ALTERNATES FUEL REQUIREMENTS

Transcription

1 737 Pilot Gouge 15 Jan 13 pg.1 CAUTION! This gouge is a compilation of information that is NOT endorsed by anyone. The material may be out of date or incorrect. If there is any discrepancy, the Flight Manual and Flight Operations Manual ALWAYS take precedence over any information here. The gouge is free as a service to my fellow 737 pilots! You can find the latest at: This gouge is an updated continuation of Bruce Sprague s (now retired) classic QRC. Please any comments, questions, or inputs to: gleisner@satx.rr.com I also recommend Bill Bulfer s excellent 737 Cockpit Companion (and other guides). These are available at: Safe flight and soft landings, Doug Gleisner, FO 737 IAH PREFLIGHT FLIGHT KIT CONTENTS (FOM ) CA: JEPPS Airway Manuals, FOM, WOM, Flashlight FO: JEPPS, FM Ch. 1-5 (and TBs), Pilot Weight Manifest Worksheet, Flashlight IRO: JEPPS, Pilot Weight Manifest Worksheet, Flashlight To find Jepps online thru CCS: CCS Other tab Flying Together My Department (Flight Operations) Near bottom of the screen under the Subsidiary United tab click on Flight Operations Skynet. On the right side under Easy Links under sua Flight Planning click on Jeppensen (yes, it s misspelled) Chart Viewer. In the Select Coverage prompt type identifier (either ICAO or IATA) ALTERNATES (See FOM Quick Reference Guide) FUEL REQUIREMENTS (See FOM Quick Reference Guide) CHECKS / INSPECTIONS (FM 3.30) 1st flight of the day checks O 2 mask (and after crew change), Fire tests, ACARS GMT (-500 only), Cockpit Voice Recorder, New Flt Deck Door ( ) Required briefing items see FOM QRG for numerous changes VNAV & LNAV may be armed at the gate. After OAT is entered the autothrottle should be armed. VNAV for departure requires either the L2 or L3 method. NOTE: With the changeover to the PFD/ND displays, the flaps up bug speed is no longer visible parked at the gate. To manually calculate this speed for an L2 or L3 VNAV climb entry add 70 to Vref 40 speed (from APPROACH REF pg). NADP-2 (formerly known as ICAO-B); (FM ) - Without 400 AFE: HDG 800 AFE (or local accel height): LVL CHG, set clean maneuvering speed, Flaps on schedule, after t/o check - For VNAV use FMC T/O REF pg 2 and set THR REDUCTION (LSK 5R) and ACCEL HT (LSK 4L) to 800 (or local acceleration height) NADP-1 (formerly known as ICAO-A); (FM ) - Without 400 AFE: HDG 1500 AFE: LVL CHG, V to 3000, Set clean maneuvering speed, Flaps on schedule, after t/o check - For VNAV use FMC T/O REF pg 2 and set THR REDUCTION (LSK 5R) to 1500 and ACCEL HT (LSK 4L) to 3000 For ALL VNAV takeoffs verify E/O ACCEL (4R) is set for local procedures

