RAPID DECENT

RAPID DESCENT

OXYGEN MASK ON 100 %
SELECT MASK,
SELECT INIT SWITCH
SELECT SPEAKER FULL VOLUME,
SIM MIGHT NOT HAVE MASK SWITCH, IT WILL BE AUTOMATIC

"CAPTIAN ON OXYGEN"
"FIRST OFFICER ON OXYGEN"
----------
PRO TIP IF INTERMITTENT WARNING HORN IS SOUND IN USE ALT HORN CUT OUT TO SILENCE

FO
ENSURE PACKS AND BLEEDS ON
PRESSURE MODE SELECTOR MAN
OUTFLOW VALVE CLOSE

CAPTAIN
"CAN YOU CONTROL THE CABIN"

FO
"CONTROLABLE OR UNABLE TO CONTROL"

CAPTAIN
SEAT BELT NO SMOKING AND ALL LANDING AND RUNWAY TURNOFF LIGHTS ON
START SWITCHES CONT

"RAPID DECENT"
10000 OR AMA
LVL CHANGE
SPEED VMO/MMO
THRUST TO IDLE
SPEED BRAKES

FO
OXYGEN SWITCH ON
ADVISE ATC REQUEST AMA AND ATIMETER SETTING
SQUAK 7700
TERRAIN BUTTON CONFIRM

PA "THIS IS THE CAPTAIN SPEAKING RAPID DESCENT RAPID DESCENT "

call CABIN ALT non normal first
to get all memory items done
"EMERGENCY DESCENT NON NORMAL CHECKLIST"

TRANSITION, SET _____ inches

FO
2000 TO LEVEL
1000 TO LEVEL

WHEN LEVELING
RETRACT SPEED BRAKES
SET SPEED TO 300KTS OR LONG RANGE CRUISE

ONCE LEVEL
ASK FO TO REMOVE OXYGEN MASK "ARE YOU OK"

CLOSE THE LEFT O2 MASK DOOR AND PUSH PRESS TO TEST (resets little white tab)
TO GET BACK HEADPHONE MIKE

CAPTAIN REMOVES AND PA'S
"THIS IS THE CAPTAIN SPEAKING.  WE ARE NOW AT AN ALTITUDE WHERE OXYGEN IS NO LONGER REQUIRED.  IT IS SAFE TO REMOVE YOUR MASKS. FLIGHT ATTENDANTS COMMENCE POST PRESSURIZATION DUTIES, IFD TO THE INTERPHONE"

CONTINUE NON NORMAL CHECKLIST

START A FORDEC

CLOSE LEFT DOOR ON OXYGEN DOOR TO CONSERVE O2

(If structual integrity is in doubt limit speed as much as possible and avoid high manoeuvring loads).

Condition : One or more of these occur :
- Cabin altitude can not be controlled when the airplane is above 14 000 feet

Or

A rapid descent is needed

1 amber auto fail light and 1 green alternate means only 1 controller has failed.
1 amber no green alternate means both pressurization controllers have failed. expect a total loss of pressurization

ABORTED ENGINE START

" Aborted engine start"

" Start lever cut off"

start a 60 second timer

" Aboard engine start memory items complete"

"Aborted engine start non normal checklist"

EEC PROTECTION
HOT HUNG AND WET

Condition: During a ground start, an abort engine start condition occurs.

Objective: To shut down the engine and motor it.

hot start has egt box blink when impending hot start or compressor stall

AIRSPEED UNRELIABLE

* If right after take off pith up 15°.

at 400ft HDG select
" What is the problem"

"suspected unreliable airspeed"
confirm it with ISFD

at 1000ft Noise 2 or 3000ft noise 1
acceleration alt
"Airspeed unreliable memory items"

Auto pilot disengaged
Auto throttle disengaged
Flight directors off

If flaps up
Pitch 4° up 75% N1
If flaps down
Pitch up 10° 80% N1

"Airspeed unreliable memory items complete, airspeed undereliable non normal checklist I have the radios"

Mayday runway HDG up to 15000ft

leave flaps down until end of checklist Then do the after take off checklist

Cross check the MACH and AIRSPEED indicators

Condition: The pitch attitude is not consistent with the fase of flight, altitude, thrust and weight, or noise or low frequency buffeting is experienced.

Objective : to establish the normal pitch attitude and thrust setting for the phase of flight

keep in mind if you are at high altitude you might not want to perform the memory items and just maintain current thrust setting and pitch up degrees and pull out the qrh.
otherwise you might climb until you stall

you can determine what side has failed in the performance section of the QRH. practice this

FORDEC EVERYTHING

APU FIRE

APU FIRE

"WHAT IS THR PROBLEM "

"APU FIRE"

"APU FIRE MEMORY ITEMS"

"PROTECT THE AUTO PILOT"

PNF APU FIRE SWITCH ... CONFIRM ... PULL, ROTATE TO THE STOP AND HOLD FOR ONE SECOND

APU SWITCH ... OFF

"APU FIRE MEMORY ITEMS COMPLETE"

" APU FIRE NON NORMAL CHECKLIST"

Condition: Fire is detected in the APU/

FORDEC EVERYTHING

Apparently if switch light goes out continue?
If stays on land at nearest suitable airport.
contradicts land imeaditally Wich is if fire keeps burning, nope your wrong it's refering to smoke for land immediately
QRH directions
also fctm has directions

If doing a APU fire on the ground and fire switch remains on, do  evacuation checklist. It will tell you to shut off engines.

CABIN ALTITUDE WARNING/RAPID DEPRESSURIZATION

CABIN ALTITUDE WARNING

AFTER DONING OXYGEN MASKS CAPTAIN WILL BE PF

Don Oxygen mask and set regulators to 100%
"CAPTAIN ON OXYGEN"

PRO TIP IF INTERMITTENT WARNING HORN IS SOUNDING YOU CAN USE THE ALT HORN CUT OUT SWITCH TO SILENCE

PNF
Pressurization mode selector ... MAN

Outflow valve switch ... HOLD IN CLOSE until the outflow valve indication shows fully closed

"CAN YOU CONTROL THE CABIN"

"CONTROLABLE
OR
UNCONTROLLABLE "

If cabin altitude is unctrollable :
Passenger signs ... ON

If the cabin altitude exceeds or is expected to exceed 14 000 feet :
Passenger oxygen switch ... ON
Go to the emergency descent checklist on page 0.1

ALSO CONSIDER ALT HOLD BETWEEN 10000 AND 13000 BUT IF YOU DO YOU NEED TO SET PRESSURIZATION 3 TIMES

Condition : One or more of these occur: Cabin Altitude exceedance, inflight intermittent cabin altitude/configuration warning horn sounds of a cabin altitude light (if installed and operative) illuminates.

FORDEC EVERYTHING

ENGINE FIRE /SEVERE DAMAGE /SEPERATION

Condition: One or more of these occur

Engine fire
-Engine fire warning bell
- fire switch light

Severe damage
-loud bang
-0 on N1
- Airframe vibration

Engine seperation
-N1 N2 engine vib will read 0
-fuel flow/oil temp/press will be blank
-engine fire fault light on
-hydraulic loss
-could be loud bang and Airframe buffet

FOR TAKE OFF PUT MAP RANGE TO 5 NM FOR RUNWAY TRACKING

"WHAT IS THE PROBLEM"

"_________"

"PROTECT THE AUTO PILOT"

"_________memory items

PF
Auto-throttle ... DISENGAGE

Thrust lever (affected engine) ... CONFIRM

#___ confirmed...

Close

PNF
Engine start lever (#_____) ... CONFIRM ...
#____ confirmed
CUTOFF

Engine fire switch (affected engine) ... CONFIRM ... PULL
To manually unlock the engine fire switch press the override and pull

If the engine fire switch or engine overheat light stays illuminated
Engine fire switch ... Rotate to the stop and hold for 1 second

"ENGINE FIRE MEMORY ITEMS COMPLETE"

"ENGINE FIRE NON NORMAL CHECKLIST I HAVE THE RADIOS"

ALWAYS DO A RECALL AFTER A CHECKLIST HAS BEEN COMPLETED

ENGINE LIMIT SURGE OR STALL

ENGINE LIMIT OR SURGE OR STALL

Condition : one or more of these occur :
- Engine indications are abnormal
- Engine indactions are rapidly approaching or exceeding limits

- Abnormal engine noises are heard possibly with airframe vibrations.

- There is no response to thrust lever movement or the response is abnormal
- Flames in the engine inlet or exhaust are reported

Objective : To attempt to recover normal engine operation or shut down the engine if recovery is not possible.

"WHAT IS THE PROBLEM"

"_______"

PROTECT THE AUTOPILOT

"_______MEMORY ITEMS"

Auto-throttle (if engaged) ... DISENGAGE

Thrust lever (AFFECTED ENGINE) ... CONFIRM ... RETARD until engine indications stay within limits or the thrust lever is closed

*AT THIS POINT CALL FOR NNCHECKLIST WEATHER  YOUR IN LIMITS OR NOT

"ENGINE LIMIT SURGE OR STALL MEMORY ITEMS COMPLETE"

"ENGINE LIMIT SURGE OR STALL NON NORMAL CHECKLIST I HAVE THE RAIDOS"

CALL ENGING FAIL NON NORMAL CHECKLIST
**DO THE ONE ENGINE INOPERATIVE LANDING CHECKLIST FROM ENGINE FAIL CHECKLIST BECAUSE YOU DONT HAVE THRUST

Engine ENGINE OVERHEAT

Condition : An overheat is detected in the engine

"WHATS THE PROBLEM?"

