Pre-Flight Sequencing

09-Sep-22
Captain First Officer
Preliminary Pre-Flight
Exterior Inspection (CAPTAIN OR FO) CDU Preflight Procedure
(1ST SECTOR CAPTAIN) - ELECTRICAL POWER UP (SP 6.1) (NON WALKAROUND PILOT)
( FCOM 21.6 ) - CREW CHANGE ITEMS ( FCOM 21.3 )
- ATIS/PERF CALCULATIONS
( FCOM 21.1 )

Captain Preflight
( FCOM 21.25 )

Route Check
CDU Preflight Procedure - FROM, TO, FLIGHT NUMBER, RWY First Officer Preflight
(WALKAROUND PILOT) Pre-Flight Checklist
- AIRCRAFT, WAYP/AWY/WAYP Procedure
- TOTAL DISTANCE (NO SID/STAR) ( FCOM 21.12 )
( FCOM 21.3 )
( FCOM 21.31 )

Pressurise Hydraulics
( FCOM 21.17 )

Clearance Set
Clearance Recorded
(FMC/MCP/TRANSPONDER) Airways Clearance
( FCOM 21.32 )
( FCOM 21.32 )

Welcome PA Pilot Flying

Refuelling Complete
All (most) - Pumps/Press Lights/Signs
Pax boarded Departure Briefing ( FCOM 21.33 A1 9.1.5 )
( FCOM 21.33 )

Final Loadsheet Final Loadsheet

- REVIEW/ACCEPT Final Loadsheet - FMC, STAB TRIM
- UPDATE TODC
( FCOM 21.34 )
( FCOM 21.34 )

Performance Data
- TODC -> FMC
- STABILIZER TRIM
- MCP A/T & V2
Disclaimer
( FCOM 21.34 )
This document is for Training
Purposes only and is not an
Before Start Checklist Operational Reference.
 Preliminary Pre-Flight (FO or CA)

09-Sep-22
PRELIMINARY PRE-FLIGHT
Electrical Power Up (SP 6.1 AS REQ’D) ... Complete
Flt
Recdr IRS Mode Selectors ........................... OFF; NAV
- VERIFY ON DC LIGHTS & OUT; THEN ALIGN LIT
Flight Recorder Test (SP 10) .............. Complete
IRS Oxy Voice Recorder............................................ ON
Qty Oxygen Pressure .............Sufficient (737 PSI??)
Voice
Rcdr Hydraulic Qty (NO RF ) ...................... Sufficient
Eng Oil Qty (MIN 12L : 0.4 - 0.7 L/HR) ..... Sufficient
Flt Deck Access Sys......................Guard Up/Off
➢ Crew Change / Maint / Elec Interrupt
Maintenance Docs .................................. Check
Flight Deck Access (SP 1) ................... Complete
Emergency Equipment ........................... Check
- FIRE EXT; AXE; 2XROPES; 3XLJ’S; PBE, GLOVES; FCB
ELT............................................... Guard Closed
PSEU / GPS / ILS / GLS .................. Extinguished
Service Interphone switch ......................... OFF
Engine Panel (EEC/ REVERSER / CONTROL ) .......Set
Oxygen Panel ...............................................Set
Landing Gear Lights........................ Illuminated
Mach/Airspeed Test.............................. Test x2
Stall Warning Test ................................. Text x2
- REQUIRES AC TRANSFER BUSSES FOR 4 MINS
- FLAPS CAN DROOP WITHOUT HYD PWR & TEST FAILS
Evacuation Sw ( EVAC EXT; 900-6) .... Grd Closed
Internet Ground Transmit .....................Normal
P6 Circuit Breakers .................................. Check
Manual Gear Access Door ...................... Closed
P18/Control Stand CCBs.......................... Check
Hyd Qty
Eng Oil Qty Parking Brake ................................ As Required
➢ Crew Change Items ................... Complete
Captain
ATIS ...........................................................Copy
First Officer Performance Calculations ................. Complete

Start End
ATIS
Performance

Flt Deck Crew Change Items

Access as required
 Pre-Flight System Tests

09-Sep-22
FIRE/OVERHEAT TESTS FIRE 1MASTER FLT CONT ELEC
FAULT / ANTI-ICE ENG MASTER3 FIRE
• System Lights Test (& PTT WHEEL WELL ) WARN CAUTION IRS APU HYD OVERHEAD CAUTION WARN
BELL CUTOUT FUEL 2 OVHT/DET INOP TEST DOORS AIR COND BELL CUTOUT
• Verify Fire Switches … IN
PUSH TO RESET PUSH TO RESET

• AC Power required for Cargo & Wheel Well. WHEEL

WELL
L BOTTLE
DISCHARGE
R BOTTLE
DISCHARGE
• Init Accept; Crew Chg; Pwr Interrupt; Maint : B4 APU
4
• Test  Cancel with 2x FIRE WARN and BELL CUT OUT ENG 1 ENG 2
OVERHEAT 5 OVERHEAT
➢ Fault Detection Test (Engines/APU)
APU BOTTLE
Test → FAULT/INOP : Five Lights DISCHARGE

- 2x MASTER CAUTION ; 1x Sys OVHT/DET

- Fire Panel FAULT & APU DET INOP
➢ Fire/Overheat Detection Test (Engines/APU) 1 FIRE 2MASTER FLT CONT ELEC
OVHT/FIRE ANTI-ICE ENG MASTER4 FIRE 5
Test → OVHT/FIRE : Eleven Lights WARN CAUTION IRS APU HYD OVERHEAD CAUTION WARN
BELL CUTOUT PUSH TO RESET FUEL 3 OVHT/DET TEST DOORS AIR COND PUSH TO RESET BELL CUTOUT
- 2x MASTER CAUTION ; 2x FIRE WARN +; 1x OVHT/DET
L BOTTLE R BOTTLE
- Fire Panel : ENG 1 APU ENG 2 (Fire Handles) 8 DISCHARGE DISCHARGE

WHEEL WELL ENG 1 OVERHEAT ENG 2 OVERHEAT 7 FAULT

9 11
➢ Engines/APU Fire Extinguisher Test 6 APU DET
10
INOP
• Test 1 - 2 (Hold) : ⚫ ENG 1 ⚫ ENG 2 ⚫ APU APU BOTTLE
DISCHARGE
➢ Cargo Fire Detection Test
Test → Press & Hold : Six Lights
- 2x FIRE WARN +
- ⚫⚫ Extinguisher Test Lights; FWD AFT DISCH
892-899, 905/906

DETECTOR
FAULT

MACH/AIRSPEED/FDR TESTS
• Accomplished during Prelim Pre-Flight (CREW CHANGE)
➢ Mach/Airspeed Warning Test
• Press & Hold No1; then No2
• Verify overspeed clacker heard.
➢ Stall Warning Test
• Requires 4 minutes of AC Transfer power.
• Without Hydraulic power, LE Flaps can droop,
resulting in asymmetry and Stall Test fail. Use B
pressure to retract flaps and repeat test
• Press & Hold No1; then No2; Verify Stick Shaker.
➢ Flight Recorder Test
• Conducted on ground prior to engine start with
electrical power available.
• Flight Recorder switch … Test; verify OFF light ext.
 Pre-Flight – First Officer

09-Sep-22
PRE-FLIGHT – FIRST OFFICER
10
01 Flight Control panel ........................... Check
02 Navigation panel .....................................Set 1 11
03 Displays Panel .........................................Set
04 Fuel panel (REFUELLING COMPLETE?) ...............Set
05 Electrical panel .......................................Set 12
06 Overheat & Fire Protection panel ..... Check
08 - INITIAL ACCEPT; CREW CHG; PWR INTERRUPT; MAINT 5
2
07 APU (AS NEEDED) ................................... START
08 - APU GEN OFF BUS ; 2MINS THEN APU BLEED AIR 13 14
8
08

08 Lavatory SMOKE (900-906) ....................... Ext 3

08 Equipment Cooling ............................ NORM
08 Emergency Exit Lights (GUARD CLOSED) ARMED
08 Passenger Signs (REFUELLING COMPLETE?) .......Set
09 Windshield Wipers .............................. PARK 15
10 Window Heat.......................................... ON 4
11 Probe Heat ......................................... AUTO
12 Wing & Engine Anti-Ice ......................... OFF 9
13 Hydraulic panel (PRESSURISE) ......................Set
18
14 Air Conditioning panel ............................Set 7 17
16
15 Cabin Pressurisation panel (FLT/LAND) ......Set
16 Lighting panel (LAND/TURNOFF/TAXI).............Set 19 20
17 Ignition Select (R FOR CREW CHG).......... IGN L/R
27 23
17 Engine Start ................................ OFF/AUTO
26
18 Lighting panel (LOGO/POS/ANTI-COL/W/W) ...Set 22
19 MCP (PF: COURSE; F/D; 4900)........................Set
24
20 EFIS Control panel ...................................Set
21 Oxygen (MAX -100 PSI; MIC CHK) ...... Test & Set
22 Clock (GMT) ..............................................Set 25
23 Display Select panel (NORM) .....................Set 33 21
23 TAKEOFF CONFIG / CABIN ALTITUDE .............. Ext
23 A/P & A/T Disengage Test .................... 1/2
24 Flight Instruments (IRS ALIGNED)............ Check
25 BRAKE TEMP (900-906) ............................... Ext
25 Ground Proximity ............................... Check
26 Landing Gear panel .................................Set
26 Auto Brake (NO AUTO BRAKE DISARM ) ...... RTO
26 ANTI-SKID INOP .......................................... Ext
27 Engine Display Control panel ..................Set
27 Engine Instruments (MFD C/R) ............ Check
28 Cargo Fire panel ................................. Check 6
08 - INITIAL ACCEPT; CREW CHG; PWR INTERRUPT; MAINT
29 RTP/ACP/Nav Radio panels ....................Set
30 Weather Radar panel ..............................Set 29 28 29
31 Transponder panel (SOURCE TO PF SIDE) ......Set
31 SECURE Card ....................Turn Over SECURE 29 31 29
32 Stabilizer Trim Override.......... Guard Closed
25 Seat/Seat Belt/Rudder Pedals ........... Adjust 29
30 29
33 Flight Plan ........................................... Verify
Secure
First Officer
32
Start End
 Pre-Flight - Captain

09-Sep-22
2. EFIS 3. MCP
PRE-FLIGHT – CAPTAIN
Master LIGHTS TEST ................... TEST; Set
1. Master - SCAN FLOW - TEST SWITCHES/ Wheel Well PTT

7. DSP Lights EFIS Control Panel (EFFRA ON BARO) ..........Set

MCP (PF: COURSE; F/D; 4900) ..................... SET
5. Clock Oxygen (MAX -100 PSI; MIC CHK) .... Test & Set
8. Config/Alt/Stab Clock (GMT) ...........................................Set
Disengage Test
Nose Wheel Steering ................... Guarded
Display Select Panel .............................Set
10. Stby TAKEOFF CONFIG / CABIN ALTITUDE ............ Ext
6. Nose
9. Flt Instr
Wheel A/P & A/T Disengage Test 1 & 2
Instr
STAB OUT OF TRIM .................................. Ext
Flight Instruments (IRS ALIGNED) ......... Check
18. Route Check Standby Instruments/ISFD/RMI ...... Check
Speedbrake Lever (PUSH)................... Down
4. Oxy Forward Thrust Levers ................... Closed
Reverse Thrust Levers ..................... Down
Flap Lever..............................................Set
Parking Brake .......................................Set
11. Speedbrake 13. Flap
Engine Start Levers .......................... Cutoff
17. Seat/Belts, Stab Trim Cutouts................ Guard Closed
Rudder Pedals RTP/NAV Radios ...................................Set
Trims (AILERON/RUDDER) ................ Check/Set
Seat/Seat Belt/Rudder Pedal ......... Adjust
Flight Plan (& ROUTE CHECK) ................. Verify
CA “Pre-Flight Checklist” ....... Complete

12. Fwd/Rev Thr

14. Park / Start /

Stab Cutouts

15. Nav Radios

16. Trims
Captain

First Officer

Start End
 Non ACARS FMC Setup

09-Sep-22
FMC INITIALISATION – NON ACARS
INIT REF IDENT Page ................................................... Select
IDENT Page .................................................................... Verify
Verify MODEL ................................ 737- 700W/800W/800W.1
Engine Rating...................................................... Check
Active Nav Data Base .................................. Check Date
POS INIT > LSK ...............................................................Push
Time/Date...................................................... Verify Correct
Inertial Position ........................................................... Enter
Enter position using the most accurate Lat/Lon available (GPS).

