In All Situations Maintain Aircraft ControlMaintain Aircraft Control Analyze the problemAnalyze the...

In All SituationsIn All Situations

•Maintain Aircraft Control Maintain Aircraft Control •Analyze the problem Analyze the problem

•Take appropriate action Take appropriate action •Maintain situational awarenessMaintain situational awareness

Some procedural steps contain “boxed letters” ( W, C , L , G ) or “boxed numbers” (1).Some procedural steps contain “boxed letters” ( W, C , L , G ) or “boxed numbers” (1).• • Refer to these items only when they appear on the procedural page.Refer to these items only when they appear on the procedural page.• • Pilots must refer to “boxed letters”-Pilots must refer to “boxed letters”- (Read them out loud).(Read them out loud).• • Pilots should refer to “boxed numbers” if time permits.Pilots should refer to “boxed numbers” if time permits.

D NOTAM CHARTD NOTAM CHART

Takeoff Visibility RequirementsTakeoff Visibility RequirementsCurrent VisibilityCurrent Visibility Chart MinimumsChart Minimums Lighting and Visual AidsLighting and Visual Aids

¼ Mile ¼ Mile (1) (1) ¼ Mile ¼ Mile HIRL or CL or RCLM orHIRL or CL or RCLM or

Adequate Visual Adequate Visual

ReferenceReference

TDZTDZ MIDMID RORO FAR FAR ENDEND

16001600 (2,3)(2,3) (2)(2) 16001600 HIRL or CL or RCLMHIRL or CL or RCLM

10001000 (4)(4) 10001000 10001000 CLCL

600 600 (5)(5) 600 600 (5)(5) 600 600 (5)(5) 600 600 (5)(5) 600600

4 Transmissometers Installed4 Transmissometers Installed

HIRL and CL and RCLMHIRL and CL and RCLM 600 600 (6)(6) 600 600 (6)(6) 600 600 (6)(6) 600 600


2 or 3 Reporting2 or 3 Reporting

600600 NoneNone 600600 600 600


2 Reporting2 Reporting

300 300 (6)(6) 300 300 (6)(6) 300 300 (6)(6) 300 300


2 or 3 Reporting2 or 3 Reporting

HGS and HIRL and CLHGS and HIRL and CL

and RCLMand RCLM

(1):(1): RVR (if reported), takes precedence over PV or RVV for that runway. RVR (if reported), takes precedence over PV or RVV for that runway.

(2): (2): The TDZ is controlling. The remainder are advisory only when the TDZ is 1600 or greater. The TDZ is controlling. The remainder are advisory only when the TDZ is 1600 or greater.

(3): (3): The MID (if available) may be substituted for the TDZ if the TDZ is not available. The MID (if available) may be substituted for the TDZ if the TDZ is not available.

(4):(4): The MID (if available) may be substituted for either (but not both) the TDZ or RO if the TDZ or RO are not available. The MID (if available) may be substituted for either (but not both) the TDZ or RO if the TDZ or RO are not available.

(5):(5): The TDZ, MID, and RO are controlling and required. If the RO is inoperative, the Far End may be substituted for the RO. The TDZ, MID, and RO are controlling and required. If the RO is inoperative, the Far End may be substituted for the RO.

If the RO is reporting, the Far End is advisory only. The Far End sensor, which is not required, is advisory only.*If the RO is reporting, the Far End is advisory only. The Far End sensor, which is not required, is advisory only.*

(6):(6): If all are reporting, all are controlling. If one is INOP, the other two must meet the minimum value. If all are reporting, all are controlling. If one is INOP, the other two must meet the minimum value.

Max crosswind 35 knotsMax crosswind 35 knots


Max crosswind 10 knotsMax crosswind 10 knotsMax headwind 25 knotsMax headwind 25 knotsMax tailwind 10 knotsMax tailwind 10 knotsHGS takeoff checklistHGS takeoff checklist



11stst: Are you legal to takeoff using the chart above? : Are you legal to takeoff using the chart above? 22ndnd: Can you use a different runway based on PV instead of RVR? (i.e. HOU runway 22 vice runway 12R): Can you use a different runway based on PV instead of RVR? (i.e. HOU runway 22 vice runway 12R)33rdrd: Do you need a takeoff alternate?: Do you need a takeoff alternate?*This statement is not on the chart, but is in the FOM on page 3.2.39.*This statement is not on the chart, but is in the FOM on page 3.2.39.

Easter Egg’sEaster Egg’s• Hydraulic quantity below Hydraulic quantity below

refill (-300/500: have to look refill (-300/500: have to look around the gear handle).around the gear handle).

• Check all fluids: oil, oxygen, Check all fluids: oil, oxygen, hydraulicshydraulics

• Fuel crossfeed light will not Fuel crossfeed light will not go dim or out when cycled.go dim or out when cycled.

• TR inop-usually TR 3.TR inop-usually TR 3.• Turn on B electric pump and Turn on B electric pump and

hydraulic low pressure light hydraulic low pressure light will not go out and hydraulic will not go out and hydraulic needle will not increase.needle will not increase.

• IRS’s during initial IRS’s during initial alignment-the “ON DC” light alignment-the “ON DC” light must illuminate and then go must illuminate and then go out.out.

• OVHT/FIRE test: OVHT/FIRE test: if the if the FAULT FAULT light illuminates, light illuminates, a detection loop is a detection loop is inoperative. The related inoperative. The related ENGINE FIRE WARNING ENGINE FIRE WARNING switch and switch and ENGINE ENGINE OVERHEAT OVERHEAT light will not light will not illuminate.illuminate.

• DETECTOR FAULT on cargo DETECTOR FAULT on cargo fire panel.fire panel.

• (-300/500): Fault light on fire (-300/500): Fault light on fire panel.panel.

• Check door lights out.Check door lights out.• Jetway back.Jetway back.• External power removed.External power removed.• Loose APU generator on Loose APU generator on

pushback-instrument flood pushback-instrument flood lights & dome lights are lights & dome lights are available.available.

• Yaw damper movement when Yaw damper movement when turning during taxi.turning during taxi.

•Flight control low pressure light will not go out.Flight control low pressure light will not go out.•Standby hyd. low pressure light will not go out.Standby hyd. low pressure light will not go out.•VOR and ILS test inoperative.VOR and ILS test inoperative.•APU valve sticking: Abort the start, QRH,APU valve sticking: Abort the start, QRH, cycle the APU bleed valve.cycle the APU bleed valve.•Flight instrument flags.Flight instrument flags.•Fuel does not match the load sheet or release.Fuel does not match the load sheet or release.•HGS T/O checklist prior to pushback.HGS T/O checklist prior to pushback.

Power PlantPower Plant

• Ground Start 725°CGround Start 725°C• (-300/500) Minimum duct start pressure: 30 psi—reduce 0.5 (-300/500) Minimum duct start pressure: 30 psi—reduce 0.5

psi per 1000 feet above sea level psi per 1000 feet above sea level • Operate engines at idle for a minimum of one minute prior Operate engines at idle for a minimum of one minute prior

to shutdownto shutdown• When operational conditions permit, engines should idle When operational conditions permit, engines should idle

for 3 minutes before shutdown for 3 minutes before shutdown • Reverse thrust is for ground use onlyReverse thrust is for ground use only

Aborted Engine StartsAborted Engine Starts

QRH B-17QRH B-17

•Focus on the EGT primarily after moving the start lever to idle.Focus on the EGT primarily after moving the start lever to idle.•Expect to have a non-normal when given the Expect to have a non-normal when given the “Set Brakes”“Set Brakes” callout. callout.•Watch for the white box blinking on the -700 after light off.Watch for the white box blinking on the -700 after light off.•Use clear concise communication for the correct QRH procedure.Use clear concise communication for the correct QRH procedure.

Start Lever Start Lever CutoffCutoff““Abort engine start checklist”Abort engine start checklist”If the engine start switch is in GRDIf the engine start switch is in GRDAfter motoring the engine for 60 secondsAfter motoring the engine for 60 seconds• Start switchStart switch OFFOFFIf the engine start switch is in OFFIf the engine start switch is in OFFAfter N2 decreases below 20%After N2 decreases below 20%• Start switch Start switch GRDGRDAfter motoring the engine for 60 secondsAfter motoring the engine for 60 seconds• Start switchStart switch OFFOFF““Abort engine start checklist complete”Abort engine start checklist complete”

725725°° C CAbort the engine start if any of the Abort the engine start if any of the following conditions occur:following conditions occur:

•No N1 before the start lever is raised to idle.No N1 before the start lever is raised to idle.•No increase in EGT within 10 sec’s onNo increase in EGT within 10 sec’s on the ground or 30 sec’s inflight after thethe ground or 30 sec’s inflight after the start lever is raised to idle. (On the ground, the EEC start lever is raised to idle. (On the ground, the EEC automatically cuts off fuel and ignition 15 seconds automatically cuts off fuel and ignition 15 seconds after the start lever is raised to IDLE if there is no EGT after the start lever is raised to IDLE if there is no EGT increase).increase).•EGT rapidly approaching the start limit.EGT rapidly approaching the start limit.•EGT exceeding the start limit.EGT exceeding the start limit.•No/very slow increase in N1 or N2 afterNo/very slow increase in N1 or N2 after EGT indication.EGT indication.•No oil pressure indication by the time theNo oil pressure indication by the time the engine has stabilized at idle.engine has stabilized at idle.•When directed for any other condition.When directed for any other condition. Inoperative ignitor may or may not be Inoperative ignitor may or may not be deferrable; for dispatching requirements,deferrable; for dispatching requirements,refer to MEL 74.refer to MEL 74.

After completing each checklist, press the After completing each checklist, press the master caution to see if any non-normal condition master caution to see if any non-normal condition exists.exists.

Start Valve OpenStart Valve Open

• Start switch Start switch OffOffIf the start valve open light remains illuminated:If the start valve open light remains illuminated:

• Isolation valve Isolation valve CloseClose• Pack switch (affected side)Pack switch (affected side) OffOff• Engine bleed switch (affected engine)Engine bleed switch (affected engine) OffOff• APU bleed switch (if starting #1)APU bleed switch (if starting #1) OffOff

If during ground operations:If during ground operations:• Ground air source (if in use)Ground air source (if in use) DisconnectDisconnect• Start lever (affected engine)Start lever (affected engine) CutoffCutoff

•The The START VALVE OPENSTART VALVE OPEN light illuminated indicates the start valve has opened or remained light illuminated indicates the start valve has opened or remained open after engine start. Normal starter cutout is 56%, (-300/500):open after engine start. Normal starter cutout is 56%, (-300/500): 46%.46%.•The first procedure step refers to the electrical problem with the start switch, with the remaining The first procedure step refers to the electrical problem with the start switch, with the remaining procedure steps refering to a bleed air problem.procedure steps refering to a bleed air problem.

-700 -300/500

Electrical PowerElectrical Power

• On the ground, limit one generator operationOn the ground, limit one generator operation

(engine driven) to a maximum of 215 amps (-300/500 N/A)(engine driven) to a maximum of 215 amps (-300/500 N/A)• Do not remove AC power from the aircraft for at least Do not remove AC power from the aircraft for at least

30 seconds after IRS shutdown30 seconds after IRS shutdown

SMGCSSMGCS

SMGCS refers to the control or regulation of aircraft and ground vehicles during low visibility operations at US airports when the visibility is SMGCS refers to the control or regulation of aircraft and ground vehicles during low visibility operations at US airports when the visibility is less than 1200 RVR. SMSS or ground radar should be installed at airports for operations below 600 RVR.less than 1200 RVR. SMSS or ground radar should be installed at airports for operations below 600 RVR.The stop bar lights are not normally used when the RVR is 1200 or greater, but are in use below 1200 RVR.The stop bar lights are not normally used when the RVR is 1200 or greater, but are in use below 1200 RVR.When the aircraft is holding #1 for takeoff, the red stop bar is illuminated and the green lead-on lights are off, creating a black hold effect.When the aircraft is holding #1 for takeoff, the red stop bar is illuminated and the green lead-on lights are off, creating a black hold effect.When ATC clears an aircraft on to the runway, the red stop bars are turned off, while the green lead-on light illuminate providing guidance inWhen ATC clears an aircraft on to the runway, the red stop bars are turned off, while the green lead-on light illuminate providing guidance in to the runway takeoff position. This provides a visual confirmation of the clearance to taxi to the runway.to the runway takeoff position. This provides a visual confirmation of the clearance to taxi to the runway.Warning:Warning: Pilots should never cross a red illuminated stop bar, even if an ATC clearance has been given to proceed onto or across the runway. Pilots should never cross a red illuminated stop bar, even if an ATC clearance has been given to proceed onto or across the runway.•Pilots should hold their position and contact ATC for further instructions if the taxiway centerline lead-on lights inadvertently extinguish Pilots should hold their position and contact ATC for further instructions if the taxiway centerline lead-on lights inadvertently extinguish after crossing a stop bar.after crossing a stop bar.

•Use only the pink spots on the left of the taxiway.Use only the pink spots on the left of the taxiway.•Turn on inboard left landing light as an aid.Turn on inboard left landing light as an aid.

TDZL:TDZL:•100’-3000’ (or)100’-3000’ (or)•Midpoint ofMidpoint of runway,runway, whichever whichever is less.is less.•When When rejecting a T/O-rejecting a T/O-use TDZL to use TDZL to tell TWR where tell TWR where you are. No you are. No lights in sight, lights in sight, >3000’ down >3000’ down the runway.the runway.

REIL’sREIL’s

CL’sCL’s•50’ apart50’ apart

ALSF IIALSF II

•SLC taxi to 16L: 1SLC taxi to 16L: 1st st pink spot is 91, next one is pink spot 95 pink spot is 91, next one is pink spot 95•SEA taxi to 16L: 1SEA taxi to 16L: 1stst pink spot is 10, next one is pink spot 2A pink spot is 10, next one is pink spot 2A•Make sure to have the correct low visibility taxi chartMake sure to have the correct low visibility taxi chart

Terminating or side row barsTerminating or side row bars

Precision Obstacle Free ZonePrecision Obstacle Free ZonePOFZPOFZ

• It protects the area of short final during low ceilings of less than It protects the area of short final during low ceilings of less than 250’ and/or visibilities less than ¾ statute mile or 4000 RVR250’ and/or visibilities less than ¾ statute mile or 4000 RVR

• It is an area approximately 400 feet either side of runway centerline It is an area approximately 400 feet either side of runway centerline and 200 feet from the runway threshold into the overrunand 200 feet from the runway threshold into the overrun

• The POFZ is considered clear if the wing of an aircraft on the The POFZ is considered clear if the wing of an aircraft on the taxiway penetrates the zonetaxiway penetrates the zone

• Neither the fuselage or tail may infringe on the POFZNeither the fuselage or tail may infringe on the POFZ• If the POFZ is not clear, the minimum authorized Height Above If the POFZ is not clear, the minimum authorized Height Above

Touchdown (HAT) is 250 feet and ¾ statute mileTouchdown (HAT) is 250 feet and ¾ statute mile

Precision Obstacle Free ZonePrecision Obstacle Free ZonePOFZPOFZ

• SEA Runway 16L POFZ markings.SEA Runway 16L POFZ markings.• The POFZ markings are identical to the ILS Critical Area Markings, which has been more commonly called a “Ladder Line”.The POFZ markings are identical to the ILS Critical Area Markings, which has been more commonly called a “Ladder Line”.• Tower will instruct you to remain clear of the POFZ.Tower will instruct you to remain clear of the POFZ.• Note the aircraft wing penetrates the POFZ (outlined in Red), this will not cause the minimums to increase.Note the aircraft wing penetrates the POFZ (outlined in Red), this will not cause the minimums to increase.• If the POFZ is not clear, the minimum authorized Height Above Touchdown (HAT) is 250 feet and ¾ statute mile.If the POFZ is not clear, the minimum authorized Height Above Touchdown (HAT) is 250 feet and ¾ statute mile.

Wind ComponentsWind Components

•Clutter reductions and recommendations apply only when clutter covers more than 25 percent of the runway surface.Clutter reductions and recommendations apply only when clutter covers more than 25 percent of the runway surface.•25 knot maximum headwind for HGS: takeoffs below 600’RVR, approaches below 1800’RVR or special CAT I approaches below 2400’RVR.25 knot maximum headwind for HGS: takeoffs below 600’RVR, approaches below 1800’RVR or special CAT I approaches below 2400’RVR.

ConditionsConditions Steady Cross WindSteady Cross Wind Peak Gust TailwindPeak Gust Tailwind

TakeoffTakeoff LandingLanding TakeoffTakeoff LandingLanding

DryDry 35 knots35 knots 35 knots35 knots 10 knots10 knots 10 knots10 knots

WetWet 35 knots35 knots 35 knots35 knots 10 knots10 knots 10 knots10 knots

<4000’ RVR or <4000’ RVR or ¾ mile visibility¾ mile visibility 35 knots35 knots 10 knots10 knots 10 knots10 knots 10 knots10 knots

<1600’ RVR or <1600’ RVR or ¼ mile visibility¼ mile visibility 20 knots20 knots 10 knots10 knots 10 knots10 knots 10 knots10 knots

<600’ RVR<600’ RVR 10 knots10 knots ------ 10 knots10 knots ------

ClutterClutter 20 knots20 knots 20 knots20 knots 10 knots10 knots 10 knots10 knots

Braking FairBraking Fair 15 knots15 knots 15 knots15 knots 10 knots10 knots 10 knots10 knots

Braking PoorBraking Poor 10 knots10 knots 10 knots10 knots 5 knots5 knots 5 knots5 knots

Rejected TakeoffRejected Takeoff

QRH B20-21QRH B20-21

•Most common aborts for: Most common aborts for: Engine fire, Cargo bay fire, Engine failureEngine fire, Cargo bay fire, Engine failure•Simultaneously thrust levers close and wheel brakes maximum: make it one stepSimultaneously thrust levers close and wheel brakes maximum: make it one step•Without delay, speed brake lever up (manually back it up) , thrust reversers Without delay, speed brake lever up (manually back it up) , thrust reversers maximummaximum•It may help to say the memory item out loud when actually performing the procedureIt may help to say the memory item out loud when actually performing the procedure•Check the interlock (takes a little time), then reverse thrustCheck the interlock (takes a little time), then reverse thrust•Don’t abort solely for a master caution light or overheat light Don’t abort solely for a master caution light or overheat light •Abort for any momentary red fire light, even if it goes back outAbort for any momentary red fire light, even if it goes back out

““Windshear ahead, windshear ahead”Windshear ahead, windshear ahead”

•Don’t taxi clear of a runway in low visibility conditions-crash crew trucks have actually hit passengersDon’t taxi clear of a runway in low visibility conditions-crash crew trucks have actually hit passengers on taxiways & runways after an emergency evacuation.on taxiways & runways after an emergency evacuation.•(-300/500) Fire bell ringing and no indications on the fire panel; look overhead at the cargo fire panel.(-300/500) Fire bell ringing and no indications on the fire panel; look overhead at the cargo fire panel.•Dual generator failure: when you here Dual generator failure: when you here “Don’t have to load the FMC”“Don’t have to load the FMC”..

•(-300/500): Standby power switch to BAT, Have Comm 1, Thrust reversers, PA, Instrument Flood and Dome Lights.(-300/500): Standby power switch to BAT, Have Comm 1, Thrust reversers, PA, Instrument Flood and Dome Lights.•No HUD, No Anti-skid.No HUD, No Anti-skid.

FIREWARN

BELL CUTOUT

FIREWARN

BELL CUTOUT

Simultaneously;Simultaneously;1. Thrust levers close1. Thrust levers close (FO tell tower) (FO tell tower)2. Wheel brakes maximum2. Wheel brakes maximum (note speed) (note speed)

Without Delay;Without Delay;3. Speedbrake lever UP3. Speedbrake lever UP 4. Thrust reversers maximum4. Thrust reversers maximum (don’t set brakes) (don’t set brakes)

5. Parking Brake do not set (CA tell cabin)5. Parking Brake do not set (CA tell cabin)

6. Complete the checklist for the6. Complete the checklist for the condition causing the rejectedcondition causing the rejected takeoff, if not already accomplishedtakeoff, if not already accomplished -In other words, run the non-normal checklist-In other words, run the non-normal checklist after the aircraft is stopped for any type of after the aircraft is stopped for any type of fire, then return to the RTO checklist on B-21fire, then return to the RTO checklist on B-21

7. Evaluate brake energy (OPC)7. Evaluate brake energy (OPC)

•It is recommended that the Captain reject a takeoff above 80 knots It is recommended that the Captain reject a takeoff above 80 knots onlyonly for an engine failure, fire warning, a predictive for an engine failure, fire warning, a predictive windshear warning or the aircraft is unsafe/unable to fly.windshear warning or the aircraft is unsafe/unable to fly.•Warning: do not initiate a stop after V1 unless the aircraft is incapable of flight.Warning: do not initiate a stop after V1 unless the aircraft is incapable of flight.•Manually back up the speedbrake lever to UP. Manually back up the speedbrake lever to UP. •The Captain will advise the Flight Attendants/Passengers to The Captain will advise the Flight Attendants/Passengers to “Evacuate” “Evacuate” or or “Remain Seated”.“Remain Seated”.•The Captain is solely responsible for rejecting the takeoff.The Captain is solely responsible for rejecting the takeoff.•Don’t set the brakes, unless for emergency evacuation (checklist on the control wheel or QRH E-7).Don’t set the brakes, unless for emergency evacuation (checklist on the control wheel or QRH E-7).•Info entry for an erroneous takeoff warning horn, IR for a rejected takeoff other than an erroneous takeoff warning.Info entry for an erroneous takeoff warning horn, IR for a rejected takeoff other than an erroneous takeoff warning.•Crash crew monitors ground or 121.5-set comm 2 on ground after the reject, monitor tower on comm 1 (technique).Crash crew monitors ground or 121.5-set comm 2 on ground after the reject, monitor tower on comm 1 (technique).