"#____ENGINE OVERHEAT

PROTECT THE AUTO PILOT

Autothrottle (if engaged) ... DISENGAGE
Thrust lever (affected engine) ... CONFIRM ... CLOSE
IF the ENG OVERHEAT light stays illuminated : GO TO THE ENGINE FIRE OR ENGINE SEVERE DAME OR SEPERATION MEMORY ITEMS

ENGINE OVERHEAT

Condition : An overheat is detected in the engine

WHATS THE PROBLEM

PROTECT THE AUTO PILOT

Autothrottle (if engaged) ... DISENGAGE

Thrust lever (affected engine) ... CONFIRM ... CLOSE

IF the ENG OVERHEAT light stays illuminated : GO TO THE ENGINE FIRE OR ENGINE SEVERE DAME OR SEPERATION CHECKLIST

THAT IS THE MEMORY ITEM TO GO TO ENGINE FIRE CHECKLIST if the light stays on. DONT CALL FOR ENGINE OVERHEAT DETECT ON THIS ONE.
Alexi says just go right into engine fire memory items because the checklist are memory items

LANDING CONFIGURATION

LANDING CONFIGURATION

Condition : In flight, the steady warning horn sounds

Assure correct airplane landing configuration
ANY LANDING GEAR NOT DOWN AND LOCKED, FLAPS  0-10°, AND OR THRUST LEVER NOT PUSHED UP/20° OR 34° SINGLE ENGINE. CAN BE SILENCED WITH HORN CUT OUT SWITCH TO 200FT 
or
s/e flap 15-25  thrust down  warning horn can't be silenced

LOSS OF THRUST ON BOTH ENGINES

LOSS OF THRUST ON BOTH ENGINES

Condition: Both of these occur :
- Both engines have a loss of thrust
- Both ENG FAIL alerts

Objective: To restart at least one engine

"WHAT IS THE PROBLEM "

"LOSS OF THRUST ON BOTH ENGINES"

"LOSS OF THRUST ON BOTH ENGINES MEMORY ITEMS"

ENGINE START SWITCHES (BOTH) ... FLT

*TRY TO MAINTAIN  275kts above fl270
below fl270 try to maintain 300kts
-you will lose auto pilot
descent rate seem to be between 3,500 to 5,000 ft per minute

LOOK FOR NEAREST AIRPORT
DIRECT TO
ADVISE ATC

AT 21000FT START APU
1 MIN APU GENS ON AUTO PILOT ON

- you will lose pressurization. cabin alt will get to about 10,000 after about 4 minutes cabin climbing at 500 ft per minute so it will get crazy.

maybe do emergency decent but your sacrificing altitude for passengers to be conscious ..might not want to do it

-I think you will still have flap and gear extension due to the APU providing electrical power to your electric hydraulic pumps

-so hand fly and be prompt to restart
-don't wait for successful engine start to

ENGINE START LEVERS (BOTH) ... CUTOFF

When EGT decreases
ENGINE START LEVERS (BOTH) ... IDLE DETENT

-find the airport that you'd like to divert to with the airports page on your navigation display unit
no,it's better on jep plate. NAV display gives you runways as low as 5000ft.
jep is set to 7000

-decide what runway from your jep plate
if no approach is available/FMC might also have runway info on depart arrived page
-create a 5-mile waypoint reciprocal track in the FMC

PULL LOSS OF THRUST ON BOTH ENGINES NON NORMAL CHECKLIST

ALSO BEST GLIDE WOULD MOST LIKELY BE THE GREEN MINIMUM FLAP UP SPEED

Also dual engine failure first officers screens will go blank requiring captain to take control

If EGT reaches 950°C or there is no increase in EGT within 30 seconds :
Engine start lever (affected engine) ... CONFIRM ... CUTOFF, then idle detent

IF egt again reaches 950°C or there is no inccraese in EGT within 30 seconds, repeat as needed

IF LANDING WITHOUT BOTH ENGINES

PUT APU ON NUMBER 2 BUS THAT WILL WORK FOR YOUR EXTENSION THEN PUT APU ON NUMBER ONE BUS AFTER GEARS EXTENDED THAT WILL WORK FOR FLAP EXTENSION OTHERWISE YOU WILL BE DOING ALT  FLAP EXTENSION

IF HAVING TO DO A CIRCLING APPROACH OVER TOP OF THE FIELD COME IN OVER THE THRESHOLD IN THE DIRECTION OF LANDING WITH THE THRESHOLD OF RUNWAY DIRECTLY BENEATH THE CAPTAINS WINDOW

CROSS HERE 4, 000 ABOVE GROUND LEVEL 210 KNOTS DO A RATE ONE TURN TILL CIRCLED ALL THE WAY BACK AROUND ON FINAL

EXTEND THE GEAR AND FLAPS ON FINAL REMEMBERING THAT YOU SHOULD BRING THE GEAR DOWN ON BUS 2 NORMAL EXTENSION THEN  SWITCH OVER TO BUS 1
FOR FLAPS
IF NEEDED USE SPEED BRAKES AND WHEN LANDING SPEED BRAKES FULL REVERSERS MAXIMUM BRAKING DON'T MODULATE

IF COMING IN FOR A STRAIGHT-IN

210KTS
TIMES YOUR DISTANCE FROM THRESHOLD BY 4
EXAMPLE
15 MILES 6,000 FT AGL
10 MILES 4,000 FT A GL
5 MI 2,000 FT AGL

STAY ONE DOT ABOVE SLOPE AT ALL TIMES

PREFERABLY BELOW 500 FT AGL BRING GEAR DOWN TRANSFER THE BUS BRING FLAPS DOWN
SPEED BRAKE AND SIDE SLIP

RUNAWAY STABILIZER

"RUNAWAY STABILIZER"

PF
Control column ... Hold firmly

Autopilot (if engaged) ... disengage

Autothrottle (if engaged) ... Disengage

Control airplane pitch attitude manually with control column and main electrim trim as needed

If the runaway stops after the autopilot is disengaged : memory items completed

If the runaway continues after the autopilot is disengaged :
STAB TRIM CUTOUT switches (both) ... CUTOUT

If the runaway continues :
STABILIZER TRIM WHEEL ... GRASP AND HOLD

"END OF RUNAWAY STABILIZER MEMORY ITEMS"

RUNAWAY STABILIZER NON NORMAL CHECKLIST I HAVE THE RADIOS

YOU ARE RESPONSIBLE FOR THRUST BEWARE

Condition : Uncommanded stabilizer trim movement occurs continuously

TAKEOFF CONFIGURATION

TAKEOFF CONFIGURATION

Condition : On the ground the intermittent cabin altitude/configuration warning horn sounds or a TAKEOFF CONFIG LIGHT (if installed and operative) illuminates when advancing the thrust levers to takeoff thrust.

Assure correct airplane takeoff configuration

WARNING HORN WILL SOUND FOR ANY OF THE FOLLOWING
-FLAPS NOT IN THE 1-25 RANGE
-FLAPS ARE ASKEW OR ASYMMETERY
-LEADING EDGE DEVICES NOT CONFIGURED
-SPEED BRAKE LEVER NOT IN DOWN POSITION
-SPOILER CONTROL VALVE IS OPEN PRESSURING SPOULER INTERLOCK VALVE
-PARKING BRAKE IS SET
STABILIZER TRIM NOT SET IN TAKE OFF RANGE

UNCOMANDED RUDDER/YAW OR ROLL

Autopilot (if engaged) ... DISENGAGE

Maintain control of the airplane with all available flight controls. If roll is uncontrollable, immediately reduce pitch/angle of attack and increase airspeed. Do not attempt to maintainn altitude until control is recovered.

Autothrottle ... DISENGAGE

Vertify thrust is symmetrical

SEVERE TURBULANCE

SEATBELT SIGNS ON
YAW DAMPER ON
AUTOTHROTTLE DISSENGAGE
AUTO PILOT CWS
ENGINE START SWITCHES FLIGHT

LEVEL
THRUST SET N1 TO CRUISE PG TURBULANCE

CLIMB AND DECENT
IAS 280KTS OR .76M

DECENT AND BELOW 15000 AND BELOW MAX LANDING WEIGHT
250KTS

DRIFT DOWN

DO THIS BEFOR SHUTTING DOWN OR AFTER FAILURE

"WHAT IS THE PROBLEM"
______

PROTECT THE AUTO PILOT

"DRIFT DOWN"

"AUTO THROTTLE DISSENGAGE

SET MAX CON N1 PG

CRZ PG ENGINE OUT

SET ENGINE OUT ALTITUDE AND
AIRSPEED

SELECT LVL CHANGE WHEN AIRSPEED IS CLOSE

ADVISE ATC

_____MEMORY ITEMS OR
ENGINE FAIL NON NORMAL CHECKLIST I HAVE THE RADIOS

OVERSPEED RECOVERY

IF LEVEL START WITH SPEED WINDOW BRING BACK MACH TO . 75

SPEED BRAKE FLIGHT

V/S SHALLOW OUT

IF NEEDED  DISSENGAGE AUTO PILOT

CAUTION
SMALL SUDDEN CONTROL IMPUTS AT HIGH SPEED CAN RESULT IN ZERO G'S AND INJURY

BREAK OFF APPROACHES

IF ON ILS SWITCH FREQUENCY

autopilot might disconnect
into CWS
if so re-engage autopilot then

ALT HOLD

(if captured on ils frequencys it won't alt hold)

HDG SELECT HDG BUG

SELECT NEW ALT
LVL CHANGE

CALL FLAP 15 POSITIVE RATE GEAR UP
IAS WINDOW OPEN BUG 210
when above 1000ft

RETRACT FLAPS ON SCHEDULE.

