Boeing 737 Captain / First Officer Quick Reference Card (QRC) # 1

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INTRODUCTION
DISCLAIMER The QRC (Quick Reference Card) is a best effort
summary of many need to know L-CAL 737 Flight Manual and
Operations Manual items (certainly not everything, and not
perfect)! If you see needed corrections, please let me know!
The QRC is for training purposes only and as always, the LCAL 737 FM and L-CAL FOM are the absolute final word. QRCs
with older print dates (see date above) may have erroneous
information, and should be destroyed. You are responsible to
insure that you have the latest version (periodically check for
latest date at web site below)! Legacy CAL, legacy UAL or the
FAA do not endorse the QRC.
REPRINTS The QRC is free as a service to my fellow New
United 737 pilots! It is a continuation of Bruce Spragues (now
retired) QRC version. Please e-mail comments / updates to:
[email protected]
You can download the latest QRC from this web site:
www.brucesprague.com/qrc
I also recommend Bill Bulfers excellent 737 Cockpit
Companion and his FMC User's Guide. You can contact Bill at:
[email protected]
www.cockpitcompanion.com
Have a safe flight, and a good simulator MV / LOE
Capt. Tony Kohlmann - B737 IAH
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CHECKRIDE HINTS
VVM: Verbalize, Verify, Monitor
Use CRM! Call for QRH! On LOE: brief FAs, fill out logbook
Carry Section 1 (Limitations) and Section 5 (P&P)
Go slow, rotate slow (TO and MA), configure early
Tip: "nail" the ADI pitch, and constantly check it.
FMC Setup: before each takeoff, update:
- PERF INIT Page: ZFW, Temp, etc.
- ROUTE Page: ex: KIAH to KIAH
WBBBBI: Weather, Build, Bug, Brake, Brief, In-range

PREFLIGHT
DEPARTURE BRIEFING (see Briefing Card)
ALTERNATES I STRONGLY SUGGEST TO REVIEW:
(L-CAL FOM Quick Reference Guide p. 3 and 4.20.2)
Need destination alternate if: Forecast 1 hr. ETA,
destination below 2000 or 3 miles (gouge 123).
For 1-1-3 and 1-1-2 rules, refer to:
L-CAL FOM 4.20.3 (EXEMPTION 8653) st
Need 2 alternates if: Destination and 1 alternate are
Marginal (Dest: <400/1mi - Alt: <600/2mi)
Alternate Minimums: HAT/HAA plus 400 and Cat I + 1 mile
(Or if 2 Rwys/2 Approaches: +200 and +1/2 mile)
IF diverting to alternate, then regular landing minimums
apply, and no alternate for the alternate is required
IF stronger headwinds cause you to fly into your Alt / Res
fuel, you do not have to make an unscheduled fuel stop
This is Dispatch requirement only.
IF en-route & destination weather goes down that would
require an alternate, you may continue on if both
Captain and Dispatcher consider it safe.
Call dispatcher en-route if need to divert; he has now
time data on weather, airports, and traffic situation
OpSpec C067 (FOM 4.20.5) Flight may be dispatched w/o
alternate if: - Destination forecast weather @ ETA to be at or
above landing minimums and two hour fuel reserve added.
CHECKS / INSPECTIONS: (L-CAL 737 FM Ch. 3)
FLIGHT DECK SAFETY INSPECTION (p.3.20.2)
ESTABLISH ELECTRICAL POWER (p. 3.20.3)
FLIGHT DECK INSPECTION (p. 3.20.6)
EXTERIOR INSPECTION (p.3.20.7)
PREFLIGHT FLOWS AND CHECKS (p. 3.20.15 3.20.45)
PREFLIGHT CHECKLIST (p. 3.20.46)
FLIGHT PERFORMANCE: (L-CAL 737 FM Sec. 5 and
L-CAL FOM Chap. 8)
Accuload: Anytime there is a disagreement between the actual
passenger count and the ACCULOAD, request a new
ACCULOAD.
Assumed temp. speeds & trim are valid if pax count is correct.
PAX weights are Summer = 190; Winter = 195 and compare to
MGTOW
Automated Runway Analysis Data:
- always shows data with bleeds off; if going with
bleeds on, you must add the weight penalty!
- -700 = 4000#; -800 = 5100#; -900 = 5000#
- to figure an assumed temp, enter with actual
GTOW (add weight penalty if bleeds are on).
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TAXI
ENGINE START:
High altitude starts: allow engines to motor to 31% N2 prior to
moving start lever to idle detent (-7/-8/-9)=8400)
starter cutout at 56% N2 for NG
starter duty cycle:
2 min on, at least 10 seconds OFF between start attempts.
For extended engine motoring refer to:
L-CAL FM Sec. 1 Page 1.30.8
Key start events: starter valve OPEN, N2, N1, OIL PSI rising,
FF, EGT (within 10 sec.; hot 725C), starter cutout, OIL PSI by
idle.
ENGINE START MALFUNCTIONS: (except for start valve) call for QRH
- before start lever to Idle: start switch OFF
- after start lever to Idle:
- before starter cutout: cutoff, motor for 60 secs
- after starter cutout: cutoff, N2 below 20%, then motor for 60 s.

