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In All Situations Maintain Aircraft ControlMaintain Aircraft Control Analyze the problemAnalyze the problem Take appropriate actionTake appropriate action.

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Presentation on theme: "In All Situations Maintain Aircraft ControlMaintain Aircraft Control Analyze the problemAnalyze the problem Take appropriate actionTake appropriate action."— Presentation transcript:

1 In All Situations Maintain Aircraft ControlMaintain Aircraft Control Analyze the problemAnalyze the problem Take appropriate actionTake appropriate action Maintain situational awarenessMaintain situational awareness 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”-(Read them out loud). Pilots must refer to “boxed letters”-(Read them out loud). Pilots should refer to “boxed numbers” if time permits. Pilots should refer to “boxed numbers” if time permits.

2 D NOTAM CHART

3 Takeoff Visibility Requirements Current Visibility Chart Minimums Lighting and Visual Aids ¼ Mile (1) ¼ Mile HIRL or CL or RCLM or Adequate Visual Reference TDZMIDRO FAR END 1600(2,3)(2)1600 HIRL or CL or RCLM 1000(4) CL 600 (5) Transmissometers Installed 4 Transmissometers Installed HIRL and CL and RCLM 600 (6) 600 (6) Transmissometers Installed 2 or 3 Reporting 600None Transmissometers Installed 2 Reporting 300 (6) 300 (6) Transmissometers Installed 2 or 3 Reporting HGS and HIRL and CL and RCLM and RCLM (1): RVR (if reported), takes precedence over PV or RVV for that runway. (2): The TDZ is controlling. The remainder are advisory only when the TDZ is 1600 or greater. (3): The MID (if available) may be substituted for the TDZ if the TDZ is not available. (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. (5): 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): If all are reporting, all are controlling. If one is INOP, the other two must meet the minimum value. Max crosswind 35 knots Max crosswind 20 knots Max crosswind 10 knots Max headwind 25 knots Max tailwind 10 knots HGS takeoff checklist Max crosswind 35 knots Max crosswind 20 knots 1 st : Are you legal to takeoff using the chart above? 2 nd : Can you use a different runway based on PV instead of RVR? (i.e. HOU runway 22 vice runway 12R) 3 rd : Do you need a takeoff alternate? *This statement is not on the chart, but is in the FOM on page

4 Easter Egg’s Hydraulic quantity below refill (-300/500: have to look around the gear handle).Hydraulic quantity below refill (-300/500: have to look around the gear handle). Check all fluids: oil, oxygen, hydraulicsCheck all fluids: oil, oxygen, hydraulics Fuel crossfeed light will not go dim or out when cycled.Fuel crossfeed light will not go dim or out when cycled. TR inop-usually TR 3.TR inop-usually TR 3. Turn on B electric pump and hydraulic low pressure light will not go out and hydraulic needle will not increase.Turn on B electric pump and hydraulic low pressure light will not go out and hydraulic needle will not increase. IRS’s during initial alignment-the “ON DC” light must illuminate and then go out.IRS’s during initial alignment-the “ON DC” light must illuminate and then go out. OVHT/FIRE test: if the FAULT light illuminates, a detection loop is inoperative. The related ENGINE FIRE WARNING switch and ENGINE OVERHEAT light will not illuminate.OVHT/FIRE test: if the FAULT light illuminates, a detection loop is inoperative. The related ENGINE FIRE WARNING switch and ENGINE OVERHEAT light will not illuminate. DETECTOR FAULT on cargo fire panel.DETECTOR FAULT on cargo fire panel. (-300/500): Fault light on fire panel.(-300/500): Fault light on fire panel. Check door lights out.Check door lights out. Jetway back.Jetway back. External power removed.External power removed. Loose APU generator on pushback-instrument flood lights & dome lights are available.Loose APU generator on pushback-instrument flood lights & dome lights are available. Yaw damper movement when turning during taxi.Yaw damper movement when 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.

5 Power Plant Ground Start 725°CGround Start 725°C (-300/500) Minimum duct start pressure: 30 psi—reduce 0.5 psi per 1000 feet above sea level(-300/500) Minimum duct start pressure: 30 psi—reduce 0.5 psi per 1000 feet above sea level Operate engines at idle for a minimum of one minute prior to shutdownOperate engines at idle for a minimum of one minute prior to shutdown When operational conditions permit, engines should idle for 3 minutes before shutdownWhen operational conditions permit, engines should idle for 3 minutes before shutdown Reverse thrust is for ground use onlyReverse thrust is for ground use only

6 Aborted Engine Starts QRH 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 “Set Brakes” callout.Expect to have a non-normal when given the “Set Brakes” 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.

7 Start Lever Cutoff “Abort engine start checklist” If the engine start switch is in GRD After motoring the engine for 60 seconds Start switchOFFStart switchOFF If the engine start switch is in OFF After N2 decreases below 20% Start switch GRDStart switch GRD After motoring the engine for 60 seconds Start switchOFFStart switchOFF “Abort engine start checklist complete” 725° C Abort the engine start if any of the 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 the the 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 deferrable; for dispatching requirements, refer to MEL 74. After completing each checklist, press the master caution to see if any non-normal condition exists.

8 Start Valve Open Start switch OffStart switch Off If the start valve open light remains illuminated: Isolation valve CloseIsolation valve Close Pack switch (affected side)OffPack switch (affected side)Off Engine bleed switch (affected engine)OffEngine bleed switch (affected engine)Off APU bleed switch (if starting #1)OffAPU bleed switch (if starting #1)Off If during ground operations: Ground air source (if in use)DisconnectGround air source (if in use)Disconnect Start lever (affected engine)CutoffStart lever (affected engine)Cutoff The START VALVE OPEN light illuminated indicates the start valve has opened or remainedThe START VALVE OPEN light illuminated indicates the start valve has opened or remained open after engine start. Normal starter cutout is 56%, (-300/500):46%. open after engine start. Normal starter cutout is 56%, (-300/500): 46%. The first procedure step refers to the electrical problem with the start switch, with the remainingThe 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 /500

9 Electrical 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) Do not remove AC power from the aircraft for at leastDo not remove AC power from the aircraft for at least 30 seconds after IRS shutdown

10 SMGCS  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.  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 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: 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 extinguishPilots 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: 100’-3000’ (or)100’-3000’ (or) Midpoint ofMidpoint of runway, runway, whichever whichever is less. is less. When rejecting a T/O- use TDZL to tell TWR where you are. No lights in sight, >3000’ down the runway.When rejecting a T/O- use TDZL to tell TWR where you are. No lights in sight, >3000’ down the runway. REIL’s CL’s 50’ apart50’ apart ALSF II SLC taxi to 16L: 1 st pink spot is 91, next one is pink spot 95SLC taxi to 16L: 1 st pink spot is 91, next one is pink spot 95 SEA taxi to 16L: 1 st pink spot is 10, next one is pink spot 2ASEA taxi to 16L: 1 st 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 bars

11 Precision Obstacle Free Zone POFZ It protects the area of short final during low ceilings of less than 250’ and/or visibilities less than ¾ statute mile or 4000 RVRIt protects the area of short final during low ceilings of less than 250’ and/or visibilities less than ¾ statute mile or 4000 RVR It is an area approximately 400 feet either side of runway centerline and 200 feet from the runway threshold into the overrunIt is an area approximately 400 feet either side of runway centerline and 200 feet from the runway threshold into the overrun The POFZ is considered clear if the wing of an aircraft on the taxiway penetrates the zoneThe POFZ is considered clear if the wing of an aircraft on the taxiway 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 Touchdown (HAT) is 250 feet and ¾ statute mileIf the POFZ is not clear, the minimum authorized Height Above Touchdown (HAT) is 250 feet and ¾ statute mile

12 Precision Obstacle Free Zone POFZ 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.

13 Wind 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. Conditions Steady Cross Wind Peak Gust Tailwind TakeoffLandingTakeoffLanding Dry 35 knots 10 knots Wet 35 knots 10 knots <4000’ RVR or ¾ mile visibility <4000’ RVR or ¾ mile visibility 35 knots 10 knots <1600’ RVR or ¼ mile visibility <1600’ RVR or ¼ mile visibility 20 knots 10 knots <600’ RVR <600’ RVR 10 knots Clutter Clutter 20 knots 10 knots Braking Fair Braking Fair 15 knots 10 knots Braking Poor Braking Poor 10 knots 5 knots 5 knots 5 knots

14 Rejected Takeoff QRH B20-21 QRH B20-21 Most common aborts for: Engine fire, Cargo bay fire, Engine failureMost common aborts for: Engine 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 reversersWithout delay, speed brake lever up (manually back it up), thrust reversers maximum maximum 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 lightDon’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” 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 “Don’t have to load the FMC”.Dual generator failure: when you here “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. FIRE WARN BELL CUTOUT FIRE WARN BELL CUTOUT

