AMPLIACION 737

AMPLIACION

EMERGENCIES

GENERAL : see Flt Man Sec 2 and Ops Man Sec 1

1)    • IF possible : F/O fly on A/P, Capt resolve problem.

2)    • Immediate Actions have double lined boxes. Do them

from memory! Then refer to QRH for more information!

·       QRH items are also in the Flight Manual with "expanded"information in Sec 2 (Non Normals).• With exception of the 3 "Immediate Action" checklists, all

·       QRH checklists are "Read and Do", c hallenge and response checklists, and are considered "Secondary Action" items. Always call for “QRH”.

·       QRH Emphasis Items : Emergency Evac, Eng

3)    Declare an emergency I F : Engine loss, standby power

appr., priority handling required, if about to break a FAR, etc.

4)    ( G iv e : Reason, Fuel, Souls Onboard) Sqk 7700

5)    • N otify company and FA of emergency (PA: "folks, had

problem...Linda to the cockpit") see FA Emer Signals.

a)    • O verweight landing s : see Ops Man Sec 1

b)    • C rash or Ditchin g : see Flt Man Sec 2

c)     • Irregularity R eport :see Ops Man Sec 1 and 10

TWO ENGINE FLAMEOUT

1)    • F L T , CUTOFF (EGT Ø 3-5 secs), IDLE ( s ee QRH !!)

2)    • Really have dual eng flameou t , OR loss of 2 G en s ?

3)    • N1 and EGT gauges spool down, "Low Oil PSI" lite

4)    • If in doubt, push u p throttles to see if you get response!

LOSE PSI / DECOMP / DESCENT

1)    • O N/100% , CREW COMM , SEAT/SMOKE

2)    • IFE mergency Descent (damage?, smooth air?):

3)    • -7, -8, -900 Handset Codes : 5 = FA, 8 = PA

4)    • PA “O2, Rapid Descent”, call ATC

5)    • d escent goug e : “PA, FLT, Spin, Spin, Pull, Pull”

6)    (ignition FLT, spin MCP to 10M’ or MEA, V/S spin, pull

throttles, pull speedbrakes, LVL CHG at barber pole)

UNCOMMANDED YAW / ROLL / RUDDER :

1)    • A /P & A/ T - D ISENGAGE (control A/C, reduce pitch,

increase airspeed, sacrifice altitude)

2)    • S ymmetrical Thrust – VERIFY

3)    • IF yaw or roll continue s - Yaw Damper: OFF

4)    - s ee QRH and Flight Manual for more procedures:

5)    - Jammed or R estricte d : "Elev. or Aileron"

6)    EMERGENCY SIGNALS : see Ops Man Sec 1

7)    • 4 or more c hime s (from pilot or FA) = an emergency! (pilotdoes not leave cockpit until emerg. reason know

8)    • Give FA “ T ES T ”:

9)    Type of emer,

10) Evacuation Signals

11) Time to land.

12) Also, select ABA's.

13) • B race signal +30 secs: "Brace for Impact” (2 times)

14) • Evacuation signal (use slides): “Easy Victor" (2 times)

PA "This is the Captain: Easy Victor, Easy Victor

Comentario: "EV" es una orden dada desde el comandante de la tripulación de vuelo para inmediatamente EVacuate la aeronave. Por razones obvias, no se hizo hasta que el avión está parado en el suelo. No tiene nada que ver con un aterrizaje de emergencia.Me han dicho que el término "Easy Victor" se originó a partir de una guerra Que hace referencia a un aterrizaje de emergencia de un avión.  El nombre del piloto era Víctor y el avión fue alcanzado - la persona con él  le estaba diciendo a Victor fácil calmarlo mientras aterrizaba - es por eso hoy la "industria de las aerolíneas" usa ese nombre en clave al hacer de emergencia aterrizajes. También he oído que era un código mayday.

15) PA "Remain seated" (2 times) = Do not evacuate!

