quick reference handbook - aviation for all · delta air lines has modified some of the procedures...

Quick Reference Handbook737NG

Quick Action IndexQA.Index Quick Action Index-IndexABORTED ENGINE START . . . . . . . . . . . . . . . 7.1APU FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION . . . . . . . . . . . . . . . . . . . 2.3

EMERGENCY DESCENT . . . . . . . . . . . . . . . . . 2.6ENGINE FIRE, SEVERE DAMAGE OR SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . 8.4

ENGINE LIMIT/SURGE/STALL . . . . . . . . . . . . 7.13ENGINE OVERHEAT . . . . . . . . . . . . . . . . . . . . . 8.6ENGINE TAILPIPE FIRE . . . . . . . . . . . . . . . . . . 8.7EVACUATION . . . . . . . . . . . . . . . . . Back Cover.2LOSS OF THRUST ON BOTH ENGINES . . . . 7.19SMOKE, FIRE OR FUMES . . . . . . . . . . . . . . . . 8.8UNCOMMANDED RUDDER/YAW OR ROLL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.30

WARNING HORN - CABIN ALTITUDE OR CONFIGURATION . . . . . . . . . . . . . . . . . 15.3

Revision Number: 14© 2008 Delta Air Lines, Inc.

QA.Index.1June 9, 2008

Quick Action Index -Index

REVIEWED BY:

______________________________Joe Sumner

737 - Technical Manager

APPROVED BY:

______________________________John Pickitt

737- Chief Line Check Pilot

APPROVED BY:

______________________________Paul Repp

737 - Fleet Captain

QA.Index.2 June 9, 2008

737NG Flight Crew Operations Manual

Annunciated Index Chapter ANNLights List Section Index

Copyright © Delta Air Lines, Inc. See QA.Index.1 page for details.

ANN.Index Annunciated Index-Lights ListAA/T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1ALT ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1ANTISKID INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1APU DET INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1, 8.1APU FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2APU LOW OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2APU OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3AUTO BRAKE DISARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1AUTO SLAT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3AUTO UNLK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1BBAT DISCHARGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1BLEED TRIP OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2CCargo fire DETECTOR FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2COWL ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1COWL VALVE OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1Crossfeed VALVE OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2DDETECTOR FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2Door annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1DUAL BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4EEEC ALTN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5ELEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1ENG OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.16, 8.4ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5Equipment cooling OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7

ANN.Index.1June 9, 2008


Annunciated Index -Lights List


FFAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7, 8.3FEEL DIFF PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3FIRE WARN and APU fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2, 8.1FIRE WARN and cargo fire FWD/AFT . . . . . . . . . . . . . . . . . . . . . . . . . 8.2FIRE WARN and engine fire 1, 2 . . . . . . . . . . . . . . . . . . . . . . . . . 7.8, 8.4FIRE WARN and WHEEL WELL fire . . . . . . . . . . . . . . . . . . . 8.13, 14.13Flight control LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3Flight recorder OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4FMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1FMC and MSG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2Fuel FILTER BYPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4Fuel pump LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.6GGPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2Ground proximity INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1HHigh Altitude Landing INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7Hydraulic pump LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1Hydraulic pump OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1Hydraulic pumps system A and B LOW PRESSURE . . . . . . . . . . . . 13.8Hydraulic pumps system A LOW PRESSURE . . . . . . . . . . . . . . . . . 13.2Hydraulic pumps system B LOW PRESSURE . . . . . . . . . . . . . . . . . 13.5IIRS DC FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3IRS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4IRS ON DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.5LL, R VALVE OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3LE FLAPS TRANSIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.8LOCK FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5

ANN.Index.2 June 9, 2008




MMACH TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.12NNOT ARMED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5OOFF SCHED DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8PPACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9PACK TRIP OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11PASS OXY ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5Probe heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2PSEU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.2RREVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.25SSOURCE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5SPEED BRAKE DO NOT ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.13SPEED TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.14SPEEDBRAKES EXTENDED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.14STAB OUT OF TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.15Standby hydraulic LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . 13.12Standby hydraulic LOW QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . 13.12STANDBY PWR OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5STBY RUD ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.19TTR UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6TRANSFER BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6TRANSFER BUS OFF, SOURCE OFF, and GEN OFF BUS . . . . . . . 6.2WWindow OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2WING-BODY OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13

ANN.Index.3June 9, 2008




YYAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.32Z

ZONE TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14

ANN.Index.4 June 9, 2008


Preface Chapter PQTable of Contents Section 0


PQ.0 Preface-Table of ContentsQuick Reference Handbook (QRH)

Quick Action Index.............................................................................QAAnnunciated Index ...........................................................................ANNPreface................................................................................................. PQChecklist Introduction...........................................................................CINon-Normal Checklists.................................................................... NNCManeuvers....................................................................................... MANIndex................................................................................................ IndexEvacuation Checklist...................................................................... EVAC

PQ.0.1June 9, 2008


Preface -Table of Contents


IntentionallyBlank

PQ.0.2 June 9, 2008


Preface Chapter PQModel Identification Section 1


PQ.1 Preface-Model IdentificationGeneralThe airplanes listed in the table below are covered in the Flight Crew Operations Manual. The table information is used to distinguish data peculiar to one or more, but not all of the airplanes. Where data applies to all airplanes listed, no reference is made to individual airplanes. Airplane number is supplied by Delta. Registry number is supplied by the national regulatory agency. Serial number is supplied by Boeing.