ENGINE / APU FIRE ON GROUND

(See QRH FIRE PROTECTION Tab),
When you are ready to taxi = flash taxi light once
2 min for engine to stabilize before takeoff or
5 min (if not flown in past 5 hours)
EQUIPMENT MALFUNCTION AFTER BLOCK OUT:
Refer to MEL (see MEL temp. rev. and CDL) (see L-CAL FOM
Chapter. 5)
MEL: Minimum Equipment List
- P code = performance penalty
- M code = Maintenance procedure; crew may
position CB's or switches
- O code = Operation procedure
- use "system" number to find in MEL (ex: GPWS = 34-26)
CDL: Configuration Deviation List
- additional limitations with secondary airframe and
engine parts missing; penalties are cumulative.
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TAKEOFF
RUNWAY VERIFICATION / ALIGNMENT PROCEDURE
The runway alignment check meets the requirements of an FMC
accuracy check
LOW VIS TAKEOFFS / ALTERNATE: (L-CAL FOM QRG p.3)
See LOW VIS takeoff minimums on Jepp plate 10-9A
No lower than 500 RVR
Need T/O Alternate IF:
- Departure field below landing minimums. Based on
"tower" report of vis. or RVR. (L-CAL FOM 4.20.1 / 2)
- must be within 400nm.
Minimum for alternate = same as regular alternate
NO REDUCED THRUST WHEN: (L-CAL 737 FM 4.10.7)
Anti-skid inop, suspected wind shear, snow, slush, standing
water penalty applied, either engine in ALT EEC mode,
PMC inoperative, tailwind > 10k, FMC inoperative.
when using assumed temp, throttles are set to reduced thrust
the bugs will always show maximum thrust.
ORDER OF TAKEOFF BUGS: (L-CAL 737 FM 3.60.6)
5 bugs: from accuload or QRH or [FMC] (-7, -8, -9, -9ER)
V1 [1] (Go / No Go, call "V1" at 5K before bug;
VR [R] ("ROTATE"; normally double bug)
V2 [orange bug]
V2 + 15 [white bug]
VM Flaps 0 [UP] ("clean maneuvering speed bug")
(Vref40+70 on PFD/ND displays)
for "Improved Climb Performance", V1, VR, and V2 are
increased and you set them on bugs.- not authorized IF:
Anti-skid inop. or Snow, slush standing water penalty applied.
when flying below VM Flaps 0, flaps should be used, with the
following "recommended" after takeoff maneuvering speeds
[FMC -7, -8, -9, -9ER]:
[UP] VM 0 (VREF 40 + 70)
[ 1 ] VM 1 (VREF 40 + 50)
[ 5 ] VM 5 (VREF 40 + 30)
[10 ] VM10(VREF 40 + 30)
[15 ] VM15(VREF 40 + 20)
VNAV may be selected on the ground prior to TOGA activation.
Note: L2 entries, and/or the selection of VNAV, cannot be made
until all entries are made into the PERF INIT page. When arming
VNAV for takeoff, it may be necessary to adjust the EO ACCEL
HT to comply with non-standard Engine Out acceleration
altitudes. Normally, Engine Out acceleration after an engine
failure occurs at 800 ft. AGL. If obstacle clearance require nonstandard altitudes, they will be noted on the 10-7 page or in the
RMKS section of Accuload. Pilots are required to adjust the EO
ACCEL HT on TAKEOFF REF page 2/2 LSK 4R
Max tailwind 10k up to 15k provided actual tailwind component
does not exceed value authorized by Accuload Pilot Weight
Manifest. Runway is clear and dry. Antiskid and thrust reversers
are fully operational. Max takeoff rated thrust is used. Auto
spoilers are used. (L-CAL 737 FM Chap. 1.20.2 and 1.20.6)
Max recommended crosswind 34/33k dry / 25/25k wet runway
/ 15/15k standing Water/slush / 25/25k Snow-No Melting.
(737 FM Chap. 1.20.5)
exterior lights when "cleared to line up and wait".
stabilize to 40% 5% and TOGA (SET THRUST)
"CHECK THRUST", "THRUST SET xx %N1"
call "100 kts, V1 (call 5kts before), Rotate, Pos Rate, Gear Up"
- concentrate on "100 knot" call (reject now only for "Engine
Failure or Fire Warning"), and "V1" call (committed; do V1 cut if
"Engine Failure").
- rotate at 3/sec, 15 pitch, maintain V2 + 20k (25k if light)
- rotate S L O W by visually looking at end of runway
(if V1cut, this will help guide you to keep runway heading!)
- 30 bank if V2 + 15 [white bug] or greater
- if reduced thrust, push throttles up to bugs.
At 400', Heading should engage if VNAV was selected on the
ground (no call is necessary to enhance quiet Cockpit)
- try to delay turns until 400' AGL (50' minimum for:
obstacles, engine out, noise abatement, adverse conditions)
At 1000', 10 pitch, V2 + 15 and accelerating:
- call " Flaps 1 (or 5)
- must have desired speed preset in "TGT SPD Climb page, L2
At 3000', call VNAV (if not selected on the ground)
OR, if VNAV is not available or not desired:
- "LVL CHG, Set Clean Maneuvering Speed, Flaps 1 (or 5)
At 10000' or when cleared by ATC select "ECON
CLIMB" when ready to accelerate.
- next flap retractions at the fixed maneuvering speeds.
- call "Flaps [UP]; After Takeoff Check", climb at VM 0 [UP],
turn A/P on (above 800)
- for flaps 1 takeoff, retract at fixed speeds and accelerating
- hold VM Flaps 0 to 3000 AFE
NADP-1 Noise Abatement: (a.k.a. ICAO-A)
(if not preset in climb page)
at 1500': "LVL CHG"
at 3000': " Set Clean Maneuvering Speed, Flaps 5 or 1"