ROUTE > LSK ..................................................................Push

Co Route (IF AVAILABLE) ................................................... Enter
ORIGIN/DEST (CO ROUTE N/A) ................................... Enter
FLT NO (VOZ ###) ........................................................... Enter
Runway ........................................................................ Enter
Route (CO ROUTE / WAYPOINT  AWY  WAYPOINT) ... Check/Enter
ACTIVATE > LSK ............................................. Push & EXEC

LEGS key ...................................................................... Select

RNP ..................................................... Verify for Departure
RTE DATA > LSK .............................................................Push
Waypoint Cruise Level Winds ..................................... Enter
VNAV ECON PATH DES Page ....................................... Select
Descent Winds ............................................................. Enter
INIT REF PERF INIT Page .............................................. Select
COST INDEX, ZFW, PLAN FUEL..................................... Enter
CRZ ALT, CRZ WIND, T/C OAT ...................................... Enter
TRANS ALT .................................................................. Verify
N1 LIMIT > LSK ..............................................................Push
SEL°/OPT OAT° Temperatures ......................... Enter/Verify
Thrust Settings (TO/2/1) (VERIFY N1) ........................... Select
CLB Thrust Setting ................................................. Consider
TAKEOFF > TAKEOFF REF 2/2 ........................................Push
ACCEL HT, EO ACCEL HT, THR REDUCTION...... Enter/Verify
TAKEOFF REF 1/1 ........................................................... Select
FLAP ............................................................................. Enter
V1, VR, V2 .................................................................... Enter
Other Considerations:
- VNAV CLB Speed/Alt - FIX Page (SEFP)
- VNAV DESC (Crz Mach #/280) & 250/10,000
 Airways Clearance

09-Sep-22
AIRWAYS CLEARANCE
FO Call for Airways Clearance; record on TODC
and complete Readback to ATC
CA Set the following IAW the Airways Clearance
- FMC : CONFIRM DESTINATION, SELECT RUNWAY & SID
- MCP : CLEARED ALTITUDE/FIRST ALTITUDE RESTRICTION
- TRANSPONDER : CODE, AUTO, TA/RA
CA With Clearance Readback Complete the CA
confirms the Clearance Settings with the FO
FMC : “Voz737 Cleared to Sydney , RW34
via the DOSEL 9” (FMC RTE 1→2)
MCP : “Cleared to 5,000” MCP Alt
Transponder : “Code 2303 Set”
FO Verifies Clearance settings against TODC
PF Commence Departure Briefing

FMC

Transponder
Captain Start

First Officer
End
 DEPARTURE BRIEFING
09-Sep-22

BIG PICTURE
• Aircraft Status (Defects/SPs) • Significant Weather/Terrain
• Airport Factors • Other TEM Factors (LVTO, EDTO – APU, PBN)
• In all cases - Identify and Mitigate any threats.
NON NORMAL BRIEFING (1 ST SECTOR – SUBSEQUENTLY BRIEF DIFFERENCES)
This is a Left Seat Takeoff using (TO/1 and Assumed Temperature) with a V1 of ___ kts.
• Prior to 80 knots I will Reject the Take-off for most malfunctions (or loss of Visibility - LVTO)
• After 80 knots I will reject for any Fire or Fire Warning, Engine Failure, Windshear Warning or
Aircraft Unsafe to Fly.
In the event of any Malfunction prior to V1 I will call either “REJECT” or “CONTINUE”.
If the call is “REJECT”:
• I will simultaneously close the Thrust Levers, Disengage the Autothrottle and apply Maximum
Manual Braking or monitor Autobrake RTO
• I’ll raise the Speedbrake Lever and apply Reverse Thrust consistent with the Stopping requirement.
• I’ll bring the aircraft to a Stop considering the wind (which is from the Left/Right), stow the Reverse
and set the Parking Brake. I’ll PA either “This is the Captain, Cabin Crew to your Stations” or “Cabin
Crew and Passengers, Remain Seated.”
What are your actions for the Reject? (Call Failures, Call Omissions, Standard Calls, ATC, 60 knots)
At that point, you and I will come together and Identify the Malfunction for Memory Items or
Checklists as required, remembering the Cabin and Outside of the Aircraft.
Any Questions on the Reject?
From V1 or “CONTINUE” I will continue the Takeoff as per Company SOPs.
• The SEFP (10-7S) today is ____, and the EFFRA is ____.
• I will fly the Engine Out in (LNAV/HDG SEL) and (VNAV/TOGA) through the MSA of ____ to the
cleared altitude of ____.
Once the checklists are complete we will review our options, but based on the weather today if the
checklist says Land at Nearest Suitable I expect Return/Divert to ____. We (are / are not) over Max
Landing weight so the Overweight Checklist (is/is not) a consideration.
Our Immediate Return plan is ____. Any Questions on the Continue?
NORMAL BRIEFING
• We will Taxi as Cleared for RW___ (Full Length/Intersection ___) Departure (Hotspots/Rwy Crossing)
• The Departure is a STD/NADP1/2 into a ___ (SID/Visual Departure).
• Brief & Check FMC : SID Chart to FMC (FlyOver Waypoints, Track, Speeds, Altitudes, MSA)
• Cruise Altitude Capability (Plan, OPT/MAX), Destination Weather vs Fuel Over Destination.
FLIGHT DECK SETUP
• Flight Directors On, Master is on the (Left/Right)
• Course Bars Set to ___ for NAV 1/2 Tuned/Ident/Stby
Lateral Modes :
• Heading Bug is set to ___° with 25° Bank, LNAV is ___
Vertical Modes :
• V2 ___ and Cleared Altitude ___, VNAV is ___
PFD :
• PFD V-Speeds, V2, FMA , Altitude ___
 Final Loadsheet Check

09-Sep-22
1
- LOADSHEET FINAL XXXX EDNO1
VA123/22 220422 08:00 FINAL LOAD SHEET
CA Final Loadsheet Check ... Complete
MEL SYD VH-IJQ 2/4 2 - FLT NUM, DATE/TIME, ROUTE, REGO
ZFW 59235 MAX 52,731 - NUMBER OF CREW

TOF 5845 3 - ZFW, TOF, TIF, LAW (LIMITS)

- TOTAL PAX
- MACTOW
TOW 65080 MAX 79015 - NOTOC YES/NO
TIF 2400 - CAPTAIN’S NAME
3 FO FLS ACARS ............................. Accept
LAW 62680 MAX 66360 L CA NOTOC Review ................ Complete
UNDLD 3496 - FLIGHT NUMBER, ISSUE DATE/TIME
- AERODROME OF ORIGIN
PAX/4/126 TTL 130 4 - SPECIAL LOAD DETAILS
- DANGEROUS GOODS DETAILS
MACTOW 23.0 5 - LOADING SUPERVISOR NAME
A4 B31 C31 D31 E33 FO NOTOC ACARS ...................... Accept
SEATROW TRIM
SI PREPARED BY WAYNE 1800
33749170828
BW 41221
BI 50.9
SERVICE WEIGHT ADJUSTMENT WEIGHT/INDEX
ADD
MEL POTABLE WATER
151 2.6
DEDUCTIONS
NIL

NOTOC: NO 6
CPT PASCOE 7
SIGNATURE.............................
 FLS-FMC Entry & Crosscheck

09-Sep-22
BEFORE START PERFORMANCE CHECK
➢ Final Loadsheet Verified/Accepted
u v
CA FLS  TODC...................................... Complete
- PAX+CREW #, ZFW, TOW(BRW), MACTOW(MAC)
- CHECK OPT SELECTED FWD CG VALID
FO FLS  CDU (FLS DATAFMC)..................... Insert
- UPDATE FMC : ZFW, CG
FO Stabilizer Trim (FROM CDU TRIM) .....................Set
CA Performance Data (TODC  FMC) .............. Check 2x
PERF INIT 1 : ZFW, FUEL (3%), BRW  GW / OPT LIM WT
N1 LIMIT :D-TO#, SEL°/OAT°, N1 CHK (X3), CLB#
TAKEOFF REF :FLAP, V SPEEDS, COG, STAB TRIM
MCP :SPEED V2, A/THR ARM 2. FO FLS  CDU Stab Trim
PF CDU Display .................................... TAKEOFF REF
PM CDU Display ............................................... LEGS LOADSHEET FINAL EDNO1
CR Windows ............................... Closed & Locked VA123/22 220422 08:00
CA “Before Start Checklist to the Line” MEL SYD VH-IJQ 2/4
3. CA : Perf Check ZFW 59235 MAX 52,731
TODC  CDU TOF 5845
u TOW 65080
TIF 2400
MAX 79015

LAW 62680 MAX 66360

TODC UNDLD 3496
OPT LIM PAX/4/126 TTL 130
MACTOW 23.0
A4 B31 C31 D31 E33
1. CA : FLS  TODC

TODC, CDU &

Thr Mode / N1 Bugs

4. MCP

Stab
Trim
Captain Start

First Officer
End
 Push/Start Flow and Sequencing

09-Sep-22
Captain First Officer Ground Eng
Ready for Push/Start
✓ Before Start Checklist to the Line Optionally ... Gnd Eng
✓ Cabin Leader Pax Check
✓ All Doors Closed (Flight Deck Locked) ✓ “Confirm Ready for Pushback”
✓ Bridge Clear
✓ Ground Power Removed (as req’d)

… Optionally

ATC Pushback
Request Pushback
… Obtained

Before Start Checklist

• Flight deck door . . . Closed/Locked
Before Start Checklist • Anti-collision light . . . . . . . . . . . . ON
• Fuel Panel 1 . . . . . . . . . . . . . . . . . Set
… Below the Line • Hydraulic Panel 1 . . . . . . . . . . . . Set
Before Start Checklist
Complete

Clear Pushback
• “Confirm Steering Lock-out Gnd Eng
Pin Installed?” ✓ Commences Pushback
• “Cleared for Pushback”

PRE-FLIGHT FUEL/HYD PRESSURIZING

If the Fuel/Hydraulic Pumps have not been pressured during pre-
flight, this is done during the Before Start Checklist to the Line flow.
➢ Fuel Panel (as required)
If the Center Tank fuel quantity exceeds 453 kg:
FO LEFT & RIGHT CENTER Fuel Pumps .......................................... ON
- VERIFY LOW PRESSURE LIGHTS ILLUMINATE & EXTINGUISH
- IF LIGHTS REMAIN LIT .............................................. CENTER TANK PUMPS … OFF
FO AFT & FORWARD Fuel Pumps .................................................. ON
- VERIFY LOW PRESSURE LIGHTS EXTINGUISHED
FO Fuel Panel ................................................................................Set
➢ Hydraulic Panel (as required)
CA Obtain a Clearance to Pressurise Hydraulics
FO ELECTRIC Hydraulic Pump Switches ......................................... ON
- VERIFY ELECTRIC LOW PRESSURE LIGHTS EXTINGUISHED
- VERIFY BRAKE PRESSURE MIN 2,800 PSI
- VERIFY SYSTEM A&B PRESSURE MIN 2,800 PSI
CA Trims .............................................................................Check/Set
- CHECK EACH TRIM FOR FREEDOM OF MOVEMENT; SET 0
FO Hydraulic Panel .......................................................................Set
 Engine Start

09-Sep-22
ENGINE START
CA “Start ___ Engine”
FO Secondary Engine Indications ............ Display
FO Packs (USE THE “C”) .................................. OFF
FO Engine Start switch................................ GRD
- START VALVE OPEN - COMMENCE TIMING.
CR Verify N1 & N2 Rotation.
CA Engine Start Lever (CA : START CLOCK) ......... IDLE
- @ N2 25%/MAX MOTOR (MIN 20%) : MM = 1%/5SEC
- VERIFY SPAR VALVE CLOSED LIT & EXT
FO START VALVE OPEN Ext ....... “Starter Cutout”
2. Packs
- N2 56% : ENGINE START SWITCH .......... Auto
CA Engine Stable (2/4/6/3) ........................ Check
CA No CDS FAULT / CDS MAINT before 2nd Eng Start
EEC ABORT ABORT ENGINE START
- HOT START - NO/SLOW N1/N2 AFTER EGT INCREASE
- ENGINE STALL - NO OIL PRESSURE BY STABLE IDLE
- EGT EXCEEDANCE - NO EGT 15S AFTER START LEVER IDLE
- WET START - EGT QUICKLY NEARS/EXCEEDS LIMIT

