8/11/2019 Quic Reference Card 737

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Boeing 737 Captain / First Officer Quick Reference Card (QRC) # 1 June 16, 2011

===================================== INTRODUCTIONWARNING! Q R C

notnot

raininginal

olderdestroyed

check for latest date not

REPRINTSree

onyk1022@att.net

http://web.mac.com/brucesprague

737 CockpitCompanion FMC User's Guide

http://www.fmcguide.com

safeTony Kohlmann

===================================== CHECKRIDE HINTS

VVM

Perf Init Page Route Page

PREFLIGHT ALTERNATES

below or and

Dest Altand

orregular

and

notonly

continue both

dispatcher divert

CHECKS / INSPECTIONS:Cockpit B H G RB H G RExterior

set on onReceiving

- 1stchecks

PLANING & PERFORMANCE (P&P)Accuload not variance

Runway Analysisalways off

on add

actualon

===================================== TAXIENGINE START:

starter duty cycle:on off on off engage above

events

Sta rt malfunctions: (exce pt call for QRHbefore lever OFF

after leverbefore cutout cutoffafter cutout cutoff below

readystabilize

EQUIPMENT MALFUNCTION AFTER BLOCK OUT:

MEL

ex:CDL

=====================================

TAKEOFFWINDSHEAR:

Setup increasingdecreasing

on

Shear recovery Max Power, Stow Speedbrakeno no

Sink Rate.

Windshear GougeWindshear ahead rim cleanIN Windshear recovery no

LOW VIS TAKEOFFS / ALTERNATE:

belowower

1 hour still air engine inop 390nm

same

NO REDUCED POWER IF:

or

always

ORDER OF TAKEOFF BUGS:or or [FMC]

[1] V1 before

[R] Rotate

[white bug][UP]

increased set- not

or or

belowixed flap maneuvering

speeds * above OR [FMC ][UP][ 1 ][ 5 ][10 ][15 ][25 ]

DEPARTURE BRIEFING

TAKEOFF:max tailwind

max recommended crosswindcleared onto position and hold

hen TOGAcheck power", "power set xx %N1

100 kts, V1 , Rotate, Pos Rate, Gear Uponly

and

maintainvisually

or greater

at 400' HDG SEL L NAV

at 1000'V NAV, Flaps 1 (or 5)

not

OR or LVL CHG, Set Top Bug Flaps 1 (or 5)

Flaps up; After Takeoff Checkat above

at 3000' V NAV or L NAV after

ICAO-A / Noise Abatement:1500' LVL CHG 3000' Set Top Bug, Flaps 5 o

REJECTED TAKEOFF:below

after Pwr Loss unsafe for flightCapt Conti nue or Reje ct a ccomplishe s

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

hold set

F/O ower and remain seatedall

ENGINE FAILURE AFTER V1:Power Loss rack pitch

gear bell V2 o V2 +20kat 400' HDG SEL

at 800' SET TOP BUG, FLAPS 1, FLAPS UP, SET M.C.T.Eng Fail/Fire Checklist ire

1 Eng Inop/Appr & LdgFailure in turn:

irst

===================================

ENROUTE FMC/CDU:

DIR INTC

INTC CRS inbound notDNTKFX only his

eitherENTERING SPEED AND ALTITUDE

and ex:speed ex:al itude ex:

or above ex: Abelow ex: B

FPA, V/B, V/S, VERT DEVFPA actual = or steeperV/B computed meetV/S required achieveVERT DEV present

must

MISC:C to F: or

exCrew Oxygen- over wear

cabin over both IFR Alti tudes RVSM:

WestEast

DIVERSIONS:

=================================== EMERGENCIESGENERAL: and

ly resolveIF

Giveand

FLIGHT DECK DOOR EMRG ENTRY ACTIVE Flight Deck Door HARD LOCK Switch... PUSH

INTERMITTENT WARNING HORN INFLIGHTCABIN ALTITUDE OR RAPID DEPRESS /

/ EMERGENCY DESCENT ON/100%, CREW COMM, SEAT BELT SIGN

IFO2, Rapid Descent

PA FLT, Spin, Spin, Pull, PullFLT spin spin pullpull LVL CHG

TWO ENGINE FLAMEOUT CHECKLIST //////// FLT, CUTOFF IDLE DETEND

Really ORand spool downdoubt response

APU FIRE //////////////////////////////////////////////////////// APU Fire Switch . PULL, ROTATE & HOLD APU Switch . OFF

UNCOMMANDED RUDDER, YAW OR ROLL/ A/P & A/T - DISENGAGE

Symmetrical Thrust VERIFY

The QRC ( uick eference ard) is a best effortsummary of many need to know Continental Airlines 737 FlightManual and Operations Manual items (certainly everything,and perfect)! If you see needed corrections, please let meknow!