AFTER TAKE OFF CHECKS

APPROACH BAN

IF ON ILS AND RUNWAY HAS CENTER LINE LIGHTS USE 50% CHART
IF NO CENTER LINE LIGHTS USE 75% CHART

IF ON RNAV YOU CAN USE 50% ALL THE TIME

CAT II BANNED ALL THE TIME WHEN BELOW RVR A AND B 1200/600 RVR

FLAIR NOT APPROVED FOR CAT III
OPERATIONS

USA
METARS CAN BE REQUESTED 8 MINUTES TO THE HOUR
EG 01:52

YOU ARE APPROACHED BANNED IF THE VISIBILITY IS BELOW THE ADVISORY VIZ

CAT II
1200 TOUCHDOWN ZONE RVR

600 MID RVR

300 ROLL OUT RVR

IF MID AND ROLL OUT ARE UNAVAILABLE TOUCHDOWN MUST BE 1400

IF ROLL OUT IS UNAVAILABLE MID STILL MUST BE 600

IF ROLL OUT IS UNAVAILABLE FAR END MUST BE 300

INTERCEPTING GLIDE SLOPE FROM ABOVE

ONLY ILS OR GLS
NOT RECOMMENDED FOR VNAV

APP SHOULD BE SELECTED SO YOU CAN

LOOK AT THE ISFD
IF GLIDE SLOPE IS ONE DOT BELOW
START TO PREPARE TO CAPTURE FROM ABOVE

BE CAPTUED ON LOC BEFORE  DECENDING

VERRIFY G/S IS ARMED

GET DIRTY GEAR DOWN FLAP 30 AND SET ALT NO LOWER THAN 1000FT AGL

YOU WILL HAVE TO SUBTRACT ALTIMETER FROM GROUND ELEVATION
TAKE HEIGHT ABOVE GROUND TIMES BY THREE

SELECT V/S AND MAX DECENT RATE 1500 FT/MIN TILL G/S CAPTURE

MONITOR SPEED TO NOT OVER SPEED FLAPS

THE BIGGEST PROBLEM IS NOT CAPTURING GLIDE SLOPE AND HAVING TO PERFORM A GO-AROUND BY 1000 ALWAYS HAVE YOUR HAND ON THE ALTITUDE SELECTOR KNOB ONCE YOU START DECSENDING
BECAUSE YOU WILL HAVE TO DIAL IT UP QUICKLY PRIOR TO HITTING TOGA

RE-BRIEF APPROACH

RE PROGRAM APPROACH IN FMC/ ARRIVAVAL TOO IF NEEDED

pull out plates
SET
MINIMUMS/COURSE/FREQUENCYS
NOTAMS

RE DO OPT AND SET AUTO BRAKE

RUN COLD AIR TEMP CORRECTION

BRIEF
ARRIVAVAL IF NEEDED
APPROACH
ILS/FREQUENCYS/COURSE/
FAF CROSSING/MISSED APPROACH/OPT/TAXI

VISUAL APPROACH

INITIAL CONTACT WITH ARRIVAVL MUST  INCLUDE  "REQUEST RNAV VISUAL APPROACH

IF MISSED FOLLOW TRAFIC PATTERN OR REQUEST ALTERNATE MISSED APPROACH INDTRUCTIONS

YOU CANT MODIFY WAYPOINTS

REPORT RUNWAY OR TRAFFIC IN SIGHT

Crew is now responsible for traffic terrain and weather

*CYCLE FD's ON FINAL THIS TAKES AWAY UNWANTED GUIDENCE AND ALLOWS GUIDENCE IN GO AROUND

REJECTED TAKEOFF

THINGS TO REMEMBER FOR YOUR NEXT RIDE

PUT MAP RANGE AT 5 NM FOR RUNWAY TRACKING

IF YOU ARE IN THE RIGHT SEAT DO NOT CALL THE REJECT STATE THE PROBLEM

AUTO BRAKE WON'T BE AVAILABLE IF REJECTING BELOW 88 KTS

FO WILL SAY
TOWER MAYDAY MAYDAY MAYDAY FLARE_____ REJECTING TAKE OFF RUNWAY 26 L 
PLEASE STAND BY

IF YOU HAVE  FIRE TURN AIRCRAFT INTO THE WINDOWS AS MUCH AS POSSIBLE BEFORE STOPPING ON THE RUNWAY
AND CALL FOR ENGINE FIRE ON THE GROUND CHECKLIST

IF CARGO FIRE CALL FOR CARGO FIRE CHECKLIST THEN IF STILL BURNING CALL FOR EVACUATION CHECKLIST

IF JUST ENGINE FAIL CAPTAIN
START LEVER CUTOFF TO SECURE
NO CHECKLIST IS REQUIRED IF RED 1 SAYS ALL IS CLEAR SAYS RAY RIER. TAXI BACK TO GATE

TELL RED 1 AIRCRAFT STOPPED PARKING BREAK SET #____ IS SHUT DOWN AND SECURED BOTTLES DISCHARGED "do you see any smoke, flames, or abnormal heat readings"

AFTER MEMORY ITEMS OR CHECKLISTS AND IT IS DETERMINED NO EVACUATION
IS NECESSARY
WAIT FOR RED 1 TO SAY ALL CLEAR
THE CAPTAIN WILL PA
"THIS IS THE CAPTAIN SPEAKING FLIGHT ATTENDANCE RETURN TO NORMAL OPERATIONS"
TAXI BACK TO GATE INFORM GROUND STAFF BREAKS HOT

monitor the door annunciator lights make sure there not evacuating if not called

IF EVACUATION IS REQUIRED INITIATE EVACUATION CHECKLIST
AFTER COMPLETED PILOTS WILL HELP CABIN CREW TO EVACUATE THE PASSENGERS

FIRST OFFICER WILL THEN EXIT BY THE R1 DOOR AND TAKE CONTROL OF EVACUATION FROM OUTSIDE

CAPTAIN WILL INSPECT THE INSIDE OF THE AIRCRAFT MAKE SURE NO ONE IS LEFT ON BOARD
THEN EXIT USING L1 DOOR

manual breaking is stronger than max auto break
RTO is strongest.
these three used with reversers don't calculate distance
auto break 1 ,2, 3, with reversers do calculate distance for stopping

IF YOU HAVE FLAT TIRE YOU CAN REJECT BELOW 80
**YOU CAN TAXI OFF RUNWAY TO APRON **

THERE'S NO QRH ACTION

ABOVE 80 KNOTS CONTINUE TO TAKE OFF CONTINUE TO DESTINATION

* CALL FOR BRAKE ENERGY CHARTS PERFORMANCE CHART*

PLUGS MELT AT 800°

V1

PUT MAP RANGE TO 5NM FOR TRACKING

PM IS TO CALL" ENGINE FAILURE" OR "ENGINE FIRE"
do not identify

rotate
pitch up to 12°
basically box ON the 10° line
adjust pitch to
maintain speed between v2 to v2 + 20
follow flight director at 400 ft
follow runway center line with hdg

if it's an engine failure
call mayday
flaps up
max con thrust
non normal checklist

if it's engine fire/severe damage/ or separation memory items must be accomplished as soon as possible after 400 ft

if memory items are required the PF will call engine fire memory items  then deselect the auto throttle and identify confirm and close the thrust lever. Then pilot monitoring will continue the memory items
THEN MADAY

"400 FT SELECT HDG SELECT BUG ME FOR RUNWAY TRACK.  WHATS THE PROBLEM?"

#___ENGINE____

PROTECT THE AUTO PILOT

DISENGAGE AUTO THROTTLE
"# 1 THRUST LEVER CONFIRM?"
"#1 CONFIRMED"
"CLOSE"

AFTER MEMORY ITEMS OR AFTER 400 FT AND WHAT'S THE PROBLEM DECLARE EMERGENCY
REQUEST RUNWAY TRACK UP TO TOP ALT
THIS IS A PERFECT TIME TO START YOUR SCAN FOR TRACKING

after flaps up and above flap up maneuver speed
select LVL change if V NAV not engaged
set max con thrust
complete non normal checklist
then complete after takeoff checklist
then engine out on FMS Cruise page

ENGINE FAILURE ON FINAL APPROACH

"WHATS THE PROBLEM?"

