TRAINING MANUAL
Page 1
BOEING
B737 600-900ER
NORMAL/NON-NORMAL
Procedures
BOEING
B737 600-900ER
© Capt. Ganesh Piga
8.4.2011
Z:\6. TRAINING\6.3 Schulungsunterlagen\6.3.2 Boeing\Type Rating B737-300-900\TM - B737\Normal & Non-Normal Procedures
Rev 02/12.08.2011
TRAINING MANUAL
Page 2
BOEING
B737 600-900ER
Table of Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 5
Normal Checklist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 7
Preflight Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 8
Before Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 10
Engine Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 11
Before Taxi Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 12
Before Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 13
Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 13
Climb and Cruise Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 16
Descend Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 17
Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 18
Stable Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 19
Landing Procedure . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 20
Additional Standard Calls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 21
Go-Around and Missed Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . .
Page 23
Landing Roll Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 24
After Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 25
Shut Down Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 26
Secure Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 27
General Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 27
Briefings General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 32
SOP Profiles Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 36
Abnormal & Emergency Procedures General. . . . . . . . . . . . . . . . . . . . . . . . . .
Page 45
SOP Profiles Non Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 52
Revision Transmittal Letter
Subject: Training Manual Revision
The following revision highlights explain changes in this revision.
Revision Record
No. Revision Date
0
2
4
6
Date
Filed
April 08, 2011
October 01, 2011
General
Revisions are to provide new or revised procedures and information.
The revision date is the approximate date the manual is made available to the user.
Revision Highlights
Page 8:
Preflight Procedure
First Officer...................Landing Gear Lever (position changed to reflect correct
order in scan flow)
Page 9:
Preflight Procedure
First Officer?????.VHF NAVIGATION radios ?????? SET for DEP
First Officer????.. Landing gear panel?????????...Check
Page 10:
First Officer????.. Text added?????????????.. Arm A/T
Page 11:
Engine Start Procedure
First Officer?????Select Air Cond. Packs OFF (position changed to reflect
correct order in scan flow)
Page 12:
Before Taxi Procedure
Captain??????... Turn on taxi and turn off lights (to reflect industry
standards)
Page 14:
Takeoff Procedure
PF?????????. ..”Set Takeoff Thrust” (to be in line with standard Boeing
callouts)
Page 15:
Takeoff Procedure
Event............................ At 1000 instead 1500 (to meet industry standards and to
coincide with end of white line indication on PFD, to have
same acceleration altitude on Go Around )
Captain??????.. DELETED: Retractable Landing Lights – OFF (PM’s task)
Note 4 moved previous, appropriate section
Note 2???????. Acceleration 1000ft aal instead of 1500ft (to meet industry
standards)
Page 17:
Descend Procedure
Note 1???????. Deleted (we are simulating an aircraft with modified pump
logic)
Page 19:
Stable Approach
Text..............................Speedbrakes can be extended with gear and Flaps 10
(typing error)
Stable Approach
Text????????. All approaches must be stable by 1000ft (to meet industry
standards)
Page 20:
First Table:
Header??????? 1000 feet condition instead of 500 feet (to meet industry
standards)
Page 21:
Additional Standard Calls on Final Approach
Passing 1000 RA??. PF / PM call out changed (error corrected)
Page 22:
Circling Approach:
Passing 500 RA.......... PF / PM call out changed (error corrected)
Page 24:
Landing Roll Procedure:
PF?????????thrust as needed (missing word)
Page 25:
After Landing Procedure:
Heather???????Captain and First Officer added (for better understanding,
only valid for airplanes with single nose wheel steering)
Page 37:
Standard Ta ke Off:
Heather changed??. FMC U10.7 and Earlier added (to indicate FMC up-date)
Graphics 800 RAD......Error corrected (to reflect correct FMA indications)
Page 48:
Passenger Evacuation
Text changed????Text changed (to be in line with QRH)
Page 53, 54:
Cabin Altitude warning, Emergency Descend:
Header......................... Captain and First Officer added (for better understanding)
Page 60:
Reject Takeoff:
Captain???????Carry out any recall.. text changed (for better
understanding)
INTRODUCTION
This Cockpit 4 u Operations Manual is type specific to the Boeing 737 NG aircraft. The manual
provides crew-members with additional information on the technical, procedural and other
characteristics of the Boeing 737 NG aircraft. Most of the type related information can be found
in the different Boeing 737 Manuals, which are split into the following:
Boeing 737 Manual
Flight Crew Operations Manual Volume 1
(FCOM 1)
Flight Crew Operations Manual Volume 2
(FCOM 2)
Flight Crew Training Manual (FCTM)
Quick Reference Handbook (QRH)
Bulletins, Limitations, Normal
Procedures, Supplementary
Procedures
Aircraft System description
Performance in-flight,
Non-Normal checklist
GENERAL
In order to fully understand the procedures specified here, pilots must be familiar with standard Boeing
philosophies. Particular attention should be paid to the introduction to the Normal Procedures in the
FCOM Volume 1 which includes diagrams specifying panel scan flows and areas of responsibility, and to
the checklist introduction at the front of the QRH.
C4u SOPs are based as closely as possible on standard Boeing procedures. The Boeing FCOM Normal
Procedures Introduction contains an explanation of the philosophy and assumptions used.
PILOT AREA OF RESPONSIBILITY
Preflight and postflight crew duties are divided between the captain and the first officer. Phase of
Flight duties are divided between the Pilot Flying (PF) and the Pilot Monitoring (PM).Phase of flight duties
begin when the airplane starts moving under its own power and end when the airplane is parked at the
gate. Captain or Pilot Flying initiates checklists depending on flight phase and includes the setup
according the area of responsibility.
NORMAL CHECKLIST OPERATION
The use of normal checklists is detailed in the FCOM QRH "Checklist Introduction" Chapter C I Section
1. The following table shows the different allocation of checklist response according to the Boeing
Standard Operating Procedure.
Please note the following points:
• Both pilots visually verify that each item is in the needed configuration or that the step is done.
• Where the checklist response is shown as a blank line ( ___ ), the response must be a value or
a position. eg: Parking brake.... ____, response must be "SET" or "RELEASED"
• Where checklist items are fitted to both pilot stations, e.g. Oxygen and Windows, then both
Pilots should respond
Normal checklists are used after all appropriate items have been performed.
The following table shows the responsibilities for checklist handling.
Checklist
PREFLIGHT
BEFORE START
BEFORE TAXI
BEFORE TAKEOFF
AFTER TAKEOFF
DESCENT
APPROACH
LANDING
SHUTDOWN
SECURE
Order
Read
Verify
Captain
Captain
Captain
Captain
Pilot flying
Pilot flying
Pilot flying
Pilot flying
Captain
Captain
First Officer
First officer
First officer
First officer
Pilot monitoring
Pilot monitoring
Pilot monitoring
Pilot monitoring
First Officer
First Officer
Both
Both
Both
Both
Both
Both
Both
Both
Both
Both
Respond
Area of responsibility
Area of responsibility
Area of responsibility
Captain
Pilot monitoring
Area of responsibility
Area of responsibility
Pilot flying
Area of responsibility
Area of responsibility
Boeing 737 NG Normal Checklist
PREFLIGHT
Oxygen??????????.......Tested,100%
NAVIGATION transfer
and DISPLAY SW?????...NORMAL,AUTO
Window heat?????????...????.ON
Pressurization mode selector???...?...AUTO
Flight instruments???..Heading__Altimeter__
Parking brake?????...??????..?.Set
Engine start levers??????..??.CUTOFF
PREFLIGHT CHECKLIST COMPLETED
1/2
2
2
2
1
1
1
BEFORE START
Flight Deck Door?????.?..closed & locked
Fuel?????????.....___KGS,Pumps ON
Passenger signs????????.????ON
Windows?????????..????. Locked
MCP?????????...V2__,HDG__,ALT__
Takeoff speeds???..?.?...V1__,VR__,V2__
CDU Preflight??????????.Completed
Trim???.??????????.__UNITS,0,0
Taxi & takeoff briefing?????.?..Completed
ANTICOLLISION light??????????ON
BEFORE START CHECKLIST COMPLETED
2
2
2
1/2
1
1
1
1
1
2
BEFORE TAXI
Generators??????????????...ON
Probe heat??????????????...ON
Anti-Ice????????????????...__
Isolation valve???????????....AUTO
ENGINE START switches??????...CONT
Recall??????????????..Checked
Autobrake?????????????.?.RTO
Engine start levers???????...IDLE detent
Flight controls?????????...?.Checked
Ground equipment?????????..?Clear
BEFORE TAXI CHECKLIST COMPLETED
2
2
2
2
2
1/2
2
1
1
1/2
BEFORE TAKEOFF
Flaps?????????????.__,Green light
Stabilizer trim????????????..__Units
BEFORE TAKEOFF CHECKLIST COMPLETED
1
1
AFTER TAKEOFF
Engine Bleeds???...??..?????.......ON
Packs????????????????Auto
Landing Gear......................................Up & OFF
Flaps?????????????..Up no lights
PM
PM
PM
PM
AFTER TAKEOFF CHECKLIST COMPLETED
DESCENT
Pressurization??????.?LAND ALT__
PM
Recall?????????????Checked PF/PM
Autobrake................................................___
PF
Landing data????VREF__,Minimums__ PF/PM
Approach briefing????...?....Completed
PF
DESCENT CHECKLIST COMPLETED
APPROACH
Altimeters?????????????.....__
PF/PM
APPROACH CHECKLIST COMPLETED
LANDING
Engine start switches??????...?.....CONT
Speedbrakes?????????...??.ARMED
Landing gear????????????....Down
Flaps???????????...?__,Green light
PF
PF
PF
PF
LANDING CHECKLIST COMPLETED
SHUTDOWN
Fuel pumps?????????????.?..OFF
Probe heat??????????????.?OFF
Hydraulic panel????????????..?.Set
Flaps??????????????????.UP
Parking brake????????????.?..?__
Engine start levers???????.??..CUTOFF
Weather radar????????????...?OFF
SHUTDOWN CHECKLIST COMPLETED
SECURE
IRS’S?????????????????..OFF
Emergency exit lights??????????..OFF
WINDOW HEAT???????????.?..OFF
Packs?????????????????..OFF
SECURE CHECKLIST COMPLETED
2
2
2
2
1
1
2
2
2
2
2
TRAINING MANUAL
Page 8
BOEING
B737 600-900ER
AMPLIFIED PROCEDURES SUMMARY
PREFLIGHT PROCEDURE
The summary below does not include the complete procedure, for details refer to FCOM Vol. 1 NP and
the FCTM.
For simplification it is assumed that the Captain performs the exterior inspection and the First Officer
performs the electrical power up (as needed) and the preliminary preflight and preflight procedures, as
well as the Captain is PF and the F/O is PM. If the F/O would be the PF the Captain would perform the
Electrical Power Up and the Preliminary Preflight Procedure. The Exterior Inspection can be done by
either Pilot. Apart from these changes the duties would stay the same.
Both CM’s are responsible to control the light switches on their corresponding side of the light panel.