The QRC is for purposes only and as always, thecompany flight and operation manuals are the absoluteword. QRCs with print dates (see date above) may haveerroneous information, and should be . You areresponsible to insure that you have the latest version (periodically

at web site below)! The QRC isendorsed by CAL nor the FAA.

If you think an item of importance is missing or needs to beupdated, please sent me an e-mail and it will be added orcorrected in the future.

The QRC is as a service to my fellow Continental 737pilots! It is a continuation of Bruce Spragues (now retired) QRCversion. Please e-mail comments/updates to:

You can download the latest QRC from this web site:

I also recommend Bill Bulfers excellentand his . You can contact Bill at:

Have a flight, and a good simulator MV / LOE CAPT. 737 IAH

: Verbalize, Verify, Monitor Use CRM! Call for QRH! On LOE: brief FA's, fill out logbook Carry Section 1 (Limitations) and Section 5 (P&P) Go slow, rotate slow (TO and MA), configure early

Tip: "nail" the ADI pitch, and constantly check it. FMC Setup: before each takeoff, update: - : ZFW, Temp, etc. - : KIAH to KIAH WBBBBI: Wx, Build, Bugs, Brake, Brief, In-range

(FOM Sec. 2) Need destination alternate if: Forecast 1 hr ETA,

destination 2000 3 miles (gouge 123). Need 2 alternates if: Destination 1

stalternate are

marginal ( :

8/11/2019 Quic Reference Card 737

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Boeing 737 Captain / First Officer Quick Reference Card (QRC) # 2 June 16, 2011

EMERGENCY SIGNALS:or an emergency!

do notT E S

T select ABA'sBrace for Landing

Evacuation signal Easy VictoThis is the Captain: Easy Victor, Easy Victor

Remain seated not

TRANSPONDER:

or

INCIDENTS

Inflight CaptainGround StationBombs / Sabotage

=====================================ARRIVAL BRIEFING-(Pilot Flying Brief

APPROACHORDER OF LANDING BUGS (5):

[NG]80 kts

VREF [R]

Target if hroughout onlyice add

OR greater go around single

VREF + 15k [white bug] or go around both

VM Flaps 0 [UP]see ixed

TARGET SPEEDS:VREF + 5 max

useif only

not

FINAL APPR. SEG. (FAS): (FOMSegment Fix)

or lower

prior must have minimums startno

after maycontinue if

VISIBILITY: (FOM

visibilitydifferent

startafter

or

Currentex:

circle prevailing

GENERAL APPROACH GUIDELINES:

Capt FOon start

1 dot1/2

and

Monitored Approach IFor less lowest

Use

ILS CAT I: notFlaps 1, Spd Flaps 5, Spd, Appr. Chk

cleared and interceptVOR LOC prior Appr Check

APP ARMat or

setat Gear Dn, Flaps 15, Spd, Ldg Chkat Flaps 30/40, Target

must beforeCat II, IIIA

strobes below abovehen one

or go aroundat

Single Engine "Gear Down, Flaps 15, Target, Ldg Chk"

ILS PRM: use

not off onaft

CAT II / IIIA CRITERIA:use

Only40

CAT II: one CAT II, III Autoland: both

AutolandA B

NON PRECISION APPROACH:

RNAV (RNP):

must

RNAVDDAmay ballflag note

not

Call Ou s for NP1000, 500, 400, ....Approaching MinimumsMinimumsMissed Approach Point notApproach Lights in Sight OR Runway in Sight

disengage A/P disengage A/T

VOR/LOC:Flaps 1, Speed

Flaps 5, Speed

VOR LOC OR L-NAV Appr Checknot

no

setFAF altitude cleared appr 0

configure first4 mi from FAF Gear Dn, F15, Speed, Ldg Chk, Set 0 Zeroand VNAV PTH

2 mi from FAF:

ollowcannot

no use

- Single Engine 11/2"Gear Down, Flaps 15, Target, Landing Checklist"