PROTECT THE AUTO PILOT

1 CONSIDER LANDING ONLY IF CONFIGURED

2 consider runway length
max landing weight,
flap 15,
90° at 15 kts,

anything over 8000 and you'll be ok

7500ft needed with medium condition and auto break 2
or
7000 DRY auto break 2
can be pushed to 6000 auto break 3
you'll have even more leeway
down to 5000 ftmax auto

MAKE A MAYDAY

1000FT THIS IS THE CAPTAIN SPEAKING FLIGHT ATTENDANTS TO YOUR STATIONS ×2

IF CURRENT THRUST IS NOT SUFFICIENT RETRACT FLAP TO FLAP 15 AND SPEED SHOULD BE INCREASED TO 20 KNOTS OVER THE PREVIOUSLY SET FLAP 30 OR 40 V REF

MAYBE CONSIDER SELECTING AUTO BREAK 3 OR MORE

WATCH THRUST LEVER AND SPEED

WINDSHEAR

windshear produces indicated airspeed changes greater than 15 knots and/or  vsi changes of 500ft/min

TAKEOFF
if in forecast for takeoff
considered delaying the takeoff

use max power available
longest runway and
flaps between 5 and 15
run wind sheer in OPT
if AirSpeed stops increasing on roll rotate at least 2,000 ft before the enf of the runway
when in the air execute windshear escape maneuver

APPROACHING AND LANDING
use flap 30
add vref correction without exceeding 15 knots
avoid changes in power compensation as IAS increases there is likely to be a rapid decrease after

use longest available runway

if runway has ILS the last 2,000 ft of runway Edge lights turn Amber

opt calculation will give 2 rotate values white goes in FMC
yellow is briefed and is mentally remembered
do not put yellow in fmc

WINDSHEAR ESCAPE MANEUVER

2 TYPES OF WARNINGS

BEFOR V1 REJECT

PREDICTIVE
"WINDSHEAR AHEAD WINDSHEAR AHEAD"
TAKE OFF AND
PREFORM ESCAPE MANOUVER

LANDING
PREDICTIVE
"GO AROUND WINDSHERE AHEAD"
at pilots discretion
WINSHEAR MANOUVER
or
NORMAL GO AROUND

IF WINDSHEAR WARING

"WINDSHEAR WINDSHEAR WINDSHEAR"

WINDSHEAR MANOUVER MUST BE MADE

"WINDSHEAR TOGA"
if manual flight
disengage autopilot and hit toga
advance thrust aggressively to the stop
disengage auto throttle
roll level
pitch up 15°
retract speed brakes
follow flight director
if director not enough pitch up to PLI
retract gear and flaps after clear of terrain

if auto flight
hit toga
leave auto pilot and throttle on
speed brake up
leave gear and flaps in position

TCAS

"TCAS I HAVE CONTROL"
"MANUAL FLIGHT"
disengage autopilot disengage auto throttle follow ra commands
retract speed brake

no need to disengage automation if RA is already being compled with

do not follow RA commands below 1000 ft

if in a climb and in Landing config call flap 15 positive rate Gear up

CALL TO AIR TRAFFIC CONTROL
"FLARE 821 TCAS RA"
9.10 in the aim

CENTER FLR 821
CLEAR OF CONFLICT RETURNING TO ALTITUDE

CENTER FLR______
CLEAR OF CONFLICT
FL _____RESUMED

STALL

DON'T USE FLIGHT DIRECTOR DURING RECOVERY

DISENGAGE AUTOPILOT
DISENGAGE AUTO THROTTLE

NOSE DOWN UNTIL BUFFET OR STICK SHAKER STOPS

ROLL WINGS LEVEL

ADVANCED THRUST LEVERS  COME UP 50% THEN ADVANCE THE REST SLOWLY OR YOULL INDUCE SECONDARY STALL

RETRACT SPEED BRAKES

PITCH UP SLOWLY

RE ANCHOR YOURSELF CALL POSITIVE RATE  whisper gear up FLAP 15

THIS IS CONTRADICTION DOUBLE CHECK
TRY TO NOT CHANGE GEAR AND FLAPS.
UNLESS RIGHT AFTER TAKEOFF AND FLAPS ARE UP THEN CALL FLAPS ONE

RE-ENGAGE AUTO PILOT AND AUTO THROTTLE AS REQUIRED

FIRST OFFICER MONITOR AND CALL OUT IF GETTING CLOSE TO TERRAIN

GPWS WARNING

TRAIN TRAIN PULL UP
OBSTACLE OBSTACLE PULL UP

DISENGAGE AUTOPILOT
DISENGAGE AUTO THROTTLE

AGGRESSIVELY
APPLY MAXIMUM THRUST
you can go all the way up to the stops it won't overthrust

ROLL WINGS LEVEL AND PITCH UP 20°

RETRACT SPEED BRAKES

IF 20° IS NOT ENOUGH PITCH UP TO THE PITCH OF LIMIT INDICATOR PLI

DO NOT CHANGE GEAR FLAP CONFIGURATION UNTIL TERRAIN SEPARATION IS ASSURED

if under vmc conditions and you know you're clear of terrain you can continue without doing the escape Manover

UPSET NOSE HIGH

DISENGAGE AUTOPILOT
DISENGAGE AUTO THROTTLE

RECOVERY
NOSE DOWN WITH NOSE DOWN STABILIZER TRIM REDUCE THRUST
RETRACT SPEED BRAKE
ROLL WINGS LEVEL
CHECK ASIR SPEED AND ADJUST THRUST

UPSET NOSE LOW

ANY DEVIATION FROM INTENDED AIRPLANE STATE

DISENGAGE AUTOPILOT DISENGAGE AUTO THROTTLE

RECOVERY
RECOVER FROM STALL IF NEEDED ROLL WINGS LEVEL
APPLY NOSE UP ELEVATOR
APPLY NOSE UP TRIM
ADJUST THRUST
RETRACT SPEED BRAKE

GO AROUND

GO AROUND GO AROUND THRUST
PUSH TOGA
FLAP 15
auto pilot will disconnect with toga
auto throttle will stay on
verify thrust advances

POSITIVE RATE
GEAR UP
if AirSpeed within yellow band 15° bank

400 ft
LNAV OR HDG
auto pilot can be engaged

1000 ft flaps up according to flap retraction schedule

when flaps up and above flap up and above manouver speed call/verrify
level change
or
vnav

verify climb thrust is set and missed is captured

AFTER TAKEOFF CHECKLIST

1 press of toga with 2 engines gives approx 2000 ft /min climb

in toga and after autopilot selected engages LVL change

*TOGA SWITCHES ARE INHIBITED CLOSE TO THE GROUND FOR BALKED AND REJECTED
( in your Sim it means no LNAV guidance in the go. just select HDG sell and follow dotted blue lines in NAV display. or request runway track with ATC)

REJECTED LANDING
GO AROUND IS PREFORMED
BELOW DH OR MDA BUT ABOVE TOUCHDOWN
manually advance thrust flap 15
speed brake up
pitch up 15°

BALKED LANDING
GO AROUND IS PREFORMED
AFTER TOUCHDOWN BUT BEFORE USE OF REVERSES
manually advance thrust
maintain flap config
speed brake up
pitch up 15°
when positive rate climb call flap 15
you will probably hear take off warming horn
then call Gear up
then retract FLAPs on schedule

PITOT AND STATIC INSTRUMENTS

PITOT

IF PITOT IS FULLY BLOCKED WITH DRAIN AIRSPEED WILL ACT LIKE AN ALTIMETER INCREASE IN A CLIMB AND START DECREASING IN A DESCENT.

IF IT'S PARTIALLY BLOCKED DRAIN IS OPEN THEN AIR SPEED INDICATOR SHOULD READ ZERO

STATIC

ALTIMETER WILL FREEZE AT LAST ALTITUDE

VSI WILL SETTLE AT ZERO

AIRSPEED INDICATOR WILL UNDERREAD IN A CLIMB AND OVERREAD AS YOU DESCEND

IF BOTH PITOT AND STATIC ARE BLOCKED ALL PRESSURE IS TRAPPED AIRSPEED FREEZES IN POSITION

BIGGEST MISTAKE IN SIM

POWER MANAGMENT SINGLE ENGINE
WATCH SPEED TAPE
KNOW SPEED LIMITS

YOU COULDNT DECENT WHEN IN LVLCHG BECAUSE POWER SETTING WAS SO HIGH

ALWAYS THINK WHY ISNT THE PLANE DOING WHAT I WANT AND IS AUTO THROTTLE ENGAGED

PROTECT THE AUTO PILOT

TURNING ON APU GENS DURING ENGINE FAIL CHECKLIST, LOOK AT WHAT SIDE IT NEEDS TO BE SELECTED TO

GENS
HYD
ANY ELECTRICS

HOLD

PROBLEM AREAS
IS THE HOLD IN THE LEGS PG
DID YOU RE CRUISE ALT
THE 3 AAA'S

ICAO
230kts -0-14000ft
  240kts-14000ft-20000ft
 265kts 20000ft-34000ft
.83 after

FAA
200KTS MAX BELOW 6000
F LAP 1 OR REQUEST HIGHER HOLD SPEED WITH ATC DUE TO FUEL CONCERVATION (FCTM)

230 KTS MAX 6000-14000

265 KTS MAX ABOVE 14000

if decending VS 700-1000 FPM

GET CLARIFICATION IF YOU WERE CLEARED DIRECT THE HOLD OR CLEARED THE HOLD VIA THE STAR

PNF
PILOT WHO TAKES THE HOLD CLEARENCE PROGRAMS THE HOLD THEN PNF LOOKS AT THE FMC
THE PILOT WHO TOOK THE HOLD CLEARENCE READS THE PAPER