CA : “Start __ Engine”
3. Eng St … GRD

Clock
1. Sec
Eng
Clock

N2

Captain

First Officer Start Lever … IDLE

Start End
 Before Taxi Flow

09-Sep-22
BEFORE TAXI FLOW
Captain
➢ Engines Stable at Idle
CA Engine Start Levers ...................... IDLE Detent
First Officer
CA “Flaps _” (AS NEEDED FOR TAKE-OFF) 3. Probe
FO Flap Lever (REFERENCE TODC/FMC) ...................... __ Heat
FO Generators (GEN1 & GEN2 : APU GEN OFF BUS ).... On
Start End
FO Probe Heat switches (A&B) .......................... ON
FO Anti-ice............................................................ __
- WING/ENGINE ANTI-ICE SWITCH(S) ................ AS NEEDED
FO Pack switches (L & R – USE “C”) .................. AUTO 4. WAI 5. EAI
FO Isolation valve switch .............................. AUTO
FO APU Bleed air switch .................................. OFF
FO APU switch ........................................ As Needed
- NORMALLY OFF UNLESS REQUIRED FOR TAKE-OFF 6. Air Systems
FO Engine Start switches.................. CONT/AUTO • Packs
FO Lower DU ....................................................Blank • Isolation Valve
FO MFD C/R .................................................. Recall • APU Bleed
FO Transponder ........................ AUTO; ABOVE; TA/RA
CR Recall (INCL MFD C/R ) ......................... Checked 2. Gens
- Both CAUTION & All 2x6 Sys Annuns Lit & Ext
FLT CONT IRS FUEL ELEC APU OVHT/DET
ANTI-ICE ENG HYD OVERHEAD DOORS AIR COND
- LE FLAPS EXT ....................................... ILLUMINATED
➢ After Parking Brake ....................................... Set 7. APU 8. Eng Start Sw
CA Call ................................. “Clear to Disconnect”
FIRE MASTER FLT CONT ELEC ANTI-ICE ENG MASTER FIRE
WARN CAUTION IRS APU HYD OVERHEAD CAUTION WARN
BELL CUTOUT PUSH TO RESET FUEL OVHT/DET DOORS AIR COND PUSH TO RESET BELL CUTOUT

LE FLAPS
Recall EXT Recall

9. Lwr DU & C/R

Speedbrake

1. Flap __
CA : Flight
Controls
“Flaps _”
“Clear to
Disconnect”

➢ Pushback Complete, Recall Checked,

Parking Brake Set …
CA Advise Ground .......... “Clear to Disconnect”
CA Flight Controls................................. Checked
- RUDDER CHECK ONCE DISPATCHER IS CLEAR
- ENSURE SPEEDBRAKE … DOWN 10. Xpndr
CR Dispatch Clearance ........................ Checked
CA “Before Taxi Checklist” ................. Complete
FO Taxi Clearance ........................................ Obtain
- VERIFY/OBTAIN ATIS AS REQUIRED
CA TAXI Light ...................................... AUTO/ON
 Before Take-Off Flow

09-Sep-22
BEFORE TAKE-OFF FLOW Captain
PF Departure Review
PF “Flap 5, V-Speeds Set. Autothrottle Armed, First Officer
LNAV and VNAV armed, 5000 set. “
➢ CABIN READY Signal Start End
FO Cabin ( SECURE CARD) ........................ SECURE
➢ Approaching Runway
FO Cabin (CYCLE FASTEN BELTS) .................. Notify
- BEFORE ENTERING RUNWAY
CA Landing Light(s) .................................... ON
CA Taxi Light (MUST BE OFF FOR TAKEOFF) ........ OFF
FO Strobe Light............................................ ON
FO WXR Control Panel................ AUTO & WX+T Notify
PM EFIS TERR ................................................ ON Cabin
PF EFIS WXR ................................................. ON
CR EFIS TFC on ND .................................... Verify

Approaching
READY
Runway
Runway,
Taxi Lights Strobes

Approaching
Runway
WXR/TERR/TFC WXR/TERR/TFC

TFC TFC

Wxr
SECURE
 Take-off Profile – AEO LNAV/VNAV

09-Sep-22
ARM N1 TO/GA THR HOLD TO/GA THR HOLD LNAV TO/GA THR HOLD LNAV VNAV SPD ARM LNAV VNAV SPD N1 LNAV VNAV SPD
LNAV VNAV LNAV VNAV LNAV VNAV VNAV

FD FD FD FD FD FD / CMD FD / CMD
TO/GA Switch THR HOLD at 84 kts LNAV at 50 ft RA VNAV at 400 RA A/T at 800 AFE Climb Thrust Set / Selected

TAKEOFF WITH LNAV / VNAV LNAV

• Both F/D’s must be ON ( FD ) prior to TO/GA switch for TO/GA Takeoff. • LNAV must be armed before TO/GA switch selection and requires:
• To terminate TO/GA mode below 400 ft RA, both F/D’s … OFF and AP disengaged. ✓ Active Origin/Runway ✓ 1st Trk ±5° Runway Heading ✓ Both F/D’s … ON
• If VNAV is armed without LNAV - HDG SEL & VNAV SPD engage at 400 ft RA. • LNAV at 50 ft RA (3nm/5°) and limits Bank Angle to 15° below 200 ft RA; then 30°
• Don’t arm VNAV for NADP2 - requires Speed Intervention from UP to 3,000 ft AFE. VNAV
• TO/GA switch with F/D’s OFF gives TO/GA until another Vertical Mode engages if: • VNAV must be armed before TO/GA selection
✓ IAS > 80 kts ✓ RA < 2,000 ft ✓ Time < 150 sec after Lift Off • VNAV engages at 400 ft RA and requires:
• F/D commands the following Pitch Attitudes until Acceleration: After
✓ Valid FMC Plan/Perf Data ✓ Both F/D’s … ON
✓ -10° to 60 kts; then ✓ +15° until sufficient ROC ✓ MCP Speed (V2) +20 kts Takeoff
• VNAV commands MCP (V2) Speed +20 kts until Accel.
Checklist
NOISE ABATEMENT
NADP1 : CLB @ 1,000 ft; Accelerate @ 3,000
NADP2 : CLB & Accel @ 1,000 ft; UP to 3,000 ft
- ALTITUDES ARE AFE
UP MSA
- N1 AT 1,000 OCCURS WITH CLB THRUST. “N1” -5 -1
- NADP2 REQUIRES SPEED INTERVENTION FROM UP TO 3,000 FT
V2+15  -15
Acceleration UP
N1 Climb Thrust F5 F1
1st
“ARM” FLAP RETRACTION
THRUST SET ARM • Flap Retraction requires increasing airspeed
• N1 set -0/+1% by 60 knots (trend  not required) and Min Speed.
“VNAV SPD” 800 ft AFE • Takeoff Flap 1 : Min Speed is -1 indication.
• Takeoff Flap 5-25 : Min Speed is V2 +15 
“Set Takeoff
“Checked” “Gear Up” VNAV SPD Call For/Verify
Thrust”
400 ft RA Roll Mode
Pilot Flying
LNAV Pilot Not Flying
THR HOLD
50 ft RA A/THR & CLIMB THRUST
80 kts 84 kts V1 VR
• THR HOLD becomes ARM at 800 ft AFE; then MCP N1 selects CLB Thrust if desired.
“Positive • THR HOLD : 2nd TO/GA press give GA Thrust Limit only : NO Thrust/Levers change.
“Thrust Set” “80 knots” “Rotate” • ARM : 2nd TO/GA press selects Thrust Limit GA ; engages N1 and sets GA thrust.
Rate” • Climb Thrust Reduction ( N1 / CLB ) occurs at one of the following:
Lining Up • ✓ FMC ACCEL HT ✓ MCP N1 selected ✓ ALT HLD ✓ VNAV PTH
- PBN ANP/RNP
- RWY/ND Map
 Take-off Profile – AEO Basic Modes

09-Sep-22
ARM N1 TO/GA THR HOLD TO/GA THR HOLD HDG SEL TO/GA ARM HDG SEL TO/GA N1 HDG SEL TO/GA

FD FD FD FD FD FD
TO/GA Switch THR HOLD at 84 kts HDG SEL at 400 RA A/T at 800 AFE Climb Thrust Selected

BASIC MODES TAKEOFF BANK ANGLE

• Both F/D’s must be ON ( FD ) prior to TO/GA switch for TO/GA Takeoff. • Limit Bank Angle to 15° until V2+15  ; then 25°
• To exit TO/GA mode below 400 ft RA, both F/D’s … OFF and AP disengaged. • HDG SEL is limited by MCP Bank Angle selection.
• TO/GA switch with F/D’s OFF gives TO/GA until another Vertical Mode if:
✓ IAS > 80 kts ✓ RA < 2,000 ft ✓ Time < 150 sec after Lift Off
• F/D commands the following Pitch Attitudes until Acceleration.
✓ -10° to 60 kts; then ✓ +15° until sufficient ROC ✓ MCP Speed (V2) +20 kts After
• Take-off TO/GA is FD only - AP engagement reverts to HDG SEL & MCP SPD Takeoff
NOISE ABATEMENT ACCELERATION Checklist
NADP1 : CLB @ 1,000 ft; Accelerate @ 3,000 • Call For/Select 250 knots for Acceleration
NADP2 : CLB & Accel @ 1,000 ft; UP to 3,000 ft and retract Flaps on Schedule.
- ALTITUDES ARE AFE “Engage N1
- N1 AT 1,000 OCCURS WITH CLB THRUST.
Bug 250 knots” UP MSA
- NADP2 REQUIRES SPEED INTERVENTION FROM UP TO 3,000 FT
-5 -1
V2+15  -15
Acceleration UP
N1 Climb Thrust F5 F1
1st
“ARM” FLAP RETRACTION
THRUST SET ARM • Flap Retraction requires increasing airspeed
• N1 set -0/+1% by 60 knots “Engage HDG SEL” (trend  not required) and Min Speed.
800 ft AFE
• Takeoff Flap 1 : Min Speed is -1 indication.
“Set Takeoff • Takeoff Flap 5-25 : Min Speed is V2 +15 
“Checked” “Gear Up” HDG SEL
Thrust” Call For
400 ft RA Roll Mode
(AP AVAILABLE)

THR HOLD
50 ft RA A/THR & CLIMB THRUST
80 kts 84 kts V1 VR • THR HOLD becomes ARM at 800 ft AFE; then MCP N1 selects CLB Thrust if desired.
• THR HOLD : 2nd TO/GA press give GA Thrust Limit only : NO Thrust/Levers change.
“Positive
• ARM : 2nd TO/GA press selects Thrust Limit GA ; engages N1 and sets GA thrust.
“Thrust Set” “80 knots” “Rotate” Rate” • Climb Thrust Reduction ( N1 / CLB ) occurs at one of the following:
• ✓ FMC ACCEL HT ✓ MCP N1 selected ✓ ALT HLD ✓ VNAV PTH
Pilot Flying
Pilot Not Flying
 After Take-Off Flow

09-Sep-22
AFTER TAKE-OFF FLOW Pilot Flying

➢ Flap Retraction Complete … Pilot Monitoring

PM Flaps ........................UP, No Lights Start End

PM Engine Bleeds...........................ON
- ENG 1 & 2 BLEED ............................... ON
- APU BLEED (IF IN USE) ....................... OFF
PM Packs .................................... AUTO
PM Pressurisation (DIFF/CAB ALT) ... Check
- APU (IF NO LONGER REQ’D)............... OFF
PM Engine Start Switches ..... AUTO/OFF
PM AUTO BRAKE ............................. OFF
Packs
PM Landing Gear ............. UP and OFF