=====================================

MISSED APPROACH:Must go around ifnot

GPWS or must

above other until

TOGA Flaps 15, Chk Pwr, Pos Rate, Gear Up, Chk MA Altly VREF + 15 (white bug)

at 400' HDG SEL LNAVat 1000' LVLCHG, SET TOP BUG, FLAPS 5 FLAPS 1,FLAPS UP After T/O Checkat 3000' VNAV

rejected landing do not

Single EngineFlaps 1, Chk Pwr, Pos. Rate, Gear Up, Chk MA Alt

at 400' HDG SELat 800' or Set top bug FlapsUp Set Max Cont Thrust, Abbreviated After TOChecklist

=================================== LANDING

LANDING INFORMATION:VASI 3 lite near Far

poor no nil not

high

LANDING WITH ENGINE OUT ON FINAL:off, Flaps 15 up

OR

running after

INDSHEAR:

set normal surface notly

OR greater not

notextra

=================================== SUPPLEMENTARY

ETOPS:Section 3-1 page 2.

CIRCLING APPROACH:Use Cat D or 1000' / 3 miles w/greater

within

notvisual

urn landing runway

HOLDING NOTES:Right

Speeds 200k230k 265k

Inbound imes inboundless 1 min over 11/2 min

mins.Call

standard pattern inbd course last assigned alti tude.

bingo

STEEP TURNS:note

no

monitorentry

STALL SERIES:

recommendedCLEAN:DEPARTURE / TURNING:

5 gear henLANDING:

30 gearnote set

established notbeforemaintain rimat stall:

irewall Max Power, Stow Speedbra kelevel maintainretrim entrypull stabilize!

UNUSUAL ATTITUDE RECOVERY:Attitude and off

irstincrease

reduce beforeno less

belowadd low

- CFIT / "TERRAIN": MaxPower, Stow Speedbrake",

Sink Rate.

===================================Updates: June 16, 2011: Introduction, Correct ref. pages. Revision 5

===================================

4 or more chimes (from pilot FA) =(pilots leave cockpit)

Give FA TEST: ype of emergency, vacuation? ignals, ime to land. Also, . Brace signal +30 secs: " (use slides): r" (2 times) PA " " (Flight Attendants will specify which exits to use) PA " " (2 times) = Do evacuate!

Hijack: 7500 (do NOT use 7700) Lost Comm: 7600 (stay VFR & land, fly last clearance)

Emergency: 7700 (Declare Emergency)

: (FOM Sec. 3) Inflight Disturbance Card: 3 or 4 incident levels, OSIR report Monitor 121.5; may have to radio "Mayday" Security Coordinator is ; Security Coordinator is Duty Manager :see Ops Man Sec 1 Least risk bomb location: centered right aft. galley door

See Briefing Card)(o her pilot flies):

line selecting Ref will set bugs , put bug for "80k" call out bug for landing flaps (use Appr Ref page) - normally VREF 30 or 40; single engine is VREF 15 (Orange Bug) +5 min, +20 max; using A/T ( autoland approach and landing), add +5 - if on tail, will have to +10 to target (add 10k wind + gust, whichever is , 20k max) - this is your " " s peed with a engine (for flaps 30 40) - this is your " " s peed with engines - this is your eng. failure in landing configuration speed ("top bug": 210, 220, or UP) takeoff section for "recommended" flap man speeds

(1/2 wind + gust, 20 , 15k max for -800,-900) - example: "wind 12G20" 6 + 8 = 14 - using A/T (autoland only) add +5k

(regardless of winds; A/T compensates)! -S ingle Engine: do use A/T

Sec. 2; FM 3-215) FAS = Final Approach (FAF = Final Appr ILS = at "published" Glide Slope Intercept Altitude (GSIA) ( at glide slope intercept if than the GSIA) NP = at FAF (if no FAF, then at point where PT intercepts he inbound course. If to FAS, approach to

approach. Note: "look see" option! If FAS, and visibility goes below minimums,

to DA / DDA / MDA (and land visibility OK).

Sec. 2) Use CAT-C (use CAT-D for circle) All approaches based on , ceiling is advisory. - there are mins if TDZ, CL, or ALS are inop! Must have visibili ty to approach. If visibility goes

below mins FAS, continue to DA (for NP to MAP). RVR: reported only if 6000 or less prevailing visibility

11/2 mile or less. Otherwise, ask for it. visibility governs:

"RVR 2400, variable 1100" = you are OK to land For , must have visibility (avg airport viz)

Missed approach; eng inop missed; non-normal / inop equip;terrain, t ransition level; 10-7 and 10-9 pages; mins (bugs),callouts, set next altitudes in MCP, use CRM, etc.; if emergency,consider longer runway, wind, systems.