GOTCHA
IF PROGRAMING A HOLD ABOVE 14000 TIME WILL BE 1.5 MINUTES, IF DECENT TO 6000FT IT WILL STILL BE 1.5 . MUST BE CHANGED TO 1 MIN

HOLDING RULE YOU WEREN'T AWARE OF

FCTM
START REDUCING TO BE AT YOUR ASSIGNED SPEED 3 MINUTES BEFORE THE HOLD.
**THIS DOESNT MEAN YOU MUST BE AT HOLD SPEED FOR 3 MINUTES BEFOR HOLD, YOU JUST HAVE TO CROSS THE FIX AT OR BELOW "MAX HOLD SPEED"***
SAYS THE FCTM

IF A DECELERATION POINT IS THERE THIS RULE DOES NOT APPLY
OBVIOUSLY YOU GET LEEWAY IF YOU'RE CLEARED TO HOLD WITH FOUR MILES AGO AND 8,000 FT TO LOSE.
THIS IS JUST SO YOU DON'T BLOW THROUGH YOUR UNPROTECTED SIDE OF THE HOLD

ALSO YOU COULD PUT YOUR HOLD WAY POINT AT THE VERY BOTTOM OF THE LEGS PAGE THEN PULL IT UP TO THE TOP FLUSH OUT THE ROUTING.
THEN PROGRAM THE HOLD AND THEN REPROGRAM NEW ARRIVAL AND APPROACH
GREEK MICHAEL SUGGESTED THIS ONLY IF YOU'RE GOING TO A NEW DIVERSION AIRPORT

THIS IS A GOOD ONE
IF THEY CLEAR YOU TO 165 KNOTS IN THE HOLD YOU CAN'T SEEM TO CHANGE YOUR TARGET SPEED ON THE HOLD PAGE. BUT YOU CAN DO THAT ON THE LEGS PAGE THEN WHEN YOU GO BACK TO THE HOLDS PAGE YOU CAN LOOK AT YOUR HOLD AVAILABLE FUEL FOR AN ACCURATE FUEL BURN IN THE HOLD

ROLL MODE

NORMAL 2 ENGINE GO AROUND -LNAV

SINGLE ENGINE GO AROUND- HDG or LNAV,
REQUEST RUNWAY HDG TO MSA. IF GIVEN PUBLISHED MISSED HIT LNAV

V 1 CUT
HDG  TELL ATC RUNWAY TRACK TO MSA

DURING ENGINE OUT PROCEDURE
IF COMPLICATED
PROGRAM INTO ROUTE 2 AND LNAV

THE REASON EMERGENCY BRIEF SAYS CALL FOR A ROLL MODE AND NOT ALWAYS HDG, WOULD BE IF ENGINE OUT WAS PROGRAMED INTO ROUTE 2
AND L NAV WAS NEEDED

OPT USER GUIDE SAYS 1500 FT OR TOCA BEFOR TURNS NOT 1000

WATERS/GOMEX
SPECIAL PROCEDURES FOR OCEANIC AIRSPACE IN THE JEPP/ COM/ CBT

READ RAQM AND JEPP CO PG
Gomez rnp-10 reporting

**COMPANY  DOCUMENT IS BETTER THAN CBT. DOC IN ORLANDO REFERENCE DOCUMENTS WATRS**

FOLLOW PROCEDURES IF UNABLE TO COMPLY WITH CLEARANCE OR A DIVERSION IS NECESSARY ACROSS TRAFFIC FLOW OR LOSS OF REQUIRED NAVIGATION CAPABILITY

1  CALL PAN PAN AND OBTAIN ATC CLEARANCE PRIOR TO INITIATING ANY ACTION (KIND OF HARD RAPID DECOMPRESSION)
121.5 PRIMARY
123.45 BACK UP pilot air to air

2 IF CLARENCE CANNOT BE OBTAINED FLY THE AIRCRAFT AT AN OFFSET TRACK BY

(A) HDG mode  TURN INTO THE LEFT OR RIGHT 30° TO ESTABLISH A PARALLEL OFFSET TRACK 5 NM  ROUTE PG OFFSET THEN BACK TO LNAV

DIRECTION OF TURN SHOULD BE BASED ON
-TURN AWAY FROM ESTABLISHED ROUTES
-DIRECTION OF FLIGHT WITH ALTS
-DIRECTION TO ALT AIRPORT
-SLOP
-TERRAIN CLEARENCE

AIR ROUTS
ALTITUDES
ALTERNATES
SLOP
TERRAIN

(B) TURN ON ALL  EXTERIOR LIGHTS
(C)WATCH FOR TRAFFIC SQ 7700
(D) BRODCAST ON 121.5
give position/alt/track code route designator/ and plan
BACK UP 123.45

2 IF POSSIBLE MAINTAIN ALTITUDE UNTILL ESTABLISHED 5NM OFFSET.
ONCE ESTABLISHED
(A) Quickly DECEND BELOW FL 290 by LVL CHANGE AND SPEED BRAKE,
AND ESTABLISH 500 FT OFFSET ALT
UNTILL ATC CLEARENCE IS OBTAINED

IF NEEDING TO DEVIATE FOR WEATHER AND YOU CAN'T GET A CLEARANCE FROM ATC, THEN YOU WILL
-1 STAY AT PLANED ALTITUDE IF WITHIN 5 NAUTICAL MILES OF TRACK -2BROADCAST 121.5,
-3WATCH FOR TRAFFIC TURN ON EXTERIOR LIGHTS.

FOR WATRS AIRSPACE OUTSIDE OF 10NM  (COM) CONFLICTING NOW FROM ONLINE TRAINING
COMPUTER BASED TRAINING  SAYS 5NM IN GOMEX AND WATRS
WRD WEST RIGHT DECEND 300 FT

NOW GETTING CONFLICTING INFORMATION FROM THE COM AND THE JEPP PUBLICATION
SO FOR A RAPID DECENT TURN BACK OR DIVERSION
1 -TURN AIRCRAFT 90° LEFT OR RIGHT
2 -GET 30 NAUTICAL MILE OFFSET,
3-DECEND 500 FT GET AIR TRAFFIC CONTROL CLEARANCE

INITIAL CONTACT
HIGH FREQUENCY
-1 SELECT HF 1 BUTTON ON TUNING  PANEL
-2 SELECT HF 1 ON COM PANEL
3 DIAL IN FREQUENCY
CLICK ONCE WAIT FOR TONE THAT IS WHEN YOUR CONNECTED

-NY ARNIC, NY ARNIC FLAIR ____,

POSITION, ALT, MACH, 
HE WILL REQUEST SECAL WHICH IS POSTED ABOVE TAIL NUMBER
(clock area)
you will hear a tone and SELCAL panel will light up on HF1
call "FLAIR ____SELCAL CHECK OK" WITH ATC
cancel light on SELCAL panel

THEN TUNE 123.45 R 121.5 L
and deselect the HF
( no need to monitor if he wants to get ahold of you he will secal call you.)

**SET MACH IN CRUISE PG AND RNP IN PROG PAGE AND CHECK RVSM**

IF YOU GET A SELCAL CALL YOU RESPOND
"STATION CALLING FLAIR _____ GO AHEAD"

YOU SHOULD REQUEST THROUGH NY AIRINC ANY CLIMB TO NEW ALTS AND DEVIATIONS

AND FINALLY REPORTING POINTS

- CALL SIGN, CURRENT POSITION AND TIME IN ZULU, ALTITUDE, NEXT REPORTING STAITON AND TIME In ZULU, FOLLOWING REPORT STATION AND TIME IN ZULU, THEN FUEL

WHEN EXITING ON LAST MANATORY REPORTING POING JUST CONTACT CENTER ON VHF

SLOP
strategic lateral off set procedure
in MNPS
(minimum navigation PREFORMANCE specification)
AIRSPACE

when no radar coverage

OVER THE ATLANTIC
REDUCES RISK OF COLISION
1 NM THE RIGHT OR 2NM TO THE RIGHT OF TRACK
ATC DOES NOT NEED TO BE ADVISED
FLOWN WITH LNAV AND OFFSET

WHILE ON APPROACH IF AIRCRAFT STARTS TO LEVEL OFF BECAUSE YOU FORGOT TO SELECT A LOWER ALTITUDE ON THE MCP

ALTITUDE SELECTOR SELECT THE NEXT **LOWER** ALTITUDE MDA/DH. SELECT ALT INTERVENTION

IF NOT CAPTURED ON SLOPE WHILE ON APPROACH AND YOU ARE PARALLELING GLIDE PATH BELOW IT YOU CAN
FCOM 173

HIT ALT INTERVENE, IT WILL LEVEL OFF THE AIRCRAFT UNTIL YOU REINTERCEPT SLOPE

LOC/VOR/LNAV

IF DOING A LOC SET UP AS NORMAL, PUT LOC FREQUENCY IN ILS /

ANY VOR OR LOC APPROACH CAN BE DONE IN EITHER L NAV OR VOR/LOC

don't put in  .3 or 125ft for vors or locs or ILS only lnavs and rnps

you want vnav armed and vor/loc selected
make a ring on faf

set alt on faf, then MDA(50 ft) and missed after crossing faf

I have written if VOR or loc doesn't have GNSS on the plate you have to use raw data , tune and hit vor/loc switch you can still use vnav though I think

