How do you know when you want no bleed air take off and you need that extra?

Opt will tell you you can't go says pino. Then select off on the opt, it should give you valid numbers

Do I use reverser single engine Landing.

YES

But you could get aircraft pulling to one side, don't be aggressive when  pulling it back

Who closes the thrust lever when it's a non-memory item like an engine shutdown checklist.

Pilot flying

Vref Ice 15 +10
where do you put that? 

add in the 10kts in FMC, and bug up 5
you just got this wrong on your last sim.
you tried to add 15 to the fmc

we ALWAYS use 15 KTS in OPT when we use V ref ice

On an unreliable airspeed after takeoff with flaps down when should flaps be retracted.

Gray did it at 15,000 ft. after non normal checklist

Are we allowed to taxi with flat tires off the runway?

TOWING IS NOT NECESSARY UNLESS UNUSUAL VIBRATION

fctm 8.42

Do we set speed in the hold on the hold page with altitude?

I think do what is recommended on the hold page and request that speed with ATC. If they ask you to go slower or maintain legal hold speeds start selecting flaps and speed bugging down, just remember that with flaps extended you will have a higher fuel burn.

altitude,you have to be careful with, if they gave you a hold at a lower alt on a waypoint with a alt restraint, you can put that WAYPOINT in the bottom of route then pull it out of the bottom of hold pg, then you should be ok to make your own restraint, then drag up the restraint waypoint underneath , you'd have to climb back up if it was a mandatory alt on rnpy

Do you do drift down before engine fire or engine fail?

YES

When should I hit vnav on non precision approach

prior to intercept or after final intercept. I think hit L nav then V nav, then switch alt then speed window when cleared for approach.
LAVS
just remember what happened to ben. if you do v nav before alt it will decend

CARVIT
RVR 600

CARVIT
**ANY TAKEOFF BELOW 2600 WILL BE DONE BY THE CAPTAIN **

-**SINGLE ENGINE**CLIMB GRADIENT SUFFICIENT FOR OBSTACAL CLEARENCE ON DEPARTURE END OF RUNWAY

-ALTERNATE. TAKEOFF ALTERNATE WITH IN 1 HOUR SINGLE ENGINE CRUISE 430NM SPECIFIED ON FLIGHT PLAN

RVR 1200
RUNWAY HAS SERVICABLE HIGH INTENSITY RUNWAY LIGHTS/ *OR* CENTER LINE LIGHTS/ *OR* CENTERLINE MARKINGS VISABLE THROUGHOUT THE TAKE OFF ROLL.

RVR 600
-RUNWAY HAS SERVICABLE HIGH INTENSITY RUNWAY LIGHTS/ *AND* CENTER LINE LIGHTS/ *AND* CENTERLINE MARKINGS VISABLE THROUGHOUT THE TAKE OFF ROLL.
AND
2 RVR SENSORS OR 3 RVR SENSORS CENTER CAN BE U/S

-VISABILITY 3 RUNWAY LIGHTS

-INSTRUMENT WARNING SYSTEM TO DETECT INSTRUMATION FAILURE
PITCH ATTITUDE INDEX LINES TO 15°

-TRAINING/WE GET TRAINING CERTIFICATION IN TRAINING FILE
100 HRS PIC ON TYPE

-RUNWAY HAS TO BE APPROVED FOR LVOP IN CAP GEN OF JEPP PLATE

FORDEC

FACTS -FUEL,SYSTEMS, WEATHER

OPTIONS-DESTINATIONS, DOES FLAIR GO THERE, RUN OPT, RUNWAY LENGTH, WHAT APRROACHES DOES IT HAVE, WEATHER, OVER LANDING WEIGHT

RISKS-PROS AND CONS

DECIDE- PLUS THE FIVE C'S

EXECUTION- DIRECT  TO. DAAAD.
direct to a way point.request photenitic spelling. type in legs PG  request decent clearence and what arrivaval and what approach can we plan. 3 altitudes. destination of load arrivaval and approach

CHECK and review

ILS CAT II

-no ref wind correction on speed tape EVER cause AUTOPILOT lands it.

-no cold air temp correction

-approach baned below
1200ft A
600 B

-wind limits
25kts headwind
20kts CROSSWIND
15kts tail wind

-rnpy and cat II not approved single engine

IF WIND IS OUT OF LIMITS AND YOU ARE ON APPROACH YOU CAN CONTINUE JUST GET A WIND CHECK AROUND FOR 500 FT. IF STILL OUT OF LIMITS GO AROUND IS NECESSARY

IF AIRCRAFT EXPERIENCES ELECTRICAL FAILURE ON FINAL, A GO AROUND IS NECESSARY

IF AIRPORT SYSTEMS BECOME  INOPERATIVE WHILE ON APPROACH, OR THE RVR REPORTING SYSTEM IS INOPERATIVE, THEN THE APPROACH MAY BE CONTINUED

FLAP 30 OR 40 TO BE USED , FLAP 40 PREFERRED FOR VISIBILITY

AUTO BREAKS TO BE USED WHEN SERVICEABLE

decision height is below 200 ft but not lower than 100 ft

YOU ARE APPROACH BANDED IF RVR A IS BELOW 1200
AND OR
RVR B IS BELOW 600

HOT SPOTS

THERE WILL BE AN AMBER SINGLE CHANNEL CAUTION MESSAGE WHEN YOU ENGAGE BOTH AUTO PILOTS THIS MESSAGE WILL APPEAR  AND STAY UNTIL YOUR 1200 FT ABOVE GROUND DON'T BE ALARMED BY THIS IT WILL SEQUENCE TO DUAL

500FT FLARE ARMED

PM MONITORS BOTH PFD'S FOR AMBER CAUTION MESSAGE'S
LOOK BACK AND FORTH RAPIDLY

STATE  MESSAGE AND LET CAPTAIN DECIDE

AUTO PILOT MUST BE DISCONNECTED WHEN TOUCHDOWN CALL IT OUT IF IT IS FORGOTTEN

AUTO THROTTLE WILL AUTOMATICLY SHUT OFF 2 SECONDS AFTER TOUCHDOWN

DURING DUAL CHANNEL
RAD ALT IS USED TO PULL THRUST BACK AT 27 FT DURING FLARE. IF RAD ALT HAS FAILED OR 5 G INTERFERENCE THEN THRUST LEVERS WILL RETARD ON FINAL AND NOT COME BACK UP , THINKING ITS IN THE FLARE.  A FLIGHT CRASHED KILLING EVERYONE MENTOR PILOT TURKISH AIRLINES

IF TOGA IS SELECTED PRIOR TO FLAIR BEING ARMED IT WILL NOT DO AN AUTOPILOT GO AROUND IT WILL DISENGAGE AUTOPILOT
THIS HAPPENED TO YOU AND PINO ON AN APPROACH BAN

WHEN READING THE CAT II OPERATIONS BRIEFING CARD KEEP READING PAST THE APPROACH BRIEFING TO THE VERY FIRST LINE IN THE NEXT SEGMENT THAT REFERS YOU TO LOOK AT THE QRH OPPS INFORMATION FOR SERVICEABLE EQUIPMENT

OPT V REF WIND CORRECTION

1/2 the headwind component
+
ALL of the gust
eg 285 10gusting20
headwind is half of 10 =5
gust is all 10 gusting20 spread=10
=15
you can use degrees cross wind for head wind eg, 10 KTS head at 45° make it 5 KTS
you can't do this on gusts
fcom or fctm

use this and look at graphic especially on short runways says pino don't just adjust ref speed bug on final

maximum is 15kt increase on opt ref, or 5kts minimum no matter how low the wind speed is

if you have a tail wind use the default limit speed of 5 kts

you can remove the five knots v ref when you've used VREF ice on short runways

should you put wind in that FMC page for ILS cat 2??