2 737 Pilot Gouge 15 Jan 13 pg.2 DEPARTURE PLANNING (FM 5-3) Full thrust takeoff is authorized with reduced thrust V speeds w/o correction Accuload: Request new Accuload if pax count exceeds variance. Assumed temp, speeds & trim are valid if passenger count is within variance. Variance is valid for GTOW 2220lbs (-500) / 1665lbs (-7/-8/-9) above actual speeds on line 7. Correct ZFW (summer = 190; winter = 195) and compare to MGTOW. Automated Runway Analysis Data (FM 5-6 / FOM ) - Always shows data with bleeds off; For bleeds on, you must add the weight penalty! -500 / -700 = 4000#; -800 / -900ER = 5100#; -900 = 5000# - For assumed temp, enter with actual GTOW (add weight penalty for bleeds on) REDUCED THRUST (FM ) Not Authorized if: anti-skid inop, windshear, improved climb, rwy contaminated*, anti-ice on, ALTN EEC mode, PMC or FMC inoperative, or tailwind > 10kts *Contaminated = runway clutter - see FM 5-81 and FOM When using assumed temp, thrust levers are set to reduced thrust - The bugs will always show maximum thrust IMPROVED CLIMB (FM ) Not Authorized if: reduced thrust, rwy contaminated*, anti-skid inop Improved Climb Takeoff: T/O speeds are increased to increase climb limit weight RUNWAY CHANGE (FM 5-5) For rwy chg (original) Accuload V speeds are valid for new rwy ONLY if: - Same flap setting is used, AND - V speeds are not based on improved climb, AND - Rwy analysis for new rwy perf limited weight > GTOW line 7, AND - Line 9 RMKS has no non-normals (i.e. PMC inop, wet rwy, etc.), AND - Rwy analysis assumed temp (from line 7 GTOW) line 9 assumed temp If ALL the above conditions cannot be met, new V speeds must be obtained from Load Planning, the Flt. Manual or the QRH prior to takeoff. Additionally, if original Accuload is based on assumed temp greater than 53 C a new Accuload must be obtained for the new rwy, OR weights and speeds must be recalculated based on using full power or an assumed temp within limits of runway analysis. PUSHBACK / TOW OUT ENGINE START (FM 3.60) High Altitude starts: allow eng to motor to 31% N 2 prior to moving start lever - High Alt (FM ) = 7000 ft (-500) and 8400 ft (-700 / -800 / -900) Starter duty cycle: 2 mins on, 20 seconds off, 2 mins on, 3 mins off Do not engage starter if N 2 above 20% All doors (including flight deck) must be closed for push back Start Malfunctions: call ENGINE START ABORTED START Checklist if: - N 1 or N 2 does not increase or increases very slowly after EGT rise - No oil pressure indication once engine is stable at idle - EGT does not increase by 10 seconds after start lever to idle - EGT quickly nears or exceeds the start limit (725 C)

3 737 Pilot Gouge 15 Jan 13 pg.3 TAXI Engine warm-up = 2 mins if flown within 5 hrs; otherwise 5 mins 45% N 1 = max thrust Use wing anti-ice for taxi when icing conditions exist or are anticipated unless the aircraft is or will be protected by the application of Type II or type IV fluid TAKEOFF LOW VIS TAKEOFFS and T/O ALTERNATE (see FOM QRG) TAKEOFF (FM 3.130) Max TW = 10 kts (conditionally 15 kts); recommended max CW = 33 kts Increase tail clnc in strong XW by increasing V ROT IAW windshear procs ( ) WINDSHEAR (FM and FOM 7.10) Rule #1: AVOID IT! Enhancements / Reactive = windshear on Ground Proximity test Predictive = windshear ahead on radar test When the words microburst, microburst alert, or shears 30 kts are broadcast, takeoffs or descents below 1000 AGL for the affected rwy are prohibited. If the decision is made to takeoff use longest rwy, flaps 5, max thrust, FDs on, autothrottle on, and increase V ROT 20 kts ( ) WARNING: If VNAV is armed on the ground, it will remain armed even though TO/GA is pressed below 400. At 400 VNAV will engage and windshear guidance will be lost. TO/GA must be pressed a second time to regain appropriate guidance. Recovery < 1000 AGL: [Flt path deviation guidelines from target: ± 15 kts; ± 500 VVI; ± 5 degrees pitch; ± 1 dot on GS; unusual thrust lever position] MAX THRUST, STOW SPEEDBRAKE, disconnect A/P and A/T, TOGA, 15 pitch then follow Flt Director pitch; no trim, no configuration changes; PM call radar altitude and Sink Rate ; respect stick shaker and buffet Windshear ends when the tailwind component stops increasing Windshear Gouge - Windshear Ahead (alerts) = avoid, go-around (trim and clean up) - IN windshear = Perform Recovery MANAGING EMERGENCIES (FM Sec 2 and FOM Ch 2) IF possible: F/O fly using A/P, Capt resolve problem Declare Emergency IF: (see multi list in FOM ) - The CA and/or dispatcher may declare an emergency - Give: Brief reason (HEFOE-P [Hydraulics, Electrics, Fuel, Oxygen, Engines, Presurization]), Souls on board, Fuel (in minutes to ATC; in pounds to Fire/Rescue), Hazmat, Squawk 7700 FF (avg) ~ 6000 pph = 100 ppm, so take fuel quantity (i.e. 12K) and add a zero for 120 minutes ( pph) Notify company and Cabin Crew (TEST) and complete Irregularity Report

