1. Florida West International Airways, Inc.
Normal Procedures and Recurrent Simulator Training Aid
Revision #5 (06/30/10)

2. Introduction
The following information is only a suggested outline and does not take the place of a thorough review of the your aircraft and company manuals as well as the GOM. The manuals are still the proper means to prepare for your training / checking session.
This training aid is for reference only. It will be revised periodically to ensure consistency with the B767 Flight Crew Operations Manual (FCOM), B767 Flight Crew Training Manual (FCTM) and the General Operations Manual (GOM). However, in the event of a conflict, the applicable manual is controlling.

3. Using This Training Aid
This Training Aid is set up to review in two ways.
Option 1 – Left click the mouse to advance the slides. This method views each page of the training aid in order.
Option 2 - The following page contains a table of contents. Left click the mouse to advance to the table of contents. You can then view any page in the training aid by left clicking on the page name. To return to the table of contents, click on the blue arrow in the bottom corner of the page.
To stop viewing this training aid at anytime, right click on the mouse and select end show.
Limitations, Recall Items (Non-Normal Checklists) and Flight Profiles are set up as “flash cards.” To get the most out of this presentation you should say the answer or next item before advancing the slide to ensure you know each item.

4. Table of Contents Limitations Normal Profiles
Operational Limitations
Non-AFM Operational Information
RVSM Altimeter Cross Check Limits
Weight Limitations
Auto Flight
Engine
Engine Fuel System
Reverse Thrust
Flight Controls
Navigation
GPWS Look Ahead Alerting
Crew Rest Module
Recall Items (Non-Normal Checklists)
Aborted Engine Start
Airspeed Unreliable
Cabin Altitude or Rapid Depressurization
Dual Engine Failure
Engine Fire or Severe Damage or Separation
Engine Limit or Surge or Stall
Normal Profiles
Takeoff
ILS Approach
Non-ILS (Instrument Approach Using V/S)
Go-Around and Missed Approach
Non-Normal Profiles (1 Engine)
Simulator Training/Checking Tips
General Items
Other Non-Normals
Rejected Takeoff
Steep Turns
Stalls
Cabin Altitude or Rapid Depressurization
Non-ILS Approaches
Airspeed Unreliable
Engine Failure or Fire at V1 or Just After Liftoff

5. Operational Limitations
Runway Slope
+/-2%
Maximum Operating Altitude
43,100 feet pressure altitude
Maximum Takeoff and Landing Altitude
9,500 feet pressure altitude
Maximum Takeoff and Landing Tailwind Component
15 knots

6. Non-AFM Operational Information
Note: The following items are not AFM limitations, but are provided for flight crew information.
Turbulent air penetration speed is
290 KIAS /.78 Mach
The navigation and display system
Does not support operations at latitudes greater than 87o North or South.

7. RVSM Altimeter Cross Check Limits
Standby altimeter limitation
Standby altimeters do not meet altimeter accuracy requirements of RVSM.
Maximum allowable in-flight difference–Captain & First Officer Altimeter
The maximum allowable in-flight difference between Captain and First Officer altitude displays for RVSM operation is 200 feet.
The maximum allowable on-the-ground differences between Captain and First Officer altitude displays for RVSM operation are
Field Elevation
Max Difference Between Captain & F/O
Max Difference Between Captain or F/O & Field Elevation
SEA LEVEL
40 feet
75 feet
5,000 feet
45 feet
10,000 feet
50 feet

8. Other Weight Restrictions
Weight Limitations
Maximum Weight Limitations
Weights
Kilograms
Maximum Taxi Weight (MTW)
187,333
Maximum Take Off Weight (MTOW)
186,880
Maximum Landing Weight (MLW)
147,871
Maximum Zero Fuel Weight (MZFW)
140, (141,657 with Winglets)
Other Weight Restrictions
Note: These weights may be further restricted by field length limits, climb limits, tire speed limits, brake energy limits, obstacle clearance, or enroute and landing requirements.