15 Simultaneously; 1. Thrust levers close (FO tell tower) 2. Wheel brakes maximum (note speed) Without Delay; 3. Speedbrake lever UP 4. Thrust reversers maximum (don’t set brakes) 5. Parking Brake do not set (CA tell cabin) 6. Complete the checklist for the condition causing the rejected condition causing the rejected takeoff, if not already accomplished takeoff, 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-21 fire, then return to the RTO checklist on B Evaluate brake energy (OPC) It is recommended that the Captain reject a takeoff above 80 knots only for an engine failure, fire warning, a predictiveIt is recommended that the Captain reject a takeoff above 80 knots only 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 “Evacuate” or “Remain Seated”.The Captain will advise the Flight Attendants/Passengers to “Evacuate” or “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 set comm 2 on ground after the reject, monitor tower on comm 1 (technique).Crash crew monitors ground or set comm 2 on ground after the reject, monitor tower on comm 1 (technique). CA callout: “Abort” - CA’s takeoff or“Abort” - CA’s takeoff or “Abort, I have the aircraft” - FO’s takeoff“Abort, I have the aircraft” - FO’s takeoff - Expect this even after the break - Expect this even after the break

16 Rollout Guidance Ground Deceleration Scale 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 scale displays with either auto or manual braking. During a rejected takeoff, the scale automatically displays if ground speed is greater than 50 knots. HGS 4000 Runway distance remaining Note the speed

17 Cargo Bay Fire Arm Toggle Switch ARM (Up) Fwd Or Aft Discharge Button (as appropriate) Press Recirc Fan Switch OFF Right Pack Switch OFF Land 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 detector detects both smoke and excessive temperature. FireWarning Bell Cutout FWD FIREAFT FIRE FIRE ____FWD____ ____AFT____

18 Warning Horn – Cabin Altitude or Configuration 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 / Abnormal Pressurization Checklist (QRH Page A-15)Accomplish the Cabin Altitude Warning Horn / Abnormal Pressurization Checklist (QRH Page A-15) If an intermittent warning horn sounds on the ground: Assure Proper Takeoff ConfigurationAssure Proper Takeoff Configuration If a steady warning horn sounds in flight: Assure Proper Landing ConfigurationAssure Proper Landing Configuration “Warning Horn – Cabin Altitude or Configuration Checklist Complete” FOM TAB

19 Emergency Coordination and Planning FOM After completing the recall and reference items of the checklist (QRH) After completing the recall and reference items of the checklist (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 emergency Inform ATC of intentions, i.e., landing instructions and emergency equipment requirements equipment requirements Inform and coordinate with the Flight Attendants Inform 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 accommodations and passenger accommodations Review emergency evacuation procedures, if appropriate Review emergency evacuation procedures, if appropriate

20 Engine Failure During Takeoff Profile FOM ’ RVR V1 cut: engine failure (two V1 cuts for CA - 1 > 300’ RVR & 300/300/300’ RVR)300’ RVR V1 cut: engine failure (two V1 cuts for CA - 1 > 300’ RVR & 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, RNO = 20 degrees for Rattlesnake15 degree AOB for the MCP, 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 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 50 feet, “Landing gear up”, little rudder pushTransition to the flight path 50 feet, “Landing gear up”, little rudder push Have to 0.2 DME (HGS) for SLC, which may be below 400’ AAE; 4.7 DME non-HGSHave to 0.2 DME (HGS) for SLC, which may be below 400’ AAE; 4.7 DME non-HGS 400’ AAE, tell PM for SLC: “Heading select 345 degrees”, for SEA: “Heading select”400’ AAE, tell PM for SLC: “Heading select 345 degrees”, for SEA: “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 SLC = 5227’MSL, SEA 1433’MSL: level off and have PM select “Altitude SLC = 5227’MSL, SEA 1433’MSL: level off and have PM select “Altitude hold” Accelerate to V2+15 (MASI 5 or 170)– “Flaps 1”Accelerate to V2+15 (MASI 5 or 170) – “Flaps 1” MASI 1 or 190– “Flaps UP”MASI 1 or 190 – “Flaps UP” MASI UP or 210 – “MASI UP/210, level change, max cont. thrust”, engage the good autopilotMASI UP or 210 – “MASI UP/210, level change, max cont. thrust”, 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: “Plan on a flaps 15 landing”, set your bugs per the FMCDuring the one-engine inop checklist: “Plan on a flaps 15 landing”, set your bugs per the 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 LOW OIL PRESS light illuminated. (-300/500) Oil quantity should be greater(-700) Oil quantity as low as zero is normal with N2 <8% and LOW OIL PRESS light illuminated. (-300/500) Oil quantity should be greater than zero. than zero.

21 Slip/Skid Indicators The Flight Path and Aircraft Reference Slip/Skid indicators only display during takeoff or low-altitude go-around to provide additionalThe 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 symbol Guidance cue

22 At 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 V knots) higher (max V knots) Pitch = 13, use TO/GAPitch = 13, use TO/GA -Pitch, ball, heading, airspeed 400’ AAE400’ AAE SLC-“Heading select 345”SLC-“Heading select 345” SEA-“Heading select”SEA-“Heading select” V2 At 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 scheduleCleanup and accelerate on normal flap retraction schedule (V minimum) (V minimum) MASI 5 or 170–“Flaps 1”, MASI 1 or 190-“Flaps up”MASI 5 or 170 –“Flaps 1”, MASI 1 or 190 -“Flaps up” MASI UP or 210–“MASI UP/210, level change, max continuous thrust”MASI UP or 210 –“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 SLC will be closed with <600 RVR, see low vis taxi page.Runway 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 50’AGLTransition to the 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 approved for the cone of confusion to a heading of 345 degrees, TERPS approved 15 degree angle of bank15 degree angle of bank After 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 30° AOB in patternUse 30° AOB in pattern SLC = 5227’, SEA = 1433’ Engine Failure During Takeoff Profile Flight path symbol touches the horizon line ILS DME on lower left side (-700) ILS DME on lower right side (-300/500) HGS 4000

23 Engine Failure/Shutdown QRH 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 ” on page G-11. This is boxed number 1, QRH B-8, and is easily overlooked. (Technique) read it out loud. Checklist ” 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 indicationsThe 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 be such 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: APU (if available) StartAPU (if available) Start Thrust Lever CloseThrust Lever Close Start Lever CUTOFFStart Lever CUTOFF APU On Affected BusAPU On Affected Bus Pack Switch (affected side) OFFPack Switch (affected side) OFF Fuel Balance ManageFuel Balance Manage Transponder Mode Selector TATransponder Mode Selector TA If at cruise altitude and driftdown is required: Thrust LeverMax ContinuousThrust LeverMax Continuous AirspeedAs RequiredAirspeedAs Required AltitudeAs RequiredAltitudeAs Required Then evaluate an engine restart attemptThen evaluate an engine restart attempt 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: 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): The oil quantity should be greater than zero, in this situation a start may be attempted.(-300/500): The oil quantity should be greater than zero, in this situation a start may be attempted. It is normal for the engine to indicate very low or no oil pressure with the LOW OIL PRESSURE alert illuminated.It is normal for the engine to indicate very low or no oil pressure with the LOW OIL PRESSURE 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”

24 Engine Fire / Severe Damage / Separation / Seizure DISCH 1 2 Thrust leverCloseThrust leverClose Start lever CutoffStart lever Cutoff Fire warning switchPullFire warning switchPull If the fire warning or overheat light remains illuminated: Fire warning switchRotate L or R & hold 1 secFire warning switchRotate L or R & hold 1 sec If after 30 seconds, the fire warning switch or overheat light remains illuminated: Fire warning switchRotate to remaining bottle & hold 1 secFire warning switchRotate to remaining bottle & hold 1 sec If high vibration occurred and persists after engine shutdown Airspeed & altitudeReduce without delayAirspeed & altitudeReduce without delay Always check againAlways check again after completing any after completing any non-normal checklist, the #1 non-normal checklist, the #1 engine overheat light is probably still on engine overheat light is probably still on #1 engine fire switch pulled blocks your#1 engine fire switch pulled blocks your field of view field of view FIRE WARN 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-11

25 Normal Takeoff Profile RNAV Departure FOM 3.4.3, Normal Takeoff Profile RNAV Departure FOM 3.4.3, (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).