CA callout: CA callout: •““Abort” Abort” - CA’s takeoff or- CA’s takeoff or•““Abort, I have the aircraftAbort, I have the aircraft”” - FO’s takeoff - FO’s takeoff - Expect this even after the break- Expect this even after the break

Rollout GuidanceRollout Guidance

Ground Deceleration ScaleGround Deceleration Scale

The Ground Deceleration Scale displays below the Ground Roll Reference symbol. The vertical position of the Flight Path Acceleration The Ground Deceleration Scale displays below the Ground Roll Reference symbol. The vertical position of the Flight Path Acceleration symbol along the Ground Deceleration Scale shows the deceleration of the aircraft in relation to the autobrake deceleration values. This symbol along the Ground Deceleration Scale shows the deceleration of the aircraft in relation to the autobrake deceleration values. This scale displays with either auto or manual braking.scale displays with either auto or manual braking.

During a rejected takeoff, the scale automatically displays if ground speed is greater than 50 knots.During a rejected takeoff, the scale automatically displays if ground speed is greater than 50 knots.

HGS 4000HGS 4000

Runway distance remainingRunway distance remaining

Note the speedNote the speed

Cargo Bay Fire

Arm Toggle Switch Arm Toggle Switch ARM ARM (Up)(Up)

Fwd Or Aft Discharge Button (as appropriate) Fwd Or Aft Discharge Button (as appropriate) PressPress

Recirc Fan Switch Recirc Fan Switch OFFOFF

Right Pack Switch Right Pack Switch OFFOFF

Land Immediately At The Nearest Suitable AirportLand Immediately At The Nearest Suitable Airport

““Cargo Bay Fire Checklist Complete”Cargo Bay Fire Checklist Complete”

(-300/500) A fire warning is annunciated if two smoke detectors in a cargo bay detect smoke, or if one smoke(-300/500) A fire warning is annunciated if two smoke detectors in a cargo bay detect smoke, or if one smokedetector detects both smoke and excessive temperature.detector detects both smoke and excessive temperature.

FireFireWarningWarning

Bell CutoutBell CutoutFWD FIRE AFT FIRE

FIRE FIRE____FWD____ ____AFT____

Warning Horn – Cabin Altitude or Warning Horn – Cabin Altitude or ConfigurationConfiguration

If an intermittent warning horn sounds in flight:If an intermittent warning horn sounds in flight:

• Oxygen Masks & Regulators……………….. ON / 100%Oxygen Masks & Regulators……………….. ON / 100%• Crew Communications ……………………….EstablishCrew Communications ……………………….Establish• Accomplish the Cabin Altitude Warning Horn / Accomplish the Cabin Altitude Warning Horn /

Abnormal Pressurization Checklist (QRH Page A-15)Abnormal Pressurization Checklist (QRH Page A-15)If an intermittent warning horn sounds on the ground:If an intermittent warning horn sounds on the ground:

• Assure Proper Takeoff ConfigurationAssure Proper Takeoff ConfigurationIf a steady warning horn sounds in flight:If a steady warning horn sounds in flight:

• Assure Proper Landing ConfigurationAssure Proper Landing Configuration

““Warning Horn – Cabin Altitude or Configuration Checklist Complete”Warning Horn – Cabin Altitude or Configuration Checklist Complete”

FOM TABFOM TAB

Emergency Coordination and Emergency Coordination and PlanningPlanning

FOM 11.1.6FOM 11.1.6

After completing the recall and reference items of the checklist After completing the recall and reference items of the checklist (QRH)(QRH) the Captain will give attention to the following items:the Captain will give attention to the following items:

• • Inform ATC of intentions, i.e., landing instructions and emergencyInform ATC of intentions, i.e., landing instructions and emergency equipment requirementsequipment requirements

• • Inform and coordinate with the Flight AttendantsInform and coordinate with the Flight Attendants• • Inform and coordinate with Company, i.e., parking, tow tug, Inform and coordinate with Company, i.e., parking, tow tug,

and passenger accommodationsand passenger accommodations• • Review emergency evacuation procedures, if appropriateReview emergency evacuation procedures, if appropriate

Engine Failure During Takeoff ProfileEngine Failure During Takeoff Profile FOM 11.2.10 FOM 11.2.10

•300’ RVR V1 cut: engine failure (two V1 cuts for CA - 1 > 300’ RVR & 1 @ 300/300/300’ RVR)300’ RVR V1 cut: engine failure (two V1 cuts for CA - 1 > 300’ RVR & 1 @ 300/300/300’ RVR)•Three cities where 300 RVR V1 cuts can be performed (DEN,SEA,SLC)Three cities where 300 RVR V1 cuts can be performed (DEN,SEA,SLC)•15 degree AOB for the MCP, unless @ RNO = 20 degrees for Rattlesnake15 degree AOB for the MCP, unless @ RNO = 20 degrees for Rattlesnake•Have the course for single engine procedure set (TCH-315), unless HGS takeoffHave the course for single engine procedure set (TCH-315), unless HGS takeoff•Look through the HGS to the runway lightsLook through the HGS to the runway lights•Heels on the deckHeels on the deck•Keep runway centerline lights between your legs, only have 4 . . . .Keep runway centerline lights between your legs, only have 4 . . . .•¾ smooth application of rudder, step on the good engine with rudder only¾ smooth application of rudder, step on the good engine with rudder only•Don’t over control initially, slow rotation to 13 degrees nose upDon’t over control initially, slow rotation to 13 degrees nose up•In the HUD, there are a total of 3 slip/skid indicators during takeoff or low altitude go-aroundIn the HUD, there are a total of 3 slip/skid indicators during takeoff or low altitude go-around•Transition to the flight path symbol @ 50 feet, Transition to the flight path symbol @ 50 feet, “Landing gear up”“Landing gear up”, little rudder push , little rudder push •Have to turn @ 0.2 DME (HGS) for SLC, which may be below 400’ AAE; 4.7 DME non-HGSHave to turn @ 0.2 DME (HGS) for SLC, which may be below 400’ AAE; 4.7 DME non-HGS•400’ AAE, tell PM for SLC: 400’ AAE, tell PM for SLC: “Heading select 345 degrees”“Heading select 345 degrees”, for SEA: , for SEA: “Heading select”“Heading select”•Goal is a center wheelGoal is a center wheel•Pitch, ball, heading, airspeed, trim towards the good engine, center the control wheelPitch, ball, heading, airspeed, trim towards the good engine, center the control wheel•1000’ @ SLC = 5227’MSL, SEA 1433’MSL: level off and have PM select 1000’ @ SLC = 5227’MSL, SEA 1433’MSL: level off and have PM select “Altitude hold”“Altitude hold”•Accelerate to V2+15 (MASI 5 or 170)Accelerate to V2+15 (MASI 5 or 170) – – “Flaps 1”“Flaps 1”•MASI 1 or 190MASI 1 or 190 – – “Flaps UP”“Flaps UP”•MASI UP or 210MASI UP or 210 – – “MASI UP/210, level change, max cont. thrust”“MASI UP/210, level change, max cont. thrust”, engage the good autopilot, engage the good autopilot•Have PM do all switch movements (APU on & on bus, crossfeed valve, main fuel pumps, etc.)Have PM do all switch movements (APU on & on bus, crossfeed valve, main fuel pumps, etc.)•During the one-engine inop checklist: During the one-engine inop checklist: “Plan on a flaps 15 landing”“Plan on a flaps 15 landing”, set your bugs per, set your bugs per the FMCthe FMC•The amount of fuel flow on the good engine is the amount of trim units required (less than 10)The amount of fuel flow on the good engine is the amount of trim units required (less than 10)•Autopilot disengages when the APU generator is placed on the failed engine sideAutopilot disengages when the APU generator is placed on the failed engine side•(-700) Fix page: enter TCH 315/4.7 will draw the turn profile and radial outbound from TCH(-700) Fix page: enter TCH 315/4.7 will draw the turn profile and radial outbound from TCH

•When considering a restart attempt, evaluate all engine indications. N1 & N2 should indicate rotation. No rotation is a seized engine.When considering a restart attempt, evaluate all engine indications. N1 & N2 should indicate rotation. No rotation is a seized engine.•(-700) Oil quantity as low as zero is normal with N2 <8% and (-700) Oil quantity as low as zero is normal with N2 <8% and LOW OIL PRESSLOW OIL PRESS light illuminated. (-300/500) Oil quantity should be greater light illuminated. (-300/500) Oil quantity should be greater than zero.than zero.

Slip/Skid IndicatorsSlip/Skid Indicators

•The Flight Path and Aircraft Reference Slip/Skid indicators only display during takeoff or low-altitude go-around to provide additional The Flight Path and Aircraft Reference Slip/Skid indicators only display during takeoff or low-altitude go-around to provide additional yaw reference in the case of an engine failure. yaw reference in the case of an engine failure. •At low altitude, the sensitivity of the Slip/Skid indicators is enhanced to provide additional awareness.At low altitude, the sensitivity of the Slip/Skid indicators is enhanced to provide additional awareness.•The goal is to fly the flight path symbol on to the guidance cue and center the slip/skid indicators.The goal is to fly the flight path symbol on to the guidance cue and center the slip/skid indicators.

Flight path symbolFlight path symbol

Guidance cueGuidance cue

At positive rate of climbAt positive rate of climb•““Landing gear up”Landing gear up”•Climb at V2 minimum orClimb at V2 minimum or present speed whichever is present speed whichever is higher (max V2 + 25 knots)higher (max V2 + 25 knots)•Pitch = 13, use TO/GAPitch = 13, use TO/GA

-Pitch, ball, heading, airspeedPitch, ball, heading, airspeed•400’ AAE 400’ AAE •SLC-SLC-“Heading select 345”“Heading select 345”•SEA-SEA-“Heading select”“Heading select”

V2V2

At minimum cleanup altitudeAt minimum cleanup altitude•Normally 1000’ AAE, unless higher per the OPCNormally 1000’ AAE, unless higher per the OPC•““Altitude hold”Altitude hold”•Cleanup and accelerate on normal flap retraction schedule Cleanup and accelerate on normal flap retraction schedule (V2 + 15 minimum)(V2 + 15 minimum)•MASI 5 or 170MASI 5 or 170 ––“Flaps 1”“Flaps 1”, MASI 1 or 190, MASI 1 or 190 --“Flaps up”“Flaps up”•MASI UP or 210MASI UP or 210 ––“MASI UP/210, level change, max continuous thrust”“MASI UP/210, level change, max continuous thrust”•Continue to climb to assigned altitude, then start the QRHContinue to climb to assigned altitude, then start the QRH

•Use MASI display if available for flap retraction and maneuvering speeds.Use MASI display if available for flap retraction and maneuvering speeds.•(-300/500) Add 10 knots above 117,000 pounds gross weight.(-300/500) Add 10 knots above 117,000 pounds gross weight.•Runway 17 @ SLC will be closed with <600 RVR, see low vis taxi page.Runway 17 @ SLC will be closed with <600 RVR, see low vis taxi page.•Guidance cue will be available at 50’ or when the aircraft reference symbol (ARS) is 2 degrees from the TO/GA pitch line.Guidance cue will be available at 50’ or when the aircraft reference symbol (ARS) is 2 degrees from the TO/GA pitch line.•Cannot remove the TO/GA display until 400’AAE and another roll mode is selected on the MCP.Cannot remove the TO/GA display until 400’AAE and another roll mode is selected on the MCP.

•Track down the runway using the centerline lightsTrack down the runway using the centerline lights•Use a slow rotation, ¾ smooth rudder throw is requiredUse a slow rotation, ¾ smooth rudder throw is required•Transition to the HGS @ 50’AGLTransition to the HGS @ 50’AGL

•At SLC for runway 16’s, turn right at 0.2 DME (HGS)-lead the turnAt SLC for runway 16’s, turn right at 0.2 DME (HGS)-lead the turn for the cone of confusion to a heading of 345 degrees, TERPS approvedfor the cone of confusion to a heading of 345 degrees, TERPS approved•15 degree angle of bank15 degree angle of bank

After cleanupAfter cleanup•Climb at MASI UP/210Climb at MASI UP/210•Max continuous thrustMax continuous thrust•QRH, ATC, FA’s, OPSQRH, ATC, FA’s, OPS•Use 30Use 30° AOB in pattern° AOB in pattern

SLC = 5227’, SEA = 1433’SLC = 5227’, SEA = 1433’

Engine Failure During Takeoff ProfileEngine Failure During Takeoff Profile

Flight path symbol touches the horizon lineFlight path symbol touches the horizon line

ILS DME on lower left side (-700) ILS DME on lower right side (-300/500)ILS DME on lower left side (-700) ILS DME on lower right side (-300/500)

HGS 4000HGS 4000

Engine Failure/ShutdownEngine Failure/ShutdownQRH B-9QRH B-9

•If an engine failure is accompanied by abnormal vibration, N1 or N2 indicating zero, see the “Engine Fire/Severe Damage/Separation/SeizureIf an engine failure is accompanied by abnormal vibration, N1 or N2 indicating zero, see the “Engine Fire/Severe Damage/Separation/Seizure

Checklist Checklist ”” on page G-11. This is boxed number 1, QRH B-8, and is easily overlooked. (Technique) read it out loud. on page G-11. This is boxed number 1, QRH B-8, and is easily overlooked. (Technique) read it out loud.•The decision to shut down an engine for precautionary reasons should not be based on a single event. If abnormal engine indications The decision to shut down an engine for precautionary reasons should not be based on a single event. If abnormal engine indications such as excessive vibration (indicating severe engine damage), or engine limit exceedances persist, the appropriate checklist should besuch as excessive vibration (indicating severe engine damage), or engine limit exceedances persist, the appropriate checklist should be referenced. If a single engine instrument is displaying uncorrelated abnormal indications, a display malfunction may be indicated. Place the referenced. If a single engine instrument is displaying uncorrelated abnormal indications, a display malfunction may be indicated. Place the lower DU selector knob to the ENG PRI position to verify the indications. Further action, to include engine shutdown, should only be taken lower DU selector knob to the ENG PRI position to verify the indications. Further action, to include engine shutdown, should only be taken as directed by the applicable checklist.as directed by the applicable checklist.

Only when flight conditions permit:Only when flight conditions permit:•APU (if available) APU (if available) StartStart•Thrust Lever Thrust Lever CloseClose•Start Lever Start Lever CUTOFFCUTOFF•APU APU On Affected BusOn Affected Bus•Pack Switch (affected side) Pack Switch (affected side) OFFOFF•Fuel Balance Fuel Balance ManageManage•Transponder Mode Selector Transponder Mode Selector TATA

If at cruise altitude and driftdown is required:If at cruise altitude and driftdown is required:•Thrust LeverThrust Lever Max ContinuousMax Continuous•AirspeedAirspeed As RequiredAs Required•AltitudeAltitude As RequiredAs Required•Then evaluate an engine restart attemptThen evaluate an engine restart attempt

Conditions permit an engine restart:Conditions permit an engine restart:•Accomplish The In-flight Engine Start Checklist, Page B-23Accomplish The In-flight Engine Start Checklist, Page B-23

Conditions do not permit an engine restart:Conditions do not permit an engine restart:•Land At The Nearest Suitable AirportLand At The Nearest Suitable Airport•Accomplish The One Engine Inoperative Landing Checklist, Page B-25Accomplish The One Engine Inoperative Landing Checklist, Page B-25

•When considering a restart attempt, evaluate all engine indications. Specifically, the N1and N2 gauges should indicate rotation. When considering a restart attempt, evaluate all engine indications. Specifically, the N1and N2 gauges should indicate rotation. •Oil quantity indication as low as zero is normal if windmilling N2 RPM is below approximately 8%, in this situation a start may be attempted. Oil quantity indication as low as zero is normal if windmilling N2 RPM is below approximately 8%, in this situation a start may be attempted. •(-300/500): (-300/500): The oil quantity should be greater than zero, The oil quantity should be greater than zero, in this situation a start may be attempted.in this situation a start may be attempted.•It is normal for the engine to indicate very low or no oil pressure with the It is normal for the engine to indicate very low or no oil pressure with the LOW OIL PRESSURELOW OIL PRESSURE alert illuminated. alert illuminated. •Also pay close attention for signs of engine damage, such as excessive engine vibration, which may preclude a restart attempt.Also pay close attention for signs of engine damage, such as excessive engine vibration, which may preclude a restart attempt.

““Engine Failure/Shutdown Checklist Complete”Engine Failure/Shutdown Checklist Complete”

Engine Fire / Severe Damage / Separation / Engine Fire / Severe Damage / Separation / SeizureSeizure

DISCH

1

DISCH

2

•Thrust leverThrust lever CloseClose•Start lever Start lever CutoffCutoff•Fire warning switchFire warning switch PullPull

If the fire warning or overheat light remains illuminated:If the fire warning or overheat light remains illuminated:•Fire warning switchFire warning switch Rotate L or R & hold 1 secRotate L or R & hold 1 sec

If after 30 seconds, the fire warning switch or If after 30 seconds, the fire warning switch or overheatoverheat light remains illuminated: light remains illuminated:•Fire warning switchFire warning switch Rotate to remaining bottle & hold 1 secRotate to remaining bottle & hold 1 sec

If high vibration occurred and persists after engine shutdownIf high vibration occurred and persists after engine shutdown•Airspeed & altitudeAirspeed & altitude Reduce without delayReduce without delay

•Always check againAlways check again after completing anyafter completing any non-normal checklist, the #1 non-normal checklist, the #1 engine overheat light is probably still onengine overheat light is probably still on•#1 engine fire switch pulled blocks your #1 engine fire switch pulled blocks your field of viewfield of view

FIREWARN

BELL CUTOUT

MASTER CAUTION

PUSH TO RESET

•N1 or N2 indicating zero rpm is considered an engine seizureN1 or N2 indicating zero rpm is considered an engine seizure

QRH G-11QRH G-11

Normal Takeoff Profile Normal Takeoff Profile RNAV Departure RNAV Departure FOM 3.4.3, 3.5.3FOM 3.4.3, 3.5.3

•(300/500) RNAV: Before takeoff, verify that both pilots have TO/GA and NAV.(300/500) RNAV: Before takeoff, verify that both pilots have TO/GA and NAV.•ANP is less than RNP on legs page after the runway update.ANP is less than RNP on legs page after the runway update.•Ensure correct runway update for LNAV departure.Ensure correct runway update for LNAV departure.•Ensure N1’s match on FMC, especially for a bleeds off takeoff.Ensure N1’s match on FMC, especially for a bleeds off takeoff.•““Cleared for takeoff, N1’s ____, set takeoff thrust” (technique).Cleared for takeoff, N1’s ____, set takeoff thrust” (technique).

•““Landing gear up”Landing gear up” on positive on positive rate of climbrate of climb

•Climb to minimum cleanup altitudeClimb to minimum cleanup altitude at V2 + 20at V2 + 20

V2V2

Minimum cleanup altitudeMinimum cleanup altitude•““Flaps 1, Climb thrust” Flaps 1, Climb thrust” (V2+15 min)(V2+15 min)•MASI 1 or 190 - MASI 1 or 190 - “Flaps up”“Flaps up”•Accelerate to MASI UP/210 Accelerate to MASI UP/210 and maintain to 3000and maintain to 3000’ AAEAAE•BWI,FLL,LAS,LAX: A/P engage (recommended)BWI,FLL,LAS,LAX: A/P engage (recommended)

•LVL CHGLVL CHG•Airspeed on MCP to MASI UP/210 speedAirspeed on MCP to MASI UP/210 speed

3000 feet AAE3000 feet AAE•Climb at MASI UP/210 (away from destination) orClimb at MASI UP/210 (away from destination) or•250 knots when on course or when turn-on250 knots when on course or when turn-on course is based on geographic fix or a course is based on geographic fix or a specific distance to the initial turn-specific distance to the initial turn-(i.e. LAX, STL)(i.e. LAX, STL)

•Airspeed on MCP to 250Airspeed on MCP to 250

•A minimum of V2 + 15 knots and A minimum of V2 + 15 knots and takeoff flaps with up to 30 degreestakeoff flaps with up to 30 degrees of bank angle will provide aof bank angle will provide a minimum radius turnminimum radius turn

•No turns below 400’ AAE.No turns below 400’ AAE.•Use MASI display if available for flap retraction and maneuvering speeds.Use MASI display if available for flap retraction and maneuvering speeds.•(-300/500) For flap retraction speed, add 10 knots above 117,000 pounds gross weight.(-300/500) For flap retraction speed, add 10 knots above 117,000 pounds gross weight.•Certain airports, such as SNA, may have non-standard departure procedures/Certain airports, such as SNA, may have non-standard departure procedures/ profiles which require the use of non-standard pitch attitudes and/or flap retraction schedules.profiles which require the use of non-standard pitch attitudes and/or flap retraction schedules.