VREF40 +70

VREF40 +50

VREF40 +30

VREF40 +30

VREF40 +20
Bleeds
APU
VREF40 +10

Start
VREF30 Switches
VREF40

Flap
Auto Retraction
Brake Complete

Gear
Lever
 Climb Procedures

09-Sep-22
NADP 1
Standard • Climb Thrust … Set ENR CLB
• V2+10-20 to 1,000 ft AFE • V2 +10-20 to 3,000 ft F1 UP
• Climb Thrust F5 UP
1st -5 -1
• Accel & Retract Flaps -15 ENR CLB
3,000 ft V2+15 
• Accel to Enr Clb Speed
AFE
3,000 ft
1,000 ft F1 UP AFE
1st F5
AFE -1 UP
-5
V2+15 
-15 NADP 2
• Max UP +10
V2 +10-20
MAX PITCH 20° NADP 2 NOISE ABATEMENT
• Climb Thrust … Set
NADP1 : CLB @ 1,000 ft; Accelerate @ 3,000
• Accel to UP (Max +10)
• Retract Flaps on Sched NADP2 : CLB & Accel @ 1,000 ft; UP to 3,000 ft
- ALTITUDES ARE AFE
- N1 AT 1,000 OCCURS WITH CLB THRUST.
- NADP2 REQUIRES SPEED INTERVENTION FROM UP TO 3,000 FT

SEVERE TURBULENCE (SP 16.25) ALTITUDE CALLS – CLIMB

➢ Approaching Cleared Altitude/Level
PM Passenger Signs .....................................ON PM : 1,000 to Level PF : Checked
PM Turbulence PA ............................ Complete ➢ Transition Level / Altitude
PM Yaw Damper .......................................... ON PM : Transition …
PM Engine Start Switches ........................... FLT PF : Set Standard PM : Standard Set
PF Autothrottle .........................................OFF ➢ Climb : FL200 / FL300
PM : FL ___ PF : Checked Top of Climb
PF Thrust .................................................... Set
- VERIFY AIRCRAFT FLIGHT PARAMETERS & AFS STATUS
PF Autopilot ............................................ CWS - FL300 : MCP AOB LIMITER 10 WHEN LEVEL • Max OPT + 1,000 (or MAX)
- AP REVERTS TO CWS R AND CWS P . • MCP Limit AoB 10°
- IF SUSTAINED TRIMMING OCCURS – DISENGAGE AP
• Min Speed VMINM +10
- VERTICAL/LATERAL PROTECTIONS ( ALT ) ARE N/AVAIL
• TCAS Below
CLB : Lower of 280 kts or M0.76
• CTR Tank Pumps
CRZ : FMC Turbulence N1.
Lower of M0.76 / 280 kts / 250 kts
DSC :
- 250 kts below FL150 if <Max LDW
FL300

FL200
Level Off …
MCP Limit AoB 10°
Transition

10,000 ft
Landing Lts . . . . . . . . . . . . Off
Logo/Wing/Wheel Lts . . . Off
WXR/TERR . . . . . . . . As Req’d
5,000 ft VORs . . . . . . . . . . . . . DeTune

Fasten Belts . . .Auto

SECURE . . . . . . . . Flip
 Descent Procedures

09-Sep-22
Pilot Flying
Land
Start End Alt

DESCENT PREPARATION ALTITUDE CALLS – DESCENT

Pressurisation ............. LAND ALT __ ➢ Approaching Cleared Altitude/Level
Recall ................................. Checked PM : 1,000 to Level PF : Checked
- VERIFY ANY RECALL SYS ANNUNCIATORS ➢ Transition Level / Altitude
AND OPERATIONAL IMPACT (NOTES) PM : Transition …
- REVIEW AUTOLAND STATUS MFD C/R PF : Set QNH PM : ____ Set
AutoBrake............................ ___ Set ➢ Descent : 5,000 ft Recall
- PERFORM LANDING PERFORMANCE ANALYSIS PM : 5,000 PF : Checked
- AUTOBRAKE SELECTION FOR STOPPING/EXIT CABIN MANAGER BRIEF A/Brake
Landing Data. VREF __ Minimums __ • Delays, Arrival Time, Parking Stand C/R
Approach Briefing ......... Completed • Special Considerations
PF “Descent Checklist” • 1L Dis-Emb Only - Teetering Threat
Minima VREF
Top of Descent
• MCP AoB Limit 25°
• EAI (INCL IN SAT < -40°C)
• DESCENT CHECKLIST? T/D Brief

FL300 Descent
Checklist
Consider DES NOW>
in potential Overspeed FL200
conditions
READY
Not Below FL200 Transition
“Cabin Crew Prepare  SECURE
For Landing” 10,000 ft
 ”Cabin Secure”
(10 mins to Fasten Belts / Crew Seated)

Transition Level / 10,000 ft 5,000 ft

PM Fixed Landing Lights . . . . . ON
PM Logo Lights . . . . . . . . . . . . ON
PM Fasten Belts . . . . . . . . . . . ON
PM “Five Thousand” *
PM EFIS . . . . . . . . . . . . . . . . .TERR
PM Fasten Belts … Cycle
(5,000 ft or IAF)
* 2 mins from Fasten Belts … ON
 Profiles for Stable Approach

09-Sep-22
RECOMMENDED APPROACH CONFIG/PROFILE APPROACH DEVIATION PARAMETER ADVISORY / LIMIT CALLS
Config / Gear Dn Landing Deviation Call Limit Call
Flap 1 Flap 5
Approach Flap 15 Flap Sink Rate :
>2,000 fpm below 2,000 ft
“Sink Rate”
IAP 2,000 ft AAL 1,500 ft AAL >1,000 fpm below 1,000 ft
LVO 14nm 12nm 2,500 ft AAL 2,000 ft AAL Airspeed : VAPP +10/-5 “Speed”
NNM NPA to run to run 0.5nm to TOD On GP PAPI  3 Red/White “PAPI” (BRIEF)
PAPI / VASI :
NNM IAP GS ½ Dot On GS T-VASI  2 dots High/Low “VASI” (BRIEF)
LLZ : >½ dot LLZ : >1 dot
VOR : >½ dot / 2.5 VOR : >1 dot / 5
NNM “Gear Down, Flap 15” NNM “Flap (Landing)” … Apch C/Line : “Track ” “Track Limit”
NDB : >3 & deviating NDB : >5
(Arm Speedbrake) “Landing Checklist” RNAV : ½ (Limit/FTE) RNAV : Limit/FTE

Apch Slope : G/S : >½ dot Hi/Low “Slope” G/S : >1 dot Hi/Low “Slope Limit”

“Flap 1” “Flap 5”

“Gear Down, Flap 15”

(Arm Speedbrake)
UP -1
Landing
Checklist
F1 F5 “Flap (30/(25-) 40” …
-5 “Landing Checklist”
14 nm 12 nm
(LVO : 2,000 ft RA/AFE) “Stable / Not Stable …
2,500 AFE
Gear Missed Approach Altitude Set”
DN
F15 STABLE APPROACH CRITERIA
• Briefings & Normal Checklists completed
• Landing Configuration
1,500 AFE • Correct Lateral/Vertical Flightpath
• Sink Rate 1,000 fpm
• Thrust Appropriate for Configuration
1,000 AFE • Speed VAPP -5 / +10 *
* Additional speed due to environmental
effects may be carried in VMC no lower than
500 ft Callout 500 ft AFE – the decision to do so must be
- Wings Level 500 AFE announced prior to Stabilisation Height.
- A/T Disengage
Pilot Flying

⚫⚫⚫⚫
Pilot Not Flying

⚫⚫⚫⚫
14 nm
 After Landing Flow

09-Sep-22
Captain

First Officer 2. Probe APU Gens … ON

Heat
Start End

“Cabin Crew
Disarm Doors and
Crosscheck”
3. Strobes
9. APU
Lights 4. Eng Start
Switches

WXR 6. Auto
5. WXR
Brake

1. Clock

AFTER LANDING FLOW

CA SPD BRK ................................................ Down
FO Clock (ENG COOLDOWN 3 MINS) ...................... Start 7. Flap
CA Landing/Turnoff/Taxi Lts (CLEAR OF RWY) ... OFF
FO Probe Heat A&B switches..................... AUTO CA :
FO Strobe lights (CLEAR OF RWY) ............. As needed Speed
FO Engine Start switches ................... OFF/AUTO Brake
CR Weather Radar ........................................ OFF
FO Auto Brake selector ................................. OFF
FO Flap lever ................................................... UP
FO Weather Radar Panel .............................. TEST
FO APU (WHEN REQ’D, 2 MINS TO BLEED USE) ..... START
➢ Approaching Stand …
FO PA “Cabin Crew Disarm Doors and
Crosscheck”
FO Electrical Power ........................................Set
- VERIFY APU GEN OFF BUS .................................. LIT
- APU GENERATOR SWITCHES ................................. ON 8. Wxr
- VERIFY APU GEN OFF BUS ................................. EXT
- VERIFY 2X SOURCE OFF LIGHTS ........................... EXT
FO “Doors Disarmed, (APU On the Bus /
No APU), (3 Minute Cooldown)”
 Shutdown Flow

09-Sep-22
Captain
5. Window Ht
First Officer

Start End 6. Ice Prot

4. Cab/IFE
7. Hyd 8. Air Sys
- Recirc Fans
- Packs
- Isol Valve
- Eng Bleed
- APU Bleed

1. Signs
3. Fuel
Pumps
2. Bcn
9. Lts

10. MCP

SHUTDOWN FLOW
CA ⚫ Parking Brake; ⚫⚫ APU Gen;  3 Mins
N1
- 2X GEN OFF BUS AND NO APU GEN OFF BUS ; OR
- GROUND POWER GRD POWER AVAILABLE
CA Engine Start Levers ......................... CUTOFF
➢ When N1 is 10% …
FO Fasten Belts ................................................ OFF
FO Anti Collision Lights .................................... OFF
FO Fuel Pumps ...............................................OFF
- APU : LEAVE #1 AC PUMP … ON
FO CAB/UTIL Power .............................. As Needed
FO IFE/PASS Seat Power ....................... As Needed
FO Window Heat ............................................. OFF
- CAN REMAIN ON FOR TRANSITS < 45MIN
FO Wing Anti-Ice .............................................. OFF
11. Stabilizer
FO Engine Anti-Ice ........................................... OFF
FO Hydraulic Panel ......................................... Set
- ENG PUMPS … ON; ELEC PUMPS … OFF (45 MINS)
FO Recirculation Fans ................................... AUTO
FO Packs (CAN BE OFF 10°C - 21°C) .............AUTO/OFF CA : Start
FO Isolation Valve ..........................................OPEN Levers
FO Engine Bleed.................................................ON
FO APU Bleed.....................................................ON
FO Exterior Lights ............................... As Required
FO Flight Directors ........................................... OFF
FO MCP IAS/Mach (USE LVL CH ) ................ Set 100
12. Xpndr
FO MCP Altitude ...................................... Set 4,900
FO Stabilizer (TRIM STOPS AUTOMATICALLY) ... Set 4 Units
FO Transponder (SET 2000/3000) ..................... STBY
CR Parking Brake ............................ As Required
FO APU.................................................. As Needed
CA “Shutdown Checklist” ................... Complete
 09-Sep-22
APU Inoperative and Air Systems SP’s
SP 2.1 EXTERNAL AIR CART USE
• BAT switch must be ON to enable DC
protective circuits
APU Bleed ................................... OFF
Isolation Valve ......................... OPEN
Packs/Recirc Fans ...............Available
• Min duct pressure 20 PSI. If not the APU
can be used to supply air to the Left Pack.