16) TRANSPONDER : see Ops Man Sec 1 and 7

• starter duty cycle:

- 2 mins on, 20 seconds off, 2 mins on, 3 mins off

- do not engage starter if N2 above 20%

• S tart malfunctions: see Flt Man Sec 2

- always call for “QRH” for procedures

- K ey start e vent s : starter valve open, N2, N1, oil psi rising, fuel flow, EGT (within 10 secs; hot 725°C), starter cutout, “fire” (see QRH pg 48), fire light (see QRH back cover), hung start, oil psi by idle

• S tart malfunction procedures : (e xcept for start valve light or failure to close at 50% N2 (60% N2 -7, -8, -9)

- b efor e start lever to “Idle”: start switch OFF

- a fter start lever to “Idle”:

- before starter cutout: “cutoff”, motor for 60 secs

- after starter cutout: “cutoff”, N2 below 20%, motor for

60 secs

• 2 mins for engine to stabilize before takeoff

MARSHALLER SIGNALS : see Ops Man Sec 2

• When you are ready to taxi = taxi light flash once

EQUIP MALFUNCTION : A fter Block Out (Ops Man Sec 2)

• Refer to MEL and CDL (see Flt Man Sec 4C)

• M EL: Minimum Equipment Lis t

- P code = performance p enalty

- M code = M aintenance procedure; crew may position

CB's or switches

- O code = O peration procedure

- use "

system" number to find in MEL (ex: GPWS = 34-

26)

• C DL: Configuration Deviation List

- additional limitations with secondary airframe and engine parts missing; penalties are c umulativ e

a)    call "100 kts, V1 (call 5kts b efor e ), Rotate, Pos Rate, Gear Up"

- concentrate on "100 knot" call ( reject now only for "power loss"), and "V1" call ( c ommitted ; do V1 cut if "power loss").

• Capt makes all takeoffs if runway "clutter" penalties

• delay exterior lights until "cleared" for takeoff

• b elow 100 k (fires, smoke, failures, configuration, windshear, etc.), taxi off runway, run checklists

• a fter 100 k only for "Pwr Loss" OR "unsafe for flight"

- If over 100k, stay on runway, hold brakes (unless evacuation, then set brakes), run checklists

• at V1 you must continue takeoff

• Capt calls "Reject"; and accomplishes:

- throttles idle, AT off, (FO "Speedbrakes"?), thrust

reversers, RTO (or m ax brakes)

• F/O call "tower", and PA to "remain seated"

• call for R eject checklis t (brake cooling ?), eng. fire?,

evacuation (see signals)?, fill out irregularity report

TAKEOFF LIMITS

WINDS T/O and LDG : see Ops Man Sec 2

• Maximum "demonstrated" Xwind (peak gusts) = 35k

• Maximum Tailwind (peak gusts) = 10k

• Tailwind (peak gusts) = weight p enalties !

• Headwind (steady) = a djustments only if Capt says so

TAKEOFF MINS :

Ops Man Sec 2 and Jepp Intro page 126

• see takeoff minimums on Jepp plate 10-9ª

TAKEOFF ALTERNATE : see Ops Man Sec 2

• N EED IF : Departure field below C AT I landing minimums.

Based on "tower" report of vis. or RVR.

• T /O ALTERNATE : must be within 1 hour at normal cruise

speed in still air with one engine inop: distance equals

300nm (340nm/-7,-8,-9). Mins for alt same as regular alt.

NO REDUCED POWER IF : see Flt Man Sec 5

• anti skid inop, runway contaminates, wet runway, anti ice

on, use of de-ice / anti-ice fluids, windshear, improved

climb data, PMC or FMC inop, altimeter below 29.70

• setting an a ssumed temp means the FMC will compute a

reduced throttle setting (N1 bugs will always show

maximum power). To go full power, do not set assumed

temp.

ORDER OF TAKEOFF BUGS :

5 bugs : from accuload or QRH or [FMC] (-7, -8, -900)

• V1 [1] (Go / No Go, call "V1" at 5K before bug;

normally d ouble bug)

• VR [R] ("Rotate"; normally d ouble bug)

• V2 (Orange Bug)

• V2 + 15 [white bug]

• VM Flaps 0° [UP] ("top bug", 220)

• for "Improved Climb Performance ", V1, VR, and V2 are

increased and you set them on bugs

- n ot authorized if: contaminated rnwy or, anti skid inop or

red. thrust

• when flying below 220k, flaps should be used, with the

following "recommended" fixed flap maneuvering

s peeds (* above 117,000 GW)

TAKEOFF BRIEFING

 see Flt Man Sec 3-83

1)    First leg of trip, then as neede d : weather and takeoff

alternate; runway conditions & required lighting; SID (setup,

freq, courses, altitudes),

2)    Reject TO / Evac; Engine out; Air return; Non-normals / MEL; Terrain (TERR);

3)    Transition Altitude; 10-7, 10-9 pages

4)    A dditional brief items : noise abatement profile, Jepp notes, P&P problems, different V1 and Rotate speeds?, anti ice, will 800' level off (after V1 cut) clear obstacles? etc.