400’ AGL:400’ AGL:•(PM) RNAV departure-(PM) RNAV departure-“LNAV”“LNAV”•Follow F/DFollow F/D•Leave 1 CDU on the legs pageLeave 1 CDU on the legs page•If ANP exceeds RNP or FMC fails, request vectorsIf ANP exceeds RNP or FMC fails, request vectors

•TO/GATO/GA•(-300/500) RNAV departure-NAV selected(-300/500) RNAV departure-NAV selected

SNA Takeoff ProfileSNA Takeoff Profile

Jeppesen 10-7DJeppesen 10-7D

•““Landing gear up”Landing gear up” on on positive rate of climbpositive rate of climb

800’ AAE800’ AAE•FO, position hand on thrust leversFO, position hand on thrust levers•““Approaching cutback”Approaching cutback”

400’ AAE 400’ AAE •FO select FO select “LNAV”“LNAV”•Select legs pageSelect legs page

V2V2

At 1000’ AAEAt 1000’ AAE•““Cutback”Cutback”•FO, reduce thrust FO, reduce thrust smoothlysmoothly to N1 reference bugs to N1 reference bugs•Lower nose smoothly, set & maintain V2+20Lower nose smoothly, set & maintain V2+20•Flight path symbol to guidance cueFlight path symbol to guidance cue•LVL CHGLVL CHG

3000 feet AAE3000 feet AAE•Reduce climb to 500-1000’/minReduce climb to 500-1000’/min•““Flaps 1”Flaps 1” (V2+15 min) (V2+15 min)•MCP to MASI UP or 210MCP to MASI UP or 210•MASI 1 or 190 –MASI 1 or 190 – “Flaps Up” “Flaps Up”

Before TakeoffBefore Takeoff•TO/GA TO/GA •NAV, if LNAV planned, (-700 N/A)NAV, if LNAV planned, (-700 N/A)•FMC runway updateFMC runway update

•Hold brakesHold brakes•Set cutback N1Set cutback N1•Release brakesRelease brakes•““Set T/O thrust”Set T/O thrust” (max) (max)

•Captain only takeoff.Captain only takeoff.•Set N1’s reference bugs manually at gate.Set N1’s reference bugs manually at gate.•TO/GA on HGS matches pitch for OPC data.TO/GA on HGS matches pitch for OPC data.•LOC freq 111.75 (ISNA), HDG 175, course 194.LOC freq 111.75 (ISNA), HDG 175, course 194.•SLI VOR 115.7 for FO, if LNAV not used.SLI VOR 115.7 for FO, if LNAV not used.•LNAV not used, FO course 118.LNAV not used, FO course 118.•Plan for bleeds on, check OPC.Plan for bleeds on, check OPC.•Memorize pitch targets and V2+20.Memorize pitch targets and V2+20.

Maintain V2+20 and Flaps 5Maintain V2+20 and Flaps 5 to 3000’ AAEto 3000’ AAEELEV: 54’ELEV: 54’

•Follow LNAV guidanceFollow LNAV guidance•Or at 1 DME ISNA or (FO’s)Or at 1 DME ISNA or (FO’s) SLI 118, HDG select 175SLI 118, HDG select 175•Note: DME on HGS is on the lower left side for -700 Note: DME on HGS is on the lower left side for -700

DME on HGS is on the lower right side for -300/500DME on HGS is on the lower right side for -300/500

•Establish on heading 175 (LNAV track)Establish on heading 175 (LNAV track)•A/P engageA/P engage

ISNA 6 DMEISNA 6 DME•““Climb thrust”Climb thrust”, MCP to 250, MCP to 250•Establish normal climb speedEstablish normal climb speed•Expect direct to SXC or vectorsExpect direct to SXC or vectors

1000’1000’

For engine failureFor engine failure•Fly straight outFly straight out•““Climb thrust”-past cutbackClimb thrust”-past cutback•Maintain V2 min. to 1000’AAEMaintain V2 min. to 1000’AAE•Level off and cleanupLevel off and cleanup

TCAS RATCAS RA•Follow TCAS guidanceFollow TCAS guidance•Thrust as requiredThrust as required•Discontinue noise abatement Discontinue noise abatement

•SNA utilizes mainly -700’s.SNA utilizes mainly -700’s.

19R19R

Predictive Windshear on TakeoffPredictive Windshear on Takeoff FOM 11.2.2-4FOM 11.2.2-4

Weather radar automatically begins scanning for windshear when:Weather radar automatically begins scanning for windshear when:

•Thrust levers are set and remains on until 2,300’ AGL.Thrust levers are set and remains on until 2,300’ AGL.•PWS is enabled: (-700-EFIS push WXR), (classics-radar to WX or TURB).PWS is enabled: (-700-EFIS push WXR), (classics-radar to WX or TURB).•During takeoff, new predictive windshear During takeoff, new predictive windshear caution alertscaution alerts are inhibited are inhibited between 80 knots and 400’ RA .between 80 knots and 400’ RA .•During takeoff, new During takeoff, new warning alertswarning alerts are inhibited between 100 knots and 50 feet RA. are inhibited between 100 knots and 50 feet RA.

The Predictive Windshear Pop-Up featureThe Predictive Windshear Pop-Up feature

automatically comes on whether the radar is ON orautomatically comes on whether the radar is ON or

OFF. After the windshear threat is over, the radar willOFF. After the windshear threat is over, the radar will

revert back to its previous position. (Radar Made Easy)revert back to its previous position. (Radar Made Easy)

+4 for climb (Radar Made Easy)+4 for climb (Radar Made Easy)

PWS AdvisoryPWS Advisory •PWS advisories provides only the icon on the radar displayPWS advisories provides only the icon on the radar display•There are no lights or aural signalsThere are no lights or aural signals•Continue the takeoff and monitor the windshear iconContinue the takeoff and monitor the windshear icon

PWS CautionPWS Caution•The PWS caution provides the icon on the radar display and the aural alert of a TWO TONE CHIME* when a windshear is detected in the caution region•Continue the takeoff and use the adverse conditions profile•Be prepared to execute the windshear recovery procedure•Detected windshear is close, but not in your immediate flight path•PWS enabled during takeoff below 1200’ RA

PWS Warning PWS Warning •The PWS warning provides the icon on the radar display and the aural alert The PWS warning provides the icon on the radar display and the aural alert WINDSHEAR AHEAD, WINDSHEAR AHEADWINDSHEAR AHEAD, WINDSHEAR AHEAD (on takeoff) (on takeoff)•Before starting the takeoff roll, delay the takeoffBefore starting the takeoff roll, delay the takeoff•After starting the takeoff roll, abort if it can be done safely, or After starting the takeoff roll, abort if it can be done safely, or continue the takeoff using the takeoff under adverse condition profilecontinue the takeoff using the takeoff under adverse condition profile•Be prepared to execute the windshear recovery procedureBe prepared to execute the windshear recovery procedure•Detected windshear is in your immediate flight pathDetected windshear is in your immediate flight path•PWS enabled during takeoff below 1200’RAPWS enabled during takeoff below 1200’RA

3 NM3 NM

.5 NM.5 NM

25 degrees25 degrees

On GroundOn Ground

.5NM.5NMIn FlightIn Flight

3 NM3 NM

1.5 NM1.5 NM


Warning regionWarning region

Caution regionCaution region

•PT’s have windshear on takeoff as a training event.PT’s have windshear on takeoff as a training event.•*Monitor Radar Display*Monitor Radar Display has been removed from the software. has been removed from the software.

Adverse Conditions Adverse Conditions Takeoff ProfileTakeoff Profile

FOM 3.5.1FOM 3.5.1

•Max thrust is maximum certified thrust.Max thrust is maximum certified thrust.•LLWS is on the ATIS or from ATC.LLWS is on the ATIS or from ATC.

V2V2

•Limit pitch attitude to approximatelyLimit pitch attitude to approximately 15 degrees15 degrees

•““Landing gear up”Landing gear up” on on positive rate of climbpositive rate of climb

•Use Max thrust, (TO/GA)Use Max thrust, (TO/GA)

•Accelerate and retract flaps on scheduleAccelerate and retract flaps on schedule•Maintain positive rate of climbMaintain positive rate of climb

•Best initial climb speed flaps up MASI UP/ 210Best initial climb speed flaps up MASI UP/ 210

•Reduce to climb thrust after reaching a Reduce to climb thrust after reaching a safe altitude and speed (1000’ minimum)safe altitude and speed (1000’ minimum)

•LVL CHGLVL CHG•MCP to MASI UP/210 speedMCP to MASI UP/210 speed

•Use MASI display if available for flap retraction and maneuvering speeds.Use MASI display if available for flap retraction and maneuvering speeds.•(-300/500) For flap retraction speeds, add 10 knots above 117,000 pounds gross weight.(-300/500) For flap retraction speeds, add 10 knots above 117,000 pounds gross weight.

•A minimum of V2 + 15 knots and takeoff flaps A minimum of V2 + 15 knots and takeoff flaps with up to 30 degree bank angle will provide a with up to 30 degree bank angle will provide a minimum radius turnminimum radius turn

•Ensure thrust is advanced symmetricallyEnsure thrust is advanced symmetrically

Windshear RecoveryWindshear Recovery

FOM 11.2.4FOM 11.2.4

Emergency ThrustEmergency Thrust: : •This thrust is produced when the thrust levers are advanced to the forward stop.This thrust is produced when the thrust levers are advanced to the forward stop.•There are no FMC or OPC computed values for this thrust setting.There are no FMC or OPC computed values for this thrust setting.•It is intended for emergency use only.It is intended for emergency use only.•Examples: Windshear Encounters, Terrain Avoidance, or Stall Recoveries.Examples: Windshear Encounters, Terrain Avoidance, or Stall Recoveries.•For LLWS on the ATIS or from ATC, brief the windshear recovery procedure.For LLWS on the ATIS or from ATC, brief the windshear recovery procedure.•(-300/-500): PMCs do not provide thrust limiting capability. This may allow an engine limit (-300/-500): PMCs do not provide thrust limiting capability. This may allow an engine limit exceedance and requires a logbook entry.exceedance and requires a logbook entry.

•Disconnect the A/PDisconnect the A/P•Press either TO/GA switchPress either TO/GA switch “TO/GA” “TO/GA”•Aggressively apply Aggressively apply “Emergency Thrust” “Emergency Thrust” (when in actual windshear)(when in actual windshear) •Simultaneously roll wings level and rotate to and initial pitch of 15Simultaneously roll wings level and rotate to and initial pitch of 15•Retract speedbrakes if extendedRetract speedbrakes if extended•Follow FD guidanceFollow FD guidance

““Windshear ahead, windshear ahead”Windshear ahead, windshear ahead”

If terrain contact is still a threatIf terrain contact is still a threat•Continue rotation up to the pitch limit indicatorContinue rotation up to the pitch limit indicator•Respect the stick shaker or initial buffetRespect the stick shaker or initial buffet

When wind shear is no longer a factorWhen wind shear is no longer a factor•Gear & flap retraction may be changedGear & flap retraction may be changed•Slowly decrease pitch attitude and accelerateSlowly decrease pitch attitude and accelerate

HGS 4000HGS 4000

•Maintain landing gear down (existing configuration), windshear may force the aircraft back onto the runway or ground ahead. Maintain landing gear down (existing configuration), windshear may force the aircraft back onto the runway or ground ahead. •With the landing gear down, the aircraft has a better chance of survival than with the gear retracted.With the landing gear down, the aircraft has a better chance of survival than with the gear retracted.•Landing gear down negates the windshear side forces on the aircraft.Landing gear down negates the windshear side forces on the aircraft.•Boeing data shows with the gear down, the drag coefficient is less than 200.Boeing data shows with the gear down, the drag coefficient is less than 200.

Terrain AvoidanceTerrain Avoidance FOM 11.2.5-6, Radar BookletFOM 11.2.5-6, Radar Booklet

•You will always receive You will always receive terrain pop-up warningsterrain pop-up warnings, aural warnings and warning lights regardless of the mode you have selected., aural warnings and warning lights regardless of the mode you have selected.•Terrain caution pop-ups are displayed as solid yellow. Terrain warning pop-ups are displayed as solid red.Terrain caution pop-ups are displayed as solid yellow. Terrain warning pop-ups are displayed as solid red.•(-300/500) You will receive a pop-up terrain display even if the radar unit is off.(-300/500) You will receive a pop-up terrain display even if the radar unit is off.•CAUTIONCAUTION: with terrain display selected, WX RADAR is not displayed.: with terrain display selected, WX RADAR is not displayed.

If terrain contact is imminent or If terrain contact is imminent or “pull up” “pull up” terrain or obstacle warning is receivedterrain or obstacle warning is received

•Disconnect the A/P if engagedDisconnect the A/P if engaged•Aggressively apply Aggressively apply “Emergency Thrust”“Emergency Thrust”•Simultaneously roll wings level and rotate to an initial pitch of 20 degrees*Simultaneously roll wings level and rotate to an initial pitch of 20 degrees*•Retract speedbrakes if extendedRetract speedbrakes if extended•If terrain contact is still a threat, continue rotation up to the pitch limit indicatorIf terrain contact is still a threat, continue rotation up to the pitch limit indicator•Respect the stick shaker or initial buffetRespect the stick shaker or initial buffet•When terrain contact is no longer a factor (monitor RADALT and/or EGPWS display When terrain contact is no longer a factor (monitor RADALT and/or EGPWS display for sustained or increasing terrain separation)for sustained or increasing terrain separation)•Gear and flap configuration may be changedGear and flap configuration may be changed•Slowly decrease pitch attitude and accelerateSlowly decrease pitch attitude and accelerate

““Pull up”Pull up”““Terrain, Terrain, pull up”Terrain, Terrain, pull up”““Obstacle, Obstacle, pull Obstacle, Obstacle, pull up”up”

*Note: Do not use FD commands.*Note: Do not use FD commands. Day or night profile.Day or night profile.

•20 to 30 seconds from projected impact with terrain 20 to 30 seconds from projected impact with terrain •Shown as solid red on the radar displayShown as solid red on the radar display

Ground Proximity CautionsGround Proximity Cautions CAUTION OBSTACLE, CAUTION OBSTACLE (Note 1)CAUTION OBSTACLE, CAUTION OBSTACLE (Note 1)

CAUTION TERRAIN, CAUTION TERRAIN (Note 1)CAUTION TERRAIN, CAUTION TERRAIN (Note 1)TOO LOW TERRAIN (Note 1)TOO LOW TERRAIN (Note 1)

DON’T SINKDON’T SINKSINK RATESINK RATE

TOO LOW GEARTOO LOW GEARTOO LOW FLAPSTOO LOW FLAPS

GLIDESLOPE (Note 2)GLIDESLOPE (Note 2)BANK ANGLEBANK ANGLE

•Correct the aircraft flightpathCorrect the aircraft flightpath•Ensure the proper aircraft configuration for phase of flightEnsure the proper aircraft configuration for phase of flight

•Note 1Note 1: : At night or in IMC conditions, execute a Go-around and be prepared to execute the Terrain Avoidance Maneuver.At night or in IMC conditions, execute a Go-around and be prepared to execute the Terrain Avoidance Maneuver. During day VMC conditions, the approach may be continued when both Pilots visually verify that no obstacle During day VMC conditions, the approach may be continued when both Pilots visually verify that no obstacle or terrain hazard exists.or terrain hazard exists.•Note 2Note 2: This caution may be cancelled or inhibited for the following:: This caution may be cancelled or inhibited for the following:

Localizer or back course approach.Localizer or back course approach.Circling from an ILS.Circling from an ILS.Conditions requiring a deliberate approach below glideslope.Conditions requiring a deliberate approach below glideslope.Unreliable glideslope signal.Unreliable glideslope signal.

FOM 11.2.5FOM 11.2.5

Aircraft Operational EnvelopeAircraft Operational Envelope

Max Operating Pressure Altitude Max Operating Pressure Altitude

-700: 41,000 feet-700: 41,000 feet-300/500: 37,000 feet-300/500: 37,000 feet

With engine bleed air switches ON; With engine bleed air switches ON; do not operate the air-conditioning packsdo not operate the air-conditioning packsin HIGH for takeoff, approach, or landingin HIGH for takeoff, approach, or landing

TCASTCAS

Response to TA:Response to TA:•Attempt to establish visual contactAttempt to establish visual contact•Do not deviate from assigned ATC clearance, unless visual contact with Do not deviate from assigned ATC clearance, unless visual contact with thethe conflicting traffic requires other actionconflicting traffic requires other action•Maintain safe TCAS and visual traffic awarenessMaintain safe TCAS and visual traffic awareness•The TA ONLY mode should be selected under the following circumstances:The TA ONLY mode should be selected under the following circumstances: -During single-engine operations-During single-engine operations -During visual approaches to closely spaced parallel runways if annotated on -During visual approaches to closely spaced parallel runways if annotated on the respective airport’s 10-7 pagethe respective airport’s 10-7 page -Select the TA ONLY mode when within 8 DME of the airport and established on final-Select the TA ONLY mode when within 8 DME of the airport and established on final

Response to RA, except a climb in landing configuration:Response to RA, except a climb in landing configuration:•Disconnect the autopilotDisconnect the autopilot•Respond immediately to RA display and pitch guidanceRespond immediately to RA display and pitch guidance•Do not deviate from existing lateral flight path unless visual contact withDo not deviate from existing lateral flight path unless visual contact with the conflicting traffic requires other actionthe conflicting traffic requires other action•Advise ATC of TCAS deviation as soon as possibleAdvise ATC of TCAS deviation as soon as possible•Adjust response for any increase, reversal, or downgrade of TCASAdjust response for any increase, reversal, or downgrade of TCAS guidanceguidance•Return to previous clearance as soon as Return to previous clearance as soon as CLEAR OF CONFLICT CLEAR OF CONFLICT is heard oris heard or traffic conflict is resolvedtraffic conflict is resolved

Notes: Notes: •If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the Approach To Stall Recovery procedure.If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the Approach To Stall Recovery procedure.•If high speed buffet occurs during the maneuver, relax control wheel pitch force as necessary to reduce buffet, but continue the maneuver.If high speed buffet occurs during the maneuver, relax control wheel pitch force as necessary to reduce buffet, but continue the maneuver.•Do not use flight director commands until clear of conflict.Do not use flight director commands until clear of conflict.•If an RA is received while in cruise at the aircraft maximum operating altitude, the Flightcrew is expected to follow the RA guidance If an RA is received while in cruise at the aircraft maximum operating altitude, the Flightcrew is expected to follow the RA guidance and then return to the cruise altitude when the RA is resolved.and then return to the cruise altitude when the RA is resolved.

HGS 4000HGS 4000

Steep TurnsSteep Turns• HGS Primary, MCP 250 knots, N1 58%, A/P CMD, set HDG bug 180 degrees outHGS Primary, MCP 250 knots, N1 58%, A/P CMD, set HDG bug 180 degrees out• Brief a 15 degree heading callout for turn reverse, start on a cardinal headingBrief a 15 degree heading callout for turn reverse, start on a cardinal heading• A/P off, roll into a 45 degree turn; use the HGS, passing 30 degrees AOB-increase N1 to 67%, retrimA/P off, roll into a 45 degree turn; use the HGS, passing 30 degrees AOB-increase N1 to 67%, retrim• Maintain the flight path symbol on the horizon with a 45 degree bank angle, zero out the speed error tapeMaintain the flight path symbol on the horizon with a 45 degree bank angle, zero out the speed error tape• Common problem is when reversing the turn and leveling off, sim wants to climb, retrimCommon problem is when reversing the turn and leveling off, sim wants to climb, retrim• Use an expeditious angle of bank turn reversal to negate added trim requirementsUse an expeditious angle of bank turn reversal to negate added trim requirements• Complete when at the beginning heading, engage an autopilotComplete when at the beginning heading, engage an autopilot

• Heads down-use 4 ½ ARS (aircraft reference symbol/waterline) degrees on the ADIHeads down-use 4 ½ ARS (aircraft reference symbol/waterline) degrees on the ADI

2927

““Bank angle, bank angle”Bank angle, bank angle”

Approaches to StallsApproaches to StallsHigh AltitudeHigh Altitude

• Entry: MASI UP/210, A/P will be engaged, roll into 30 degrees angle of bankEntry: MASI UP/210, A/P will be engaged, roll into 30 degrees angle of bank• As the aircraft approaches the stall, the picnic table will intercept the flight path symbolAs the aircraft approaches the stall, the picnic table will intercept the flight path symbol• Pitch limit indicator (PLI) will intercept the aircraft reference symbol heads down on the ADI (-300/500 N/A)Pitch limit indicator (PLI) will intercept the aircraft reference symbol heads down on the ADI (-300/500 N/A)• At stick shaker- At stick shaker- “Emergency Thrust”“Emergency Thrust”, disengage the A/P, roll wings level, control column smoothly forward, disengage the A/P, roll wings level, control column smoothly forward• Pitch to 2 ½ degrees with the aircraft reference symbolPitch to 2 ½ degrees with the aircraft reference symbol• In the HUD, the flight path symbol will have to be below the horizon in order to gain back airspeedIn the HUD, the flight path symbol will have to be below the horizon in order to gain back airspeed

• Plan on loosing 3500 feet of altitude as airspeed is regained, be patient and don’t reenter the stallPlan on loosing 3500 feet of altitude as airspeed is regained, be patient and don’t reenter the stall• (PM) Declare an emergency with ATC(PM) Declare an emergency with ATC• Accelerate to 220 knots, then smooth back pressure on the control column to level offAccelerate to 220 knots, then smooth back pressure on the control column to level off

Note: profile on PT’s.Note: profile on PT’s.

27 29

55

Cabin altitude warning horn / Cabin altitude warning horn / abnormal pressurizationabnormal pressurization

•Oxygen masks & regulatorsOxygen masks & regulators On/100%On/100%•Crew communicationsCrew communications EstablishEstablish

Finish the QRH, then…..Finish the QRH, then…..