737-700

737-800

Airplane Number Registry Number Serial Number Tabulation Number

3101 N301DQ 29687 YM701

3102 N302DQ 29648 YM702

3103 N303DQ 29688 YM703

3104 N304DQ 29683 YM704

3105 N305DQ 29645 YM705

3106 N306DQ 29633 YM706

3107 N307DQ 29679 YM707

3108 N308DQ 29656 YM708

3109 N309DQ 29665 YM709

3110 N310DQ 29634 YM710

And Subsequent


3701 N371DA 29619 YC601

3702 N372DA 29620 YC602

3703 N373DA 29621 YC603

3704 N374DA 29622 YC604

3705 N375DA 29623 YC605

PQ.1.1June 9, 2008


Preface -Model Identification


3706 N376DA 29624 YC606

3707 N377DA 29625 YC607

3708 N378DA 30265 YC608

3709 N379DA 30349 YC609

3710 N380DA 30266 YC610

3711 N381DN 30350 YC611

3712 N382DA 30345 YC612

3713 N383DN 30346 YC613

3714 N384DA 30347 YC614

3715 N385DN 30348 YC615

3716 N386DA 30373 YC616

3717 N387DA 30374 YC617

3718 N388DA 30375 YC618

3719 N389DA 30376 YC619

3720 N390DA 30536 YC620

3721 N391DA 30560 YC621

3722 N392DA 30561 YC622

3723 N393DA 30377 YC623

3724 N394DA 30562 YC624

3725 N395DN 30773 YC681

3726 N396DA 30378 YC682

3727 N397DA 30537 YC683

3728 N398DA 30774 YC684

3729 N399DA 30379 YC685

3730 N3730B 30538 YC686

3731 N3731T 30775 YC687

3732 N3732J 30380 YC688


PQ.1.2 June 9, 2008




3733 N3733Z 30539 YC689

3734 N3734B 30776 YC690

3735 N3735D 30381 YC691

3736 N3736C 30540 YC692

3737 N3737C 30799 YC693

3738 N3738B 30382 YC694

3739 N3739P 30541 YC695

3740 N3740C 30800 YC696

3741 N3741S 30487 YC625

3742 N3742C 30835 YC626

3743 N3743H 30836 YC627

3744 N3744F 30837 YC628

3745 N3745B 32373 YC629

3746 N3746H 30488 YC630

3747 N3747D 32374 YC631

3748 N3748Y 30489 YC632

3749 N3749D 30490 YC633

3750 N3750D 32375 YC634

3751 N3751B 30491 YC635

3752 N3752 30492 YC636

3753 N3753 32626 YC637

3754 N3754A 29626 YC638

3755 N3755D 29627 YC639

3756 N3756 30493 YC640

3757 N3757D 30813 YC641

3758 N3758Y 30814 YC642

3759 N3759 30815 YC643


PQ.1.3June 9, 2008




3760 N3760C 30816 YC644

3761 N3761R 29628 YC645

3762 N3762Y 30817 YC646

3763 N3763D 29629 YC647

3764 N3764D 30818 YC648

3765 N3765 30819 YC649

3766 N3766 30820 YC650

3767 N3767 30821 YC651

3768 N3768 29630 YC652

3769 N3769L 30822 YC653

3770 N3770O 29631 YC654

3771 N3771K 29632 YC655

And Subsequent


PQ.1.4 June 9, 2008


Preface Chapter PQIntroduction Section 2


GeneralThe Boeing Company developed normal and non-normal procedures for the737NG aircraft. Delta Air Lines has modified some of the procedures forsimplification and standardization, when appropriate with other Delta aircraft.Finally, the FAA has approved the procedures presented in the Operations Manual,with the exception of flight crew bulletins.These procedures are company policy for pilots to follow during groundoperations and in flight. Deviations from these policies and procedures should bemade only with good cause and based on the safest course of action. If anabnormality occurs that is not covered by these procedures, the Captain must usehis best judgement.

Manual RightsThe 737NG Operations Manual has been prepared for the exclusive use of DeltaAir Lines Inc., Flight Operations personnel under the direction and authority ofDelta and shall, at all times, remain the property of Delta. The holder hereofacknowledges and agrees that this manual contains or may contain trade secrets,copyrighted material and commercial and proprietary information, privileged andconfidential, to the interest of Delta, and the holder hereof further agrees that thismanual may not be reproduced, distributed or copied, in whole or in part, withoutthe express prior written consent of Delta.• In the event this 737NG Operating Manual is sold or distributed to any

other party, no warranty or guarantee, expressed or implied, is made as tothe accuracy, sufficiency or suitability of the materials contained herein orof any revision, supplement or bulletin hereto. It is understood and agreedto by such other party that it shall release indemnify and hold Delta, itsofficers, employees and agents harmless against any and all claims oractions of whatever nature which may arise or claim to arise from the usehereof.

PQ.2.1June 9, 2008


Preface -Introduction


Corrections to the ManualTo correct any errors or discrepancies discovered in this manual, or to submit a suggested change to any Aircraft Operating Manual (Volume 1, Volume 2, Quick Reference Handbook, Flight Crew Training Manual), Normal Checklist, Airway Manual, Flight Operations Manual (FOM), OE/TOE Guide, Flight Crew Bulletin (FCB), or Flight Operations Bulletin (FOB):Log on to the Flight Operations Portal (http://dalweb.delta.com/portal) to submit a Publications Change Request (PCR).There are links to the PCR form on each fleet page and also on the Flight Ops Manual/Library Services page.Once submitted, the PCR is automatically routed to the applicable Fleet Technical Manager, Technical Writer, and Specialist for that manual.

OrganizationThe operations manual is organized in the following manner.Volume 1• Preface - contains general information regarding the manual’s purpose,

structure, and content. It also contains lists of abbreviations, a record of revisions, a list of effective pages and flight crew bulletins.

• Limitations and Normal Procedures - covers operational limitations and normal procedures. All operating procedures are based on a thorough analysis of crew activity required to operate the airplane, and reflect the latest knowledge and experience available.

• Supplementary Procedures – covers those procedures accomplished as required rather than routinely on each flight.

Volume 2 - Chapters 1 through 15 contain general airplane and systems information. These chapters are generally subdivided into sections covering controls and indicators and systems descriptions.Quick Reference Handbook (QRH) - The QRH covers normal checklists, non-normal checklists and non-normal maneuvers.Flight Crew Training Manual (FCTM) - The Flight Crew Training Manual provides information and recommendations on maneuvers and techniques.

PQ.2.2 June 9, 2008




Page NumberingThe Quick Reference Handbook manual uses a decimal page numbering system. The page numbers for the Non-Normal Checklists are divided into two fields; section and page, and are found at the top and the bottom of each page in larger sized font. An example of a page number for the Non-Normal Checklist chapter follows:

Example Page Number

Warnings, Cautions, and NotesThe following levels of written advisories are used throughout the manual.

WARNING: An operating procedure, technique, etc., that may result inpersonal injury or loss of life if not carefully followed.

CAUTION: An operating procedure, technique, etc., that may result indamage to equipment if not carefully followed.

Note: An operating procedure, technique, etc., considered essential to emphasize. Information contained in notes may also be safety related.

Airplane EffectivitiesDifferences in airplane configuration are shown by use of airplane effectivities throughout Volumes 1 and 2, Quick Reference Handbook, and the Flight Crew Training Manual. The following rules are used to express airplane effectivities:• Airplane effectivities are listed by ship number. A range of airplanes is

defined by a dash, e.g. Ships 3101 – 3110. A comma in the effectivity range indicates a break in the range, e.g. Ships 3701 – 3710, 3712 – 3725; airplane 3711 is excluded from the range.

• Airplane effectivities apply only to the paragraph, illustration, operational note, procedural step, etc. and to subordinate items (if any). Refer to the examples below.

8.9

Page Number

Section (Fire Protection)

PQ.2.3June 9, 2008




Example 1 (with subordinate items):

In this example, the effectivity 3101 – 3110 applies to the first procedural step (If the PSEU.....) and any additional indented/subordinate steps (Do not takeoff). The effectivity does not apply to the next equivalently indented step (Note: The PSEU light...).Example 2 (without subordinate items):

In this example, the effectivity Ships 3101, 3102 applies to the first operational caution only. The effectivity does not apply to the next equivalently indented step.For clarity, an "All" effectivity may be applied to differentiate common steps from those effected by specific ship numbers.When airplane effectivities are centered immediately below a checklist title, the entire checklist applies to the listed airplanes. In the following example, the CONFIG checklist example below is applicable to Ships 3701 – 3771 only:

Ships 3101 – 3110If the PSEU light does not extinguish when the parking brake is set or when both engines are shut down:

Do not takeoff.

Note: The PSEU light illuminates on the ground only.

Ships 3101, 3102CAUTION: When gross weight is greater than 143,000 lbs, speed brake

Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN detent

will autostow to the 50% flight detent if airspeed exceeds 320 knots.Do not overide autostow function unless airspeed is less than320 knots.

CONFIGShips 3701 – 3771

PQ.2.4 June 9, 2008


Preface Chapter PQAbbreviations Section 3

PQ.3 Preface-AbbreviationsGeneralThe following abbreviations may be found throughout the manual. Some abbreviations may also appear in lowercase letters. Abbreviations having very limited use are explained in the chapter where they are used. Since this list is compiled across several fleets, there may be some abbreviations that do not apply to this specific fleet.


