Maintain Aircraft Control Take appropriate action

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

D NOTAM CHART

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 TDZ MID RO FAR END 1600 (2,3) (2) HIRL or CL or RCLM 1000 (4) CL 600 (5) 600 4 Transmissometers Installed HIRL and CL and RCLM 600 (6) 3 Transmissometers Installed 2 or 3 Reporting None 2 Transmissometers Installed 2 Reporting 300 (6) 300 HGS and HIRL and CL 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.* (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 35 knots Max crosswind 20 knots Max crosswind 20 knots Max crosswind 10 knots Max headwind 25 knots Max tailwind 10 knots HGS takeoff checklist 1st: Are you legal to takeoff using the chart above? 2nd: Can you use a different runway based on PV instead of RVR? (i.e. HOU runway 22 vice runway 12R) 3rd: Do you need a takeoff alternate? *This statement is not on the chart, but is in the FOM on page

Hydraulic quantity below refill (-300/500: have to look around the gear handle).
Check all fluids: oil, oxygen, hydraulics Fuel crossfeed light will not go dim or out when cycled. 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. 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. DETECTOR FAULT on cargo fire panel. (-300/500): Fault light on fire panel. Check door lights out. Jetway back. External power removed. Loose APU generator on pushback-instrument flood lights & dome lights are available. Yaw damper movement when turning during taxi. Easter Egg’s Flight control low pressure light will not go out. Standby hyd. low pressure light will not go out. VOR and ILS test inoperative. APU valve sticking: Abort the start, QRH, cycle the APU bleed valve. Flight instrument flags. Fuel does not match the load sheet or release. HGS T/O checklist prior to pushback.

Power Plant Ground Start 725°C
(-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 shutdown When operational conditions permit, engines should idle for 3 minutes before shutdown Reverse thrust is for ground use only

Aborted Engine Starts QRH B-17
Focus on the EGT primarily after moving the start lever to idle. Expect to have a non-normal when given the “Set Brakes” callout. Watch for the white box blinking on the -700 after light off. Use clear concise communication for the correct QRH procedure.

725° C Start Lever Cutoff “Abort engine start checklist”
If the engine start switch is in GRD After motoring the engine for 60 seconds Start switch OFF If the engine start switch is in OFF After N2 decreases below 20% Start switch GRD “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 increase in EGT within 10 sec’s on the ground or 30 sec’s inflight after the start lever is raised to idle. (On the ground, the EEC automatically cuts off fuel and ignition 15 seconds after the start lever is raised to IDLE if there is no EGT increase). EGT rapidly approaching the start limit. EGT exceeding the start limit. No/very slow increase in N1 or N2 after EGT indication. No oil pressure indication by the time the engine has stabilized at idle. 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. Aborted engine starts-memory item

Start Valve Open Start switch Off
-700 -300/500 Start switch Off If the start valve open light remains illuminated: Isolation valve Close Pack switch (affected side) Off Engine bleed switch (affected engine) Off APU bleed switch (if starting #1) Off If during ground operations: Ground air source (if in use) Disconnect Start lever (affected engine) Cutoff The 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%. The first procedure step refers to the electrical problem with the start switch, with the remaining procedure steps refering to a bleed air problem.

Electrical Power On 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 least 30 seconds after IRS shutdown

SMGCS TDZL: 100’-3000’ (or) Midpoint of runway, whichever is less.
SLC taxi to 16L: 1st pink spot is 91, next one is pink spot 95 SEA taxi to 16L: 1st pink spot is 10, next one is pink spot 2A Make sure to have the correct low visibility taxi chart TDZL: 100’-3000’ (or) Midpoint of runway, whichever is less. When rejecting a T/O-use TDZL to tell TWR where you are. No lights in sight, >3000’ down the runway. CL’s 50’ apart REIL’s Terminating or side row bars Use only the pink spots on the left of the taxiway. Turn on inboard left landing light as an aid. ALSF II 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. 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. 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 extinguish after crossing a stop bar.

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 RVR It 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 zone Neither 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 mile

Precision Obstacle Free Zone POFZ
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”. 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. If the POFZ is not clear, the minimum authorized Height Above Touchdown (HAT) is 250 feet and ¾ statute mile.

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

Rejected Takeoff QRH B20-21
FIRE WARN BELL CUTOUT FIRE WARN BELL CUTOUT QRH B20-21 Most common aborts for: Engine fire, Cargo bay fire, Engine failure Simultaneously thrust levers close and wheel brakes maximum: make it one step Without delay, speed brake lever up (manually back it up) , thrust reversers maximum It may help to say the memory item out loud when actually performing the procedure Check the interlock (takes a little time), then reverse thrust Don’t abort solely for a master caution light or overheat light Abort 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 passengers 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. 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. No HUD, No Anti-skid.

CA callout: “Abort” - CA’s takeoff or “Abort, I have the aircraft” - FO’s takeoff - Expect this even after the break 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 takeoff, if not already accomplished -In other words, run the non-normal checklist after the aircraft is stopped for any type of fire, then return to the RTO checklist on B-21 7. Evaluate brake energy (OPC) It 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. Warning: do not initiate a stop after V1 unless the aircraft is incapable of flight. Manually back up the speedbrake lever to UP. The Captain will advise the Flight Attendants/Passengers to “Evacuate” or “Remain Seated”. 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). 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).

Rollout Guidance HGS 4000 Note the speed Runway distance remaining
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.

Cargo Bay Fire Arm Toggle Switch ARM (Up)
____FWD____ ____AFT____ Fire Warning Bell Cutout FIRE FIRE FWD FIRE AFT 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” (-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.

Warning Horn – Cabin Altitude or Configuration
If an intermittent warning horn sounds in flight: Oxygen Masks & Regulators……………….. ON / 100% Crew Communications ……………………….Establish 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 Configuration If a steady warning horn sounds in flight: Assure Proper Landing Configuration “Warning Horn – Cabin Altitude or Configuration Checklist Complete” FOM TAB

Emergency Coordination and Planning FOM 11.1.6
After completing the recall and reference items of the checklist (QRH) the Captain will give attention to the following items: • Inform ATC of intentions, i.e., landing instructions and emergency equipment requirements • Inform and coordinate with the Flight Attendants • Inform and coordinate with Company, i.e., parking, tow tug, and passenger accommodations • Review emergency evacuation procedures, if appropriate

Engine Failure During Takeoff Profile FOM 11.2.10
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) 15 degree AOB for the MCP, RNO = 20 degrees for Rattlesnake Have the course for single engine procedure set (TCH-315), unless HGS takeoff Look through the HGS to the runway lights Heels on the deck Keep runway centerline lights between your legs, only have ¾ smooth application of rudder, step on the good engine with rudder only Don’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-around Transition 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-HGS 400’ AAE, tell PM for SLC: “Heading select 345 degrees”, for SEA: “Heading select” Goal is a center wheel Pitch, 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 hold” Accelerate to V2+15 (MASI 5 or 170) – “Flaps 1” MASI 1 or 190 – “Flaps UP” MASI 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.) During 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) Autopilot 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 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 than zero.