SP 2.2 GROUND CONDITIONED AIR USE

• PACKS … OFF for ground conditioned air to
prevent damage. Packs may be used for
External Air Cart (SP 1.1)

SP 7.4 STARTING WITH GROUND AIR (ELEC AVAIL)

• Start Engine #1 first due Air Connector near #2 – on stand
prior to push back.
Ensure APU Bleed Air.............................................. OFF
• Start Engine #1 Normally then disconnect Ext Air

SP 7.5 ENGINE CROSSBLEED START

Not during Pushback. Ensure Parking Brake Set;
Towbar Disconnected and Area behind Clear.
• Engine BLEED switches ........................ ON
• APU BLEED switch ............................... OFF
• PACK switches..................................... OFF
• ISOLATION VALVE switch ................. AUTO
Dispatch APU Inop
• Operating Engine Thrust ..... Adv for 30 PSI
- PRESSURE WILL DROP BELOW 30PSI DURING START – OK Ground Power & Ground
• Normal Engine Start. Air Connected
• Thrust Idle after Starter Cutout. - SP 2.1 (EXT AIR CART)
- Advise CM
SP 2.5 NO ENGINE BLEED TAKEOFF
Takeoff with APU providing Bleed Air to Left Pack. Configure
After Engine Start unless Anti-Ice is required for Taxi.
Start Eng #1 on Stand
➢ After Start / Before Takeoff:
• Right PACK switch ............................................. AUTO
(#1 IS CLEAR OF AIR CONNECTOR)
• ISOLATION VALVE switch ................................. CLOSE - SP 7.4 (APU BLEED OFF)
• Left PACK switch ............................................... AUTO SP 2. 4 UNPRESSURIZED TAKEOFF/LANDING
• Engine #1 BLEED air switch .................................. OFF Takeoff without Engine/APU Bleed Air.
• APU BLEED air switch............................................ ON
After Start ➢ Before Takeoff:
• Engine #2 BLEED air switch .................................. OFF
** Gen #1 on Bus ** • PACK switches........................................... AUTO
• Trim Air switch (811-906) ........................................ ON
• ISOLATION VALVE switch ......................... CLOSE
• Wing ANTI-ICE switch .......................................... OFF - Disc Gnd Pwr/Air
• Engine BLEED air switches ........................... OFF
- REMAINS OFF UNTIL ENGINE BLEED/ISOLATION RESTORED
• APU BLEED air switch................................... OFF
➢ After Takeoff:
➢ After Takeoff:
Commence the following once the Flaps are UP.
Engine Failure : Delay reconfigure until 1,500 ft or Complete Pushback Commence the following once the Flaps are UP.
Engine Failure : Delay reconfigure until 1,500 ft or
Obstacle Clearance. - Parking Brake Set
Obstacle Clearance.
• Engine #2 BLEED air switch ................................... ON - Towbar Disconnected
• Engine #2 BLEED air switch ........................... ON
• APU BLEED air switch........................................... OFF - ATC Clearance - WAIT FOR CABIN RATE OF CLIMB INDICATOR TO STABILIZE.
- WAIT FOR CABIN RATE OF CLIMB INDICATOR TO STABILIZE. - Area clear behind
• Engine #1 BLEED air switch ........................... ON
• Engine #1 BLEED air switch ................................... ON
• ISOLATION VALVE switch .......................... AUTO
• ISOLATION VALVE switch .................................. AUTO
➢ Before Landing:

SP 2.5 NO ENGINE BLEED LANDING Crossbleed Start Eng #2 When below 10,000 ft and turning to final approach:
• Engine BLEED air switches ........................... OFF
➢ Before Landing: - SP 7.5 (CROSSBLEED START) - AVOID HIGH RATES OF DESCENT FOR PAX COMFORT.
Provides additional thrust for Go-Around. - Configure Air Panel
Assumes APU is running and APU Bleed - Thrust for 30 PSI
available. When below 10,000 ft: - Normal Engine Start
• WING ANTI-ICE switch ......................OFF - Thrust Idle
• Right PACK switch ......................... AUTO
• ISOLATION VALVE switch .............. CLOSE
• Left PACK switch ........................... AUTO
• Engine #1 BLEED air switch ...............OFF After Start
• APU BLEED air switch......................... ON - Thrust Idle
• Engine #2 BLEED air switch .....................ON - Normal Flow
 FMC FOR VISUAL CIRCUIT

Visual Circuit

09-Sep-22
DEP ARR : RW ## - 2.0nm – 3.0
LEGS : Direct RX ## – QDM Intercept
Close Disco; Confirm … EXEC
FIX : RW## – 2.0/4.2 NM; QDM  90
DESCENT PATH SA INIT REF : Check Flap 40/Ref Speed
• VNAV DES page VB/VS information Pitch & Power AEO OEI
• On Base VTK of  +300 Level Flap 5 / -5 6° - 60/65% 7° - 75%
• “One Thousand” at  1 ND Trend Line to RX## Level Gear/Flap 15 / -15 6° - 60%
Distance to Rwy 2nm Waypoint
3nm = TOD 2nm = 1,300 1nm = 1,000

“Gear Down,
“Flap 30/40 Flap 15”
Landing Checklist” “Flap 25” * Flap 5,
Initial Desc 600 fpm Gear Up
25° AoB Turn
Base Timing 3xHt (100's)
1,500 ft AFE
45 sec 30 sec 20 sec Abeam
MCP SPD HDG SEL ALT HOLD

“Stable” CMD
300 Reset MCP Selected Altitude to MAA

MCP ALTITUDE SELECTION

2nm
1. Leave at Circuit Height for GA; or
2. Set to MAA for MAP; or
3. Set 500 ft AFE for HDG SEL VS to Final,
& Reset when AP Disc/FD’s Cycled.
Both F/D’s ...OFF;
¼ RX ##
100 then PF↣PM … ON 45°
Use the Rwy Centreline RWY QDM
¼ into Trend Vector to
start turn onto Final. AEO : Gear & Flap 15
Min 500'
OEI : Clean & Flap 5/10
AGL

Pilot Flying
500 ft Callout Pilot Not Flying
GO-AROUND – VMC INTO VISUAL CIRCUIT
“1,000” - Wings must be Level • AP & A/T after 400 ft RA : HDG SEL & LVL CHG MCP SPD
- Ensure FD’s cycled CIRCLING APCH/VIZ CCT
• At ALT ACQ/HOLD - Call for Flap -5 Speed & Flap 5
- Check MAA/1,500 ft • A 180 at 25 AoB at -5 should give 2nm spacing • Plan to Land Flap 40 (lower GS/Sink Rate); Use 5nm ND Scale in Cct
RX ##
- Disconnect A/T for Ldg • PM : After Takeoff C/L; FMC; Descent/Approach C/L, PA • Cct Ht/Minima : Higher of 1,500ft AFE/8k or Jepp.
2nm • Request a Visual Apch (& PAPI’s High) to remove IFR restrictions.
• Flap 25 is used as required to stage through to Flap 40.
• Beware of High OAT°/High on Path Adjust Track/Timing for Wind
• Flight Directors should not be cycled until 300 below MCP Alt
 RESTORING AUTOMATION
F/D, A/Thr and AP are avail at the Minima
1. Call for Both F/D … ON
2. Call for HDG SEL and ALT HOLD
3. Call for A/T … ARM ( MCP SPD ) and Check Speed.
4. Engage A/P ( CMD )

2200 Use Trend (ND 20nm) to

Flap 40 assess Turn onto Inbound
CG  7.0D
Landing Checklist
RX14
(2nm)
Flap 25 49%
2.5
  3.2 nm
69%

5.8
MCP SPD HDG SEL ALT HOLD

CMD
F/D’s - HDG SEL - ALT HOLD - A/T - CMD

CG  7.0D Gear Down

1 min Flap 15/Spd

2.5 45%  000

CG

YBCG VOR-A RW14

09-Sep-22
Flap 5/Spd
4400 Gear Up
YBCG RW14 CIRCLING APCH/VIZ CCT
• Based on Still Air, ISA, Max LDW ( -5 : 170 kts; -15 : 160 kts)
• Flap 40 Landing is recommended (lowers GS/Sink Rate)
• Fix Page : RW14 - /2.0 & /4.2 FMC Legs : RW14 - 2nm Ext 3°
PITCH & POWER – ALL ENGINE (65T)
• Outbound : Flap 5 / -5 Inbound : Gear Down, Flap 15 / -15
Flap 5, Gear Up, 700 fpm 2.5° 45%
• Course Bars : O/B 077  I/B 231  Downwind Rwy QDM 139
Flap 5, Level Flight 5.8° 61%
• Minima/Cct Ht : 1,500 ft & 8 km (or Jepp from IAP if higher)
Gear Down, Flap 15, 3° Desc 2.5° 49%
• ND 20nm Map Scale increases segments for ND Turning Cue
Gear Down, Flap 15, Level Flight 5.8° 69%
• Final Desc of 2,200 to 1,500 requires 2.8nm from 7.0nm CG
DESCENT PATH SA • Check Altitude & MCP Speed after restoring automation.
• VNAV DES page VB/VS information • Request a Visual Apch (& PAPI’s High) to remove IFR restrictions
• One ND Trend Line to 2nm WP = 1,000 ft • Beware of High OAT° on Path; Adjust Track/Timing for Wind
Distance to Rwy 2nm Waypoint • Flap 25 at higher weights to stage through to Landing Flap 40
3nm = TOD 2nm = 1,300 1nm = 1,000 • Brief Final Approach : RW14 PAPI MEHT 63 ft : ⚫⚫⚫⚫
 Hobart (YMHB/HBA) Visual Procedures

09-Sep-22
HOBART VISUAL APPROACHES
Crossing Ridge Line
RIDGE GAP • EGPWS alerts have occurred during
✓ Level Flight  1,500 ft Visual Approaches/Circuits.
YMHB 330°/5.0NM ✓ Gear Down Flap 15/25
RW12 335°/4.5NM ➢ Runway 12 Arrival (Mt Lord)
• Track to cross the Gap in the Ridge Line
1nm Nth of Mt Lord.
• Cross @ Level Flight, Gear Down, Flap 15,
RW30 not below 1,500 ft AMSL.
Gear Down • Further descent clearing of the ridge line
Flap 5 • Track to final over the Bay.
YMHB : 6.4 NM
RW30 : 7.2 NM

YMHB : 3.4 NM
RW30 : 4.2 NM

RX12
2nm

CAMBRIDGE
AIRPORT

RX30
2nm
HOBART VISUAL APPROACHES
• EGPWS alerts have occurred during Visual
Approaches/Circuits.
➢ Day Arrivals onto Runway 30
• Maintain track towards RW12 until abeam Mt Lord.
• Turn left the right circuit Runway 30 without further
restriction
➢ Night Arrivals onto Runway 30
• ATC may assign a Left Circuit by Night.
• There is high terrain West/South of the airport.
• Plan to be Gear Down, Flap 15 prior to turning to
intercept the Downwind for RW30. Maintain level
flight or minimal rate of descent not below 2,000 ft
until abeam RW30
 MCP SPD LNAV ALT ACQ MCP SPD LNAV ALT HOLD

All Engine Go-Around

09-Sep-22
CMD CMD

GA LNAV TO/GA

TO/GA : @ TO/GA Switch “After Takeoff

LNAV : FD @ 50 ft CMD @ 400 ft
Checklist”
“Flap __” CLB
“Go-Around...
Flap (15/1) ... Autopilot, A/T & “Flap Up”
Check Thrust” GA ACCELERATION ALTITUDE
Alternative Roll In VMC ................. Min 1,000 ft AFE
Mode Available Acceleration ➢ In IMC, following Pub. MAP:
“Gear Up” Altitude At least:
- Published MAA; or
INITIATING ACCELERATION - Published M/App Accel Alt; or
➢ FD in TO/GA (MCP SPEED WINDOW CLOSED) - MSA/MVA, etc.
400 ft RA ➢ In IMC, on SEFP or otherwise:
• Target Speed increases with Flap Selection.
- MSA, MVA, etc.
LNAV • Otherwise; wait for ALT ACQ/HOLD then:
50 ft RA AEO : “Bug 250 knots” OEI : “Bug UP”

“Thrust Checked
… Positive Rate”
AEO AFS TO/GA MODE FD GUIDANCE
AEO AUTOPILOT/MODES & GO-AROUND TO/GA Pitches towards 15°, MCP Speed Window closes & Pitch transitions to

Pitch
• Go-Around AP is only available if AP was in Dual Channel ( FLARE ). Target Speed (Flap Manoeuvre @ MTOW) with increasing rate of climb.
• AP disengages with TO/GA switch as FD engages in TO/GA TO/GA Target Spd : Flap 15 = 173-5 kts Flap 1 = 203-5 kts Flap UP = 223-5 kts
• AP is available after RA 400 ft. TO/GA is a Manual Flight only mode, so - B737-700 Min Flap speeds are approximately 10 knots lower than 800SFP speeds
the AFS Reverts out of any engaged Pitch/Roll TO/GA mode. TO/GA commands Gnd Track. LNAV at RA 50 (Manual) / RA 400 (AP).

Roll
- Roll TO/GA reverts to HDG SEL - Pitch TO/GA reverts to MCP SPD - Autopilot and/or Alternative Lateral Mode available after 400 ft.
• Limit Bank 15° at/below VMINM (AMBER). Delay Accel until after initial turn.
• Go-Around at F15 → F1, limit Bank to 15° until (  VREF +15/+20 or VMINM)
• If A/T is engaged at TO/GA Switch – A/T engages in GA or N1 .
Thrust

- 1st TO/GA press gives FMA GA for 1,000-2,000 fpm

- 2nd TO/GA press gives FMA N1 and sets Reference Thrust
Pilot Flying • Most GA’s are Manual Thrust – Call for “Arm Autothrottle” after 400 ft.