A

ABV Above

AC Alternating Current or Aircraft

ACARS Aircraft Communications Addressing and Reporting System

ACE Actuator Control Electronics

ACP Audio Control Panel

ACT Active

ADC Air Data Computer

ADF Automatic Direction Finder

ADI Attitude Director Indicator

ADIRS Air Data Inertial Reference System

ADIRU Air Data Inertial Reference Unit

ADM Air Data Module

AED Automatic External Defribulator

AFDC Autopilot Flight Director Computer

AFDS Autopilot Flight Director System

AFE Above Field Elevation

AFM Airplane Flight Manual (FAA approved)

AFM - DPI Airplane Flight Manual - Digital Performance Information

AFS Automatic Flight System (Autopilot or Autothrottle)

A/G Air/Ground

AGL Above Ground Level

AH Alert Height

AHRS Attitude Heading Reference System

AI Anti-Ice

AIL Aileron

ALFA Safe Stall Margin Speed

ALT Altitude

ALT ACQ Altitude Acquire

ALT HOLD Altitude Hold

ALTN Alternate

AM Amplitude Modulation

PQ.3.1June 9, 2008


Preface -Abbreviations


AIMS Airplane Information Management System

AMI Airline Modifiable Information

ANP Actual Navigational Performance

ANT Antenna

ANU Aircraft Nose Up

AOA Angle of Attack

AOC Airline Operational Communication Data Link

A/P Autopilot

APL Airplane

APP Approach

APU Auxiliary Power Unit

ARINC Aeronautical Radio, Incorporated

ARM Aircraft Restrictions Manual

ARPT Airport

ARR Arrival

ART Automatic Reserve Thrust

ASA Autoland Status Annunciator

ASI Airspeed Indicator

ASR Airport Surveillance Radar

ASYM Asymmetry

A/T Autothrottle

ATA Actual Time of Arrival

ATC Air Traffic Control

ATIS Automated Terminal Information Service

ATM Assumed Temperature Method

ATT Attitude

AUTO Automatic

AUTO–THROT

Autothrottle

AUX Auxiliary

AVAIL Available

AWABS Automated Weight and Balance System

B

BARO Barometric

BAT Battery

B/C orB/CRS orBAC orBCS

Back Course

BFO Beat Frequency Oscillator

BITE Built-In Test Equipment

BKR Breaker

BLD Bleed

BLW Below

BRG Bearing

BRT Bright

BTL Bottle

BTL DISCH Bottle Discharge (fire extinguisher)

BTMS Brake Temperature Monitoring System

C

PQ.3.2 June 9, 2008




C Captain or

Celsius or

Center or

Cool

CAA Civil Aviation Authority

CADC Central Air Data Computer

CALSEL Call Select

CANC/RCL Cancel/Recall

CANPA Constant Angle Non-Precision Approach

CAP Capture

CAPT Captain

CAWS Central Aural Warning System

CB Circuit Breaker

CCD Cursor Control Device

CDS Common Display System

CDU Control Display Unit

CFIT Controlled Flight Into Terrain

CG Center of Gravity

CHKL Checklist

CHR Chronograph

CKD Checked

CKT Circuit

CL Close

CLB Climb

CLMP Computer Lockout Manual Power

CLR Clear

CMD Command

CO Company

COMM Communication

COMP Comparator

COMPT Compartment

CON Continuous

CONFIG Configuration

CONT Control

COOL Cooling

CRS Course

CRT Cathode Ray Tube

CRZ Cruise

CTL Control

CTR Center

CWS Control Wheel Steering

D

DA Decision Altitude

DA(H) Decision Altitude (Height)

DC Direct Current

DCU Display Concentrator Unit

D/D Direct Descent

DDA Derived Decision Altitude (MDA +50 feet)

DDG Dispatch Deviations Guide

DEL Delete

DEP Departure

DEP ARR Departure Arrival

DEPR Depressurize

DES Descent

PQ.3.3June 9, 2008




DEU Display Electronic Unit

DFCS Digital Flight Control System

DFGC Digital Flight Guidance Computer

DFGS Digital Flight Guidance System

DH Decision Height

DIFF Differential

DIR Direct

DISC Disconnect

DISCH Discharge

DK Deck

DME Distance Measuring Equipment

DN Down

DPC Display Processing Computer

DSP Display Select Panel

DSPL Display

DTG Distance to Go

DTW Distance to Waypoint

DU Display Unit

E

EADI Electronic Attitude Director Indicator

ECON Economy

E/D End of Descent

E/E Electrical/Electronic

EEC Electronic Engine Control

EFI Electronic Flight Instruments

EFIS Electronic Flight Instrument System

EGPWS Enhanced Ground Proximity Warning System

EGT Exhaust Gas Temperature

EHSI Electronic Horizontal Situation Indicator

EICAS Engine Indication and Crew Alerting System

EIS Electronic Instrument System

ELEC Electrical

ELEV Elevator

EMER Emergency

ENG Engine

ENG OUT Engine Out

ENT Entry

EO or E/O Engine Out

EOAP Electronic Overhead Annunciation Panel

EPR Engine Pressure Ratio

EQPT or EQUIP

Equipment

ER Extended Range

ETOPS Extended Range Operation with Twin Engine Airplanes

EVAC Evacuation

EXEC Execute

EXT Extend or External

PQ.3.4 June 9, 2008




F

F Fahrenheit

FAC Final Approach Course

FAA Federal Aviation Administration

FADEC Full Authority Digital Engine Control

FAF Final Approach Fix

FAR Federal Aviation Regulation

FCB Flight Crew Bulletin

FCC Flight Control Computer

FCTL Flight Control

FCTM Flight Crew Training Manual

FD, F/D orFLT DIR

Flight Director

FF Fuel Flow

FFM Force Fight Monitor

FGCP Flight Guidance Control Panel

FGS Flight Guidance System

FILT Filter

FIR Flight Information Region

FL CH or FLCH

Flight Level Change

FLT Flight

FLT CTRL Flight Control

FLPRN Flaperon

FMA Flight Mode Annunciator

FMC Flight Management Computer

FMS Flight Management System

F/O or F O First Officer

FOM Flight Operations Manual

FPA Flight Path Angle

FPM Feet Per Minute

FPV Flight Path Vector

FREQ Frequency

F/S Fast/Slow

FT Feet

FWD Forward

FWSOV Fire Wall Shut Off Valve

FX Fix

G

GA Go–Around

GE General Electric

GEN Generator

GLS GPS Landing System

GMT Greenwich Mean Time

GND Ground

GP orG/P

Glide Path

GPS Global Positioning System

GPWS Ground Proximity Warning System

GS Ground Speed

G/S Glide Slope

GW Gross Weight

H

PQ.3.5June 9, 2008




HAA Height Above Airport

HAT Height Above Touchdown

HDG Heading or

Hydraulic Driven Generator

HDG REF Heading Reference

HDG SEL Heading Select

HF High Frequency

HGS Head-Up Guidance System (HGS® is a registered trademark of Flight Dynamics)

HI High

HLD Hold

HPA Hectopascals

HPSOV High Pressure Shut Off Valve

HSI Horizontal Situation Indicator

HUD Head-Up Display

HYD Hydraulic

I

IAF Initial Approach Fix

IAN Instrument Approach Navigation

IAS Indicated Airspeed

IDENT Identification

IFE In-Flight Entertainment System

IFR Instrument Flight Rules

IGN Ignition

IGS Instrument Guidance System

ILS Instrument Landing System

IM Inner Marker

IMC Instrument Meteorological Conditions

IN Inches

INBD Inboard

IND Indicator

IND LTS Indicator Lights

INOP Inoperative

INIT Initialization

INSTR Instrument

INT or INTPH

Interphone

INTC Intercept

INTC CRS Intercept Course

IP Instructor Pilot

IRS Inertial Reference System

IRU Inertial Reference Unit

ISA International Standard Atmosphere

ISDU Inertial System Display Unit

ISFD Intergrated Standby Flight Display

ISLN Isolation

J

JAA Joint Aviation Authority

PQ.3.6 June 9, 2008




K

K or KTS Knots

KCAS Knots Calibrated Airspeed

KGS Kilograms

KIAS Knots Indicated Airspeed

L

L Left

LAT Latitude

LBS Pounds

LD Load

LDA Localizer-type Directional Aid

LDG Landing

LDG ALT Landing Altitude

LE Leading Edge

LIM Limit

LIM SPD Limit Speed

LKD Locked

L NAV or LNAV

Lateral Navigation

LOC Localizer

LOC-BC Localizer Back Course

LOM Locator Outer Marker

LON Longitude

LR Long Range

LRC Long Range Cruise

LRU Line Replaceable Unit

LSK Line Select Key

LT Light

LWR CTR Lower Center

LWR DSPLY orLWR DSPL

Lower Display

M

M Mach

MAG Magnetic

MAHP Missed Approach Holding Point

MAN Manual

MAP Missed Approach Point

MASI Mach/Airspeed Indicator

MAX Maximum

MCC Maintenance Control Center

MCDU Multi-purpose Control and Display Unit

MCO Maintenance Carry Over

MCP Mode Control Panel

MCT Maximum Continuous Thrust

MDA Minimum Descent Altitude

MDA(H) Minimum Descent Altitude (Height)