Event
Captain
Arriving at
Airplane documents??..??.....Check
the airplane
Exterior inspection
First Officer
Electrical Power Up (SP.6.1) (SP.6.1-3)
- BATTERY/STBY PWR sws??... Guard closed
- ALTN FLAPS master sw????.Guard closed
- ELEC.HYDR.PUMPS sws???????..OFF
- WIPERS selectors??????????.PARK
- WEATHER RADAR??????..???...OFF
- LANDING GEAR lever?????...DN, 3 green
- GRD POWER switch?????.?????ON
- FAULT / FIRE tests?????.???..Perform
- APU?????????...??Start and on bus
- Wheel well fire warning sys. ??..????Test
Preliminary preflight procedure
- IRS mode selectors??????????.NAV
- Verify:
oxygen pressure
hydraulic quantity
engine oil quantity (min. 13)
Do remaining actions after crew change or
maintenance action:
- Emergency equipment?????..??...Check
- Aft overhead panel check / set???.?Perform
- Circuit breaker panels P6?????..?..Check
- Manuel gear extension access door??.Closed
- Circuit P18????????????.?.Check
- Parking brake??????????.As needed
When
seated
When seated carry out S.L.O.W. check:
S - Seats
L - Lights set (Captain also carries out Lights Test)
O - Oxygen/interphone
W - Window and wall
- Commence CDU Preflight Procedure
- Set the radio navigation aids and displays to enable the departure to be flown with
reference to raw data Set the navigation displays to enable the departure to be
monitored with reference to raw data Set MCP panel as required for departure
TRAINING MANUAL
Page 9
BOEING
B737 600-900ER
When
preflight
procedure
are done
Preflight procedure
- Lights???????...???...Test
- EFIS control panel??..?...??.Set
- MCP?????????...??...Set
- Oxygen?????..?...Test and set
- Clock????????????.Set
- NWS?????.......... Guard closed
- Display select panel?..??.....Norm
- Disengage light TEST sw?...Hold ½
- STAB OUT OF TRIM??..?.exting.
- Flight instruments????.....Check
- Standby instruments????.Check
- Standby RMI?????...???Set
- SPEEDBRAKE lever????DOWN
- Revers thrust levers????...Down
- Forward thrust levers?..??.Closed
- FLAP lever?????..????Set
- Parking brake????..????Set
- Engine start levers????CUTOFF
- STABILIZER TRIM sws..........NORM
- Radio tuning panel????..??Set
- VHF NAVIGATION radios??.....Set
- Audio control panel??.?..??.Set
- Seat and rudder pedals???Adjust
Preflight procedure
- Flight control panel?????????......Check
- NAVIGATION/DISPLAYS panel????.??.Set
- Fuel panel?????????????...?....Set
- Electrical panel?????????????...Set
- (Overheat and fire protection panel)?...?..Check
- APU switch (as needed)?????..??..START
- EQUIP.COOLING sws?????????NORM
- EMERG. EXIT LIGHTS?????...Guard closed
- Passenger signs??????..??????..Set
- WIPER selectors????????.???..PARK
- WINDOW HEAT sws??????.?????ON
- PROBE / HEAT sws???????????OFF
- WING ANTI-ICE sw.???????..???.OFF
- ENGINE ANTI-ICE sws??????.???.OFF
- Hydraulic panel??????????..???Set
- Air conditioning panel??????..????.Set
- Cabin pressurization panel?..??????...Set
- Lighting panel (LDG lights)????????OFF
- Ignition select sws??..????????L ore R
- ENGINE START sws???????.???.OFF
- Lighting panel (Logo, position etc.)?????Set
- MCP??????????????????.Set
- EFIS control panel?????????..??...Set
- Oxy..???????????...??.Test and Set
- Clock???????????...??????.Set
- Display select panel?????..????..NORM
- Disengage light TEST sw.?..???.??.Hold ½
- Flight instruments???????????.Check
- GROUND PROXIMITY panel??????Check
- Landing gear panel????????..??Check
- AUTOBRAKE selector??????.???..RTO
- Engine display control panel????????Set
- Engine instruments??????????..Check
- CARGO FIRE panel??????????Check
- Radio tuning panel????????????Set
- VHF NAVIGATION radios ?..???.Set for Dep.
- Seat and rudder pedals???..?????.Adjust
- Order: “PREFLIGHT CHECKLIST”
- Read the Checklist and report:
“PREFLIGHT CHECKLIST COMPLETED”
Event
PF
As soon as
Preflight CL is
done
Complete taxi and take-off briefing
PM
TRAINING MANUAL
Page 10
BOEING
B737 600-900ER
BEFORE START PROCEDURE
Event
Captain
When final loadsheet is available
First Officer
Check loadsheet, read out
appropriate loadsheet data and
enter the ZFW into the FMC
Set stab trim
Copy loadsheet data when read
out, complete performance
calculation, enter the assumed
temperature / V speeds into
the FMC and set V2 on the MCP
and arm A/T
Pass loadsheet to right seat pilot
Verify that the performance
calculations, the FMC assumed
temperature / V speeds and the
MCP speed are correct
Pass performance data to
Captain
Verify that the ZFW entry into the
FMC is correct by crossreference
with the loadsheet
When CDU preflight procedures are complete the PF normally selects the TAKEOFF REF page and the
PM selects the LEGS page.
Event
When all doors are
closed
Ground Crew
Captain
"Ground to Flight Deck:
All external doors &
hatches are closed and
steering bypass pin is
installed?”
"Flight Deck to Ground:
We are ready for push
and start, confirm all
checks are done and the
pin is installed”
First Officer
Complete remaining
items of before start
procedure (Note1)
Fuel pump switches SET(Note 2)
Ground crew ready for
start-up /push back
Electric Hydraulic
Pump switches - ON
Anti Collision Light - ON
Transponder - ALT ON
Check each trim for
freedom of movement.
(Note 3)
Set trims:
Stab Trim for T/O
Rudder trim - 0
Aileron trim - 0
Call for "Before
start checklist”
Read Before start
Checklist "Before
start checklist
completed”
Request push/start
clearance from ATC
TRAINING MANUAL
Page 11
BOEING
B737 600-900ER
NOTE:
1
The procedure will be automatically commenced when the ground crew has confirmed that the
steering by-pass pin is installed (push back) or check complete (no push back).
2
Centre tank fuel pumps should be switched ON during the Before Start Procedure if centre tank fuel
quantity is 453kg or more. The crew should verify the amber LOW PRESSURE lights illuminate
momentarily and then extinguish.
3
Freedom of movement check is only required once per flight day or after a crew change. Full range
deflection is not required.
ENGINE START PROCEDURE
Allocation of duties and standard calls
Event
Engine Start
N1 rotation, and N2
25% or max. motoring
(min. 20%)
When the start
selector has returned
to OFF (56% N2) and
the Start Valve Open
light has extinguished
Second engine start
uses the same
procedure
Both engines are
stable
Ground Crew
"You are cleared to start
engine No.__”
Captain
"Am I cleared to start
engine No.__?”
Announce "Start
engine No._”
Start Lever to Idle
First Officer
Commence engine
start procedure
Select Air Cond Packs
OFF
Select secondary
engine instruments
Select Eng Start switch
to GRD
"Starter Cut-out"
"Cleared to disconnect
Headset. See you on the
Left/Right/Ahead, with
the Pin”
NOTE:
1
At least one clock must record the beginning of engine start for maximum starter duty operation. If
required, the other clock should be used from start lever to idle.
TRAINING MANUAL
Page 12
BOEING
B737 600-900ER
BEFORE TAXI PROCEDURE
The First Officer's Before Taxi Procedure may be commenced prior to towbar disengagement as long as
the nose wheel steering bypass pin is in use. The RECALL check is carried out by the First Officer but
verified by both pilots.
NOTE:
1
Recall is used to ensure that items that do NOT appear on the checklist are correctly set.
Therefore it is vital that this check is properly carried out.
When the Captain performs the rudder check, the First Officer must follow on through to ensure that the
First Officer's seat is correctly positioned to allow full deflection of the rudder pedals.
Event
Engines stable
Captain
Announce "Flap 1" or "Flap 5"
as applicable.
- Recall?????.?...?.Check
- Flight controls???...?Check
Call for "Before Taxi Checklist”
Turn on taxi and turn off lights
Check left side of aircraft is clear
- Call "Clear left”
Commence taxiing
First Officer
Set flaps as instructed and
complete Before Taxi procedure
(Note 1)
- Flap lever???..??..Set for T/O
- GEN 1 and 2???????....ON
- PROBE???????..???ON
- ANTI-ICE?????.....As needed
- Both PACK’s???????AUTO
- ISOVALV????????.AUTO
- APU BLEED???..?..As needed
- ENG START switches?..?.CONT
- APU?????.???.As needed
- Recall????????..?.Check
- Lower DU?????Blank for T/O
Read Before Taxi Checklist
"Before Taxi Checklist completed”
Call for taxi clearance
Check right side of aircraft is clear Call "Clear right"
NOTE:
1
If a bleeds off take-off is scheduled and anti -ice is not required for taxi, configure for the bleeds
off take-off just after engine start. Ref FCOM Vol 1 SP.2.5
If pushing back without Steering Lock out Pin installed and Hydraulic “A” depressurized, any electrical
and hydraulic switching must be made after tow cart disconnected.
When remote de-icing is required, flaps should be selected after de-icing is completed. If contaminated
surface condition requires to leave flaps up for taxi, selection of flaps must be delayed until approaching
the take off position but must be performed prior the “BEFORE TAKEOFF CL”.
TRAINING MANUAL
Page 13
BOEING
B737 600-900ER
BEFORE TAKEOFF PROCEDURE
Event
Captain
During a convenient turn
(one direction only
required)
Flaps selected and
"Cabin Secure for
Takeoff" received
First Officer
Check the following standby flight
instruments:
Standby Compass, Standby Attitude
Indicator, Standby RMI.
Call for
"Before Takeoff Checklist”
Read the Before Takeoff Checklist
"Before Takeoff Checklist
completed”
NOTE:
1
During taxi, the First Officer sets the transponder code and the MCP altitude window (as
required), in response to any ATC clearance issued. The Captain must acknowledge any
changes.
TAKEOFF PROCEDURE
When line up clearance is received the captain should carry a silent touchdrill of his RTO actions.
Event
Entering runway
Captain
Select:
Retractable lights ON
Taxi light OFF
Weather radar / Terrain
display ON (Note 2)
Cleared for Takeoff
First Officer
If required: update FMC Takeoff Ref
page with Takeoff shift configure for
bleeds off take off
(Note 1).
Select:
Strobes ON
Weather radar / Terrain Display
ON (Note 2)
Transponder to TA/RA
Fixed landing lights ON
NOTE:
1
If a bleeds off take-off is scheduled and anti–ice is required for taxi, configure for the bleeds off
take-off just prior to take-off. Ref FCOM Vol 1 SP.2.5.
2
A least one display should be selected to weather radar in order to enable predictive windshear
detection.
TRAINING MANUAL
Page 14
BOEING
B737 600-900ER
Event
Commencing
takeoff roll
Both engines stable with
symmetrical thrust
(minimum
40% N1)
Thrust approaches
Takeoff N1
80 kts
V1 speed
PF
PM
Advance thrust levers to achieve
minimum 40% N1
Select TOGA button
Monitor thrust indications
"Set T/O Thrust" (Note 1)
"Thrust Set" (Note 2)
"Check”
(Note 3)
"80 Knots"
"V1"
Vr speed
"Rotate"
NOTE:
1
When the First Officer is the PF, he removes his hand from the thrust levers as N1 approaches
takeoff N1. At the same time the Captain places his hand on the thrust levers until V1.
2
The PM will ensure the thrust levers advance to takeoff N1 and will manually adjust the thrust
levers as required.
3
The Captain must keep his hand on the thrust levers until V1.