Pilot Monitoring
 Engine Start NNMs

09-Sep-22
ENGINE START NON-NORMALS
➢ Normal Engine Start Procedure
CA “Start ___ Engine”
FO Secondary Engine Indications ................... Display START VALVE
OPEN
START VALVE
OPEN

FO Packs (USE THE “C”) ........................................ OFF OIL FILTER

BYPASS

LOW OIL
PRESSURE
OIL FILTER
BYPASS

LOW OIL
PRESSURE

FO Engine Start switch...................................... GRD

- START VALVE OPEN - COMMENCE TIMING.
CR Verify N1 & N2 Rotation.
CA Engine Start Lever (CA : START CLOCK) ............... IDLE
- @ N2 25%/MAX MOTOR (MIN 20%) : MM = 1%/5SEC
- VERIFY SPAR VALVE CLOSED LIT & EXT
FO START VALVE OPEN Ext ....... “Starter Cutout”
- N2 56% : ENGINE START SWITCH .................. Auto
CA Engine Stable (2/4/6/3) ............................... Check
CA No CDS FAULT / CDS MAINT before 2nd Eng Start
EEC ABORT ABORT ENGINE START
- HOT START - NO/SLOW N1/N2 AFTER EGT INCREASE
- ENGINE STALL - NO OIL PRESSURE BY STABLE IDLE
- EGT EXCEEDANCE - NO EGT 15S AFTER START LEVER IDLE
- WET START - EGT QUICKLY NEARS/EXCEEDS LIMIT
All Start NNMs are actioned via the Aborted Engine
Start, Start Valve Open, or Tailpipe Fire checklists.
• Place hand on Engine Start Lever once N1 Rotation and
N2 >20% are achieved.
• The EECs may not prevent a Hot Start – Pilot Intervention
is required for an impending Hot Start.
• If the Engine Start Switch fails to return to Auto/Off - the
FO may select it by Recall – the START VALVE OPEN checklist
is not required if the START VALVE OPEN is extinguished.

ABORTED ENGINE START ENGINE TAILPIPE FIRE

Condition : On the ground, an aborted engine start is needed. Condition : An engine tailpipe fire occurs on the
Objective : To shut down the engine and motor it ground with no engine fire warning. START
START VALVE OPEN
1 Engine start lever (affected engine) ................CUTOFF 1 Engine start lever (affected engine) ....CUTOFF VALVE OPEN
 2 Advise the cabin Condition : The START VALVE OPEN alert indicates
2 Choose one: 3 Choose one: the start valve fails to close.
◆ ENGINE START switch is in GRD: ◆ Bleed air is available: 1 ENGINE START switch ..................... OFF/AUTO
│ Motor engine for 60 seconds. │   Checklist motors engine until the 2 Choose one:
│ ENGINE START switch (affected engine) .... OFF │ tailpipe fire is extinguished. ◆ START VALVE OPEN alert extinguishes:
│ ◼ ◼ ◼ ◼ │ ◼ ◼ ◼ ◼ │ ◼ ◼ ◼ ◼
◆ ENGINE START switch is in OFF/AUTO: ◆ Bleed air is not available ◆ START VALVE OPEN alert stays illuminated:
  Go to step 3 Advise ATC.   Checklist removes bleed air until
3 After N2 decreases below 20%: ◼ ◼ ◼ ◼ The engine start valve closes.
ENGINE START switch (affected engine) ........... GRD ◼ ◼ ◼ ◼
Motor the engine for 60 seconds.
ENGINE START switch (affected engine) . OFF/AUTO
◼ ◼ ◼ ◼
 Memory Items on Take-off

09-Sep-22
MALFUNCTION ANALYSIS
Pilot Flying • Initial Call is “Engine Failure” or “Fire”; not between V1 and Gear Up.
•
Pilot Not Flying •
Any FIRE WARN or MASTER CAUTION needs to be acknowledged and RESET .
After 400 ft PF calls “Confirm the Failure”; PM idents Failure; PF responds “Confirmed” or “Negative”
• N1/N2 Seizure or Airframe Vibration (whether it continues or not) requires Severe Damage.
PF Action Call
Malfunction Indications PM Confirmation
”Confirmed …” then
… Memory Items …
• FIRE WARN ;  ; ENG 1/2 Fire Indications ”Fire Engine (#)”
Engine Fire Checklist”
• Loss of Engine Indications
”Separation Engine (#)”
• Fire Panel FAULT light illuminated … Memory Items …
“Confirm the
• No N1/N2 Rotation, or Engine Severe Damage or
Failure” • Airframe Vibration & Unusual Eng ”Severe Damage Engine (#)” Separation Checklist”
Indications
• EGT ENG FAIL indication; and
”Failure Engine (#)” (no Memory Items applicable)
• No Limit Exceedance.
“Gear Up” “Check” • Engine Surging/Stalling ”Surge/Stall Engine (#)” … Memory Items …
Engine Limit or Surge or Stall
• Limit (N1/N2/EGT/Oil Temp/Pr) Exceedance ”(Parameter) Limit Engine (#)” Checklist”
Analysis runs from Top Down. For example, Indications of a Severe Damage supersede Stall/Surge.

Low Speed RTO High Speed RTO No Fire /

400 ft AGL
Fail Calls
“Fire /
Engine Failure”
80 kts V1

FIRE MASTER FLT CONT ELEC ANTI-ICE ENG MASTER FIRE

WARN CAUTION IRS APU HYD OVERHEAD CAUTION WARN
BELL CUTOUT PUSH TO RESET FUEL OVHT/DET DOORS AIR COND PUSH TO RESET BELL CUTOUT

MEMORY ITEMS … ENGINE FIRE CHECKLIST 5a

• PF Calls for “Memory Items … (Checklist Title) … Checklist”
LOW OIL LOW OIL
PRESSURE PRESSURE

• PM Commences Memory Items by reading from memory the checklist Challenge and
Response (text in brackets is ignored). ENGINE FIRE
• If Confirmation is not required, PF actions Checklist Item and Calls re-states the Response. or ENGINE SEVERE DAMAGE OR SEPARATION
• If Confirmation is required, PF confirms with “Number One” and PM responds Condition : One or more of these occur:
“Confirmed/Negative”. • Engine fire warning
• After the last Memory Item is complete, PM states “Memory Items Complete” • Airframe vibrations with abnormal engine indications
• Engine separation
Pilot Monitoring Pilot Flying 1 Autothrottle (if engaged) .............................. Disengage
“Memory Items ENGINE FIRE Checklist” 2 Thrust lever (affected engine) … Confirm .............. Close
3 Engine start lever (affected engine) … Confirm .. CUTOFF
“Autothrottle … Disengage” Disengages Autothrottle …”Disengaged”
4 Engine fire switch (affected engine) … Confirm.........Pull
“Thrust Lever … Confirm … Close” Identifies Thrust Lever - “Number One” To manually unlock the engine fire switch, press the
“Confirmed” (or “Negative”) Closes Thrust Lever … “Closed” override and pull.
“Engine Start Lever … Confirm … 5 If the engine fire switch or ENG OVERHEAT light stays
Cutoff” illuminated:
Engine fire switch ......................... Rotate to the stop
Identifies lever …“Number One” “Confirmed” (or “Negative”) and hold for 1 second
Selects CUTOFF …“Cutoff” If after 30 seconds the engine fire switch
“Engine Fire Switch … Confirm … Pull” or ENG OVERHEAT light stays illuminated:
Engine fire switch ......... Rotate to the other stop
Identifies lever …“Number One” “Confirmed” (or “Negative”) and hold for 1 second
Pulls Fire Switch …“Pulled” 

- 1 “Fire Switch remains Illuminated”; or

1
ENG 1 OVERHEAT : “Engine Overheat remains illuminated”; then
2
- “Engine Fire Switch … Rotate to the Stop and Hold for 1 Second”
- PM Completes Action …“Rotate and Hold for 1 second”
- PM commence Timing for 30 seconds; and verifies L BOTTLE DISCHARGE
After 30 seconds :
- 1 : “Fire Switch remains Illuminated”; or
- ENG 1 OVERHEAT : “Engine Overheat remains illuminated”; then
- “Engine Fire Switch … Rotate to the other Stop and Hold for 1 Second”
- PM Completes Action …“Rotate and Hold for 1 second” 3
- PM “Memory Items Complete”; and verifies R BOTTLE DISCHARGE
4
PM States :
- 1 : “Fire Switch remains Illuminated” ; or 5 5b
ENG 1 OVERHEAT : “Engine Overheat remains illuminated”; or
or “Fire/Overheat is Out”
 Engine Failure After Take-Off (EFATO)

09-Sep-22
ARM N1 TO/GA THR HOLD TO/GA THR HOLD LNAV TO/GA THR HOLD LNAV VNAV SPD ARM LNAV VNAV SPD LNAV VNAV SPD
LNAV VNAV LNAV VNAV LNAV VNAV VNAV

FD FD FD FD FD FD / CMD FD / CMD
TO/GA Switch THR HOLD at 84 kts LNAV at 50 ft RA VNAV at 400 RA A/T at 800 AFE (NO MEMORY ITEMS) Memory Items – A/T Disengaged

ENGINE FAILURE ON TAKE-OFF NNM Management

• Engine Failure at/before VR, Squeeze & Freeze Rudder Input & hold through Rotation to Gear Up Clean, CON, Short Term NNM After Take-off One Engine Inop
YAW - Comms, Setup,
• Trim : 5 units as a starting setting; Trim for Control Column Neutral. Climbing (MSA) Plan Checklist Checklist Landing Checklist
• Pitch at 1½-2½/sec (½ slower than AEO) to 12-13 (2-3 lower than AEO) for V2  V2+20 kts. Brief
• For E/Fail on Ground, TO/GA pitches to Lift Off Speed, not less than V2.
PITCH • TO/GA / VNAV SPD command pitch to maintain Current Speed between V2  V2+20.
“Set MCT”
• Pitch requires 5 seconds of Nose Up Trim before AP engagement. EXTENDING 2ND SEGMENT
• At EO ACCEL HT - VNAV SPD commands Flap Limit or Vref+70. • Configuring during Memory Items is not recommended.
• Initially maintain Wings Level with Aileron until aircraft is trimmed out. • Acceleration during the SEFP may also be undesirable.
ROLL • Limit Bank Angle to 15 until V2+15  ; then up to 30 at Take-off Flap above  . • LVL CHG ( MCP SPD ) is used to delay Acceleration.
• SEFP is based on 15 and HDG SEL may require MCP Bank Limiter. • Beware that LVL CHG sets MCP Speed Window to current
speed, which must be  V2
LE FLAPS LE FLAPS

THRUST • A/T will remain in THR HOLD and then ARM until disengaged. MSA
TRANSIT EXT

• AP Engagement requires appropriate Pitch Trim and Rudder. Rudder Trim optional for AP Engagement. UP
• Select CON Thrust when Flaps are Up (no LE FLAPS TRANSIT ) and -UP . -1
• LVL CHG ( MCP SPD ) is selected once clean – AP engagement reverts TO/GA to MCP SPD  HDG SEL ATC Call : -5 CON
SEFP & ACCELERATION
- PAN or Mayday -15 UP
• For Immediate SEFP (DER) – Delay Accel until turn complete.
- Consider APU … Start V2+15 Ž F1 NNM MANAGEMENT
➢ Clean, CON , Climbing (ABOVE MSA) : Mini Plan
• Otherwise Acceleration may be commenced during the SEFP. F5
“Set Heading for • Consider immediate tracking requirements during
• Increase Bank (above  ) up to 25 to maintain containment. EO ACCEL HT 1st the completion of NNM Checklists – Diversion/Hold?
Runway Track” ➢ After Take-off Checklist Complete : FORDEC
• Inflight Engine Start?
Severe Damage : • Weather/NOTAMS/FCON for Diversion (LVO/PBN)
“Memory Items ...” “Memory Items • ATC, Company/Eng, CM, Crew & Pax - Comms
“Both Engine Start • Landing Performance : Overweight Landing?
Selector to Continous” Complete” • Dangerous Goods (NOTOC)
ARM
(SFP Aircraft) “Confirm the • QRH One Engine Inoperative Checklist
Failure” 800 ft AFE • Recall … Notes … Briefing

