCHECKED
AT 10000 ft:
1. FASTEN SEATBELTS – As needed (OFF)
2. LIGHTS – OFF (Turn-off, Inboard, Logo)
3. Squeeze bugs
4. Altimeter bug – 0
RVSM: At 26000ft – RVSM CHECK
2000ft. to FLIGHT LEVEL – 1500ft/min
1000ft. to FL – 1000ft/min
BBB – Briefing, Brakes, Bugs
BEFORE DESCENT:
1. Receive ATIS info.
2. Set DES Page on FMC.
3. CHECK and SET landing data on CDU
4. Approach briefing………………………..Complete
5. Landing data ……………………………..Vref___, min___
6. NAV radios……………………………….SET
7. Altimeters and bugs……………………….SET
8. RECALL…………………………………..Check
9. Autobrake………………………………….1 or 2
PF - APPROACH BRIEFING:
Thorough planning and briefing is the key to a safe, unhurried, professional approach. Always
ask your partner if he/she is ready to listen to your brief (CRM!). BE SHORT:
1) Type of approach and landing (i.e. Single channel ILS approach, manual landing)
2) Chart - Date and number of approach chart.
3) City, Airport & RWY
4) Starting from the above with LIDO brief strip, read the information and check
appropriate settings as follows: LOC identification and frequency, final approach
course, outer marker altitude, DA (MDA), airport elevation, transition level, QNH,
MSA sectors. Specify highest terrain point on the approach chart, if necessary.
5) Review Go-around procedure & missed approach altitude.
6) Set the available ADFs for approach.
7) Check glide slope capture or FAF altitude.
8) Check glide slope angle
9) Check visibility (RVR) minima
10) Check MAP (Non-precision approach)
11) Check runway information: RWY lightings, RWY length (specify Autobrake setting)
and width. Notice any peculiarities (displaced threshold etc.)
12) Expected after landing procedures, taxi routing and stand. Review NOTAMS.
PM - Participate in arrival briefing, NAV radios, altimeter and bugs set-up and
confirmation.
PM – Request descent clearance. Company recommends starting descent 10nm before top
of descent.
Approach Briefing (example):
Expecting ____ approach at ____ airport ___ RWY. The weather is ____, QNH___, TL ___,
Approach type ___, chart validity ___, MSA ___, Landing Weight ___, Flaps ___, Vref.___,
Auto brake __. Main Navigational Aid frequency ___, DME ___, Final Approach Course__,
FAF __, GP angle ___, intercepting Localizer at ___, intercepting GP at ___. Descend to
DA(H) ___, MAP ___, VDP ___ if the required visual reference is established – I will call
,,Continue”. If not, will call ,,Go-Around” and perform the Go-Around procedure(read
according to the approach map) or follow the ATC instructions.
GA action: Advance the Thrust Lever, press TO/GA, Flaps 15°, positive rate, Gear Up,
NAV to Auto, 400 ft., HDG SEL or LNAV, Flap retraction on schedule.
DESCENT Checklist – PF call PM read aloud and confirms:
Pressurization . . . . . . . . . . . . . . . CAB ALT ___, LAND ALT ___----------PM
Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked------------CPT;F/O
Autobrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___--------------PF
Landing data . . . . . . . . . . . . . . . . . . . .VREF ___, Minimums ___------------CPT;F/O
Approach briefing. . . . . . . . . . . . . . . . . . . . . . . . . . . . Completed-------------PF
AT 10000 ft:
1. FASTEN SEATBELTS – ON
2. LIGHTS – ON (Turn-off, Inboard, Logo)
3. PM - Announcement ,,CABIN CREW PREPARE CABIN FOR APPROACH”
AT TL:
PM – Transition Level, Set altimeter xxx
PF – xxxx Set, Passing xxxx
PM – Passing xxxx, Set and CROSSCHECKED
APPROACH Checklist – PF call PM read:
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___----------CPT;F/O
AT FINAL- before FAF:
1. GEAR…………………………………….DOWN
2. FLAPS…………………………………...15°
3. SPEED………………………………….150kts
4. SPEEDBRAKES……………………….ARM
5. ENG. START SWITCHES…………….CONT
LANDING Checklist – PF call PM read aloud and PF confirms:
Engine start switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONT-------PF
Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ARMED------PF
Landing gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Down-------PF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___, Green light-------PF
PM - Announcement ,,CABIN CREW FOR LANDING”
AFTER LANDING PROCEDURE:
1. Pitot Heat – OFF
- call ,,Speedbrake UP”; - stop ,,FLT Time”
2. Press System – FLT/GRD → GRD - call ,,Autobrke Disarm”; - call ,,60 knots”
3. APU – START
4. When vacating RWY – Position – STEADY; Inboard – OFF; Turnoff and Taxi - ON