February 24, 2014

REJECTED TAKEOFF:
Below 100k (any fire warning, smoke, failures, configuration,
wind shear, etc.)
After 100k only for Engine Failure, Unsafe for Flight OR
Fire Warning.
Captain calls "CONTINUE or REJECT"; and accomplishes:
1)close thrust levers, 2)disconnect autothrottle, 3)use RTO
autobrakes (if available), 4)raise speedbrake lever, 5)apply
maximum Reverse Thrust.
Stay on runway, hold brakes (unless evacuation is necessary,
then set brakes), and run checklists.
F/O call Tower, and PA to "remain seated"
Call for REJECTED TAKEOFF Checklist
consider brake cooling?, engine fire?, evacuation? (see signals),
fill out Irregular Operations Report (IOR) (L-CAL FOM 12.30.1)
ENGINE FAILURE AFTER V1:
ENGINE FAILURE, maintain track (rudder), slow pitch up to
13, gear up, silence bell, V2 [orange bug] to V2 +20k
At 400': "HDG SEL", maintain heading, radio call, place
5 units of rudder trim towards good engine
At 800': SET CLEAN MANEUVERING SPEED.
(if on FIRE, run ENGINE FIRE CHECK LIST)
At Vm raise flaps, SET MAX CONTINIOUS THRUST,
call for ENGINE FAILURE OR SHUTDOWN PROCEDURES
DAMAGE OR SEPARATION checklist after set clean
maneuvering speed, and bring flaps up 15 bank until V2+15)
Declare EMERGENCY, sq. 7700, balance fuel, give FA
T-E-S-T, call company, get Wx, call for ONE ENGINE
INOPERATIVE LANDING PROCEDURE checklist,
Consider restarting failed engine?
Failure in turn:
YOKE first, then RUDDER, go to 800', etc.
WINDSHEAR: (L-CAL 737 FM 4.10.31 and L-CAL FOM 7.10.6)
Enhancements / Reactive = windshear on Grnd. Prox. test
Predictive = windshear ahead on radar test
At Airports w/o Terminal Doppler Weather Radar(TDWR) or
Weather System Processor (WSP)
Setup: delay 30 mins. (>15k & increasing);
delay 15 mins. (<15k & decreasing),
use longest runway, flaps 5, full thrust, Flight Directors on,
use higher VR of RLL weight (L-CAL 737 FM 4.10.32)
VNAV should NOT be armed on GND in Wind shear conditions.
TOGA must be pressed a second time passing 400ft. AGL to
regain appropriate guidance in the event VNAV was engaged.
Windshear Escape:MAX THRUST, STOW SPEEDBRAKE,
TOGA (do below 2000 RA); follow FD pitch; no trim, no config.
changes; call radar altimeter Sink Rate.
- if Altitude Acquire, TOGA will go off, you must select again!
Windshear Gouge: (alerts)
- Windshear ahead = avoid, go around (trim and clean up)
- IN Windshear = (no trim or configuration change)