APPLY COLD AIR TEMPERATURE CORRECTIONS TO

ILS DH AND FAF AND FMC ALTS

DONT ON ILS CAT II  radio DH
BUT YOU SHOULD ON FMC FAF

RNPY ON ALL ALTS ON ARC

ALWAYS SELECT VSD WHEN DOING TEMP CORRECTIONS

2NM RING ON WHAT APPROACHS?

RNP Y, LNAV, VOR, LOC

WHEN A FUEL IMBALANCE

CALL FOR IMBALANCE CHECKLIST WHEN YOU HAVE TIME
ISSUE IS STRUCTURAL LIFE
NOT
CONTROLABIALTY ISSUE
20 min after engine shut down you will get the light
DISCUSS PLAN/WHEN TO ACTION THE CHECKLIST

ALLEN SAID CAN ONLY BE DELAYED IF BETWEEN FAF AND GO AROUND
GREEK MIKE DISAGREES
FCTM 8.36 GIVES MUCH MORE LEEWAY

IF THINKING OF RESTARTING A FAILED ENGINE

CONSIDER ACARS AND ASKING  MAINTENANCE

IF USING V REF ICE

PUT IN THE FMC.
PUT IN 15 KTS vref in OPT.
EG. VREF IS 15/130
VREF ICE IS 15/145

IF GOING ON A SHORT RUNWAY 7,000 FEET OR LOWER CONSIDER DELETING THE WIND ADDITIVE OF 5 KNOTS WHEN BUGGING.

JUST REMEMBER THE QRH TELLS YOU 5 KTS IS THE MAXIMUM

USE THE BLEED ADDITIONAL PERFORMANCE WHEN

SINGLE ENGINE. WHY NOT ITS FREE PREFORMANCE

PIBO SAYS COME UP WITH A REASON, EG SINGLE ENGINE WHEN ITS HOT, YOUR HEAVY, MOUNTAINS AND SO ON

DURING A SCDA YOU MUST CROSS THE MISSED APPROACH POINT BEFORE

TURNING

RNP-10 AIR SPACE

IS WATERS AND GO MEX
YOU NEED 2 LONG RANGE SENSORS WORKING .IF ONLY 1  ADVISE ATC NEGATIVE RNP 10

WHEN TAKING OFF FLAP 5-25. RETRACT FLAPS AFTER TAKE OFF WHEN

WAIT TILL 1000FT AND ABOVE WHITE BUG V2+15

gain entrance flight deck

dorbell 1 ent
interphone 2 talk

APU DOOR

IF GEN OFF BUSSS LIGHTS ARE ON AFTER SHUTTING DOWN APU. WAIT APPROX 5 MINUTES BEFOR TURNING OFF EMERGENCY LIGHTS. GPU AND THEN BATTEY.

LAND AT NEAREST/
LAND IMMEDIATELY AT NEAREST SUITABLE RUNWAY

RUNWAY THAT HAS SUFFICENT LENGTH/ EMERGENCY SERVICES./ LAND IMMEDIATELY MEANS NOW. MIGHT HAVE TO CONSIDER OFF RUNWAY/ DITCHING,OVER MAX LANDING WEIGHT

WHEN CHECKING MASTER CAUTION AND  CAUTION LIGHT GOES OUT AFTER  CANCELLATION

NO CHECKLIST REQUIRED,
- IF LIGHT STAYS ON PULL QRH BUT NO MEL NESSARY
-IF MASTER CAUTION ON GROUND QRH AND MEL,
- IF PRIOR TO START UP CALL MAINTENENCE NO QRH
-CLD IS JUST MISSING  EQUIPMENT

MANUALLY TRIGGER OUT TIME BY

WHEN DOOR CLOSED
RELEASING PARK  BRAKE
HOLDING TOE BRAKE 30 SECONDS

LNAV TO ARM PREFLIGHT

RUNWAY HEADING MUST BE WITHING 5 ° OF COURSE TO FIRST WAYPOINT.

Inav will not arm if a departure is not put in or if a runway is not put in the FMC

Inav will not arm if a flight director or both are turned off

DO NOT ARM LNAV IF ENGINE OUT
DEVIATES FROM SID BELOW 400 FT

IF GIVEN A VECTOR BEFORE TAKE OFF ARM HDG SELECT AND ROTATE BUG CLIMBING THROUGH 500FT  YOU DID THIS WITH PINO

FMA'S

VS
-CHANGE ALT SELECTOR

-USE THUMBWHEEL
MCP/LNAV/VS,ALT AQUIR, ALT HLD

LVL CHANGE DECEND
-ALT SELECTOR - arms vs
-SELECT LVL CHG BUTTON TO START DECENT
-POWER LEVERS IDLE
RETARD,ARM/LNAV/MCP
-THEN WHEN LEVELING
-MCP/LNAV/ALT HLD

LVL CHANGE CLIMB
-ALT SELECTOR
-LVL CHG BUTTON
-N1/LNAV/MCP
MCP/LNAV/ALT HLD

VNAV
-HITTING THIS BUTTON WILL START DECENT IF BUTTON HIT AFTER ALT CHANGE
-USE WITH ALT INTERVIEN
VNAV PATH OR VNAV SPEED
IF YOUR WITHIN PURPLE BAND ON AIR SPEED INDICATOR YOU SHOULD BE ON VNAV PATH

IF LEVELING EARLY YOULL BE ON
FMC SPEED /LNAV/ VNAV ALT

AT ALT YOULL BE ON
FMC SPEED/LANV/ V NAV PATH

IF LOCK OUT PIN NOT INSTALLED YOU MUST

PULL CHECKLIST FOR IT IN BEFORE START
-MUST TURN OFF HYD SYS A
-VERRIFY BRAKES AND HYD PRESS ARE 2800PSI

RNP Y SMALL THINGS

RNPY  ALWAYS PUT .3 AND 125 
or if weather is low
.10 AND 125
and
DME ,VOR OFF

GNSS OR RNAV Z
ALSO PUT THE .3 AND 125
leave DME, VOR

ON A RIDE ALWAYS CROSS THE FIRST WAY POINT AT MANDATORY ALT THEY MIGHT TRY TO TRICK YOU CLEARING YOU LOWER

YOU MUST PUT COLD AIR TEMP CORRECTION ON ALL THE RNP Y ARC ALTITUDES

737 ARFF CATAGORY?

AECRAFT RESCUE FIRE FIGHTING

CAT 6, or higher not lower
MAX IS 116 FT IN LENGHT

ODALS
OMNI DIRECTIONAL AIRPORT LIGHTING SYSTEM
BASICALLY THE STROBE LEAD IN LIGHT SYSTEM

HIRLS
HIGH INTENSITY RUNWAY LIGHTING SYSTEM

CL
CENTERLINE LIGHTING

RCLM
RUNWAY CENTERLINE MARKINGS

OVER WEIGHT LANDING FOR SIM

- PUT IN DESTINATION IF SWITCHING TO CLOSER AIRPORT
-PROG 4 PG - INIT REF PAGE

-MAX LANDING IS 69308
NG LANDING IS 65317

-SIM TRICK WATCH OUT TO SEE IF THEY OVER FUEL YOU

-A QUICK RULE OF THUNB WOULD BE SO YOU DONT HAVE TO CHECK TEN PLACES IS PICK A CLOSE ONE AND IF THE MAX LANDING WEIGHT IS GOOD THEN THE FARTHER ONES SHOULD BE UNDER AS WELL

- ANOTHER RULE OF THUMB
JUST SUBTRACT 1000KG FOR 30 MIN OF FLYING TO PUT ON THE GROUND EG CURRENT WEIGHT IS
70400KG FLY FOR 30 MIN SETTING UP AND BRIEFING YOULL LAND AT 69300KG ISH