briefs Monitored Approach; briefs Jepp plate Considered " " Final Appr Course (to descents): ILS/VOR: within You should be 200' AGL over end of strobes (about

mile from end of runway), 50' AGL over threshold. Jepp plate DA(H): DA = decision altitude (H) = HAT

: =2400 RVR; NP =1sm / 5000 RVR If RVR is 2400 , then brief to categoryminimums capable (ie: Cat II, even if Cat I is legal)

QRH Approach Briefing matrix to set up, call outs, mins, etc Monitor FMA for capture modes! Be configured by OM

(single autopilot; coupled) downwind, " "; base " " " " for the appr on (use 30 hdg):call " " ( to 5 of course), " ",at Loc capture, go " "

Loc capture and altitude hold, glide slope intercept,missed approach altitude.

11/2 dots below G/S: " " G/S capture: " " (set MCP to MA alt) - EFIS: have Loc capture you can capture G/S.

- flaps 40 if low ceiling & vis ( ), short & slick rwy

CAT I: If see , may go DA to100' TDZE,but must have visual reference ( of ten items: lights,markings, etc), . For Cat II, you must havevisual reference DH, which is 100' above TDZE).

- :at 1 dot below G/S:; Target is VREF 15 + additive

Precision Runway Monitor ( QRH briefing matrix) - Brief Jepp pg, MEL (ILS, TCAS and/or Transponder, 2 VHF) - #1 VHF on "Tower", #2 VHF on "Monitor"; set volume - TCAS on "TA" - Hand fly "Breakouts": Do push TOGA, A/P , A/T ,

on new heading. PM turn FD's off, resetMCP (Hdg, Alt), FD's on, Lvl Chg, Hdg Sel.

(coupled means A/P flies) QRH approach briefing matrix. Captain set up, configure, give to F/O to fly early do IIIa approaches in the NG aircraft: -7, -8, -9 flaps , seat up, lights off until after touchdown use A/P use A/Ps

= use both A/Ps: "B" A/P 1st, "A" after "APP"mode; Go Around = TOGA, call for flaps, gear, monitor.On missed, A/P pops off, A/P is now the master.

is more precise (.3 or less) than RNAV (GPS)(greater than .3) - CAL currently is restricted to .3

RNAV RNP < .15 requires 2 autopilots. If scheduled or predictedto land during GPS unavailabil ity, you must have an alternate orextra fuel until GPS is available for the approach.

APPCH must be selected from DEP/ARR page on FMC. OnlySPEEDS may be changed on the selected approach. No verticalspeed backup allowed. No remote altimeter settings allowed.You may only accept a DIRECT TO a fix prior to the FAF andNOT part of an RF leg. RNP value is set on the LEGS pageduring approach phase. After setting RNP, check gradient path,set speeds, and put rings at the 2 and 4 mile FAF fix. Verify GPSupdating on NAVSTATUS page 1 prior to the FAF. (Init-Ref-

NavStatus, or Progress) Inhibit VOR and DME updating on NAVOPTIONS page 2 prior to IAF. Init/Ref-NavData-NavOptions orProgress ). V NAV and L NAV be engaged from IAFinbound. Final approach course must be set in both MCPwindows prior to the IAF. CAPT. and F/O altimeters must bewithin 100 of each other before passing the FAF (restricted to .3

without it). Passing the IAF, set the FAF altitude in the MCP. The Pilot Monitoring selects PROG PAGE 4 inside the FAF.

At the 4 mile ring, GEAR DWN, FLAPS 15, SPD, 0 ALT in theMCP, LNDG. CHKLST. The Pilot Monitoring selects PROGPAGE 4 inside the FAF.

Cross track > RNP > 75 below vertical track, or annunciation ofUNABLE RNP, GPS INVALID, or VERIFY POSITION requires amissed approach or if able, continue visually.

- set mins (DA, DDA, MDA) on Barometric Al timeter- = Derived DA = MDA + 50- use authorizing VNAV DA in lieu of MDA (ie: do add 50' to MDA for DDA, just use the MDA value)- radar altimeter set to 250 for terrain warning.

if VNAV SPD shows, select PATH on Descent page; will revert at GP intercept. : - " " (above TDZE from baro. alt.) - " " (DDA / MDA + 100') - " " (at DDA / MDA) - " " (approach lights in sight) - " " " "

by 50' below DA / DDA / MDA,before 50' AGL

Missed Approach: be sure to set missed approach altitude!

downwind, " " base or IAF outbound, " " when "cleared" for the approach and intercept heading:

- " " " "; call for " ".- use V/S ( LVL CHG) to descend to next altitudes at

1000 to1500 fpm ( >1500 fpm, or GPWS will go off!) - no greater than 1000 fpm below 1000' AGL at Loc capture and alt hold, next altitude for stepdown at (ALT HOLD) & : MCP to

- may have to to get down : "

"Flaps 30 or 40, Target

NP Approach Setup matrix in QRH! approach must show gradient path (GP) or use VNAV - if GP, prebriefed VVI rate on MCP (Vert Spd = VS) Will NP stepdown fix cross GP? If not, use VS to cross

restriction; use Descent Page! DO NOT add ANY fixes afterFAF!