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ENROUTE
FMC/CDU:
DIR INTC: "DIR INTC", then waypoint to R6
(NG: waypoint to L1, then enter "INTC CRS")
INTC CRS always type inbound course, not radial
DNTKFX: set up on FIX page; non EFIS only works this
side of fix; EFIS can define either way: IAH/15 or IAH/-15
ENTERING SPEED AND ALTITUDE:
- can define speed and altitude (ex: 250/100)
- can define speed only (ex: 250/)
- can define altitude only (ex: 100)
- can define "at or above" alt (ex: 100A)
- can define at or below alt (ex: 100B)
FPA, V/B, V/S, VERT DEV (on Descent Page):
- FPA = actual flight path angle (should be = or steeper than V/B)
- V/B = computed angle (vertical bearing to meet 3R crossing)
- V/S = required vertical speed to achieve the displayed V/B
- VERT DEV = present deviation from computed vertical path
(For EFIS / NG aircraft: LNAV must be engaged for this to be correct!)

MISC:
C to F: double C minus 10% + 32 (if above 0) or
- 32 (if below 0) ex: 18C = 36 - 4 + 32 = 64F
Crew Oxygen:
- Over FL250 to 410: one pilot wear unless 2 pilots in seat
- Cabin altitude over 10,000': both pilots wear mask
IFR Altitudes RVSM:
- West = Even + 2k = 180, 200, 220320, 340, 360, etc.
- East = Odd + 2k = 190, 210, 230....330, 350, 370, etc.
DIVERSIONS: to change destination station.
FMC RTE page / ACT RTE page1/3 ACARS / INFLIGHT / DIVERSION page
Be sure to figure "bingo fuel" to start diversion!
B urn A lternate R eserve
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EMERGENCIES
GENERAL: (L-CAL FM Sec. 2 & L-CAL FOM Chapter 2)
IF possible: F/O fly on A/P, Captain resolve problem.
Declare an emergency IF: Engine loss, standby power
approach, priority handling required, if about to break a FAR,
etc. Give: Reason, Fuel (in minutes, ex.: 17.3 = 173 minutes),
Souls Onboard Sq. 7700
Notify Company and FA of emergency see
EMERGENCY SIGNALS next page.
Irregular Operations Report (IOR)(L-CAL FOM 12.30.1)
On any problems, always call for QRH

FLIGHT DECK DOOR EMRG ENTRY ACTIVE

(Jamco Flight Deck Door)
Flight Deck Door HARD LOCK Switch PUSH

AUTOMATIC UNLOCK
(Boeing Flight Deck Door)

FLT DK DOOR lock selector Rotate to DENY

and hold for 1 second

Boeing 737 Captain / First Officer Quick Reference Card (QRC) # 2

CABIN ALTITUDE WARNING HORN / LIGHT IN
FLIGHT OR RAPID DEPRESSURIZATION /
EMERGENCY DESCENT

VISIBILITY: (L-CAL FOM Chapter 6-10-1)