TRAINING MANUAL
Page 15
BOEING
B737 600-900ER
Event
Positive rate of climb is
indicated
Above 400ft RA
Above minimum altitude
for Autopilot
engagement
At 1000ft aal
At acceleration
altitude (Note2)
Flaps are up and LE
Flap Transit light
extinguished
PF
Respond "Gear Up”
Call for appropriate roll mode if required
Engage A/P Call "Autopilot A/B to
command" (Note1)
PM
Call "Positive Rate"
Select Gear Up
Select roll mode as directed
Verify autopilot engaged
Call "Climb Thrust" or “Set Climb
Thrust”
Call "Flap Up speed" In autoflight set the
speed bug to the flaps up manoeuvring
speed. Call for flap retraction in
accordance with the flap retraction speed
schedule (Note 4)
Monitor automatic thrust
reduction
In manual flight set the speed
bug to the flaps up manoeuvring
speed. Position flap lever as
directed by the PF and monitor
flap retraction (Note 3)
Select or call VNAV or LVL CHG as
required.
Call "Flaps Up, No Lights"
When workload permits:
Landing Gear Lever - OFF
Autobrake - OFF
Engine Start Switches - as
required
Retractable Landing Lights -OFF
When workload and
Flight conditions permit
Call for "After Takeoff Checklist”
Set or verify Engine Bleeds and
Air Conditioning Packs in
operation, and check the
pressurisation system
Read the After Takeoff Checklist
"After Takeoff Checklist
completed”
NOTE:
1
After passing 400ft AGL the autopilot should be engaged. Any intention by PF to fly manually
above 400ft aal must be stated in advance as part of the takeoff briefing and is subject to the
agreement of the aircraft Commander.
2
Standard acceleration altitude is 1000ft aal unless noise abatement procedures dictate otherwise.
3
If the initial cleared altitude or flight level for departure is less than 3000'aal, Altitude Acquire may
occur before flap retraction. Speed control reverts to the MCP window, further acceleration and
flap retraction should be anticipated and will require MCP speed selection to Clean Speed. This
should be set without delay in order to avoid unnecessary thrust lever movement.
4
Flaps should not be retracted from 1 to UP during tight departure turns with anti-ice on, to avoid
possible nuisance stick shaker activation.
TRAINING MANUAL
Page 16
BOEING
B737 600-900ER
CLIMB AND CRUISE PROCEDURE
Allocation of duties and standard calls
Event
Cleared to a flight level and
not later than Transition
Altitude (Note 1)
1000ft to level off
Passing FL100
FL100
When conditions permit
above FL100
PF
PM
Call "Set Standard”
Set standard
Respond "Cross-Checked”
Call "Standard Set,
Passing Flight Level__"
"Thousand To Go"
Call "Flight Level One
Hundred"
Select:
Landing Lights – OFF
"Check"
Respond "Check, Altimeters Set, Climbing
Flight Level__”
Silent check of:
F - Fuel - balance and pump configuration;
L - Lights - as required;
A - APU - as required;
P - Pressurisation – pos. differential pressure
S - Seat Belts - (see below)
Call "Fasten Belts -AUTO”
Runway turnoff, taxi, logo,
wheel well Lights - OFF
Select Fasten Belts - AUTO
NOTE:
1
When in level flight and cleared from an altitude to a Flight Level, ensure that Standard is set and
altimeters are cross-checked prior to initiating the climb.
Event
Top of Climb
Cruise
PF
PM
Complete top of climb panel scan, then as required in Complete Computer Flight Plan
the cruise
(CFP)
Complete FMC arrival planning
Obtain weather as required
Obtain weather of DEST and
ALTN airport
Before the top of descent, modify
the active route as needed for
arrival and approach, if not done
or ordered by PF
Verify selected approach in FMC
corresponds with planned
approach at destination. (e.g. for
NDB appr. also select NDB appr.
in FMC), if not done by PF
TRAINING MANUAL
Page 17
BOEING
B737 600-900ER
DESCENT PROCEDURE
Event
Prior to Top of Descent
PF
PM
Complete approach preparation and briefing.
Calculate landing data and
set FMC Vref speed
Complete descent procedure
At TOD (or during descent by
10,000ft)
Call for "Descent checklist"
Read Descent checklist
"Descent checklist completed"
NOTE:
Turn the remaining center tank fuel pump switch OFF without delay when the Master Caution and FUEL
system annunciator illuminate.
TRAINING MANUAL
Page 18
BOEING
B737 600-900ER
APPROACH PROCEDURE
Event
PF
When destination airport ATIS
has been copied
1000ft to level off
10 mins to landing or FL100 at
the latest
Set destination airport QNH on
standby altimeter
"Check"
Instruct PM to request the Cabin
Crew to prepare the cabin for
landing
Passing FL100
Respond "Check, Altimeters Set,
Descending Flight Level__ or
__ft, MSA__FT" Check position
in relation to the MSA
When cleared from a flight level
to an altitude (Note 1)
Set destination airport QNH
Call "Set QNH" (Note 2)
Respond "Cross-Checked
Altimeters set to QNH and
navigation aids set for the
approach
First pilot to observe radio
altitude indication
PM
"Thousand To Go"
Select FASTEN BELTS - ON
and make a PA:
"Cabin Crew, Prepare
the Cabin for Landing"
Call "Flight Level One
Hundred"
(If QNH is set call should be
referenced to altitude)
Select:
Fixed Landing Lights – ON
Turn off Lights - ON
Logo Light - ON (night only)
"QNH Set” and call subscale
setting and altitude/passing
altitude.
e.g. "1012 set, passing
five thousand three hundred"
Verify navigation aids are set and identified for approach
Call for "Approach Checklist”
Read the Approach Checklist
"Approach Checklist
completed”
Call "Rad Alt Alive"
The other pilot responds "Check, QNH set"
NOTE:
1
When in level flight and cleared from a Flight Level to an altitude, ensure that QNH is set and
altimeters are cross-checked prior to initiating the descent.
2
Exceptionally, if ATC request a report on passing a specified flight level, the setting of QNH may
be delayed until that level has been passed but QNH must be set by the Transition Level.
TRAINING MANUAL
Page 19
BOEING
B737 600-900ER
STABLE APPROACH
It should be clearly understood that an unstable approach is more likely to result in a hazardous landing
with the resultant high risk of an accident. The majority of unstable approaches result from a lack of
appreciation of the aircraft energy level at an early part of the approach and the resultant failure to slow
the aircraft in a controlled manner.
At initial approach speed the landing gear is the most effective form of air-brake. Speedbrake can be
extended with gear and Flap 10. Obviously the Speedbrake can be extended as well in the clean
configuration but the maximum allowed Flap setting is 10. Develop your mental 'gates' for speed and
configuration targets. The PF and the PM are to monitor the descent profile versus the track miles to run
throughout the descent. The priority must always be to avoid a rushed approach.
The following descent gates should normally be used:
• 35 nm 10’000 feet 250kts
• 20 nm 6’000 feet 210kts
• 10 nm 3’000 feet 180kts
Occasionally ATC may request 180kts until 4dme. Crew should be aware that in most circumstances, this
will result in the aircraft not being able to meet the stable criteria by 1000ft. Crews should not normally
accept anything faster than 180kts until 6dme or 160 until 4dme to ensure that a stable approach is
achieved.
The criteria for a stabilised approach are:
•
•
•
•
•
•
•
Aircraft in landing configuration.
Final approach speed +10/-5 kt.
Rate of descent less than 1000 ft per minute.
ILS: Aircraft within +/- 1 dot of glideslope/LOC.
NPA or visual approach: The aircraft is on the correct lateral and vertical flightpath.
Bank angle less than 15°.
Normal approach thrust set.
The landing gear must be down by 1500ft above Touch Down Zone Elevation (TDZE). Transient
fluctuations caused by atmospheric conditions are acceptable if corrected in a timely manner.
Rate of descent limit may be increased by 150fpm per 0.5 degree that the published approach path
exceeds 3 degrees.
All approaches must be stable by 1000ft above TDZE (Barometric Altimeter), with the exception of
circling approaches as follows:
For circling approaches only, a maximum 15° bank angle at 400ft within +/- 30° final.
If the Commander is in any doubt as to whether a stabilised approach can be achieved, he should review
the need for a go-around at an early stage. If a stabilised approach cannot be achieved, he must ensure
that a go-around is carried out.
If the aircraft is not in the landing configuration by 1000ft above TDZE a go around must be initiated.
If the parameters of a stabilised approach are not achieved at 500 feet and maintained until landing a goround must be initiated.
TRAINING MANUAL
Page 20
BOEING
B737 600-900ER
The following calls are to be made:
1000 feet Condition
(see Note 1 )
PF
“Stable”
Not Stable –
“Go around, Flap 15”
Stable
Unstable
PM
“Check”
“Go Around, Flap 15” (Flap 1
single engine)
NOTE:
1
"1000" must be called by the PM if the auto callout does not occur.
LANDING PROCEDURE
Event
As required
Established on approach
No later than 1500ft aal
PF
Call for flap extension in
accordance with the flap
extension schedule
PM
Position flap lever as directed
and monitor flap extension
Select landing lights as required
Select gear down, position flap
lever as directed and monitor
flap extension
Speedbrake is ARMED by the Captain when the Landing Gear is selected down
Select engine start switches to
CONT
Call "Flap (30 or 40)" in
Position flap lever as directed
accordance with the flap
and monitor flap extension
schedule
Call for "Landing Checklist "
Read the Landing Checklist and
call "Landing Checklist
completed"
On selection of landing flap, the final value of MCP speed should be announced by the pilot making the
selection, taking account of the reported wind conditions
Call "Gear Down flaps 15"
NOTE:
1
The Missed Approach Altitude (MAA) should be set as follows:
– ILS – At G/S capture
– NPA - When 300ft below MAA or platform altitude if lower
– Circling – At MDA (ALT HLD annunciated) set the MAA for the instrument approach in use
A silent check of the MAA should be made at the approach fix for all approaches.
2
If the flight directors have been switched off during the approach they should be re-selected to ON
after the aircraft has descended below the Missed Approach Altitude. This keeps the command
bars out of view if the approach is continued visually, but allows full functionality of the Flight
Director system if a go-around is executed.
TRAINING MANUAL
Page 21
BOEING
B737 600-900ER
3
Dual autopilot engagement is only approved when an automatic landing is planned. Engagement
of the second autopilot in order to facilitate an auto go around from a single channel approach is
not approved.
Additional Standard Calls on Final Approach
Manual Approach or Single Channel Approach to Manual Landing
Event
Localiser alive
Localiser Captured
Glideslope alive
Glideslope captured
FAF or OM
Passing 1000 ft RA
100 ft above Decision Altitude (DA)
or Company Decision
Altitude (CDA)
At DA/MDA
PF
PM
"Check"
“Set RWY HDG”
"Check"
“Set Go Around altitude”
"Crosschecked"
Stable" or "Not stable Go
around Flap 15"
"Check"
"Localiser alive"
“Localiser Captured”
"Glideslope alive"
“Glideslope captured”
“OM__ft”
“Check” or “Go-Around, Flap 15”
as appropriate
"Approaching Minimums"
Respond "Continue" or
"Go-Around" as appropriate
"Minimums"
Dual Channel Approach to Automatic Landing
Event
Passing 500' RA, auto call out
“500”
“Approaching minimums"
autocallout
At DH “Minimums”
autocallout
PF
Checks FLARE ARMED
annunciation and respond
"Stable, Flare Armed"
or "Not Stable, Go- Around"
"Check"
Respond "Continue" or
"Go-Around" as appropriate
PM
Checks FLARE ARMED is
annunciated and calls
"Check" or "Go-Around,
Flap 15" as appropriate
TRAINING MANUAL
Page 22
BOEING
B737 600-900ER
Circling Approach
Event
100 ft above MDA
At MDA
Passing 500 ft RA
PF
"Check"
Call "Maintain" or "Go-Around"
as appropriate
Stable" or "Not stable Go
around, Flap 15"
PM
"Approaching Minimums"
"Minimums"
“Check” or “Go-Around, Flap 15”
as appropriate
NOTE:
1
At 100ft above DA/DH: If the autopilot is engaged, the PF should look for external visual
reference; in manual flight he should remain on instruments until DA/DH, and the PM should look
for external visual reference. If the PM acquires visual reference he should state what is seen
relative to the aircraft, e.g. "Approach lights visual at 11 o'clock".