9. High Altitude Airport Use
Auto Flight
Use After Takeoff
After takeoff, the autopilot must not be engaged below 200 feet AGL.
High Altitude Airport Use
Do not use the autopilot below 100 ft. Radio Altitude at airport pressure altitudes above 8400 ft.
Use of Trim
Use of aileron trim with the autopilot engaged is prohibited.
Maximum allowable wind speeds when landing weather minima are predicated on autoland operations
animation
Headwind
25 knots
Crosswind
Tailwind
15 knots

10. Limitation With Turbulence
Engine
Limitation With Turbulence
Continuous ignition must be on (engine start selector in the CONT position) while operating in severe turbulence.
Note: Continuous ignition is automatically provided in icing conditions when engine anti-ice is on.
Engine Vibration
Flight Crew shall not blank engine vibration display during takeoff.

11. The use of JP-4 or Jet B is prohibited.
Engine Fuel System
Minimum Temperature
The minimum inflight fuel tank temperature is 3oC (5oF) above the freeze point of the fuel being used (Jet A: -40oC, Jet A-1: -47oC)
Maximum Temperature
The maximum fuel temperature is 49oC (120oF).
Fuel Type Limitation
The use of JP-4 or Jet B is prohibited.
Center Tank
The center tank may contain up to 10,000 kilograms of fuel with less than full main tanks provided center tank fuel weight plus actual zero fuel weight does not exceed the maximum zero fuel weight, and center of gravity limits are observed.

12. Reverse Thrust
Reverse thrust is for ground use only.

13. Flight Controls
The maximum altitude for flap extension is 20,000 feet.
Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g. large side slip angles) as they may result in structural failure at any speed, including below VA.

14. Navigation
Do not operate under IFR or at night into airports north of 73o North or south of 60o South Latitude whose navigation aids are referenced to magnetic north.

15. Ground Proximity Warning System (GPWS) Look-Ahead Alerting
Do not use the terrain display for navigation.
The use of look-ahead terrain alerting and terrain display functions is prohibited within 15 nm of takeoff, approach or landing at an airport not contained in the GPWS terrain database. Refer to Honeywell Document for airports and runways contained in the installed GPWS terrain database.

16. Crew Rest Module
When the Crew Rest Module is required by the Federal Aviation Regulations (4-pilot crew), it is restricted to use by the essential flight crew only (pilot/co-pilot).
The Crew Rest Module is also restricted to in-flight use only and is therefore not to be occupied during takeoff and landing.

17. Aborted Engine Start QRH 7.1
1 FUEL CONTROL switch (affected side) CUT OFF
FUEL CONTROL SWITCH CUT OFF
Note: If the start selector returned to AUTO allow N2 to decrease to 20% before reselecting GND.
ENGINE START SELECTOR GND
Motor Engine for a minimum of 30 seconds.
If engine limit(s) not exceeded and immediate restart desired:
IGNITION SELECTOR BOTH
FUEL CONTROL SWITCH RUN
If engine limit(s) exceeded or immediate restart not desired:
ENGINE START SELECTOR AUTO

18. Airspeed Unreliable QRH 10.1
1 Check the pitch attitude and thrust.
2 If pitch attitude or thrust is not normal for phase of flight:
Autopilot disengage switch ………………………………...…Push
Autothrottle disconnect switch……………………………......Push
F/D switches (both)……………………………………………..OFF
Establish normal pitch attitude and thrust setting for
phase of flight.
PITCH ATTITUDE AND THRUST CHECK
If pitch attitude or thrust is not normal for phase of flight:
AUTOPILOT DISENGAGE
AUTOTHROTTLE DISCONNECT
FLIGHT DIRECTORS OFF
ATTITUDE AND THRUST ADJUST
Establish normal pitch attitude and thrust setting for phase of flight.

19. CABIN ALTITUDE or Rapid Depressurization QRH 2.1
1 Don the oxygen masks
2 Establish crew communications
3 Ground Call & Crew Rest Alert Switch Push
4 Check the cabin altitude and rate
5 If the cabin altitude is uncontrollable:
Without delay, descend to the lowest safe
Altitude or 10,000 feet, whichever is higher.
To descend:
Move the thrust levers to idle
Extend the speedbrakes
If structural integrity is in doubt, limit airspeed
and avoid high maneuvering loads
Descend at VMO/MMO
OXYGEN MASKS ON/100%
CREW COMMUNICATIONS ESTABLISH
GROUND CALL AND CREW REST MODULE ALERT SWITCH PUSH
CABIN ALTITUDE AND RATE CHECK
If cabin altitude uncontrollable:
DESCENT ACCOMPLISH
Without delay, close thrust levers, extend speedbrakes,and descend at VMO/MMO. Level off at lowest safe altitude or 10,000 feet, whichever is higher. If structural integrity is in doubt, limit airspeed and avoid high maneuvering loads.