26 “Landing gear up” on positive“Landing gear up” on positive rate of climb rate of climb Climb to minimum cleanup altitudeClimb to minimum cleanup altitude at V at V V2 Minimum cleanup altitude “Flaps 1, Climb thrust” (V2+15 min)“Flaps 1, Climb thrust” (V2+15 min) MASI 1 or “Flaps up”MASI 1 or “Flaps up” Accelerate to MASI UP/210Accelerate to MASI UP/210 and maintain to 3000AAE and maintain to 3000’ AAE 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 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- (i.e. LAX, STL) specific distance to the initial turn- (i.e. LAX, STL) Airspeed on MCP to 250Airspeed on MCP to 250 A minimum of V knots andA minimum of V knots and takeoff flaps with up to 30 degrees takeoff flaps with up to 30 degrees of bank angle will provide a of bank angle will provide a minimum radius turn minimum 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: (PM) RNAV departure-“LNAV”(PM) RNAV departure-“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

27 SNA Takeoff Profile Jeppesen 10-7D

28 “Landing gear up” on“Landing gear up” on positive rate of climb positive rate of climb 800’ AAE FO, position hand on thrust leversFO, position hand on thrust levers “Approaching cutback”“Approaching cutback” 400’ AAE FO select “LNAV”FO select “LNAV” Select legs pageSelect legs page V2 At 1000’ AAE “Cutback”“Cutback” FO, reduce thrust smoothly to N1 reference bugsFO, reduce thrust smoothly 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 AAE Reduce climb to ’/minReduce climb to ’/min “Flaps 1” (V2+15 min)“Flaps 1” (V2+15 min) MCP to MASI UP or 210MCP to MASI UP or 210 MASI 1 or 190 – “Flaps Up”MASI 1 or 190 – “Flaps Up” Before Takeoff TO/GATO/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” (max)“Set T/O thrust” (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 (ISNA), HDG 175, course 194.LOC freq (ISNA), HDG 175, course 194. SLI VOR for FO, if LNAV not used.SLI VOR 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 5 to 3000’ AAE to 3000’ AAE ELEV: 54’ Follow LNAV guidanceFollow LNAV guidance Or at 1 DME ISNA or (FO’s)SLI 118, HDG select 175Or at 1 DME ISNA or (FO’s) SLI 118, HDG select 175 Note: DME on HGS is on the lower left side for -700Note: DME on HGS is on the lower left side for -700 DME on HGS is on the lower right side for -300/500 DME 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 DME ISNA 6 DME “Climb thrust”, MCP to 250“Climb thrust”, MCP to 250 Establish normal climb speedEstablish normal climb speed Expect direct to SXC or vectorsExpect direct to SXC or vectors 1000’ For engine failure Fly straight outFly straight out “Climb thrust”-past cutback“Climb thrust”-past cutback Maintain V2 min. to 1000’AAEMaintain V2 min. to 1000’AAE Level off and cleanupLevel off and cleanup TCAS RA Follow TCAS guidanceFollow TCAS guidance Thrust as requiredThrust as required Discontinue noise abatementDiscontinue noise abatement SNA utilizes mainly -700’s.SNA utilizes mainly -700’s. 19R

29 Predictive Windshear on Takeoff FOM 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 caution alerts are inhibitedDuring takeoff, new predictive windshear caution alerts are inhibited between 80 knots and 400’ RA. between 80 knots and 400’ RA. During takeoff, new warning alerts are inhibited between 100 knots and 50 feet RA.During takeoff, new warning alerts are inhibited between 100 knots and 50 feet RA. The Predictive Windshear Pop-Up feature automatically comes on whether the radar is ON or OFF. After the windshear threat is over, the radar will revert back to its previous position. (Radar Made Easy) +4 for climb (Radar Made Easy)

30 PWS 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 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 The PWS warning provides the icon on the radar display and the aural alertThe PWS warning provides the icon on the radar display and the aural alert WINDSHEAR AHEAD, WINDSHEAR AHEAD (on takeoff) WINDSHEAR AHEAD, WINDSHEAR AHEAD (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, orAfter starting the takeoff roll, abort if it can be done safely, or continue the takeoff using the takeoff under adverse condition profile continue 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 NM.5 NM 25 degrees On Ground.5NM In Flight 3 NM 1.5 NM 25 degrees Warning region Caution region PT’s have windshear on takeoff as a training event.PT’s have windshear on takeoff as a training event. *Monitor Radar Display has been removed from the software.*Monitor Radar Display has been removed from the software.

31 Adverse Conditions Takeoff Profile FOM 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.

32 V2 Limit pitch attitude to approximatelyLimit pitch attitude to approximately 15 degrees 15 degrees “Landing gear up” on“Landing gear up” on positive rate of climb positive 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 aReduce 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 V knots and takeoff flapsA minimum of V 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 turn minimum radius turn Ensure thrust is advanced symmetricallyEnsure thrust is advanced symmetrically

33 Windshear Recovery FOM Emergency 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.

34 Disconnect the A/PDisconnect the A/P Press either TO/GA switch “TO/GA”Press either TO/GA switch “TO/GA” Aggressively apply “Emergency Thrust” (when in actual windshear)Aggressively apply “Emergency Thrust” (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” If 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 factor Gear & flap retraction may be changedGear & flap retraction may be changed Slowly decrease pitch attitude and accelerateSlowly decrease pitch attitude and accelerate HGS 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.

35 Terrain Avoidance FOM , Radar Booklet You will always receive terrain pop-up warnings, aural warnings and warning lights regardless of the mode you have selected.You will always receive terrain pop-up warnings, 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. CAUTION: with terrain display selected, WX RADAR is not displayed.CAUTION: with terrain display selected, WX RADAR is not displayed.

36 If terrain contact is imminent or “pull up” terrain or obstacle warning is received Disconnect the A/P if engagedDisconnect the A/P if engaged Aggressively apply “Emergency Thrust”Aggressively apply “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 displayWhen 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” “Terrain, Terrain, pull up” “Obstacle, Obstacle, pull up” *Note: Do not use FD commands. Day or night profile. Day or night profile. 20 to 30 seconds from projected impact with terrain20 to 30 seconds from projected impact with terrain Shown as solid red on the radar displayShown as solid red on the radar display

37 Ground Proximity Cautions CAUTION OBSTACLE, CAUTION OBSTACLE (Note 1) CAUTION TERRAIN, CAUTION TERRAIN (Note 1) TOO LOW TERRAIN (Note 1) DON’T SINK SINK RATE TOO LOW GEAR TOO LOW FLAPS GLIDESLOPE (Note 2) BANK 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 1: At night or in IMC conditions, execute a Go-around and be prepared to execute the Terrain Avoidance Maneuver.Note 1: 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 or terrain hazard exists. During day VMC conditions, the approach may be continued when both Pilots visually verify that no obstacle or terrain hazard exists. Note 2: This caution may be cancelled or inhibited for the following:Note 2: This caution may be cancelled or inhibited for the following: Localizer or back course approach. Circling from an ILS. Conditions requiring a deliberate approach below glideslope. Unreliable glideslope signal. FOM

38 Aircraft Operational Envelope Max Operating Pressure Altitude Max Operating Pressure Altitude -700: 41,000 feet -700: 41,000 feet -300/500: 37,000 feet With engine bleed air switches ON; do not operate the air-conditioning packs in HIGH for takeoff, approach, or landing

39 TCAS Response to TA: Attempt to establish visual contactAttempt to establish visual contact Do not deviate from assigned ATC clearance, unless visual contact with theDo not deviate from assigned ATC clearance, unless visual contact with the conflicting traffic requires other action conflicting 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 page the 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: 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 action the 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 guidance guidance Return to previous clearance as soon as CLEAR OF CONFLICT is heard orReturn to previous clearance as soon as CLEAR OF CONFLICT is heard or traffic conflict is resolved traffic conflict is resolved 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 guidanceIf 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 4000

40 Steep 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 “Bank angle, bank angle”

41 Approaches to Stalls High 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- “Emergency Thrust”, disengage the A/P, roll wings level, control column smoothly forwardAt stick shaker- “Emergency Thrust”, 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

42 Cabin altitude warning horn / abnormal pressurization Oxygen masks & regulatorsOn/100%Oxygen masks & regulatorsOn/100% Crew communicationsEstablishCrew communicationsEstablish Finish the QRH, then….. Emergency Descent Emergency descentAnnounce (CA, use PA)Emergency descentAnnounce (CA, use PA) Start switchesFLTStart switchesFLT Thrust leversCloseThrust leversClose Speedbrake leverFlight detent (50% if LAS activates)Speedbrake leverFlight detent (50% if LAS activates) Emergency descentInitiate (autopilot recommended)Emergency descentInitiate (autopilot recommended) Target speedMmo/Vmo (50% S/B if LAS is OK)Target speedMmo/Vmo (50% S/B if LAS is OK) Leveling off at 14,000’ MSL or the MEA, whichever is higher Speedbrake leverDown (smoothly & stabilize on alt.)Speedbrake leverDown (smoothly & stabilize on alt.) Oxygen regulators (if previously required)NormalOxygen regulators (if previously required)Normal Start switchesAs requiredStart switchesAs required Land as appropriate (use the OPC & FMC)Land as appropriate (use the OPC & FMC) Finish the QRH

43 Approaches to Stalls Takeoff 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 “Descent Checklist”, set Vtarget on MCP at Flaps 40 from the FMC and configure to Flaps 5Accomplish the “Descent Checklist”, 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- “Flaps 5”, 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 stallMASI UP/210- “Flaps 5”, 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 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- “Emergency Thrust”, 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), retrimAt stick shaker- “Emergency Thrust”, 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), 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 MASI 5 or 170- “Flaps 1, climb thrust”, maintain altitude, retrimAt MASI 5 or 170- “Flaps 1, climb thrust”, maintain altitude, retrim At MASI 1 or 190- “Flaps UP”, maintain altitude, retrimAt MASI 1 or 190- “Flaps UP”, 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