MDM Mechanical Dispatch Manual

MEA Minimum Enroute Altitude

MEL Minimum Equipment List

MFD Multifunction Display

MHZ Megahertz

PQ.3.7June 9, 2008




MIC Microphone

MIN Minimum

MKR Marker

MLS Microwave Landing System

MM Middle Marker

MMO Maximum Mach Operating Speed

MNPS Minimum Navigation Performance Specification

MOCA Minimum Obstruction Clearance Altitude

MOD Modify

MORA Minimum Off Route Altitude

MSA Minimum Safe Alitude

MSG Message

MSGS RCVD

Messages Received

MSL Mean Sea Level

MTRS Meters

MUH Minimum Use Height

N

N Normal

NADP Noise Abatement Departure Procedures

NAR North American Route

NAV Navigation

NAV RAD Navigation Radio

ND Navigation Display

NLT No Later Than

NM Nautical Mile(s)

NNC Non-Normal Checklists

NNM Non-Normal Maneuvers

NPS Navigation Performance Scales

NORM Normal

N1 Low Pressure Rotor Speed

N2 High Pressure Rotor Speed (Pratt & Whitney and GE engines) or

Intermediate Pressure Rotor Speed (Rolls Royce Engines)

N3 High Pressure Rotor Speed (Rolls Royce Engines)

O

OAP Overhead Annunciator Panel (a.k.a. EOAP)

OAT Outside Air Temperature

OCC Operations Control Center

ODM Operational Data Manual

OFST Offset

OHU Overhead Unit

OM Outer Marker

OP Open

OUTBD DSPL

Outboard Display

OVHD Overhead

OVHT Overheat

OVRD Override

OVSPD Overspeed

PQ.3.8 June 9, 2008




OXY orO2

Oxygen

P

PA Passenger Address

PAPI Precision Approach Path Indicator

PAR Precision Approach Radar

PASS Passenger

PBE Protective Breathing Equipment

PCP Pilot Call Panel

PDC Pitch Data Computeror

Performance Data Computeror

Pre-Departure Clearance

PERF Performance

PERF INIT Performance Initialization

PES Pitch Enhancement System

PF Pilot Flying

PFC Primary Flight Computer

PFD Primary Flight Display

PI Performance Inflight

PIP Product Improvement Package

PM Pilot Monitoring

PMC Power Management Control

PNL Panel

POS Position

POS INIT Position Initialization

POS REF Position Reference

PPI Planned Position Indicator

PPOS Present Position

PRES or PRESS

Pressure

PREV Previous

PRI Primary

PROG Progress

PROX Proximity

P/RST Push To Reset

PRV Pressure Regulating Valve

PSI Pounds Per Square Inch

PTH Path

PTT Push To Talk

PTU Power Transfer Unit

PWR Power

PWS Predictive Windshear System

Q

Q Quantity

QFE Local Station Pressure

QNH Altimeter Setting

QRH Quick Reference Handbook

QTY Quantity

R

R Right

PQ.3.9June 9, 2008




RA Radio Altitude or

Resolution Advisory

RAD Radio

RAT Ram Air Temperature orRam Air Turbine

RCL Request for Clearance

RDMI Radio Distance Magnetic Indicator

REC Recorder

RECIR or RECIRC

Recirculation

REF Reference

RET Retract

REV Reverse

RF Radius-to-Fix (RF) Legsor

Refill

RMI Radio Magnetic Indicator

RNAV orRNV

Area Navigation

RNP Required Navigational Performance

RPL Rudder Pressure Limiter

RPM Revolutions Per Minute

RPR Rudder Pressure Reducer

RR Rolls Royce

RSEP Rudder System Enhancement Program

RST Reset

RSVR Reservoir

R/T Radio Transmit

RTE Route

RTO Rejected Takeoff

RTP Radio Tuning Panel

RUD Rudder

RVR Runway Visual Range

RVSM Reduced Vertical Separation Minimum

S

SAARU Secondary Attitude Air Data Reference Unit

SAT Static Air Temperature

orSatellite

SB Service Bulletin

S/B Speedbrake

S/C Step Climb

SDF Simplified Directional Facility

SEI Standby Engine Indicator

SEL Select

SELCAL Selective Calling

SENS Sensitivity

SERV Service

SG Symbol Generator

SPD Speed

SPDBRK Speedbrake

STA Station

STAB Stabilizer

STAT Status

STBY Standby

STD Standard

SYS System

T

PQ.3.10 June 9, 2008




T or TRU True

T or TK or TRK

Track (to a Navaid)

TA Traffic Advisory

TAA Terminal Arrival Area

TACAN Tactical Air Navigation

TAC Thrust Asymmetry Compensation

TAI Thermal Anti–Ice

TAS True Airspeed

TAT Total Air Temperature

T/C Top of Climb

TCA Terminal Control Area

TCAS Traffic Alert and Collision Avoidance System

T/D Top of Descent

TDZ Touch Down Zone

TDZE Touch Down Zone Elevation

TE Trailing Edge

TEMP Temperature

TERR Terrain

TFC Traffic

TFR Transfer

THR Throttle or

Thrust

THR HOLD Throttle Hold

TMC Thrust Management Computer

TMI Track Message Identifier

TMSP Thrust Mode Select Panel

TO or T/O Takeoff

TOC Top of Climb

TOD Top of Descent

TO/GA Takeoff/Go–Around

TR Traffic Resolution

TRP Thrust Rating Panel

TRU Transformer Rectifier Unit

TURB Turbine or

Turbulence

U

UNLKD Unlocked

UNSCHD or UNSCHED

Unscheduled

UPR DSPL Upper Display

U.S. United States

USB Upper Side Band

UTC Universal Time Coordinated

UTIL Utility

V

VA Design maneuvering speed

VAL Valve

VANP Vertical Actual Navigational Performance

VASI Visual Approach Slope Indicator

VDP Visual Descent Point

VEF Speed at Engine Failure

PQ.3.11June 9, 2008




VERT Vertical

VFR Visual Flight Rules

VG Vertical Gyro

VHF Very High Frequency

VIB Vibration

VLV Valve

VMC Visual Meteorological Conditions

VMCA Minimum Control Speed Air or

Single Engine Minumum Control Airspeed

VMCG Minimum Control Speed Ground

VMO Maximum Operating Speed

V NAV or VNAV

Vertical Navigation

VOR VHF Omnidirectional Range

VR Rotation Speed

VREF Reference Speed

VRNP Vertical Required Navigation Performance

V/S Vertical Speed

VSCF Variable Speed Constant Frequency

VSD Vertical Situation Display

VSI Vertical Speed Indicator

VTK Vertical Track

V1 Takeoff Decision Speed

V1 (MCG) Minimum V1 for Control on the Ground

V2 Scheduled Takeoff Target Speed

W

W Warm

WATRS Western Atlantic Route System

WDR Weight Data Record

WGS-84 World Geodetic System of 1984

WHL Wheel

WPT Waypoint

WT Weight

WXR Weather Radar

X

X–FEED Crossfeed

XPDR or XPNDR

Transponder

XTK Cross Track

PQ.3.12 June 9, 2008


Preface Chapter PQRevision Record Section 4


PQ.4.1

Revision Transmittal LetterTo: All holders of Delta Air Lines, Inc. 737NG Quick Reference Handbook.Subject: Quick Reference Handbook Revision.This revision reflects the most current information available to Delta Air Lines, Inc. through the subject revision date. The following revision highlights explain changes in this revision. General information below explains the use of revision bars to identify new or revised information.