IF DOING AN OVER WEIGHT LANDING IT MUST BE WRITTEN UP IN
LOG BOOK,
FLAPS MUST BE 30,
NO AUTO LAND
NO FLAT TIRES

BEST RATE OF CLIMB GOT YA

BEST RATE OF CLIMB ERASES THE 250/10000 SPEED RESTRICTION LET ATC KNOW NO YOU CAN'T MAKE BEST RATE BECAUSE UNABLE ABOVE 250 KTS IN THE CLIMB

WHEN DO YOU SELECT VSD

AFTER COLD AIR TEMPERATURE CORRECTIONS HAVE BEEN APPLIED
Gray's FAQ now says on all approaches

TO DETERMINE YOUR DECENT RATE FOR A 3°SLOPE

TAKE GROUND SPEED DIVIDE BY 2 AND ADD A ZERO
EG
480÷2=240= 2400 ft/min

CONTROL COLOUM WIND INPUTS

WHEN CROSS EIND IS 20 KTS OR GREATER

1° BANK FOR TAKE OFF ROLL

FULL DEFLECTION FOR LANDING

P2 WHEEL TO EYE HEIGHT

13.7 to16.4 ft B737 -800
dependent on glide slope 2.5° to 3°
and flap setting 30 or 40

Boeing website

http://www.boeing.com/assets/pdf/commercial/airports/faqs/icaoadmpart4.pdf

AUTO PILOT NEED TO BE DISCONECTED SINGLE CHANEL ADUTO PILOT BY

50ft

DECIMAL POINTS FOR RESERVE AND ZERO FUEL WEIGHTS

0.0

00.0

if the number is a zero round that up as well

SINGLE ENGINE APPROACH DONT CALL FOR GEAR DOWN UNTIL?

SLOPE CAPTURED IT WILL MAKE A SMOOTH TRANSITION

SO YOU DONT KEEP PUTTING IN NEW DESTINATIONS TO SEE IF YOUR OVER MAX LANDING WEIGHT

PUT IN THE CLOSEST IF THAT WORKS THEN ALL OTHER AIRPORTS WILL BE UNDER WEIGHT AS WELL

TRIM RUDDER SINGLE ENGINE

TURN TRIM KNOB TOWARDS
13 UNITS V1
7 UNITS CRUISE
4 UNITS DESCENT

HYDRAULIC QRH SECTION IS

TRICKY
PICK THE ITEM THAT HAS THE SINGLE LIGHT IF YOU HAVE A SINGLE LIGHT
CONFIRM THIS

WHEN MASTER CAUTION LIGHT COMES ON DURING SIMS

TAKE NOTE OF SYSTEMS AND REMEMBER THEM.

IF YOU CANT REMEMBER THEN RECALL AND LOOK AT THE SYSTEMS STATED
DONT LET FO CANCEL WITHOUT STATING PROBLEM

FOLLOW WHITE DOTTED LINE FOR CENTER LINE TRACKING scale 5nm of ND

ALSO IF YOU HAVE A 90° CROSSWIND AT 20 KNOTS, IF YOU BUG 10° INTO THE WIND YOU WILL FOLLOW THE WHITE DOTTED LINE

WHEN DOING QRH FOR ENGINE FAIL AND IT PROMTS YOU TO DO A RESTART

THIS IS THE Q TO DO 3 THINGS
ACARS
AFTER TAKE OFF CHECKS
FORDEC

**ALSO HAVE FORWARD THINKING OF RESTART CHECKLIST. WHEN START LEVER IS BROUGHT UP START A TIMER

WHEN STARTING THE APU IN QRH

TAKE THIS MINUTE TO
TAKE A DEEP BREATH
CHECK CLEARENCE IS CORRECT
HDG OR LNAV /VNAV
RANGE OUT ON MAP FOR SITUATIONAL AWARENESS 
MOUNTAINOUS TERRAIN DO WE NEED VECTORS
MSA/100 SAFE

VREF ICE

add the additive to FMC when selecting VREF 15 single engine

**every time you do V ref ice put 15kts in opt 15kts** every time all the time.
VREF f15+10 then the 5min =15
but only bug up 5 KTS on airspeed indicator
in the v ref ice info sent to you during initial

if you're on a short runway don't put the 5 knots extra wind additive, can be deleted from fmc.
said Brendon crymbel
( doesn't look like it from the VREF ice info and QRH)

Wing antice is what changes the angle of attack logic for the rest of the flight not engine anti ice.

THRUST VALUES SINGLE ENGINE

**you never have auto throttle single engine
hand on at all times

FINAL 60-70% REDUCE AT 50FT

WHEN LEVELING REDUCE THEUST TO 60% OTHERWISE YOULL OVER/UNDER SPEED

AIR CART START GOTYA

THAT SUPPLEMENTAL DOESNT REMIND YOU TO TURN OFF PACKS ON START UP SO YOULL HAVE TO REMEMBER, PUT A MEMORY AID
clip on start switch

PASSENGER O2 MASKS DEPLOY AT

approx 14000 ft

norm/100 should always be set to 100 during the test

take off headset and glasses
pinch red tabs/inflates lines
release red tabs/secures to face

COMMS
select flight turn up
select speaker turn up
select mask

not sure if you should hit up button or down on yolk
(it is down)

*always don the 02 mask before using the halon fire Extinguishers and select 100% and emerg.
halon is for flamible liquids or electrical fires

*EMERGE IS 100% CONSTANT FLOW TO REMOVE SMOKE AND VAPORS FROM GOGGLES

100% active above 27,000 ft CBT aircraft general

*THERE IS A SWITCH TO TAKE OUT OF EMERGENCY THIS WILL GIVE 100% CONSTANT FLOW ABOVE A CERTAIN ALTITUDE BELOW IT WILL BE AIR/100%
MIXTURE

* 100% IS 100% OXYGEN NOT A CONSTANT FLOW

*NORMAL IS A MIX OF OXYGEN AND NITROGEN NOT A CONSTANT FLOW

IF YOU DONT HAVE THE PLATES FOR U.S. AIRPORTS YOU CAN

JEPP MAP
*SELECT LOW OR VFR MAP
*NAV AIDS MUST BE SELECTED
ZOOM IN ON RUNWAY
THE IDENTIFIER WILL SHOW
-SELECT

COURSE FREQUECY AND SLOPE ANGLE WILL SHOW

YOU CAN NOW FLY ILS DOWN TO 400 FT IF NEEDED SINCE YOU DONT HAVE THE PLATE

ASK CENTER OR ARRIVAVAL FOR MINS AND MISSED APPROACH ANY NOTAMS FOR THAT RUNWAY AND MOST LIKEY PROGRESSIVE TAXI

RNP Y
REQUIRED NAV PERFORMANCE

2.0 on arrivaval
1.0 on approach
.3 or .15 faf inbound
use the lower if weather is close/bad
on legs PG

Brendon in ykf says most use the point .3 not sure why

also if doing a .15 RNP you must select it in prog PG with .15 and 125

RNP Y VECTOR TO INTERCEPT FINAL

YES IT CAN BE DONE
RF IS REQUIRED FIX

YOU CAN NOT HEAD DIRECT TO FAF
EXTEND FROM FAF LIKE ILS

ROUTE COPY IN ROUTE 2 TO MAKE EASIER
SELECT NEW TRANSITION
PUT FAF AT TOP
ACTIVATE
MAKE IT BIG

FCOM 1
RNAV AR OPPERATIONS
APPROACH PROCEDURES
direct to modifications are not permitted when the fix is the beginning of an RF leg or the fix is the final approach fix FAF

IF YOU GET A PACK LIGHT GOT YA

HAPPENED TO PETER QRH TELLS YOU TEMP SELECTORS INCREASE TO A WARMER TEMPERATURE. YOU SHOULD CRANK IT ALL THE WAY UP TO REDUCE WORK LOAD ON THE PACK
THEN SELECT TRIP OFF SWITCH

sims other people's mistakes

If gusty
change opt!!
flap increase to 5-15 and max thrust if gusty winds or  contamination

bleeds on single engine go around
Hamid says it isn't needed unless your over max landing weight

keep auto pilot on till 50ft on approach otherwise you'll look away for a split second and be unstable in imc, it always pitches up