2
Some standard calls are made by an automated voice. The PF must make the appropriate
response to an automated call. When an automated call is anticipated, but does not occur, the PM
must make the call.
3
The PM will immediately call "No Flare" or "No Retard" as applicable if either of these situations
should occur. These calls would require the PF to confirm the subsequent action.
4
On a visual approach or when the PF calls "Visual" on an instrument approach; the only call that
the PF is required to respond to is "Five Hundred".
TRAINING MANUAL
Page 23
BOEING
B737 600-900ER
GO-AROUND AND MISSED APPROACH PROCEDURE
Event
Go-around decision
PF
Push TOGA switch Call
"Go-around, Flap 15"
• Rotate to go around attitude
• Verify that the thrust increases
Positive rate of climb is
indicated
Respond "Gear Up"
Above 400ft RA
Engage autopilot and
autothrottle. Call "Autopilot
A/B to command"
Select appropriate roll mode and
verify/engage the A/T
Verify mode annunciations and
correct tracking of missed
approach procedure
Call "Flaps_" in accordance
with the flap retraction speed
schedule
At acceleration altitude (1000ft
aal or published missed
approach acceleration altitude if
higher)
Flaps are up and LE Flap Transit
light extinguished
After flap retraction to the
planned flap setting
PM
Position flap lever to 15 and
monitor flap retraction
Verify that the thrust is sufficient
for the go-around or adjust as
needed
Call "Positive Rate"
Select Gear Up
Verify that the missed approach
altitude is set
Verify autopilot engaged
Position flap lever as directed by
the PF and monitor flap
retraction
Call "Flaps Up, No Lights"
Verify that climb thrust is set
Verify that the missed approach
altitude is captured
Select LVL CHG (VNAV may be
selected if the flaps are up)
Call for "After Takeoff
Checklist"
When workload permits Select
Landing Gear Lever - OFF
Engine Start Switches – As
required
Retractable ldg lights - Off
Read the After Takeoff Checklist
"After Takeoff Checklist
completed"
NOTE:
1
If ALT ACQUIRE occurs during acceleration the MCP speed will require selection. The PF should
call "Flap Up speed".
2
The PF may decide to retract flaps to an intermediate position for better manoeuvrability.
TRAINING MANUAL
Page 24
BOEING
B737 600-900ER
LANDING ROLL PROCEDURE
Event
Weight on wheels
PF
PM
Verify SPEED BRAKE Lever UP
Verify SPEED BRAKE Lever UP.
Call "Speed Brakes Up" or
"Speed Brakes Not Up" as
required.
Verify reversers unlock.
Without delay, select idle
reverse.
Apply reverse thrust as needed
At 60 knots
Prior to taxi speed
Disarm the autobrake by
applying manual braking and
continue manual braking as
necessary to make appropriate
runway turnoff. (Note 1)
Call "60 knots"
On illumination of the
AUTOBRAKE DISARM light call
"Autobrake disarm"
NOTE:
1
Below 60kts when conditions are suitable the Captain may disarm the autobrake by stowing the
speedbrake lever. When PF, the First Officer may also request this action below 60kts by calling:
"Stow speedbrake".
2
When First Officer is the PF he should keep the aircraft on the centreline, braking as required for
the required runway exit point or until the Captain takes control. The Captain should plan to take
control, at normal taxi speed with reverse thrust cancelled, as the aircraft approaches the runway
turnoff.
TRAINING MANUAL
Page 25
BOEING
B737 600-900ER
AFTER LANDING PROCEDURE
Event
Vacating Runway
• The speedbrake lever is in the
DOWN detent, and
• The aircraft has vacated the
runway, and
• The taxi route has been
acknowledged and understood
PF / Captain
Select LANDING, TAXI and
RUNWAY TURNOFF light
switches as needed.
(Note 1)
PM / First Officer
Note time
Start the APU
Check the LANDING, TAXI
and RUNWAY TURNOFF
switches as needed
Set the PROBE HEAT
switches to OFF;
Set the ENGINE START
switches to OFF
Set the STROBE light switches
to OFF
Set the weather radar to OFF
Set the AUTOBRAKE selector
to OFF
Set the flap lever to UP
Transponder ALT ON
If available select APU
Generator on
Monitor hydraulic system
and brake accumulator pressure
Turning onto stand
Call "All lights OFF”
Announce "After Landing
Scan complete"
Select taxi and turn off lights
OFF as instructed
Select ENG on lower DU
NOTE:
1
This is a variant to the normal Boeing procedure. Normally all light switches are handled by the
PM.
TRAINING MANUAL
Page 26
BOEING
B737 600-900ER
SHUTDOWN PROCEDURE
Event
Captain
Taxi complete
Set parking brake ON
Parking brake set and Electrical
power set
Engine start levers to CUTOFF
FD switch to OFF
First Officer
Select electrical power as needed
(APU or GRD POWER)
If towing is not needed:
FASTEN BELTS switch OFF
Fuel pump switches OFF (Note1)
CAB/UTIL or GALLEY power
switch as needed
WING ANTI-ICE switch OFF;
ENGINE ANTI-ICE switches OFF
ELECTRIC HYDRAULIC PUMP
switches OFF (Note 2)
Air conditioning PACK switches
as needed
ISOLATION VALVE switch OPEN;
Engine BLEED air switches ON
APU BLEED air switch ON
Anti collision light (N2 below 20%)
OFF
Exterior lights switches as needed
FLIGHT DIRECTOR switches OFF
Call for "SHUTDOWN
checklist”
GRD power in use
MCP airspeed bug set to
minimum
Transponder mode selector SBY,
set code 0000
Read the SHUTDOWN checklist
"SHUTDOWN checklist
complete”
APU switch as needed
NOTE:
1
If APU is running, leave at least the left forward main pump ON.
2
The B system electric hydraulic pump may be left ON if required in windy conditions.
3
If it is necessary to release the parking brake for brake cooling, the crew must first request that
the aircraft is securely chocked at the nose wheel and main wheels.
TRAINING MANUAL
Page 27
BOEING
B737 600-900ER
SECURE PROCEDURE
Event
Captain
Passengers disembarked and
the aircraft is not on handover
Call for "Secure Checklist"
Electrical power not required
(Note 1)
First Officer
Carry out secure procedure
Call for "Electrical Power
Down Supplementary
Procedure"
Read the Secure Checklist
"Secure Checklist completed"
Carry out procedure as
instructed
NOTE:
1
Aircraft must not be left with APU running unless attended by a qualified pilot or engineer
GENERAL PROCEDURES
MANUAL FLIGHT
The autothrottle will not normally be used during manual flight except for takeoff, climb and go-around.
The PM will normally make MCP selections on the instructions of the PF, except for heading and altitude
changes from ATC clearances and speed selections associated with flap position changes, which should
be made by the PM without specific directions.
AUTOMATIC FLIGHT
The autopilot will normally cope well with most non-normal configurations, including flight on one engine,
provided it is properly trimmed out.
Selection of the autopilot is by PF, who will announce the engagement of the appropriate autopilot by
stating, "Autopilot A/B to Command".
The PF will normally make MCP selections and both pilots will monitor the FMA to ensure that the
selected mode is correctly annunciated.
It is normal practise that if the autopilot is engaged then the autothrottle should also be engaged, except
in the case of flight on one engine.
If the autothrottle is unserviceable and the autopilot is engaged, special care must be taken to avoid low
speed situations.
TRAINING MANUAL
Page 28
BOEING
B737 600-900ER
THRUST SETTING PROCEDURES
Except for manual landings, the required thrust will normally be set by the autothrottle. Manual landings
will be performed with the autothrottle fully disengaged.
MCP thrust (N1) modes will be selected by the PF when in autoflight and by the PM when in manual
flight. Thrust (N1) modes that are selectable by pressing a TO/GA switch will be selected by the PF. The
PM will monitor that the autothrottle sets the thrust correctly.
If the autothrottle is disengaged during autoflight, care must be taken to ensure that accurate speed
control is maintained. In this configuration, or during manual flight with the autothrottle disengaged, the
PF will either set the required thrust himself or direct the PM to do so using one of the Boeing
recommended phrases listed below:
• "Set Go-around Thrust"
• "Set Max Continuous Thrust"
• "Set Climb Thrust"
• "Set Cruise Thrust"
REVERSE THRUST / WHEEL BRAKES
Reference to the planned reverse thrust and autobrake setting should be made in the approach briefing
and should take into account factors such as:
• Aircraft weight
• Landing distance available
• Runway surface conditions
• Crosswind
• Brake cooling requirements
• Local noise restrictions.
REVERSE THRUST
The standard thrust setting for landing is second detent reverse. However up to maximum reverse may
be used if conditions or circumstances require it.
NAVIGATION AIDS
Prior to departure both pilots should identify those navigation aids that are receivable on the ground.Use
of the Auto-ident facility, will suffice.
In flight the PM will normally select the navigation aids under the direction of the PF. All navigation aid
selections will be communicated to the other crewmember so that both pilots are aware of the navigation
aids selected and in use.
Prior to commencing an approach those navigation aids required for the approach should be identified by
both pilots.
With the exception of PRNAV procedures; all departures, arrivals and approaches must be monitored in
raw data below MSA, irrespective of the AFDS mode use to fly the procedure.
FLAPS
GENERAL
The PF will call for the required flap setting according to the flap speed schedule and the PM will check
that the speed is correct for the required selection, positioning the flap lever as directed and monitor flap
and slat movement.
TRAINING MANUAL
Page 29
BOEING
B737 600-900ER
FLAP RETRACTION
Flaps should not be retracted from 1 to UP during tight departure turns with anti-ice on, to avoid possible
nuisance stick shaker activation.
Following flap retraction, the speed should not be increased above clean speed until the PM has called
"flaps up, no lights".
FLAP EXTENSION
When the flap lever is moved, the flap gauge will be monitored for flap movement. The MCP speed
should be set to the manoeuvring speed for the selected flap.
During automatic flight, the PF will monitor that the required flap selection has been made and select the
required speed. During manual flight, the PF will monitor that the required flap selection has been made
by PM and the PM (without further direction from the PF) will select the required speed. Further flap
extension should not be made until within 10kts of the current flap manoeuvre speed. Using flap as
Speedbrakes is ineffective, puts large stresses on the flap tracks and should be avoided.
When approach procedures or ATC require a speed other than a flap manoeuvring speed, the nearest
flap below the requested speed should be used .The speed should be selected on the MCP and
announced as a numerical value by the pilot making the selection, e.g. "speed 160". On selection of the
landing flap, setting the final value of the MCP speed setting will be announced as a numerical value by
the pilot making the selection, taking account of the reported wind conditions.
FLAP SETTINGS ON THE APPROACH
Flap position 2, 10 and 25 are not required in standard profiles.
FMC PROGRAMMING IN FLIGHT
In flight the FMC should be programmed by the PM under the direction of the PF, except that during the
cruise the PF will normally programme the anticipated arrival routing. During the approach and landing
brief the PF should state the intended flap setting for the approach, the PM should then select the flap
setting for the landing weight on the Approach Ref page. Confirmation is required from the PF before the
PM executes any changes that will alter the aircraft current flight profile (i.e. "Direct To" or alterations to
cruising speed etc.).
FMC programming is not recommended at low altitude.