20. Dual Engine Failure QRH 7.2
1 ENG START selectors (both) FLT
2 Thrust Levers (both) IDLE
3 FUEL CONTROL switches (both) CUTOFF, then RUN
4 If engine appears stalled or EGT approaches the Standby Engine Indicator placard limit:
Repeat the above step as needed.
ENGINE START SELECTORS (Both) FLT
THRUST LEVERS (Both) CLOSE
FUEL CONTROL SWITCHES (Both) CUT OFF, THEN RUN
If engine appears stalled or EGT approaches the Standby Engine
Indicator placard limit:
Repeat the above step as necessary.

21. ENGINE FIRE or Engine Severe Damage or Separation QRH 8.2
1 A/T ARM switch OFF
2 Thrust lever (affected side) Confirm Idle
3 FUEL CONTROL switch (affected side)...Confirm CUTOFF
Engine Fire Switch (affected side) Confirm Pull
If the engine fire warning light is illuminated:
Engine fire switch Rotate to the stop and hold for 1 second
If after 30 seconds the engine fire warning light stays illuminated:
Engine fire switch..... Rotate to the other stop and hold for 1 second
AUTOTHROTTLE ARM SWITCH OFF
THRUST LEVER CLOSE
FUEL CONTROL SWITCH CUT OFF
ENGINE FIRE SWITCH PULL
If engine fire warning light remains illuminated:
ENGINE FIRE SWITCH ROTATE
Rotate to the stop and hold for 1 second.
If, after 30 seconds, engine fire warning light remains illuminated:
ENGINE FIRE SWITCH ROTATE TO THE OTHER BOTTLE

22. Engine Limit or Surge or Stall QRH 7.6
1 A/T ARM switch OFF
2 Thrust lever Confirm Retard until indications remain within normal limits or the thrust lever is at idle
AUTOTHROTTLE ARM SWITCH OFF
THRUST LEVER RETARD
Retard until indications remain within normal limits or the thrust lever is closed.

23. Takeoff – FWIA SOP (2 Engine)
Pilot Flying – Blue Text
Pilot Monitoring – Green Text
Takeoff – FWIA SOP (2 Engine)
Initial climb speed
V2+15 to V2+25 knots
Note: For an immediate turn after takeoff, maintain initial climb speed with takeoff flaps while maneuvering. Follow AFDS bank limits
Thrust set:
Manually advance thrust to 70% N1
Allow engines to stabilize (max 2 sec)
Engage autothrottle
PF – “N1”
Above 400 feet RA
Select roll mode
PM – “400 feet”
PF – “LNAV” or “Heading select”
Ensure target N1 is set by 80 knots
Monitor airspeed
Maintain light forward pressure
PM – “80 knots”
PF – “Checked” V1
PM – “V1” VR
Rotate
PM – “Rotate”
PM – “Thrust set”
PF – “Checked”
If takeoff to be made by FO:
PF(CA) – “You have control”
PM(FO) – “I have control”
At this point, the FO becomes PF and the Captain becomes PM
Acceleration height
Select VNAV
Retract flaps on schedule
PM – “1000 feet”
PF – “VNAV” or “FLCH”
PF – “Center Command”
Engage the autopilot after a roll mode and VNAV are engaged.
Flaps up
Do the After Takeoff checklist
PF – “After Takeoff checklist”
PM – “After Takeoff checklist complete”
Positive rate of climb
Retract gear
PM – “Positive Rate”
PF – “Gear up”