WHY TO CYCLE FD FLIGHT DIRECTORS

if there is no missed approach guidance in the FMC

or
*on non-precision approach and there's no FMC vertical guidance to the runway
but you selected vor/loc

*the inbound track had an offset runway you couldn't fly the missed
or
* if pappi is different from slope
in theory if you use lnav or V nav you don't have to cycle on a non-precision
(not sure where that is from)

when hitting toga with flight directors off you will initially get flight director guidance but that guidance will disappear
Cycling flight directors back to on  prevents flight director information from disappearing When selecting a new vertical mode Ivl change/ vs or after alt aquire in a go ground

DIVERSION
FLIGHT TEST

NON NORMAL

AFTER TAKE OFF CHECKLIST

BEFOR SINGLE LANDING CHECKLIST

ACARS

WEATHER
( get weather for destination, alternate and return airport just so you do t have to do it later if QRH says to continue)

MAX LANDING

FORDEC BACK END

REQUEST RADAR VECECTORS
WHAT ARRIVAL AND APPROACH

*hot spot*

when you get radar vector and decent SET YOUR PRESSURIZATION
DAAAD

WHEN YOU THINK OF THE WORDS SET YOURSELF UP
THIS IS YOUR Q TO

**CONTINUE SINGLE ENGINE CHECKLIST** ONCE IT BRINGS YOU TO DECENT CHECKLIST
THEN

SET YOURSELF UP

LOAD ARRIVAL/APPROACH (rings)

3 (MINS FREQ COURSES)

RUN OPT

5
( LOAD ARRIVAVAL/APPROACH, COLD AIR TEMP VSD, PROG PG 4,
NAV VOR ILS OFF, OVER RUN WET, HOW MUCH FUEL, ADD 50 FT MDA

0-5
COLD TEMP, 10NM RING, 2 FREQ, 0.3 125, 50 ft, VSD

Brief+ CAT II or RNP Y

RECALL

QRH CHECKLIST

WHEN TO TAXI OFF RUNWAY DURING AN ABNORMALITY

TAXI OFF WHEN NO DETECTABLE FIRE SMOKE FIRE FUEL LEAKS OR OTHER HAZZARD THAT AFFECTS SAFETY

IF THE FOREMENTIONED DO EXIST STOP SHUTDOWN AND EVACUATE

IN CBT
EMERGENCY PROCEDURES TRAINING
GROUND EMERGENCY COORDINATION PROCEDURES

EMERGENCY PREPARE THE CABBIN WHEN
AND PA'S/CHIMES

PREPARE THE CABIN WHEN THERE IS

UNCONTROLLABLE FIRE

DITCHING

DAMAGED TIRE
in the com

LANDING GEAR PROBLEMS

OR DECELERATION FORCES SHORT RUNWAY

ENGINE FAIL OR FLAP PROBLEMS DONT REQUIRE  CABIN PREP

222 ON INTERPHONE IS PILOT ALERT

if
UNPLANNED EMERGENCY
NO TIME TO BRIEF
PNF
THIS IS THE CAPTAIN SPEAKING
BRACE BRACE BRACE

DURING EMERGENCY AND DECENDING THROUGH 1000 FT
CPTN SPEAKING FLIGHT ATTENDENTS TO YOUR STATIONS X2

AT 200FT IF YOU CANT MAKE THE BRACE PA THEN TURN ON OFF SEATBELT 3 TIMES NOT HI LOW CHIME

IN CBT
EMERGENCY PROCEDURES
FLIGHT CREW NOTIFICATION

TEST BRIEFING

difference between emergency landing and abnormal landing

This is the captain speaking IFD to the interphone

this is to be used for a planned emergency landing. the IFD will receive the pic's briefing over the interphone and bring the EPC
emergency preparation checklist

TYPE OF EMERGENCY

EVACUATION?

SINGNALS
chime/pa
1000ft 200ft

TIME TO LAND
relocate pax?
who will PA

(in the com under TEST sequence)

*my understanding is a planned emergency landing is a landing in an abnormal configuration or state after declaration of emergency
* don't confuse that with preparing the cabin for emergency landing this should be done when you have risk of gear collapse, fire ,overrun and so on

USEFUL CONSCIOUSNESS

25,000 FT 1 and 1/2 to 3 minutes

30,000 ft 30 seconds to 1 minute

35,000 ft 15 to 30 seconds

40,000 ft 7 to 10 seconds

ECON CLIMB/CRUISE/MRA/LRC

COST INDEX IS DETERMINED BY PRICE OF FUEL AND HOURLY COST OF OPERATING , MAINTENANCE, WEARAND TEAR PILOTS AND FA'S

ECON CLIMB
IS a result of COST INDEX
ECON CLIMB SPEED WILL BE HIGHER WITH HIGHER COST INDEX AND HIGHER WEIGHT

ECON CRUISE
IS A RESULT OF COST INDEX
GROSS WEIGHT
WINDS
Altitude

LOW COST INDEX (0) RESULTS IN LOW SPEED
MRC MAX RANGE CRUISE
SAVES THE MOST MONEY

HIGH COST INDEX RESULTS IN HIGHER SPEED LESS SAVINGS
VNAV LIMIT SPEED

LRC
IS 99% THE MAX RANGE CRUISE
BUT INCREASES SPEED  25-35KTS
SAY MAX RANGE IS .77 MACH

LRC IS .785 RESULTS IN A 5% EXTRA FUEL BURN

if guy is going to die on an airplane should you break IFR mins to get them in

IF YOU CAN POP AND RESET A CIRCUIT BREAKER DO THAT TO GET A SYSTEM WORKING AGAIN. BUT DON'T BUST THEM TO SAVE ONE PERSON'S LIFE AND RISK 200

TIMING TURNS

DIVIDE GROUND SPEED BY 60

180kts=3nm

280kts=4.5 nm

330kts=5.5 nm

360kts=6nm

420kts=7nm

VOR RADIALS

SELECT HDG THAN CHANGE VOR FREQUENCY THEN CHANGE YOUR COURSE BAR TO WHATEVER RADIAL YOU NEED. IF ON INTERCEPT HEADING TO THAT RADIAL SELECT VOR/LOC THE  AIRCRAFT WILL AUTOMATICALLY FLY ONLY* OUTBOUND* ON IT.

IF YOU WANTED TO FLY INBOUND OF A RADIAL THEN YOU WOULD PUT  THE RECIPROCAL COURSE

SAME GOES FOR FMC PROGRAMING

IF YOU LOSE SYSTEM INDICATION. SCREEN GOES BLANK EXAMPLE FLAPS OR ENGINE OR SECONDARY ENGINE INDICATIONS

CONTINUE
NORMAL SYSTEM
OR
ENGINE OPERATION
UNLESS A LIMIT IS EXCEEDED OR NON-NORMAL SITUATION OCCURS
(qrh checklist instructions)

CONFIGURATION CHECKLIST

CHECKLIST MUST ALWAYS BE PULLED OUT ON THE GROUND BEFORE AIRBORN

IF RECALL ILLUMINATES A LIGHT BUT EXTINGUISHES AFTER MASTER CAUTION IS RESET
THERE IS NO NEED TO CALL FOR THE CHECKLIST
AS THERE'S A BACKUP FOR THAT SYSTEM
(QRH CHECKLIST INSTRUCTIONS)

IF IN A DESCENT AND YOU GET SOURCE OFF OR A EDP HYDRAULIC PRESSURE LOW CAUTION LIGHT
YOU CAN ASSUME____

THAT YOU HAVE SOME SORT OF ENGINE ISSUE OR FAILURE. YOU JUST WON'T FEEL THE YAW MOVEMENT OF A NORMAL ENGINE FAILURE ON ACCOUNT OF THRUST LEVERS BEING AT IDLE IN THE DESCENT.