SUGGESTED FMC DEFAULT PAGES
Phase
PF
PM
Taxi
Take-off
Climb
Cruise
Descent & Approach
Landing
Go-around
Take-off
Take-off
Climb
Progress
Descent
App Ref
Climb
Legs
Legs
Legs
Legs
Legs
Legs
Legs
TRAINING MANUAL
Page 30
BOEING
B737 600-900ER
SPEED BRAKES
The PF must keep his hand on the speedbrake lever when they are in use, with the exception of other
vital actions for brief periods only, such as operation of the MCP panel. For the final approach, the speed
brakes will be armed by the Captain when the landing gear is selected down. Ideally the speed brakes
are not used in conjunction with flaps, and they must not be used with the flaps beyond "10".
The PF will announce speed brakes selection immediately prior to selection by calling "Speedbrake".
TRAINING MANUAL
Page 31
BOEING
B737 600-900ER
COMMUNICATIONS - FLIGHT DECK / CABIN CREW COMMUNICATION
Event
Cabin Crew
Flight Deck
Following passenger
boarding and on
completion of the head count.
Purser will report in
person to the Captain and
confirms: "Total Passengers
on Board"
Captain acknowledges
report, confirms "Close
Doors"
Following emergency
demonstration and cabin
secure check
On completion of the
cabin secure checks prior
to take-off the Purser
should inform the First
Officer that the cabin is
secure for take-off by using the
interphone system. The Purser
will use the words "Cabin
Secure for Take-Off".
Purser will initiate cabin
service
The First Officer will then call
"Cabin Secure for Take-Off"
ensuring that the Captain
acknowledges this action
and call. The Captain will
acknowledge this action
and call by calling
"Check".
At the discretion of the
Commander and when the
flaps are up.
Passing FL100 in the
climb
Descending through
FL100 or 10 min to
Following cabin
secure check
On completion of the
Cabin Secure checks
prior to landing, the
Purser will communicate
with the PM by using the
service interphone and
confirm that the cabin is
secure. The Purser will
use the words "Cabin
secure for landing"
PM cycles the fasten belts
switch to OFF and back to ON.
PF instructs the PM to switch the
Fasten Belts sign to 'Auto' if flight
conditions permit.
PM announces "Cabin Crew,
prepare the Cabin for Landing"
on the PA and selects the
FASTEN BELTS sign to 'ON'
The PM will
communicate with the
Purser by using the
service interphone and
acknowledge that the
cabin is secure. The PM
will call "Cabin secure for
landing" ensuring that the
PF acknowledges this call. The
PF will acknowledge this
action and call by calling
"Check".
TRAINING MANUAL
Page 32
BOEING
B737 600-900ER
BRIEFINGS – GENERAL
PILOT IN-FLIGHT BRIEFINGS
Briefings are summaries and although they need to cover a minimum number of topics they should be as
concise and relevant as possible. They should also be structured and follow a logical format. The
checklists in the following section detail the items that should be covered in each briefing.
Crews should conduct all briefings in an interactive style to increase the participation and check the
understanding of the PM.
Under certain circumstances a reduced "Standard Brief" may be considered to be more appropriate than
the "Normal Full Brief" as described in this section. The Commander may indicate that a "Standard Brief"
would be considered appropriate for that particular occasion. A Standard Brief should include a quick
cross check of all navigational aids, courses, associated mimima and performance considerations.
Examples of when a Standard Brief would be appropriate are when the weather conditions are
favourable and a crew have already operated into that particular airfield on that day, or when the weather
conditions are favourable and the crew are operating from or into their home base, other than the first
sector of the day. The following section detail the items that should be considered for inclusion in each
briefing.
BRIEFING FROM THE GLASS
Accurate programming of the FMC is important to ensure that departure and arrival routings are flown
correctly. For P-RNAV routes, even greater reliance is placed upon the FMC and any errors in the FMC
database programme must be detected before the procedure is commenced.
To help ensure that any FMC errors, no matter how small, will be detected at the briefing stage the
technique of ‘briefing from the glass’ has been adopted. The PF will prepare the FMC as accurately as
possible, including when appropriate as much detail as possible on the ‘Descent Forecast’ page. As a
part of his preparation, the PF will cross-refer between the FMC and Jeppesen chart remembering that
RNAV procedures selected from the database must not be altered in anyway whilst NON-RNAV
procedures may be fine-tuned if required.
TRAINING MANUAL
Page 33
BOEING
B737 600-900ER
DEPARTURE
When the PF is ready to brief the departure, after the initial check of clocks, taxi out, emergencies etc,
he/she should, as usual, commence with a cross-check of the relevant charts and dates, followed by
general items such as Transition Altitude, MSAs, Notes, Noise Abatement Procedure etc. The PF should
then brief the PM by reading the programmed route from the CDU without recourse to his paper
Jeppesen chart thus ensuring that any errors in the FMC are detected by the PM who must be extremely
critical of even the smallest anomaly. The suggested way to brief is:
• PF sets his ND to PLAN on the EFIS control panel and CDU to RTE page 2.
• Confirm the SID programmed is correct.
• Change the CDU to RTE LEGS page 1, read the track and distance to the first waypoint, name it,
together with any BOLD FONT speed and/or altitude constraints. Note whether the waypoint is a flyover or fly-by by looking at the magenta route on the ND (this can only be achieved after entry of the
ZFW).
• Use the STEP function to move the map centre label <CTR> to the next waypoint and again read the
track, distance, name etc and continue for each waypoint until the end of the SID has been reached.
• Now review the Nav Aid set-up to support the departure, if required and to cater for FMC failure or
Special Engine Out Procedure.
It is most likely that great circle tracks may differ by the odd degree here or there between the FMC and
the Jeppesen chart and also that distances may be slightly different as turns will have been created
rather than straight lines between waypoints as depicted on the charts or in the FMC prior to ZFW entry.
Any gross errors should be investigated.
Be extremely critical of FL versus Altitude constraints and change the PERF INIT Transition Altitude or
DESC FORECASTS Transition Level accordingly to ensure the FMC agrees with the chart.
ARRIVAL
The PF will identify the STAR and Approach Procedure charts then, as for the departure, the PF will
cross-check dates, and then cover MSAs, MFAs, Notes, Clearance Limit etc. The PF will then brief the
lateral and vertical profile from the CDU without recourse to the paper chart while the PM cross-checks
against the paper chart. Once again, the suggested format is:
• The PF sets his ND to PLAN and CDU to RTE page 2 to confirm the programmed arrival, approach and
runway in use. The PM retains MAP to monitor the actual aircraft position.
• The PF selects RTE LEGS and covers the vertical and horizontal profile in the same manner as for
departure, using the STEP key to scroll through each waypoint highlighting track, distance, BOLD
FONT altitude and/or speed constraints and any fly-over waypoints.
• Stop at the Clearance Limit and review the nav-aids for the hold if applicable.
TRAINING MANUAL
Page 34
BOEING
B737 600-900ER
APPROACH and GO-AROUND
• Now brief the approach and go-around.
• The PF will use the paper chart to “top and tail” i.e. read the briefing strip, together with any notes
(“top”), followed by RVR requirements, PAPIs, Approach Lights etc (“tail”) finally confirm that the navaids are set up including any re-tune requirements during the go-around and that the minimums are
bugged.
• Resume “briefing from the glass,” especially if an overlay or RNAV approach is to be flown or a LNAV
go-around is to be used.
• Confirm when the MCP Missed Approach Altitude will be set.
• For a FMC controlled approach confirm that the following appear on the Legs page:
– Runway related fix (RWxxx, MDxxx or MAxxx).
– Altitude at the fix (TDZE plus TCH or MDA or an altitude at the MAP which would ensure a normal TCH
and may be below MDA).
– Approach speed at the fix (Vref plus wind correction).
– A vertical angle (GPx.xx) between each waypoint after the Final Approach Course Fix (defined by the
letter C).
“Briefing from the Glass” should be the normal technique practiced for all departures and arrivals as this
will ensure that any errors in the FMC lateral or vertical profile will be detected at the briefing stage. Use
of this technique will take a little longer than previous practice and crews should ensure they brief
sufficiently early to avoid being rushed by an early descent for example. The tendency will always be for
pilots to try to mix briefing from the glass with looking at the paper. Try to be disciplined here. If you are
unsure of a waypoint, describe it to the PM in terms of distance/track from the previous waypoint with any
associated restrictions. As we gain familiarity with the technique, we will become more comfortable with
the procedure and briefing times will reduce.
*PF may decide to delegate the task of setting up the FMC to the PM as he/she thinks fit. When PF then
briefs from the glass, this serves as a very good crosscheck that all has been entered correctly. Pilots
should be encouraged to develop a high standard of workload management while performing these
tasks. Try to keep the briefs interactive.
TRAINING MANUAL
Page 35
BOEING
B737 600-900ER
BRIEFING - TAKE-OFF
• Flaps, Runway and Thrust
• Runway surface conditions and crosswind
• Anti-ice and any other non-standard configuration requirements
• Airport restrictions and obstructions
• Standard instrument departure, routing and altitude restrictions
• Intended method of navigation e.g. LNAV, HDG SEL
• Radio aid selection and course selector settings
• MSA and terrain clearance
• Expected Taxi Route
Example:
“This will be a right seat takeoff Runway 26L Flaps 5, Bleeds on, Anti-ice off, Wet/Dry figures.
Before 80kts we will stop for any failure. Above 80 kts only for: Any fire, engine malfunction, anything that
rends the aircraft unsafe to fly and the predictive windshear warning.
If you call stop; I expect you to: Close the thrust levers simultaneously disengage the autothrottle,
manually raise the speedbrake lever and apply maximum reverse thrust. I will monitor your actions and
call speedbrake up or not up, monitor the autobrake system and call autobrake disarm if the light should
illuminate, call 60kts, inform ATC and select flaps 40. When the aircraft comes to a stop you will close the
reversers, stow the speedbrake and set the parking brake.
If nothing happens up to V1 there will be no actions below 400’ AGL, except to raise the landing gear
with a positive rate of climb and cancel the fire warning . At 400’ AGL, and when the aircraft is under
control, I will call HDG select, identify. You will then complete the recall items if any. At acceleration
altitude, I will call “FLAPS UP SPEED” and retract the flaps on schedule. When the flaps are up, select
LVL CHG and MCT and climb to MSA.”
EMERGENCY BRIEFING
In addition to the items listed above, a full emergency briefing will be conducted prior to the crew's first
sector of the day comprising the following items:
• RTO procedure
• The actions following an engine malfunction at or after V1
• Special Procedures
• Intentions for returning to land, including the nomination of a take-off alternate within one hour single
engine flying time (315 nm in still air) when the departure airport is below landing limits:
The term "standard emergency brief" may be substituted for subsequent sectors but Special Procedures
and intentions for returning to land should still be noted for each departure.
TRAINING MANUAL
Page 36
BOEING
B737 600-900ER
SOP PROFILES - NORMAL PROCEDURES
INTRODUCTION
• The following slides show the sequence of events during various stages of flight. In particular they cover
takeoff, various types of approach and the missed approach.
• They are designed to be used as a training aid for new pilots and as a point of reference for revision of
procedures and techniques for existing pilots.
• The profiles do not contain all of the standard operating procedures. It is therefore essential that they
are used in conjunction with the appropriate amplified procedures contained in Operations Manual Part
B and the Boeing FCOM Volume 1.
• The amplified procedures mentioned above will be the authoritative source in the event of any conflict
with procedures detailed in these profiles.
FMC U10.7 and Earlier
STANDARD TAKE OFF FLAP 5
Flaps & LED up
PM
“Flaps Up no lights”
PF
“Level CHG” or “VNAV”
PF
“After take-off checklist”
At 1000 ft AGL or minimum flap
retraction altitude
PF
“Climb Thrust, Flap Up Speed”
Cleared for take-off
PF
Advance thrust levers to 40% N1.