Emergency DescentEmergency Descent•Emergency descentEmergency descent Announce (CA, use PA)Announce (CA, use PA)•Start switchesStart switches FLTFLT•Thrust leversThrust levers CloseClose•Speedbrake leverSpeedbrake lever Flight detent (50% if LAS activates)Flight detent (50% if LAS activates)•Emergency descentEmergency descent Initiate (autopilot recommended)Initiate (autopilot recommended)•Target speedTarget speed Mmo/Vmo (50% S/B if LAS is OK)Mmo/Vmo (50% S/B if LAS is OK)

Leveling off at 14,000’ MSL or the MEA, whichever is higherLeveling off at 14,000’ MSL or the MEA, whichever is higher•Speedbrake leverSpeedbrake lever Down (smoothly & stabilize on alt.)Down (smoothly & stabilize on alt.)•Oxygen regulators (if previously required)Oxygen regulators (if previously required) NormalNormal•Start switchesStart switches As requiredAs required•Land as appropriate (use the OPC & FMC)Land as appropriate (use the OPC & FMC)Finish the QRHFinish the QRH

Approaches to StallsApproaches to StallsTakeoff ConfigurationTakeoff Configuration

• Entry: Flaps 5 & 15 degree bank turn, note: A/P may be briefed to initially be engagedEntry: Flaps 5 & 15 degree bank turn, note: A/P may be briefed to initially be engaged• Accomplish the Accomplish the “Descent Checklist”“Descent Checklist”, set Vtarget on MCP at Flaps 40 from the FMC and configure to Flaps 5 , set Vtarget on MCP at Flaps 40 from the FMC and configure to Flaps 5 • Use the HGS, thrust levers to idle, maintain heading and altitudeUse the HGS, thrust levers to idle, maintain heading and altitude• MASI UP/210- MASI UP/210- “Flaps 5”“Flaps 5”, 180-instuctor/check airman sets 35% N1, begin a 15 degree turn, maintain altitude, , 180-instuctor/check airman sets 35% N1, begin a 15 degree turn, maintain altitude,

do not allow the aircraft to sink as the autoslats deploy just prior to the stalldo not allow the aircraft to sink as the autoslats deploy just prior to the stall• As the aircraft approaches the stall, the picnic table will intercept the flight path symbolAs the aircraft approaches the stall, the picnic table will intercept the flight path symbol• Note: the flight path symbol and picnic table will be very low on the HGS glass, sit high and look down for itNote: the flight path symbol and picnic table will be very low on the HGS glass, sit high and look down for it

• At stick shaker- At stick shaker- “Emergency Thrust”“Emergency Thrust”, disengage the A/P, roll wings level, control column forward, pitch to , disengage the A/P, roll wings level, control column forward, pitch to 10 degrees using the waterline symbol & wait 1-2 seconds for engine spool up (-300/500 PMC’s lag a bit), 10 degrees using the waterline symbol & wait 1-2 seconds for engine spool up (-300/500 PMC’s lag a bit), retrimretrim

• Slowly pitch down to 4 ½ degrees and transition to the flight path symbol on the horizonSlowly pitch down to 4 ½ degrees and transition to the flight path symbol on the horizon• At MASI 5 or 170- At MASI 5 or 170- “Flaps 1, climb thrust”“Flaps 1, climb thrust”, maintain altitude, retrim, maintain altitude, retrim• At MASI 1 or 190- At MASI 1 or 190- “Flaps UP”“Flaps UP”, maintain altitude, retrim, maintain altitude, retrim• At MASI UP or 210-maneuver complete, thrust levers 60% N1, engage an A/PAt MASI UP or 210-maneuver complete, thrust levers 60% N1, engage an A/P

27 29

Approaches to StallsApproaches to StallsLanding ConfigurationLanding Configuration

• Entry: Flaps 40 & 15 degree bank turn, note: A/P may be briefed to initially be engagedEntry: Flaps 40 & 15 degree bank turn, note: A/P may be briefed to initially be engaged• Accomplish the Accomplish the “Descent Checklist”“Descent Checklist”, set Vtarget on MCP at Flaps 40 from the FMC and configure to Flaps 40, set Vtarget on MCP at Flaps 40 from the FMC and configure to Flaps 40• Use the HGS, thrust levers to idle, maintain heading and altitudeUse the HGS, thrust levers to idle, maintain heading and altitude• MASI UP/210- MASI UP/210- “Flaps 5”“Flaps 5”, MASI 5/180- , MASI 5/180- “Landing Gear down, Flaps 15”“Landing Gear down, Flaps 15”, instructor/check airman sets 35% N1, , instructor/check airman sets 35% N1,

begin a 15 degree turn, maintain altitude, do not allow the aircraft to sink as the autoslats deploybegin a 15 degree turn, maintain altitude, do not allow the aircraft to sink as the autoslats deploy• MASI 15/150- MASI 15/150- “Flaps 40, Before Landing Checklist"“Flaps 40, Before Landing Checklist" • As the aircraft approaches the stall, the picnic table will intercept the flight path symbolAs the aircraft approaches the stall, the picnic table will intercept the flight path symbol• Note: the flight path symbol and picnic table will be very low on the HGS glass, sit high and look down for itNote: the flight path symbol and picnic table will be very low on the HGS glass, sit high and look down for it

• At stick shaker- At stick shaker- “Emergency Thrust”“Emergency Thrust”, disconnect the A/P, roll wings level, control column forward, pitch to , disconnect the A/P, roll wings level, control column forward, pitch to 10 degrees using the waterline symbol & wait 1-2 seconds for engine spoolup, retrim10 degrees using the waterline symbol & wait 1-2 seconds for engine spoolup, retrim

• Slowly pitch down to 4 ½ degrees and transition to the flight path symbol on the horizonSlowly pitch down to 4 ½ degrees and transition to the flight path symbol on the horizon• At Vtarget (on the HGS-upper left) -At Vtarget (on the HGS-upper left) - “Flaps 15, Landing Gear UP” “Flaps 15, Landing Gear UP”, maintain altitude, retrim, maintain altitude, retrim• At MASI 15 or 150- At MASI 15 or 150- “Flaps 5, climb thrust”“Flaps 5, climb thrust”, maintain altitude, retrim, maintain altitude, retrim• At MASI 5 or 170- At MASI 5 or 170- “Flaps 1”“Flaps 1”, maintain altitude, retrim, maintain altitude, retrim• At MASI 1 or 190- At MASI 1 or 190- “Flaps UP”“Flaps UP”, maintain altitude, retrim, maintain altitude, retrim• At MASI UP or 210-maneuver complete, thrust levers 60% N1, engage an A/PAt MASI UP or 210-maneuver complete, thrust levers 60% N1, engage an A/P

2927

Upset RecoveryUpset Recovery(Selected Event Training)(Selected Event Training)

FOM 11.2.8, FRM 6.4.9FOM 11.2.8, FRM 6.4.9Nose High:

• Recognize and confirm the situationRecognize and confirm the situation• Disconnect the autopilotDisconnect the autopilot• Apply as much as full nose-down elevatorApply as much as full nose-down elevator• Apply appropriate nose down stabilizer trim (note1)Apply appropriate nose down stabilizer trim (note1)• Reduce thrustReduce thrust• Roll (adjust bank angle) to obtain a nose down pitch rate (note1)Roll (adjust bank angle) to obtain a nose down pitch rate (note1)• Complete the recovery:Complete the recovery:

• When approaching the horizon roll to wings levelWhen approaching the horizon roll to wings level• Check airspeed and adjust thrustCheck airspeed and adjust thrust• Establish pitch attitude for desired flight conditionsEstablish pitch attitude for desired flight conditions

Nose Low:– Recognize and confirm the situationRecognize and confirm the situation– Disconnect the autopilotDisconnect the autopilot– Recover from stall, if requiredRecover from stall, if required– Roll in shortest direction to wings level (unload and roll if bank angle is more than 90 degrees) (note1)Roll in shortest direction to wings level (unload and roll if bank angle is more than 90 degrees) (note1)– Recover to level flight:Recover to level flight:

• Apply nose up elevatorApply nose up elevator• Apply nose up trim, if required (note1)Apply nose up trim, if required (note1)• Adjust thrust and drag are requiredAdjust thrust and drag are required

1.1. Warning: Excessive use of pitch trim or rudder may aggravate an upset situation or may result in loss of Warning: Excessive use of pitch trim or rudder may aggravate an upset situation or may result in loss of control and/or high structural loads.control and/or high structural loads.

For HGS 4000: For HGS 4000: •The Unusual Attitude symbology automatically activates whenever the pitch angle exceeds -20˚ or +35˚ or the roll angle is The Unusual Attitude symbology automatically activates whenever the pitch angle exceeds -20˚ or +35˚ or the roll angle is greater than 55˚.greater than 55˚.•The Unusual Attitude symbology automatically reverts to the previous display once the pitch angle is within -5˚ to +10˚ for The Unusual Attitude symbology automatically reverts to the previous display once the pitch angle is within -5˚ to +10˚ for 5 seconds and 5 seconds and the roll angle is less than 10˚ for 5 seconds.the roll angle is less than 10˚ for 5 seconds.

PITCHPITCH ROLLROLL

Runaway StabilizerRunaway Stabilizer

1. Control Column1. Control Column Hold firmly Hold firmly 2. Autopilot (if engaged)2. Autopilot (if engaged) Disengage Disengage

If runaway stabilizer continues: If runaway stabilizer continues: 3. Stabilizer Trim Cutout Switches3. Stabilizer Trim Cutout Switches Cutout Cutout

If runaway stabilizer continues:If runaway stabilizer continues:4. Stabilizer Trim Wheel4. Stabilizer Trim Wheel Grasp & Grasp &

holdhold

Wheel well fireWheel well fire

•Landing gear lever (270 knots / .82M maximum)Landing gear lever (270 knots / .82M maximum) DownDown•Land at the nearest suitable airportLand at the nearest suitable airport

FIREWARN

BELL CUTOUT

WHEEL WELL

Cargo Bay Smoke Detection and Cargo Bay Smoke Detection and Fire SuppressionFire Suppression

Aircraft must land within 60 minutes of initial Aircraft must land within 60 minutes of initial discharge of the fire discharge of the fire suppression system suppression system

Flight ControlsFlight Controls

• Minimum speedbrake use altitude is 1000 feet AGL Minimum speedbrake use altitude is 1000 feet AGL • In-flight, do not extend the speedbrake lever beyond flight detentIn-flight, do not extend the speedbrake lever beyond flight detent• In-flight, do not use speedbrakes unless flaps are fully retracted In-flight, do not use speedbrakes unless flaps are fully retracted • Alternate flap duty cycle in-flight is one complete cycle, then 25 Alternate flap duty cycle in-flight is one complete cycle, then 25

minutes off. A complete cycle is movement from position 0 to 40 minutes off. A complete cycle is movement from position 0 to 40 and back to 0. The alternate flaps switch must be in the OFF position and back to 0. The alternate flaps switch must be in the OFF position for 6 seconds before reversing the direction of flap movementfor 6 seconds before reversing the direction of flap movement

• Do not extend flaps above 20,000 feet pressure altitudeDo not extend flaps above 20,000 feet pressure altitude

Uncommanded Rudder/Yaw/Roll Uncommanded Rudder/Yaw/Roll or (-300/500) Spindle Failure or (-300/500) Spindle Failure

1. Autopilot (if engaged)… Disengage 1. Autopilot (if engaged)… Disengage

2. Maintain control of the aircraft with all available flight 2. Maintain control of the aircraft with all available flight controls. If roll is uncontrollable, immediately reduce controls. If roll is uncontrollable, immediately reduce pitch/AOA and increase airspeed. Do not attempt to pitch/AOA and increase airspeed. Do not attempt to maintain altitude until control is recoveredmaintain altitude until control is recovered

3. Thrust…………….……... Verify symmetrical 3. Thrust…………….……... Verify symmetrical

4. (-300/500) If spindle failure (flaps are extended, no 4. (-300/500) If spindle failure (flaps are extended, no asymmetry indicated on the flap gauge, rudder pedals asymmetry indicated on the flap gauge, rudder pedals are normal, may be accompanied by a loud bang) are normal, may be accompanied by a loud bang) Go-Around......................InitiateGo-Around......................Initiate

Stabilized Approach CriteriaStabilized Approach Criteria

1000’1000’•For all approaches,For all approaches, the aircraft must meet the aircraft must meet stabilized approach criteriastabilized approach criteria

•Planned landing configurationPlanned landing configuration•In the Vtarget speed range In the Vtarget speed range •On the approximate glidepath with a normal descent rateOn the approximate glidepath with a normal descent rate•1000’/min max1000’/min max•Where maneuvering is required, the aircraft is on or maintainingWhere maneuvering is required, the aircraft is on or maintaining the final approach course or runway centerline with wings essentiallythe final approach course or runway centerline with wings essentially level by 500’ above TDZElevel by 500’ above TDZE•Once established, the criteria must be maintained throughout the rest ofOnce established, the criteria must be maintained throughout the rest of the approachthe approach

500’500’

•If a stabilized approach is not obtained, a If a stabilized approach is not obtained, a go around is mandatorygo around is mandatory•Deviations within normal limit criteria are acceptableDeviations within normal limit criteria are acceptable for operational conditionsfor operational conditions

TDZE 4227’TDZE 4227’VOR 16LVOR 16L@ SLC@ SLC

Select landing flaps:Select landing flaps:•Flaps 30 is the normal setting for landing, but Flaps 40 landings are recommended in the following situations:Flaps 30 is the normal setting for landing, but Flaps 40 landings are recommended in the following situations:

•Negative [bracketed] OPC stopping margin under Min(2) for Flaps 30Negative [bracketed] OPC stopping margin under Min(2) for Flaps 30•Reported braking action is less than “GOOD”Reported braking action is less than “GOOD”•Weather is at or near minimums for the approach to be flownWeather is at or near minimums for the approach to be flown

•The Flightcrew may wish to modify the landing flap selection based on the stopping The Flightcrew may wish to modify the landing flap selection based on the stopping margin results of the Landing Output screenmargin results of the Landing Output screen•Landing performance limits or non-normal conditions may require the use of less Landing performance limits or non-normal conditions may require the use of less than flaps 30 or 40than flaps 30 or 40

SLC:SLC: 5227’ VOR 16L, 5222’ 34R LOC GS OUT5227’ VOR 16L, 5222’ 34R LOC GS OUT SEA: 1433’SEA: 1433’

Captain CalloutsCaptain CalloutsCompany Procedure ApproachesCompany Procedure Approaches Precision ApproachPrecision Approach• Localizer captureLocalizer capture• Glideslope captureGlideslope capture• OM name & altitude crossingOM name & altitude crossing• 1000’, airspeed, sink rate1000’, airspeed, sink rate• Going outsideGoing outside• Landing-HGS approach if in sightLanding-HGS approach if in sight

or Go-around thrustor Go-around thrust• If FO landing-Take over visuallyIf FO landing-Take over visually

(>3/4 mile or 4000’RVR)(>3/4 mile or 4000’RVR)• Non-HGS, if landing-Landing, I Non-HGS, if landing-Landing, I

have the aircrafthave the aircraft

Non-precision ApproachNon-precision Approach• Localizer captureLocalizer capture• FAF & altitude crossingFAF & altitude crossing• 1000’, airspeed, sink rate1000’, airspeed, sink rate• Going outsideGoing outside• @ MDA-Continue, if not in sight@ MDA-Continue, if not in sight• In sight-Landing, I have the aircraftIn sight-Landing, I have the aircraft• If FO landing-Take over visuallyIf FO landing-Take over visually

(>3/4 mile)(>3/4 mile)• If not in sight at MAP-Go-aroundIf not in sight at MAP-Go-around

PM calloutsPM callouts• OM name/FAF & altitude crossingOM name/FAF & altitude crossing• Airspeed: +10/-5 from targetAirspeed: +10/-5 from target• Airspeed: <VrefAirspeed: <Vref• Airspeed: HGS +/- 5 from targetAirspeed: HGS +/- 5 from target• Sink rate: <2000’ & >2000’/minSink rate: <2000’ & >2000’/min• Sink rate: <1000’ & >1000’/minSink rate: <1000’ & >1000’/min• Sink rate: 50’ to touchdown & Sink rate: 50’ to touchdown & significant increasesignificant increase• Sink rate: AIII, if rate >1000’/minSink rate: AIII, if rate >1000’/min• Localizer or Glideslope: > 1 dotLocalizer or Glideslope: > 1 dot• Approach warning, go-aroundApproach warning, go-around• HGS FailHGS Fail Go-aroundGo-around : HGS Fail: HGS Fail• Go-around: Unstabilized approachGo-around: Unstabilized approach• FO: Approaching minimumsFO: Approaching minimums MinimumsMinimums Landing or No Contact Landing or No Contact 500, 400, 300, 200500, 400, 300, 200• MAP, 100, 50, 30, 10MAP, 100, 50, 30, 10• SpeedbrakeSpeedbrake• ReverserReverser• Autobrake DisarmAutobrake Disarm• 60 knots60 knots

Wind ComponentsWind Components

•Clutter reductions and recommendations apply only when clutter covers more than 25 percent of the runway surface.Clutter reductions and recommendations apply only when clutter covers more than 25 percent of the runway surface.•25 knot maximum headwind for HGS: takeoffs below 600’RVR, approaches below 1800’RVR or special CAT I approaches below 2400’RVR.25 knot maximum headwind for HGS: takeoffs below 600’RVR, approaches below 1800’RVR or special CAT I approaches below 2400’RVR.

ConditionsConditions Steady Cross WindSteady Cross Wind Peak Gust TailwindPeak Gust Tailwind

TakeoffTakeoff LandingLanding TakeoffTakeoff LandingLanding

DryDry 35 knots35 knots 35 knots35 knots 10 knots10 knots 10 knots10 knots

WetWet 35 knots35 knots 35 knots35 knots 10 knots10 knots 10 knots10 knots

<4000’ RVR or <4000’ RVR or ¾ mile visibility¾ mile visibility 35 knots35 knots 10 knots10 knots 10 knots10 knots 10 knots10 knots

<1600’ RVR or <1600’ RVR or ¼ mile visibility¼ mile visibility 20 knots20 knots 10 knots10 knots 10 knots10 knots 10 knots10 knots

<600’ RVR<600’ RVR 10 knots10 knots ------ 10 knots10 knots ------

ClutterClutter 20 knots20 knots 20 knots20 knots 10 knots10 knots 10 knots10 knots

Braking FairBraking Fair 15 knots15 knots 15 knots15 knots 10 knots10 knots 10 knots10 knots

Braking PoorBraking Poor 10 knots10 knots 10 knots10 knots 5 knots5 knots 5 knots5 knots

CATCAT MinimumMinimum Required & Required & Must be UsedMust be Used

ControllingControlling(1)(1)

AdvisoryAdvisory(2) (3)(2) (3)

II 18001800 TDZ(4)TDZ(4) TDZTDZ N/AN/A

IIII 16001600 TDZTDZ TDZTDZ N/AN/A

IIII 12001200 TDZ & ROLLOUTTDZ & ROLLOUT TDZTDZ ROLLOUTROLLOUT(5)(5)

IIIAIIIA 700700 TDZ, MID, TDZ, MID, & ROLLOUT& ROLLOUT

TDZ & MIDTDZ & MID ROLLOUTROLLOUT

IIIAIIIA 700(6)700(6) TDZ & ROLLOUTTDZ & ROLLOUT TDZ & ROLLOUTTDZ & ROLLOUT N/AN/A

When airport visibility is less than 1/2 mile, RVR values determine the minimums required to begin an When airport visibility is less than 1/2 mile, RVR values determine the minimums required to begin an instrument approach. Generally, as the approach minimums decrease, the number of transmissometers instrument approach. Generally, as the approach minimums decrease, the number of transmissometers required increases. The following chart depicts those RVR requirements and minimums.required increases. The following chart depicts those RVR requirements and minimums.

(1) Controlling RVR minimum required to begin final approach segment.(1) Controlling RVR minimum required to begin final approach segment.(2) On runways with 2 or 3 transmissometers,(2) On runways with 2 or 3 transmissometers, the the advisory RVR must be available, but no minimum RVR required. (In other words, down to 0).advisory RVR must be available, but no minimum RVR required. (In other words, down to 0).(3) On runways with four transmissometers (TDZ, MID, Rollout, and Far End sensors- DEN), the Far End sensor is not required, provides advisory (3) On runways with four transmissometers (TDZ, MID, Rollout, and Far End sensors- DEN), the Far End sensor is not required, provides advisory information to Pilots and may be substituted for the rollout sensor RVR report if the rollout sensor RVR report is not available.information to Pilots and may be substituted for the rollout sensor RVR report if the rollout sensor RVR report is not available.(4) CAT I only: If touchdown RVR not available, MID may be substituted.(4) CAT I only: If touchdown RVR not available, MID may be substituted.(5) CAT II (1200 RVR only): If rollout is not available, MID may be substituted.(5) CAT II (1200 RVR only): If rollout is not available, MID may be substituted.(6) At specific airports where MID transmissometer is not installed but the approach is authorized as depicted on the approach chart (PVD)(6) At specific airports where MID transmissometer is not installed but the approach is authorized as depicted on the approach chart (PVD) ..