IF Emergency Descent (damage? smooth air?):

PA O2, RAPID DESCENT, call ATC
Descent gouge: PA, FLT, Spin, Spin, Pull, Pull
(Make PA. Ignition FLT, spin MCP to 10M or MEA, V/S spin,
pull throttles, pull speed brakes, LVL CHG at barber pole)

Use CAT-C (use CAT-D for circle) for correct Category

check (Limitations 1.20.1)
All approaches based on visibility, ceiling is advisory.
- there are different minimums if TDZ, CL, or ALS are inop!
Must have visibility to start approach. If visibility goes
below minimums after FAS, continue to DA (for NP to MAP).
RVR: reported only if 6000 or less or prevailing visibility
11/2 mile or less. Otherwise, ask for it.
Current visibility governs:
ex: "RVR 2400, variable 1100" = you are OK to land
For circle US TERPS: Use the higher of category D minimums
or 100ft and 3sm. (L-CAL FOM 6.100.3 Navigation)

LOSS OF THRUST IN BOTH ENGINES /////////////

GENERAL APPROACH GUIDELINES:

Engine Start Switches (Both) ... FLT

Engine Start Levers (Both) .. CUTOFF
When EGT Decreases: (EGT 3-5 secs),
Engine Start Levers (Both) ... IDLE DETEND
Notes:
Really have dual engine flameout?...OR loss of 2 Generators!!
N1 and EGT gauges spool down, "Low Oil PSI" lights up
If in doubt, push thrust levers up to see if you get response!

Missed approach; eng inop missed; non-normal / inop equip;

terrain, transition level; 10-7 and 10-9 pages; mins (bugs),
callouts, set next altitudes in MCP, use CRM, etc.; if emergency,
consider longer runway, wind, systems.
Considered "ON" Final Appr. Course (to start descents):
ILS/VOR: within 1 dot
You should be 200' AGL over end of strobes (about 1/2
mile from end of runway), and 50' AGL over threshold.
Jepp plate DA (H): DA = decision altitude (H) = HAT
LOW VISIBILITY APPCH IF: 2400 RVR. If Weather
Conditions are below 4000 RVR or mile visibility a flight
director or approach coupler (dual autopilot) must be used.
When Landing Weather is below CAT I ILS minimums, an
auto land is required, and the approach with the lowest
minimums within the aircraft and Captains authorization should
be briefed and flown. (i.e.: Cat III even if Cat II is legal)
Monitor FMA for capture modes!
Be configured by 1000 ft. AGL/RA.
Use QRH Approach Briefing matrix to set up, call outs, mins, etc

Oxygen Masks & Regulators ON/100%

Crew Communications . ESTABLISH
Seatbelt Sign ON

APU FIRE ////////////////////////////////////////////////////////////

APU Fire Switch . PULL, ROTATE & HOLD
APU Switch .. OFF

SMOKE FIRE OR FUMES ///////////////////////////////////

Oxygen Masks & Regulators . ON, 100%
Crew Communications Establish

EMERGENCY SIGNALS:
4 or more chimes (from pilot or FA) = an emergency!
(Pilots do not leave cockpit)
Give F/A T-E-S-T: Type of emergency, Evacuation? Signals,
Time to land. Also, select ABA's.
Brace signal + 30 secs: "BRACE! BRACE! BRACE!
PA "REMAIN SEATED, REMAIN SEATED" = Do not evacuate
EVACUATION COMMAND:
PA "RELEASE YOUR SEATBELTS AND GET OUT
(Flight Attendants will specify which exits to use)
TRANSPONDER:
Hijack: 7500 (do NOT use 7700)
Lost COMM: 7600 (stay VFR & land, or fly last clearance)
Emergency: 7700 (Declare Emergency)

SECURITY: (L-CAL FOM Ch. 11 - 11.10.1)