PF
Press TOGA, “Set T/O thrust”.
PM
Verify correct N1%
PM
“Thrust set”
400ft RAD. ALT
PF
“HDG SEL” or “LNAV”
PF
“AP A/B to CMD”
Flap 1 manoeuvring speed
accelerating
PF
”Flaps Up”
800ft RAD
80 kts
PM
”80 kts”
PF
Verify IAS
PF
“Check”
V2 +15 and accelerating
PF
“Flap 1”
Positive Rate
PM
“Positive rate”
PF
“gear Up”
N1
V1 / Rotate
PM
“V1”
PM
“Rotate”
LNAV
MCP/SPD
CMD
ARM
LNAV
MCP/SPD
CMD
TRH/HLD
N1
LNAV
LNAV
TO/GA
TO/GA
FD
FD
Page 37
TYPICAL ATC SPEED CONTROLLED ILS –SINGLE CHANNEL
Flaps 1 manoeuvring speed
PF “Flap 5”
When cleared for Appr.
PF “Arm/Arming approach”
Flaps UP manoeuvring speed
PF
“Flap 1”
OM
PM "OM _ft"
PF “checked”
GS captured
PM “GS captured”
PF “Set GA ALT”
PF “Gear down, Flaps 15”
GS alive
PM “GS alive”
LOC captured
PM “LOC captured”
PF “Set RWY HDG”
1000 ft AGL
PF “Stabilized or Not stable Go-Around”
PM “Checked”
500 ft AGL
PM “500”
PF “checked”
MCP SPD
VOR LOC
Established on approach
PF “Flaps 30”
PF “Landing checklist”
ALT HLD
GS
Minimums
PM “minimums”
PF “continue or Go-around”
SINGLE CH
MCP SPD
HDG SEL
VOR LOC
CMD
ALT HLD
GS
MCP SPD
VOR LOC
GS
SINGLE CH
Page 38
VNAV APPROACH
Flaps 1 manoeuvring speed
PF “Flap 5”
Note: If VNAV is not available try entering present altitude as cruise
altitude, if unsuccessful use V/S.
When intercepting the FAC from a heading, extend the centre-line in the
FMC from a point which is ahead of (nearer to the runway) the
anticipated FAC intercept point eg the outer marker.
Flaps UP manoeuvring speed
PF “Flaps 1”
Note: Minimums equals MDA +50ft. Pilots should fly a nominal 3
degree glide-path, and not plan to fly level at MDA. If no visual
contact at MDA, a Go Around should be initiated immediately
Intercept HDG
LNAV or other roll
mode
AT FAF
PF “Flaps 30/40”
PF “Landing checklist”
Monitor VNAV
Latest 2.0 nm from FAF
PF “gear down flaps 15”
PF Arm Speedbrakes
PF Select or Verify VNAV PTH
300 ft below GA ALT
PF Set GA ALT
At 500 ft AGL
PM “500 ft”
PF “checked”
When established in LNAV and ALTHLD or in
VNAV
PF set MCP ALT to nearest 100 ft above Minimum
PF select VNAV (check VNAV PTH)
MCP SPD
HDG SEL
LNAV
CMD
When visual but latest at MDA-50ft
PF “Manual THR, AP Off”
PF “recycle FD’s”
ALT HLD
FMC SPD
Or
LNAV
CMD
FMC SPD
LNAV
VNAV PTH
Note: Disconnect A/P
and A/T no later than
MDA-50ft
VNAV PTH
CMD
Page 39
CIRCLING APPROACH (no Prescribed Tracks)
Start level base turn (see note)
PF “Flaps 30/40, LDG checklist”
Single engine
PF “gear down Flaps 15”
Abeam threshold:
time 3secs/100ft
AAL
+/- wind correction
Timing expired,
turn downwind
Latest 2 nm to FAF
PF “ gear down flaps15”
Single engine
PF “Flaps 10” (gear up)
Start turn min of 0.5 nm
from threshold; turn 45
deg. left/right time app. 45
sec from start of turn
When level at Circling Minima in
ALT HOLD Mode, set missed
approach altitude in MCP.
MDA -50 ft
Disengage AP
PF “manual THR, AP off”
PF “recycle FD’s”
ALT HLD
PF Set GA ALT
45°
The circling MDA should be
maintained until the normal
descent path to landing can be
achieved. At some airports it
may be necessary to start the
descent downwind.
MCP SPD
HDG SEL
ALT HLD
VS
At MDA
PM “minimums”
PF “maintain”
When established in LNAV or VOR LOC and
ALTHLD or in VNAV
PF set MCP ALT to nearest 100 ft above MDA
PF select VNAV (check VNAV PTH) or VS arm
FMC SPD
LNAV
VNAV PTH
CMD
OR
CMD
FMC SPD
LNAV
VS
CMD
OR
MCP SPD
Page 40
VOR LOC
CMD
VS
VISUAL CIRCUIT
Before turning Base
PF “gear down, Flaps 15”
Abeam the landing threshold
Start timing 45 secs.
minus 1 sec. per
2kts tailwind
Start descending base turn
ROD 2-300 FPM
Entering downwind
Flaps 5
1500 ft
Intercepting visual G/S
PF “ Flaps (30/40), Landing checklist”
- R.O.D. 600/800 FPM
Final
700 ft to 500 ft AGL
Stabilized wings level
2 nm
Page 41
SINGLE CHANNEL TWO ENGINE GO-AROUND
N1
LNAV
MCP SPD
NOTE 1: Check TOGA 1 thrust or TOGA
2 if Reqd. 2nd Selection with give Full
G/A Thrust.
NOTE 2: Default roll mode when A/P is engaged
is HDG SEL. LNAV only used if NAV route in
FMC & cross-checked Raw data must be
monitored
CMD
OR
N1
HDG SEL
MCP SPD
Flap 1 manoeuvring speed
PF “Flaps up”
CMD
Above 400 ft RA,
engage autothrottle and
autopilot. Select LNAV if
required (Note 2)
Flap 5 manoeuvring speed
PF “Flaps 1”
Decision to go-around
press either TOGA switch
PF „go around, Flaps 15“
PM „positive rate“
PF „Gear up“
Flaps up & LED s up
PM “Flaps up no lights”
PF “LVL CHG or VNAV”
PF “ After T/O Checklist”
1000 ft AGL
PF........“Flap 5”
Retract flaps on schedule
Caution: From a single channel
approach selecting TOGA will cause
autopilot disconnect.
GA
Caution: If ALT Acquire occurs during
the acceleration phase, MCP window
will show speed at altitude acquire.
Clean speed must be reset into
MCP speed window.
TO GA
FD
Page 42
NON – PRECISION APPROACH - VS
Note 1: Lateral mode may be HDG SEL, VOR/LOC or LNAV
(Overlay) – Raw data must be monitored.
Flaps UP manoeuvring speed
PF ”Flap 1”
Note 2: Approx. ground speed divided by 2 multiplied by10
or GS multiplied by 5
Flaps 1 manoeuvring speed
PF ”Flaps 5”
Note 3: PM monitors descent rate/speed and tracking to
touchdown.
Note 4: PF sets G/A ALT on MCP at platform -300 ft or
G/A ALT -300 ft if lower than platform.
AT FAF
PF “Flaps 30/40”
PF “Landing checklist”
Intercept HDG
LNAV or other roll mode
Latest 2.0 nm from FAF
PF “gear down flaps 15”
PF Arm Speedbrakes
PF Select or Verify VS armed
When established in LNAV and ALTHLD
PF set MCP ALT to nearest 100 ft above Minimum
PF Check VS is armed in ALT HLD on FMA
MCP SPD
VOR LOC
ALT HLD
VS
Note 5: If flying an SRA approach, crew should use HDG
SEL and V/S mode and obey headings given by ATC.
During descent:
PF adjust V/S to stay on profile
PM advise altitude versus distance
PF sets G/A ALT
(See Notes 3 and 4)
At 500 ft AGL
PM “500 ft”
PF “checked”
0,5 nm before FAF
Select V/S approx.
750 FPM down
(see note 2)
When visual but latest at MDA -50ft
PF “Manual THR, AP Off”
PF “recycle FD’s”
MCP SPD
VOR LOC
VS
CMD
CMD
Or
Note: Disconnect A/P and
A/T no later than MDA-50ft
Or
FMC SPD
LNAV
CMD
ALT HLD
VS
MCP SPD
LNAV
CMD
VS
Note 6: Minimums equals MDA +50ft. Pilots should fly a
nominal 3 degree glide-path, and not plan to fly level at MDA.
If no visual contact at MDA, a Go Around should be initiated
immediately
Page 43
NOTES
Page 44
TRAINING MANUAL
Page 45
BOEING
B737 600-900ER
ABNORMAL & EMERGENCY PROCEDURES
GENERAL
This section is intended to give the trained crew some additional thoughts and guide-lines in the
event of a non-normal situation. In the event of a non-normal situation the Boeing Quick
Reference Handbook (QRH) Non-normal checklists are used and a copy is available at each
pilot station. Your first action should always be to perform the necessary recall items followed by
the QRH Non-Normal Checklist. Further guidance may be found in the FCTM.
Information regarding pilot incapacitation and other cabin crew emergency procedures can be
found in the FCTM. Pilots must be familiar with the relevant emergency procedures contained
therein.
Flight Crew should use the DODAR process to assess both the causes of a non-normal situation
and the required further action.
• D – Diagnose
• O – Options
• D – Decide
• A - Assign tasks and Action
• R - Review decision
RAPID DE-PRESSURISATION
In the case of a rapid de-pressurisation, both pilots will immediately don their oxygen masks and
the Captain shall become the PF.
The Captain as PF will then call for the recall actions and the F/O will attempt to regain control of
the cabin pressure.
RAPID DESCENT / EMERGENCY DESCENT
If an emergency descent is required for any reason the Captain will be the PF and
will announce “Emergency Descent”. Whenever possible, the Captain will accomplish this
procedure in LVL CHG and with an autopilot in command.
PRESSURISATION SYSTEM MANUAL OPERATION
If the cabin pressure has to be controlled with the MAN system, it is recommended that the
Captain should be the PF.
TRAINING MANUAL
Page 46
BOEING
B737 600-900ER
LOSS OF THRUST ON BOTH ENGINES (AT ALTITUDE)
Refer to FCTM chapter 8 for guidance.
Possible causes for this condition are volcanic ash, severe turbulence or a jet upset, inadequate
fuel supply or ice accretion, and the possible consequences include:
• Loss of pressurisation (not rapid)
• Manual reversion (if both N2 very low and the APU is not on line).
The PF will initially maintain the previous cruise IAS while descending. The PM will perform the
recall actions in a positive manner taking advantage of any remaining N2 rotation.
If a cabin altitude warning should occur both pilots must immediately don their oxygen masks
and then continue the ‘Loss of Thrust on Both Engines’ non-normal checklist.
LOSS OF BOTH ENGINE DRIVEN GENERATORS
Refer to FCTM chapter 8 for guidance.
The possible consequences of this situation thrust deterioration/engine flameout at high altitude.
The APU should not be put on line by recall (even if already started), but according to the QRH.
If APU does not start, at high altitude, try again only at lower altitude. Note: As electrical power
will be interrupted only the Captains PFD and ND will be functional and so the Caption would
become the Pilot flying.
REJECTED TAKE-OFF
The Captain will decide whether to reject the take-off, or continue. He will announce his intention
by using the word “STOP” or "CONTINUE" as appropriate.
During the deceleration, the Right Seat Pilot will automatically select flaps 40. The Right Seat
Pilot verifies SPEED BRAKE LEVER UP and calls out “SPEED BRAKES UP”. If SPEED
BRAKE LEVER is not UP, the Right Seat Pilot calls “SPEED BRAKES NOT UP”.