RVR Requirements and MinimumsRVR Requirements and Minimums

ALS LIGHTINGALS LIGHTING

•In addition to the approach plate lighting, brief the airport lighting on the back page of the airport diagram.In addition to the approach plate lighting, brief the airport lighting on the back page of the airport diagram.•HGS Approach Checklist for AIII approaches. (Special CAT I/II, CATIII, MDW ILS Z 31C N/A)HGS Approach Checklist for AIII approaches. (Special CAT I/II, CATIII, MDW ILS Z 31C N/A)

TCASTCAS

Response to a climb RA in landing configuration:Response to a climb RA in landing configuration:•Disconnect the autopilotDisconnect the autopilot•Apply go-around thrust and call for flaps 15Apply go-around thrust and call for flaps 15•Smoothly adjust pitch to satisfy RA commandSmoothly adjust pitch to satisfy RA command•Do not deviate from existing lateral flight path unless visual Do not deviate from existing lateral flight path unless visual contact contact with the conflicting traffic requires other actionwith the conflicting traffic requires other action•After positive rate of climb established, landing gear upAfter positive rate of climb established, landing gear up•Advise ATC of TCAS deviation as soon as possibleAdvise ATC of TCAS deviation as soon as possible

WARNING:WARNING: Once an RA has been issued, safe separation could be compromised if current vertical speed is changed, Once an RA has been issued, safe separation could be compromised if current vertical speed is changed, except as necessary to comply with the RA. This is because TCAS II-to-TCAS II coordination may be in progress with the except as necessary to comply with the RA. This is because TCAS II-to-TCAS II coordination may be in progress with the intruder aircraft, and any change in vertical speed that does not comply with the RA may negate the effectiveness of the intruder aircraft, and any change in vertical speed that does not comply with the RA may negate the effectiveness of the other aircraft’s compliance with the RA.other aircraft’s compliance with the RA.

HGS 4000HGS 4000

Company Procedures ApproachesCompany Procedures ApproachesFOM 3.19.1FOM 3.19.1

A company procedures approach may be flown at any time, A company procedures approach may be flown at any time, but it is required under the following conditions:but it is required under the following conditions:

• Precision Approaches: When visibility is below 3/4 mile or RVR belowPrecision Approaches: When visibility is below 3/4 mile or RVR below4000 (FO autocoupled or CA flown with the HGS)4000 (FO autocoupled or CA flown with the HGS)

• Non-Precision Approaches: When the ceiling is below 1000 feet orNon-Precision Approaches: When the ceiling is below 1000 feet orvisibility below 3 miles (FO flown only)visibility below 3 miles (FO flown only)

• When ‘Special Aircrew and Aircraft Authorization Required’ is notedWhen ‘Special Aircrew and Aircraft Authorization Required’ is notedon the approach charton the approach chart

• Note: A company procedures approach may be flown any time at theNote: A company procedures approach may be flown any time at the CA’s discretion, especially during deteriorating weather conditions orCA’s discretion, especially during deteriorating weather conditions or when the visibility is approaching the minimum visibility required for when the visibility is approaching the minimum visibility required for

the approachthe approach

•Transfer the aircraft to the PM, then brief the approach to be flown. (technique)Transfer the aircraft to the PM, then brief the approach to be flown. (technique)

Non-Precision ApproachNon-Precision ApproachFOM 3.17.2-3FOM 3.17.2-3

Brief a full instrument approach: FOM 3.9.13Brief a full instrument approach: FOM 3.9.13•Runway is not expected to be in sight by the FAF/GSIARunway is not expected to be in sight by the FAF/GSIA•Rain is reported or visible in the airport vicinityRain is reported or visible in the airport vicinity•Significant weather is reported or apparent in the airport vicinitySignificant weather is reported or apparent in the airport vicinity•Restricted visibility is reported or apparent in the airport vicinityRestricted visibility is reported or apparent in the airport vicinity

Transfer of aircraft control: FOM 3.19.1Transfer of aircraft control: FOM 3.19.1CA should transfer control of the aircraft early enough in theCA should transfer control of the aircraft early enough in theapproach for the FO to be comfortable with the instrument crosscheckapproach for the FO to be comfortable with the instrument crosscheck•Precision approach-stabilized on glidepathPrecision approach-stabilized on glidepath•Non-precision approach-prior to the FAFNon-precision approach-prior to the FAF

•Always brief the MAP (DME or timing)Always brief the MAP (DME or timing)•ADF: monitor aural tone (no off flags)ADF: monitor aural tone (no off flags)•VOR out of service? LNAV MA? FDC’s?VOR out of service? LNAV MA? FDC’s?•One hand flown NP approach may be without the HUD (MEL’d)One hand flown NP approach may be without the HUD (MEL’d)•Have flaps 40 by FAF, stabilized by 1000’ AAEHave flaps 40 by FAF, stabilized by 1000’ AAE•Caution for intermediate step down altitudes between the FAF and the MDACaution for intermediate step down altitudes between the FAF and the MDA•Get down early to MDA (1200 fpm max-until 1000’AAE)Get down early to MDA (1200 fpm max-until 1000’AAE)•Loose A hydraulics, switch to the B autopilot to continue the approachLoose A hydraulics, switch to the B autopilot to continue the approach•No autopilot, must use LOC minimums if weather is below 4000’ RVR and ¾ mile visNo autopilot, must use LOC minimums if weather is below 4000’ RVR and ¾ mile vis

NP Approaches Below 3/4 Mile or 4000 RVR Down to 1/2 Mile or 1800 RVR,NP Approaches Below 3/4 Mile or 4000 RVR Down to 1/2 Mile or 1800 RVR,the following criteria apply: FOM 3.20.4the following criteria apply: FOM 3.20.4•A Company Procedures Approach is requiredA Company Procedures Approach is required•The FO must fly the approachThe FO must fly the approach•Autopilot use is not requiredAutopilot use is not required•However, if the autopilot is operational, it should be usedHowever, if the autopilot is operational, it should be used•Flight director use is at the Pilot’s discretionFlight director use is at the Pilot’s discretion•The CA must landThe CA must land•The maximum crosswind is 10 knotsThe maximum crosswind is 10 knots•The maximum tailwind is 10 knots unless the braking action is reported as POOR, The maximum tailwind is 10 knots unless the braking action is reported as POOR, in which case it is 5 knotsin which case it is 5 knots

•Non precision approaches for SEA, not for navigationNon precision approaches for SEA, not for navigation•When you break out on the VOR 16L/C, the runway to your right is 16CWhen you break out on the VOR 16L/C, the runway to your right is 16C•Caution for the Missed Approach and the step down altitude for the LOC (G/S OUT)Caution for the Missed Approach and the step down altitude for the LOC (G/S OUT)

Stabilized not Stabilized not later than later than 5227’ MSL5227’ MSL

•Non precision approaches for SLC, not for navigationNon precision approaches for SLC, not for navigation•Caution for the stabilized altitude which is prior to the FAF (TCH/VOR) on the VOR 16L approachCaution for the stabilized altitude which is prior to the FAF (TCH/VOR) on the VOR 16L approach

5227’5227’

IMC mode at 200’IMC mode at 200’Passing the middle marker MMPassing the middle marker MM

VMC mode at 30’VMC mode at 30’Flare cues + + at 55’-10’Flare cues + + at 55’-10’

Note: IMC mode at 30’ is the same presentation.Note: IMC mode at 30’ is the same presentation.In other words, keep the IMC mode to touchdown.In other words, keep the IMC mode to touchdown.

•IMC mode will show the 3.00 degree glideslope referenceIMC mode will show the 3.00 degree glideslope reference line information with pitch and roll guidance from the MCP line information with pitch and roll guidance from the MCP (DFCS). (DFCS). •100’ above MDA: For a company procedures 100’ above MDA: For a company procedures (FO-flown) approach, place your hands at(FO-flown) approach, place your hands at base of thrust levers and near the yoke.base of thrust levers and near the yoke.

DME DME 2.72.7

HGS 4000HGS 4000

-700-700 -300/500-300/500

10

DownwindDownwind•MASI UP/210 knots/cleanMASI UP/210 knots/clean•N1 55%N1 55%•A/P CMD, HDG selectA/P CMD, HDG select•F/D’s onF/D’s on

Base Leg or Procedure Turn OutboundBase Leg or Procedure Turn Outbound•Flaps 5, 180 knots, N1 60% (5 miles from FAF)Flaps 5, 180 knots, N1 60% (5 miles from FAF)

““Cleared for approach”Cleared for approach” or procedure turn inbound-select VOR/LOC mode or procedure turn inbound-select VOR/LOC mode (LOC Backcourse or NDB: N/A)(LOC Backcourse or NDB: N/A)•““Landing gear down, flaps 15” Landing gear down, flaps 15” •150 knots150 knots

At FAF At FAF “FAF, crossing altitude” “FAF, crossing altitude” •Aircraft should normally be in planned landing configurationAircraft should normally be in planned landing configuration•TimeTime

Intermediate step-downIntermediate step-down•Set next lower altitude MCPSet next lower altitude MCP

Normally approaching the FAFNormally approaching the FAF•““Flaps 30/40”Flaps 30/40” @ pilots discretion @ pilots discretion•““Before Landing Checklist”Before Landing Checklist” no later than 1000’ above TDZEno later than 1000’ above TDZE•N1 74% level flightN1 74% level flight•Set MDA into MCPSet MDA into MCP

After FAFAfter FAF•Slow to landing target speedSlow to landing target speed•Rate of descent Rate of descent 1200 fpm max until 1000 above TDZE1200 fpm max until 1000 above TDZE 1000 fpm within 1000 above TDZE1000 fpm within 1000 above TDZE•N1 60%, descend to MDA, IMC modeN1 60%, descend to MDA, IMC mode•Monitor level off Monitor level off •Select ALT hold if requiredSelect ALT hold if required

Go-around/Go-around/MissedMissedApproachApproach@ MAP@ MAP

HGS in Primary modeHGS in Primary mode

<1000/3 FO flies a <1000/3 FO flies a company procedures approachcompany procedures approach

Slow 250 to MASI UP/210Slow 250 to MASI UP/210•DownwindDownwind•Straight in 12-15 milesStraight in 12-15 miles

Stabilized approach Stabilized approach SLC: 1000’ above TDZESLC: 1000’ above TDZE•5227’ VOR DME 16L5227’ VOR DME 16L•5222’ 34R LOC GS OUT5222’ 34R LOC GS OUT

•IMC mode is recommended to give the 3.00 degree glideslope reference line information to the FO. (VDP)IMC mode is recommended to give the 3.00 degree glideslope reference line information to the FO. (VDP)•On the HCP panel, press the mode button twice from PRI, AIII, then IMC.On the HCP panel, press the mode button twice from PRI, AIII, then IMC.•Ensure the proper ident for the approach being flown. Marker audio switches down.Ensure the proper ident for the approach being flown. Marker audio switches down.•Use MASI display for maneuvering speeds and flap extension.Use MASI display for maneuvering speeds and flap extension.•(-300/500) Use maneuvering and flap extension schedule speeds. For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.(-300/500) Use maneuvering and flap extension schedule speeds. For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.

A: ATIS (vis. determines approach)A: ATIS (vis. determines approach)B: Brief the approachB: Brief the approachC: Checklist (QRH, Descent)C: Checklist (QRH, Descent)D: Declare Emergency, DispatchD: Declare Emergency, DispatchE: Emergency equipmentE: Emergency equipmentF: Flight attendantsF: Flight attendants

Always brief Always brief A,B,C whenA,B,C whenapproach saysapproach saysexpect runwayexpect runway_____. _____.

Descend to MDA Descend to MDA (caution for step-down altitudes)(caution for step-down altitudes)

ASR ApproachASR Approach

Brief a full instrument approach: FOM 3.9.13Brief a full instrument approach: FOM 3.9.13

•Runway is not expected to be in sight by the FAF/GSIARunway is not expected to be in sight by the FAF/GSIA•Rain is reported or visible in the airport vicinityRain is reported or visible in the airport vicinity•Significant weather is reported or apparent in the airport vicinitySignificant weather is reported or apparent in the airport vicinity•Restricted visibility is reported or apparent in the airport vicinityRestricted visibility is reported or apparent in the airport vicinity

Transfer of aircraft control: FOM 3.19.1Transfer of aircraft control: FOM 3.19.1CA should transfer control of the aircraft early enough in theCA should transfer control of the aircraft early enough in theapproach for the FO to be comfortable with the instrument crosscheckapproach for the FO to be comfortable with the instrument crosscheck•Precision approach-stabilized on glidepathPrecision approach-stabilized on glidepath•Non-precision approach-prior to the FAFNon-precision approach-prior to the FAF

•Always brief the MAP (DME or timing)Always brief the MAP (DME or timing)•ADF: monitor aural tone (no off flags)ADF: monitor aural tone (no off flags)•VOR out of service? LNAV MA? FDC’S?VOR out of service? LNAV MA? FDC’S?•Get down early to MDA (1200 fpm max-until 1000’AAE)Get down early to MDA (1200 fpm max-until 1000’AAE)•Caution for intermediate step down altitudes between the FAF and the MDACaution for intermediate step down altitudes between the FAF and the MDA•Have flaps 40 by FAFHave flaps 40 by FAF•Stabilized by 1000’ AAEStabilized by 1000’ AAE•Loose A hydraulics, switch to the B autopilot to continue the approachLoose A hydraulics, switch to the B autopilot to continue the approach•No autopilot, must use LOC minimums if weather is below 4000’ RVR and ¾ mile visNo autopilot, must use LOC minimums if weather is below 4000’ RVR and ¾ mile vis


Base Leg or Procedure Turn OutboundBase Leg or Procedure Turn Outbound•Flaps 5, 180 knots, N1 60%Flaps 5, 180 knots, N1 60%

““Prepare to descend in ___miles”Prepare to descend in ___miles”•““Landing gear down, flaps 15” Landing gear down, flaps 15” •150 knots150 knots


Normally prior to the Normally prior to the “Descend“DescendTo Minimum Descent Altitude” To Minimum Descent Altitude” clearanceclearance•Slow to landing target speedSlow to landing target speed•““Before Landing Checklist” Before Landing Checklist” completedcompleted•N1 74% level flightN1 74% level flight•Set MDA into MCPSet MDA into MCP

Rate of descent Rate of descent • 1200 fpm max until 1000 above TDZE1200 fpm max until 1000 above TDZE• 1000 fpm within 1000 above TDZE1000 fpm within 1000 above TDZE• NLT 1000’ above TDZE-A/C must meet NLT 1000’ above TDZE-A/C must meet stabilized approach criteriastabilized approach criteria• N1 60%, descend to MDA, IMC modeN1 60%, descend to MDA, IMC mode• Monitor level off Monitor level off • Select ALT hold if requiredSelect ALT hold if required

Go-around/Go-around/MissedMissedApproachApproach@ MAP@ MAP


<1000/3 FO flies a <1000/3 FO flies a company procedures approachcompany procedures approach


•IMC mode is recommended to give the 3.00 degree glideslope reference line information to the FO. (VDP)IMC mode is recommended to give the 3.00 degree glideslope reference line information to the FO. (VDP)•On the HCP panel, press the mode button twice from PRI, AIII, then IMC.On the HCP panel, press the mode button twice from PRI, AIII, then IMC.•Ensure the proper ident for the approach being flown.Ensure the proper ident for the approach being flown.•Use MASI display for maneuvering speeds and flap extension.Use MASI display for maneuvering speeds and flap extension.•(-300/500) Use maneuvering and flap extension schedule speeds. For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.(-300/500) Use maneuvering and flap extension schedule speeds. For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.

A: ATIS (vis. determines approach)A: ATIS (vis. determines approach)B: Brief the approachB: Brief the approachC: Checklist (QRH, Descent)C: Checklist (QRH, Descent)D: Declare Emergency, DispatchD: Declare Emergency, DispatchE: Emergency equipmentE: Emergency equipmentF: Flight attendantsF: Flight attendants

Descend to MDADescend to MDA(caution for step-down altitudes)(caution for step-down altitudes)

Go-around/Missed ApproachGo-around/Missed ApproachLNAV Missed ApproachLNAV Missed Approach

FOM 3.14.7,3.18.3FOM 3.14.7,3.18.3

FOM 3.15.5-6FOM 3.15.5-6•The approach does not meet Stabilized Approach criteria.The approach does not meet Stabilized Approach criteria.•The CDI exceeds a 2-dot deflection while on the FAS in IMC.The CDI exceeds a 2-dot deflection while on the FAS in IMC.•A 2-dot low glideslope deflection on the FAS in IMC is exceeded.A 2-dot low glideslope deflection on the FAS in IMC is exceeded.•The ADF bearing pointer exceeds 10 degrees from desired course on an NDB approach inside the FAF in IMC.The ADF bearing pointer exceeds 10 degrees from desired course on an NDB approach inside the FAF in IMC.•Sufficient visual references for landing are not present and either of the following occurs:Sufficient visual references for landing are not present and either of the following occurs:

•(ILS) Radio Altitude display flashes and turns (ILS) Radio Altitude display flashes and turns amberamber, (-300/500) The Radio Altitude Decision Height light illuminates, (-300/500) The Radio Altitude Decision Height light illuminates**..•(ILS) The aircraft altimeter indicates that the published DA (precision approach) is reached.(ILS) The aircraft altimeter indicates that the published DA (precision approach) is reached.•(NP) The MAP (non-precision approach) is reached.(NP) The MAP (non-precision approach) is reached.

•The Pilot initially had sufficient visual references, but then loses them below DA or MDA.The Pilot initially had sufficient visual references, but then loses them below DA or MDA.•The Pilot determines that a landing in the touchdown zone cannot be safely accomplished:The Pilot determines that a landing in the touchdown zone cannot be safely accomplished:

•The required descent or maneuvering will exceed the stabilize approach criteria, orThe required descent or maneuvering will exceed the stabilize approach criteria, or•The aircraft will touchdown beyond 1500 feet with an insufficient OPC computed stopping margin.The aircraft will touchdown beyond 1500 feet with an insufficient OPC computed stopping margin.

•Before reaching DA, any required portion of ground equipment/system elements become inoperative, unless adequate and Before reaching DA, any required portion of ground equipment/system elements become inoperative, unless adequate and appropriate backup exists for the type of approach being flown.appropriate backup exists for the type of approach being flown.•An HGS malfunction occurs during an HGS approach and adequate runway visual references have not been established.An HGS malfunction occurs during an HGS approach and adequate runway visual references have not been established.•An An APCH WARNAPCH WARN or or HGS FAILHGS FAIL occurs and the CA does not have sufficient visual references to land. occurs and the CA does not have sufficient visual references to land.•Either pilot directs a go-around.Either pilot directs a go-around.•ATC directs a go-around.ATC directs a go-around.In addition, for HGS approaches: FOM 3.16.11-12In addition, for HGS approaches: FOM 3.16.11-12•Insufficient visual references available for landing.Insufficient visual references available for landing.•Aircraft is not in a position that will allow a landing in the desired touchdown zone.Aircraft is not in a position that will allow a landing in the desired touchdown zone.•Bank angle greater than 8 degrees (outside of HGS bank warning bracket limits).Bank angle greater than 8 degrees (outside of HGS bank warning bracket limits).•Aircraft will not land and/or remain within 30 feet of the runway centerline.Aircraft will not land and/or remain within 30 feet of the runway centerline.

•The callouts on the missed approach must receive a response from the PM, then continue with the next callout (i.e. PF-The callouts on the missed approach must receive a response from the PM, then continue with the next callout (i.e. PF- ”Go-around thrust””Go-around thrust”, then PM-, then PM-”Go-around thrust””Go-around thrust”).).•(CA) If the (CA) If the APCH WARNAPCH WARN or or HGS FAILHGS FAIL occurs prior to reaching minimums and you have sufficient visual references to land, you may continue the approach by calling occurs prior to reaching minimums and you have sufficient visual references to land, you may continue the approach by calling “Landing.”“Landing.”•Expect a B system hydraulic failure. Gear will be up and the flaps down (gear warning horn). Extend the gear and retract the flaps electrically. Then raise the gear.Expect a B system hydraulic failure. Gear will be up and the flaps down (gear warning horn). Extend the gear and retract the flaps electrically. Then raise the gear.•**Do not reach down and cancel the light.Do not reach down and cancel the light.•Expect a Expect a MASTER CAUTIONMASTER CAUTION and associated system annunciator light during the missed approach as a distraction during the go-around. Acknowledge and look to see and associated system annunciator light during the missed approach as a distraction during the go-around. Acknowledge and look to see the non-normal, then have the PM cancel the light. In other words, don’t just reach up and cancel the the non-normal, then have the PM cancel the light. In other words, don’t just reach up and cancel the MASTER CAUTIONMASTER CAUTION light. light.