Revision RecordNo. Revision Date Date

FiledNo. Revision Date Date

Filed

October 29, 2001 1 November 27, 2001

2 December 24, 2001 3 March 11, 2002

4 May 13, 2002 5 May 19, 2003

6 October 6, 2003 7 January 12, 2004

8 April 26, 2004 9 January 17, 2005

10 April 25, 2005 11 August 8, 2005

12 May 22, 2006 13 August 28, 2006

14 June 9, 2008

June 9, 2008


Preface -Revision Record


PQ.4.2

GeneralDelta Air Lines issues operations manual revisions to provide new or revised procedures and information. Formal revisions also incorporate appropriate information from previously issued Flight Crew Bulletins.The revision date is the approximate date the revision material is distributed and considered current. The revision should be incorporated as soon as it is received, but may be incorporated as much as 21 days after the revision date.Formal revisions include a Transmittal Letter, a new Revision Record, Revision Highlights, and a current List of Effective Pages. Use the information on the new Revision Record and List of Effective Pages to verify the operations manual content.The Revision Record should be completed by the person incorporating the revision into the manual.

Filing InstructionsConsult the List of Effective Pages (PQ.5). Pages identified with an asterisk (*) are either replacement pages, new (original) issue pages, or deleted pages. Remove corresponding old pages and replace or add new pages. Remove pages marked DELETED; there are no replacement pages for deleted pages.Be careful when inserting changes not to throw away pages from the manual that are not replaced. The List of Effective Pages determines the correct content of the manual.

June 9, 2008




PQ.4.3

Revision Highlights• This section (PQ.4) replaces the existing section PQ.4 in your manual.

Pages containing revised technical and non-technical material have revision bars associated with the changed text or illustration. Re paginated material not containing technical revisions are identified only by a new page date.

Quick Action IndexQA.Index.1 - Replaced all SMOKE/FUMES listings with new SMOKE,FIRE OR FUMES checklist reference.QA.Index.2 - Updated the Review and Approval signatories to add Chief LineCheck Pilot John Pickitt.

Annunciated IndexANN.Index.1-8 - Updated index for current revision.

Chapter P1 - Preface

Section 0 - Table of ContentsPQ.0.1 - Added Preface section listings for consistency with other manuals.

Section 1 - Model IdentificationPQ.1.1 - Added airplanes to model identification table to reflect operationswith 737-700 aircraft.

Section 2 - IntroductionPQ.2.2 - Updated instructions for submitting changes to the manual.PQ.2.3-4 - Added airplane effectivities identification information foroperations with both 737-700 and -800 aircraft.

Section 3 - AbbreviationsPQ.3-1-12 - Updated abbreviations table for consistency with other Deltaaircraft operations manuals.

Section 4 - Revision RecordPQ.4.1-16 - Revision record and highlights for current revision.

Section 5 - List of Effective PagesPQ.5.1-4 - Effective page information updated to reflect current revision.

June 9, 2008




PQ.4.4

Chapter CI - Checklist Introduction

Section 0 - Table of ContentsCI.TOC.0.1-2 - Updated to reflect changes in this chapter.

Section 1 - Normal ChecklistsReading the Checklists

CI.1.1 - Revised paragraph to state that the Captain normally responds tochecklists on the ground.CI.1.1 - Changed the word “accomplish” to “do” for simplicity.CI.1.2 - Changed “OBL” to “Flight Leader.”

Checklist ConstructionCI.1.3 - Deleted "Other Conventions" title and relocated the informationunder “Checklist Construction.”

SymbolsCI.1.4 - Rewrote section to clarify actions to be taken by the Captain and FirstOfficer when accomplishing runway change items on the normal checklist.

Section 2 - Non-Normal ChecklistsLanding at the Nearest Suitable Airport

CI.2.2 - Deleted the bullet “normal pitch, roll or yaw cannot be maintainedusing aircraft trim systems.” This bullet was redundant with the instructionsin the last bullet of this section, “any other situation determined by the crewto have a significant adverse effect on safety if the flight is continued.”

Land ImmediatelyCI.2.2 - Boeing has added a step in some non-normal checklists forconsidering to land the airplane immediately in a smoke, fire, or fumessituation. This paragraph provides some amplified information concerningthat step.

Coast Guard Ditching RecommendationsCI.2.7 - Changed or added symbols “mhz” to “MHz” and “hz” to “kHz” foraccuracy.

Flight Crew Duties Summary for Emergency Landing/Ditching EvacuationCI.2.9 - Added ELT instructions for -700 ships 3101-3110.CI.2.9 - Added effectivity information for existing 737-800 aircraft (ships3701-3771) and the portable ELT.CI.2.9 - Added the word “All” to clarify the remaining steps apply to all Delta737 models.

June 9, 2008




PQ.4.5

Smoke/Fumes PrinciplesCI.2.10 - Completely revised principles due to change in related checklists.Refer to NNC Section 8, Smoke, Fire or Fumes and Smoke or FumesRemoval checklists.

Smoke/Fumes PrioritiesCI.2.11 - Completely revised priorities due to change in related checklists.Refer to NNC Section 8, Smoke, Fire or Fumes and Smoke or FumesRemoval checklists.

Section 0 - Unannunciated Checklists

EMERGENCY DESCENT0.9 - Moved the step to descend earlier in the checklist to make the NNC moreconsistent with the FCTM.0.9 - Added CAUTION configured for pounds.

ENGINE FUEL LEAK0.12 - Revised APU language. Reordered PACK switch and APU.

LOSS OF THRUST ON BOTH ENGINES0.20 - Updated consistent with Boeing.

SMOKE, FIRE OR FUMES0.23 - Combined “SMOKE/FUMES AIR CONDITIONING” and“SMOKE/FUMES/FIRE ELECTRICAL” into one checklist.

SMOKE OR FUMES REMOVAL0.26 - Revised using new philosophy described in the Checklist Introductionsection, consistent with Boeing.

STABILIZER TRIM INOPERATIVE0.28 - Revised consistent with Boeing procedures.

VOLCANIC ASH0.35 - Formatting/grammatical revisions.

WARNING HORN - CABIN ALTITUDE OR CONFIGURATION0.37 - Changed to provide steps in the event the non-normal condition occursin the climb prior to reaching the planned cruise altitude. Changed for NNCcommonality.

WINDOW DAMAGE0.38 - Changed to provide steps in the event the non-normal condition occursin the climb prior to reaching the planned cruise altitude.

June 9, 2008




PQ.4.6

WINDOW OPEN0.43 - Added new procedure.

Section 1 - Airplane General, Emergency Equipment, Doors, Windows

DOOR ANNUNCIATOR1.2 - Revised steps to provide guidance in the event the non-normal conditionoccurs in the climb prior to reaching the planned cruise altitude.

ELT1.4 - Add new procedure.

WINDOW DAMAGE1.7 - Changed to provide steps in the event the non-normal condition occursin the climb prior to reaching the planned cruise altitude.

WINDOW OPEN1.12 - Added new procedure.

Section 2 - Air Systems

DUCT OVERHEAT2.5 - Added new procedure.

EMERGENCY DESCENT2.6 - Added CAUTION configured for pounds.2.6 - Revised nomenclature.

EQUIPMENT COOLING OFF2.7 - Added Note to inform the crew that continued illumination of anEquipment Cooling OFF light may be an indication of a pressurizationproblem.

HIGH ALTITUDE LANDING INOPERATIVE2.7 - New procedure.

PACK2.9 - Added ships 3701-3771 effectivity.2.10 - Added “switch” to “GALLEY power.”

PACK TRIP OFF2.11 - Added new procedure.

June 9, 2008




PQ.4.7

SMOKE/FUMES AIR CONDITIONING2.11 - Deleted procedure from this chapter. See Checklist Introductionsection.

WING-BODY OVERHEAT2.13 - Revised APU language for Boeing consistency.

ZONE TEMP2.14 - Added ships 3701-3771 effectivity.

Section 6- Electrical

BATTERY DISCHARGE6.1 - Added variance between ships 3101-3110 and ships 3701-3771.

DRIVE6.1 - Revised APU language for Boeing consistency.

LOSS OF BOTH ENGINE DRIVEN GENERATORS6.2 - Revised for Boeing consistency.6.3-4 - Added ship effectivities and items for 737-700 aircraft.

SMOKE/FUMES/FIRE ELECTRICAL6.5 - Deleted procedure from this chapter.

SOURCE OFF6.5 - Revised APU language for Boeing consistency.

TR UNIT6.6 - Added “during an ILS approach.”