24. ILS Approach – FWIA SOP (2 Engine)
Pilot Flying – Blue Text
Pilot Monitoring – Green Text
ILS Approach – FWIA SOP (2 Engine)
Approach Intercept heading
Flaps 5
PF – “Flaps 5”
Flaps 1
PF – “Flaps 1”
On RADAR vectors
HDG SEL
Pitch mode (as needed)
Enroute to fix
LNAV or other roll mode
VNAV or other pitch mode
Intercept Heading
ILS tuned and identified
LOC and G/S pointers displayed
Arm APP mode
Glideslope intercept
Landing flaps
Set missed approach altitude
Do the landing checklist
PF – “Flaps 30”
PF – “Landing checklist”
PM – “Landing checklist complete”
Localizer capture
Final approach
course heading
500 feet above TDZE
Verify autoland status
PM – “500 feet”
PF “Checked”
Glideslope alive
Gear down
Flaps 20
Arm speedbrake
PM – “Glideslope Alive”
PF – “Gear down”
PF – “Flaps 20”
At 100 feet above DA in IMC
PM – “Approaching Minimums”
PF – “Checked”
1000 feet above TDZE
PM – “1000 feet, cleared (not cleared) to land”
PF -- Checked
Fix
(LOM, MKR, DME)
Verify crossing altitude
PM – (In IMC) “___ (Name of Fix) Altimeters and Instruments cross checked”
At DA in IMC
PM – “Minimums” and “Approach Lights”, “Runway Lights” or “Runway” in sight; Otherwise “No Contact”
PF – “Continuing”, “Landing” or “Go-Around”
100 feet above TDZE in IMC
PM – “100 feet” and “Runway in Sight” or “No Contact”
PF – “Landing” or “Go-around”

25. Instrument Approach Using V/S – FWIA SOP (2 Engine)
Pilot Flying – Blue Text
Pilot Monitoring – Green Text
Instrument Approach Using V/S – FWIA SOP (2 Engine)
Approach Intercept heading
Flaps 5
PF – “Flaps 5”
Flaps 1
PF – “Flaps 1”
On RADAR vectors
HDG SEL
Pitch mode (as needed)
Intercept Heading
Arm LNAV or appropriate roll mode
Enroute to fix
LNAV or other roll mode
VNAV or other pitch mode
Descend to MDA(H)
Set V/S
Do the Landing checklist
PF – “Landing checklist”
PM – Landing checklist complete
1000 feet above TDZE
PM – “1000 feet, cleared (not cleared) to land”
PF – “Checked”
FAF
PM – (In IMC) “___ (Name of Fix) Altimeters and Instruments cross checked”
At 100 feet above MDA(H)
Set missed approach altitude in MCP
PM – “Approaching Minimums”
PF – “Checked”
Inbound (Approximately 2 NM)
Gear down
Flaps 20
Arm speedbrake
Set MDA(H)
Landing flaps
PF – “Gear down”
PF – “Flaps 20”
PF – “Flaps 30”
500 feet above TDZE
PM – “500 feet”
PF – “Checked”
At MDA(H)
Intercept landing profile and disengage autopilot and disconnect autothrottle
PM – “Minimums” and “Runway in Sight” or “No Contact”
PF – “Landing” or “Go-around”

26. Go-Around and Missed Approach – FWIA SOP (2 Engine)
Pilot Flying – Blue Text
Pilot Monitoring – Green Text
Go-Around and Missed Approach – FWIA SOP (2 Engine)
For a manual go-around:
Rotate manually
Select or verify go-around thrust
Engage autopilot as needed
Acceleration height
Set speed for planned flap setting
Select CLB thrust
Retract flaps on schedule
PM – “1000 feet”
PF – “Set Speed __”
PF – “Climb thrust”
Initiation
Push GA, flaps 20
Verify go-around attitude
Verify or adjust thrust as needed
Positive rate of climb – gear up
PF – “Go-Around”
PF – “Flaps 20”
PM – “Positive rate”
PF – “Gear up”
After planned flaps set and at or above flap maneuvering speed
Select FLCH or VNAV
Verify altitude capture
Do the After Takeoff checklist
PF – “Flight Level Change” or “VNAV”
PF – “Center Command”
PF – “After Takeoff checklist”
PM – “After Takeoff checklist complete”
Above 400 feet RA
Select roll mode
Verify missed approach altitude set
Verify route tracking
PM – “400 feet”
PF – “LNAV” or “Heading Select”