 MALFUNCTION ANALYSIS
• Initial Call is “Engine Failure” or “Fire”; not between V1 and Gear Up.
“Check” HDG SEL VNAV SPD
• Any FIRE WARN or MASTER CAUTION needs to be acknowledged and RESET .
“Gear Up”
400 ft AGL • After 400 ft PF calls “Confirm the Failure”; PM idents Failure; PF responds “Confirmed” or “Negative”
• N1/N2 Seizure or Airframe Vibration (whether it continues or not) requires Severe Damage.
Call For/Verify PF Action Call
LNAV Malfunction Indications PM Confirmation
THR HOLD Roll Mode (SEFP) ”Confirmed …” then
Œ 50 ft AGL • FIRE WARN ;  ; ENG 1/2 Fire Indications ”Fire Engine (#)”
… Memory Items …
Engine Fire Checklist”
80 kts 84 kts V1 VR • Loss of Engine Indications
”Separation Engine (#)”
• Fire Panel FAULT light illuminated … Memory Items …
• No N1/N2 Rotation, or Engine Severe Damage or
• Airframe Vibration & Unusual Eng ”Severe Damage Engine (#)” Separation Checklist”
Pilot Flying “Fire” or
Indications
“Rotate” “Positive Rate” “Engine Failure” • EGT ENG FAIL indication; and
Pilot Not Flying • No Limit Exceedance.
”Failure Engine (#)” (no Memory Items applicable)

• Engine Surging/Stalling ”Surge/Stall Engine (#)” … Memory Items …

Engine Limit or Surge or Stall
• Limit (N1/N2/EGT/Oil Temp/Pr) Exceedance ”(Parameter) Limit Engine (#)” Checklist”
Analysis runs from Top Down. For example, Indications of a Severe Damage supersede Stall/Surge.
 LNAV ALT HOLD

Engine Out Go-Around

LNAV ALT ACQ

09-Sep-22
CMD CMD

LNAV TO/GA

TO/GA : @ TO/GA Switch

“After Takeoff
LNAV : FD @ 50 ft CMD @ 400 ft
Checklist”
“Flap __” CON
“Go-Around...
Flap (15/1) ... Autopilot & “Flap Up”
Check Thrust” Alternative Roll GA ACCELERATION ALTITUDE
In VMC ................. Min 1,000 ft AFE
Mode Available Acceleration ➢ In IMC, following Pub. MAP:
“Gear Up” Altitude At least:
- Published MAA; or
- Published M/App Accel Alt; or
INITIATING ACCELERATION
- MSA/MVA, etc.
➢ FD in TO/GA (MCP SPEED WINDOW CLOSED) ➢ In IMC, on SEFP or otherwise:
400 ft RA • Target Speed increases with Flap Selection.
LNAV - MSA, MVA, etc.
• Otherwise; wait for ALT ACQ/HOLD then:
50 ft RA AEO : “Bug 250 knots” OEI : “Bug UP”

“Thrust Checked
… Positive Rate” OEI AFS TO/GA MODE FD GUIDANCE
TO/GA Pitches towards 13°, MCP Speed Window closes & Pitch transitions to Target Speed
with increasing rate of climb. Target Speed (not below V2 ??) is as follows:
OEI AUTOPILOT/MODES & GO-AROUND

Pitch
- MCP/Approach Speed if failure occurs prior to TO/GA or up to 10 seconds after TO/GA; or
• Go-Around AP is only available if AP was in Dual Channel ( FLARE ).
- Speed at TO/GA ; or Current Speed if speed at Engine Failure is >5kts above Speed @ TO/GA
➢ Go-Around with Single AP ( SINGLE CH ) • If the failure occurs during the go-around, maintain Flap 15 and VAPP, limit bank 15° until
• AP disengages with TO/GA switch as FD engages in TO/GA TO/GA “manoeuvring is complete(?) and a safe altitude(?) reached.” FCTM 5.88
• AP is available after RA 400 ft. TO/GA is a Manual Flight only mode, so TO/GA commands Ground Track. LNAV engages at RA 50 (Manual) / RA 400 (AP).
the AFS will Revert out of any engaged Pitch/Roll TO/GA mode. - Autopilot and/or Alternative Lateral Mode available after 400 ft.
Roll

- Roll TO/GA reverts to HDG SEL - Pitch TO/GA reverts to MCP SPD • Limit Bank 15° at/below VMINM (AMBER). Delay Accel until after initial turn complete.
➢ Go-Around with Dual AP ( CMD / LAND 3 with FLARE armed) • Go-Around at F15 → F1, limit Bank to 15° until (  VREF +15/+20 or VMINM)
• AP remains engaged. Rudder is controlled for Fail Operational Aircraft • SEFP’s are usually 15 AoB - MCP Bank Angle Limit selection may be required.
from LAND 2/3 until the AFS leaves TO/GA , at which point the Thrust OEI Go-Around is Manual Thrust Only – Set N1 to Thrust Mode GA  Ref Thrust.
second AP channel and Rudder Servo control drops out.
Pilot Flying

Pilot Monitoring
 Engine Fire (Sev Dam/Separation)

09-Sep-22
Pilot Flying ENGINE FIRE
or ENGINE SEVERE DAMAGE OR SEPARATION
Pilot Monitoring
Condition : One or more of these occur:
Start End • Engine fire warning
• Airframe vibrations with abnormal engine indications
• Engine separation
1 Autothrottle (if engaged) .............................. Disengage
A/T 2 Thrust lever (affected engine) … Confirm .............. Close
3 Engine start lever (affected engine) … Confirm .. CUTOFF
FIRE FIRE
WARN
4 Engine fire switch (affected engine) … Confirm WARN
.........Pull
BELL CUTOUT
To manually unlock the engine fire switch, press the
BELL CUTOUT

override and pull.

5 If the engine fire switch or ENG OVERHEAT light stays
illuminated:
Engine fire switch ......................... Rotate to the stop
and hold for 1 second
If after 30 seconds the engine fire switch
or ENG OVERHEAT light stays illuminated:
Engine fire switch ......... Rotate to the other stop
and hold for 1 second


30 Seconds

Thrust Lever

Start Lever
 Engine Inoperative Drift Down

09-Sep-22
MCP SPD LNAV ALT

CMD

“Select Max “CON Thrust Set

Continuous … Select VNAV
Thrust” ENG OUT”

… for info only ...

LNAV MCP SPD

“CON thrust “Engine Out CMD

selected … N1 Max Alt FL257,
99.1%” Speed 229”

ENGINE INOPERATIVE DRIFTDOWN

• Fly the Aircraft .... Pitch, Roll, Yaw, Thrust, Speed RVSM CONTINGENCY PROCEDURES
- AUTOTHROTTLE ...................................................DISENGAGE If unable to continue in accordance with ATC
- THRUST (FMC N1 – SELECT CON) ............. ADVANCE TO CON Clearance – advise ATC.
• Failure Analysis ............ Memory Items as Required If Clearance cannot be obtained:
- STANDARD PF/PM ENGINE FAILURE PROCEDURES, - Turn on Exterior Lights
- TIME (CHECK AIRSPEED) PERMITTING. - Leave assigned route with initial 90° turn
➢ Commence Drift Down If unable to maintain Assigned Level:
• FMC ........................................... Select ENG OUT> - Wherever possible minimise rate of descent
• Engine Out Target Speed & Altitude .......... Set MCP while turning to acquire and maintain a 15nm
 Slow to Engine Out Speed  track offset from the assigned route.
- Select a level offset by 500 ft from normal level
• Heading .................................. As Required (RVSM)
- Broadcast Urgency signal on 121.5 / 123.45
• Select LVL CHG ........................................ MCP SPD
- or Speed Intervene … VNAV SPD
Notes:
- AP may disengage; can normally be re-engaged.
- ATC Call to Advise and request Lower Level
- No FMC : Initially 240 KIAS and FL240 works.
Pilot Flying
- Autothrottle is not available Engine Out.
- With MCP Alt change, the FMC may commence a Pilot Monitoring
Descent, and ENG OUT CRZ page can be lost. Enter
OEI Cruise Altitude in VNAV Cruise Page to recover
ENG OUT> prompt access.
 Cabin Altitude

09-Sep-22
CABIN CABIN ALTITUDE WARNING ON
ALTITUDE or RAPID DEPRESSURIZATION
Condition : One or more of these occur:
• A cabin altitude exceedance
• In flight, the intermittent cabin altitude/configuration
warning horn sounds or a CABIN ALTITUDE light
illuminates
1 Don oxygen masks and set regulators to 100%.
2 Establish crew communications.
3 Pressurisation mode selector .................................. MAN
4 Outflow VALVE switch ............................... Hold in CLOSE
until the outflow VALVE indication shows fully closed
5 If cabin altitude is uncontrollable:
Passenger signs ......................................................ON
PASS OXYGEN switch .............................................ON
  Go to the Emergency Descent checklist.


Pilot Flying

Pilot Monitoring

Start End

ON

CLOSE

Uncontrollable
MAN

“Captain on Oxygen”
“First Officer on Oxygen”

Oxygen Oxygen
 Emergency Descent

09-Sep-22
Pilot Flying ON

Pilot Monitoring

Start End

CONT CONT

7 2 8

6 ATC
3
EMERGENCY DESCENT
Condition : One or more of these occur:
PA • Cabin altitude cannot be controlled
• A rapid descent is needed.
1 Announce the emergency descent. The pilot flying will
advise the cabin crew, on the PA system, of impending
rapid descent. The pilot monitoring will advise ATC and
obtain area altimeter setting.
PF : “This is the Captain, Emergency Descent”
2 Passenger signs ............................................................... ON
3 Without delay, descend to the lowest safe altitude or
10,000 feet, whichever is higher.
4 ENGINE START switches (both) .................................. CONT
5 Thrust levers (both) .................. Reduce thrust to minimum
or as needed for anti-ice
6 Speedbrake ..................................................FLIGHT DETENT
7 Set target speed to MMO/VMO.
If structural integrity is in doubt, limit speed as much
as must a possible and avoid high manoeuvring loads.
5 
Emergency Descent on Autopilot
1. Initiate a turn in HDG SEL if required
2. Select MCP Altitude (10,000 ft or MSA)
3. Engage LVL CHG
4. Thrust Levers ........................................................... IDLE
5. Speedbrake ............................................. FLIGHT DETENT
4 6. Select MCP Speed ........................... MMO/VMO or Limited
7. Refine MCP Heading selection.
8. Refine MCP Altitude selection.
Approaching Level Off Altitude:
• Reduce MCP Speed to LRC/300 Knots (away from VMO)
• Stow Speedbrake smoothly to avoid overspeed
PM Flow – Further Consideraitons
PM flow should include considerations of:
- Engine Anti-Ice for the Descent
- Transponder 7700, TCAS Below
 NNM Manoeuvres – Stall & Upset Recovery

09-Sep-22
APPROACH TO STALL OR STALL RECOVERY UPSET RECOVERY
Pilot Flying Pilot Monitoring Pilot Flying Pilot Monitoring