Inflight Disturbance Card: 3 or 4 incident levels, OSIR report
Monitor 121.5; may have to radio "Mayday, Mayday!"
Inflight Security Coordinator is Captain;
Ground Security Coordinator is Station Duty Manager
Bombs / Sabotage: (L-CAL FOM Ch. 11 - 11.50.1)
Least risk bomb location: centered right aft galley door (2R)
BOMB ON BOARD (L-CAL 737 FM 2.05.2)
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ARRIVAL BRIEFING - (See Briefing Card)
Pilot Flying Brief (other pilot flies):

APPROACH
ARRIVAL MANEUVERING SPEEDS:
[UP] VM 0 (VREF 40 + 70)
[ 1 ] VM 1 (VREF 40 + 50)
[ 5 ] VM 5 (VREF 40 + 30)
[10 ] VM10(VREF 40 + 30)
[15 ] VM15(VREF 40 + 20)
[25 ] VM15(VREF 40 + 10)

ORDER OF LANDING BUGS (5):

VREF [R] bug for landing flaps (use APP REF page)
- Normally VREF 30 or 40; single engine is VREF 15
Target [orange bug] +5 min, +20 max; (see Target Speeds
below). if using A/T(throughout auto land approach and
landing), add only +5
- If ice on tail, will have to add +10 to target
(Add 10k OR wind + gust, whichever is greater, 20k max)
- This is your "go around" speed with a single engine
VREF + 15k [white bug] (for flaps 30 or 40)
- This is your "go around" speed with both engines
- This is your Engine Failure in Landing Configuration speed
VM Flaps 0 [UP] ("clean maneuvering speed")
See takeoff section for "recommended" maneuvering speeds.

TARGET SPEEDS: (L-CAL 737 FM 3.130.4)

VREF + 5 (1/2 steady state headwind component + full gust
value, not to exceed 20 knots or flap placard minus 5 knots
(whichever is lower).
- if using A/T (autoland only) only add +5k
(regardless of winds; A/T compensates)!
Single Engine: do not use A/T
For examples on MCP selected speed bugs see
(L-CAL 737 FM 3.130.4)
FINAL APPR. SEG. (FAS): (L-CAL FOM 6.80.1)
FAS = Final Approach Segment (FAF = Final Approach Fix)
ILS = at "published" Glide Slope Intercept Altitude (GSIA)
(or at glide slope intercept if lower than the GSIA)
NP = at FAF (if no FAF, then at point where PT intercepts
the inbound course.
If prior to FAS, must have approach minimums to start
approach. Note: no "look see" option!
If after FAS, and visibility goes below minimums, may
continue to DA / DDA / MDA (and land if visibility OK).

ILS CAT I: use one A/P - NOT coupled

Downwind, "FLAPS 1"; base "FLAPS 5, APPR. CHK"

"CLEARED" for the approach AND on intercept (use 30 hdg):
arm "APP" (prior to 5 of course),
At 11/2 dots below G/S: "GEAR DN, FLAPS 15, LDG CHK"
At G/S intercept, "FLAPS 30/40, TARGET" (set MCP to MA alt)
- Flaps 40 if low ceiling & vis (CAT II, IIIA), short & slick runway.
CAT I: If see strobes, may go below DA to100' above TDZE,
but then must have visual reference (one of ten items: lights,
markings, etc), or go around.
- Single Engine: at 1 dot below G/S: "Gear Down, Flaps 15,
Target, Landing Check"; Target is VREF 15 + additive
ILS PRM: Precision Runway Monitor (use QRH briefing matrix)
- Brief Jepp page, MEL (ILS, TCAS and/or Transponder, 2 VHF)
- #1 VHF on "Tower", #2 VHF on "Monitor"; adjust volume
- TCAS on "TA/RA"
- Hand fly "Breakouts": Do not push TOGA, A/P OFF, A/T ON,
configure after established on new heading. PM turn FD's off,
reset MCP (HDG, ALT, FD's on, LVL CHG, HDG SEL).

CAT II / IIIA CRITERIA:

Only on NG Aircraft: -7 -8 -9(ER)

The Captain is controlling the autopilot during the approach and
performing a Coupled autoland. (2 Autopilots)
Use QRH approach briefing matrix.
CAT II, you must have visual reference at DH, which is 100'
above TDZE).
Flaps 40, seat up, lights off until after touchdown
CAT II, III Auto land:
Auto land = use both A/Ps: "A" A/P 1st, "B" after "APP"
mode; Go Around = TOGA, call for flaps, gear, monitor.
On missed, B A/P pops off, A A/P is now the master.