ENGINE FAILURE IDENTIFICATION

-ENGINE FAILURE-
N1 IS ROTATING
(SHOULD BE WINDMILLING)
EGT IS LOW AND OR DECREASING
N2IS ROTATING
ENGINE FAIL WILL BE ANUNCIATED

-SEVERE DAMAGE-
LOUD BANG
LOSS OF THRUST
NO ROTATION N1
N2 COULD BE 0 OR WINDMILLING
AIRFRAME VIBRATION AND SHAKING

-ENGINE SEPARATION-
NO ROTATION OR WINDMILLING N1
BLANK ON EGT
N2 NO ROTATION
BLANK ON FUEL FLOW OIL PRESSURE OIL TEMP OIL QUANTITY

SYSTEM AND LIMITATIONS QUESTIONS

TAIL STRIKE ANGLE IS 11° STRUTS EXTENDED

AUTOBRAKE ARMED AT 88 KTS FOR MAX

WHAT START PROTECTION DOES THE EEC GIVE YOU
HOT HUNG AND WET

THEY WILL TRY AND DISTRACT YOU

IF BEING DISTRACTED WITH CONSTANT CALLS FROM FLIGHT ATTENDANT IN THE BACK REMEMBER FINISH YOUR CHECKLIST FIRST BEFORE YOU CONTACT THEM IN MOST CASES NOTHING GOOD WILL BE ACCOMPLISHED  YOU WILL ONLY DELAY AN EVACUATION

FIRST OFFICER CANNOT DO THE TAKE OFF WITH VISIBILITY BELOW

1/2 MILE
2600 RVR

MANUAL REVISION
BOTH HYD SYSTEMS FAIL QRH MISTAKE

GO AROUND PROCEDURE IS WRONG , SAYS DO NORMAL GO AROUND.

WHAT YOU SHOULD DO IS BRIEF FLAPS STAY 15
GEAR STAYS DOWN
OPEN SPEED WINDOW AND BUG 175KTS
CLIMB 3000 FT AGL
AFTER TAKE OFF CHECKS

TO RE CRUISE

FLUSH THE FMC PUT WAY POINT AT THE BOTTOM THEN DRAG UP TO THE TOP.

DAAAD ALL EFFECT RE CRUISE SO IT HAS TO BE DONE

LEGS PG ALT CAN BE CHANGED  AND BACK TO HOLD OR DECENT PG TO CHANGE SPEED OR CRUISE ALTS

1.THE FMC WOULD NOT ALLOW YOU TO DO THAT BECAUSE YOU HAD AN ARRIVAL WAYPOINT AND THE FIRST WAYPOINT OF AN APPROACH.

2. FMC HAD TWO DIFFERENT ALTITUDES LANNY WAS 10,000 ON ARRIVAL AND 8,000 ON THE APPROACH WE TRIED TO ENTER THE HOLD AT 8,000 AND AFTER TRYING TO RECRUISE IT WOULDN'T ALLOW US

3. GO THROUGH DAAAD FIRST BEFOR  *ROUTE*  *DEST* HAS TO BE IN OR IT WILL HAVE WAYPOINTS FROM THE ORIGINAL DEST CONFLICTING

4.  DAAAD ALTITUDE SELECTOR MUST HAVE THE ALT FOR RE CRUISE. OR YOU CANT RE CRUISE THE HOLD

Ads-b

AUTOMATIC DEPENDENT SURVEILLANCE -B

IF YOU GET A GPS CAUTION LIGHT
IT WILL TELL YOU THAT YOU WILL NOT HAVE ADSB

BASICALLY IT'S TRANSMITTING YOUR GROUND SPEED ALTITUDE GPS COORDINATES TO OTHER AIRCRAFT AND AIR TRAFFIC CONTROL

Ads-b failure does not prevent you from opperating RVSM

TERRAIN COLOR CODES

GREEN
MORE THAN 500 FT BELOW CURRENT ALTITUDE

YELLOW
500 FT BELOW TO 2000 ABOVE CURRENT ALTITUDE

RED
MORE THAN 2,000 FT ABOVE CURRENT ALTITUDE

ENGINE OUT PROCEDURE PROGRAM IN FMC

IF A HOLD IS NEEDED YOU CAN PUT THE HOLD WAYPOINT IN THEN MAKE A AAA WAYPOINT THEN DELETE.
THIS CREATES A DISCONUNITY ,
THEN GO TO THE HOLD PAGE PROGRAM THE HOLDS WITH ALTITUDE AND SPEED.
YOU CAN DIRECT TO AND USE LNAV

PLUS WITH THE ROUTE DISCONTINUITY YOU WILL JUST HAVE YOUR NORMAL ROUTE ETA AND FUEL CALCULATIONS NOT DIFFERENT CALCULATIONS GOING ALL THE WAY TO THE HOLD

IF YOU HAD AN ENGINE OUT AND NEEDED A DRIFT DOWN A QUICK WAY TO DETERMINE  DRIF DOWN AIR SPEED WOULD BE

LOOK AT MIN MANOUVERING SPEED (YELLOW LINE)
ADD 15 KTS TO THAT

EYE TO WHEEL HIGHT AND USING VASIS

WTEH 25-27FT

DO NOT USE VASIS WHEN ON PRECSISION APPROACH UTILIZE GLIDEPATH INFO

YOU CAN UTILIZE VASIS WHEN ON RNAV Z OR Y , VOR, NDB,  JUST MAKE SURE EYE TO WHEEL HIGHT WORKS FOR THAT RUNWAY

line check guide email by gray

BEFORE SIM READ

FREQUENTLY ASKED QUESTION's AND  THE LINE CHECK GUIDE IN THE FAQ
EMAIL

PRACTICE AUTOLANDS  MAY BE CONDUCTED

ON CAT 1 OR CAT II FACILITIES WHEN LOW VIZ PROCEDURES ARE NOT IN EFFECT BE PREPARED TO TAKE APPROPRIATE ACTION IF NECESSARY.

COLD AIR TEMPERATURE CORRECTIONS

ON RNAV'S
APPLY TO ALL ALTITUDES INCLUDING
MINIMUM SECTOR, THE ARC, FAF CROSSING, DECISION ALTITUDE (DA) AND MISSED APPROACH

ON ILS
APPLY TO ALL ALTITUDES INCLUDING
MINIMUM SECTOR, FAF CROSSING AND DECISION ALTITUDE  (DA) AND MISSED APPROACH

ILS CATEGORY 2
APPLIED TO MINIMUM SECTOR, FAF CROSSING, AND MISSED APPROACH
it is not necessary to apply it to DH due to the fact that you are switching over from barometric to radio DH which will utilize your radio altimeter to determine decision height DH above ground

the final approach fix on the other hand still utilizes barometric altimeter and is cross checked when Crossing FAF on approach

WHERE SHOULD YOU EXTEND THE CENTER LINE FROM

IT SHOULD BE DONE OFF THE FAF
PROBLEMS THAT CAN TAKE PLACE ARE ON AN ILS THERE WILL BE NO MISSED APPROACH GUIDANCE IT WILL WANT TO TURN BACK TO THE 10 MILE IF THAT WAS WHAT WAS SELECTED.

ON AN RNAV YOU WON'T HAVE ANY VERTICAL GUIDANCE IF YOU ARE TURNED IN AND YOU HAD SELECTED THE 10 MILE WAY POINT TO EXTEND OFF OF.

YOU WILL GET CALLS SAYING
"GLIDE SLOPE GLIDE SLOPE"
DO NOT KEEP DESCENDING DO A MISSED APPROACH

WHEN YOU'RE ON AN ILS WITH WIND SHEAR BE MINDFUL THAT

AFDS WILL MAINTAIN GLIDE PATH AND CAN GET YOU INTO TROUBLE MIGHT STALL YOU.