27. Takeoff – FWIA SOP (1 Engine)
Pilot Flying – Blue Text
Pilot Monitoring – Green Text
Takeoff – FWIA SOP (1 Engine)
Initial climb speed
V2 to V2+15 knots
Note: For an immediate turn after takeoff, maintain initial climb speed with takeoff flaps while maneuvering. Follow AFDS bank limits
Thrust set:
Manually advance thrust to 70% N1
Allow engines to stabilize (max 2 sec)
Engage autothrottle
PF – “N1”
Above 400 feet RA
Select roll mode
PM – “400 feet”
PF – “LNAV” or “Heading select”
PM – Declare emergency
Acceleration height
Select V/S 0 to +200 fpm
Retract flaps on schedule
PM – “1000 feet”
PF – “Set Vertical speed + ____”
PF – “Set Speed __”
Ensure target N1 is set by 80 knots
Monitor airspeed
Maintain light forward pressure
PM – “80 knots”
PF – “Checked” V1
PM – “V1” VR
Rotate
PM – “Rotate”
PM – “Thrust set”
PF – “Checked”
If takeoff to be made by FO:
PF(CA) – “You have control”
PM(FO) – “I have control”
At this point, the FO becomes PF and the Captain becomes PM
Flaps up
At flaps up speed, select FLCH and select or verify CON thrust
Do the NNC (as needed)
Do the After Takeoff checklist
PF – “Flight Level Change”
PF – “Set Maximum Continuous Thrust”
PF – “Center Command”
PF – “After Takeoff checklist”
PM – “After Takeoff checklist complete”
Engage the autopilot after a roll mode and FLCH are engaged.
Positive rate of climb
Retract gear
PM – “Positive rate”
PF – “Gear up”

28. ILS Approach – FWIA SOP (1 Engine)
Pilot Flying – Blue Text
Pilot Monitoring – Green Text
ILS Approach – FWIA SOP (1 Engine)
Approach Intercept heading
Flaps 5
PF – “Flaps 5”
Flaps 1
PF – “Flaps 1”
On RADAR vectors
HDG SEL
Pitch mode (as needed)
Enroute to fix
LNAV or other roll mode
VNAV or other pitch mode
Intercept Heading
ILS tuned and identified
LOC and G/S pointers displayed
Arm APP mode
Glideslope intercept
Set missed approach altitude
Do the landing checklist
PF – “Landing checklist”
PM – “Landing checklist complete”
Localizer capture
Final approach
course heading
500 feet above TDZE
Verify autoland status
PM – “500 feet”
PF “Checked”
Glideslope alive
Gear down
Flaps 20 (landing flaps)
Arm speedbrake
PM – “Glideslope Alive”
PF – “Gear down”
PF – “Flaps 20”
At 100 feet above DA in IMC
PM – “Approaching Minimums”
PF – “Checked”
1000 feet above TDZE
PM – “1000 feet, cleared (not cleared) to land”
PF -- Checked
Fix
(LOM, MKR, DME)
Verify crossing altitude
PM – (In IMC) “___ (Name of Fix) Altimeters and Instruments cross checked”
At DA in IMC
PM – “Minimums” and “Approach Lights”, “Runway Lights” or “Runway” in sight; Otherwise “No Contact”
PF – “Continuing”, “Landing” or “Go-Around”
100 feet above TDZE in IMC
PM – “100 feet” and “Runway in Sight” or “No Contact”
PF – “Landing” or “Go-around”

29. Instrument Approach Using V/S – FWIA SOP (1 Engine)
Pilot Flying – Blue Text
Pilot Monitoring – Green Text
Instrument Approach Using V/S – FWIA SOP (1 Engine)
Approach Intercept heading
Flaps 5
PF – “Flaps 5”
Flaps 1
PF – “Flaps 1”
On RADAR vectors
HDG SEL
Pitch mode (as needed)
Enroute to fix
LNAV or other roll mode
VNAV or other pitch mode
Intercept Heading
Arm LNAV or appropriate roll mode
Descend to MDA(H)
Set V/S
Do the Landing checklist
PF – “Landing checklist”
PM – Landing checklist complete
1000 feet above TDZE
PM – “1000 feet, cleared (not cleared) to land”
PF – “Checked”
FAF
PM – (In IMC) “___ (Name of Fix) Altimeters and Instruments cross checked”
At 100 feet above MDA(H) in IMC
Set missed approach altitude in MCP
PM – “Approaching Minimums”
PF – “Checked”
Inbound (Approximately 2 NM)
Gear down
Flaps 20 (landing flaps)
Arm speedbrake
Set MDA(H)
PF – “Gear down”
PF – “Flaps 20”
500 feet above TDZE
PM – “500 feet”
PF – “Checked”
At MDA(H)
Intercept landing profile and disengage autopilot and disconnect autothrottle
PM – “Minimums” and “Runway in Sight” or “No Contact”
PF – “Landing” or “Go-around”