44 Approaches to Stalls Landing 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 “Descent Checklist”, set Vtarget on MCP at Flaps 40 from the FMC and configure to Flaps 40Accomplish the “Descent Checklist”, 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- “Flaps 5”, MASI 5/180- “Landing Gear down, Flaps 15”, instructor/check airman sets 35% N1, begin a 15 degree turn, maintain altitude, do not allow the aircraft to sink as the autoslats deployMASI UP/210- “Flaps 5”, MASI 5/180- “Landing Gear down, Flaps 15”, instructor/check airman sets 35% N1, begin a 15 degree turn, maintain altitude, do not allow the aircraft to sink as the autoslats deploy MASI 15/150- “Flaps 40, Before Landing Checklist"MASI 15/150- “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- “Emergency Thrust”, 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, retrimAt stick shaker- “Emergency Thrust”, 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, 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) - “Flaps 15, Landing Gear UP”, maintain altitude, retrimAt Vtarget (on the HGS-upper left) - “Flaps 15, Landing Gear UP”, maintain altitude, retrim At MASI 15 or 150- “Flaps 5, climb thrust”, maintain altitude, retrimAt MASI 15 or 150- “Flaps 5, climb thrust”, maintain altitude, retrim At MASI 5 or 170- “Flaps 1”, maintain altitude, retrimAt MASI 5 or 170- “Flaps 1”, maintain altitude, retrim At MASI 1 or 190- “Flaps UP”, maintain altitude, retrimAt MASI 1 or 190- “Flaps UP”, 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

45 Upset Recovery (Selected Event Training) FOM , FRM Nose 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 situation –Disconnect the autopilot –Recover from stall, if required –Roll in shortest direction to wings level (unload and roll if bank angle is more than 90 degrees) (note1) –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.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. For HGS 4000: The Unusual Attitude symbology automatically activates whenever the pitch angle exceeds -20˚ or +35˚ or the roll angle is greater than 55˚.The Unusual Attitude symbology automatically activates whenever the pitch angle exceeds -20˚ or +35˚ or the roll angle is greater than 55˚. The Unusual Attitude symbology automatically reverts to the previous display once the pitch angle is within -5˚ to +10˚ for 5 seconds andThe Unusual Attitude symbology automatically reverts to the previous display once the pitch angle is within -5˚ to +10˚ for 5 seconds and the roll angle is less than 10˚ for 5 seconds. the roll angle is less than 10˚ for 5 seconds. PITCHROLL

46 Runaway Stabilizer 1. Control ColumnHold firmly 2. Autopilot (if engaged)Disengage If runaway stabilizer continues: 3. Stabilizer Trim Cutout SwitchesCutout If runaway stabilizer continues: 4. Stabilizer Trim WheelGrasp & hold

47 Wheel well fire Landing gear lever (270 knots /.82M maximum)DownLanding gear lever (270 knots /.82M maximum)Down Land at the nearest suitable airportLand at the nearest suitable airport FIRE WARN BELL CUTOUT WHEEL WELL

48 Cargo Bay Smoke Detection and Fire Suppression Aircraft must land within 60 minutes of initial discharge of the fire suppression system Aircraft must land within 60 minutes of initial discharge of the fire suppression system

49 Flight Controls Minimum speedbrake use altitude is 1000 feet AGLMinimum 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 retractedIn-flight, do not use speedbrakes unless flaps are fully retracted Alternate flap duty cycle in-flight is one complete cycle, then 25 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 for 6 seconds before reversing the direction of flap movementAlternate flap duty cycle in-flight is one complete cycle, then 25 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 for 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

50 Uncommanded Rudder/Yaw/Roll or (-300/500) Spindle Failure 1. Autopilot (if engaged)… Disengage 2. Maintain control of the aircraft with all available flight controls. If roll is uncontrollable, immediately reduce pitch/AOA and increase airspeed. Do not attempt to maintain altitude until control is recovered 3. Thrust…………….……... Verify symmetrical 4. (-300/500) If spindle failure (flaps are extended, no asymmetry indicated on the flap gauge, rudder pedals are normal, may be accompanied by a loud bang) Go-Around Initiate

51 Stabilized Approach Criteria 1000’ For all approaches,For all approaches, the aircraft must meet the aircraft must meet stabilized approach criteria stabilized approach criteria Planned landing configurationPlanned landing configuration In the Vtarget speed rangeIn 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 essentially the final approach course or runway centerline with wings essentially level by 500’ above TDZE level 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 approach the approach 500’ If a stabilized approach is not obtained, aIf a stabilized approach is not obtained, a go around is mandatory go around is mandatory Deviations within normal limit criteria are acceptableDeviations within normal limit criteria are acceptable for operational conditions for operational conditions TDZE 4227’ VOR SLC 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 stoppingThe Flightcrew may wish to modify the landing flap selection based on the stopping margin results of the Landing Output screen margin results of the Landing Output screen Landing performance limits or non-normal conditions may require the use of lessLanding performance limits or non-normal conditions may require the use of less than flaps 30 or 40 than flaps 30 or 40 SLC: 5227’ VOR 16L, 5222’ 34R LOC GS OUT SEA: 1433’ SEA: 1433’

52 Captain Callouts Company Procedure Approaches Precision 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 thrust If FO landing-Take over visuallyIf FO landing-Take over visually (>3/4 mile or 4000’RVR) Non-HGS, if landing-Landing, INon-HGS, if landing-Landing, I have the aircraft Non-precision Approach Localizer captureLocalizer capture FAF & altitude crossingFAF & altitude crossing 1000’, airspeed, sink rate1000’, airspeed, sink rate Going outsideGoing MDA-Continue, if not in 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) If not in sight at MAP-Go-aroundIf not in sight at MAP-Go-around PM callouts OM name/FAF & altitude crossing OM name/FAF & altitude crossing Airspeed: +10/-5 from target Airspeed: +10/-5 from target Airspeed: 1000’/min Sink rate: AIII, if rate >1000’/min Localizer or Glideslope: > 1 dot Localizer or Glideslope: > 1 dot Approach warning, go-around Approach warning, go-around HGS FailGo-around: HGS Fail HGS Fail Go-around : HGS Fail Go-around: Unstabilized approach Go-around: Unstabilized approach FO: Approaching minimums FO: Approaching minimums Minimums Minimums Landing or No Contact Landing or No Contact 500, 400, 300, , 400, 300, 200 MAP, 100, 50, 30, 10 MAP, 100, 50, 30, 10 Speedbrake Speedbrake Reverser Reverser Autobrake Disarm Autobrake Disarm 60 knots 60 knots

53 Wind 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. Conditions Steady Cross Wind Peak Gust Tailwind TakeoffLandingTakeoffLanding Dry 35 knots 10 knots Wet 35 knots 10 knots <4000’ RVR or ¾ mile visibility <4000’ RVR or ¾ mile visibility 35 knots 10 knots <1600’ RVR or ¼ mile visibility <1600’ RVR or ¼ mile visibility 20 knots 10 knots <600’ RVR <600’ RVR 10 knots Clutter Clutter 20 knots 10 knots Braking Fair Braking Fair 15 knots 10 knots Braking Poor Braking Poor 10 knots 5 knots 5 knots 5 knots

54 CATMinimum Required & Must be Used Controlling(1)Advisory (2) (3) I1800TDZ(4)TDZN/A II1600TDZTDZN/A II1200 TDZ & ROLLOUT TDZROLLOUT(5) IIIA700 TDZ, MID, & ROLLOUT TDZ & MID ROLLOUT IIIA700(6) TDZ & ROLLOUT N/A 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 required increases. The following chart depicts those RVR requirements and minimums. (1) Controlling RVR minimum required to begin final approach segment. (2) On runways with 2 or 3 transmissometers, the 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 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. (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). RVR Requirements and Minimums

55 ALS 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)

56 TCAS 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 contactDo not deviate from existing lateral flight path unless visual contact with the conflicting traffic requires other action with 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: 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 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. HGS 4000

57 Company Procedures Approaches FOM 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 below 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 or visibility below 3 miles (FO flown only) When ‘Special Aircrew and Aircraft Authorization Required’ is notedWhen ‘Special Aircrew and Aircraft Authorization Required’ is noted on 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 or CA’s discretion, especially during deteriorating weather conditions or when the visibility is approaching the minimum visibility required for the approach when the visibility is approaching the minimum visibility required for the 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)

58 Non-Precision Approach FOM Brief a full instrument approach: FOM 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 CA should transfer control of the aircraft early enough in the approach 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, the following criteria apply: FOM 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 knots in which case it is 5 knots

59 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)