• Initiate the Recovery: • Monitor altitude and airspeed. • Recognise and confirm the developing situation – if necessary, Stall Recovery.
- Hold the control column firmly • Verify all needed actions have been • Disengage Autopilot & Autothrottle
- Disengage AP and A/T done and call out any omissions. Nose High Recovery • Call Out attitude,
- Smoothly apply nose down elevator to reduce the • Call out any trend toward terrain • Disengage Autopilot & Autothrottle airspeed and
angle of attack until buffet or stick shaker stops. contact. altitude
• Recover:
- Nose down stabilizer trim may be needed. 1 throughout the
- Apply as much nose-down elevator as needed to obtain a nose
• Continue the Recovery: • Monitor altitude and airspeed. down pitch rate. recovery.
- Roll in the shortest direction to wings level if • Verify all needed actions have been - Apply appropriate nose down stabilizer trim 1 • Verify all needed
needed. 2 done and call out any omissions. actions have been
- Reduce thrust 2
done and call out
- Retract the Speedbrakes. • Call out any trend toward terrain - Roll (adjust bank angle) to obtain a nose down pitch rate 1
any continued
- Do not change gear or flap configuration, except: contact. • Complete the Recovery: deviation.
▪ During liftoff, if the flaps are Up, call for Flaps 1. • Set the FLAP lever as directed - When approaching the horizon, roll to wings level
• Complete the Recovery: • Monitor altitude and airspeed. - Check airspeed and adjust thrust
- Check airspeed and adjust thrust as needed. • Verify all needed actions have been - Establish pitch attitude.
- Establish Pitch Attitude. done and call out any omissions. Nose Low Recovery
- Return to the desired flight path. • Call out any trend toward terrain • Recover: (Recover from Stall, if needed)
• Re-engage the AP and A/T if desired. contact. - Roll in the shortest direction to wings level.
• Set the FLAP lever as directed - If bank angle is more than 90, unload and roll 1
1. If the control column does not provide the needed response, stabilizer trim may be needed. Excessive • Complete the Recovery:
use of pitch trim can aggravate the condition, or can result in loss of control or in high structural - Apply nose up elevator
loads.
- Apply nose up trim, if needed 1
2. Excessive use of pitch trim or rudder can aggravate the condition, or can result in loss of control or in
- Adjust thrust and drag (Speedbrake, Gear), if needed
high structural loads.
1. Excessive use of pitch trim or rudder can aggravate an upset, result in loss of control or
Notes/Techniques:
result in high structural loads.
• Recover from Approach to Stall as if the Stall has occurred. 2. Thrust reduction here typically refers requiring a thrust reduction to generate a nose down
• Immediate recovery at the first indication of Stall (Buffet/Stick Shaker). pitching moment.
• Do not use Flight Director commands during the recovery.
Notes/Techniques:
• Aim for a Pitch Rate of 2.5/sec, keep 2.5 away from the PLI’s, towards an initial pitch attitude of 2.5.
• Upset Condition is any time an aircraft is diverting from the intended airplane state.
• As the Pitch Attitude lowers to 10 (un-stalled) this is a reasonable time to roll wings level.
Traditional Values are Pitch +25/-10; Bank >45; Inappropriate Airspeed.
• Aim for a Pitch Rate of 2.5/sec, keep 2.5 away from the PLI’s, towards an initial pitch
attitude of 2.5.
• For Nose High - as the Pitch Attitude lowers to 10 (un-stalled) this is a reasonable time to
roll wings level.
 NNM Manoeuvres – Terrain Escape

09-Sep-22
GPWS ALERTS & TERRAIN ESCAPE
SINK RATE, TERRAIN, DON’T SINK, GLIDESLOPE, BANK ANGLE,
TERRAIN TOO LOW FLAPS/GEAR/TERRAIN, GLIDESLOPE, BANK ANGLE,
CAUTION AIRSPEED LOW, CAUTION TERRAIN/OBSTACLE
- Correct the Flight Path, Aircraft Configuration or Airspeed.
PULL UP, OBSTACLE OBSTACLE PULL UP;
TERRAIN
other situations resulting in unacceptable flight towards terrain.
WARNING - Accomplish the Terrain Escape Manoeuvre.
TERRAIN ESCAPE MANOEUVRE
Pilot Flying Pilot Monitoring
• Disengage Autopilot & Autothrottle • Assure maximum thrust. 1
• Aggressively apply Maximum Thrust 1 • Verify all needed actions have been
• Simultaneously roll wings level and rotate done and call out any omissions.
to an initial pitch attitude of 20°.
• Retract Speedbrakes.
• If terrain remains a threat, continue rotation up to the pitch limit
indicator (if available) or stick shaker or initial buffet.
• Do not change gear or flap configuration until terrain separation • Monitor vertical speed and altitude
is assured. (radio altitude for terrain clearance
• Monitor radio altimeter for sustained or increasing terrain and barometric altitude for a
separation. minimum safe altitude.)
• When clear of terrain, slowly decrease pitch attitude and • Call out any trend toward terrain
accelerate. contact.
TERRAIN ESCAPE RECOVERY PROCEDURE
• Set appropriate Pitch/Power settings and establish Performance. • Make appropriate selections at the
Eg : Pitch 15, N1 90%, After Take-off Climb Performance direction of the PF
• Call for MCP Altitude Selector setting. • ATC Calls as appropriate
• Call for Flight Directors Cycle / ON (as required)
• Call for Autothrottle switch … ARM (verify MCP Speed)
• Call for Vertical (LVL CHG) and Lateral (HDG SEL) modes
• Satisfy Flight Directors, Trim & engage Autopilot as required.
1. Maximum thrust can be obtained by advancing the thrust levers full forward if the EECs are in the normal mode.
If terrain contact is imminent, advance thrust levers full forward.
Notes/Techniques:
• CAUTION : If a terrain caution occurs when flying under daylight VMC, and positive visual verification is made that
no obstacle or terrain hazard exists, the alert may be regarded as cautionary and the approach may be
continued.
• WARNING : As above, however positive visual verification must be made before terrain/obstacle warning.
• Below Glideslope Deviation can be cancelled or inhibited for Localizer/Back Course; Circling from an ILS; when a
deliberate below glideslope is required.
• Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude that results in
intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be
needed to obtain a positive terrain separation. Use smooth, steady control to avoid a pitch attitude overshoot and
stall.
• Do not use Flight Director commands.
• Be wary of excessive performance in the recovery, typically indications of positive windshear.
 09-Sep-22
NNM Manoeuvres – Windshear Escape
WINDSHEAR CAUTION/WARNING AND WINDSHEAR ESCAPE
• Maximum Rated Thrust; Flaps 5/10/15; Increased VR (+20) as available
Takeoff :
• Longest Runway away from Windshear – or … Don’t Take-off!
Precautions
• Flap 30; Approach with Electronic Glidepath
Approach :
• Most suitable runway away from reported Windshear
WINDSHEAR MONITOR RADAR DISPLAY
CAUTION - Manoeuvre as needed to avoid the Windshear.
Lack of Acceleration; Shift in IAS/GS.
Pilot Detected : - (very) Prior to V1  Reject.

Takeoff
- (near) After V1  Windshear Escape Manoeuvre
WINDSHEAR AHEAD, WINDSHEAR AHEAD
Predictive : - Prior to V1  Reject.
- After V1  Perform the Windshear Escape Manoeuvre
Unacceptable flight path deviations from normal steady state
WINDSHEAR flight conditions below 1,000 ft AAL
WARNING Pilot Detected : Speed  15 kts VS  500 fpm Pitch  5  1 dot G/S
- unusual thrust lever position for a significant period of time.
Approach

- “Windshear TO/GA”  Windshear Escape Manoeuvre

(Two-Tone) & WINDSHEAR WINDSHEAR WINDSHEAR
Reactive :
- “Windshear TO/GA”  Windshear Escape Manoeuvre
GO-AROUND WINDSHEAR AHEAD
Predictive : - “Windshear TO/GA”  Windshear Escape Manoeuvre; or
- Normal Go-Around

WINDSHEAR ON TAKE-OFF
- If windshear is encountered before V1, there may not be sufficient runway remaining to stop if an RTO is
initiated at V1. If there is insufficient runway to stop at VR (or if slower - no later than 2,000ft/600m to
the end of the Runway), rotate at a normal rate toward a 15° pitch attitude.
- Ensure maximum thrust is set.
Captain : Call “Windshear - Continue” and set Maximum Thrust.
Pilot Flying : Once airborne, perform the Windshear Escape Manoeuvre.
WINDSHEAR ESCAPE MANOEUVRE (AFTER TAKEOFF OR ON APPROACH)
Pilot Flying
• Call “Windshear TOGA” Pilot Monitoring
Manual Flight Automatic Flight
• Disengage Autopilot • Push TO/GA Switch 3 • Verify Maximum/GA Thrust
• Push TO/GA Switch • Verify TO/GA annunciation. • Verify all needed actions have been
• Aggressively apply maximum thrust 1 • Verify N1 GA thrust. completed and call any omissions
• Disengage Autothrottle • Retract Speedbrakes • Advise ATC “Windshear Escape”
• Simultaneously Roll Wings Level, and • Monitor system performance 2
Pitch towards 15° 2
• Retract Speedbrakes
• Follow Flight Director TO/GA guidance
(if available) 2
• Do not change gear/flap configuration until Windshear is no longer a factor. • Monitor vertical speed and altitude.
• Monitor vertical speed and altitude. • Call out any trend toward terrain
• Do not attempt to regain lost airspeed until Windshear is no longer a factor. contact, descending flight path or
significant airspeed changes.
Windshear Escape Recovery Procedure
• Set appropriate Pitch/Power settings and establish Performance. • Make appropriate selections at the
Eg : Pitch 15, N1 90%, After Take-off Climb Performance direction of the PF
• Call for MCP Altitude Selector setting. • ATC Calls as appropriate
• Call for Flight Directors Cycle / ON (as required)
• Call for Autothrottle switch … ARM (verify MCP Selected Speed)
• Call for Vertical (LVL CHG) and Lateral (HDG SEL) modes
• Satisfy Flight Directors, Trim & engage Autopilot as required.
1. Maximum thrust can be obtained by advancing the thrust levers full forward if the EECs are in the normal mode. If terrain
contact is imminent, advance thrust levers full forward.
2. Do not exceed the Pitch Limit Indicators (PLI).
3. Selecting TO/GA without Dual AP engagement ( FLARE ) disengages the AP - revert to Manual Flight Windshear Escape.
4. WARNING : Severe windshear can exceed the performance of the AFDS. Be prepared to disengage the autopilot and
autothrottle and fly manually.
Notes/Techniques:
• Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude that results in intermittent stick
shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be needed to obtain a positive
terrain separation. Use smooth, steady controls to avoid a pitch attitude overshoot and stall
• Selecting TO/GA does not disarm LNAV or VNAV - be wary of automatic engagement after Take-off in Windshear.
• Be wary of excessive performance in the recovery, typically indications of positive windshear.
Adelaide Airspace (YPAD/ADL)

09-Sep-22
Adelaide
@ 65NMFL130
@ 50NM A090
@ 36NM A050
@ 20NM A030
@ 11NM  CTR

FL130 YBBN
A090 YSSY

A050 BLACK
65 NM
A030 50 NM
36 NM
CTR 20 NM
11 NM

A030 20 NM

A050
36 NM DRINA

A090
50 NM

FL130 65 NM

YMML
 Melbourne Airspace (YMML/MEL)

09-Sep-22
Melbourne CTA Steps (YMML/MEL)
ARBEY  RW16 LIZZY  RW16 LIZZY  RW27 FROM SOUTH
@ 45NM A080 @ 45NM A090 @ 45NM A090 @ 45NM A090
@ 30NM A050 @ 30NM A050 @ 30NM A050 @ 30NM A050
@ 20NM A040 @ 20NM A040 @ 22NM A030 @ 22NM A030
@ 15NM A030 @ 15NM A030 @ 15NM A020 @ 15NM A020
@ 12NM A025 @ 12NM A025 @ 12NM  CTR @ 7NM  CTR
@ 10NM A020 @ 10NM A020
@ 7NM  CTR @ 7NM  CTR

FL130
A090
A050
65 NM
A030 50 NM
36 NM BLACK
CTR 20 NM
11 NM

A030 20 NM

A050
36 NM DRINA

A090 50 NM

FL130 65 NM
 Hobart Airspace (YMHB/HBA)

09-Sep-22
YMML
YPAD

CTR YBBN
8 NM YSSY

11 NM
A020
16 NM
A030
20 NM
A040 65 NM
25 NM
A050
75 NM 30 NM
FL150
A070

65 NM 50 NM
FL150

MORGO A090

FL130 50 NM

A090 35 NM
A070 IPLET

30 NM
35 NM
A050
30 NM

25 NM
A040
20 NM
A040
A030 15 NM
15 NM
Hobart CTA Steps (YMHB/HBA)
MOTRA/W407 MORGO/V33 YMHB-YMLT 11 NM A020 11 NM
@ 65NMFL150 @ 75NMFL150 @ 30NMA070
@ 50NMA090 @ 65NMFL130 @ 25NMA050
@ 35NMA070 @ 50NMA090 @ 20NMA040
@ 30NMA050 @ 35NMA070 @ 16NMA030
@ 20NMA040 @ 30NMA050 @ 11NMA020
CTR
@ 15NMA030 @ 25NMA040 @ 8NM  CTR 8 NM
@ 11NMA020 @ 15NMA030
@ 8NM  CTR @ 11NMA020
@ 8NM  CTR
09-Sep-22
 09-Sep-22

09-Sep-22
 09-Sep-22

09-Sep-22
 09-Sep-22

09-Sep-22