Guidance cue Flight path symbol Slip/Skid Indicators The Flight Path and Aircraft Reference Slip/Skid indicators only display during takeoff or low-altitude go-around to provide additional yaw reference in the case of an engine failure. 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.

Engine Failure During Takeoff Profile
SLC = 5227’, SEA = 1433’ At minimum cleanup altitude Normally 1000’ AAE, unless higher per the OPC “Altitude hold” Cleanup and accelerate on normal flap retraction schedule (V minimum) MASI 5 or 170 –“Flaps 1”, MASI 1 or 190 -“Flaps up” MASI UP or 210 –“MASI UP/210, level change, max continuous thrust” Continue to climb to assigned altitude, then start the QRH HGS 4000 At positive rate of climb “Landing gear up” Climb at V2 minimum or present speed whichever is higher (max V knots) Pitch = 13, use TO/GA After cleanup Climb at MASI UP/210 Max continuous thrust QRH, ATC, FA’s, OPS Use 30° AOB in pattern Pitch, ball, heading, airspeed 400’ AAE SLC-“Heading select 345” SEA-“Heading select” At 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 15 degree angle of bank Use the HGS V2 Flight path symbol touches the horizon line Track down the runway using the centerline lights Use a slow rotation, ¾ smooth rudder throw is required Transition to the 50’AGL ILS DME on lower left side (-700) ILS DME on lower right side (-300/500) Use MASI display if available for flap retraction and maneuvering speeds. (-300/500) Add 10 knots above 117,000 pounds gross weight. 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. Cannot remove the TO/GA display until 400’AAE and another roll mode is selected on the MCP.

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/Seizure 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 indications 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 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. Only when flight conditions permit: APU (if available) Start Thrust Lever Close Start Lever CUTOFF APU On Affected Bus Pack Switch (affected side) OFF Fuel Balance Manage Transponder Mode Selector TA If at cruise altitude and driftdown is required: Thrust Lever Max Continuous Airspeed As Required Altitude As Required Then evaluate an engine restart attempt Conditions permit an engine restart: Accomplish The In-flight Engine Start Checklist, Page B-23 Conditions do not permit an engine restart: Land At The Nearest Suitable Airport Accomplish 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. 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. 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. “Engine Failure/Shutdown Checklist Complete”

Engine Fire / Severe Damage / Separation / Seizure
N1 or N2 indicating zero rpm is considered an engine seizure DISCH FIRE WARN BELL CUTOUT MASTER CAUTION PUSH TO RESET DISCH 1 2 Always check again after completing any non-normal checklist, the #1 engine overheat light is probably still on #1 engine fire switch pulled blocks your field of view Thrust lever Close Start lever Cutoff Fire warning switch Pull If the fire warning or overheat light remains illuminated: Fire warning switch Rotate L or R & hold 1 sec If after 30 seconds, the fire warning switch or overheat light remains illuminated: Fire warning switch Rotate to remaining bottle & hold 1 sec If high vibration occurred and persists after engine shutdown Airspeed & altitude Reduce without delay Check master caution after completing the checklist QRH G-11

Normal Takeoff Profile RNAV Departure FOM 3.4.3, 3.5.3
(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. Ensure correct runway update for LNAV departure. Ensure N1’s match on FMC, especially for a bleeds off takeoff. “Cleared for takeoff, N1’s ____, set takeoff thrust” (technique). USE the HGS

3000 feet AAE Climb at MASI UP/210 (away from destination) or 250 knots when on course or when turn-on course is based on geographic fix or a specific distance to the initial turn-(i.e. LAX, STL) Minimum cleanup altitude “Flaps 1, Climb thrust” (V2+15 min) MASI 1 or “Flaps up” Accelerate to MASI UP/210 and maintain to 3000’ AAE BWI,FLL,LAS,LAX: A/P engage (recommended) Airspeed on MCP to 250 Climb to minimum cleanup altitude at V2 + 20 LVL CHG Airspeed on MCP to MASI UP/210 speed A minimum of V knots and takeoff flaps with up to 30 degrees of bank angle will provide a minimum radius turn “Landing gear up” on positive rate of climb 400’ AGL: (PM) RNAV departure-“LNAV” Follow F/D Leave 1 CDU on the legs page If ANP exceeds RNP or FMC fails, request vectors Use the HGS V2 TO/GA (-300/500) RNAV departure-NAV selected No turns below 400’ AAE. 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. 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.

SNA Takeoff Profile Jeppesen 10-7D USE the HGS

Set N1’s reference bugs manually at gate.
Captain only takeoff. Set N1’s reference bugs manually at gate. TO/GA on HGS matches pitch for OPC data. LOC freq (ISNA), HDG 175, course 194. SLI VOR for FO, if LNAV not used. LNAV not used, FO course 118. Plan for bleeds on, check OPC. Memorize pitch targets and V2+20. 3000 feet AAE Reduce climb to ’/min “Flaps 1” (V2+15 min) MCP to MASI UP or 210 MASI 1 or 190 – “Flaps Up” At 1000’ AAE “Cutback” FO, reduce thrust smoothly to N1 reference bugs Lower nose smoothly, set & maintain V2+20 Flight path symbol to guidance cue LVL CHG ISNA 6 DME “Climb thrust”, MCP to 250 Establish normal climb speed Expect direct to SXC or vectors 800’ AAE FO, position hand on thrust levers “Approaching cutback” Establish on heading 175 (LNAV track) A/P engage 1000’ Hold brakes Set cutback N1 Release brakes “Set T/O thrust” (max) “Landing gear up” on positive rate of climb Follow LNAV guidance Or at 1 DME ISNA or (FO’s) SLI 118, HDG select 175 Note: DME on HGS is on the lower left side for -700 DME on HGS is on the lower right side for -300/500 400’ AAE FO select “LNAV” Select legs page 19R Use the HGS V2 Maintain V2+20 and Flaps 5 to 3000’ AAE ELEV: 54’ Before Takeoff TO/GA NAV, if LNAV planned, (-700 N/A) FMC runway update For engine failure Fly straight out “Climb thrust”-past cutback Maintain V2 min. to 1000’AAE Level off and cleanup TCAS RA Follow TCAS guidance Thrust as required Discontinue noise abatement SNA utilizes mainly -700’s.

Predictive Windshear on Takeoff
FOM +4 for climb (Radar Made Easy) 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) Weather radar automatically begins scanning for windshear when: Thrust levers are set and remains on until 2,300’ AGL. PWS is enabled: (-700-EFIS push WXR), (classics-radar to WX or TURB). During takeoff, new predictive windshear caution alerts are inhibited between 80 knots and 400’ RA . During takeoff, new warning alerts are inhibited between 100 knots and 50 feet RA.