JUST DISENGAGE AUTO PILOT  DISENGAGE AUTO THROTTLE AND POWER OUT THE WINDSHIELD

WHAT SHOULD YOU DO IF YOU ENCOUNTER WIND SHEAR WHILE ON AN ILS

DISCONNECT AUTOPILOT DISCONNECT AUTO THROTTLE
CLICK TOGA TWICE
ADVANCED THRUST LEVER
MANUALLY FLY OUT
RIGHT ABOVE STICK SHAKER

WHAT APPROACHES WOULD YOU PUT
.3 AND 125

THE .3 AND 125FT
WOULD GO IN ANY

-RNP Y
-RNAV Z
RNAV X
VOR (GNSS)

IT WOULD'T GO INTO A VOR OR AN ILS

MARCELO CAUGHT YOU ON THIS JUST SEARCH 125 IN FCOM 1

IF YOU GET TO BALANCE FUEL ON A REGULAR QRH CHECKLIST

TOUCH ON THESE ITEMS SO YOU'RE BOTH AWARE

Fuel imbalance should occur 20 min after engine shutdown

-BALANCING IS MAINLY FOR STRUCTURAL PURPOSES NOT FOR CONTROLLABILITY
-MEANING YOU WON'T GO INTO A ROLL SINGLE ENGINE WITH A LARGE IMBALANCE

THIS MEANS YOU CAN
FLY WITH THE IMBAL LIGHT ON WHEN YOUR CLOSE TO STARTING AN APPROACH COMPLETE THE MISSED APPROACH AFTER TAKEOFF CHECKLIST AND THEN DEAL WITH THE IMBALANCE QRH NON NORMAL DUE TO WORKLOAD

IF YOU GET A REVERSER CAUTION LIGHT
OR
A DRIVE CAUTION LIGHT

If you get reverser caution light before you shut down cycle the reverser to max reverse and stow. This will fix the prob. If after shutdown, and you didn't notice the caution light. drake said you can at the gate after deplaning and prior to boarding request a engine start at the gate. And cycle.
not sure if you can legally use thrust reverser with passengers on while taxing

If you get a drive caution light update maint and dispatch via acars.

They will probably request that you don't shut down engine and let maint do an inspection at the gate . Pa the passenger to remain seated till engine is shut down

IAN (FAC) APPROACH

Ian approach faq it is done while having and ILS programmed in the FMC but the ILS frequencys were not tuned. We are not approved to do this at flair.

MODE CONTROL PANNEL

WHY WOULD AUTO THROTTLE DISENGAGE ON START UP?

WHAT DO YOU NEED TO REMEMBER WHEN PUTTING IN NEW FMC V SPEEDS IF NUMBERS WERE CHANGED LAST SECOND?

IF LNAV DONT ARM AFTER PUTTING IN THE FMC INFORMATION.

A TEMP DISAGREE FROM WHAT YOU PUT INTO THE FMC, CHECK NEW ATIS

V NAV NEEDS TO BE RE ARMED IF FORGOTTEN IT CAN BE SELECT WHEN IN THE AIR.

ONE OR BOTH FLIGHT DIRECTOR SWITCHES IS IN THE OFF POSITION
OR
RUNWAY DEPARTURE DADA NOT PUT IN
OR
RUNWAY TRACK IS OFF SET FROM DEPARTURE TRACK BY 5° OR MORE

WHEN AN ADVISORY LIGHT IS BRIGHT BLUE IT MEANS

THAT THE VALVE IS IN TRANSIT OR STILL OPEN

WHEN IT IS DIM BLUE THE SYSTEM IS ON

NEAREST SUITABLE AIRPORT

Land at nearest suitable airport definition

*FCTM*
NEAREST SUITABLE AIRPORT
* IS ANY AIRPORT WHICH A SAFE LANDING CAN BE MADE. *
SO BASICALLY TAKE IN TO ACCOUNT (RUNWAY LENGTH, WEATHER, APPROACH AIDS, NOTAMS, EMERGENCY SERVICES.) OPERATIONAL HELP OR FINANCIALLY APPROPRIATE FOR THE COMPANY IS NOT APPLICABLE

*LAND IMMEDIATELY AT NEAR SUITABLE AIRPORT WOULD BE WHEN YOU CANNOT CONFIRM THAT SMOKE OR FIRE IS OUT
*AN IMMEDIATE LANDING EMPLOYS AN IMMEDIATE DIVERSION TO A RUNWAY IF THE SITUATION IS SEVERE ENOUGH THE CREW SHOULD CONSIDER OVERWEIGHT LANDING/ TAILWIND LANDING/ OFF AIRPORT LANDING/ OR DITCHING

EXTRA FUEL FOR WEATHER DEVIATION

airspeed 360 gs
if you had to deviate about 60 miles. it would take abou 10 min 400 kg

120 NM about 20 min 800 kg extra

I think burn would be 2400 kg per hour so about 400 every 10 min I added a little more for buffer

IF DIVERTING AND GIVEN A HOLD

place waypoint into lowest line in legs PG. Then pull up to the top it will flush out the FMC allowing you to put in a new arrival and approach

GRAYS IDEA TO STAY STABILIZED
10000ft THINK ABOUT

120000ft
RUN DISTANCE TO AIRPORT CALCULATION

10000 FT
START THINKING OF WHEN YOU WILL USE LVL CHANGE ON A HDG OR NO RESTRICTIONS. 

SPEED AND ALT CONSTRAINTS. DO I NEED TO RE CRUISE.

MENTAL BRIEF GATES WHEN YOU WILL CONFIGURE AND CALLS.
*LAVS*

BE DYNAMIC AND PLAN FOR RUNWAY CHANGES.

WHEN RAD ALT COMES ALIVE
LOOK AT AIR SPEED / FLAP SETTINGS/ SLOPE/ FMC

REMEMBER DONT BUG SPEED WHEN GIVEN 200 OR 190 KTS YOU'LL NEED FLAP FIRST

CALCULATING OVER WEIGHT LANDING WITH DIVERSION

DO NOT GO TO THE ROUTE PAGE TO DETERMINE THIS

-GO TO THE LEGS PAGE TYPE IN YOUR DIVERSION AIRPORT PULLED TO THE TOP LINE, THEN ROUTE PG MAKE DEST THE DERVISION
- LOOK AT THE PROG PAGE
AND SUBTRACT THE DERVISION DESTINATION FUEL
FROM CURRENT FUEL ON BOARD
-TAKE THAT NUMBER AND SUBTRACT FROM INIT REF GROSS WEIGHT

BE CAREFUL WITH THE NON PRECISION WITH V NAV

IF YOU HAVE A HOLDING POINT ON THE 10 MILE FINAL NOT SURE IF IT WILL GIVE YOU A GOOD PATH.
YOU MIGHT WANT TO EXTEND

EXTEND CENTER LINE AS OPPOSED TO GOING TO THE 10 MILE FINAL STILL NOT SURE

MAYBE MAKE ANOTHER WAYPOINT AFTER THE HOLD LEG BACK AND PERIMETER DAYS ULDOL TO ULDOL

WHEN DIVERTING TO CALGARY YOU CAN GET WEATHER AT THESE LOCATIONS

CALGARY
EDMONTON
RED DEER
COLD LAKE
LETHBRIDGE

FLR PRINT OFF PARER

REGULAR LINE FLYING MACKBOOK AIR PAGES

SIM VERSION ON I PAD
(FILES/ON MY IPAD)
MORE ROOM FOR NOTES AND HOLD CLEARENCE ADDED

DECEND VIA
THERE ARE ONLY THREE WAYS THEY WILL SAY IT

DECEND VIA
(CLEARS YOU DOWN TO BOTTOM ALT)