If rejecting due to fire/smoke, consider positioning the aircraft so the fire/smoke is on the
downwind side.
When the RTO is complete, the Captain will decide upon the further course of action and call for
any further actions that may be required.
VOLCANIC ASH
The possible presence of volcanic ash may be contained in the NOTAM briefing. The actual
presence of volcanic ash may be recognised by smell and possibly erratic engine indications,
which in serious cases may result in a flameout.
In the event that volcanic ash is encountered, the best course of action to exit the ash cloud is
usually to turn 180 degrees and descend (reducing thrust helps to increase the stall margin
within the engine). Pilots should be aware that if an engine flameout occurs in these
circumstances, several attempts may be necessary to restart the engine.
The Commander may consider not starting the APU until the aircraft has left the cloud of
volcanic ash. An encounter with volcanic ash may turn the windscreens opaque, in which case
an autoland would be very desirable.
TRAINING MANUAL
Page 47
BOEING
B737 600-900ER
ENGINE FAILURE ON TAKE-OFF
The procedure to be followed in the event of a serious engine malfunction at or after V1 is to
continue the take-off and follow the Engine Out Procedure. Inform ATC and an emergency must
be declared (Distress call or Urgency call, as appropriate). In the event of an Engine Fire,
Severe Damage or Separation, it is recommended to initially declare a MAYDAY. If
subsequently the situation dictates, this may be downgraded to a PAN. Noise abatement
procedures are abandoned in the event of any serious emergency on departure.
There may be occasions where the commander considers departure from the Engine Out to be
a more favourable choice e.g. continuing with an instrument departure procedure after the first
turn of the procedure has been commenced. The commander should only consider this option
when below MSA if the aircraft is under control and if he is satisfied that terrain and obstacles
will be avoided.
Whilst in asymmetric flight, acceleration for flap retraction should normally take place when the
aircraft is flying on a steady heading. If the acceleration altitude is reached during an Engine Out
Procedure turn the turn should be completed before acceleration is commenced. The
“acceleration altitude” will be 1,000 feet aal unless a higher height is specified in the RTOW
tables.
Any required recall actions will only be initiated when above 400 feet aal and when the flight
path is under control. If an engine failure occurs during the enroute climb phase and continued
flight along the planned route may take the aircraft below MSA, the preferred course of action is
to turn the shortest way, taking into account the terrain towards the nearest suitable holding
pattern and climb to MSA.
ENGINE FAILURE IN THE CRUISE
The primary task is aircraft control and this is best achieved with use of the autopilot, and initially
maximum cruise thrust should be set whilst co-ordinating rudder inputs. The PF will call for any
necessary recall drill at an appropriate time. An emergency should be declared as a descent will
be necessary from high altitude. The PM will extract engine data from the FMC and the PF will
initiate the descent using LVL CHG. When flight path control is assured the PF will call for
the appropriate non-normal checklist.
Engine failure during flight
When an aeroplane in flight has an identified engine problem or non normal condition which
precludes the application of go-around power, consideration should be given to configuring for
an engine inoperative approach and landing. Engine inoperative procedures should be briefed
for the approach, landing and go around, if applicable. Engines should only be shut down in
flight when required by the QRH.
TRAINING MANUAL
Page 48
BOEING
B737 600-900ER
LANDING AT THE NEAREST SUITABLE AIRPORT
When the QRH specifies that a landing at the nearest suitable airport is required, the Captain
must divert to the nearest airport where a safe landing can be made.
In addition, the Commander may elect to land at the nearest suitable airport in other
circumstances such as when an on board fire is detected and cannot be contained, or the ability
of the aircraft to remain in controlled flight is in doubt. Inevitably there will be other situations that
cannot be envisaged when an immediate landing appears to the Commander to be the correct
course of action.
The selection of an airport for landing in these circumstances will be based upon factors such as
weather reports, LDA and runway condition, approach aids, availability of rescue and fire
services. The choice of the nearest suitable airport should not be influenced by consideration of
passenger ground handling or convenient technical support.
Flight crew can expect ATC to assist with the diversion but only after a formal emergency has
been declared and the Commanders intentions made known. Procedures should not be rushed
to the extent that the situation is exacerbated from causes not directly related to the emergency.
The key factor to be borne in mind when an immediate landing seems necessary is to prioritise
requirements dictated by the situation and to avoid wasting time carrying out non-essential
tasks. The aim is to get the aircraft on the ground safely and without delay.
ENGINE FAILURE ON APPROACH
Refer to FCTM chapter 5 for guidance.
In the event of an engine failure on short finals whilst visual with the runway, the Captain may
elect to continue the approach with the existing flap position. In making this decision
consideration must be given to all relevant factors including aircraft weight, altitude and
headwind component.
QRH recall actions other than silencing audio warnings, should not be commenced below 500ft
RA.
DECLARING AN EMERGENCY
The Captain will initiate the declaration of an emergency. Having decided to make an
emergency call, the decision whether to declare a state of urgency (PAN PAN) or distress
(MAYDAY) is also with the Captain. As a general guide, if the successful outcome of the
situation is in jeopardy then a distress call would be appropriate. For other situations an urgency
call would suffice as this should ensure priority over other traffic and that airport emergency
services are on standby; a distress call should also place emergency services from the
Surrounding area on standby.
PASSENGER EVACUATION
If a decision to evacuate is made by the Commander, QRH check list will be initiated and carry
out by each crew in their respective area of responsibility. The Left hand seat pilot is responsible
for the Parking Brake, Speedbrake Lever, Start Levers and to advise the cabin to evacuate while
the right hand seat pilot is reading the Evacuation Checklist and handling all other items.
TRAINING MANUAL
Page 49
BOEING
B737 600-900ER
RELIGHTING A FAILED ENGINE
An engine relight must not be attempted if the engine failed or was shut down as a result of any
fire, overheat or severe damage condition.
The decision whether to attempt to relight a failed engine in any other circumstance is one that
can only be made after taking into account all factors pertaining at the time. Factors to consider
would include the position of the aircraft in relation to the nearest suitable airport, weather and
the likely time to touchdown. If the weather is good and the relight attempt is likely to delay
approach, continuing for a single engine landing may be preferable to a delayed approach,
especially when the possible success of the relight attempt cannot be assessed. Modern jet
engine failures are rare and in the unlikely event of a pure flameout situation, the possibility of
fuel contamination would have to be taken into account. In poor weather conditions, especially if
faced with a long transit to a suitable airport, attempting a relight might be a more favourable
choice.
COMMUNICATIONS - EMERGENCY SITUATIONS
PA Communications - Emergency Situations
Situation
The Purser is required on the interphone urgently. For
pre-planned emergency procedures and NITS brief
The Purser is required on the flight deck urgently. For
pre-planned emergency procedures and NITS brief
During ground operation at any time when an
emergency evacuation may be required.
Where severe turbulence is either encountered or
expected and insufficient time is available for normal
procedures.
Following a PA of "Attention crew! At stations", the
potential for an emergency evacuation no longer
exists.
Slow decompression
Passing 2000ft in the descent for a planned
emergency landing.
At 500ft in the descent for a planned emergency
landing.
An unplanned emergency landing is imminent
An Emergency Evacuation is required
Public Address
"Purser to the Interphone"
"Purser to the Flight Deck"
"Attention. Crew at station."
"Cabin Crew and passengers be seated
immediately"
"Cabin Crew Normal Operations"
"Cabin crew return to stations. We are
commencing a descent. Return to your
seats and fasten your seat belts"
"Cabin Crew take up Landing Positions"
"Brace, Brace"
"Attention Crew Brace, Brace"
"Evacuate, Evacuate"
TRAINING MANUAL
BOEING
B737 600-900ER
Page 50
GO-AROUND
All Go-around’s must be carried out promptly to ensure minimum loss of height. This is
particularly important whenever:
• the required visual reference for landing has not been achieved or,
• the Go-around is carried out from the DA/H or below 200ft AAL, whichever
is higher.
• Following a ground proximity warning at night or if it is believed to be
genuine during day light conditions.
• The speed over the threshold exceeds Vref+20kts during a landing on a
runway which is performance limiting in the prevailing conditions, the a Go around must be
carried out.
If, in marginal weather conditions, two Go-around’s have been carried out at an airport,
consideration should be given to diverting or holding until an improvement in the weather occurs.
The decision to attempt a third approach immediately should not normally be made unless a
significant improvement in the weather has been reported or observed from the flight deck. The
options of diverting or holding will be affected by fuel considerations and by forecast weather
conditions at the destination and at the alternate. Commanders should make use of the P.A at
appropriate times to give reassurance to passengers.
TRAINING MANUAL
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BOEING
B737 600-900ER
WINDSHEAR GO-AROUND
On aircraft fitted with aural windshear warning systems, if a GPWS “Windshear” warning is
received, a windshear Go-around must be carried out. Exceptionally, in conditions of extreme
turbulence associated with strong winds and not Cb or frontal activity, a warning may be treated
as advisory provided that this warning has been anticipated, briefed for in the approach briefing
and an appropriate allowance made. In the event of a Go-around the call “windshear Goaround” will be used to indicate to the other crew member that a positive rate of climb would be
maintained at the expense of airspeed, even to the point of stick shake. If a subsequent
approach is thought prudent, then conditions should be carefully evaluated and appropriate
compensation made, e.g. higher airspeed, in accordance with operating procedures. If, on the
subsequent approach, another warning is received and believed to be genuine, then a Goaround should be made and diversion considered.
NON-NORMAL FLAP
If a non-normal flap problem has been encountered, crews should avoid moving the flaps until
after the QRH has been actioned to reduce the risk of subsequent damage or failure. Crews
should also avoid raising the flaps after landing when taxiing to the apron to allow the engineers
to inspect the problem.
SOP PROFILES - NON-NORMAL PROCEDURES
INTRODUCTION
• The following slides show the sequence of events during various stages of flight in non-normal
situations.
• They are designed to be used as a training aid for new pilots and as a point of reference for
revision of procedures and techniques for existing pilots.
• The profiles do not contain all of the operating procedures required. It is therefore essential that
they are used in conjunction with the appropriate procedures contained in the Boeing FCOM
and QRH.
• The written procedures mentioned above will be the authoritative source in the event of any
conflict with procedures detailed in these profiles.
ENGINE MALFUNCTION AFTER V1
Note 4: After the “Flaps Up / No Light” call, ensure the Autothrottle is
disengaged before selecting LVL CHG & MCT.
Note 1: The PM will call “Engine Malfunction” when first observed without identifying the engine or the nature of the failure.
Note 2: If a special procedure (emergency turn) is specified, follow as published. If a turn is required at a speed below V2 +
15kts, the PF will call “Bank angle 15, Hdg N”
Note 3: No action, other than monitoring until a minimum of 400’ RA. Above 400’ RA, and when crew workload permits,
PF asks the PM to “Identify”. The PM then states the failure indications. Crew agree failure and course of action. At the
direction of the PF, both crew members systematically and without delay accomplish all recall items. Note: If recall items
are required, PF initiates them by disconnecting Auto throttle and closing Thrust Lever - monitored/confirmed by PM,
remaining recall items by PM, monitored/confirmed by PF.
At Flaps retraction alt.
PF “Flap Up Speed”
When Flaps are up
PM “Flaps Up,No Lights“
PF “LVL CHG, set MCT” (AP B to CMD)
Note 2
Accelerating
PF “Flaps one“
PF “Flaps up“
Positive
rate of climb
PM “Positive rate“
PF “Gear up“
EVENT
Engine
Malfunction!