60 Stabilized not later than 5227’ 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’

61 IMC mode at 200’ IMC mode at 200’ Passing the middle marker MM VMC mode at 30’ VMC mode at 30’ Flare cues + + at 55’-10’ Note: IMC mode at 30’ is the same presentation. 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 procedures100’ 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 2.7 HGS /500 10

62 Downwind 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 Outbound Flaps 5, 180 knots, N1 60% (5 miles from FAF)Flaps 5, 180 knots, N1 60% (5 miles from FAF) “Cleared for approach” or procedure turn inbound-select VOR/LOC mode (LOC Backcourse or NDB: N/A) “Landing gear down, flaps 15”“Landing gear down, flaps 15” 150 knots150 knots At FAF “FAF, crossing altitude” Aircraft should normally be in planned landing configurationAircraft should normally be in planned landing configuration TimeTime Intermediate step-down Set next lower altitude MCPSet next lower altitude MCP Normally approaching the FAF “Flaps pilots discretion“Flaps pilots discretion “Before Landing Checklist”“Before Landing Checklist” no later than 1000’ above TDZE no later than 1000’ above TDZE N1 74% level flightN1 74% level flight Set MDA into MCPSet MDA into MCP After FAF Slow to landing target speedSlow to landing target speed Rate of descentRate of descent 1200 fpm max until 1000 above TDZE 1200 fpm max until 1000 above TDZE 1000 fpm within 1000 above TDZE 1000 fpm within 1000 above TDZE N1 60%, descend to MDA, IMC modeN1 60%, descend to MDA, IMC mode Monitor level offMonitor level off Select ALT hold if requiredSelect ALT hold if required MAP HGS in Primary mode <1000/3 FO flies a company procedures approach Slow 250 to MASI UP/210 DownwindDownwind Straight in milesStraight in miles Stabilized approach SLC: 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) B: Brief the approach C: Checklist (QRH, Descent) D: Declare Emergency, Dispatch E: Emergency equipment F: Flight attendants Always brief A,B,C when approach says expect runway _____. Descend to MDA (caution for step-down altitudes)

63 ASR Approach Brief a full instrument approach: FOM 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 CA should transfer control of the aircraft early enough in the approach 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

64 Downwind 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 Outbound Flaps 5, 180 knots, N1 60%Flaps 5, 180 knots, N1 60% “Prepare to descend in ___miles” “Landing gear down, flaps 15”“Landing gear down, flaps 15” 150 knots150 knots Intermediate step-down Set next lower altitude MCPSet next lower altitude MCP Normally prior to the “Descend To Minimum Descent Altitude” clearance Slow to landing target speedSlow to landing target speed “Before Landing Checklist” completed“Before Landing Checklist” completed N1 74% level flightN1 74% level flight Set MDA into MCPSet MDA into MCP Rate of descent 1200 fpm max until 1000 above TDZE 1200 fpm max until 1000 above TDZE 1000 fpm within 1000 above TDZE 1000 fpm within 1000 above TDZE NLT 1000’ above TDZE-A/C must meet NLT 1000’ above TDZE-A/C must meet stabilized approach criteria stabilized approach criteria N1 60%, descend to MDA, IMC mode N1 60%, descend to MDA, IMC mode Monitor level off Monitor level off Select ALT hold if required Select ALT hold if required MAP HGS in Primary mode <1000/3 FO flies a company procedures approach Slow 250 to MASI UP/210 DownwindDownwind Straight in milesStraight in miles 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) B: Brief the approach C: Checklist (QRH, Descent) D: Declare Emergency, Dispatch E: Emergency equipment F: Flight attendants Descend to MDA (caution for step-down altitudes)

65 Go-around/Missed Approach LNAV Missed Approach FOM , FOM 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 amber, (-300/500) The Radio Altitude Decision Height light illuminates*.(ILS) Radio Altitude display flashes and turns amber, (-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 andBefore 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 APCH WARN or HGS FAIL occurs and the CA does not have sufficient visual references to land.An APCH WARN or HGS FAIL 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 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-”Go-around thrust”, then PM-”Go-around thrust”).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”, then PM-”Go-around thrust”). (CA) If the APCH WARN or HGS FAIL occurs prior to reaching minimums and you have sufficient visual references to land, you may continue the approach by calling “Landing.”(CA) If the APCH WARN or HGS FAIL occurs prior to reaching minimums and you have sufficient visual references to land, you may continue the approach by calling “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 MASTER CAUTION and associated system annunciator light during the missed approach as a distraction during the go-around. Acknowledge and look to seeExpect a MASTER CAUTION 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 MASTER CAUTION light. the non-normal, then have the PM cancel the light. In other words, don’t just reach up and cancel the MASTER CAUTION light.

66 At Go-around decision point simultaneously: Set “Go-around thrust”Set “Go-around thrust” Disengage autopilot in useDisengage autopilot in use Rotate to go-around pitch (18)Rotate to go-around pitch (18) Select “TO/GA” if appropriate - PF will call for or select, PM verifySelect “TO/GA” if appropriate - PF will call for or select, PM verify Select “Flaps 15”, Flaps 1 for Flaps 15 approach (engine failure inSelect “Flaps 15”, 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: “Landing gear UP”At positive rate of climb, retract the landing gear: “Landing gear UP” (-300/500)For LNAV-immediately after gear is up,(-300/500) For LNAV-immediately after gear is up, PM position both to NAV- “NAV selected” PM position both to NAV- “NAV selected” “Go-around thrust, (TO/GA),Flaps 15, Landing gear up”“Go-around thrust, (TO/GA), Flaps 15, Landing gear up” Retract the speedbrakeRetract the speedbrake Attain Vref + 20 Climb at Vref + 20 to 1000’ AAE At 1000’ AGL Reduce pitch, (LVL CHG, MCP to MASI UP/210)Reduce pitch, (LVL CHG, MCP to MASI UP/210) “Flaps 5” for Flaps 30/40 approach (Vref +15 minimum)“Flaps 5” for Flaps 30/40 approach (Vref +15 minimum) Set “Climb thrust”Set “Climb thrust” MASI 5 or 170- “Flaps 1”MASI 5 or 170- “Flaps 1” MASI 1 or 190- “Flaps up”MASI 1 or 190- “Flaps up” Aircraft accelerates rapidlyAircraft accelerates rapidly Do not over speed flapsDo not over speed flaps Autopilot may be 1000’AGL(recommended)Autopilot may be 1000’AGL(recommended) For LNAV, PM verifies TO/GA (A/P not engaged) or LVLFor LNAV, PM verifies TO/GA (A/P not engaged) or LVL CHG/ALT ACQ CHG/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 required MASI UP/210 to 3000’ or out of class BMASI UP/210 to 3000’ or out of class B airspace airspace 250 to 10k250 to 10k 400’ AAE PM selects “LNAV”PM selects “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 between

67 ILS Profile FOM Brief a full instrument approach: FOM 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 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 appropriate consider 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 director fails: (TR-1 fails: 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 theDescend no lower than the MDA for a ILS GS-OUT approach unless you can comply with the descent below MDA/DA procedures descent below MDA/DA procedures The maximum tailwind is 10 knots unless the braking action is reported as POOR, in which case it isThe maximum tailwind is 10 knots unless the braking action is reported as POOR, in which case it is 5 knots 5 knots Transfer of aircraft control: FOM CA should transfer control of the aircraft early enough in the approach 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). 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 guidance cue in the HGS

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

69 HGS display at 300’ HGS display at 300’ Runway edge lines appear Note: With a radio altimeter inoperative, the associated F/D (guidance cue) is inoperative for the approach. -300/500 HGS

70 HGS display at 100’ HGS display at 100’ Flare guidance 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’ DH appears at 50’ for AIII DH appears at 50’ for AIII Note: the FO may be incapacitated withNote: the FO may be incapacitated with no “approaching minimums” callout no “approaching minimums” callout

71 Rollout Guidance Ground Deceleration Scale 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 scale displays with either auto or manual braking. During a rejected takeoff, the scale automatically displays if ground speed is greater than 50 knots. Runway distance remaining, input from the OPC Deceleration scale Rollout mode HGS 4000 RO CTN* *7166 LN *PVD: runway 05, CAT II/IIIA: Note: For any AIII mode approach and landing, if the entered runway available is < 7500 feet, the runway distance will flash on the Combiner until 500 feet. At 500 feet, the runway distance disappears, and RO ARM changes to RO CTN* on the Combiner and HAP. The Distance Remaining and Rollout Guidance Cue are not available after touchdown. The approach can be continued but the guidance cue will not be available after landing. Still legal to land at PVD.