PWS Warning PWS Caution PWS Advisory Warning region 3 NM
Caution region PWS Warning The PWS warning provides the icon on the radar display and the aural alert WINDSHEAR AHEAD, WINDSHEAR AHEAD (on takeoff) Before starting the takeoff roll, delay the takeoff After starting the takeoff roll, abort if it can be done safely, or continue the takeoff using the takeoff under adverse condition profile Be prepared to execute the windshear recovery procedure Detected windshear is in your immediate flight path PWS enabled during takeoff below 1200’RA 25 degrees .5 NM On Ground 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 3 NM PWS Advisory PWS advisories provides only the icon on the radar display There are no lights or aural signals Continue the takeoff and monitor the windshear icon 1.5 NM 25 degrees .5NM PT’s have windshear on takeoff as a training event. *Monitor Radar Display has been removed from the software. In Flight

Adverse Conditions Takeoff Profile
FOM 3.5.1 Max thrust is maximum certified thrust. LLWS is on the ATIS or from ATC.

Reduce to climb thrust after reaching a
safe altitude and speed (1000’ minimum) Accelerate and retract flaps on schedule Maintain positive rate of climb Best initial climb speed flaps up MASI UP/ 210 Limit pitch attitude to approximately 15 degrees LVL CHG MCP to MASI UP/210 speed “Landing gear up” on positive rate of climb Use Max thrust, (TO/GA) A minimum of V knots and takeoff flaps with up to 30 degree bank angle will provide a minimum radius turn V2 Ensure thrust is advanced symmetrically 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.

Windshear Recovery FOM 11.2.4 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. 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 exceedance and requires a logbook entry.

“Windshear ahead, windshear ahead”
When wind shear is no longer a factor Gear & flap retraction may be changed Slowly decrease pitch attitude and accelerate HGS 4000 Disconnect the A/P Press either TO/GA switch “TO/GA” Aggressively apply “Emergency Thrust” (when in actual windshear) Simultaneously roll wings level and rotate to and initial pitch of 15 Retract speedbrakes if extended Follow FD guidance If terrain contact is still a threat Continue rotation up to the pitch limit indicator Respect the stick shaker or initial buffet 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. 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.

Terrain Avoidance FOM 11.2.5-6, Radar Booklet
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. (-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.

Disconnect the A/P if engaged Aggressively apply “Emergency Thrust”
If terrain contact is imminent or “pull up” terrain or obstacle warning is received Disconnect the A/P if engaged Aggressively apply “Emergency Thrust” Simultaneously roll wings level and rotate to an initial pitch of 20 degrees* Retract speedbrakes if extended If terrain contact is still a threat, continue rotation up to the pitch limit indicator Respect the stick shaker or initial buffet When terrain contact is no longer a factor (monitor RADALT and/or EGPWS display for sustained or increasing terrain separation) Gear and flap configuration may be changed Slowly decrease pitch attitude and accelerate “Pull up” “Terrain, Terrain, pull up” “Obstacle, Obstacle, pull up” 20 to 30 seconds from projected impact with terrain Shown as solid red on the radar display *Note: Do not use FD commands. Day or night profile.

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

Aircraft Operational Envelope
Max Operating Pressure Altitude -700: ,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

TCAS Response to TA: Attempt to establish visual contact Do not deviate from assigned ATC clearance, unless visual contact with the conflicting traffic requires other action Maintain safe TCAS and visual traffic awareness The TA ONLY mode should be selected under the following circumstances: -During single-engine operations -During visual approaches to closely spaced parallel runways if annotated on the respective airport’s 10-7 page -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 autopilot Respond immediately to RA display and pitch guidance Do not deviate from existing lateral flight path unless visual contact with the conflicting traffic requires other action Advise ATC of TCAS deviation as soon as possible Adjust response for any increase, reversal, or downgrade of TCAS guidance Return to previous clearance as soon as CLEAR OF CONFLICT is heard or traffic conflict is resolved HGS 4000 Notes: 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. Do not use flight director commands until clear of conflict. If an RA is received while in cruise at the aircraft maximum operating altitude, the Flightcrew is expected to follow the RA guidance and then return to the cruise altitude when the RA is resolved.

Steep Turns “Bank angle, bank angle”
HGS 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 heading A/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 tape Common 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 requirements Complete when at the beginning heading, engage an autopilot Heads down-use 4 ½ ARS (aircraft reference symbol/waterline) degrees on the ADI 27 29

Approaches to Stalls High Altitude
Entry: 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 symbol 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 forward Pitch 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 airspeed Plan on loosing 3500 feet of altitude as airspeed is regained, be patient and don’t reenter the stall (PM) Declare an emergency with ATC Accelerate to 220 knots, then smooth back pressure on the control column to level off Note: profile on PT’s. 5 5 27 29

Cabin altitude warning horn / abnormal pressurization
Oxygen masks & regulators On/100% Crew communications Establish Finish the QRH, then….. Emergency Descent Emergency descent Announce (CA, use PA) Start switches FLT Thrust levers Close Speedbrake lever Flight detent (50% if LAS activates) Emergency descent Initiate (autopilot recommended) Target speed Mmo/Vmo (50% S/B if LAS is OK) Leveling off at 14,000’ MSL or the MEA, whichever is higher Speedbrake lever Down (smoothly & stabilize on alt.) Oxygen regulators (if previously required) Normal Start switches As required Land as appropriate (use the OPC & FMC) Finish the QRH

Approaches to Stalls Takeoff Configuration
Entry: 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 5 Use 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 stall As 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 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), retrim Slowly 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, retrim At MASI 1 or 190- “Flaps UP”, maintain altitude, retrim At MASI UP or 210-maneuver complete, thrust levers 60% N1, engage an A/P 27 29

Approaches to Stalls Landing Configuration
Entry: 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 40 Use 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 deploy MASI 15/150- “Flaps 40, Before Landing Checklist" As 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 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, retrim Slowly 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, retrim At MASI 15 or 150- “Flaps 5, climb thrust”, maintain altitude, retrim At MASI 5 or 170- “Flaps 1”, maintain altitude, retrim At MASI 1 or 190- “Flaps UP”, maintain altitude, retrim At MASI UP or 210-maneuver complete, thrust levers 60% N1, engage an A/P 27 29

Upset Recovery (Selected Event Training) FOM 11.2.8, FRM 6.4.9
Nose High: Recognize and confirm the situation Disconnect the autopilot Apply as much as full nose-down elevator Apply appropriate nose down stabilizer trim (note1) Reduce thrust Roll (adjust bank angle) to obtain a nose down pitch rate (note1) Complete the recovery: When approaching the horizon roll to wings level Check airspeed and adjust thrust Establish pitch attitude for desired flight conditions Nose Low: 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 elevator Apply nose up trim, if required (note1) Adjust thrust and drag are required 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. PITCH ROLL 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 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.