30. Go-Around and Missed Approach – FWIA SOP (1 Engine)
Pilot Flying – Blue Text
Pilot Monitoring – Green Text
Go-Around and Missed Approach – FWIA SOP (1 Engine)
For a manual go-around:
Rotate manually
Select or verify go-around thrust
Engage autopilot as needed
Acceleration height
Set speed for planned flap setting
Retract flaps on schedule
PM – “1000 feet”
PF – “Set Speed __”
Initiation
Push GA, flaps 5
Verify go-around attitude
Verify or adjust thrust as needed
Positive rate of climb – gear up
PF – “Go-Around”
PF – “Flaps 5”
PM – “Positive rate”
PF – “Gear up”
After planned flaps set and at or above flap maneuvering speed
Select FLCH or VNAV
Select CON thrust
Verify altitude capture
Do the After Takeoff checklist
PF – “Flight Level Change”
PF – “Set Maximum Continuous Thrust”
PF – “Center Command”
PF – “After Takeoff checklist”
PM – “After Takeoff checklist complete”
Above 400 feet RA
Select roll mode
Verify missed approach altitude set
Verify route tracking
PM – “400 feet”
PF – “LNAV” or “Heading Select”

31. General Items
On time - allow plenty of time (flat tire, traffic, etc.) to travel to Alteon . You need to be at least on time or preferably, early for the briefing.
Required Equipment - be sure to have all required pilot flight equipment as outlined in the GOM 6-1 (treat this as a real flight).
Manuals – the QRH is required, an FCOM is suggested. Be sure all manuals in your possession are current.
Medical and Certificate - just like on a flight, they must be in your possession and current.
Dress and Grooming - should be professional and appropriate to the event. Since the FAA may observe any training or checking, be sure to look the part.
Area of Responsibility – All training and checking will begin with a briefing from your instructor. You will be expected to know your flows and “Area of Responsibility” in accordance with FCOM Normal Procedures.

32. Other Non-Normals
You need to be familiar with the layout and use of the Non-Normal Checklist Section of the QRH.
Although the following Non-Normal Checklists do not contain any Recall Items, familiarization with these checklists will be helpful.
Engine Failure or Shutdown NNC.7.10
Unscheduled Stabilizer Trim NNC.9.24

33. Rejected Takeoff Captain First Officer Without delay:
Simultaneously move the thrust levers to idle, disengage the autothrottles, and verify operation of RTO autobrakes or apply maximum manual brakes.
If RTO autobrakes is selected, monitor system performance and apply manual wheel brakes if the autobrakes disarm or deceleration is not adequate.
Raise SPEEDBRAKE lever.
Apply maximum reverse thrust consistent with conditions.
Continue maximum braking until certain the airplane will stop on the runway.
Verify actions as follows:
Thrust levers at idle.
Autothrottle disengaged.
Maximum braking applied.
Verify speedbrake lever UP and call “SPEEDBRAKES UP.” If speedbrake lever not UP call “SPEEDBRAKES NOT UP.”
Reverse thrust applied.
Call out any omitted action items.
Field length permitting:
Initiate movement of the reverse thrust levers to reach the reverse idle detent by taxi speed.
Call “60 knots”
Communicate the reject decision to the control tower as soon as practical.
Review Brake Cooling Schedule for brake cooling time and precautions (refer to QRH PI & FCTM 3.19).
Consider the following:
·  The possibility of wheel fuse plugs melting
·  The need to clear the runway
·  The requirement for remote parking
·  Wind direction in case of fire
·  Alerting fire equipment
·  Advising the ground crew of the hot brake hazard
Completion of Non–Normal checklist (if appropriate) for conditions which caused the RTO

34. Steep Turns
During steep turns the Pilot Monitoring (PM) is no longer allowed to call out that you are approaching the 180 degree point.
Consider using the following procedure:
Engage the autopilot and autothrottles
Select “Heading Hold” prior to starting the turn.
Set your heading bug prior to starting the turn to the desired heading.
Disconnect the autopilot and auto throttles then start the turn.
Reference FCTM 7.18 & 7.19

35. Stalls The Instructor will provide the speeds and power settings.
The key to an easy recovery from the stall sequence is the IVSI. Keep it in your scan and as close to 0 as possible.
Review pages 7.9 thru 7.17 in the FCTM.