4 737 Pilot Gouge 15 Jan 13 pg.4 TRANSPONDER Hijack = 7500 (do NOT use 7700) Lost Comm = 7600 (stay VFR & land, or fly last clearance) Emergency = 7700 REJECTED TAKEOFF (RTO) (FM ) Below 100 kts (fire, smoke, equip. failures, config, windshear, etc) After 100 kts (Eng Fail, any Fire indication, Unsafe/unable to fly) Capt calls CONTINUE OR REJECT and accomplishes: - Close thrust levers, A/T off, RTO (or manual brakes), SBs, max T/Rs, Consider: RTO reason, a/c and people status, exit rwy, hold or set brakes, evacuation, hot brakes, blown tires, other checklists F/O: confirm idle, speedbrakes, T/Rs, and note abort speed, call ATC and make PA Remain seated, remain seated CA call Rejected Takeoff Checklist, RTO cause (other checks), evacuation (see signals), brake cooling; fill out irregularity report ENG FAILURE AFTER V 1 (FM 2.7) (must be briefed FFOD) Adequate performance is provided at reduced thrust. Max takeoff thrust may be selected but use caution for additional asymmetry Maintain rwy centerline and rotate to target of 7-11 (FM 2.7.9) DO NOT use FD commands until established in the climb Positive rate and gear up, call HDG SEL/LNAV* as appropriate (*If VNAV is armed on the ground without LNAV, HDG SEL will engage at 400. If LNAV was armed on the ground, LNAV will engage at 400. Fly appropriate ground track. Maintain rwy centerline (do not accept a vector until 1500 AFE) or follow engine-failure procedure track. Maintain V 2 - V Limit bank angle to 15 until V AFE (or nonstandard accel altitude): PF calls for clean maneuvering speed (unless VNAV armed for takeoff) Decrease pitch, follow FD, accel in level flight or slight climb (< 300 fpm) to clean maneuvering speed and retract flaps on schedule At clean maneuvering speed: PF commands Set Max Continuous Thrust At a safe altitude: (The Engine Failure Takeoff profile ends at 1500 ) Accomplish the appropriate non-normal procedure. If engine fire conditions exist, do not delay accomplishing the checklist items to combat the fire, but no lower than 400 AGL