Runaway Stabilizer 1. Control Column Hold firmly
2. Autopilot (if engaged) Disengage If runaway stabilizer continues: 3. Stabilizer Trim Cutout Switches Cutout 4. Stabilizer Trim Wheel Grasp & hold

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

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

Flight Controls Minimum speedbrake use altitude is 1000 feet AGL
In-flight, do not extend the speedbrake lever beyond flight detent In-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 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 altitude

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

Stabilized Approach Criteria
SLC: 5227’ VOR 16L, 5222’ 34R LOC GS OUT SEA: 1433’ If a stabilized approach is not obtained, a go around is mandatory Deviations within normal limit criteria are acceptable for operational conditions 1000’ For all approaches, the aircraft must meet stabilized approach criteria Planned landing configuration In the Vtarget speed range On the approximate glidepath with a normal descent rate 1000’/min max Where maneuvering is required, the aircraft is on or maintaining the final approach course or runway centerline with wings essentially level by 500’ above TDZE Once established, the criteria must be maintained throughout the rest of the approach 500’ Select landing flaps: 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 30 Reported braking action is less than “GOOD” Weather is at or near minimums for the approach to be flown The Flightcrew may wish to modify the landing flap selection based on the stopping margin results of the Landing Output screen Landing performance limits or non-normal conditions may require the use of less than flaps 30 or 40 TDZE 4227’ VOR 16L @ SLC

Captain Callouts Company Procedure Approaches
Precision Approach Localizer capture Glideslope capture OM name & altitude crossing 1000’, airspeed, sink rate Going outside Landing-HGS approach if in sight or Go-around thrust If FO landing-Take over visually (>3/4 mile or 4000’RVR) Non-HGS, if landing-Landing, I have the aircraft Non-precision Approach Localizer capture FAF & altitude crossing 1000’, airspeed, sink rate Going outside @ MDA-Continue, if not in sight In sight-Landing, I have the aircraft If FO landing-Take over visually (>3/4 mile) If not in sight at MAP-Go-around PM callouts OM name/FAF & altitude crossing Airspeed: +10/-5 from target Airspeed: <Vref Airspeed: HGS +/- 5 from target Sink rate: <2000’ & >2000’/min Sink rate: <1000’ & >1000’/min Sink rate: 50’ to touchdown & significant increase Sink rate: AIII, if rate >1000’/min Localizer or Glideslope: > 1 dot Approach warning, go-around HGS Fail Go-around : HGS Fail Go-around: Unstabilized approach FO: Approaching minimums Minimums Landing or No Contact 500, 400, 300, 200 MAP, 100, 50, 30, 10 Speedbrake Reverser Autobrake Disarm 60 knots

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

RVR Requirements and Minimums
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. CAT Minimum Required & Must be Used Controlling (1) Advisory (2) (3) I 1800 TDZ(4) TDZ N/A II 1600 1200 TDZ & ROLLOUT ROLLOUT (5) IIIA 700 TDZ, MID, & ROLLOUT TDZ & MID 700(6) TDZ & ROLLOUT (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. (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) .

ALS LIGHTING 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)

TCAS Response to a climb RA in landing configuration:
Disconnect the autopilot Apply go-around thrust and call for flaps 15 Smoothly adjust pitch to satisfy RA command Do not deviate from existing lateral flight path unless visual contact with the conflicting traffic requires other action After positive rate of climb established, landing gear up Advise ATC of TCAS deviation as soon as possible HGS 4000 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.

Company Procedures Approaches FOM 3.19.1
A company procedures approach may be flown at any time, but it is required under the following conditions: Precision 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 or visibility below 3 miles (FO flown only) When ‘Special Aircrew and Aircraft Authorization Required’ is noted on the approach chart Note: A company procedures approach may be flown any time at the CA’s discretion, especially during deteriorating weather conditions or 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)

Non-Precision Approach
FOM Brief a full instrument approach: FOM Runway is not expected to be in sight by the FAF/GSIA Rain is reported or visible in the airport vicinity Significant weather is reported or apparent in the airport vicinity Restricted 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 glidepath Non-precision approach-prior to the FAF 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 required The FO must fly the approach Autopilot use is not required However, if the autopilot is operational, it should be used Flight director use is at the Pilot’s discretion The CA must land The maximum crosswind is 10 knots The maximum tailwind is 10 knots unless the braking action is reported as POOR, in which case it is 5 knots Always brief the MAP (DME or timing) ADF: monitor aural tone (no off flags) VOR out of service? LNAV MA? FDC’s? One hand flown NP approach may be without the HUD (MEL’d) Have flaps 40 by FAF, stabilized by 1000’ AAE Caution for intermediate step down altitudes between the FAF and the MDA Get down early to MDA (1200 fpm max-until 1000’AAE) Loose 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 vis

Non precision approaches for SEA, not for navigation
When 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)

Stabilized not later than 5227’ MSL
Non precision approaches for SLC, not for navigation Caution for the stabilized altitude which is prior to the FAF (TCH/VOR) on the VOR 16L approach

Passing the middle marker MM VMC mode at 30’ Flare cues + + at 55’-10’
IMC mode at 200’ Passing the middle marker MM VMC mode at 30’ Flare cues at 55’-10’ 10 HGS 4000 -700 -300/500 DME 2.7 IMC mode will show the 3.00 degree glideslope reference line information with pitch and roll guidance from the MCP (DFCS). 100’ above MDA: For a company procedures (FO-flown) approach, place your hands at base of thrust levers and near the yoke. Note: IMC mode at 30’ is the same presentation. In other words, keep the IMC mode to touchdown.

company procedures approach
Slow 250 to MASI UP/210 Downwind Straight in miles Downwind MASI UP/210 knots/clean N1 55% A/P CMD, HDG select F/D’s on Base Leg or Procedure Turn Outbound Flaps 5, 180 knots, N1 60% (5 miles from FAF) HGS in Primary mode <1000/3 FO flies a company procedures approach 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 _____. “Cleared for approach” or procedure turn inbound-select VOR/LOC mode (LOC Backcourse or NDB: N/A) “Landing gear down, flaps 15” 150 knots At FAF “FAF, crossing altitude” Aircraft should normally be in planned landing configuration Time Descend to MDA (caution for step-down altitudes) Go-around/ Missed Approach @ MAP Intermediate step-down Set next lower altitude MCP CA- “continue” at MDA, then continue looking for sufficient references After FAF Slow to landing target speed Rate of descent 1200 fpm max until 1000 above TDZE 1000 fpm within 1000 above TDZE N1 60%, descend to MDA, IMC mode Monitor level off Select ALT hold if required Normally approaching the FAF “Flaps pilots discretion “Before Landing Checklist” no later than 1000’ above TDZE N1 74% level flight Set MDA into MCP Stabilized approach SLC: 1000’ above TDZE 5227’ VOR DME 16L 5222’ 34R LOC GS OUT 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. Ensure the proper ident for the approach being flown. Marker audio switches down. 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.