36. CABIN ALTITUDE or Rapid Depressurization
Accomplish Recall Items
After going on oxygen and establishing communications (you will not be able to talk to ATC if you have not selected oxygen on your mic selector switch), you must descend to a lower altitude.
Prior to starting your emergency descent try to contact ATC and obtain a clearance to descent to the 10,000 feet or the MEA, whichever is higher. However, if you are unable to contact ATC or the risk for the depressurization is greater than the risk related to a descent without clearance, descend immediately.
Be familiar with the Loss of Pressurization guidance (GOM section 7.6) and the Enroute Contingency guidance (GOM section 8.5).
Set the Proper Descent Altitude (MEA or 10,000’ whichever is higher). Select Flight Level Change, move the Thrust Levers to Idle, and extend the Speedbrakes.
This is the time to determine if the aircraft has structural damage. If there is possible structural damage, maintain current speed. If no damage to the aircraft, set max speed for descent and call for the checklist.
At 10,000’ oxygen masks are no longer required. (FAR )(b).

37. Non-ILS Approaches
These approaches are what we have historically called VOR, ADF, BC, and LOC approaches.
The FCTM (page 5.48) details a new procedure when runway in sight and leaving MDA. Per the FWIA FCOM page NP.21.46, use of this procedure is at the pilot’s discretion.
Autopilot Disengage (optional at MDA, must be disconnected by 50 ft below MDA)
Autothrottle Disconnect (use thrust lever switch, not MCP switch)
PM - turn both F/D switches OFF, then place the PM’s F/D ON.
In the event of a missed approach when GA is engaged, the PF’s command bars will reappear and the autothrottles will reengage. At altitude capture if you have not turned on the PF’s flight director switch their command bars will disappear.
For all Non-ILS approaches the PF must brief the PM on the AFDS procedures he intends to use
No limitation to monitor raw data during a VOR approach
Recommend monitor because simulator does not have GPS Navigation.
Monitoring raw data will assist you in confirming your approach is on track.
Missed Approach Point
Note the distance to the MAP on the chart. Do not continue approach past this point.
Consider manually or remotely tuning both VOR’s
For all Non-ILS approaches, carefully review lighting to ensure landing on the proper runway.

38. Airspeed Unreliable Difficult situation to realize
Excessive pitch command on F/D is usually the first clue
Review QRH page 10.4 for other indicators
Remember the Recall Items on the Non-Normal Checklist
Remove unwanted pitch commands
Use standby instruments
Other tools
Groundspeed display on the HSI
If you can depressurize the aircraft you have altitude and vertical speed information on the cabin pressurization panel.
Below 2,500 feet AGL, the radio altimeters will work.
All lateral navigation and glideslope information should be unaffected.

39. Engine Fire or Failure at V1 or Just After Liftoff
Ensure the aircraft is under control and on autopilot before starting applicable Non-normal checklist
Identify and Delegate
Recall Items (if applicable) - PM
Complete the Non-normal checklist - PM
Complete the after takeoff checklist – PM
Evaluate the Situation – Check weather and landing weight
Set the FMS for the approach - PM
Tune and identify the radios - PM
Set the airspeed bugs – PM
Transfer and Brief – Formally transfer aircraft to PM
Normal approach briefing
Single engine items – (Flaps 20, trim intentions, missed approach)
Transfer control back and call for the Approach Checklist

40. Summary
The purpose of this training aid is to provide Florida West Flight Crewmembers with a tool to study and review aircraft limitations, recall items and Company Standard Operating Procedures
If you find any inconsistencies or have any suggestions on how to improve this aid, please contact the Director of Training, the Chief Pilot or the Director of Flight Operations.