NON PRECISION APPROACH:

BASIC FMC SET-UP: Verify CRZ ALT was achieved. Select
procedure and transition. Verify (GPx.xx) is available. If RNP is
controlling, refer to approach plate for appropriate value. Manual
entry may be required. If temp < -15C refer to FOM cold
temperature altimeter corrections N/A for RNP approaches.
Distance rings from FAF, as desired. VREF select. WIND
CORR select (if other than +5 knots). Set DA or Ball Note with
OAT > -15C or charted temperature. Barometric altimeter is
controlling. Set DDA (MDA+50 feet), using V/S or ball note not
published.
RNAV (RNP): Radios: Inhibit all VOR & DME updating from
NAV OPTIONS page 2 prior to IAF. Notams: If dispatched for
approach verify RAIM prediction in flight papers or via ACARS.
Altimeters: Set local, +/- 100 feet and verify CA and FO
altimeters are within 100 before passing FAF, 2 Radio
Altimeters required. Verify GPS updating from FMC NAV
STATUS page 1 prior to IA. RNP manually set per approach
Plate (as low as 0.11NM) -RNP0.15 NM can be hand flown.
RNP < 0.15 NM two autopilots required to begin approach.
Navigate on 10NM scale or less (if appropriate). PROG page 4:
Monitor XTK ERROR not to exceed RNP value left or right of
course (IAF Inbound). VTK ERROR not to exceed 75 from the
PDI inside the FAF. Notes: V/S back-up not permitted.
Execute missed approach if: UNABLE REQD NAV PERF RNP.
FMC DISAGREE, or any VERIFY POSITION alert message
from IAF inbound or continue visually if runway in sight.
Loss of LNAV or VNAV path guidance on both displays and
runway NOT in sight (FAF inbound).
Once cleared for the Approach provided you have VNAV and
LNAV engaged you can set TDZE, nearest 100 feet abv. in
the MCP Window.
RNAV(GPS, GNSS, VOR/DME): Manually set RNP (0.30 NM).
Navigate on 10 NM scale or less (if appropriate). PROG page 4:
Monitor XTK ERROR < 0.3 NM (IAF inbound)
VOR, LOC, LDA, SDF, NDB, LOC BC: Raw data, if available,
must be monitored. For LOC BC approaches set the front
course. When unable to monitor raw data on the final
approach segment of a VOR or NDB approach, VOR & NDB
Final Approach Segment Substitution procedures as outlined in
the FOM must be followed .
if VNAV SPD shows, select PATH on Descent page;
will revert at GP intercept.