72 Downwind 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 (5 miles from LOM) Flaps 5, 180 knots, N1 60%Flaps 5, 180 knots, N1 60% HGS in Primary mode (-300/500)-check all 3 TR’s <3/4 SM / 4000’RVR, FO flies a company procedures ILS approach CA flown HGS: N/A Slow 250 to MASI UP/210 DownwindDownwind Straight in milesStraight in miles “Cleared for approach” or procedure turn inbound-select APP LOM Glideslope 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”, Before Landing Checklist”“Flaps 30/40”, 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 normally be stabilized on speed in planned landing configuration “Name & crossing altitude” 1000’ above TDZE Aircraft must meet stabilized approach criteriaAircraft must meet stabilized approach criteria 55/60% MM “Localizer capture” “Glideslope capture” “Glideslope capture” Reset missed approach alt Go-around/Missed approach During a HGS ILS, The A/P must be disengaged: Not later than GSIANot later than GSIA Or G/S interceptOr G/S intercept Whichever occurs last A/P will 800’ if in CMDA/P will 800’ if in CMD Approach 500’Approach 500’ 100 feet above Decision Altitude For a company proceduresFor a company procedures autopilot-coupled approach, autopilot-coupled approach, place your hands at base of the place your hands at base of the thrust levers and near the yoke thrust levers and near the yoke. A: ATIS B: Brief the approach C: Checklist (QRH, HGS, Descent) D: Declare Emergency, Dispatch E: Emergency equipment F: 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.

73 Go-around/Missed Approach LNAV Missed Approach FOM ,3.18.3

74 At Go-around decision point simultaneously: Set “Go-around thrust”Set “Go-around thrust” Disengage autopilot in useDisengage autopilot in use Rotate to go-around pitch (18)Rotate to go-around pitch (18) Select “TO/GA” if appropriate - PF will call for or select, PM verifySelect “TO/GA” if appropriate - PF will call for or select, PM verify Select “Flaps 15”, Flaps 1 for Flaps 15 approach (engine failureSelect “Flaps 15”, 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: “Landing gear UP”At positive rate of climb, retract the landing gear: “Landing gear UP” (-300/500)For LNAV-immediately after gear is up,(-300/500) For LNAV-immediately after gear is up, PM position both to NAV- “NAV selected” PM position both to NAV- “NAV selected” “Go-around thrust, (TO/GA),Flaps 15, Landing gear up”“Go-around thrust, (TO/GA), Flaps 15, Landing gear up” Retract the speedbrakeRetract the speedbrake Attain Vref + 20 Climb at Vref + 20 to 1000’ AAE At 1000’ AGL Reduce pitch, (LVL CHG, MCP to MASI UP/210)Reduce pitch, (LVL CHG, MCP to MASI UP/210) “Flaps 5” for Flaps 30/40 approach (Vref + 15 minimum)“Flaps 5” for Flaps 30/40 approach (Vref + 15 minimum) Set “Climb thrust”Set “Climb thrust” MASI 5 or 170– “Flaps 1”MASI 5 or 170 – “Flaps 1” MASI 1 or 190– “Flaps up”MASI 1 or 190 – “Flaps up” Aircraft accelerates rapidlyAircraft accelerates rapidly Do not over speed flapsDo not over speed flaps Autopilot may be 1000’AGL(recommended)Autopilot may be 1000’AGL(recommended) For LNAV, PM verifies TO/GA (A/P not engaged) or LVLFor LNAV, PM verifies TO/GA (A/P not engaged) or LVL CHG/ALT ACQ CHG/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 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 400’ AAE PM selects “LNAV”PM selects “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. Say it slow

75 Special Authorization CAT II Approaches Must Be Hand-Flown Using The HGS In The AIII ModeSpecial Authorization CAT II Approaches Must Be Hand-Flown Using The HGS In The AIII Mode To Touchdown. To Touchdown 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). –Runway centerline lights are required. –MALSR approach lighting system is required. –HIRL system is required. –Note: Touchdown zone lighting is not required for 1200 RVR Special Authorization CAT II approaches 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). –MALSR approach lighting system is required. –HIRL system is required. –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 theThe 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 Requirements

76 Runway 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 is not required for either 1200 or 1600 RVR Special Authorization this lighting is not required 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 touchdownBOI 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 Lighting HGS combiner view at a DA(H) of 100 feet with 1200 RVR, ALSF II approachHGS 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 lights

77 Engine Failure During Takeoff Profile FOM ’ RVR V1 cut: engine failure (two V1 cuts for CA - 1 > 300’ RVR & 300/300/300’ RVR)300’ RVR V1 cut: engine failure (two V1 cuts for CA - 1 > 300’ RVR & 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, RNO = 20 degrees for Rattlesnake15 degree AOB for the MCP, 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 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 50 feet, “Landing gear up”, little rudder pushTransition to the flight path 50 feet, “Landing gear up”, little rudder push Have to 0.2 DME (HGS) for SLC, which may be below 400’ AAE; 4.7 DME non-HGSHave to 0.2 DME (HGS) for SLC, which may be below 400’ AAE; 4.7 DME non-HGS 400’ AAE, tell PM for SLC: “Heading select 345 degrees”, for SEA: “Heading select”400’ AAE, tell PM for SLC: “Heading select 345 degrees”, for SEA: “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 SLC = 5227’MSL, SEA 1433’MSL: level off and have PM select “Altitude SLC = 5227’MSL, SEA 1433’MSL: level off and have PM select “Altitude hold” Accelerate to V2+15 (MASI 5 or 170)– “Flaps 1”Accelerate to V2+15 (MASI 5 or 170) – “Flaps 1” MASI 1 or 190– “Flaps UP”MASI 1 or 190 – “Flaps UP” MASI UP or 210 – “MASI UP/210, level change, max cont. thrust”, engage the good autopilotMASI UP or 210 – “MASI UP/210, level change, max cont. thrust”, 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: “Plan on a flaps 15 landing”, set your bugs per the FMCDuring the one-engine inop checklist: “Plan on a flaps 15 landing”, set your bugs per the 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 LOW OIL PRESS light illuminated. (-300/500) Oil quantity should be greater(-700) Oil quantity as low as zero is normal with N2 <8% and LOW OIL PRESS light illuminated. (-300/500) Oil quantity should be greater than zero. than zero.

78 Slip/Skid Indicators The Flight Path and Aircraft Reference Slip/Skid indicators only display during takeoff or low-altitude go-around to provide additionalThe 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 symbol Guidance cue

79 At 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 V knots) higher (max V knots) Pitch = 13, use TO/GAPitch = 13, use TO/GA -Pitch, ball, heading, airspeed 400’ AAE400’ AAE SLC-“Heading select 345”SLC-“Heading select 345” SEA-“Heading select”SEA-“Heading select” V2 At 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 scheduleCleanup and accelerate on normal flap retraction schedule (V minimum) (V minimum) MASI 5 or 170–“Flaps 1”, MASI 1 or 190-“Flaps up”MASI 5 or 170 –“Flaps 1”, MASI 1 or 190 -“Flaps up” MASI UP or 210–“MASI UP/210, level change, max continuous thrust”MASI UP or 210 –“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 SLC will be closed with <600 RVR, see low vis taxi page.Runway 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 50’AGLTransition to the 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 approved for the cone of confusion to a heading of 345 degrees, TERPS approved 15 degree angle of bank15 degree angle of bank After 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 30° AOB in patternUse 30° AOB in pattern SLC = 5227’, SEA = 1433’ Engine Failure During Takeoff Profile Flight path symbol touches the horizon line ILS DME on lower left side (-700) ILS DME on lower right side (-300/500) HGS 4000

80 Engine Fire / Severe Damage / Separation / Seizure DISCH 1 2 Thrust leverCloseThrust leverClose Start lever CutoffStart lever Cutoff Fire warning switchPullFire warning switchPull If the fire warning or overheat light remains illuminated: Fire warning switchRotate L or R & hold 1 secFire warning switchRotate L or R & hold 1 sec If after 30 seconds, the fire warning switch or overheat light remains illuminated: Fire warning switchRotate to remaining bottle & hold 1 secFire warning switchRotate to remaining bottle & hold 1 sec If high vibration occurred and persists after engine shutdown Airspeed & altitudeReduce without delayAirspeed & altitudeReduce without delay Always check againAlways check again after completing any after completing any non-normal checklist non-normal checklist The #1 engine overheat light isThe #1 engine overheat light is probably still on probably still on The #1 engine fire switch pulled blocksThe #1 engine fire switch pulled blocks your field of view your field of view FIRE WARN 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-11

81 ILS-One Engine Inoperative FOM HGS single engine approaches can only be flown to CAT I ILSHGS single engine approaches can only be flown to CAT I ILS minimums or to non-precision approach minimums FOM minimums or to non-precision approach minimums FOM 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

82 Downwind 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) “Flaps 5”, 180 knots, N1 78%“Flaps 5”, 180 knots, N1 78% Use 30 degrees angle of bank in the pattern*Use 30 degrees angle of bank in the pattern* Set 15 degrees angle of bank on the MCP for theSet 15 degrees angle of bank on the MCP for the missed approach when on the final approach course missed approach when on the final approach course HGS in Primary mode CAT I for ILS approachCAT I for ILS approach Non-precision approachNon-precision approach Captain landsCaptain lands Slow 250 to MASI UP/210 DownwindDownwind Straight in milesStraight in miles “Cleared for approach” or procedure turn inbound-select APP LOM Glideslope alive at GSIA “Landing gear down, Flaps 15”“Landing gear down, Flaps 15” Slow to landing target speedSlow to landing target speed Complete “One engine inop landing checklist”Complete “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” 1000’ above TDZE Aircraft must meet stabilized approach criteriaAircraft must meet stabilized approach criteria N1 65% on glideslopeN1 65% on glideslope MM “Localizer capture” “Glideslope capture” “Glideslope capture” Reset missed approach alt Missed approach One-engine go-around profileOne-engine go-around profile Zero rudder trim prior to landing If desired A: ATIS B: Brief the approach C: Checklist (QRH, Descent) D: Declare Emergency, Dispatch E: Emergency equipment F: Flight attendants Touchdown 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.