ASR Approach Brief a full instrument approach: FOM 3.9.13
Runway is not expected to be in sight by the FAF/GSIA Rain is reported or visible in the airport vicinity Significant weather is reported or apparent in the airport vicinity Restricted 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 glidepath Non-precision approach-prior to the FAF Always brief the MAP (DME or timing) ADF: monitor aural tone (no off flags) VOR out of service? LNAV MA? FDC’S? Get down early to MDA (1200 fpm max-until 1000’AAE) Caution for intermediate step down altitudes between the FAF and the MDA Have flaps 40 by FAF Stabilized by 1000’ AAE Loose 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 vis

company procedures approach
Slow 250 to MASI UP/210 Downwind Straight in miles Downwind MASI UP/210 knots/clean N1 55% A/P CMD, HDG select F/D’s on Base Leg or Procedure Turn Outbound Flaps 5, 180 knots, N1 60% HGS in Primary mode <1000/3 FO flies a company procedures approach A: ATIS (vis. determines approach) B: Brief the approach C: Checklist (QRH, Descent) D: Declare Emergency, Dispatch E: Emergency equipment F: Flight attendants “Prepare to descend in ___miles” “Landing gear down, flaps 15” 150 knots Descend to MDA (caution for step-down altitudes) Intermediate step-down Set next lower altitude MCP Rate of descent 1200 fpm max until 1000 above TDZE 1000 fpm within 1000 above TDZE NLT 1000’ above TDZE-A/C must meet stabilized approach criteria N1 60%, descend to MDA, IMC mode Monitor level off Select ALT hold if required CA- “continue” at MDA, then continue looking for sufficient references Normally prior to the “Descend To Minimum Descent Altitude” clearance Slow to landing target speed “Before Landing Checklist” completed N1 74% level flight Set MDA into MCP Go-around/ Missed Approach @ MAP 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. Ensure the proper ident for the approach being flown. 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.

Go-around/Missed Approach LNAV Missed Approach FOM 3.14.7,3.18.3
The approach does not meet Stabilized Approach criteria. 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. 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: (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. (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 determines that a landing in the touchdown zone cannot be safely accomplished: The 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. Before reaching DA, any required portion of ground equipment/system elements become inoperative, unless adequate and appropriate backup exists for the type of approach being flown. 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. Either pilot directs a go-around. ATC directs a go-around. In addition, for HGS approaches: FOM Insufficient visual references available for landing. 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). 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”). (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. *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 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.

At Go-around decision point simultaneously: Set “Go-around thrust”
Disengage autopilot in use Rotate to go-around pitch (18) Select “TO/GA” if appropriate - PF will call for or select, PM verify Select “Flaps 15”, Flaps 1 for Flaps 15 approach (engine failure in landing configuration) Establish & maintain go-around pitch = 18 At positive rate of climb, retract the landing gear: “Landing gear UP” (-300/500) For LNAV-immediately after gear is up, PM position both to NAV- “NAV selected” “Go-around thrust, (TO/GA), Flaps 15, Landing gear up” Retract the speedbrake Continue climb as required MASI UP/210 to 3000’ or out of class B airspace 250 to 10k Pause in between At 1000’ AGL Reduce pitch, (LVL CHG, MCP to MASI UP/210) “Flaps 5” for Flaps 30/40 approach (Vref +15 minimum) Set “Climb thrust” MASI 5 or 170- “Flaps 1” MASI 1 or 190- “Flaps up” Aircraft accelerates rapidly Do not over speed flaps Autopilot may be 1000’AGL(recommended) For LNAV, PM verifies TO/GA (A/P not engaged) or LVL CHG/ALT ACQ PM selects legs page & monitors PM selects appropriate MCP altitudes as required Climb at Vref + 20 to 1000’ AAE Attain Vref + 20 400’ AAE PM selects “LNAV” PM verifies on FMA Use MASI display for flap retraction and maneuvering speeds. (-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. Think of a normal go-around as a flaps 15 takeoff.

ILS Profile Brief a full instrument approach: FOM 3.9.13
Runway is not expected to be in sight by the FAF/GSIA Rain is reported or visible in the airport vicinity Significant weather is reported or apparent in the airport vicinity Restricted 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 glidepath Non-precision approach-prior to the FAF Brief a FO callout for drift on the AIII landing (Technique) 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 required Both flight directors must be operative and used for the approach CA must land 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 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 information Descend no lower than the MDA for a ILS GS-OUT approach unless you can comply with the descent below MDA/DA procedures The maximum tailwind is 10 knots unless the braking action is reported as POOR, in which case it is 5 knots Loose guidance cue in the HGS 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. Track the localizer in the HGS all the way to a stop.

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

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

Flare guidance cue + appears at 105’ HGS display at 15’
IDLE cue at 25’ DH appears at 50’ for AIII Note: the FO may be incapacitated with no “approaching minimums” callout Synthetic runway goes away at 60’

Rollout Guidance HGS 4000 Rollout mode RO CTN*
Runway distance remaining, input from the OPC Deceleration scale *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. *7166 LN HGS 4000 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.

<3/4 SM / 4000’RVR, FO flies a company procedures ILS approach
Slow 250 to MASI UP/210 Downwind Straight in miles Downwind MASI UP/210 knots/clean N1 55% A/P CMD, HDG select F/D’s on Base Leg (5 miles from LOM) Flaps 5, 180 knots, N1 60% HGS in Primary mode (-300/500)-check all 3 TR’s A: ATIS B: Brief the approach C: Checklist (QRH, HGS, Descent) D: Declare Emergency, Dispatch E: Emergency equipment F: Flight attendants <3/4 SM / 4000’RVR, FO flies a company procedures ILS approach CA flown HGS: N/A “Cleared for approach” or procedure turn inbound-select APP Aircraft should normally be stabilized on speed in planned landing configuration “Name & crossing altitude” “Localizer capture” “Glideslope capture” 1000’ above TDZE Aircraft must meet stabilized approach criteria 55/60% Reset missed approach alt Glideslope alive at GSIA “Landing gear down, Flaps 15” Continue to configure for landing “Flaps 30/40”, Before Landing Checklist” Completed no later than 1000’ above TDZE Slow to landing target speed IMC mode for CAT I/II or gusty winds (on G/S) HGS < ½ or 1800 RVR, or to ½ and 1800 RVR if special CAT I is published (AIII mode when available) CA- “continue” at MDA, then continue looking for sufficient references Go-around/Missed approach During a HGS ILS, The A/P must be disengaged: Not later than GSIA Or G/S intercept Whichever occurs last A/P will 800’ if in CMD Approach 500’ 100 feet above Decision Altitude For a company procedures autopilot-coupled approach, place your hands at base of the thrust levers and near the yoke. LOM MM 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.