February 24, 2014

Call Outs:
- "1000" (above TDZE based on radar altimeter)
FP: SET MISSED APPCH. ALT.
- "Approaching Minimums" (DDA / MDA + 100')
- "Minimums" (at DDA / MDA)
- "Missed Approach Point" (approach lights not in sight)
- "Approach Lights in Sight" OR "Runway in Sight"
disengage A/P by 50' below DA / DDA / MDA,
disengage A/T before 50' AGL
Missed Approach: be sure to set missed approach altitude!
TRAFFIC PATTERN:
downwind, "FLAPS 1" base or IAF outbound, "FLAPS 5"
when "cleared" for the approach and intercept heading:
- "VOR LOC" or "LNAV"; call for "LANDING CHECK".
- use V/S (not LVL CHG) to descend to next altitudes at
1000 to1500 fpm (no >1500 fpm, or GPWS will go off!)
- no greater than 1000 fpm below 1000' AGL
at LOC capture and ALT HOLD, set next altitude for stepdown
4 mi from FAF: "Gear Dn, F15, Ldg Chk,
verify VNAV/LNAV is engaged, Set TDZE on MCP
2 mi from FAF: Flaps 30 or 40, Target
at FAF altitude & cleared appr: verify MCP to TDZE
follow NP Approach Setup matrix in QRH!
At 1000 call out FP calls SET MISSED APPROACH ALT.
approach must show gradient path (GP) or cannot use VNAV
- if no GP, use prebriefed VVI rate on MCP (Vert Spd = VS)
Will NP stepdown fix cross GP? If not, use VS to cross
restriction; use Descent Page! DO NOT add ANY fixes after
FAF!
- Single Engine: at 11/2 mi from FAF, call for:
"GEAR DOWN, FLAPS 15, TARGET, LANDING CHECKLIST"
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MISSED APPROACH:
Must go around if: (at minimums, and cannot land, or.)
- not stabilized "in slot" by 500' abv. TDZE: glide path, trim,
configuration, < 40% N1, AS -5k to +15k, ILS G/S > 1 dot or
VNAV less than height of VNAV path pointer.
- GPWS: Anytime you get a "whoop - whoop pull up, terrain, or
configuration" warning you must do a go around. May
disregard if above 500' day VMC; for other GPWS
warnings you pull up until the warning goes away).
"TOGA, Flaps 15, Check Thrust, Positive Rate, Gear Up,
Check MA Altitude" ---- fly VREF + 15 [white bug]
At 400': "HDG SEL" or "LNAV" (if not previously set up)
At 1000': "LVL CHG, SET CLEAN MANEUVERING SPEED,
FLAPS 5"; "FLAPS 1, FLAPS UP(optional)After T/O Check"
At 3000' ---- call "VNAV" (if not previously engaged)
Rejected landing is same, except do not attempt if thrust
reversers were used.
- Single Engine:
"FLAPS 1, CHK THRUST, POSITIVE RATE, GEAR UP, CHK
MA ALT
At 400' "HDG SEL"
At 800' or obstacle clearance altitude: "SET CLEAN
MANEUVERING SPEED" "FLAPS UP (optional), SET MAX
CONT. THRUST, "ABBREVIATED AFTER T/O CHECKLISTt"
(15 bank to V2 + 15).
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LANDING INFORMATION:
VASI (3 light) 737 use near 2 (Far 2 for wide body)
If given a "land and hold short of runway xx" clearance,
you must have LAHSO approach information on 10-7 page.
Braking action: poor = no room for error nil = do not land!!!
you may tend to flare too high if runway width is 200' due to
depth perception; ie: keep it coming down!

LANDING WITH ENGINE OUT ON FINAL:

AP / AT OFF, FLAPS 15, Thrust up, (approx. 15%) VREF +
15k, GPWS inhibit OR
If go around: maintain VREF + 15k, retract to FLAPS 1
If on short final, consider leaving bad engine (with fire or
failure) running, then take care of it after landing
Visual single engine glide path: 300/mi ratio (ex: 6 mi = 1800)

WINDSHEAR:
See wind shear techniques in Takeoff section.
Target bug set for normal surface wind additive, not for
A/S loss, but actually fly VREF + "A/S loss additive"
(no > 20k) OR target, whichever is greater. Do not use A/T.
ex: Loss of A/S on final 10k:
- wind 12G20 = +14 target; do not add to this
- wind 12 = + 6 target; fly an extra 4k
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SUPPLEMENTARY
ETOPS:
Use ETOPS procedures outlined in L-CAL 737 FM Chapter 3-1
HOLDING NOTES:
"Hold East on 090 radial" (Standard = Right turns)
Must start to slow down within 3 min. of fix
(should receive holding instructions within 5 minutes)
Speeds: MHA thru 6000'' = 200k max; > 6000' thru
14M' = 230k (210k where published); >14M' = 265k
Inbound times: (adjust outbound leg to get inbound time)
14,000' or less = 1 min; over 14,000' = 11/2 min
- small box with number is published time in minutes for pattern.
Call: "Position, Time (Z) and Altitude" upon entering
If no pattern charted and no instructions, hold standard
pattern on inbound course to fix, at last assigned altitude.
Be sure to figure "bingo fuel" to start diversion!
B urn A lternate R eserve
Send ACARS APPR. DELAY message

TRAINING: L-CAL 737 FM Chapter 4.70.1

- CFIT / "TERRAIN": "MAX THRUST, STOW SPEED BRAKE",

AT / AP off, roll level, 20 pitch, keep gear and flaps, call out
radar altimeter SINK RATE.
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Updates: 3-2014 FM Rev. 1-14, Accuload, Extended Engine
Monitoring, LAHSO Information, Bingo Fuel, Cleaned up text
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