5 737 Pilot Gouge 15 Jan 13 pg.5 APPROACH LANDING BUGS (FM ) 80 kts, set bug (-500 only) for 80 kt call out on landing roll V REF [R] bug for landing flaps (from INIT REF page OR QRH) - Normally flaps 30 or 40; single engine is flaps 15 Target = V REF + ½ wind + gust (total wind additive should not exceed V REF + 20 knots or landing flap placard speed - 5 knots, whichever is lower.) - With A/T on for autoland approach and landing, add only 5kts - For -500 aircraft V REF ICE Procs are applied for all landing flap settings - For NG V REF ICE procs ONLY apply to flaps 15 landings (V REF ICE=V REF ) Target = V REF ICE + wind additive (max 10 knots) Target is the go around speed for single engine - do not use A/T V REF + 15 [white bug] (for flaps 30 or 40) - This is the go around speed with both engines operating -- This is also engine failure in landing configuration speed V M Flaps 0 [UP] ( clean maneuvering speed : 210, 220, or UP (NG)) Maneuvering Speeds Flap GW 117 < GW F F F F F F HOLDING NOTES (FOM 6.70 and QRG for speeds) Slow within 3 mins of fix to holding speed: > FL250 min speed ~ V REF kts Inbound times: at or below 14,000 = 1 min; > 14,000 = 1 ½ mins Send ACARS Approach Delay message WX MINS for FINAL APPROACH SEGMENT (FAS) An approach may not be initiated if the reported visibility is below published mins ILS FAS = at published Glide Slope Intercept Altitude (GSIA) (or at glide slope intercept if lower than the GSIA) NP FAS = at FAF (if no FAF, then at point where PT intercepts inbound course) All approaches based on visibility, ceiling is advisory - Approach minimums vary based on available lighting (see 10-9A) Nat l Weather Service vis mins govern visibility. Use RVR, RVV, PV in that order RVR: reported only if 6000 or less or prevailing visibility 1 ½ mi or less Do not continue an approach past the FAF or FAS unless reported visibility is at or above published minimums. Exclude variable RVR values. After FAS, and visibility goes below minimums, may continue to DA / DDA / MDA (and land if visibility OK) GENERAL APPROACH INFO (FM ) Level Change should not be used for descent after FAF or below 1500 AGL Arrival Briefing (other pilot flies, you brief): See FOM QRG for req d items Established on course = ILS / LOC: 1 dot; VOR: 1 dot (± 5 ); RNAV: Magenta course line centered on aircraft symbol in the 10 nm scale or less

6 737 Pilot Gouge 15 Jan 13 pg.6 APPROACH WX Criteria: (FOM 6.100) Visibility conversions (from QRH) RVR VIS (SM) 1/4 1/2 5/8 3/4 7/8 1 METERS Visibility ranges and requirements: If RVR < 4000 (3/4 SM): FD must be used OR coupled approach must be flown 4000 > RVR > 2400: Flight Director must be used 2400 > RVR 1800 = CAT I but brief approach with lowest mins (crew or a/c) - Requires Monitored Approach Brief (N/A for single engine) - Coupled monitored approach should be used (max crosswind = 15 kts) - DH = 200 (Baro controlling); DA is MAP - TDZ RVR is controlling 1800 > RVR 1000 = CAT II (Autoland required) - Flaps 40 should be used if practical - DH = 100 (RA controlling); DH is MAP 1800 > RVR 1600 TDZ RVR must be at least 1600 (mid and rollout NR) 1600 > RVR 1000 in order to start the approach the RVR must be 1000 AND either mid or rollout RVR must be reported (zero is ok) 600 RVR < 1200 = CAT III (Autoland required) - TDZ RVR AND Mid RVR are controlling; Roll-out RVR must be > 300 (75 m) - DH = 50 (RA is controlling) RVR < 600 (175m) = Low Visibility ; SMGCS or ICAO equivalent req d MONITORED APPROACH (FM ) Monitored Approach IF: 2400 RVR or for NP 1sm / 5000 RVR If RVR 2400, brief to lowest cat mins capable (ie: Cat II, even if Cat I is legal) Capt briefs Monitored Approach from QRH for set up, call outs, mins, etc; FO briefs Jeppesen plate CAT III approaches in NG aircraft only Flaps 40 (should be used if RVR<1800), seat up, LL off until after touchdown CAT II, III require autoland with both autopilots Autoland = use both A/Ps: B A/P 1st, then A after APP mode; For MAP, A A/P disconnects, B A/P is now the master ILS CAT I may be flown with RVR 1800, but RVR 2400 requires MAP brief - Single Engine: at 1 dot below GS: Gear Down, Flaps 15, Target, Ldg Check ; Target = V REF 15 + additive (wind and/or configuration) ILS PRM: Precision Runway Monitor (use QRH briefing matrix) (FM ) - Brief Jepp pg, MEL (All must work: ILS, Transponder, 2 VHFs) - #2 VHF on Monitor ; transmit on #1 VHF (Tower), set volume to hear both - TCAS on TA/RA (unless contrary to Jepp 11-0) - Hand fly Breakouts, A/P OFF, A/T ON, DO NOT push TOGA, de-config after new hdg, FDs off, reset MCP (Hdg, Alt), FDs on, LVL CHG, HDG SEL