5. Engine Start Switches – OFF
6. Autobrake – OFF
7. Flaps – UP → set TRIM in green sector
8. Speed Brake – DOWN
9. WX RAD – OFF
10. Transponder – As required - EXPDR
11. Approaching parking area – check brake pressure ,,Hydraulic Normal”
12. Monitor Gate/Parking area
CPT approaching gate – Lights – OFF
Shutdown Procedure:
1. Captain: parking brake – SET
2. APU – ON BUS
3. Wing/Engine Anti Ice - OFF
4. Engine Start Levers – CUTOFF → after 3min. in idle
5. Fuel Pump (except one) – OFF
6. Galley – As needed
7. Fasten Seat Belts – OFF
8. Hydraulic Panel – Electric – OFF; Engine - ON
9. REC FAN – As needed (OFF)
10. PACK Switches – As needed (one – AUTO or HIGH; other – OFF)
11. Isolation Valve - AUTO
12. Engine Bleed – ON
13. APU Bleed – As needed (if OFF – 1min. check before APU OFF)
14. Exterior Lights – As needed
15. Anti-collision Light – OFF (if N1<5%)
16. Flight Director – OFF
17. Transponder – STBY
18. APU – OFF (1min. check)
19. Flight Deck Door – UNLOCK
Shutdown Checklist - CPT call F/O reads:
Fuel pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF----------F/O
Pitot static heat……………………. . . . . . . . . . . . . . . . . . . . OFF----------F/O
Hydraulic panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Set----------F/O
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP-----------CPT
Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___-----------CPT
Engine start levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF----------CPT
Weather radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Off----------F/O
Secure Procedure:
1. IRS – OFF
2. EMER EXIT LIGHTS – OFF
3. Window Heat - OFF
4. Air COND PACK – OFF
5. Altimeter and Airspeed BUGS → 0; IDENT page on CDU
Secure Checklist- CPT call F/O reads:
IRSs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF-----------F/O
Emergency exit lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF------------F/O
Window heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF-----------F/O
Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF-----------F/O
B737 RECALL ITEMS
Aborted Engine Start
1. Engine start lever (affected engine) . . . . CUTOFF
Airspeed Unreliable
1. Autopilot (if engaged)...............................Disengage
2. Autothrottle (if engaged)…………….......Disengage
3. F/D switches (both)...................................OFF
4. Set the following gear up pitch attitude and thrust:
- Flaps extended 10° and 80% N1
- Flaps retracted 4° and 75% N1
APU FIRE
1. APU fire switch. . . Confirm . . . .Pull, rotate to the stop, and hold for 1 second
2. APU switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN ALTITUDE WARNING or Rapid Depressurization
1. Don oxygen masks and set regulators to 100%.
2. Establish crew communications.
3. Pressurization mode selector . . . . . . . . . . . .MAN AC
4. Outflow VALVE switch . . . . . . . . . . Hold in CLOSE
until the outflow VALVE indication shows fully closed
5. If cabin altitude is not controllable:
- Passenger signs . . . . . . . . . . . . . . . . .. …. .ON
- PASS OXYGEN switch . . . . . . . . . .….. . .ON
►►Go to the Emergency Descent checklist on page 0.1
("Cabin under control" or "Cabin out of control")
Emergency Descent
1. Announce the emergency descent. The pilot flying will advise the cabin crew, on
the PA system, of impending rapid descent. The pilot monitoring will advise ATC and
obtain the area altimeter setting.
2. Passenger signs . . . . . . . . . . . . . . . . . . . . . .ON
3. Without delay, descend to the lowest safe altitude or 10,000 feet, whichever is
higher.
4. ENGINE START switches (both) . . . . . . . . . CONT
5. Thrust levers (both) . . . . . . . . . Reduce thrust to minimum or as needed for anti-ice
6. Speedbrake . . . . . . . . . . . …………….. . . . .FLIGHT DETENT
If structural integrity is in doubt, limit speed as much as possible and avoid high
maneuvering loads.
7. Set target speed to …………………………Mmo/Vmo.
- initiate a turn away from the assigned route or track before commencing the
emergency descent,
- advise the appropriate ATC unit as soon as possible of the emergency descent,
- set transponder to Code 7700;
- turn on aircraft exterior lights;
- watch for conflicting TFC both visually and by reference to ACAS (if equipped),
- coordinate its further intentions with the appropriate ATC unit.