(Note 1)
At VR rotate at
2.0-2,5 deg/sec
to Take Off
pitch attitude
(12,5°)
With Flaps up @ Clean Speed and A/P engaged
(if applicable)
PF “QRH?.Checklist”
PM ““-----checklist completed”
PF “After T/O checklist”
PF “After T/O checklist completed”
At 400 ft AGL
PF „HDG SEL, identify“
PM identifies the malfunction
HDG SEL
MCP SPD
CMD
HDG SEL
TOGA
FD
N1
TOGA
FD
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CABIN ALTITUDE WARNING HORN OR RAPID DEPRESSURISATION
CABIN ALTITUDE WARNING HORN OR
RAPID DEPRESSURISATION
PF / Captain
PM / First Officer
Oxygen Masks and Regulators?ON,100%
Crew Communications????..Establish
(Note1 and 2)
PF / Captain
PM / First Officer
Maintain, or take control
of the aircraft
Attempt control of pressurisation
with QRH Recall drill:
Pressurisation Mode selector? MAN
Outflow Valve switch????CLOSE
Passenger signs???????..ON
If cabin altitude is uncontrollable
Announce: “Emergency
Passenger Oxygen switch???.ON
Descent”
Carry out Emergency Descent Recall
Actions
Note 1 Use Flight Interphone - (SPKR switch ON, ACP MASK-BOOM switch to MASK).
Headsets may also be used
Note 2 Although a PA may be required, be aware of the audio quality and effect on
the pax when making a PA with an oxygen mask on
Note 3 This procedure assumes both Captain and F/O are on the flight deck. If only
one crew member is present, the full procedure can be accomplished from
either left or right hand seat, but controlling the pressurisation from the left is
difficult
Note 4 If a slow depressurisation occurs and the cabin altitude is expected to reach 10’000 feet either pilot should call out
“Cabin altitude Warning, take action”. If the cabin altitude warning sounds this call out can be omitted.
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EMERGENCY DESCENT
PF/ Captain
PM/ First Officer
Maintain, or take control of the
aircraft (Note 1)
Call “Emergency Descent”
Both pilots carry out Emergency Descent Recall items in their
respective area of responsibility
(Note 2)
Declare emergency (Mayday)
MCP altitude – Select lower
Fasten Belts signs???..ON
Altitude
Engine Start switches?CONT
PF/ Captain
Select LVL CHG
THRUST LEVERS???? CLOSE
SPEED BRAKE.?FLIGHT DETENT
MCP speed selector??MMO/VMO
(Note 3)
Adjust HDG if required
Set MCP altitude window to 10,000ft
or MSA if higher
Call for QRH checklist
PF/ Captain
At 2000ft to level - reduce speed
At 1000ft to level - lower SPEED
BRAKE lever
Note 1: The Cockpit4u preferred method is to keep the
A/P & AT engaged
Note 2: Although a PA is required, be aware of the audio
Quality and effect on the pax when making a PA with
an oxygen mask on
Note 3: Maintain speed just below MMO/VMO throughout the
descent unless structural integrity is in doubt, in which
case maintain or decrease present speed
Note 4: Consideration should be given to cabin state, fuel
PF/ Captain
PM/ First Officer
Squawk 7700, if required by
ATC
Check QNH/MSA
Read and action QRH checklist
PM/ First Officer
Call 2000ft and 1000ft to level
PM/ First Officer
Verify A/P A/T engaged and reduce
ENGINE START switches?As
speed as required
needed
If cabin altitude is 10,000ft or less - Remove oxygen masks
If cabin altitude is above 10,000ft -Crew Oxygen Regulators?NORMAL
Select new CRZ alt & VNAV LRC
Obtain revised ATC clearance
Re-establish PF/PM as required
Determine new course of action
(Note 4)
remaining, airfield availability, weather, oxygen
requirements etc.
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ENGINE FAILURE IN THE CRUISE
ON RECOGNITION OF ENGINE FAILURE
THE PRIMARY TASK IS AIRCRAFT CONTROL
WITH CORRECT APPLICATION OF RUDDER
AND AILERON (IF NEEDED)
PF
Re-engage A/P if
applicable, ensure
Rudder
in Trim
PM
Advise ATC (Mayday/
PAN Call) Descending
FMC/CDU Action
PF
1. Disengage Autothrottle
PM
FMC/CDU ACTIONS
2. Set bug thrust (cruise)
1. Select CRZ page C.D.U.
3. Select lower MCP altitude
2. Line select “ENG OUT”
4. Select LVL CHG, ENG OUT speed
3. Line select L or R ENG
5. Call: “Identify The Failure”
4. Set Target N1 on live ENG
6. Crew agrees failure and
consequent actions
5. Select Target speed
6. MCP ALT re-select
(ATC/MSA)
At the direction of the PF, both crew members systematically and without
delay accomplish all recall items
DEVELOP A PLAN
Terrain
Driftdown
(required
by MSA)
If appropriate,
accelerate to
normal
descent
(Idle Thrust)
If required,
accelerate to
long-range
cruise
(1 Eng Out)
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SINGLE ENGINE ILS APPROACH
Flaps 1 manoeuvring speed
PF “Flap 5”
When cleared for Appr.
PF “Arm/Arming approach”
Flaps UP manoeuvring speed
PF “Flap 1”
GS captured
PM “GS captured”
PF “Set GA ALT”
PF “Gear down, Flaps 15, One
Engine Inoperative landing
checklist“
GS alive
PM “GS alive”
OM
PM "OM _ft"
PF “checked”
1000 ft AGL
PF “Stabilized or Not stable Go-Around”
PM “Checked”
500 ft AGL
PM “500”
PF “checked”
LOC captured
PM “LOC captured”
PF “Set RWY HDG”
Minimums
PM “minimums”
PF “continue or Go-around”
VOR LOC
ALT HLD
GS
SINGLE CH
VOR LOC
GS
SINGLE CH
HDG SEL
VOR LOC
CMD
ALT HLD
GS
Page 56
SINGLE ENGINE NON-PRECISION APPROACH – V/S
Note 1: Lateral mode may be HDG SEL, VOR/LOC or
LNAV (Overlay) – Raw data must be monitored.
Note 2: : Approx. ground speed divided by 2 multiplied by10
or GS multiplied by 5
Flaps UP manoeuvring speed
PF ”Flap 1”
Note 3: PM monitors descent rate/speed and tracking
to touchdown.
Flaps 1 manoeuvring speed
PF ”Flaps 5”
Note 4: PF sets G/A ALT on MCP at platform -300 ft
or G/A ALT -300 ft if lower than platform.
AT FAF
PF “Gear down Flaps 15, one
engine inoperative landing
checklist”
PM “one engine inop. Landing
checklist completed”
Intercept HDG
LNAV or other roll mode
0,5 nm before FAF
Select V/S approx.
750 FPM down
(see note 2)
Note 5: If flying an SRA approach, crew should use HDG SEL
and V/S mode and obey headings given by ATC.
Note 6: Minimums equals MDA +50ft. Pilots should fly a nominal
3 degree glide-path, and not plan to fly level at MDA. If
no visual contact at MDA, a Go Around should be
initiated immediately
During descent:
PF adjust V/S to stay on profile
PM advise altitude versus
distance PF sets G/A ALT
(See Notes 3 and 4)
At 500 ft AGL
PM “500 ft”
PF “checked”
When established in LNAV and ALTHLD
PF set MCP ALT to nearest 100 ft above
Minimum
PF Check VS is armed in ALT HLD on FMA
VOR LOC
ALT HLD
VS
When visual but latest
at MDA-50ft
PF “Manual THR, AP Off”
PF “recycle FD’s”
VOR LOC
VS
CMD
CMD
Or
LNAV
ALT HLD
VS
Or
LNAV
Note: Disconnect A/P and
A/T no later than MDA-50ft
VS
CMD
CMD
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SINGLE ENGINE NON-PRECISION APPROACH – VNAV
Note: If VNAV is not available try entering present altitude as cruise altitude, if
unsuccessful use V/S. When intercepting the FAC from a heading, extend
the centre-line in the FMC from a point which is ahead of (nearer to the
runway) the anticipated FAC intercept point eg the outer marker.
Flaps UP manoeuvring speed
PF “Flaps 1”
Note: Minimums equals MDA +50ft. Pilots should fly a nominal 3 degree glidepath, and not plan to fly level at MDA. If no visual contact at MDA, a
Go Around should be initiated immediately
Flaps 1 manoeuvring speed
PF “Flap 5”
AT FAF
PF “Gear down Flaps 15, one
engine inoperative
landing checklist”
PM “one engine inop. Landing
checklist completed”
Intercept HDG
LNAV or other roll mode
300 ft below GA ALT
PF Set GA ALT
At 500 ft AGL
PM “500 ft”
PF “checked”
When established in LNAV and ALTHLD or in VNAV
PF set MCP ALT to nearest 100 ft above Minimum
PF select VNAV (check VNAV PTH)
When visual but latest at
MDA-50ft
PF “Manual THR, AP Off”
PF “recycle FD’s”
HDG SEL
LNAV
ALT HLD
CMD
LNAV
VNAV PTH
Or
LNAV
VNAV PTH
CMD
CMD
Page 58
SINGLE ENGINE GO-AROUND
Note 1: On any S.E. G/A - MCP window controls Speed. Acceleration will not occur until SPD window is changed by
selecting - Clean Speed.
Note 2: If a Turn is required at a speed below Vref + 15 kts the PF will call “Bank angle 15, Hdg N”
LNAV
Note 3: At Clean Speed and Flaps up, select LVL CHG, set MCT, engage A/P and complete After Take-Off Checklist.
TOGA
Note 4: LNAV only used if NAV route in FMC & cross-checked. Raw data must be monitored. Caution LNAV may
exceed 15deg Bank
FD
OR
HDG SEL
Note 5: When the After T/O Checklist is completed, open the cross-feed and balance fuel (if applicable)
TOGA
FD
Above 400 ft RA,
Select LNAV if
Required or HDG SEL
(Note 2)
Flap 1 manoeuvring speed
PF “Flaps up”
Decision to go-around
press either TOGA switch
PF „go around, Flaps 1“
PM „positive rate“
PF „Gear up“
Flaps up & LED s up
PM “Flaps up no lights”
PF “LVL CHG, MCT”
PF “ After T/O Checklist”
1000 ft AGL
PF........“Flap Up Speed”
TO GA
FD
Page 59
REJECTED TAKEOFF (RTO)
CAPT
Captain decides to reject
the takeoff. Captain calls:
“STOP”
Note 1: If rejecting due to fire/smoke, consider positioning the aircraft so the fire/smoke is on the downwind side.
Note 2: If an evacuation is a possible outcome; announce “Attention crew! At stations”.
Note 3: Captain should take in to account all available information before deciding whether to evacuate. If evacuation is not
required; announce “Cabin Crew, Normal Operations” on the PA.
Note 4: Evacuation checklist is actioned as a ‘Read and Do’ checklist.
CAPT
F/O
CAPT
CAPT
Take control
(if applicable)
Monitor Captain’s
Actions
(Note 1)
Captain decides on
next action (Note 3)
- Close Thrust Levers
- Disengage Autothrottle
- Raise speed brake lever
- Select Maximum Reverse
Thrust
- Monitor RTO braking or
override to max. manual if
required
- Call “Speedbrakes up”
- Call any deficiency,
- Call “60Kts”
- Advise ATC:
“C4U___, Stopping”
- Select Flaps 40
- Set Parking brake
- Speedbrake, down detent
- If required announce on
PA:
“Attention crew! At
stations” (Note 2)
- Confirm and agree failure
- Advise the F/O To carry
out any recall items
If decision is to
evacuate aircraft;
announce:
“Evacuation
Checklist”
(Note 4)
Page 60