FMC / CDU USE

1)    see “ C ockpit Panel Note s ” and “F MC Users Guide ”

2)    FMC/CDU LATERAL NAV :

3)    • technique : bring waypoint up to 1L, but do not “Exec”, for

4)    "dynamic" position awareness.

5)    • d efine new waypoint as: SEA or SEA250/40 or

6)    SEA180/ELN270

7)    • D IR INT C : "DIR INTC", then waypoint to R6

8)    (-7, -8, -9: waypoint to L1, then enter "INTC CRS")

9)    • D NTKFX : set up on FIX page; non EFIS only works this

10) side of fix; EFIS can define either way: IAH/15 or IAH/-15

11) • “ INTC CRS ” always put inbound course, not radial

12) FMC/CDU VERTICAL NAV :

13) • E NTERING SPEED AND ALTITUDE :

a)    can define speed and altitude (ex: 250/100)

b)    can define speed only (ex: 250/)

c)     can define altitude only (ex: 100)

d)    can define "at or a bove/below " alt (ex: 100A or B)

14) • F PA, V/B, V/S, VERT DE V (on Descent Page):

a)    FPA = actual flt p ath angle (should be = or steeper than

15) V/B)

a)    V/B = computed angle ( v ertical bearin g to meet 3R

16) crossing)

a)    V/S = required v ert speed to achieve the displayed V/B

b)    VERT DEV = present dev from computed vert path (for

17) EFIS / NG aircraft: LNAV must be engaged for this to be

18) correct!)

ENROUTE

A CARS e nroute : see Ops Man Sec 7

1)    IFR ALTITUDES :

a)    • B elo w FL29 0 :

i)      West = 180, 200, etc. - East = 190, 210, etc.

b)    • F L290 and a bov e :

i)      West = 310, 350, 390 - East = 290, 330, 370, 410

2)    ALTITUDES : see Ops Man Sec 2

3)    • M E A : Minimum Enroute Alt (low altitude charts) if it

changes, do not begin climb / descent until after passi

4)    the fix:

a)    2000' clearance 5nm of mountains

b)    1000' clearance all else

5)    • M CA : Min Crossing Alt. Must cross fix at or above this alt.

6)    • M OCA : Minimum Obstruction Clearance Alt; ex: "1600T"

7)    • M SA : (Minimum Safe Alt) within 25 NM radius of approach

aid (shown on plate). 1000' clearance. Lines are bearings

8)    to the fix.

9)    MORA : (Minimum Off Route Altitude)

a)    clearance within 10nm of route (does not provide navaid signal)

b)    2000' clearance if >5000' terrain, 1000' if <5000' terrain

c)     Displayed just below MEA, with an "a" next to it

10) GRID MORA : same above except defined within section outlined by latitude and longitude lines.

11) AMA : Area Minimum Altitude same as MORA, but applicable to shaded AMA envelopes on arrival área charts.

12) • M HA : Minimum Holding Altitude (see plate or pub. pattern)

13) • P F sets altitude window when A/P is e ngage d ; P M setsit if

14) A/P is n ot engaged . Both pilots verbally and visually verify all changes.

15) When within 1000' of assigned altitude, PM makes call out:

16) ex: "six thousand for seven thousand"

17) • Set intermediate (n ext) altitude in MCP window!

18) (ex: "cleared to cross XYZ at FL210, then cross ABC at

19) 17,000", set 21000 in window)

20) Exception : during an FMS arrival with multiple crossings

restrictions and flown in V-NAV, IF desired you may set the

owest altitude restriction, but monitor crossings!

21) Maintain minimum of 1500' AGL until necessary to land.

22) • If on unpublished route or Radar Vector, maintain last assigned altitude when approach clearance received

a)    Unless new altitude assigned.

b)    Until A/C is established on published route with altitude.

23) • Accept no altitude clearance below MOCA

24) QNE : 29.92 ("near enroute"), Q N H : Local ("near home"),

25) QFE : AGL ("near field elevation")

26) • At or above 18,000' is always set at 29.92

a)    IF Local Altimeter is below 29.92, FL180 is unusable.