At Go-around decision point simultaneously:At Go-around decision point simultaneously:•Set Set “Go-around thrust”“Go-around thrust”•Disengage autopilot in useDisengage autopilot in use•Rotate to go-around pitch (18)Rotate to go-around pitch (18)•Select Select “TO/GA”“TO/GA” if appropriate - PF will call for or select, PM verify if appropriate - PF will call for or select, PM verify•Select Select “Flaps 15”,“Flaps 15”, Flaps 1 for Flaps 15 approach (engine failure in Flaps 1 for Flaps 15 approach (engine failure in landing configuration)landing configuration)•Establish & maintain go-around pitch = 18Establish & maintain go-around pitch = 18•At positive rate of climb, retract the landing gear: At positive rate of climb, retract the landing gear: “Landing gear UP”“Landing gear UP”•(-300/500)(-300/500) For LNAV-immediately after gear is up, For LNAV-immediately after gear is up, PM position both to NAV- PM position both to NAV- “NAV selected”“NAV selected”•““Go-around thrust, (TO/GA),Go-around thrust, (TO/GA), Flaps 15, Landing gear up”Flaps 15, Landing gear up”•Retract the speedbrakeRetract the speedbrake

Attain Vref + 20Attain Vref + 20

Climb at Vref + 20 toClimb at Vref + 20 to1000’ AAE1000’ AAE

At 1000’ AGLAt 1000’ AGL•Reduce pitch, (LVL CHG, MCP to MASI UP/210)Reduce pitch, (LVL CHG, MCP to MASI UP/210)•““Flaps 5”Flaps 5” for Flaps 30/40 approach (Vref +15 minimum) for Flaps 30/40 approach (Vref +15 minimum)•Set Set “Climb thrust”“Climb thrust”•MASI 5 or 170- MASI 5 or 170- “Flaps 1”“Flaps 1”•MASI 1 or 190- MASI 1 or 190- “Flaps up”“Flaps up”•Aircraft accelerates rapidlyAircraft accelerates rapidly•Do not over speed flapsDo not over speed flaps•Autopilot may be re-engaged @ 1000’AGL(recommended)Autopilot may be re-engaged @ 1000’AGL(recommended)•For LNAV, PM verifies TO/GA (A/P not engaged) or LVL For LNAV, PM verifies TO/GA (A/P not engaged) or LVL CHG/ALT ACQCHG/ALT ACQ•PM selects legs page & monitorsPM selects legs page & monitors•PM selects appropriate MCP altitudes as requiredPM selects appropriate MCP altitudes as required

Continue climb as requiredContinue climb as required•MASI UP/210 to 3000’ or out of class B MASI UP/210 to 3000’ or out of class B airspaceairspace•250 to 10k250 to 10k

400’ AAE400’ AAE•PM selects PM selects “LNAV”“LNAV”•PM verifies on FMAPM verifies on FMA

•Use MASI display for flap retraction and maneuvering speeds.Use MASI display for flap retraction and maneuvering speeds.•(-300/500) For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.(-300/500) For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.•A go-around is possible until the thrust reverser levers are raised.A go-around is possible until the thrust reverser levers are raised. •Think of a normal go-around as a flaps 15 takeoff.Think of a normal go-around as a flaps 15 takeoff.

Pause in betweenPause in between

ILS ProfileILS Profile FOM 3.16.3

Brief a full instrument approach: FOM 3.9.13Brief a full instrument approach: FOM 3.9.13•Runway is not expected to be in sight by the FAF/GSIARunway is not expected to be in sight by the FAF/GSIA•Rain is reported or visible in the airport vicinityRain is reported or visible in the airport vicinity•Significant weather is reported or apparent in the airport vicinitySignificant weather is reported or apparent in the airport vicinity•Restricted visibility is reported or apparent in the airport vicinityRestricted visibility is reported or apparent in the airport vicinity

ILS Approaches Below 3/4 Mile or 4000 RVR Down to 1/2 Mile or 1800 RVR: FOM 3.20.3-4ILS Approaches Below 3/4 Mile or 4000 RVR Down to 1/2 Mile or 1800 RVR: FOM 3.20.3-4•A company procedures autopilot-coupled ILS or a hand-flown HGS approach is requiredA company procedures autopilot-coupled ILS or a hand-flown HGS approach is required•Both flight directors must be operative and used for the approachBoth flight directors must be operative and used for the approach•CA must landCA must land•If weather conditions are at or near CAT I minimums, and a CAT II or IIIA approach is available,If weather conditions are at or near CAT I minimums, and a CAT II or IIIA approach is available, consider briefing and flying a CAT II or CAT IIIA approach, as appropriateconsider briefing and flying a CAT II or CAT IIIA approach, as appropriate

If established on the ILS approach at or after GSIA and the autopilot approach coupler or either flight If established on the ILS approach at or after GSIA and the autopilot approach coupler or either flight director fails: (director fails: (TR-1 failsTR-1 fails: TR-3 will not pick up the load at G/S intercept when relay opens): TR-3 will not pick up the load at G/S intercept when relay opens)•Continue to use glideslope and localizer informationContinue to use glideslope and localizer information•Descend no lower than the MDA for a ILS GS-OUT approach unless you can comply with the Descend no lower than the MDA for a ILS GS-OUT approach unless you can comply with the descent below MDA/DA proceduresdescent below MDA/DA procedures•The maximum tailwind is 10 knots unless the braking action is reported as POOR, in which case it is The maximum tailwind is 10 knots unless the braking action is reported as POOR, in which case it is 5 knots5 knots

Transfer of aircraft control: FOM 3.19.1Transfer of aircraft control: FOM 3.19.1CA should transfer control of the aircraft early enough in theCA should transfer control of the aircraft early enough in theapproach for the FO to be comfortable with the instrument crosscheckapproach for the FO to be comfortable with the instrument crosscheck•Precision approach-stabilized on glidepathPrecision approach-stabilized on glidepath•Non-precision approach-prior to the FAFNon-precision approach-prior to the FAF•Brief a FO callout for drift on the AIII landing (Technique)Brief a FO callout for drift on the AIII landing (Technique)

Note: 3 AIII approaches are required for the CA, 1 or 2 GA’s for the CA, 1 for the FO (CA incapacitation).Note: 3 AIII approaches are required for the CA, 1 or 2 GA’s for the CA, 1 for the FO (CA incapacitation). Final AIII-CA lands and expect to rollout into the fogbank. CA may be incapacitated on rollout.Final AIII-CA lands and expect to rollout into the fogbank. CA may be incapacitated on rollout. Track the localizer in the HGS all the way to a stop.Track the localizer in the HGS all the way to a stop.

Loose guidanceLoose guidancecue in the HGScue in the HGS

•CAT III approaches for SEA and SLC, not for navigationCAT III approaches for SEA and SLC, not for navigation•Caution for the Caution for the “Approaching Minimums”“Approaching Minimums” callout (580’ MSL) and the Missed Approach for SEA callout (580’ MSL) and the Missed Approach for SEA

HGS display at 300’HGS display at 300’Runway edge lines appearRunway edge lines appear

Note: With a radio altimeter inoperative, the associated F/D (Note: With a radio altimeter inoperative, the associated F/D (guidance cueguidance cue) is inoperative for the approach.) is inoperative for the approach.

-300/500 HGS-300/500 HGS

HGS display at 100’HGS display at 100’Flare Flare guidanceguidance cue + appears at 105’ cue + appears at 105’

HGS display at 15’HGS display at 15’ IDLE cue at 25’IDLE cue at 25’

Synthetic runway goes away at 60’Synthetic runway goes away at 60’ DH appears at 50’ for AIIIDH appears at 50’ for AIII•Note: the FO may be incapacitated withNote: the FO may be incapacitated with no no “approaching minimums”“approaching minimums” callout callout

Rollout GuidanceRollout Guidance

Ground Deceleration ScaleGround Deceleration Scale

The Ground Deceleration Scale displays below the Ground Roll Reference symbol. The vertical position of the Flight Path Acceleration The Ground Deceleration Scale displays below the Ground Roll Reference symbol. The vertical position of the Flight Path Acceleration symbol along the Ground Deceleration Scale shows the deceleration of the aircraft in relation to the autobrake deceleration values. This symbol along the Ground Deceleration Scale shows the deceleration of the aircraft in relation to the autobrake deceleration values. This scale displays with either auto or manual braking.scale displays with either auto or manual braking.

During a rejected takeoff, the scale automatically displays if ground speed is greater than 50 knots.During a rejected takeoff, the scale automatically displays if ground speed is greater than 50 knots.

Runway distance remaining, input from the OPCRunway distance remaining, input from the OPC

Deceleration scaleDeceleration scale

Rollout modeRollout mode

HGS 4000HGS 4000

RO CTN*RO CTN*

*7166 LN*7166 LN

**PVD: runway 05, CAT II/IIIA:PVD: runway 05, CAT II/IIIA:Note: Note: For any AIII mode For any AIII mode approach and landing, if the approach and landing, if the entered runway available is < entered runway available is < 7500 feet, the runway 7500 feet, the runway distance will flash on the distance will flash on the Combiner until 500 feet. At Combiner until 500 feet. At 500 feet, the runway distance 500 feet, the runway distance disappears, and disappears, and ROROARM ARM changes to changes to RO CTN*RO CTN* on the on the Combiner and HAP. The Combiner and HAP. The Distance Remaining and Distance Remaining and Rollout Guidance Cue are not Rollout Guidance Cue are not available after touchdown. The available after touchdown. The approach can be continued but approach can be continued but the guidance cue will not be the guidance cue will not be available after landing. Still available after landing. Still legal to land at PVD.legal to land at PVD.


Base Leg (5 miles from LOM)Base Leg (5 miles from LOM)•Flaps 5, 180 knots, N1 60%Flaps 5, 180 knots, N1 60%

HGS in Primary modeHGS in Primary mode(-300/500)-check all 3 TR’s(-300/500)-check all 3 TR’s

<3/4 SM / 4000’RVR, FO flies a <3/4 SM / 4000’RVR, FO flies a company procedures ILS approachcompany procedures ILS approachCA flown HGS: N/ACA flown HGS: N/A


““Cleared for approach”Cleared for approach” or procedure turn inbound-select APP or procedure turn inbound-select APP

LOMLOM

Glideslope alive at GSIAGlideslope alive at GSIA•““Landing gear down, Flaps 15”Landing gear down, Flaps 15”•Continue to configure for landingContinue to configure for landing•““Flaps 30/40”,Flaps 30/40”, Before Landing Checklist”Before Landing Checklist”•Completed no later than 1000’ above TDZECompleted no later than 1000’ above TDZE•Slow to landing target speedSlow to landing target speed•IMC mode for CAT I/II or gusty winds (on G/S)IMC mode for CAT I/II or gusty winds (on G/S)•HGS < ½ or 1800 RVR, or to ½ and 1800HGS < ½ or 1800 RVR, or to ½ and 1800 RVR if special CAT I is published (AIII mode RVR if special CAT I is published (AIII mode when available)when available)

Aircraft should normallyAircraft should normallybe stabilized on speed in be stabilized on speed in planned landing configurationplanned landing configuration““Name & crossing altitude”Name & crossing altitude”

1000’ above TDZE1000’ above TDZE•Aircraft must meet stabilized approach criteriaAircraft must meet stabilized approach criteria•N1 @ 55/60%N1 @ 55/60%

MMMM

““Localizer capture”Localizer capture” “ “Glideslope capture”Glideslope capture”

Reset missedReset missedapproach altapproach alt

Go-around/Missed approachGo-around/Missed approachDuring a HGS ILS,During a HGS ILS,The A/P must be The A/P must be disengaged:disengaged:•Not later than GSIANot later than GSIA•Or G/S interceptOr G/S interceptWhichever occurs lastWhichever occurs last•A/P will flash @ 800’ if in CMDA/P will flash @ 800’ if in CMD•Approach warning @ 500’Approach warning @ 500’

100 feet above Decision Altitude100 feet above Decision Altitude•For a company proceduresFor a company procedures autopilot-coupled approach,autopilot-coupled approach, place your hands at base of theplace your hands at base of the thrust levers and near the yokethrust levers and near the yoke.

A: ATISA: ATISB: Brief the approachB: Brief the approachC: Checklist (QRH, HGS, Descent)C: Checklist (QRH, HGS, Descent)D: Declare Emergency, DispatchD: Declare Emergency, DispatchE: Emergency equipmentE: Emergency equipmentF: Flight attendantsF: Flight attendants

•Use MASI display for maneuvering speeds and flap extension.Use MASI display for maneuvering speeds and flap extension.•(-300/500) Use maneuvering and flap extension schedule speeds. For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.(-300/500) Use maneuvering and flap extension schedule speeds. For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.

Go-around/Missed ApproachGo-around/Missed ApproachLNAV Missed ApproachLNAV Missed Approach

FOM 3.14.7,3.18.3

At Go-around decision point simultaneously:At Go-around decision point simultaneously:•Set Set “Go-around thrust”“Go-around thrust”•Disengage autopilot in useDisengage autopilot in use•Rotate to go-around pitch (18)Rotate to go-around pitch (18)•Select Select “TO/GA”“TO/GA” if appropriate - PF will call for or select, PM verify if appropriate - PF will call for or select, PM verify•Select Select “Flaps 15”“Flaps 15” , Flaps 1 for Flaps 15 approach (engine failure , Flaps 1 for Flaps 15 approach (engine failure during approach)during approach)•Establish & maintain go-around pitch = 18Establish & maintain go-around pitch = 18•At positive rate of climb, retract the landing gear: At positive rate of climb, retract the landing gear: “Landing gear UP”“Landing gear UP”•(-300/500)(-300/500) For LNAV-immediately after gear is up, For LNAV-immediately after gear is up, PM position both to NAV- PM position both to NAV- “NAV selected”“NAV selected” •““Go-around thrust, (TO/GA),Go-around thrust, (TO/GA), Flaps 15, Landing gear up”Flaps 15, Landing gear up”•Retract the speedbrakeRetract the speedbrake

Attain Vref + 20Attain Vref + 20

Climb at Vref + 20 toClimb at Vref + 20 to1000’ AAE1000’ AAE

At 1000’ AGLAt 1000’ AGL•Reduce pitch, (LVL CHG, MCP to MASI UP/210)Reduce pitch, (LVL CHG, MCP to MASI UP/210)•““Flaps 5”Flaps 5” for Flaps 30/40 approach (Vref + 15 minimum) for Flaps 30/40 approach (Vref + 15 minimum)•Set Set “Climb thrust”“Climb thrust”•MASI 5 or 170MASI 5 or 170 – – “Flaps 1”“Flaps 1”•MASI 1 or 190MASI 1 or 190 – – “Flaps up”“Flaps up”•Aircraft accelerates rapidlyAircraft accelerates rapidly•Do not over speed flapsDo not over speed flaps•Autopilot may be re-engaged @ 1000’AGL(recommended)Autopilot may be re-engaged @ 1000’AGL(recommended)•For LNAV, PM verifies TO/GA (A/P not engaged) or LVL For LNAV, PM verifies TO/GA (A/P not engaged) or LVL CHG/ALT ACQCHG/ALT ACQ•PM selects legs page & monitorsPM selects legs page & monitors•PM selects appropriate MCP altitudes as requiredPM selects appropriate MCP altitudes as required

Continue climb as requiredContinue climb as required•MASI UP/210 to 3000’ or out of class B airspaceMASI UP/210 to 3000’ or out of class B airspace•250 to 10k250 to 10k


•Use MASI display for flap retraction and maneuvering speeds.Use MASI display for flap retraction and maneuvering speeds.•(-300/500) For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.(-300/500) For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.•A go-around is possible until the thrust reverser levers are raised.A go-around is possible until the thrust reverser levers are raised.•Think of a normal go-around as a flaps 15 takeoff.Think of a normal go-around as a flaps 15 takeoff.

Say it slowSay it slow

• Special Authorization CAT II Approaches Must Be Hand-Flown Using The HGS In The AIII Mode Special Authorization CAT II Approaches Must Be Hand-Flown Using The HGS In The AIII Mode

To Touchdown.To Touchdown.

• 1200 RVR Special Authorization CAT II Approach Requirements with a DA(H) of 100 Feet:1200 RVR Special Authorization CAT II Approach Requirements with a DA(H) of 100 Feet:– Touchdown and rollout RVRs are required (however, the mid RVR may be substituted for the rollout).Touchdown and rollout RVRs are required (however, the mid RVR may be substituted for the rollout).– Runway centerline lights are required.Runway centerline lights are required.– MALSR approach lighting system is required.MALSR approach lighting system is required.– HIRL system is required.HIRL system is required.– Note: Touchdown zone lighting is not required for 1200 RVR Special Authorization CAT II approaches.Note: Touchdown zone lighting is not required for 1200 RVR Special Authorization CAT II approaches.

• 1600 RVR Special Authorization CAT II Approach Requirements with a DA(H) of 100 Feet:1600 RVR Special Authorization CAT II Approach Requirements with a DA(H) of 100 Feet:– Touchdown RVR is required (other RVRs are advisory only).Touchdown RVR is required (other RVRs are advisory only).– MALSR approach lighting system is required.MALSR approach lighting system is required.– HIRL system is required.HIRL system is required.– Note: Neither touchdown zone lighting nor centerline lights are required for 1600 RVR Note: Neither touchdown zone lighting nor centerline lights are required for 1600 RVR

Special Authorization CAT II approaches.Special Authorization CAT II approaches.

• The following slide depicts the differences in the HGS presentation for runways with the The following slide depicts the differences in the HGS presentation for runways with the

MALSR Approach Lighting and ALSF II Approach Lighting systems.MALSR Approach Lighting and ALSF II Approach Lighting systems.

Special Authorization CAT II Approach RequirementsSpecial Authorization CAT II Approach Requirements

Runway with MALSR Approach LightingRunway with MALSR Approach Lighting

•HGS combiner view at a DA(H) of 100 feet with 1200 RVR, MALSR approachHGS combiner view at a DA(H) of 100 feet with 1200 RVR, MALSR approach lighting system, centerline lights, and touchdown zone lighting. lighting system, centerline lights, and touchdown zone lighting. •The center white approach light bars are spaced at 200 feet. The center white approach light bars are spaced at 200 feet. •Note the absence of red side row lights found on ALSF II lighting systems.Note the absence of red side row lights found on ALSF II lighting systems.•Although this photograph depicts a runway with touchdown zone lighting, Although this photograph depicts a runway with touchdown zone lighting, this lighting this lighting is not requiredis not required for either 1200 or 1600 RVR Special Authorization for either 1200 or 1600 RVR Special Authorization CAT II approaches.CAT II approaches.•BOI Runway 10R and SEA Runway 34R are examples of runways with touchdown BOI Runway 10R and SEA Runway 34R are examples of runways with touchdown zone lighting. zone lighting. •SEA runway 34C is an example of a runway without touchdown zone lighting.SEA runway 34C is an example of a runway without touchdown zone lighting.

Runway with ALSF II Approach LightingRunway with ALSF II Approach Lighting

•HGS combiner view at a DA(H) of 100 feet with 1200 RVR, ALSF II approach HGS combiner view at a DA(H) of 100 feet with 1200 RVR, ALSF II approach lighting system, centerline lights, and touchdown zone lighting. lighting system, centerline lights, and touchdown zone lighting. •The center white approach light bars are spaced at 100 feet. The center white approach light bars are spaced at 100 feet. •Note the red side row lights, which are not present in the MALSR system.Note the red side row lights, which are not present in the MALSR system.

Red side row lightsRed side row lights

Engine Failure During Takeoff ProfileEngine Failure During Takeoff Profile FOM 11.2.10 FOM 11.2.10

•300’ RVR V1 cut: engine failure (two V1 cuts for CA - 1 > 300’ RVR & 1 @ 300/300/300’ RVR)300’ RVR V1 cut: engine failure (two V1 cuts for CA - 1 > 300’ RVR & 1 @ 300/300/300’ RVR)•Three cities where 300 RVR V1 cuts can be performed (DEN,SEA,SLC)Three cities where 300 RVR V1 cuts can be performed (DEN,SEA,SLC)•15 degree AOB for the MCP, unless @ RNO = 20 degrees for Rattlesnake15 degree AOB for the MCP, unless @ RNO = 20 degrees for Rattlesnake•Have the course for single engine procedure set (TCH-315), unless HGS takeoffHave the course for single engine procedure set (TCH-315), unless HGS takeoff•Look through the HGS to the runway lightsLook through the HGS to the runway lights•Heels on the deckHeels on the deck•Keep runway centerline lights between your legs, only have 4 . . . .Keep runway centerline lights between your legs, only have 4 . . . .•¾ smooth application of rudder, step on the good engine with rudder only¾ smooth application of rudder, step on the good engine with rudder only•Don’t over control initially, slow rotation to 13 degrees nose upDon’t over control initially, slow rotation to 13 degrees nose up•In the HUD, there are a total of 3 slip/skid indicators during takeoff or low altitude go-aroundIn the HUD, there are a total of 3 slip/skid indicators during takeoff or low altitude go-around•Transition to the flight path symbol @ 50 feet, Transition to the flight path symbol @ 50 feet, “Landing gear up”“Landing gear up”, little rudder push , little rudder push •Have to turn @ 0.2 DME (HGS) for SLC, which may be below 400’ AAE; 4.7 DME non-HGSHave to turn @ 0.2 DME (HGS) for SLC, which may be below 400’ AAE; 4.7 DME non-HGS•400’ AAE, tell PM for SLC: 400’ AAE, tell PM for SLC: “Heading select 345 degrees”“Heading select 345 degrees”, for SEA: , for SEA: “Heading select”“Heading select”•Goal is a center wheelGoal is a center wheel•Pitch, ball, heading, airspeed, trim towards the good engine, center the control wheelPitch, ball, heading, airspeed, trim towards the good engine, center the control wheel•1000’ @ SLC = 5227’MSL, SEA 1433’MSL: level off and have PM select 1000’ @ SLC = 5227’MSL, SEA 1433’MSL: level off and have PM select “Altitude hold”“Altitude hold”•Accelerate to V2+15 (MASI 5 or 170)Accelerate to V2+15 (MASI 5 or 170) – – “Flaps 1”“Flaps 1”•MASI 1 or 190MASI 1 or 190 – – “Flaps UP”“Flaps UP”•MASI UP or 210MASI UP or 210 – – “MASI UP/210, level change, max cont. thrust”“MASI UP/210, level change, max cont. thrust”, engage the good autopilot, engage the good autopilot•Have PM do all switch movements (APU on & on bus, crossfeed valve, main fuel pumps, etc.)Have PM do all switch movements (APU on & on bus, crossfeed valve, main fuel pumps, etc.)•During the one-engine inop checklist: During the one-engine inop checklist: “Plan on a flaps 15 landing”“Plan on a flaps 15 landing”, set your bugs per, set your bugs per the FMCthe FMC•The amount of fuel flow on the good engine is the amount of trim units required (less than 10)The amount of fuel flow on the good engine is the amount of trim units required (less than 10)•Autopilot disengages when the APU generator is placed on the failed engine sideAutopilot disengages when the APU generator is placed on the failed engine side•(-700) Fix page: enter TCH 315/4.7 will draw the turn profile and radial outbound from TCH(-700) Fix page: enter TCH 315/4.7 will draw the turn profile and radial outbound from TCH

•When considering a restart attempt, evaluate all engine indications. N1 & N2 should indicate rotation. No rotation is a seized engine.When considering a restart attempt, evaluate all engine indications. N1 & N2 should indicate rotation. No rotation is a seized engine.•(-700) Oil quantity as low as zero is normal with N2 <8% and (-700) Oil quantity as low as zero is normal with N2 <8% and LOW OIL PRESSLOW OIL PRESS light illuminated. (-300/500) Oil quantity should be greater light illuminated. (-300/500) Oil quantity should be greater than zero.than zero.