WHEEL WELL FIRE

IS POWERED BY TRANSFER BUS ONE BY THE FIRE SWITCHES PANEL
IF YOU DON'T HAVE TRANSFER BUS ONE YOU HAVE LOST WHEEL WELL FIRE DETECTION

SPEED INTERVENE
BUG 270KTS 0R. 82
SPEED BRAKE IF NEEDED
GEAR DOWN
CHECKLIST DOESN'T SPECIFY AN ALTITUDE SINCE IT'S A FIRE
ID SAY BRING IT DOWN
REQUEST VECTORS TO A RUNYWAY WITH GOOD WEATHER

land over max landing weight?
yes I would

WHEN DEALING WITH SMOKE
REGARDING THE QRH YOU SHOULD DO 2 THINGS TO START

1-WHEN DOING THE CHECKLIST STOP AND REQUEST WETHER AND RUNWAY CONDITIONS FOR RETURN OR CLOSE ALTERNATE

2-DAAAD

-CONTINUE CHECKLIST WHEN FINISHED

-FORDEC
- SET 3 KNOBS ,OPT, 5 THINGS
-BRIEF
-RECALL DECENT AND APPROACH CHECKLIST

*** UPDATE IN GRAYS FAQS FINISH THE CHECKLIST****

GROUND PERSONAL CALLS

GROUND TO FLIGHT DECK, CONFIRM LOCK OUT PIN INSTALLED DOORS ARE CLOSED CHALKS REMOVED SND CLEAR TO PRESSURIZE? GPU DISCONNECTED?

GROUND WE HAVE CLEARENCE FOR PUSH  TAIL TO THE _____ ARE WE CLEAR TO RELEASE BREAKS? check if gpu attached

YOU ARE GOOD TO DISCONNECT TOW BAR AND  CONFIRM LOCK OUT PIN REMOVED, STAY ON HEADSET TILL WE GET No 1 STARTRD

OK YOU CAN DISCONECT HEADSET
OVER TO HAND SIGNALS
HAVE A GOOD DAY

NOISE 1+2

NOISE 1
TAKE OFF 2 PG

TOP LEFT 3000

TOP RIGHT ENGINE OUT EXECL ALT

BOTTOM RIGHT 1500 STAYS THE SAME
YOU DONT HAVE TO CHANGE ANYTHING ON CLIMB PAGE

NOISE 2
TOP LEFT 1000

TOP RIGHT ENGINE OUT EXECL ALT

BOTTOM RIGHT 1000

CLIMB PG ADD 80 TO  VREF 40
AND ADD 3000 TO ALTIMETER
218/3600

YOU HAVE TO TELL CLEARENCE BEFORE DOING ONE IN CANADA, DONT HAVE TO SAY ANYTHING IN U.S

IF ACCADENTLY CAPTURED ON GLIDE SLOPE YOU SHOULD

DIESSENGAGE AUTO PILOT

BOTH FLIGHT DIRECTORS OFF THEN ON

THEN AUTO PILOT ON

THEN APP WHEN CLEARED

if not captured but accidentally selected app and the app light is still on (green) you can push app button again to disarm. if green light has gone out then it has captured, do the above procedure

-try testing the frequency change see what happens maybe you don't have to select autopilot off

IF GIVEN A DECENT CLEARENCE EARLY YOU SHOULD CONSIDER

RE CRUISE

PUT NEW ALTITUDE IN CRUISE PG IF YOUR EXPECTED TO BE AT THAT NEW ALTITUDE FOR MORE THAN 5 MILES.
THIS WILL KEEP ECON FUEL BURNS.

IF GEAR FAILS TO RETRACT AFTER TAKEOFF

RETRACT FLAPS ON SCHEDUAL

SPEED INTERVENE 220

GEAR RETRACT SPEED IS 235

"GEAR FAIL TO RETRACT NON NORMAL CHECKLIST
I HAVE THE RADIOS"

AFTER TAKE OFF CHECKLIST

FORDEC

IF YOU HAVE FAILED SYSTEMS, MELS DURING FLIGHT,
BEFORE LANDING CHECK

LIST OF EQUIPMENT FOR APPROACHES
QRH
OPS SECTION

CARGO FIRE GOT YA

READ NEXT STEPS BEFOR TOUCHING
HOLD SWITCH FOR 1 SECOND

DISPLAY FAILURE MESSAGE ON APPROACH

Inform ATC, break off approach, pull non normal

IF YOU LOSE FLIGHT DIRECTORS

if no FD GUIDENCE on approach put the box just under the +2.5 ° line marking on the attitude indicator
For lateral GUIDENCE look at ND put your line on runway track

OFP FUEL DISCRIPTION

DEST- DEPARTURE+ENROUTE+ARRIVAVAL+
APPROACH

ENROUTE FUEL RESERVE- 5% OF DEST

ALTN- FUEL TO ALTERNATE AND MISSED APPROACH BASED ON LONG RANGE CRUISE
MIN CAN BE
500KG

HOLD- AMOUNT TO FLY FOR 30 MINUTES , NEEDED WITH IFR FLIGHT PLAN WITH ALTERNATE AERODROME
I think 1000kg minimum

ADD- ADDITIONAL FUEL
for weather /deice..ect

EXTRA- AMOUNT OVER AND ABOVE THE MIN
IF OVER THE STANDARD 400KG
WILL BE STATED IN REMARKS

APU- IS FUEL FOR APU FOR 30 MIN

-----------
VFR
DESTINATION +45 MIN NORMAL CRUISE SPEED
on flight plan dest + I don't know

IFR
DESTINATION+APPROACH + MISSED. APPROACH+ FLY AND LAND AT ALT+ THEN FLY FOR 30 MIN(hold fuel)
on flight plan dest +alt+hold

NO ALTERNATE IFR
DESTINATION+APPROACH+MISSED APPROACH+ 30 MIN(hold fuel)
On flight plan(dest +hold)

NO IFR ALTERNATE

A) AREA OF OPERATION

1 CANT BE MORE THAN 6 HOUR FLIGHT AWAY

2 TAKE OFF WITHIN NORTH AMERICA CONTINENT,CARRIBEAN, OR BERMUDA

3 ONLY FLY BACK TO CANADA

B)  WEATHER

HOUR BEFORE AND ONE HOUR AFTER

1 NO VIZ BELOW 3SM

2  NO CB's or THUNDERSTORMS

3 CEILING 1000FT ABOVE FAF

OR
1500FT ABOVE GROUND AND +6SM

4 NO FREEZING PRECIPITATION FORCAST OR REPORTED

C) LANDING AIRPORT REQUIRMENTS

1 TWO SEPERATE RUNWAYS
(reciprocal not acceptable)

2 TWO USABLE INDEPENDENT IFR APP AIDS AND PROCEDURES

3 EMERGENCY/STANDBY POWER

D)

1 ARCARS SERVICABLE

2 MIN FUEL REQUIRMENTS
(dest, approach, missed app, and 30min

3 PILOTS FAMILIAR WITH DEVERSIONARY AIRPORTS

CIRCUIT

1500ft AFE

2 NM CROSS TRACK BY USING TCAS REFRENCE OR FIX PG FROM RUNWAY THRESHOLD

ECTEND RUNWAY CENTER LINE FROM THRESHOLD RUNWAY
Put 3 mile and 3° remember to execute and extend again

FLAP 1 AND 5 ON DOWNWIND

45 SECOND TIMING FROM ABEAM RUNWAY THRESHOLD
Abeam GEAR DOWN FLAP 15
speed brake and continuous

AT THE 20 SECOND MARK FLAP 30
LANDING CHECKLIST

CONFIGURE BEFORE BASE REDUCES WORKLOAD

TURNING BASE 1200FT
1 HDG BUG
2 SET ALT 500 FT AFE
3 VS 300FT PER MIN DECENT to start

ON 5NM SCALE THE TREND VECTOR SHOULD BE THROUGH CENTER LINE 1/4 OF ITS LENGTH
START THE TURN

ON FINAL
MCP ALT SET FOR A MISSED

DIESSENGAGE AUTOPILOT

FLIGHT DIRECTORS OFF THEN ON

APPROACH CONFIGURATION

- INTERCEPT HEADING
ident ILS
confirm pointers
app press
loc and g/s armed
or
LAVS