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

At Go-around decision point simultaneously: Set “Go-around thrust”
Disengage autopilot in use Rotate to go-around pitch (18) Select “TO/GA” if appropriate - PF will call for or select, PM verify Select “Flaps 15” , Flaps 1 for Flaps 15 approach (engine failure during approach) Establish & maintain go-around pitch = 18 At positive rate of climb, retract the landing gear: “Landing gear UP” (-300/500) For LNAV-immediately after gear is up, PM position both to NAV- “NAV selected” “Go-around thrust, (TO/GA), Flaps 15, Landing gear up” Retract the speedbrake Continue climb as required MASI UP/210 to 3000’ or out of class B airspace 250 to 10k Say it slow At 1000’ AGL Reduce pitch, (LVL CHG, MCP to MASI UP/210) “Flaps 5” for Flaps 30/40 approach (Vref + 15 minimum) Set “Climb thrust” MASI 5 or 170 – “Flaps 1” MASI 1 or 190 – “Flaps up” Aircraft accelerates rapidly Do not over speed flaps Autopilot may be 1000’AGL(recommended) For LNAV, PM verifies TO/GA (A/P not engaged) or LVL CHG/ALT ACQ PM selects legs page & monitors PM selects appropriate MCP altitudes as required Climb at Vref + 20 to 1000’ AAE Attain Vref + 20 400’ AAE PM selects “LNAV” PM verifies on FMA Use MASI display for flap retraction and maneuvering speeds. (-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. Think of a normal go-around as a flaps 15 takeoff.

Special Authorization CAT II Approach Requirements
Special Authorization CAT II Approaches Must Be Hand-Flown Using The HGS In The AIII Mode To Touchdown. 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. 1600 RVR Special Authorization CAT II Approach Requirements with a DA(H) of 100 Feet: Touchdown RVR is required (other RVRs are advisory only). Note: Neither touchdown zone lighting nor centerline lights are required for 1600 RVR Special Authorization CAT II approaches. The following slide depicts the differences in the HGS presentation for runways with the MALSR Approach Lighting and ALSF II Approach Lighting systems.

Runway with MALSR Approach Lighting
Red side row lights Runway with MALSR Approach Lighting Runway with ALSF II Approach Lighting HGS combiner view at a DA(H) of 100 feet with 1200 RVR, MALSR approach lighting system, centerline lights, and touchdown zone lighting. 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. Although this photograph depicts a runway with touchdown zone lighting, this lighting is not required for either 1200 or 1600 RVR Special Authorization CAT II approaches. BOI Runway 10R and SEA Runway 34R are examples of runways with touchdown zone lighting. SEA runway 34C is an example of a runway without touchdown zone lighting. HGS combiner view at a DA(H) of 100 feet with 1200 RVR, ALSF II approach lighting system, centerline lights, and touchdown zone lighting. 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.

Engine Failure During Takeoff Profile FOM 11.2.10
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) 15 degree AOB for the MCP, RNO = 20 degrees for Rattlesnake Have the course for single engine procedure set (TCH-315), unless HGS takeoff Look through the HGS to the runway lights Heels on the deck Keep runway centerline lights between your legs, only have ¾ smooth application of rudder, step on the good engine with rudder only Don’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-around Transition 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-HGS 400’ AAE, tell PM for SLC: “Heading select 345 degrees”, for SEA: “Heading select” Goal is a center wheel Pitch, 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 hold” Accelerate to V2+15 (MASI 5 or 170) – “Flaps 1” MASI 1 or 190 – “Flaps UP” MASI 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.) During 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) Autopilot 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 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 than zero.

Guidance cue Flight path symbol Slip/Skid Indicators The Flight Path and Aircraft Reference Slip/Skid indicators only display during takeoff or low-altitude go-around to provide additional yaw reference in the case of an engine failure. 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.

Engine Failure During Takeoff Profile
SLC = 5227’, SEA = 1433’ At minimum cleanup altitude Normally 1000’ AAE, unless higher per the OPC “Altitude hold” Cleanup and accelerate on normal flap retraction schedule (V minimum) MASI 5 or 170 –“Flaps 1”, MASI 1 or 190 -“Flaps up” MASI UP or 210 –“MASI UP/210, level change, max continuous thrust” Continue to climb to assigned altitude, then start the QRH HGS 4000 At positive rate of climb “Landing gear up” Climb at V2 minimum or present speed whichever is higher (max V knots) Pitch = 13, use TO/GA After cleanup Climb at MASI UP/210 Max continuous thrust QRH, ATC, FA’s, OPS Use 30° AOB in pattern Pitch, ball, heading, airspeed 400’ AAE SLC-“Heading select 345” SEA-“Heading select” At 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 15 degree angle of bank Use the HGS V2 Flight path symbol touches the horizon line Track down the runway using the centerline lights Use a slow rotation, ¾ smooth rudder throw is required Transition to the 50’AGL ILS DME on lower left side (-700) ILS DME on lower right side (-300/500) Use MASI display if available for flap retraction and maneuvering speeds. (-300/500) Add 10 knots above 117,000 pounds gross weight. 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. Cannot remove the TO/GA display until 400’AAE and another roll mode is selected on the MCP.

Engine Fire / Severe Damage / Separation / Seizure
N1 or N2 indicating zero rpm is considered an engine seizure DISCH FIRE WARN BELL CUTOUT MASTER CAUTION PUSH TO RESET DISCH 1 2 Always check again after completing any non-normal checklist The #1 engine overheat light is probably still on The #1 engine fire switch pulled blocks your field of view Thrust lever Close Start lever Cutoff Fire warning switch Pull If the fire warning or overheat light remains illuminated: Fire warning switch Rotate L or R & hold 1 sec If after 30 seconds, the fire warning switch or overheat light remains illuminated: Fire warning switch Rotate to remaining bottle & hold 1 sec If high vibration occurred and persists after engine shutdown Airspeed & altitude Reduce without delay Check master caution after completing the checklist QRH G-11

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

Non-precision approach Captain lands
Slow 250 to MASI UP/210 Downwind Straight in miles Downwind MASI UP/210 knots/clean N1 75% A/P CMD, HDG select F/D’s on Expedite your approach brief Base Leg (5 miles from LOM) “Flaps 5”, 180 knots, N1 78% Use 30 degrees angle of bank in the pattern* Set 15 degrees angle of bank on the MCP for the missed approach when on the final approach course HGS in Primary mode CAT I for ILS approach Non-precision approach Captain lands A: ATIS B: Brief the approach C: Checklist (QRH, Descent) D: Declare Emergency, Dispatch E: Emergency equipment F: Flight attendants “Cleared for approach” or procedure turn inbound-select APP “Localizer capture” “Glideslope capture” 1000’ above TDZE Aircraft must meet stabilized approach criteria N1 65% on glideslope Reset missed approach alt CA- “continue” at MDA, then continue looking for sufficient references Missed approach One-engine go-around profile Glideslope alive at GSIA “Landing gear down, Flaps 15” Slow to landing target speed Complete “One engine inop landing checklist” Use IMC mode for CAT I once on G/S Zero rudder trim prior to landing If desired Touchdown target 1000 feet “Name & crossing altitude” LOM MM 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.