Slip/Skid IndicatorsSlip/Skid Indicators

•The Flight Path and Aircraft Reference Slip/Skid indicators only display during takeoff or low-altitude go-around to provide additional The Flight Path and Aircraft Reference Slip/Skid indicators only display during takeoff or low-altitude go-around to provide additional yaw reference in the case of an engine failure. yaw reference in the case of an engine failure. •At low altitude, the sensitivity of the Slip/Skid indicators is enhanced to provide additional awareness.At low altitude, the sensitivity of the Slip/Skid indicators is enhanced to provide additional awareness.•The goal is to fly the flight path symbol on to the guidance cue and center the slip/skid indicators.The goal is to fly the flight path symbol on to the guidance cue and center the slip/skid indicators.

Flight path symbolFlight path symbol

Guidance cueGuidance cue

At positive rate of climbAt positive rate of climb•““Landing gear up”Landing gear up”•Climb at V2 minimum orClimb at V2 minimum or present speed whichever is present speed whichever is higher (max V2 + 25 knots)higher (max V2 + 25 knots)•Pitch = 13, use TO/GAPitch = 13, use TO/GA

-Pitch, ball, heading, airspeedPitch, ball, heading, airspeed•400’ AAE 400’ AAE •SLC-SLC-“Heading select 345”“Heading select 345”•SEA-SEA-“Heading select”“Heading select”

V2V2

At minimum cleanup altitudeAt minimum cleanup altitude•Normally 1000’ AAE, unless higher per the OPCNormally 1000’ AAE, unless higher per the OPC•““Altitude hold”Altitude hold”•Cleanup and accelerate on normal flap retraction schedule Cleanup and accelerate on normal flap retraction schedule (V2 + 15 minimum)(V2 + 15 minimum)•MASI 5 or 170MASI 5 or 170 ––“Flaps 1”“Flaps 1”, MASI 1 or 190, MASI 1 or 190 --“Flaps up”“Flaps up”•MASI UP or 210MASI UP or 210 ––“MASI UP/210, level change, max continuous thrust”“MASI UP/210, level change, max continuous thrust”•Continue to climb to assigned altitude, then start the QRHContinue to climb to assigned altitude, then start the QRH

•Use MASI display if available for flap retraction and maneuvering speeds.Use MASI display if available for flap retraction and maneuvering speeds.•(-300/500) Add 10 knots above 117,000 pounds gross weight.(-300/500) Add 10 knots above 117,000 pounds gross weight.•Runway 17 @ SLC will be closed with <600 RVR, see low vis taxi page.Runway 17 @ SLC will be closed with <600 RVR, see low vis taxi page.•Guidance cue will be available at 50’ or when the aircraft reference symbol (ARS) is 2 degrees from the TO/GA pitch line.Guidance cue will be available at 50’ or when the aircraft reference symbol (ARS) is 2 degrees from the TO/GA pitch line.•Cannot remove the TO/GA display until 400’AAE and another roll mode is selected on the MCP.Cannot remove the TO/GA display until 400’AAE and another roll mode is selected on the MCP.

•Track down the runway using the centerline lightsTrack down the runway using the centerline lights•Use a slow rotation, ¾ smooth rudder throw is requiredUse a slow rotation, ¾ smooth rudder throw is required•Transition to the HGS @ 50’AGLTransition to the HGS @ 50’AGL

•At SLC for runway 16’s, turn right at 0.2 DME (HGS)-lead the turnAt SLC for runway 16’s, turn right at 0.2 DME (HGS)-lead the turn for the cone of confusion to a heading of 345 degrees, TERPS approvedfor the cone of confusion to a heading of 345 degrees, TERPS approved•15 degree angle of bank15 degree angle of bank

After cleanupAfter cleanup•Climb at MASI UP/210Climb at MASI UP/210•Max continuous thrustMax continuous thrust•QRH, ATC, FA’s, OPSQRH, ATC, FA’s, OPS•Use 30Use 30° AOB in pattern° AOB in pattern

SLC = 5227’, SEA = 1433’SLC = 5227’, SEA = 1433’

Engine Failure During Takeoff ProfileEngine Failure During Takeoff Profile

Flight path symbol touches the horizon lineFlight path symbol touches the horizon line

ILS DME on lower left side (-700) ILS DME on lower right side (-300/500)ILS DME on lower left side (-700) ILS DME on lower right side (-300/500)

HGS 4000HGS 4000

Engine Fire / Severe Damage / Separation / Engine Fire / Severe Damage / Separation / SeizureSeizure

DISCH

1

DISCH

2

•Thrust leverThrust lever CloseClose•Start lever Start lever CutoffCutoff•Fire warning switchFire warning switch PullPull

If the fire warning or overheat light remains illuminated:If the fire warning or overheat light remains illuminated:•Fire warning switchFire warning switch Rotate L or R & hold 1 secRotate L or R & hold 1 sec

If after 30 seconds, the fire warning switch or If after 30 seconds, the fire warning switch or overheatoverheat light remains illuminated: light remains illuminated:•Fire warning switchFire warning switch Rotate to remaining bottle & hold 1 secRotate to remaining bottle & hold 1 sec

If high vibration occurred and persists after engine shutdownIf high vibration occurred and persists after engine shutdown•Airspeed & altitudeAirspeed & altitude Reduce without delayReduce without delay

•Always check againAlways check again after completing anyafter completing any non-normal checklistnon-normal checklist•The #1 engine overheat light is The #1 engine overheat light is probably still onprobably still on•The #1 engine fire switch pulled blocks The #1 engine fire switch pulled blocks your field of viewyour field of view

FIREWARN

BELL CUTOUT

MASTER CAUTION

PUSH TO RESET

•N1 or N2 indicating zero rpm is considered an engine seizureN1 or N2 indicating zero rpm is considered an engine seizure

QRH G-11QRH G-11

ILS-One Engine Inoperative ILS-One Engine Inoperative

FOM 11.2.12

•HGS single engine approaches can only be flown to CAT I ILS HGS single engine approaches can only be flown to CAT I ILS minimums or to non-precision approach minimums FOM 3.20.2minimums or to non-precision approach minimums FOM 3.20.2•Sit high, look down for the approach lightsSit high, look down for the approach lights•On rollout, caution for drift when reverser is deployedOn rollout, caution for drift when reverser is deployed

DownwindDownwind•MASI UP/210 knots/cleanMASI UP/210 knots/clean•N1 75%N1 75%•A/P CMD, HDG selectA/P CMD, HDG select•F/D’s onF/D’s on•Expedite your approach briefExpedite your approach brief

Base Leg (5 miles from LOM)Base Leg (5 miles from LOM)•““Flaps 5”Flaps 5”, 180 knots, N1 78%, 180 knots, N1 78%•Use 30 degrees angle of bank in the patternUse 30 degrees angle of bank in the pattern**•Set 15 degrees angle of bank on the MCP for the Set 15 degrees angle of bank on the MCP for the missed approach when on the final approach coursemissed approach when on the final approach course


•CAT I for ILS approachCAT I for ILS approach•Non-precision approachNon-precision approach•Captain landsCaptain lands


““Cleared for approach”Cleared for approach” or procedure turn inbound-select APP or procedure turn inbound-select APP

LOMLOM

Glideslope alive at GSIAGlideslope alive at GSIA•““Landing gear down, Flaps 15”Landing gear down, Flaps 15”•Slow to landing target speedSlow to landing target speed•Complete Complete “One engine inop landing checklist”“One engine inop landing checklist”•Use IMC mode for CAT I once on G/SUse IMC mode for CAT I once on G/S

““Name & crossing altitude”Name & crossing altitude”

1000’ above TDZE1000’ above TDZE•Aircraft must meet stabilized approach criteriaAircraft must meet stabilized approach criteria•N1 65% on glideslopeN1 65% on glideslope

MMMM

““Localizer capture”Localizer capture” “ “Glideslope capture”Glideslope capture”

Reset missedReset missedapproach altapproach alt

Missed approachMissed approach•One-engine go-around profileOne-engine go-around profile

Zero rudder trimZero rudder trimprior to landingprior to landingIf desiredIf desired

A: ATISA: ATISB: Brief the approachB: Brief the approachC: Checklist (QRH, Descent)C: Checklist (QRH, Descent)D: Declare Emergency, DispatchD: Declare Emergency, DispatchE: Emergency equipmentE: Emergency equipmentF: Flight attendantsF: Flight attendants

Touchdown targetTouchdown target•1000 feet1000 feet

•Use MASI display for maneuvering speeds and flap extension.Use MASI display for maneuvering speeds and flap extension.•(-300/500) Use maneuvering and flap extension schedule speeds. For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.(-300/500) Use maneuvering and flap extension schedule speeds. For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.•*Caution: if the slip/skid indicator is not centered and the autopilot is engaged with heading select, the autopilot will not roll out on the desired heading*Caution: if the slip/skid indicator is not centered and the autopilot is engaged with heading select, the autopilot will not roll out on the desired heading for base or final approach course vectors.for base or final approach course vectors.

One Engine Go-around One Engine Go-around configuration Profileconfiguration Profile

FOM 11.2.11

•Set Set “Go-around thrust”“Go-around thrust”•““Flaps 1”Flaps 1” •Rotate to approximately 15 degrees nose upRotate to approximately 15 degrees nose up•Select Select “TO/GA” “TO/GA” •Positive rate of climb Positive rate of climb “Landing gear up”“Landing gear up”•Autopilot disengageAutopilot disengage•(-300/500) For LNAV-immediately after gear is up(-300/500) For LNAV-immediately after gear is up PM position both to NAV-PM position both to NAV-“NAV selected”“NAV selected” •Limit bank angle to 15 degrees until VREF +15*, or minimum Limit bank angle to 15 degrees until VREF +15*, or minimum maneuver speedmaneuver speed•““Go-around thrust, (TO/GA), Flaps 1, Landing gear up”Go-around thrust, (TO/GA), Flaps 1, Landing gear up”•Retract the speedbrakeRetract the speedbrake

Attain Vref 15+ 5Attain Vref 15+ 5

Climb at Vref 15 + 5* toClimb at Vref 15 + 5* to1000’ AAE1000’ AAE

At 1000’ AGLAt 1000’ AGL•Level off, Level off, “Altitude hold”“Altitude hold” on MCP-have PM select it on MCP-have PM select it•Retract flaps on schedule, (MCP to MASI UP/210)Retract flaps on schedule, (MCP to MASI UP/210)•MASI 1 or 190 – MASI 1 or 190 – “Flaps up”“Flaps up” (minimum Vref 15 + 15) (minimum Vref 15 + 15)•Autopilot may be re-engaged @ 1000’AGL(recommended)Autopilot may be re-engaged @ 1000’AGL(recommended)•““MASI UP/210, level change, max continuous thrust”MASI UP/210, level change, max continuous thrust”•PM selects legs page & monitorsPM selects legs page & monitors•PM selects appropriate MCP altitudes as requiredPM selects appropriate MCP altitudes as required

Continue climb Continue climb as requiredas required


•Use MASI display is available for flap retraction and maneuvering speeds.Use MASI display is available for flap retraction and maneuvering speeds.•(-300/500) For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.(-300/500) For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.• *Vref ICE + 5 (-300/500 N/A).*Vref ICE + 5 (-300/500 N/A).

Set MAX continuous thrustSet MAX continuous thrust•When flaps are up & MASI UP/210When flaps are up & MASI UP/210 has been obtainedhas been obtained

MASI UP/210 to 3000’MASI UP/210 to 3000’

Cargo Bay FireCargo Bay Fire

FWD AFT

ARM

•Cargo fire arm switch (FWD / AFT as appropriate)Cargo fire arm switch (FWD / AFT as appropriate) PushPush•Cargo fire discharge switchCargo fire discharge switch Push & hold 1 secPush & hold 1 sec•Recirculation fan switchRecirculation fan switch OffOff•Right pack switchRight pack switch OffOff•Land immediately at the nearest suitable airportLand immediately at the nearest suitable airport

•A fire warning is annunciated if at least one detector in each loop (A & B) detect smoke.A fire warning is annunciated if at least one detector in each loop (A & B) detect smoke.•If power is failed in one loop (A or B) and at least one detector in the remaining loop detects smoke.If power is failed in one loop (A or B) and at least one detector in the remaining loop detects smoke.•The forward and aft cargo compartments have photo-electric smoke detectors. The forward and aft cargo compartments have photo-electric smoke detectors. •The forward cargo compartment has four detectors mounted in the ceiling, while the aft has six. The forward cargo compartment has four detectors mounted in the ceiling, while the aft has six. •The smoke detectors in each cargo bay normally operate in a dualThe smoke detectors in each cargo bay normally operate in a dual loop configuration in that loop configuration in that both loopsboth loops must sense smoke to alert. must sense smoke to alert. •There is only one fire bottle on the -700 system.There is only one fire bottle on the -700 system.

FIREWARN

BELL CUTOUT

-700-700

Ice and RainIce and Rain

Holding in icing conditions with flaps extended is prohibitedHolding in icing conditions with flaps extended is prohibited

(-300/500 N/A)(-300/500 N/A)

Non Precision Approach-One Non Precision Approach-One Engine Inoperative Engine Inoperative

FOM 11.2.13

DownwindDownwind•MASI UP/210 knots/cleanMASI UP/210 knots/clean•N1 75%N1 75%•A/P CMD, HDG selectA/P CMD, HDG select•F/D’s onF/D’s on•Expedite your approach briefExpedite your approach brief

Base Leg or Procedure Turn OutboundBase Leg or Procedure Turn Outbound•““Flaps 5”Flaps 5”, 180 knots, N1 78% (5 nm from FAF) , 180 knots, N1 78% (5 nm from FAF) •Use 30 degrees angle of bank in the patternUse 30 degrees angle of bank in the pattern* * •Set 15 degrees angle of bank on the MCP for the Set 15 degrees angle of bank on the MCP for the missed approach when on the final approach coursemissed approach when on the final approach course

•““Cleared for approach”Cleared for approach” or procedure turn inbound-select VOR/LOC mode or procedure turn inbound-select VOR/LOC mode•““Localizer captured or VOR captured”Localizer captured or VOR captured”


At or before FAFAt or before FAF•““Landing gear down, flaps 15” Landing gear down, flaps 15” •““One engine inop landing checklist”One engine inop landing checklist”•Final approach speed - Final approach speed - no later than 1000’ above TDZEno later than 1000’ above TDZE•Zero rudder trim prior to landingZero rudder trim prior to landing•Set MDA into MCPSet MDA into MCP

After FAFAfter FAF•Rate of descent Rate of descent 1200 fpm max until 1000 above TDZE1200 fpm max until 1000 above TDZE 1000 fpm within 1000 above TDZE1000 fpm within 1000 above TDZE•N1 65%, descend to MDAN1 65%, descend to MDA•Caution for step-down altitudesCaution for step-down altitudes•Monitor level off Monitor level off •Select ALT hold if requiredSelect ALT hold if required

Go-around/Go-around/MissedMissedApproachApproach


<1000/3 FO flies a company procedures NP approach<1000/3 FO flies a company procedures NP approach Captain landsCaptain lands


•““FAF, crossing altitude”FAF, crossing altitude”•TimeTime

Touchdown Touchdown target 1000’target 1000’

5227’ @ SLC5227’ @ SLCVOR 16LVOR 16L

MAPMAP


•Use MASI display for maneuvering speeds and flap extension.Use MASI display for maneuvering speeds and flap extension.(-300/500) Use maneuvering and flap extension schedule speeds. For flap retraction speeds, add 10 knots above 117,000 lbs gross weight. (-300/500) Use maneuvering and flap extension schedule speeds. For flap retraction speeds, add 10 knots above 117,000 lbs gross weight. *Caution: if the slip/skid indicator is not centered and the autopilot is engaged with heading select, the autopilot will not roll out on the *Caution: if the slip/skid indicator is not centered and the autopilot is engaged with heading select, the autopilot will not roll out on the desireddesired heading for base or final approach course vectors.heading for base or final approach course vectors.


FOM 11.2.11

•Set Set “Go-around thrust”“Go-around thrust”•““Flaps 1”Flaps 1” •Rotate to approximately 15 degrees nose upRotate to approximately 15 degrees nose up•Select Select “TO/GA” “TO/GA” if appropriateif appropriate•Positive rate of climb Positive rate of climb “Landing gear up”“Landing gear up”•Autopilot disengageAutopilot disengage•(-300/500) For LNAV-immediately after gear is up(-300/500) For LNAV-immediately after gear is up PM position both to NAV-PM position both to NAV-“NAV selected”“NAV selected” •Limit bank angle to 15 degrees until VREF +15*, or minimum Limit bank angle to 15 degrees until VREF +15*, or minimum maneuver speedmaneuver speed•““Go-around thrust, (TO/GA), Flaps 1, Landing gear up”Go-around thrust, (TO/GA), Flaps 1, Landing gear up”•Retract the speedbrakeRetract the speedbrake









Cabin / Lavatory FireCabin / Lavatory FireSmoke / Fire / Fumes in the Smoke / Fire / Fumes in the

CockpitCockpit

•Oxygen masks & regulatorsOxygen masks & regulators On/100%On/100%•Smoke goggles (if required)Smoke goggles (if required) OnOn

Finish the QRH….Finish the QRH….

Manual Reversion Landing or Manual Reversion Landing or Hydraulic System B Inoperative Hydraulic System B Inoperative

LandingLanding

FOM 11.2.14FOM 11.2.14

Downwind Downwind •Flaps 15Flaps 15•Landing gear downLanding gear down•150 knots150 knots•Non-normal landing checklist completeNon-normal landing checklist complete

VOR or ILSVOR or ILS•““Localizer captured”Localizer captured”




PLAN AHEADPLAN AHEADIt may be impossible to It may be impossible to proceed to an alternate airportproceed to an alternate airportonce the gear and the LED’sonce the gear and the LED’sare extendedare extended

Manual reversion landingManual reversion landing•Moderate brakingModerate braking•Accumulator onlyAccumulator only•Do not pump brakesDo not pump brakes•Stop on the runwayStop on the runway•Do not taxiDo not taxi

““Glideslope captured”Glideslope captured”Missed approachMissed approach•““Go-around thrust” Go-around thrust” slowly & smoothlyslowly & smoothly•““Flaps 1”Flaps 1”•Maintain Vref 15 + 5Maintain Vref 15 + 5•210 knots max210 knots max

•Have the PM make all switch movementsHave the PM make all switch movements

Descent rate willDescent rate willbe higher than normalbe higher than normal


Final approach speedFinal approach speed

•Use MASI display for maneuvering speeds and flap extension.Use MASI display for maneuvering speeds and flap extension.•(-300/500) Use maneuvering and flap extension schedule speeds. (-300/500) Use maneuvering and flap extension schedule speeds. •(-300/500) For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.(-300/500) For flap retraction speeds, add 10 knots above 117,000 lbs gross weight.•QRH J-9: Hydraulic system–B failure.QRH J-9: Hydraulic system–B failure.