7 737 Pilot Gouge 15 Jan 13 pg.7 STABILIZED APPROACH (FOM ) An approach with a charted vertical path steeper than 5.0 is not authorized - Exceeding any parameter requires immediate corrective action: By 1500 feet AGL/RA or the FAF, whichever occurs later: - Gear down, airspeed no greater than 180 KIAS By 1000 feet AGL/RA: - Final landing configuration - Landing Checklist / Final Descent Checklist complete - Airspeed within +15 and-5 knots of target airspeed - On lateral profile - On vertical profile, or correcting with maneuvers not to exceed: o ± 300 FPM from planned vertical speed o ± 1 o Sustained vertical speed greater than 1200 FPM At or below 500 feet AGL/RA: (Momentary deviations are ok) The PM will direct a go-around if any of the planned parameters are not met: Vertical profile: With glideslope aids (ILS, VASI, PAPI, or FMC) use normal maneuvers to stay at or above vertical path until 200 ft, then do not exceed slightly low until the runway threshold. On ILS do not descend below LOC MDA if more than 1 dot below or 2 dots above glideslope. RNAV (RNP): ± 75 from the PDI inside the FAF (PROG. p. 4) Lateral profile: visual: safe to land; ILS/LOC/BC: ± 1 dot of LOC course dev; RNAV: normal lateral limits; RNAV (RNP): ± RNP value (ex: 0.15) inside the IAF (PROG. p. 4); VOR/NDB: ± 5 of course or 1 dot displacement LANDING (FM ) To continue below DH, DA, DDA, or MDA: - CAT I / NPA: sufficient visual reference to the intended runway (visual reference = one of ten items: lights, markings, etc) - CAT II: sufficient visual reference with the approach lighting system to safely continue the approach by visual reference alone - CAT III: sufficient visual reference with the touchdown zone or touchdown lights to verify landing in the touchdown zone and required RVRs NON-PRECISION APPROACH (NPA) (FM ) If wx 1sm / 5000 RVR must fly monitored app and use autopilot, if available Follow NPA setup matrix in QRH Use of VNAV on Final Approach to DA (a gradient path (PDI) must exist for app) - NPAs are authorized to be flown using a DA if one of the following is true: o Procedure has published LNAV/VNAV DA minimum o A ball note is published allowing the MDA to be used - Altimeter Barometric DA / DDA / MDA (DDA = Derived DA = MDA + 50 ) - May use ballflag note authorizing VNAV DA in lieu of MDA (ie: do not add 50 to MDA for DDA, just use the published MDA) - Verify GP passes above any step-down fix altitude. If not, use V/S to cross restriction; use descent Page! DO NOT add ANY fixes after FAF! If no GP, use pre-briefed Vertical Speed (V/S) on MCP (V/S = ½ Gnd Speed and add a zero i.e. GS=150; 150 x ½ = 75; then add a zero for V/S = 750) - V/S is not authorized with RNAV (RNP) approaches Single Engine: 1 ½ mi from FAF, Gear Dn, F15, Target, Ldg Chk,