83 One Engine Go-around configuration Profile FOM

84 Set “Go-around thrust”Set “Go-around thrust” “Flaps 1”“Flaps 1” Rotate to approximately 15 degrees nose upRotate to approximately 15 degrees nose up Select “TO/GA”Select “TO/GA” Positive rate of climb “Landing gear up”Positive rate of climb “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-“NAV selected” PM position both to NAV-“NAV selected” Limit bank angle to 15 degrees until VREF +15*, or minimumLimit bank angle to 15 degrees until VREF +15*, or minimum maneuver speed maneuver 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 Climb at Vref * to 1000’ AAE At 1000’ AGL Level off, “Altitude hold” on MCP-have PM select itLevel off, “Altitude hold” 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 – “Flaps up” (minimum Vref )MASI 1 or 190 – “Flaps up” (minimum Vref ) Autopilot may be 1000’AGL(recommended)Autopilot may be 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 as required 400’ AAE PM selects “LNAV”PM selects “LNAV” PM verifies on FMAPM verifies on FMA 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 thrust When flaps are up & MASI UP/210When flaps are up & MASI UP/210 has been obtained has been obtained MASI UP/210 to 3000’

85 Cargo Bay Fire FWDAFT ARM Cargo fire arm switch (FWD / AFT as appropriate)PushCargo fire arm switch (FWD / AFT as appropriate)Push Cargo fire discharge switchPush & hold 1 secCargo fire discharge switchPush & hold 1 sec Recirculation fan switchOffRecirculation fan switchOff Right pack switchOffRight pack switchOff 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 dualloop configuration in that both loops must sense smoke to alert.The smoke detectors in each cargo bay normally operate in a dual loop configuration in that both loops 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. FIRE WARN BELL CUTOUT -700

86 Ice and Rain Holding in icing conditions with flaps extended is prohibited (-300/500 N/A)

87 Non Precision Approach-One Engine Inoperative FOM

88 Downwind 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 Outbound “Flaps 5”, 180 knots, N1 78% (5 nm from FAF)“Flaps 5”, 180 knots, N1 78% (5 nm from FAF) Use 30 degrees angle of bank in the pattern*Use 30 degrees angle of bank in the pattern* Set 15 degrees angle of bank on the MCP for theSet 15 degrees angle of bank on the MCP for the missed approach when on the final approach course missed approach when on the final approach course “Cleared for approach” or procedure turn inbound-select VOR/LOC mode“Cleared for approach” or procedure turn inbound-select VOR/LOC mode “Localizer captured or VOR captured”“Localizer captured or VOR captured” Intermediate step-down Set next lower altitude MCPSet next lower altitude MCP At 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 TDZE no later than 1000’ above TDZE Zero rudder trim prior to landingZero rudder trim prior to landing Set MDA into MCPSet MDA into MCP After FAF Rate of descentRate of descent 1200 fpm max until 1000 above TDZE 1200 fpm max until 1000 above TDZE 1000 fpm within 1000 above TDZE 1000 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 offMonitor level off Select ALT hold if requiredSelect ALT hold if required Go-around/MissedApproach HGS in Primary mode <1000/3 FO flies a company procedures NP approach Captain lands Captain lands Slow 250 to MASI UP/210 DownwindDownwind Straight in milesStraight in miles “FAF, crossing altitude”“FAF, crossing altitude” TimeTime Touchdown target 1000’ SLC VOR 16L MAP A: ATIS B: Brief the approach C: Checklist (QRH, Descent) D: Declare Emergency, Dispatch E: Emergency equipment F: 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. *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. heading for base or final approach course vectors.

89 One Engine Go-around configuration Profile FOM

90 Set “Go-around thrust”Set “Go-around thrust” “Flaps 1”“Flaps 1” Rotate to approximately 15 degrees nose upRotate to approximately 15 degrees nose up Select “TO/GA” if appropriateSelect “TO/GA” if appropriate Positive rate of climb “Landing gear up”Positive rate of climb “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-“NAV selected” PM position both to NAV-“NAV selected” Limit bank angle to 15 degrees until VREF +15*, or minimumLimit bank angle to 15 degrees until VREF +15*, or minimum maneuver speed maneuver 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 Climb at Vref * to 1000’ AAE At 1000’ AGL Level off, “Altitude hold” on MCP-have PM select itLevel off, “Altitude hold” 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 – “Flaps up” (minimum Vref )MASI 1 or 190 – “Flaps up” (minimum Vref ) Autopilot may be 1000’AGL(recommended)Autopilot may be 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 as required 400’ AAE PM selects “LNAV”PM selects “LNAV” PM verifies on FMAPM verifies on FMA 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 thrust When flaps are up & MASI UP/210When flaps are up & MASI UP/210 has been obtained has been obtained MASI UP/210 to 3000’

91 Cabin / Lavatory Fire Smoke / Fire / Fumes in the Cockpit Oxygen masks & regulatorsOn/100%Oxygen masks & regulatorsOn/100% Smoke goggles (if required)OnSmoke goggles (if required)On Finish the QRH….

92 Manual Reversion Landing or Hydraulic System B Inoperative Landing FOM

93 Downwind Flaps 15Flaps 15 Landing gear downLanding gear down 150 knots150 knots Non-normal landing checklist completeNon-normal landing checklist complete VOR or ILS “Localizer captured”“Localizer captured” Intermediate step-down Set next lower altitude MCPSet next lower altitude MCP HGS in Primary mode Touchdown target 1000’ PLAN AHEAD It may be impossible to proceed to an alternate airport once the gear and the LED’s are extended Manual 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” Missed approach “Go-around thrust” slowly & smoothly“Go-around thrust” slowly & smoothly “Flaps 1”“Flaps 1” Maintain Vref Maintain Vref knots max210 knots max Have the PM make all switch movementsHave the PM make all switch movements Descent rate will be higher than normal A: ATIS B: Brief the approach C: Checklist (QRH, Descent) D: Declare Emergency, Dispatch E: Emergency equipment F: Flight attendants Final 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.

94 APU Limitations /500 Max Altitude for Operation 41,000’ 35,000’ Max Altitude Electric Only 41,000’ 35,000’ Max Altitude Bleed Air Only 17,000’ Max Altitude Bleed Air & Electric 10,000’

95 APU Fire DISCH APUAPU Fire warning switchPull, rotate & hold 1 secFire warning switchPull, rotate & hold 1 sec APU switchOffAPU switchOff APU fire warning light extinguished If in-flight Land at the nearest suitable airportLand at the nearest suitable airport APU fire warning light still illuminated If in-flight Land at the nearest suitable airportLand at the nearest suitable airport If on the ground Standby Power SwitchBATStandby Power SwitchBAT If required, refer to the passenger evacuation checklistIf required, refer to the passenger evacuation checklist FIRE WARN BELL CUTOUT

96 Fuel 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, use center tank to depletion followed by wing tank fuel.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. 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 quantity exceeds 1,000 pounds, except when defueling or transferring 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. Center tank fuel pump switches must be positioned to OFF when both center tank fuel pump low pressure lights illuminate.Center tank fuel pump switches must be positioned to OFF when both center tank fuel pump low pressure lights illuminate. 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.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. Center tank fuel pumps must not be ON unless personnel are available on the flight deck to monitor low pressure lights.Center tank fuel pumps must not be ON unless personnel are available on the flight deck to monitor low pressure lights. (-700) Center Tank Fuel Limitations: (AD and )(-700) Center Tank Fuel Limitations: (AD and ) At all times: The fuel pumps switches must be positioned OFF at the first indication of fuel pump low pressure.At all times: The fuel pumps switches must be positioned OFF at the first indication of fuel pump low pressure. Takeoff & initial climb: 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 fuel pump switches above 10000’ or after reducing the pitch attitude to accelerate to 250 knots or greater.Takeoff & initial climb: 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 fuel pump switches above 10000’ or after reducing the pitch attitude to accelerate to 250 knots or greater. Climb & cruise: 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 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 without delay and close the fuel crossfeed valve.Climb & cruise: 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 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 without delay and close the fuel crossfeed valve. Descent: 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 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 fuel remains in the center tank, a single 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 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.Descent: 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 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 fuel remains in the center tank, a single 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 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.