27) DIVERSIONS : see Ops Man Sec 2 and 7

CHANGE IN DESTINATION : (For safety,wx,etc.) Need: R elease A mendment for new destination Or proceed to alternate (advise dispatcher).

C HANGE IN ALTERNATE :

a)    If alternate weather goes down, need: new Release

b)    Amendment for new a lternat e or new d estinatio n

c)     • Use A CARS : “ETA 1” for delay, “ETA 2” for diversion

d)    • Legality is OK if proceeding to alternate

e)    • Contact D ispatcher (Arinc or CAL): may have better idea

CREW OXYGEN : see Ops Man Sec 2

a)    • u p to FL250 : masks “available”

b)    • o ver FL250 to 410 : one pilot wear unless 2 pilots in seat

c)     • “ c abin altitude” o ver 10,000': both pilots wear

MAINTENANCE LOG : see Ops Man Sec 2

1)    A irworthiness Release : considered g oo d if the logbook has

2)    no open write-ups

3)    C abin Log : make sure only n o n - airworthiness items are

4)    entered (see inside cover of cabin log book for list)

ARINC / MEDLINK / AIRPHONE : OM Sec 3, 7 & QRH

5)    • contact ARINC for phone patch (or use Airphone

6)    “speed dial” # on release) to dispatch or MedLink. Use for

7)    inflight medical emergencies (see QRH

APPROACH

1)    HOLDING ENTRY RULES : see Flt Man Sec 3

2)    • use FMC "Hold Page", otherwise use following m ethod

3)    • note: D ra w p atter n if inbout, so you'll know what radial,

4)    fix, L or R, direction ("hold East, etc"), and outbound hdg

5)    1. S et Heading Marker (L or R ) : put Heading Marker at 20°

above right wing (for S tandard , right hand turns. If left turns, above left wing)

6)    2. S et Tail F or O utbd Radia l: put Course Arrow (CA) TAILon outbound turn radial (window shows inbd . course)

7)    3. T urn :

8)    • If CA tail falls in quadrant from nose to heading mark, then do a teardrop (±30° off o utbound heading towards top of case, for 45 secs) If c lose call, always choose the teardrop.

9)    • If CA tail falls in quadrant from heading mark to 20° belowopposite wing, then enter direct (turn to outbound heading on p ublished side).

10) • If CA tail falls in remaining quadrant, then enter parallel(turn to outbound heading on n on p ublished side).

HOLDING NOTES : see Flt Man Sec 3

1)    • "Hold East on 090 radial" (“S tandard ” = Right turns)

2)    • Must start to slow down w ithin 3 mins of fix

(should receive holding instructions within 5 minutes)

3)    • S peeds : MHA thru 6000'' = 200k max; >6000' thru 14M' =

230k (210k where published); >14M' = 265k

4)    • Inbound t imes : (a djust outbound leg to get inbound time)

14,000' or less = 1 min; over 14,000' = 11/2 min

- small box with number is p ub. time in mins for pattern.

• Call: "Position, Time (Z) and Altitude" upon entering

• If no pattern charted and no instructions, hold s tandar d

pattern on inbd course to fix, at last assigned altitude.

• Be sure to figure "b ingo fuel" to start diversion!

• S end ACARS “appr. delay” msg (see Ops Man Sec 7)

STEEP TURNS : see Flt Man Sec 3

1)    • "Inrange Check", A/P and A/T on; 250 kts

2)    • note e ntry pitch and FF; A/P, A/T and ALT HOLD off

3)    • T urn (use no trim, use armrests):

- > 25° bank, increase p itch by 1° (to about 5 1/2° at 45°)

- increase p ower by about 10%

- u se F/S indicator : F = less throttle; S = more throttle

- c entered F/S needle = right thrust to capture speed

• monitor : altimeter, ADI, F/S, airspeed (VSI slight climb)

• lead rollout by 15°, return to entry pitch and FF

• A/P and A/T on; speed to VM Flaps 0 (to s et up for stalls)

4)    STALL SERIES : see Flt Man Sec 3

• "Inrange Check", A/P and A/T on to set up; set GA N1

(N1 Limit Pg), use the "recommended" man. speeds

• C LEAN : set 40% N1 at VM Flaps 0

• D EPARTURE / TURNING :

- Flaps 5, gear down, set 50% N1 at VM Flaps 5, then 20°

5)    bank