TRANSFER BUS OFF6.6 - Revised APU language for Boeing consistency.

Section 7- Engines, APU

APU FIRE7.2 - Revised step to state, “APU fire warning switch” in place of “APU FIRESWITCH.”

ENGINE CONTROL7.5 - Revised “Dispatch is not authorized” to state “Do not takeoff.”

June 9, 2008




PQ.4.8

ENGINE FAILURE/SHUTDOWN7.6 - Reordered PACK switch and APU. Revised transponder mode selectorto “TA ONLY.”

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION7.8-9 - Revised APU language. Revised transponder mode selector to “TAONLY.” Removed step to consider an evacuation. These changes areconsistent with Boeing and Delta fleet standardization.

ENGINE LIMIT/SURGE/STALL7.13 - Added note regarding maintenance inspections. Revised APUlanguage. Revised transponder mode selector to “TA ONLY.”

LOSS OF THRUST ON BOTH ENGINES7.19-21 - In recall items box, added references to both start switches and startlevers. Revised procedure for consistency with Boeing recommendations.Added steps if engine restart is successful and N2 is above 11%. Revisednomenclature.

VOLCANIC ASH7.27-28 - Revised is accordance with Boeing recommendations. Revisednomenclature.

Section 8- Fire Protection

APU FIRE8.1 - Revised step to state, “APU fire warning switch” in place of “APU FIRESWITCH.”8.1 - Removed step to consider an evacuation.

CARGO FIRE8.2 - Added variance between ships 3101-3110 and ships 3701-3771.8.2 - Revised PACK step.

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION8.4 - Revised APU language consistent with Boeing. Revised transpondermode selector to “TA ONLY.” Removed step to consider an evacuation.

ENGINE TAILPIPE FIRE8.7 - Removed, “Continue to motor engine until tailpipe fire is reportedextinguished.”8.5 - Added “(affected engine)” to ENGINE START switch step.

June 9, 2008




PQ.4.9

SMOKE, FIRE OR FUMES8.8-10 - Combined “SMOKE/FUMES AIR CONDITIONING” and“SMOKE/FUMES/FIRE ELECTRICAL” into one checklist.

SMOKE OR FUMES REMOVAL8.11-12 - Revised using new philosophy described in the ChecklistIntroduction section, consistent with Boeing..

WHEEL WELL FIRE8.13 - Revised “Observe extend limit speed” to “Observe gear EXTEND limitspeed.”

Section 9- Flight Controls

LEADING EDGE FLAPS TRANSIT9.11 - Added ships 3701-3771 effectivity for note.

SPEED BRAKE DO NOT ARM9.13 - Added ships 3701-3771 effectivity.

SPEED BRAKE DO NOT ARM9.13 - Added new procedure for ships 3101-3110.

STABILIZER TRIM INOPERATIVE9.16-17 - Revised for Boeing consistency.

TRAILING EDGE FLAPS UP LANDING9.27 - Revised note. Changed “Accomplish” to “Do.” 9.28 - Revised “Limit bank angle to 15° until reaching flaps up maneuveringspeed.” to “Limit bank angle to 15° when airspeed is less than the flaps upmaneuvering speed.” 9.29 - Revised “Limit bank angle to 15° until reaching flaps up maneuveringspeed.” to “Limit bank angle to 15° when airspeed is less than the flaps upmaneuvering speed.”9.29 - Added ships 3701-3771 effectivity.

YAW DAMPER9.33 - Removed “Limit altitude to FL290.”

Section 10- Flight Instruments, Displays

AOA DISAGREE10.2 - Added new procedure.

June 9, 2008




PQ.4.10

CDS FAULT10.3 - Revised “Dispatch is not authorized” with “Do not takeoff.”

Section 11- Flight Management, Navigation

FMC FAIL11.1 - Under Condition, changed “on the CDU” to “on both CDUs.”11.1 - Added step to verify position relative to terrain using conventionalnavigation.

GLS11.3 - Added new procedure.

GPS11.3 - Updated procedure to current Boeing language.

ILS11.3 - Added new procedure.

UNABLE REQD NAV PERF - RNP11.8 - Added ships 3701-3771 effectivity.

UNABLE REQD NAV PERF - RNP11.8 - Added new procedure for ships 3101-3110.

Section 12- Fuel

CONFIG12.1 - Added new procedure for ships 3101-3110.

CONFIG12.1 - Added ships 3701-3771 effectivity.

ENGINE FUEL LEAK12.3 - Revised formatting of FUEL PUMP switches step.12.4 - Reordered PACK switch and APU. Revised transponder mode selectorto “TA ONLY” and added note under transponder.12.5 - Changed the word “accomplish” to “do” for simplicity.

FUEL PUMP LOW PRESSURE12.6-7 - Added “(affected side)” to MAIN TANK FUEL PUMP switch.Revised nomenclature for Boeing consistency.

June 9, 2008




PQ.4.11

Section 13- Hydraulics

LOSS OF SYSTEM A13.2 - Revised effectivity to state “Ships 3707-3771 and 3101-3110.”

LOSS OF SYSTEM B13.5 - Revised effectivity to state “Ships 3707-3771 and 3101-3110.”

MANUAL REVERSION13.12 - Removed speedbrake from list of deferred items.

Section 14- Landing Gear

ANTISKID INOPERATIVE14.1 - Revised guidance under AUTO BRAKE step.

GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF14.3-4 - Revised for Boeing consistency. Added information regardingTAKEOFF CONFIG warning.14.5 - Added “Use manual braking.”

LANDING GEAR LEVER JAMMED IN THE UP POSITION14.6-8 - Added new procedure.

MANUAL GEAR EXTENSION14.9 - Expanded Condition Statement to include landing gear lever jammedin the OFF position.14.9 - Added step to check the landing gear indicator lights after pulling theextension handles and moving the LANDING GEAR lever down (ifpossible.)14.10 - Added steps to inhibit GPWS gear warning in the event the gear leveris in the OFF position and the landing gear is down and locked.14.10 - Added step for airplanes equipped with a ground proximity gearinhibit switch.

PARTIAL OR GEAR UP LANDING14.11 - Under Deferred Items, Descent, revised Autobrakes step.14.12 - Under Deferred Items, Approach, added “Manual gear extension” andremoved “Available gear.” Added “APU switch.”14.12 - Under Deferred Items, Landing, revised landing procedure language.

WHEEL WELL FIRE14.13 - Revised to stated “Observe gear EXTEND limit speed (270K/.82M).”

June 9, 2008




PQ.4.12

Section 15- Warning Systems

PSEU15.2 - Added variance between ships 3101-3110 and ships 3701-3771.

WARNING HORN - CABIN ALTITUDE OR CONFIGURATION15.3 - Revised first two bullets in “Condition.” Revised “If” statements inrecall box.

Section 1 - Non-Normal Maneuvers

Approach to Stall RecoveryMAN.1.1 - Changed to combine the guidance in the FCTM with the FCOM.

Rejected TakeoffMAN.1.2 - Revised to state “Predictive Windshear Caution or Warning.”

WindshearMAN.1.10-11 - Reorganized Volume 1 and QRH WIndshear guidance forcross-fleet standardization. See Volume 1, Supplementary Procedures,Adverse Weather Section for additional windshear information.

Section 2 - Flight Patterns

ILS Approach Profile - One Engine InoperativeMAN.2.2 - Updated consistent with the Flight Crew Training Manual.

Non-ILS Instrument Approach Profile - One Engine InoperativeMAN.2.3 - Updated consistent with the Flight Crew Training Manual.

Go–Around and Missed Approach - One Engine InoperativeMAN.2.6 - Added Instrument Approach Profile Using IAN to match fleetconfiguration.