8 737 Pilot Gouge 15 Jan 13 pg.8 2 mi from FAF: normally flaps 30 or 40 - Use V/S (not LVL CHG) to descend to next altitudes at 1000 to 1500 fpm - Descent rate < 1500 fpm (or GPWS will go off!) Descent below 1000 above TDZE shall NOT exceed 1000 fpm If VNAV SPD shows, select PATH on DES pg; will revert at GP intercept If problems, use V/S to follow PDI (path deviation indicator) Disengage A/P by 50 below DA / DDA / MDA, disengage A/T > 50 AGL RNAV (NG only) with VNAV use DA (Don t Add); without VNAV use DDA = RNAV Prohibited - R RNP (set required value as required) - N Nav (GPS updating ON) - A Altimeters (± 100 ft. of each other) - V VOR/DME (updating OFF) MCP to 0 ONLY AFTER cleared, established, and in VNAV Path Missed approach altitude MUST be set during MAP! CIRCLING APPROACH (FOM 6.100; FM ) Ceiling/vis must be at or above circle-to-land MDA, but not less than 1000 / 3 miles The approach category is determined by the Vref speed at max landing weight Both ceiling and vis required (OpsSpec C075) For MAP, turn toward landing runway and fly MAP of original approach MISSED APPROACH (FM ) A go-around will be initiated for various reasons including many FMC / EGPWS alert messages, however they may be disregarded unless in IMC conditions Procedure: Press TO/GA and ensure throttles advance, then call Flaps 15, Check thrust; Positive Rate, Gear Up, Check Missed Approach Altitude - Single Engine: Flaps 1, then same calls Fly V REF + 15 (white bug); single engine - fly target [Note: V REF provides adequate buffet margin for an inadvertent 15 overshoot beyond 15 bank] At 400 : HDG SEL or LNAV At 800 : Level Chg, Set Clean Maneuvering Speed, Flaps 5, flaps on sched - Single Engine at 800 or OCA: Set CMS, Flaps, Max Continuous Thrust, ABBREVIATED AFTER TAKEOFF Checklist (15 bank until V ) Rejected land: same as GA; DO NOT attempt if T/Rs were used ( ) LANDING LANDING INFORMATION VASI (3 bar) - use near 2 (far 2 VASI for wide body) For Land and hold short, you must have special LAHSO Jepp plate Braking action: poor = no room for error! NIL = do not land! Check QRH for actual landing distance LANDING WITH ENGINE OUT ON FINAL (FM ) (Off, 15, 15, 15) AT / AP Off, Flaps 15, add power (~15%), V REF +15k. Continue w/gpws inhibit OR GA using one-engine inoperative procs

9 737 Pilot Gouge 15 Jan 13 pg.9 If on short final and stable, consider leaving bad engine (with fire or failure) running, then take care of it after landing SUPPLEMENTARY CFIT RECOVERY (FM ) Max Thrust, Stow Speedbrake, A/T / A/P off, roll level, 20 pitch, no configuration change. PM monitors vertical speed and altitude and call trends toward terrain contact WINDSHEAR (FM and FOM 7.10) See Windshear - Takeoff section Target speed will be the higher of normal wind additive or reported airspeed loss V REF + A/S loss additive OR target ( 20k). Do not use A/T. Example: Loss of A/S on final 10k : - With wind 12G20 normal target = V REF +14; FLY V REF With wind 12k normal target = V REF +6; FLY V REF +10

10 737 Pilot Gouge 15 Jan 13 pg.10 Information / changes: Updated the increasingly frequent Flight Manual and FOM changes NOTE: Numerous and frequent FOM changes at times conflict with the Flight Manual. As previously noted the FM takes precedence. See FOM and FM summary of changes Current for: Flight Operations Manual Rev 21 dated 12/07/12 (Update A) 737 Aircraft Flight Manual Vol 1 Rev 60 dated 01/04/13 Flight Manual Bulletin dated 01/04/13 Abbreviations may be non-standard and are used generally only as necessary to make text fit. Some page references are listed. Blue font is gouge (i.e. hints / techniques / common practices). Red Comic Sans MS font is emergency/single engine information. Printing instructions: The half page format is designed to fit in the trip (Jepp) book. Any standard printer should support the formatting. Print pp. 1 and 3 on the first sheet of paper. (Two pages per sheet.) Feed that sheet back in the printer and print pp. 4 and 2 (in that order) so that page 2 prints on the back of page 1, and page 4 on the back of page Continue this for the all pages. (This is why last 2 pp. are blank) Otherwise print each page separately then cut to fit. CPO office has 7-hole punch.

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