One Engine Go-around configuration Profile
FOM

Set “Go-around thrust” “Flaps 1”
Rotate to approximately 15 degrees nose up Select “TO/GA” Positive rate of climb “Landing gear up” Autopilot disengage (-300/500) For LNAV-immediately after gear is up PM position both to NAV-“NAV selected” Limit bank angle to 15 degrees until VREF +15*, or minimum maneuver speed “Go-around thrust, (TO/GA), Flaps 1, Landing gear up” Retract the speedbrake Continue climb as required Set MAX continuous thrust When flaps are up & MASI UP/210 has been obtained MASI UP/210 to 3000’ At 1000’ AGL Level off, “Altitude hold” on MCP-have PM select it Retract flaps on schedule, (MCP to MASI UP/210) MASI 1 or 190 – “Flaps up” (minimum Vref ) Autopilot may be 1000’AGL(recommended) “MASI UP/210, level change, max continuous thrust” PM selects legs page & monitors PM selects appropriate MCP altitudes as required Climb at Vref * to 1000’ AAE Attain Vref 400’ AAE PM selects “LNAV” PM verifies on FMA 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. *Vref ICE + 5 (-300/500 N/A).

Cargo Bay Fire Cargo fire arm switch (FWD / AFT as appropriate) Push
WARN BELL CUTOUT FWD AFT Cargo fire arm switch (FWD / AFT as appropriate) Push Cargo fire discharge switch Push & hold 1 sec Recirculation fan switch Off Right pack switch Off Land immediately at the nearest suitable airport 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. 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 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. -700

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

Non Precision Approach-One Engine Inoperative
FOM

<1000/3 FO flies a company procedures NP approach Captain lands
Slow 250 to MASI UP/210 Downwind Straight in miles Downwind MASI UP/210 knots/clean N1 75% A/P CMD, HDG select F/D’s on Expedite your approach brief Base Leg or Procedure Turn Outbound “Flaps 5”, 180 knots, N1 78% (5 nm from FAF) Use 30 degrees angle of bank in the pattern* Set 15 degrees angle of bank on the MCP for the missed approach when on the final approach course HGS in Primary mode A: ATIS B: Brief the approach C: Checklist (QRH, Descent) D: Declare Emergency, Dispatch E: Emergency equipment F: Flight attendants <1000/3 FO flies a company procedures NP approach Captain lands “Cleared for approach” or procedure turn inbound-select VOR/LOC mode “Localizer captured or VOR captured” “FAF, crossing altitude” Time Intermediate step-down Set next lower altitude MCP CA- “continue” at MDA, then continue looking for sufficient references After FAF Rate of descent 1200 fpm max until 1000 above TDZE 1000 fpm within 1000 above TDZE N1 65%, descend to MDA Caution for step-down altitudes Monitor level off Select ALT hold if required Go-around/ Missed Approach At or before FAF “Landing gear down, flaps 15” “One engine inop landing checklist” Final approach speed - no later than 1000’ above TDZE Zero rudder trim prior to landing Set MDA into MCP SLC VOR 16L MAP Touchdown target 1000’ 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.

FOM

Rotate to approximately 15 degrees nose up Select “TO/GA” if appropriate Positive rate of climb “Landing gear up” Autopilot disengage (-300/500) For LNAV-immediately after gear is up PM position both to NAV-“NAV selected” Limit bank angle to 15 degrees until VREF +15*, or minimum maneuver speed “Go-around thrust, (TO/GA), Flaps 1, Landing gear up” Retract the speedbrake Continue climb as required Set MAX continuous thrust When flaps are up & MASI UP/210 has been obtained MASI UP/210 to 3000’ At 1000’ AGL Level off, “Altitude hold” on MCP-have PM select it Retract flaps on schedule, (MCP to MASI UP/210) MASI 1 or 190 – “Flaps up” (minimum Vref ) Autopilot may be 1000’AGL(recommended) “MASI UP/210, level change, max continuous thrust” PM selects legs page & monitors PM selects appropriate MCP altitudes as required Climb at Vref * to 1000’ AAE Attain Vref 400’ AAE PM selects “LNAV” PM verifies on FMA 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. *Vref ICE + 5 (-300/500 N/A).

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

Manual Reversion Landing or Hydraulic System B Inoperative Landing
FOM

Non-normal landing checklist complete
Downwind Flaps 15 Landing gear down 150 knots Non-normal landing checklist complete HGS in Primary mode Have the PM make all switch movements PLAN AHEAD It may be impossible to proceed to an alternate airport once the gear and the LED’s are extended A: ATIS B: Brief the approach C: Checklist (QRH, Descent) D: Declare Emergency, Dispatch E: Emergency equipment F: Flight attendants VOR or ILS “Localizer captured” Missed approach “Go-around thrust” slowly & smoothly “Flaps 1” Maintain Vref 210 knots max “Glideslope captured” Intermediate step-down Set next lower altitude MCP CA- “continue” at MDA, then continue looking for sufficient references Final approach speed Touchdown target 1000’ Manual reversion landing Moderate braking Accumulator only Do not pump brakes Stop on the runway Do not taxi Descent rate will be higher than normal Use MASI display for maneuvering speeds and flap extension. (-300/500) Use maneuvering and flap extension schedule speeds. (-300/500) For flap retraction speeds, add 10 knots above 117,000 lbs gross weight. QRH J-9: Hydraulic system–B failure.

APU Limitations /500 Max Altitude for Operation ,000’ ,000’ Max Altitude Electric Only ,000’ ,000’ Max Altitude Bleed Air Only ,000’ Max Altitude Bleed Air & Electric ,000’

APU Fire A P U Fire warning switch Pull, rotate & hold 1 sec
DISCH FIRE WARN BELL CUTOUT A P U Fire warning switch Pull, rotate & hold 1 sec APU switch Off APU fire warning light extinguished If in-flight Land at the nearest suitable airport APU fire warning light still illuminated If on the ground Standby Power Switch BAT If required, refer to the passenger evacuation checklist

Fuel System Max Fuel Tank Temperature +49°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 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. 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. 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 ) 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. 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.