DECEND VIA EXCEPT MAINTAIN
(CLEARS YOU DOWN BUT MAINTAIN A HIGHTER ALT)

DECEND AND MAINTAIN
(WAYPOINT AND SPEED STILL RESTRICTIONS APPLY. BUT DECEND IN LVL CHANGE DOWN AT OPTIMAL RATE TO CLEARED ALT)

DRAG REQUIRED AT_______
OR
STEEP DECENT AT______
MEANS

SPEED BRAKES SHOULD BE USED AT THAT WAYPOINT

ILS CRITICAL AREA

TOWER WILL TELL YOU HOLD SHORT ILS CRITICAL AREA WHEN AIRCRAFT IS INBOUND THE BEACON AND CEILING IS AT OR BELOW 800 AND VIS IS AT OR BELOW 2SM

WHEN TOWER IS INOP HOLD WHEN TRAFFIC IS KNOWN IN BOUND THE FAF IN SAME CONDITIONS

bold method

ROUTE 2

-WHEN SELECTING AN ARRIVAL AND RUNWAY FOR ROUTE 2
GO TO THE ROUTE PG AND SELECT THE 2nd OPTION DOWN
otherwise selecting the first will bring you back to route 1

-THEN OPEN ROUTE 2 LEGS PG
AND SEQUENCE TO THE WAYPOINT AHEAD OF YOU.
-SELECT HEADING SELECT
-ACTIVATE
-EXECUTE
-SELECT LNAV

GREY PANELS

1
GREY PANELS ARE PRIMARY SYSTEMS.  WHEN ONE OF THESE SYSTEMS FAIL EXPECT A SECONDARY SYSTEM TO FAIL. PRIORITIZE THE
GREY PRIMARY PANELS

2
WHEN YOU PULL A FIRE SWITCH THE PRIMARY SYSTEMS ARE AFFECTED
a) arms fire sqib bottle
b) closes the fuel spar valve
c) kicks off the affected generator
d) closes the hydraulic shut off valve
e) closes the associated pack valve

3
HIGHEST LIGHT ON THE SYSTEM PANEL IS THE PRIORITY FOR THAT SYSTEM

NITS BRIEFING TO BE GIVEN WHEN

WHEN YOU DON'T WANT TO BRACE THE CABIN WITH A TEST BRIEFING

NATURE OF EVENT
INTENTIONS
TIME
SPECIAL INSTRUCTIONS

STEPS FOR
DIVERSION FOR FLIGHT TEST

NON NORMAL

AFTER TAKE OFF CHECKLIST

BEFOR SINGLE LANDING CHECKLIST

ACARS

WEATHER
( get weather for destination, alternate and return airport just so you do t have to do it later if QRH says to continue)

MAX LANDING

FORDEC BACK END

REQUEST RADAR VECECTORS
WHAT ARRIVAL AND APPROACH

*hot spot*

when you get radar vector and decent SET YOUR PRESSURIZATION
DAAAD

WHEN YOU THINK OF THE WORDS SET YOURSELF UP
THIS IS YOUR Q TO

**CONTINUE SINGLE ENGINE CHECKLIST** ONCE IT BRINGS YOU TO DECENT CHECKLIST
THEN

SET YOURSELF UP

LOAD ARRIVAL/APPROACH (rings)

3 (MINS FREQ COURSES)

RUN OPT

5
( LOAD ARRIVAVAL/APPROACH, COLD AIR TEMP VSD, PROG PG 4,
NAV VOR ILS OFF, OVER RUN WET, HOW MUCH FUEL, ADD 50 FT MDA

0-5
COLD TEMP, 10NM RING, 2 FREQ, 0.3 125, 50 ft, VSD

Brief+ CAT II or RNP Y

RECALL

DECENT CHECKLIST

RECURRENT SIM HOTSPOTS

THINGS TO PRACTICE MENTALLY AND ON SIM
BIGGEST ERRORS FOR OTHERS
GO AROUNDS SINGLE ENGINE AND 2 ENGINE
V1 CUTS
CIRCUIT
ILS MANUALLY FLOWN

probably the biggest
THRUST LEVER HOT SPOTS SINGLE ENGINE.
-when leveling or
-after a engine shut down in the
hold or level
65% N1
or
-reduce thrust when decent in
LVL change

**WHEN SHUTTING DOWN
"THRUST LEVER CLOSE"
BUMP UP GOOD ENGINE
ESPICALLY IN THE HOLD/LEVEL
BIG TROUBLE SPOT FOR OTHERS
65%**

- WHEN LEVELING AFTER A MISSED CLIMB OR DECENT
65%

this is probably 2nd biggeest
WHEN SETTING  ALTITUDE IN THE ALTITUDE SELECTOR ALWAYS LOOK UP AT YOUR PRESSURIZATION PANEL FOR OFF SKED DESCENT

3rd biggest
AT FIRST SIGN ANYTHINGS WRONG WITH ENGINES FLUCTUATIING SURGING BANGING OIL PRESSURE ETC PROTECT THE AUTO PILOT RIGHT AWAY

YOU HAD A HARD TIME IDENTIFYING BETWEEN ENGINES SURGING OR ENGINE STALL IT STARTS OFF LOOKING LIKE IT'S SURGING WITH A BIG BANG, THEN YOU GET A SECOND BANG WITH A SURGE YOU KNOW IT'S ENGINE STALL

REMEMBER TO CLOSE UP FMC WAYPOINTS WHEN GOING TO A HOLD OR LOADING APPROACH
YOU DIDN'T DO THIS

WHEN CLEARED AND ON INTERCEPT HDG FOR A CAT II
THINK 4 THINGS

-CHECKLIST COMPLETED
-2ND AUTO PILOT ENGAGED
-1000FT PA IF NEEDED
-FLAP 40

"FLARE ARMED" AT 500
looking back and forth

NO REVERSER #2 OR # 1
callout

DISENGAGE AUTO PILOT
ON ROLL OUT

WHEN ILS G/S IS CAPTURED GET IN THE HABBIT OF SELECTING MISSED RIGHT AWAY.

IN V1 CUT
INSTEAD OF ASKING FOR NON NORMAL CHECKLIST AFTER MEMORY ITEMS REMEMBER TO DECLARE AN EMERGENCY

YOU WONT HAVE LNAV ILLUMATED IN GO AROUND ON MCP (green light) BUT IT IS ACTIVE IN FMA

TURN RUDDER TRIM TO THE FOOT THAT IS ON THE RUDDER

UNDERSTAND WHAT APPROACH AND FLAP SETTING YOU NEED FOR FMC PROGRAMINGYOU FORGOT TO CALL FLAP 15 SINGLE ENGINE YOU WENT TO FLAP 30
put this in your threats area on your notes to mitigate

CAT II FLAP 40
SINGLE ENGINE FLAP 15
REALLY EASY TO BE COMPLACENT AND SELECT FLAP 30

WHEN YOU WERE CLEARED DIRECT THE HOLD YOU WEREN'T IN V NAV BECASE YOU JUST LEVELED FROM A VECTOR IN HDG SELECT SPEED WAS AROUND 250. SO WHEN GIVEN DIRECT THE HOLD " LNAV IS AVAILABLE" CALL AND DOUBLE CHECK V NAV IS SELECTED

WHEN ILS CAT II
-"BOTH AUTO PILOT ENGAGED" CALL REMEMBER PICARD
-WHEN MAKING FLARE ARMED CALL AT 500FT START LOOKING AT *BOTH* PFD's FOR AMBER CAUTION FAIL MESSAGES ON BOTH SIDES ITS PM'S RESPONSIBILITY
-REMEMBER TO CALL DIESSENGAGE AUTOPILOT AT TOUCHDOWN OUT IF CAPTAIN FORGETS