:at mi from FAF, call for:

: (at minimums, and cannot land, or.) - stabilized "in slot" by 500' abv. TDZE: glide path, trim,

configuration, < 40% N1, AS -5k to +15k, ILS G/S/ < 1 dot orVNAV less than height of VNAV path pointer

- : Anytime you get a "whoop whoop pull up, terrain,configuration" warning you do a go around. Maydisregard if 500' day VMC; for GPWSwarnings you pull up the warning goes away).

" , " : " " or " " : " "; "

(optional), " , call " "

is same, except attempt if thrust reversers were used.

- : " : " " obstacle c learanc e altitude: " " "

(optional), "" (15 bank until V2 + 15).

( ) 737 / use 2 ( 2 VASI for wide body) if given a "land and hold short of runway xx" clearance,you must have special LAHSO Jepp plate.

braking action: = room for error! = do land!

you may tend to flare too if runway width is 200' due todepth perception; ie: keep it coming down!

AT / AP , power , VREF + 15k, GPWS inhib If go around: maintain VREF + 15k, retract to Flaps 1

if on short final, consider leaving bad engine (with fire orfailure) , then take care of it landing

visual single engine glide path: 300/mi ratio (ex: 6 mi = 1800

see windshear techniques in Takeoff section Target bug for wind additive, for A/S loss, but actually VREF + "A/S loss additive" (no > 20k) target, whichever is . Do use A/T. ex: Loss of A/S on final 10k: - wind 12G20 = +14 target; do add to this - wind 12 = +6 target; fly an 4k

Use ETOPS procedures outlined in FM

CAL minimums , Accomplish all 2 miles Must have prevailing and / or runway visibility.

Ceiling required only if noted (Jepp), but circle may bestarted unless reference to runway at MDA

If missed approach, toward and continuntil established on MA procedure of original approach

"Hold East on 090 radial" (Standard = turns) Must start to slow down within 3 mins. of fix (should receive holding instructions within 5 minutes) : MHA thru 6000'' = max; >6000' thru

14M' = (210k where published); >14M' = : (adjust outbound leg to get time) 14,000' or = ; 14,000' =

- small box with number is pub. time in for pattern. : "Position, Time (Z) and Altitude" upon entering If no pattern charted and no instructions, hold

on to fix, at Be sure to figure " fuel" to start diversion! Send ACARS appr. delay message

"In-range Check", A/P and A/T on; 250 kts. entry pitch and FF; A/P, A/T and ALT HOLD off Turn (use trim, use armrests): - > 25 bank, increase pitch by 1 (to about 5 1/2 at 45) - increase power by about 10% - use F/S indicator: F = less throttle; S = more throttle - centered F/S needle = right thrust to capture speed : altimeter, ADI, F/S, airspeed (VSI slight climb) lead rollout by 15, return to pitch and FF A/P and A/T on; speed to VM Flaps 0 (to set up for stalls)

"In-range Check", A/P and A/T on to set up; set GA N1(N1 Limit Pg), use the " " man. speeds

set 40% N1 at VM Flaps 0

- Flaps , down, set 50% N1 at VM Flaps 5, 20 b

- Flaps , dn, set 50% N1 at VM Flaps 30 (Target) pitch and FF, then A/P and A/T off, N1

Have V speeds ( sliding thru a/s)pulling back to N1 settings.

altitude or slight climb; out during maneuver

- throttles, call " " - wings ; alt it ude! - push nose if pitch up, , re urn to pitch angle - return to initial speed ( back throttles!);

- A/P & A/T on to set up for next stall - when done: do a "go around" to clean up

call " "; A/P A/T "fly to diamond" aileron then rudder nose high = bank to no greater than 90 nose low = bank adjusting pitch back yoke pressure until bank than 10 adjust thrust: differential thrust, if crossover point

( power to wing).

" AT / AP off, roll level, 20 pitch, keep gear and flaps, call out

radar altimeter