97 Jammed Stabilizer Landing FOM

98 Downwind Landing gear down Flaps 15Flaps knots150 knots VOR or ILS “VOR or Localizer captured”“VOR or Localizer captured” HGS in Primary mode Touchdown target 1000’ PLAN AHEAD PLAN 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” Missed approach Execute normal go-around procedureExecute normal go-around procedure Complete “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.

99 Engine Failure in Landing Configuration QRH B-7 (-300/500) Engine shutdown, may get a CSD LOW OIL PRESS light as the engine speed changes.(-300/500) Engine shutdown, may get a CSD LOW OIL PRESS 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 30When landing with less than Flaps 30 For example, single-engine landing or non-normal configurationFor example, single-engine landing or non-normal configuration

100 Thrust lever advanceThrust lever advance “Flaps 15”“Flaps 15” Airspeed Vref + 15 or Vref Airspeed Vref + 15 or Vref Approach: continue or go-aroundApproach: continue or go-around If 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 NPminimums, CA will landCAT I or NP minimums, CA will land If decision to go-around “Go-around thrust“Go-around thrust “TO/GA”“TO/GA” “Flaps 1”“Flaps 1” “Landing gear up”“Landing gear up” Attain Vref +15 Vref +15 “Engine Failure” May or may not have the caution light illuminated Add 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.

101 One Engine Go-around configuration Profile FOM

102 Set “Go-around thrust”Set “Go-around thrust” “Flaps 1”“Flaps 1” Rotate to approximately 15 degrees nose upRotate to approximately 15 degrees nose up Select “TO/GA” if appropriateSelect “TO/GA” if appropriate Positive rate of climb “Landing gear up”Positive rate of climb “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-“NAV selected” PM position both to NAV-“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 Attain Vref Climb at Vref * to 1000’ AAE At 1000’ AGL Level off, “Altitude hold” on MCP-have PM select itLevel off, “Altitude hold” 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 – “Flaps up” (minimum Vref )MASI 1 or 190 – “Flaps up” (minimum Vref ) Autopilot may be 1000’AGL(recommended)Autopilot may be 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 as required 400’ AAE PM selects “LNAV”PM selects “LNAV” PM verifies on FMAPM verifies on FMA 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 thrust When flaps are up & MASI UP/210When flaps are up & MASI UP/210 has been obtained has been obtained MASI UP/210 to 3000’

103 Dual Engine Failure 1. Start Switches…………………….FLT 2. Start Levers……………………….Cutoff EGT decreasing EGT decreasing 3. Start Levers……………………….Idle If EGT exceeds 950° C (930° -300/500) If EGT exceeds 950° C (930° -300/500) 4. Repeat above steps

104 Engine Limit / Surge / Stall 1.Thrust Lever…….Retard to maintain limits If indications remain abnormal or EGT continues to increase: 2. Start lever…………………Cutoff Finish the QRH….. Note: minimum altitude of 400’ AGL, and airspeed are acceptable. (ABQ, BOI, DEN, ELP, LAS, PHX, RNO, SLC)

105 Windshear Recovery on Approach FOM The weather radar automatically begins scanning for windshear when:  On approach-the aircraft descends below 2300’ AGL and remains on until 50 feet Emergency Thrust:  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  It is intended for emergency use only  Examples: Windshear Encounters, Terrain Avoidance, or Stall Recoveries  (-300/-500): PMCs do not provide thrust limiting capability. This may allow an engine limit exceedance and requires a logbook entry and requires a logbook entry The following conditions are indications of windshear encounters: WINDSHEAR WARNING WINDSHEAR 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 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 time Unusual thrust lever position for a significant period of time

106 PWS 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 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 Warning The PWS warning provides the icon on the radar display and the aural alertThe PWS warning provides the icon on the radar display and the aural alert WINDSHEAR AHEAD, WINDSHEAR AHEAD (on approach) WINDSHEAR AHEAD, WINDSHEAR AHEAD (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 NM.5 NM 1.5 NM In flight Warning region Caution region 25 degrees PC’s have windshear on approach as a training event.PC’s have windshear on approach as a training event. *Monitor Radar Display has been removed from the software.*Monitor Radar Display has been removed from the software Radar Display 1. PWS ALERT active, red and black 2. Symbol radials are amber 3. Caution in amber, Warning in red 1 2 3

107 Disconnect the A/PDisconnect the A/P Press either TO/GA switch “TO/GA”Press either TO/GA switch “TO/GA” Aggressively apply “Emergency Thrust” (when in actual windshear)Aggressively apply “Emergency Thrust” (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,windshear ahead, windshear ahead” “ Go-around, windshear ahead, windshear ahead” If 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 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 missedHave 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 HGS cue on the HGS Fly the flight path symbol on to theFly 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 PWS CAUTION (Two-Tone Chime) or PWS WARNING (Go-around, Windshear Ahead, Windshear Ahead):On-Line: If you get a PWS CAUTION (Two-Tone Chime) or 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.

108 If terrain contact is imminent or “pull up” terrain or obstacle warning is received Disconnect the A/P if engagedDisconnect the A/P if engaged Aggressively apply “Emergency Thrust”Aggressively apply “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 displayWhen 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” “Terrain, Terrain, pull up” “Obstacle, Obstacle, pull up” *Note: Do not use FD commands. Day or night profile. Day or night profile. 20 to 30 seconds from projected impact with terrain20 to 30 seconds from projected impact with terrain Shown as solid red on the radar displayShown as solid red on the radar display

109 Engine Tailpipe Fire GroundNotify (firefighting assistance)GroundNotify (firefighting assistance) Start lever (affected engine)CutoffStart lever (affected engine)Cutoff Pack switchesOffPack switchesOff Isolation valve switchAutoIsolation valve switchAuto Engine bleed switches Confirm onEngine bleed switches Confirm on APU bleed switch (if APU operating)OnAPU bleed switch (if APU operating)On After N2 is below 20% Start switch (affected engine)GrdStart switch (affected engine)Grd When advised fire is extinguished Start switch (affected engine)OffStart switch (affected engine)Off Flight attendantsInform (evacuate, if required)Flight attendantsInform (evacuate, if required) Finish the QRH, evacuation checklist is on the control column

110 Memory Items A tripped circuit breaker may only be reset once. Allow approximately 2 minutes for cooling before resetting. An in- flight reset should only be accomplished, if in the judgment of the Captain, regaining use of that system is critical to the safe conduct of the flightA tripped circuit breaker may only be reset once. Allow approximately 2 minutes for cooling before resetting. An in- flight reset should only be accomplished, if in the judgment of the Captain, regaining use of that system is critical to the safe conduct of the flight Flight crews will not reset tripped fuel quantity indicator, fuel pump, or fuel pump control circuit breakersFlight crews will not reset tripped fuel quantity indicator, fuel pump, or fuel pump control circuit breakers Flight crews must immediately respond to TCAS information (both TA’s and RA’s) by using the TCAS (Traffic Avoidance) guidelines located in the “Non-normal Operations: Maneuvers and Profiles.”Flight crews must immediately respond to TCAS information (both TA’s and RA’s) by using the TCAS (Traffic Avoidance) guidelines located in the “Non-normal Operations: Maneuvers and Profiles.” Pilots are authorized to deviate from an ATC clearance to the extent necessary to comply with the TCAS II Resolution Advisory (RA)Pilots are authorized to deviate from an ATC clearance to the extent necessary to comply with the TCAS II Resolution Advisory (RA)

111 Radar Do not operate the weather radar: During FuelingDuring Fueling Near Fuel SpillsNear Fuel Spills Or PeopleOr People

112 Passenger Evacuation Control Column or QRH E-7 Aircraft (if on fire) (Capt)Position, Fire DownwindAircraft (if on fire) (Capt)Position, Fire Downwind Flap Lever (FO) 40Flap Lever (FO) 40 Standby Power Switch (FO)BATStandby Power Switch (FO)BAT Pressurization Mode (FO)MANPressurization Mode (FO)MAN Outflow Valve (FO)OpenOutflow Valve (FO)Open Parking Brake (Capt)SetParking Brake (Capt)Set Speed Brake (Capt)DownSpeed Brake (Capt)Down Start Levers (Capt) (Flaps 40 1st) CUTOFFStart Levers (Capt) (Flaps 40 1st) CUTOFF Evacuation (Capt) “Evacuate or Remain Seated” Order Or CancelEvacuation (Capt) “Evacuate or Remain Seated” Order Or Cancel Tower/Ground Personnel (FO)NotifyTower/Ground Personnel (FO)Notify Engine & APU Fire Warning Switches (Capt)PullEngine & APU Fire Warning Switches (Capt)Pull Lighted Fire Warning Switches (Capt)RotateLighted Fire Warning Switches (Capt)Rotate Battery Switch (last pilot to leave) OFFBattery Switch (last pilot to leave) OFF Standby Power Switch (last pilot to leave) OFFStandby Power Switch (last pilot to leave) OFF “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.


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