-FLIGHT ATTENDENTS BE SEATED PA FOR SEVERE TURBULENCE

-FLIGHT ATTENDANTS TO YOUR
STATIONS 1,000 FT CALL FOR "EMERGENCY LANDING" BEFORE YOU CALL "BRACE"
this is not used in other emergencies that are not brace emergencies example engine failure or flap issues

-SEAT BELT SIGN ON TWICE FOR MODERATE TURBULENCE

-SEAT BELT SIGN ON THREE TIMES FOR BRACE

WHEN DEALING WITH PROBLEMS LIKE DOORS OR PRESSURIZATION CONSIDERING ALT HOLD, STOPPING THE CLIMB AND ADVISING ATC RIGHT AWAY THEN QRH
IF IT WAS A HYD CAUTION LIGHT CONTINUE CLIMB UP OTHERWISE YOU'LL BURN 400 EXTRA KILOS RUNNING THE CHECKLIST
-IT DOESN'T LOOK LIKE YOU NEED TO LEVEL OFF FOR CARGO FIRE

IF YOU CANT CHANGE DESTINATION, IT WONT GO INTO ROUT  OR DIFFERENT PLACES ARE IN LEGS PG, IT COULD BE ROUTE 2 WAS ACCIDENTALY SELECTED DOUBLE CHECK

YOU CANT DO AN OFF SET WHILE ON VECTOR IN FMC

IF YOU WANT TO WIPE OUT THE FMC DATA BECAUSE IT'S LOCKED, GO TO THE START UP PG, GO TO DATES AND SWAP THEM FROM THE INACTIVE TO ACTIVE AND BACK AGAIN

SINGLE ENGINE ILS CALL FOR THE GEAR WHEN CAPTURING GLIDE PATH IT WILL TRANSITION SMOOTHER

ON A V1 CUT, DONT CALL POSITIVE RATE WITHOUT CONFIRMING WITH VSI, YOU WERE SITTING ON THE GROUND WITH NOSE HIGH AND CALLED POSITIVE RATE

YOU SHOULD ALWAYS DO A RECALL AFTER A CHECKLIST HAS BEEN COMPLETED

YOU CALLED FOR THE QRH CHECKLIST FOR A YAW DAMPER FOR BEFORE FLAPS WERE RETRACTED, ALWAYS DO THE CHECKLIST AFTER FLAPS HAVE BEEN RETRACTED

PRACTICE DIFFERENT SCENARIOS OF REJECTS. YOU ARE WEAK ON MAKING A DECISION WHETHER IT SHOULD BE A REJECT WITH A CAUTION AFTER 80 KTS

THE AIRCRAFT KEPT TURNING WITH AUTOPILOT ON BECAUSE THERE WAS NO RUDDER INPUT SINGLE ENGINE. FRANCOIS DID THIS .
WASN'T SURE WHY IT WAS HAPPENING

SELECT THE BANK ANGLE KNOB DURING A SINGLE ENGINE LANDING WHEN PROMTED IN THE QRH FOR GO AROUND SAYS MIKE THE GREEK

MAINTAIN FLAP UP MANOEUVRING SPEED WHEN AT 1000 OR TOCA OR BUG STRIGHT UP TO IT IF SPEED WINDOW OPEN. DONT BUG TO 220 OR 170 WHILE FLAPS RETRACT. THIS IS THE BEST CLIMB PREFORMANCE SPEED FOR OBSTICAL CLEARENCE
GREEK MIKE

YOU CAN PUSH THRUST UP TO YELLOW LINE WITHOUT CALLING SET CON THRUST

HITTING TOGA INSTEAD OF AUTO THROLLLE OFF!!! 3 SIMS NOW

check distance in take off alternate that it's 430 mile away for Lvop

Al gave you GPU still connected not enough fuel no runway centerline and bird strike

BUMP UP AIR SPEED TO 220KTS AFTER A  SINGLE ENGINE GO AROUND WHEN LEVELING. WHEN YOU GET YOUR NEXT ENGINE FAIL YOU WILL BLEED OF AIRSPEED QUICK

IF YOU GET BIRDS STRIKE ON TAKEOFF

ALMOST ALL INDICATIONS SHOW IT AS ENGINE LIMIT SURGE OR  STALL

BUT IT IS IN REALITY SEVERE DAMAGE ACCORDING TO THE SIM DROP-DOWN MENU
you did this with Larry instructor all gave you s*** for it but in reality all symptoms did point to engine limit surge or stall

VISUAL APPROACH WITH WAY POINTS

-FMC SELECT RUNWAY WITH NO APPROACH
3° and 3miles back

-ACTIVATE AND EXTEND

-LOOK AT COMPASS ON ND, THE NUMBER VALUES ON THAT SIDE YOU WANT TO TURN BASE WILL BE WHAT YOU USE

-LEGS PG SELECT THE RX TOP RUNWAY TO SCRATCH PAD PUT IN THE NUMBER RADIAL AND 3 NM
eg RX08L270/3
IT WILL DRAW A NICE 3° ALL THE WAY TO THE RUNWAY

-PUT IN THE BOTTOM RUNWAY ONE THE ONE WITHOUT THE RX INTO FIX PG WITH A THREE MILE RING

*REMEMBER IF YOU ARE IN VS WHILE DOING THE VISUAL APPROACH AND YOU SELECT A HIGHER ALTITUDE ON FINAL LET'S SAY 600 FT DIALED UP TO 2,000 FOR MISSED APPROACH IT WILL ALT HOLD YOU AND YOU WILL END UP HIGH
YOU WILL HAVE TO DISCONNECT AUTOPILOT FIRST THEN SELECT THE HIGHER ALTITUDE THEN CYCLE FLIGHT DIRECTORS

IF YOU EVER HAVE A RED FIRE WARNING WITHOUT YELLOW MASTER CAUTION

THE CALL IS STILL THE SAME
"MASTER CAUTION"
"WHATS THE PROBLEM"

IN SIM RECCRRNT TRAINING CBT

BLEED AIR COMPRESSOR STAGES

4th and 10th in the max
5th and 9th in the NG

SINK RATE CALL

GOT 4 OF THEM AFTER DISCONECTING AUTOPILOT. LEAVE AUTOPILOT ON TILL 70ft. IF DISCONECTED EARLIER HYPER FOCUS ON GLIDE PATH

ALSO MAKE CALLS
100-90-80-70FT

VERTICLE SPEED
900
950
1000

EACH NOTE IN QRH FOR EXAMPLE
TOTAL LOSS HYD SYS A

SHOULD HAVE ITS OWN MITIGATION

SET UP AS MUCH AS YOU CAN PRIOR TO SIM

-RUN OPT FOR TAKE OFF
AND
LANDINGS
like vref ice and auto land

HAVE FREQ FOR ILS ON PAPER

CHECK WESTHER AND NOTAMS
you didn't do this last time luckily fo did

CONSIDER FOR FLIGHT TESTS

PUTTING A 25 NM RING FOR MSA AWARENESS AND DELETING CLIMB 2 FOR TERRAIN CLEARENCE

DUAL AUTO PILOT WITH NO CAT II

WHEN AT AIRPORT WITH CRAPPY LIGHTS / SHORT LENGTH LIKE CYSJ OR CYKF AND WEATHER IS AT OR BELOW MINS YOU SHOULD ENGAGE 2ND AUTO FOR EASE IN THE GO AROUND. LET THE SUTO PILOT DO ALL THE WORK.

NOT IDEAL TO AUTO LAND ON THOES RUNWAYS EVEN THOUGH YOU COULD BECAUSE OF RUNWAY LENGTH WIDTH AND LENGTH.

NO NEED TO SAY FLARE ARMED AT 500 BECAUSE NO AUTO LAND OR CAT II BREIF CAUSE NO CAT II

PEOBABLLY GOOD TO SAY SECOND AUTO PILOT ENGAGED

IF FUMES IN CABIN AND FLIGHT DECK DUE TO EXHAUST

PACKS OFF/ CHECKLIST IN THRUST LEVERS