June 9, 2008


PrefaceList of Effective Pages - FAA Approved

Chapter PQ

Section 5
PQ.5 Preface-List of Effective Pages - FAA Ap-proved
Page Date

Quick Reference Handbook

Quick Action Index

* QA.Index.1-2 June 9, 2008

Annunciated Index (tab)

* ANN.Index.1-4 June 9, 2008

Preface (tab)

* PQ.0.1-2 June 9, 2008

* PQ.1.1-4 June 9, 2008

* PQ.2.1-4 June 9, 2008

* PQ.3.1-12 June 9, 2008

* PQ.4.1-12 June 9, 2008

* PQ.5.1-2 June 9, 2008

Checklist Introduction (tab)

* CI.TOC.0.1-2 June 9, 2008

* CI.1.1-4 June 9, 2008

* CI.2.1-14 June 9, 2008

Non-Normal Checklists (tab)

0 Unannunciated Checklists (tab)

* TOC.0.1-2 June 9, 2008

* 0.1-44 June 9, 2008

1 Airplane General, Emergency Equipment, Doors, Windows (tab)

* TOC.1.1-2 June 9, 2008

* 1.1-12 June 9, 2008

2 Air Systems (tab)

* TOC.2.1-2 June 9, 2008

* 2.1-14 June 9, 2008

3 Anti-Ice, Rain (tab)

* TOC.3.1-2 June 9, 2008

* 3.1-4 June 9, 2008

4 Automatic Flight (tab)

* TOC.4.1-2 June 9, 2008

* 4.1-2 June 9, 2008

5 Communications, Datalink (tab)

* TOC.5.1-2 June 9, 2008

* 5.1-4 June 9, 2008

6 Electrical (tab)

* TOC.6.1-2 June 9, 2008

* 6.1-6 June 9, 2008

7 Engines, APU (tab)

* TOC.7.1-2 June 9, 2008

* 7.1-28 June 9, 2008

Page Date

* = Revised, Added, or DeletedCopyright © Delta Air Lines, Inc. See QA.Index.1 page for details.

PQ.5.1June 9, 2008


Preface -List of Effective Pages - FAA Approved

8 Fire Protection (tab)

* TOC.8.1-2 June 9, 2008

* 8.1-14 June 9, 2008

9 Flight Controls (tab)

* TOC.9.1-2 June 9, 2008

* 9.1-32 June 9, 2008

10 Flight Instruments, Display (tab)

* TOC.10.1-2 June 9, 2008

* 10.1-4 June 9, 2008

11 Flight Management, Navigation (tab)

* TOC.11.1-2 June 9, 2008

* 11.1-6 June 9, 2008

12 Fuel (tab)

* TOC.12.1-2 June 9, 2008

* 12.1-10 June 9, 2008

13 Hydraulics (tab)

* TOC.13.1-2 June 9, 2008

* 13.1-12 June 9, 2008

14 Landing Gear (tab)

* TOC.14.1-2 June 9, 2008

* 14.1-14 June 9, 2008

15 Warning Systems (tab)

* TOC.15.1-2 June 9, 2008

* 15.1-4 June 9, 2008

Maneuvers (tab)

* MAN.TOC.0.1-2 June 9, 2008

* MAN.1.1-14 June 9, 2008

* MAN.2.1-6 June 9, 2008

Index (tab)

* NNC.Index.1-6 June 9, 2008

Page Date

Evacuation Checklist (tab)

* Back Cover.1-2 June 9, 2008

Page Date

* = Revised, Added, or DeletedCopyright © Delta Air Lines, Inc. See QA.Index.1 page for details.

PQ.5.2 June 9, 2008


Checklist Introduction Chapter CITable of Contents Section 0


CI.0 Checklist Introduction-Table of Contents

Normal Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.1.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.1.1Normal Checklist Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.1.1Checklist Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.1.2Checklist Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.1.3

Non-Normal Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.1Non-Normal Checklist Operation . . . . . . . . . . . . . . . . . . . . . . . . CI.2.2

Landing at Nearest Suitable Airport . . . . . . . . . . . . . . . . . . . . CI.2.2Land Immediately . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.2Checklists Prescribing Engine Shutdown . . . . . . . . . . . . . . . . CI.2.3Non-Normal Checklist Assumptions . . . . . . . . . . . . . . . . . . . CI.2.3

Non–Normal Checklist Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.4Master Caution Light Recall . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.4Calling for the Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.4Reading the Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.5Dual Verification of Critical Controls . . . . . . . . . . . . . . . . . . . CI.2.5Conditional Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.5Deferred Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.6Notes and Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.6Checklist Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.6Checklist Completion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.6

Ditching and Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.7Coast Guard Ditching Recommendations . . . . . . . . . . . . . . . CI.2.7Flight Crew Duties Summary for Emergency Landing/Ditching Evacuation . . . . . . . . . . . . . . . CI.2.7

Emergency Evacuation Flow/Philosophy . . . . . . . . . . . . . . . . . . CI.2.9Smoke/Fumes Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.10

Smoke/Fumes Priorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . CI.2.11

CI.TOC.0.1June 9, 2008


Checklist Introduction -Table of Contents


IntentionallyBlank

CI.TOC.0.2 June 9, 2008


Checklist Introduction Chapter CINormal Checklists Section 1


CI.1 Checklist Introduction-Normal ChecklistsIntroductionNormal Checklists contain, in abbreviated form, information required by thetrained flight crew to operate the airplane in normal situations.This introduction gives guidelines for use of the Normal Checklist (NC.)The NC is organized by phase of flight. The NC is used to verify that critical items have been done.

Normal Checklist Operation

GeneralNormal checklists are used by the flight crew after accomplishing all applicableprocedural items found in the Amplified Procedures section of Volume 1.

Note: Normal checklists will be used as verification lists, not as do lists.

Reading the ChecklistsOn the ground, the Captain calls for the checklists and the First Officer reads thechecklists after the procedures are accomplished. Normally the Captain responds,however, the Captain may elect to read the Before Start checklist, in which case,the First Officer will respond.In flight, the Pilot Flying (PF) calls for the checklists and the Pilot Monitoring(PM) reads the checklists after the procedures are accomplished.If the airplane configuration does not agree with the needed configuration:• stop the checklist• complete the respective procedure steps• continue the checklist

If it becomes apparent that an entire procedure was not done:• stop the checklist• complete the entire procedure• accomplish the checklist from the start

Try to do checklists before or after high work load times. The crew may need tostop a checklist for a short time to do other tasks. If the interruption is short,continue the checklist with the next step. If a pilot is not sure where the checklistwas stopped, do the checklist from the start. If the checklist is stopped for a longtime, also do the checklist from the start.

CI.1.1June 9, 2008


Checklist Introduction -Normal Checklists


On the ground, if any checklist item has not been completed when challenged, ora disagreement between the response and checklist answer occurs, it is mandatorythat the checklist be discontinued until the item is accomplished or resolved.However, the PUSHBACK/START checklist may be started while awaiting the“CABIN IS READY FOR PUSHBACK” report from the Flight Leader. The firstflight of the day items are only required to be accomplished on the first flight aftermidnight local time.If the flight deck is vacated by all pilots during or after accomplishing theBEFORE START checklist, the checklist must be re-accomplished.The AFTER LANDING checklist will be accomplished only after the aircraft hascleared the active runway, unless a back-taxi is required. In this case, perform thechecklist after the 180° turn and at normal taxi speed.In flight, if any item has not been accomplished, continue with the remainingitems. In this case, the pilot reading the checklist will state, “(THOSE ITEMS) TOGO.” When the missing items are accomplished, the checklist may be calledcomplete.Following the completion of each normal checklist, including those accomplishedsilently, the crewmember reading the checklist states, “________ CHECKLISTCOMPLETE.”

Checklist ContentThe checklist has the minimum items needed to operate the airplane safely.Normal checklists have items that meet any of the following criteria:• items essential to safety of flight that are not monitored by an alerting

system, or• items essential to safety of flight that are monitored by an alerting system

but if not done, would likely result in a catastrophic event if the alertingsystem fails, or

• needed to meet regulatory requirements, or• items needed to maintain fleet commonality between the MD88/90, 737,

757, 767, and 777, or• items that enhance safety of flight and are not monitored by an alerting

system (for example autobrakes), or• during shutdown and secure, items that could result in injury to personnel

or damage to equipment if not done.