Jammed Stabilizer Landing
FOM

Maintain in-trim speed until start of approach
Downwind Landing gear down Flaps 15 150 knots HGS in Primary mode PLAN AHEAD Maintain in-trim speed until start of approach Establish landing configuration early FO assist on elevator VOR or ILS “VOR or Localizer captured” “Glideslope captured” Missed approach Execute normal go-around procedure CA- “continue” at MDA, then continue looking for sufficient references Complete “Jammed or Restricted Flight Controls checklist” Reduce to final approach speed Touchdown target 1000’ Use MASI display for flap maneuvering speeds. (-300/500) add 10 knots above 117,000 lbs gross weight.

Engine Failure in Landing Configuration
QRH B-7 Auto brakes, if operable, will be used for landing: On any runway that is not DRY (WET-GOOD, WET-FAIR, or WET-POOR) Following any Company Procedures Approach (even if flown for training) When landing with less than Flaps 30 For example, single-engine landing or non-normal configuration (-300/500) Engine shutdown, may get a CSD LOW OIL PRESS light as the engine speed changes.

“Engine Failure” Thrust lever advance “Flaps 15” Add to MCP
MASTER CAUTION PUSH TO RESET “Engine Failure” May or may not have the caution light illuminated Thrust lever advance “Flaps 15” Airspeed Vref + 15 or Vref Approach: continue or go-around Add to MCP If approach is continued “Engine failure in the landing configuration checklist” Have PM do all switch movements Use the IMC mode for the HUD CAT I or NP minimums, CA will land Attain Vref +15 Vref +15 If decision to go-around “Go-around thrust “TO/GA” “Flaps 1” “Landing gear up” Usually only see this profile on PT’s or LOFT’S.

FOM

Rotate to approximately 15 degrees nose up Select “TO/GA” if appropriate Positive rate of climb “Landing gear up” Autopilot disengage (-300/500) For LNAV-immediately after gear is up PM position both to NAV-“NAV selected” “Go-around thrust, (TO/GA), Flaps 1, Landing gear up,” Retract the speedbrake Continue climb as required Set MAX continuous thrust When flaps are up & MASI UP/210 has been obtained MASI UP/210 to 3000’ At 1000’ AGL Level off, “Altitude hold” on MCP-have PM select it Retract flaps on schedule, (MCP to MASI UP/210) MASI 1 or 190 – “Flaps up” (minimum Vref ) Autopilot may be 1000’AGL(recommended) “MASI UP/210, level change, max continuous thrust” PM selects legs page & monitors PM selects appropriate MCP altitudes as required Climb at Vref * to 1000’ AAE Attain Vref 400’ AAE PM selects “LNAV” PM verifies on FMA 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. *Vref ICE + 5 (-300/500 N/A).

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

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)

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 The following conditions are indications of windshear encounters: • WINDSHEAR WARNING • 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 • +/- 500 fpm vertical speed • +/- 5 degree pitch attitude • +/- 1 dot displacement from the glideslope • Unusual thrust lever position for a significant period of time

PWS Warning PWS Caution PWS Advisory 3 NM Warning region
Caution region 1.5 NM PWS Warning The PWS warning provides the icon on the radar display and the aural alert WINDSHEAR AHEAD, WINDSHEAR AHEAD (on approach) Execute a missed approach Be prepared to execute the windshear recovery procedure (next slide) Detected windshear is in your immediate flight path PWS enabled during approach below 1200’ RA 25 degrees .5 NM In flight 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 Advisory PWS advisories provides only the icon on the radar display There are no lights or aural signals Continue the approach and monitor the windshear icon 2 3 1 PC’s have windshear on approach as a training event. *Monitor Radar Display has been removed from the software. -700 Radar Display 1. PWS ALERT active, red and black 2. Symbol radials are amber 3. Caution in amber, Warning in red

When wind shear is no longer a factor
Gear & flap retraction may be changed Slowly decrease pitch attitude and accelerate “Go-around, windshear ahead, windshear ahead” Disconnect the A/P Press either TO/GA switch “TO/GA” Aggressively apply “Emergency Thrust” (when in actual windshear) Simultaneously roll wings level and rotate to an initial pitch of 15 Retract speedbrake if extended Follow FD guidance Have to select TO/GA on the missed approach in order to get the solid W/S cue on the HGS Fly the flight path symbol on to the W/S symbol (may be in & out of stick shaker) If terrain contact is still a threat Continue rotation up to the pitch limit indicator Respect the stick shaker or initial buffet 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. On-Line: If you get a PWS CAUTION (Two-Tone Chime) or PWS WARNING (Go-around, Windshear Ahead, Windshear Ahead): Execute a missed approach. Be prepared to execute the windshear recovery procedure.

Disconnect the A/P if engaged Aggressively apply “Emergency Thrust”
If terrain contact is imminent or “pull up” terrain or obstacle warning is received Disconnect the A/P if engaged Aggressively apply “Emergency Thrust” Simultaneously roll wings level and rotate to an initial pitch of 20 degrees* Retract speedbrakes if extended If terrain contact is still a threat, continue rotation up to the pitch limit indicator Respect the stick shaker or initial buffet When terrain contact is no longer a factor (monitor RADALT and/or EGPWS display for sustained or increasing terrain separation) Gear and flap configuration may be changed Slowly decrease pitch attitude and accelerate “Pull up” “Terrain, Terrain, pull up” “Obstacle, Obstacle, pull up” 20 to 30 seconds from projected impact with terrain Shown as solid red on the radar display *Note: Do not use FD commands. Day or night profile.

Engine Tailpipe Fire Ground Notify (firefighting assistance)
Start lever (affected engine) Cutoff Pack switches Off Isolation valve switch Auto Engine bleed switches Confirm on APU bleed switch (if APU operating) On After N2 is below 20% Start switch (affected engine) Grd When advised fire is extinguished Start switch (affected engine) Off Flight attendants Inform (evacuate, if required) Finish the QRH, evacuation checklist is on the control column

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

Radar Do not operate the weather radar: During Fueling
Near Fuel Spills Or People

Passenger Evacuation Control Column or QRH E-7
Aircraft (if on fire) (Capt) Position, Fire Downwind Flap Lever (FO) Standby Power Switch (FO) BAT Pressurization Mode (FO) MAN Outflow Valve (FO) Open Parking Brake (Capt) Set Speed Brake (Capt) Down Start Levers (Capt) (Flaps 40 1st) CUTOFF Evacuation (Capt) “Evacuate or Remain Seated” Order Or Cancel Tower/Ground Personnel (FO) Notify Engine & APU Fire Warning Switches (Capt) Pull Lighted Fire Warning Switches (Capt) Rotate Battery Switch (last pilot to leave) OFF Standby Power Switch (last pilot to leave) OFF “Passenger Evacuation Checklist Complete” Control column checklist from Boeing does not assign the Captain and First Officer checklist items as the QRH does.

Maintain Aircraft Control Take appropriate action

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Maintain Aircraft Control Take appropriate action

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