PNF CALL FLAP _____
SPEED CALL ON ALL APPROACHES ALL FLAP SELECTIONS

**LOOK AT TAIL WIND**
configure early if you have one

WHEN G/S ALIVE OR 2500FT
GEAR DOWN FLAP 15
SPEED
SPEED BREAK ARM
FLIGHT SWITCH CONT
**ALT SELECTOR**

WHEN G/S CAPTURED OR 1800 FT
FLAP 30
SPEED
FINAL APPROACH CHECKLIST
***ALT SELECTOR***

TAIL PIPE FIRE

WHEN ADVISED BY IFD TELL THEM TO STAY ON THE LINE IT WILL BURN ITSELF OUT IN 30 SEC
AND
NO EVACUATION

NON NORMAL CHECKLIST
make pa CAPTAIN speaking remain seated when fo is getting qrh
start APU if time permits
run qrh

check with IFD that fire is out
ADVISE ATC
suspected tail pipe fire
fire appears to be out
requesting emergency vehicles
to confirm fire is out and no injuries outside

start APU FOR ELECTRICAL

ADVISE PASSENGERS

INFORM GOUND STAFF GO BACK TO HEADSETS FOR TOW LOCKOUT PIN
HYDRAULIC SYS A OFF?? DOUBLE CHECK

APU ON BUSSES
AFTER LANDING FLOW
SECURE ENGINES

TOW BACK TO GATE

ADVISE MAINT

ADVISE PAX AGAIN

HEAVY
RAIN, HAIL, SLEET

ENGINE START SWITCHES
CONT

AUTO THROTTLE
DIESSENGAGE

THRUST LEVERS
BRING BACK SLOWLY
REDUCE IAS/MACH

CONSIDER STARTING APU

ICE CRYSTAL ICEING

-heavy precipitation below
-water droplets on windscreen
-sounds on windscreen
-turbulence
-st Elmo's fire

EXIT LATERALLY

-CLIMBING OR DECENDING IS NOT RECOMMENDED

-REQUEST ROUTE CHANGE

-PULL ICE CRYSTAL ICEING
NON NORMAL CHECKLIST

IF YOU NEED TO DO YOUR FLIGHT AT A LOWER ALTITUDE FOR SOME REASON EG (RVSM)

IF NEGATIVE RVSM INFORM ATC, NEGITIVE RVSM THEY WILL TELL YOU IF YOU HAVE TO DECEND

IF YOU DO DECEND, WHEN YOU GET TO NEW ALT GO TO FMC 1 CRUISE PG PUT IN NEW ALT RECRUISE , EG FL 290. THEN ON FMC 2  GO PROG PG 1 AND LOOK AT FUEL AT DESTINATION
THEN INIT REF FMC 1 AND LOOK AT RESERVE, IF EXACT SAME OR EVEN A COUPLE HUNDERD KGS ABOVE CONSIDER ACARS DISPATCH TO GET YOU NEW CLOSER ALTERNATE
OR
NO IFR ALTERNATE
OR
COMMIT TO DESTINATION

THEN INPUT THE NEW RESERVE #
SO YOU DONT GET A WARNING MESSAGE

IF DISPATCH CANT GIVE YOU CLOSER OR NO IFR ALTERNATE
CONISDER COMMIT TO DESTINATION
CONFIRM WEATHER AND TRAAFIC WILL NOT BE AN ISSUE TRAFFIC

YOUR LIMITED TO 769KGS EACH WING FOR HYD PUMP COOLING, ABOUT 1550KG

*DECLARE A LOW FUEL SITUATION AND REQUEST PRIORITY WITH DIRECT ROUTING AND NO TRAFFIC CONFLICTS IF BELOW RESERVE*

*AT WORST CASE NO LESS THAN 1000KGS
IF SO AN EMERGENCY WILL HAVE TO BE DECLARED AND REPORTS HAVE TO BE WRITTEN.*

THINGS YOU USE REGULARLY

IF IN HDG MODE YOU CANT DECEND OR CLIMB IN VNAV, SO LEVEL CHANGE/ OR IF SMALL ALTITUDE CHANGE OR TRAFFIC IN VICINITY THEN VS.

IF DEPARTING AND NEED TO CLIMB OUT QUICKLY RETRACT FLAPS ON SCHEDULE ABOVE NOISE WHICH WILL ALWAYS BE 3,000 FT AGL, OPEN SPEED WINDOW PLUG 220 KNOTS GO TO N1 PAGE AND DELETE CLIMB 2 THIS WILL INCREASE THRUST AND GAIN YOU ALTITUDE QUICKLY FOR PHOENIX OR JFK.

if given a decent from 12,000 to 4,000 and you're close to the airport you might as well descend in level change if there are no speed restrictions. you're just guessing but ATC might get you in tighter if you get down soon enough

WHEN EXTENDING CENTER LINE LOOK AT SLOPE TO DETERMIN IF HIGHT OR LOW. AND LOOK AT TRAFFIC AHEAD RULE OF THUMB SOOW TO 170 IF 3-5 MILES SLOW TO 160 OR LOWER IF UNDER 3 MILES

THOSE WHITE LINES ON THE RUNWAYS ON THE JEPP TAXI PLATE ARE DISPLACED THRESHOLDS

TIRE FAILURE

-ON TAKE OFF

GEAR CAN BE RETRACTED NORMALLY

- ADVISE TRAFFIC CONTROL OF FOD

- CONTINUE TO DESTINATION UNLESS OTHER SYSTEM DAMAGE

- IF GEAR FAILS TO RETRACT BUG 220 KNOTS AND CALL FOR GEAR FAIL TO RETRACT CHECKLIST

- ON LANDING

-THE PLANE CAN LAND NORMALLY WITH FLAT NOSE OR MAIN GEAR TIRE

- AVOID LANDING OVER WEIGHT

USE DIFFERENTIAL BREAKING

- DO NOT USE AUTO BRAKE IF MAIN TIRE IS FLAT, JUST USE MANUAL BRAKING

IF NOSE WHEEL TIRE IS FLAT USE BACK PRESSURE ON CONTROL COLUMN

-**TOWING IS NOT NECESSARY**

THERE IS NO QRH ACTION FOR FLAT TIRE

LONG TAXI DISTANCE IN HIGH SPEEDS RESULTS IN HIGH TEMPERATURE ON REMAINING TIRES

STEEP TURNS

PLACE AIRPLANE SYMBOL BETWEEN 2.5° AND 5° LINES ON ATTITUDE INDICATOR

250kts

INCREASED THRUST BY 4 TO 5%

GIVE TWO SHOTS OF BACK TRIM CBT SAYS DON'T TRIM IT THOUGH

IN THE MAX YOU MIGHT GET THE ENHANCED BANK ANGLE WARNING RED ARROW

also hit the CTR switch where your Vor map or Pln view selector knob is this gives you the compass rose  and change course selector,for turning out

use the flight path vector  FPV the birdie.  keep it right on the horizon you won't climb or descend

-while practicing on the simulator it seemed as though I should practice this for sure before the flight test just to improve scan. it is a tricky scan.
-on my simulator at home I used a lot more than just a couple shots of trim
-I also added into my scan The AI Horizon, I tried to get the brown and the blue sky one degree above the first degree markings you'll see to match them up as a cue when to roll out as opposing to look to the yellow arrow

UNRULY/DISRUPTIVE PASSENGER
LEVELS

LEVEL 1+2
-BASICALLY AN INDIVIDUAL WHO IS SWEARING AND ANGRY

IF FLIGHT ATTENDANT CALLS YOU UP AND TRIES TO DISTRACT YOU INFORM HER OF HER ROLE WHICH IS TO

-FLIGHT ATTENDANT WILL TRY TO DIFFUSE SITUATION AND INFORM HIM CONTINUED BEHAVIOR WILL RESULT IN AUTHORITIES BEING CALLED AND POSSIBLE DIVERSION

LET HER KNOW THAT DIFFUSING THE SITUATION IS THE NUMBER ONE PRIORITY DO SO BY GIVING THIS INDIVIDUAL RESPECT OFFERING HELP AND ASSISTANCE IN ANY WAY BE VERY UNDERSTANDING YOU'LL LOOK LIKE THE BETTER PERSON ON YOUTUBE AT THE END

LEVEL 3
-VERBAL HARASSMENT/ PHYSICAL ASSAULT/DAMAGE TO THE AIRCRAFT

-DIVERSION AND AUTHORITIES ARE NECESSARY NOW

-BLOCK AREA IN FRONT OF FLIGHT DECK WITH DRINK CART

-RESTRAINE PASSENGER

-DIVERSION MIGHT NOT BE NECESSARY IF THERE ARE NO INJURIES ON BOARD AND THE THREAT IS IMMOBILIZED

IT IS THE PICS RESPONSIBILITY TO INFORM ATC THAT AUTHORITIES ARE REQUIRED

DOORS OR PRESSURIZATION FAIL BELOW 13000 FT

BEFORE DOING QRH
- HIT ALT HOLD
-ALT SELECTOR RE SELECT
-VS CHANGE TO Acquire
-PRESURIZATION CHANGE ALT TO PREVENT OFF SCHED DECENT

IF OTHER FAILURES( EG HYD) BE MINDFUL OF DOING THIS AS YOU WILL BE LOW BURNING MORE FUEL BETTER TO CONTINUE CLIMB

GO AROUND 2 ENGINES

PUSH TOGA
GO AROUND GO AROUND THRUST
SPEED BREAK UP

FLAP 15
auto pilot will disconnect with toga
auto throttle will stay on if not previously disengaged
verify thrust advances

TIP
advanced thrust lever to between the flap 2 and the flap 1 setting should give you approximately 83 to 85% thrust N1

POSITIVE RATE
GEAR UP

PRO TIP
INITALLY PITCH UP 15° WAIT 2 SECONDS THEN FOLLOW FLIGHT DIRECTORS
2 shots of forward trim

if AirSpeed within yellow band 15° bank

400 ft
auto pilot can be engaged
SELECT
CMD A or B
LNAV OR HDG
CONFIRM MISSED ALT
CONFIRM LVL CHANGE
CONFIRM SPEED WINDOW OPEN
AUTO THROTTLE ON