APU LimitationsAPU Limitations

-700-700 -300/500-300/500

Max Altitude for Operation 41,000’ Max Altitude for Operation 41,000’ 35,000’ 35,000’

Max Altitude Electric Only 41,000’ Max Altitude Electric Only 41,000’ 35,000’ 35,000’

Max Altitude Bleed Air Only 17,000’ Max Altitude Bleed Air Only 17,000’

Max Altitude Bleed Air & Electric 10,000’Max Altitude Bleed Air & Electric 10,000’

APU FireAPU FireDISCH

APU

•Fire warning switchFire warning switch Pull, rotate & hold 1 secPull, rotate & hold 1 sec•APU switchAPU switch OffOff

APU fire warning light extinguishedAPU fire warning light extinguishedIf in-flightIf in-flight•Land at the nearest suitable airportLand at the nearest suitable airport

APU fire warning light still illuminatedAPU fire warning light still illuminatedIf in-flightIf in-flight•Land at the nearest suitable airportLand at the nearest suitable airport

If on the groundIf on the ground•Standby Power SwitchStandby Power Switch BATBAT•If required, refer to the passenger evacuation checklistIf required, refer to the passenger evacuation checklist

FIREWARN

BELL CUTOUT

Fuel SystemFuel System• Max Fuel Tank Temperature +49°C. Max Fuel Tank Temperature +49°C. • Min Fuel Tank Temperature -37°C. Min Fuel Tank Temperature -37°C. • Fuel Distribution: Main tanks should be scheduled to be full if the center tank quantity is greater than 1000 pounds, Fuel Distribution: Main tanks should be scheduled to be full if the center tank quantity is greater than 1000 pounds,

use center tank to depletion followed by wing tank fuel.use center tank to depletion followed by wing tank fuel.• Fuel crossfeed valve must be closed for takeoff and landing. (-300/500 N/A)Fuel crossfeed valve must be closed for takeoff and landing. (-300/500 N/A)• For ground operation, center tank fuel pump switches must not be positioned to ON unless the center tank fuel For ground operation, center tank fuel pump switches must not be positioned to ON unless the center tank fuel

quantity exceeds 1,000 pounds, except when defueling or transferring fuel. quantity exceeds 1,000 pounds, except when defueling or transferring fuel. • Center tank fuel pump switches must be positioned to OFF when both center tank fuel pump low pressure lights Center tank fuel pump switches must be positioned to OFF when both center tank fuel pump low pressure lights

illuminate.illuminate.• Note: The limitation does not change the existing normal procedure to turn the center tank fuel pump switches to Note: The limitation does not change the existing normal procedure to turn the center tank fuel pump switches to

OFF at the first indication of low pressure from either pump.OFF at the first indication of low pressure from either pump.• Center tank fuel pumps must not be ON unless personnel are available on the flight deck to monitor low pressure Center tank fuel pumps must not be ON unless personnel are available on the flight deck to monitor low pressure

lights.lights.• (-700) Center Tank Fuel Limitations:(-700) Center Tank Fuel Limitations: (AD 2002-19-52 and 2002-24-51) (AD 2002-19-52 and 2002-24-51)• At all times:At all times: The fuel pumps switches must be positioned OFF at the first indication of fuel pump low pressure. The fuel pumps switches must be positioned OFF at the first indication of fuel pump low pressure.• Takeoff & initial climb:Takeoff & initial climb: Both center tank fuel pump switches must be positioned OFF for takeoff if center tank fuel Both center tank fuel pump switches must be positioned OFF for takeoff if center tank fuel

quantity is less than 5000 pounds. When center tank fuel quantity is greater than 2000 lbs, turn on both center tank quantity is less than 5000 pounds. When center tank fuel quantity is greater than 2000 lbs, turn on both center tank fuel pump switches above 10000’ or after reducing the pitch attitude to accelerate to 250 knots or greater.fuel pump switches above 10000’ or after reducing the pitch attitude to accelerate to 250 knots or greater.

• Climb & cruise:Climb & cruise: If more than 2000 lbs of fuel remain in the center tank, both center tank fuel pump switches should If more than 2000 lbs of fuel remain in the center tank, both center tank fuel pump switches should be repositioned on. Turn one center fuel pump OFF during climb or cruise when the center tank fuel quantity be repositioned on. Turn one center fuel pump OFF during climb or cruise when the center tank fuel quantity reaches approximately 2000 lbs. Open the crossfeed valve to minimize fuel imbalance. When the MASTER reaches approximately 2000 lbs. Open the crossfeed valve to minimize fuel imbalance. When the MASTER CAUTION and FUEL system annunciator lights illuminate, turn the remaining center tank fuel pump switch OFF CAUTION and FUEL system annunciator lights illuminate, turn the remaining center tank fuel pump switch OFF without delay and close the fuel crossfeed valve. without delay and close the fuel crossfeed valve.

• Descent:Descent: Turn one center fuel pump switch OFF at the beginning of the descent if less than 3000 lbs of fuel remain Turn one center fuel pump switch OFF at the beginning of the descent if less than 3000 lbs of fuel remain in the center tank. Open the crossfeed valve to minimize fuel imbalance. When the MASTER CAUTION and FUEL in the center tank. Open the crossfeed valve to minimize fuel imbalance. When the MASTER CAUTION and FUEL system annunciator lights illuminate, turn the remaining center tank fuel pump switch OFF without delay and close system annunciator lights illuminate, turn the remaining center tank fuel pump switch OFF without delay and close the crossfeed valve. If an extended period of level flight is required prior to approach and landing, i.e., holding, and the crossfeed valve. If an extended period of level flight is required prior to approach and landing, i.e., holding, and fuel remains in the center tank, fuel remains in the center tank, a singlea single center tank fuel pump switch may be repositioned ON if both fuel pumps center tank fuel pump switch may be repositioned ON if both fuel pumps were previously turned OFF. The fuel crossfeed valve should be opened to prevent fuel imbalance. At the first were previously turned OFF. The fuel crossfeed valve should be opened to prevent fuel imbalance. At the first indication of pump low pressure, the fuel pump must immediately be turned off and the fuel crossfeed valve must indication of pump low pressure, the fuel pump must immediately be turned off and the fuel crossfeed valve must be closed. The fuel crossfeed valve must be closed for landing.be closed. The fuel crossfeed valve must be closed for landing.

Jammed Stabilizer LandingJammed Stabilizer Landing

FOM 11.2.15FOM 11.2.15

DownwindDownwindLanding gear downLanding gear down•Flaps 15Flaps 15•150 knots150 knots

VOR or ILSVOR or ILS•““VOR or Localizer captured”VOR or Localizer captured”



PLAN AHEADPLAN AHEAD•Maintain in-trim speed until start of approachMaintain in-trim speed until start of approach•Establish landing configuration earlyEstablish landing configuration early•FO assist on elevatorFO assist on elevator

““Glideslope captured”Glideslope captured”Missed approachMissed approach•Execute normal go-around procedureExecute normal go-around procedure

Complete Complete “Jammed or Restricted Flight Controls checklist”“Jammed or Restricted Flight Controls checklist”•Reduce to final approach speedReduce to final approach speed

•Use MASI display for flap maneuvering speeds.Use MASI display for flap maneuvering speeds.•(-300/500) add 10 knots above 117,000 lbs gross weight.(-300/500) add 10 knots above 117,000 lbs gross weight.

Engine Failure in Landing Engine Failure in Landing ConfigurationConfiguration

QRH B-7QRH B-7

•(-300/500) Engine shutdown, may get a CSD (-300/500) Engine shutdown, may get a CSD LOW OIL PRESSLOW OIL PRESS light as the engine speed changes. light as the engine speed changes.

•Auto brakes, if operable, will be used for landing:Auto brakes, if operable, will be used for landing:•On any runway that is not DRY (WET-GOOD, WET-FAIR, or WET-POOR)On any runway that is not DRY (WET-GOOD, WET-FAIR, or WET-POOR)•Following any Company Procedures Approach (even if flown for training)Following any Company Procedures Approach (even if flown for training)•When landing with less than Flaps 30 When landing with less than Flaps 30

•For example, single-engine landing or non-normal configurationFor example, single-engine landing or non-normal configuration

•Thrust lever advanceThrust lever advance•““Flaps 15”Flaps 15”•Airspeed Vref + 15 or Vref 15 + 5Airspeed Vref + 15 or Vref 15 + 5•Approach: continue or go-aroundApproach: continue or go-around If approach is continuedIf approach is continued

•““Engine failure in the landing configuration checklist”Engine failure in the landing configuration checklist”•Have PM do all switch movementsHave PM do all switch movements•Use the IMC mode for the HUDUse the IMC mode for the HUD•CAT I or NPCAT I or NP minimums, CA will landminimums, CA will land

If decision to go-aroundIf decision to go-around•““Go-around thrustGo-around thrust•““TO/GA”TO/GA”•““Flaps 1”Flaps 1”•““Landing gear up”Landing gear up”

Attain Vref +15Attain Vref +15Climb @ Vref +15Climb @ Vref +15

““Engine Failure”Engine Failure”May or may notMay or may nothave the cautionhave the cautionlight illuminatedlight illuminated

Add to MCPAdd to MCP

MASTER CAUTION

PUSH TO RESET

•Usually only see this profile on PT’s or LOFT’S.Usually only see this profile on PT’s or LOFT’S.


FOM 11.2.11

•Set Set “Go-around thrust”“Go-around thrust”•““Flaps 1”Flaps 1” •Rotate to approximately 15 degrees nose upRotate to approximately 15 degrees nose up•Select Select “TO/GA” “TO/GA” if appropriateif appropriate•Positive rate of climb Positive rate of climb “Landing gear up”“Landing gear up”•Autopilot disengageAutopilot disengage•(-300/500) For LNAV-immediately after gear is up(-300/500) For LNAV-immediately after gear is up PM position both to NAV-PM position both to NAV-“NAV selected”“NAV selected” •““Go-around thrust, (TO/GA), Flaps 1, Landing gear up,”Go-around thrust, (TO/GA), Flaps 1, Landing gear up,”•Retract the speedbrakeRetract the speedbrake





400’ AAE400’ AAE•PM selectsPM selects “LNAV” “LNAV”•PM verifies on FMAPM verifies on FMA




Dual Engine FailureDual Engine Failure

1. Start Switches…………………….FLT 1. Start Switches…………………….FLT

2. Start Levers……………………….Cutoff 2. Start Levers……………………….Cutoff

EGT decreasing EGT decreasing

3. Start Levers……………………….Idle3. Start Levers……………………….Idle

If EGT exceeds 950° C (930° -300/500) If EGT exceeds 950° C (930° -300/500)

4. Repeat above steps4. Repeat above steps

Engine Limit / Surge / StallEngine Limit / Surge / Stall

1.Thrust Lever…….Retard to maintain limits 1.Thrust Lever…….Retard to maintain limits If indications remain abnormal or EGT If indications remain abnormal or EGT continues to increase: continues to increase:

2. Start lever…………………Cutoff2. Start lever…………………Cutoff

Finish the QRH…..Finish the QRH…..

Note: minimum altitude of 400’ AGL, and airspeed are acceptable.Note: minimum altitude of 400’ AGL, and airspeed are acceptable.(ABQ, BOI, DEN, ELP, LAS, PHX, RNO, SLC)(ABQ, BOI, DEN, ELP, LAS, PHX, RNO, SLC)

Windshear RecoveryWindshear Recoveryon Approachon Approach

FOM 11.2.3-4FOM 11.2.3-4The weather radar automatically begins scanning for windshear when:The weather radar automatically begins scanning for windshear when:On approach-the aircraft descends below 2300’ AGL and remains on until 50 feetOn approach-the aircraft descends below 2300’ AGL and remains on until 50 feet

Emergency Thrust:Emergency Thrust: This thrust is produced when the thrust levers are advanced to the forward stopThis thrust is produced when the thrust levers are advanced to the forward stopThere are no FMC or OPC computed values for this thrust settingThere are no FMC or OPC computed values for this thrust settingIt is intended for emergency use only It is intended for emergency use only Examples: Windshear Encounters, Terrain Avoidance, or Stall RecoveriesExamples: Windshear Encounters, Terrain Avoidance, or Stall Recoveries(-300/-500): PMCs do not provide thrust limiting capability. This may allow an engine limit exceedance (-300/-500): PMCs do not provide thrust limiting capability. This may allow an engine limit exceedance and requires a logbook entryand requires a logbook entryThe following conditions are indications of windshear encounters:The following conditions are indications of windshear encounters:• • WINDSHEAR WARNINGWINDSHEAR WARNING• • Inadvertent windshear encounter or other situation resulting in unacceptable flightpath deviations Inadvertent windshear encounter or other situation resulting in unacceptable flightpath deviations

An unacceptable flightpath deviation is any uncontrolled change from normal steady state flight conditions An unacceptable flightpath deviation is any uncontrolled change from normal steady state flight conditions during a takeoff or an approach, in excess of the following:during a takeoff or an approach, in excess of the following:• • +/- 15 knots indicated airspeed+/- 15 knots indicated airspeed• • +/- 500 fpm vertical speed+/- 500 fpm vertical speed• • +/- 5 degree pitch attitude+/- 5 degree pitch attitude• • +/- 1 dot displacement from the glideslope+/- 1 dot displacement from the glideslope• • Unusual thrust lever position for a significant period of timeUnusual thrust lever position for a significant period of time

PWS AdvisoryPWS Advisory •PWS advisories provides only the icon on the radar displayPWS advisories provides only the icon on the radar display•There are no lights or aural signalsThere are no lights or aural signals•Continue the approach and monitor the windshear iconContinue the approach and monitor the windshear icon

PWS Caution PWS Caution •The PWS caution provides the icon on the radar display and the aural alert of a TWO TONE CHIME* when a windshear is detected in the caution region•Execute a missed approach•Be prepared to execute the windshear recovery procedure (next slide)•Detected windshear is not in your immediate flight path, or•In your immediate flight path but at least 1.5 nm away•PWS enabled during an approach below 1200’RA

PWS WarningPWS Warning•The PWS warning provides the icon on the radar display and the aural alert The PWS warning provides the icon on the radar display and the aural alert WINDSHEAR AHEAD, WINDSHEAR AHEADWINDSHEAR AHEAD, WINDSHEAR AHEAD (on approach) (on approach)•Execute a missed approachExecute a missed approach•Be prepared to execute the windshear recovery procedure (next slide)Be prepared to execute the windshear recovery procedure (next slide)•Detected windshear is in your immediate flight pathDetected windshear is in your immediate flight path•PWS enabled during approach below 1200’ RAPWS enabled during approach below 1200’ RA

3 NM3 NM

.5 NM.5 NM

1.5 NM1.5 NM

In flightIn flight

Warning regionWarning region

Caution regionCaution region


•PC’s have windshear on approach as a training event.PC’s have windshear on approach as a training event.•*Monitor Radar Display*Monitor Radar Display has been removed from the software. has been removed from the software.

-700 Radar Display-700 Radar Display

1. PWS ALERT active, red and black1. PWS ALERT active, red and black2. Symbol radials are amber2. Symbol radials are amber3. Caution in amber, Warning in red3. Caution in amber, Warning in red

11

2233

•Disconnect the A/PDisconnect the A/P•Press either TO/GA switchPress either TO/GA switch “TO/GA” “TO/GA”•Aggressively apply Aggressively apply “Emergency Thrust” “Emergency Thrust” (when in actual windshear)(when in actual windshear)•Simultaneously roll wings level and rotate to an initial pitch of 15Simultaneously roll wings level and rotate to an initial pitch of 15•Retract speedbrake if extendedRetract speedbrake if extended•Follow FD guidanceFollow FD guidance

““Go-around,Go-around, windshear ahead, windshear ahead”windshear ahead, windshear ahead”

If terrain contact is still a threatIf terrain contact is still a threat•Continue rotation up to the pitch limit indicatorContinue rotation up to the pitch limit indicator•Respect the stick shaker or initial buffetRespect the stick shaker or initial buffet

When wind shear is no longer a factorWhen wind shear is no longer a factor•Gear & flap retraction may be changedGear & flap retraction may be changed•Slowly decrease pitch attitude and accelerateSlowly decrease pitch attitude and accelerate

•Have to select TO/GA on the missed Have to select TO/GA on the missed approach in order to get the solid W/S approach in order to get the solid W/S cue on the HGScue on the HGS•Fly the flight path symbol on to the Fly the flight path symbol on to the W/S symbol W/S symbol (may be in & out of stick shaker)(may be in & out of stick shaker)

•Note: For training, tell the check airman when you would execute the windshear recovery procedure from the previous slide.Note: For training, tell the check airman when you would execute the windshear recovery procedure from the previous slide.•For training, continue on the glideslope and perform the maneuver on this slide when in actual windshear conditions, or as briefed.For training, continue on the glideslope and perform the maneuver on this slide when in actual windshear conditions, or as briefed.•On-Line: If you get a On-Line: If you get a PWS CAUTION (Two-Tone Chime)PWS CAUTION (Two-Tone Chime) or or PWS WARNING (Go-around, Windshear Ahead, Windshear Ahead)PWS WARNING (Go-around, Windshear Ahead, Windshear Ahead)::

•Execute a missed approach.Execute a missed approach.•Be prepared to execute the windshear recovery procedure.Be prepared to execute the windshear recovery procedure.

If terrain contact is imminent or If terrain contact is imminent or “pull up” “pull up” terrain or obstacle warning is receivedterrain or obstacle warning is received

•Disconnect the A/P if engagedDisconnect the A/P if engaged•Aggressively apply Aggressively apply “Emergency Thrust”“Emergency Thrust”•Simultaneously roll wings level and rotate to an initial pitch of 20 degrees*Simultaneously roll wings level and rotate to an initial pitch of 20 degrees*•Retract speedbrakes if extendedRetract speedbrakes if extended•If terrain contact is still a threat, continue rotation up to the pitch limit indicatorIf terrain contact is still a threat, continue rotation up to the pitch limit indicator•Respect the stick shaker or initial buffetRespect the stick shaker or initial buffet•When terrain contact is no longer a factor (monitor RADALT and/or EGPWS display When terrain contact is no longer a factor (monitor RADALT and/or EGPWS display for sustained or increasing terrain separation)for sustained or increasing terrain separation)•Gear and flap configuration may be changedGear and flap configuration may be changed•Slowly decrease pitch attitude and accelerateSlowly decrease pitch attitude and accelerate

““Pull up”Pull up”““Terrain, Terrain, pull up”Terrain, Terrain, pull up”““Obstacle, Obstacle, pull Obstacle, Obstacle, pull up”up”

*Note: Do not use FD commands.*Note: Do not use FD commands. Day or night profile.Day or night profile.

•20 to 30 seconds from projected impact with terrain 20 to 30 seconds from projected impact with terrain •Shown as solid red on the radar displayShown as solid red on the radar display

Engine Tailpipe FireEngine Tailpipe Fire

•GroundGround Notify (firefighting assistance)Notify (firefighting assistance)•Start lever (affected engine)Start lever (affected engine)CutoffCutoff•Pack switchesPack switches OffOff•Isolation valve switchIsolation valve switch AutoAuto•Engine bleed switches Engine bleed switches Confirm onConfirm on•APU bleed switch (if APU operating)APU bleed switch (if APU operating) OnOn

After N2 is below 20%After N2 is below 20%•Start switch (affected engine)Start switch (affected engine) GrdGrd

When advised fire is extinguishedWhen advised fire is extinguished•Start switch (affected engine)Start switch (affected engine) OffOff•Flight attendantsFlight attendants Inform (evacuate, if required)Inform (evacuate, if required)

Finish the QRH, evacuation checklist is on the control columnFinish the QRH, evacuation checklist is on the control column

Memory ItemsMemory Items

• A tripped circuit breaker may only be reset once. Allow A tripped circuit breaker may only be reset once. Allow approximately 2 minutes for cooling before resetting. An in-approximately 2 minutes for cooling before resetting. An in-flight reset should only be accomplished, if in the judgment of flight reset should only be accomplished, if in the judgment of the Captain, regaining use of that system is critical to the safe the Captain, regaining use of that system is critical to the safe conduct of the flightconduct of the flight

• Flight crews will not reset tripped fuel quantity indicator, fuel Flight crews will not reset tripped fuel quantity indicator, fuel pump, or fuel pump control circuit breakerspump, or fuel pump control circuit breakers

• Flight crews must immediately respond to TCAS information Flight crews must immediately respond to TCAS information (both TA’s and RA’s) by using the TCAS (Traffic Avoidance) (both TA’s and RA’s) by using the TCAS (Traffic Avoidance) guidelines located in the guidelines located in the “Non-normal Operations: Maneuvers “Non-normal Operations: Maneuvers and Profiles.”and Profiles.”

• Pilots are authorized to deviate from an ATC clearance to the Pilots are authorized to deviate from an ATC clearance to the extent necessary to comply with the TCAS II Resolution extent necessary to comply with the TCAS II Resolution Advisory (RA)Advisory (RA)

RadarRadarDo not operate the weather radar:Do not operate the weather radar:

• During FuelingDuring Fueling• Near Fuel SpillsNear Fuel Spills• Or People Or People

Passenger EvacuationPassenger EvacuationControl Column or QRH E-7Control Column or QRH E-7

•Aircraft (if on fire) (Capt)Aircraft (if on fire) (Capt) Position, Fire DownwindPosition, Fire Downwind•Flap Lever (FO) Flap Lever (FO) 4040•Standby Power Switch (FO)Standby Power Switch (FO) BATBAT•Pressurization Mode (FO)Pressurization Mode (FO) MANMAN•Outflow Valve (FO)Outflow Valve (FO) OpenOpen•Parking Brake (Capt)Parking Brake (Capt) SetSet•Speed Brake (Capt)Speed Brake (Capt) DownDown•Start Levers (Capt) Start Levers (Capt) (Flaps 40 1st)(Flaps 40 1st) CUTOFFCUTOFF•Evacuation (Capt)Evacuation (Capt) “Evacuate or Remain Seated”“Evacuate or Remain Seated” Order Or CancelOrder Or Cancel•Tower/Ground Personnel (FO)Tower/Ground Personnel (FO) NotifyNotify•Engine & APU Fire Warning Switches (Capt)Engine & APU Fire Warning Switches (Capt) PullPull•Lighted Fire Warning Switches (Capt)Lighted Fire Warning Switches (Capt) RotateRotate•Battery Switch Battery Switch (last pilot to leave)(last pilot to leave) OFFOFF•Standby Power Switch Standby Power Switch (last pilot to leave)(last pilot to leave) OFFOFF

““Passenger Evacuation Checklist Complete”Passenger Evacuation Checklist Complete”

•Control column checklist from Boeing does not assign the Captain and First Officer checklist items as the QRH does.Control column checklist from Boeing does not assign the Captain and First Officer checklist items as the QRH does.

In All Situations Maintain Aircraft ControlMaintain Aircraft Control Analyze the problemAnalyze the...

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