ENGINE FIRE or Engine Severe Damage or Separation
1. Autothrottle (if engaged) . . . . ……. . . . . . .Disengage
2. Thrust lever
(affected engine) . . . . . . . .Confirm . . …….. . Close
3. Engine start lever
(affected engine) . . . . . . . .Confirm . ……….. . CUTOFF
4. Engine fire switch
(affected engine) . . . . . . . .Confirm . . ……. . . . Pull
To manually unlock the engine fire switch, press the override and pull.
5. If the engine fire switch or ENG OVERHEAT light stays illuminated:
Engine fire switch . . . . . Rotate to the stop and hold for 1 second
If after 30 seconds the engine fire switch or ENG OVERHEAT light stays illuminated:
Engine fire switch. . . . . . . .Rotate to the other stop and hold for 1 second
Engine Limit or Surge or Stall
1. Autothrottle (if engaged) . . . . . . . ………. . . .Disengage
2. Thrust lever
(affected engine) . . . . Confirm. . . . .Retard until engine indications stay within limits
or the thrust lever is closed
ENGINE OVERHEAT
1. Autothrottle (if engaged). . . . . . . . ……….... . .Disengage
2 .Thrust lever
(affected engine) . . . . . . . . Confirm . . . . ………. Close
3. If the ENG OVERHEAT light stays illuminated:
►►Go to the ENGINE FIRE or Engine
Severe Damage or Separation checklist
on page 8.2
Loss Of Thrust On Both Engines
1. ENGINE START switches (both) . . . . . . . . . . FLT
2. Engine start levers (both) . . . . . . . . . . ………. CUTOFF
3. When EGT decreases:
Engine start levers (both) . . . . ………………... . IDLE detent
4. If EGT reaches 950°C or there is no increase in EGT within 30 sec:
Engine start lever (affected engine) . . . . Confirm ... . . . CUTOFF, then IDLE detent
If EGT again reaches 950°C or there is no increase in EGT within 30 sec, repeat as
needed.
(Start APU)
Runaway Stabilizer
1. Control column. . . . . . . . . . . . . . …………… . . Hold firmly
2. Autopilot (if engaged) . . . . . . . . ………….. . . . .Disengage
Do not re-engage the autopilot.
Control airplane pitch attitude manually with control column and main electric trim as
needed.
3. Autothrottle (if engaged). . .. . . ………….. . . . . .Disengage
4. If the runaway stops after the autopilot is disengaged:
■■■■
5. If the runaway continues after the autopilot is disengaged:
STAB TRIM CUTOUT switches (both) . . . . . . . . . . . . . ………………... . CUTOUT
If the runaway continues: Stabilizer trim wheel..………………….. . Grasp and hold
TAKEOFF CONFIGURATION
1. Assure correct airplane takeoff configuration
WARNING HORN (INTERMITTENT) or WARNING LIGHT - CABIN ALTITUDE
OR TAKEOFF CONFIGURATION
1. If the intermittent warning horn sounds or a CABIN ALTITUDE light (if installed
and operative) illuminates in flight at an airplane flight altitude above 10,000 feet
MSL:
- Don the oxygen masks and set the regulators to 100%.
- Establish crew communications.
- Go to the CABIN ALTITUDE WARNING or Rapid Depressurization checklist on
page 2.1
2. If the intermittent warning horn sounds or a TAKEOFF CONFIG light (if installed
and operative) illuminates on the ground:
Assure correct airplane takeoff configuration
CONFIGURATION, REGIME AT G=47500KG
ONE
ENGINE
V=250kts
65%
80%
V=210kts
60%
75%
Flaps 1°, V=190kts
60%
75%
Flaps 5°, V=180kts
62%
77%
Gear Down, Flaps 15°, V=150kts
70%
85%
GEAR DOWN ON GLIDE SLOPE
Gear Down, Flaps 15°, V=150kts
52%
67%
Gear Down, Flaps 25°, V=140kts
52%
Gear Down, Flaps 30°, Vref+5kts
55%
Gear Down, Flaps 40°, Vref+5kts
62%
- N1 may vary by 5%, and attitude by 2° at other weights;
- Add 2% in turns – both engines;
- Add 5% in turns – single engine;
- Descend – V=250kt – Vy=1500ft/min
LEVEL FLIGHT
N1%
ATTITUDE
4°
6°
6°
7°
8°
4,5°
4°
2,5°
1°