CALL ATC

1000 ft
IF SPEED WINDOW OPEN BUG TO  FLAP UP SPEED

flaps up according to flap retraction schedule

when flaps up and above flap up   manouver speed you can now select either
level change
or
vnav

verify climb thrust is set
and
missed ALT is captured

AFTER TAKEOFF CHECKLIST

1 press of toga with 2 engines gives approx 2000 ft /min climb

in toga and after autopilot selected engages LVL change

*TOGA SWITCHES ARE INHIBITED CLOSE TO THE GROUND FOR BALKED AND REJECTED

REJECTED LANDING
GO AROUND IS PREFORMED
BELOW DH OR MDA BUT ABOVE TOUCHDOWN
manually advance thrust
FLAP 15
POSITIVE RATE
GEAR UP
speed brake up
pitch up 15°

BALKED LANDING
GO AROUND IS PREFORMED
AFTER TOUCHDOWN BUT BEFORE USE OF REVERSES
manually advance thrust
maintain flap config
speed brake up
pitch up 15°
when positive rate climb call flap 15
you will probably hear take off warming horn
then call Gear up
then retract FLAPs on schedule

GO AROUND SINGLE ENGINE

PUSH TOGA

GO AROUND GO AROUND THRUST
SPEED BRAKE UP

ADVANCE THRUST AND APPLY RUDDER

FLAP 1

PITCH UP TO 12.5°

POSITIVE RATE
GEAR UP
if AirSpeed within yellow band 15° bank

400 ft
"SELECT HDG SELECT"
"BUG ME  10°IN TO THE WIND"
start to follow flight director

CALL ATC IN THE GO

1000 ft or engine out excel hight
speed window will be open
bug above flap up speed
220 kts

flaps up according to flap retraction schedule

when flaps up and above flap up manouver speed call/verrify
level change if
vnav not engaged

SET MAX CON THRUST

missed ALT is captured

*REDUCE THRUST LEVER*

AFTER TAKEOFF CHECKLIST

COMMIT TO DESTINATION

IF YOU HAVE LOWER FUEL THEN PLANNED AFTER DOING IN FLIGHT FUEL CHECK, AND FUEL LEAK IS RULED OUT AND THE REASON CAN BE DETERMINED

YOU CAN COMMIT TO DESTINATION IF FUEL AT DESTINATION WILL BE LOWER THAN MINIMUM DIVERSION

CONSIDER LOWERING COST INDEX REQUEST DIRECT ROUTING
APPLY OPTIMUM ALTITUDE
INFORM DISPATCH
AND SELECT A CLOSER ALTERNATE

A DECISION MUST BE MADE TO EITHER DIVERT OR CONTINUE TO PROCEED TO DESTINATION CONSIDERING WEATHER AND TRAFFIC DELAYS AT BOTH ALTERNATE AND DESTINATION

YOU MUST LAND WITH AT LEAST HOLD FUEL KEEPING IN MIND THAT HYDRAULIC PUMPS COOLING MINIMUM FUEL WOULD BE APPROXIMATELY 1500 KG
HOLD FUEL IS TYPICALLY 1000KG

YOU CAN COMMIT TO DESTINATION IF *EITHER* OF THE FOLLOWING CONDITIONS ARE MET

-1 YOU CONFIRM WITH ATC THAT YOU CAN GET PRIORITY AND
2 THAT YOU WILL LAND WITH AT LEAST HOLD FUEL REMAINING

OR IF

YOU CANNOT CONFIRM WITH ATC PRIORITY OR YOU DO NOT KNOW HOW LONG YOU WILL BE DELAYED FOR APPROACH

YOU CAN STILL CONTINUE TO DESTINATION AS LONG AS THERE ARE TWO SUITABLE AIRPORTS IN RANGE AFTER DESTINATION THAT WILL ALLOW YOU TO LAND WITH AT LEAST HOLD FUEL
+
THE DESTINATION HAS AT LEAST TWO SEPARATE RUNWAYS.

ALSO

BRIEF DELAYS AND HOW TO MITIGATE
WEATHER, TRAFFIC, ATC

WHEN COMMITTING TO DESTINATION THE WEATHER AT THE DESTINATION MUST MEET NO ALTERNATE IFR

ALSO

ALTERNATE FUEL MAY BE USED
HOLD FUEL WILL BE PROTECTED

ALSO

ADVISE ATC AND DISPATCH THAT A MINIMUM FUEL CONDITION EXISTS
REQUEST PRIORITY

AN SMS REPORT HAS TO BE FILED

MINIMUM FUEL EMERGENCY MUST BE DECLARED IF FUEL IS BELOW THE HOLD FUEL REQUIRED,
ADVISE ATC PRIORITY IS REQUIRED AND THE AMOUNT OF FUEL LEFT IN MINUTES

-

PACK HOT/TRIP OFF

FA TELLING YOU TO CRANK THE AC IS THE KEY WORDS

10000 FT CHECK TEMPS

TRIP OFF CAN HAPPEN AT HIGH ALTITUDE WITH WING ANTI ICE ON WITHOUT NEEDING IT ON (eg no moisture or temp is below -40)

FCOM SAYS NO WING ANTI ICE ON ABOVE 35000FT

CREW INCAPACITATION

I HAVE CONTROL

AUTO PILOT ON

FLY THE PLANE

MAYDAY

IFD TO THE INTERPHONE
(stap in seat full aft recline)
check vitals and update ATC

TEST BRIEFING
is there any pilots in uniform or anyone with medical training
(BE SUBTLE)

FORDEC

WHEN ANNOUNCING ON PA JUST SAY A CREWMEMBER NEEDs MEDICAL ASSISTANCE don't say it's a pilot

EPC

EMERGENCY PREPARATION CHECKLIST

WILL BE BROUGHT UP TO THE FLIGHT DECK WHEN PA
" THIS IS THE CAPTAIN SPEAKING IFD TO THE INTERPHONE"

GEAR ISSUES /FIRES THAT ARE BURNING/LOSS OF TOTAL HYDRAULICS/ LOSS OF BRAKES

JUST CALL UP THE IFD WITH NORMAL CHIME WHEN
ABNORMAL THRUST/ ENGINE FAILURE FLAP SETTING Excetera

MDPC
PUNTA CANA

make a ring 80 miles around pokeg as an initial contact point ten min before entering Santo Domingo 124.3

SETO
SINGLE ENGINE TAXI OUT

MEL CONSIDERATIONS

APU
PRESSURIZATION
AIR CONDITIONING
BRAKES
NOSE STEERING
BLEEDS ON T/O

ENVIRONMENTAL CONSIDERATIONS
NO DE ICE
SLOPE
CONTAINIMATED
AIRPORT BUSY AND FAMILIAR
FUEL IMBALANCE
VSPEEDS DISPLAYED

MUST BRIEF
APU REMAINS ON
THRET AREAS
9000 FT FROM THRESHOLD

CAPTAIN
"start #2 engine
"stable engine single engine taxi out"

FO FLOW
GEN 2 SWITCH ON
PROB HEAT ON
APU stays on
WING ANTI ICE AS NEEDED
#2 ENGINE ANTI ICE AS NEEDED
hydraulics on
both packs auto
iso valve closed
bleed #1 off
(auto closed auto off on on)
engine 2 start switch cont
flaps
flight control check
recall (HYD, electric start associated)

"single engine before taxi checklist"

call for taxi

when ready
"I HAVE ATC, START #1 ENGINE

WING ANTI ICE OFF
LEFT PACK SWITCH OFF
ENGINE  STARTS SWITCH #1 GRND
START NORMALLY
FO "STABLE ENGINES"

FO FLOW

GEN 1 ON
APU OFF
WING ANTI ICE AS REQUIRED
ENGINE ANTI ICE AS REQUIRED
APU BLEED OFF
ENGINE 1 BLEED AIR ON
PACK SWITCHES AUTO
ISO VALVE AUTO
START SWITCH CONT
STSRT LEVERS ILDE
RECALL

"2 ENGINE TAXI CHECKLIST"

ensure there is 6 minutes remaining before reaching the departure threshold when attempting this procedure for air traffic control traffic flow

keep the secondary engine indications until oil temperature is reached 31°
oil temp must be 31° for departure

IF THUDERSTORM/FREEZING PRECIPITATION OVER THE AIRPORT
4 THINGS TO CONSIDER

GET LATEST WEATHER FOR ALTERNATE

FUEL TO HOLD OR ORBIT.
400/10 MIN  AND GIVE AT LEAST 200 KILO OVER MinDIV

OPT CALCULATION WITH 15 KT TAIL WIND 

AUTO BREAK INCREASE
ESPECIALLY WITH HEAVY RAIN OR SLIPPERY CONDITION

CHECK WIND AT 500FT
FOR TAIL WIND

BIRD STRIKE WITH SMOKE

PULL THE FIRE HANDLE EVEN IF IT'S NOT ILLUMINATED TO STOP THE SMOKE.

https://www.dallasnews.com/business/airlines/2024/06/20/two-737-max-engine-incidents-at-southwest-airlines-causes-boeing-to-warn-pilots/