CI.1.2 June 9, 2008




Checklist ConstructionWhen a checklist challenge does not end with “switch or lever”, then the challengerefers to system status. For example, “Landing Gear...Down”, refers to the statusof the landing gear, not just the position of the lever.When a checklist challenge ends with “switch or lever”, then the challenge refers to the position of the switch or lever. For example, “Engine start levers...CUTOFF” refers to the position of the levers.When alternatives are available in a checklist item, a forward slash “/”will be used(e.g., APU/ external power).When the printed response to any checklist item is “as reqd”, the proper verbalresponse is the actual position of that switch or system.A blank line “____” requires a numerical response and is used when the responseis a variable value, such as altimeters, bugs, flaps, slats, or stabilizer trim settings.When the challenge requires verification of proper system operation, “ckd” is usedas the response.

DesignatorsLocated on the right side of certain challenge-response items are designatorswhich indicate that verbalization is required. The pilot(s) designated will visuallyverify switch position or status and then make the response to the pilotchallenging. Items that do not have designators are to be accomplished silently.

Note: Items that are critical to flight safety are indicated by the designators“C&F” or “All” and require a response from both crewmembers or allflight deck occupants.

The following designators are used:C - CaptainF - First OfficerAll - All flight deck positions, including jump seat(s)PM - Pilot MonitoringC&F - Captain and First Officer

CI.1.3June 9, 2008




SymbolsA indicates items that should be accomplished in the event of arunway/intersection change. The Captain should call for “Runway Change Items.”The First Officer will then verbalize each runway change item by stating thechallenge to the item and then the designated crewmember(s) will respond witheither:• “No Change” for an item, or • The appropriate checklist response for the item that changed.

CI.1.4 June 9, 2008


Checklist Introduction Chapter CINon-Normal Checklists Section 2


CI.2 Checklist Introduction-Non-Normal ChecklistsIntroductionThe Non-Normal Checklists chapter contains checklists used by the flight crew tocope with non–normal situations. The checklists are grouped in logical sectionswhich match the system description chapters in Volume 2. The checklists are inalphabetical order in each section.Most checklists correspond to a Master Caution and System Annunciator light.The Master Caution and System Annunciator indicate a failure condition and arethe cues to select and do the checklist.Checklists without a Master Caution and System Annunciator light (such asDITCHING) are called unannunciated checklists. All unannunciated checklistsare found in the first section of the Non–Normal Checklists chapter. Someunannunciated checklists also appear in the respective systems section (such asENGINE FUEL LEAK in the Fuel section).A condition statement is given for all non-normal checklists. The conditionstatement briefly describes the condition which caused the Master Caution toilluminate. Unannunciated checklists also have condition statements to help inunderstanding the reason for the checklist.Checklists can have both recall and reference items. Recall items are critical stepsthat must be done from memory and are placed within a box. Each crewmemberis required to know all recall items. Bullets, notes and bracketed items within therecall box support action steps and are not considered recall items. Referenceitems are actions to be done while reading the checklist. In the Table of Contentsfor each non-normal checklist section, the titles of checklists containing memoryitems are printed in bold type.Some amplified information is included in brackets [ ] in the printed non–normalchecklist when the reason for an item is not obvious.

CI.2.1June 9, 2008


Checklist Introduction -Non-Normal Checklists


Non-Normal Checklist Operation

GeneralNon-normal checklists begin with steps to correct the situation or condition.Information for planning the remainder of the flight is included. When specialtasks are required to configure the airplane for landing, the tasks are included aspart of the non-normal checklist. Flight patterns for some non–normal situationsare located in the Maneuvers chapter and in the Flight Crew Training Manual(FCTM) showing the sequence of configuration changes.While every attempt is made to establish necessary non-normal checklists, it is notpossible to develop checklists for all conceivable situations, especially thoseinvolving multiple failures. In certain unrelated multiple failure situations, theflight crew may have to combine elements of more than one checklist and/orexercise judgment to determine the safest course of action. The Captain mustassess the situation and use good judgment to determine the safest course ofaction.

Landing at the Nearest Suitable AirportThere are some situations which always require landing at the nearest suitableairport. These situations include, but are not limited to, conditions where:• the non-normal checklist contains the words “Plan to land at the nearest

suitable airport”• cabin smoke or fire persists• one main AC power source remaining (such as engine or APU generator)• one hydraulic system remains (the standby system is considered a

hydraulic system),• any other situation determined by the crew to have a significant adverse

effect on safety if the flight is continued.It must be stressed that for persistent smoke or a fire that cannot be positivelyconfirmed to be completely extinguished, the earliest possible descent, landing,and passenger evacuation should be done.

Land ImmediatelyIf a smoke, fire or fumes condition becomes uncontrollable, the SMOKE, FIREOR FUMES checklist directs the flight crew to consider an immediate landing.“Immediate landing” implies immediate diversion to a runway. However, thesmoke, fire or fumes situation may be severe enough that the Captain shouldconsider an overweight landing, a tailwind landing, an off-airport landing or aditching.

CI.2.2 June 9, 2008




Checklists Prescribing Engine ShutdownChecklists prescribing an engine shutdown must be evaluated by the Captain todetermine whether an actual shutdown or operation at reduced thrust is the safestcourse of action. Consideration must be given to probable effects if the engine isoperated at the minimum needed thrust.There are no non-normal checklists associated with the loss of an engineindication or with an automatic display of the secondary engine indications.Operate the engine normally unless a limit is exceeded.

Non-Normal Checklist AssumptionsNon-normal checklists assume:• Continuing to fly the airplane is the single most important consideration

in every situation.• Hurried action may be inappropriate and could result in a more serious

situation.Non-normal checklists also assume:• During engine start and prior to takeoff, the appropriate non-normal

checklist is accomplished if a non-normal condition is identified. Upon completion of the checklist, the Mechanical Dispatch Manual is consulted to determine if Minimum Equipment List relief is available.

• System controls are in the normal configuration for the phase of flight prior to the initiation of the non-normal checklists.

• Aural alerts are silenced and the system reset by the flight crew as soon as the cause of the alert is recognized.

• The EMERGENCY position of the oxygen regulator is used when needed to supply positive pressure in the masks to evacuate contaminants. The 100% position of the oxygen regulator is used when positive pressure is not needed, but contamination of flight deck air exists. The NORMAL position of the oxygen regulator is used if prolonged use is needed and the situation allows. Normal boom mic operation is restored when oxygen use is no longer needed

• Indicator lights are tested to verify suspected faults

Continued on next page

CI.2.3June 9, 2008




Continued from previous page• Flight crew reset of a tripped circuit breaker in flight is not recommended

unless specifically directed to do so in a non-normal checklist. However, a tripped circuit breaker may be reset once, after a short cooling period (approximately 2 minutes), if in the judgment of the Captain, the situation resulting from the circuit breaker trip has a significant adverse effect on safety. A ground reset of a tripped circuit breaker by the flight crew should only be accomplished after maintenance has determined it is safe to reset the circuit breaker.

• Flight crew cycling (pulling and resetting) of circuit breakers to clear non-normal conditions is not recommended unless directed by a non-normal checklist.

WARNING: Do not reset a tripped fuel boost pump CB.

CI.2.4 June 9, 2008




Non–Normal Checklist Use

GeneralNon-normal checklist use starts when the airplane flight path and configurationare correctly established. Only a few situations need an immediate response (suchas stall warning, ground proximity PULL UP and WINDSHEAR warnings, or arejected takeoff). Usually, time is available to assess the situation before correctiveaction is started. All actions must then be coordinated under the Captain'ssupervision and done in a deliberate, systematic manner. Flight path control mustnever be compromised.

Master Caution Light RecallAfter engine start and prior to takeoff, illumination of Master Caution annunciatorlights or red and amber caution lights require completion of the appropriatenon-normal checklist. In certain cases, amber system monitor lights illuminateduring the Master Caution Light recall to inform the flight crew of a failure of oneelement in a redundant system. If system operation is maintained by a secondelement, the amber system monitor light will extinguish when the Master CautionLight is reset. In these situations, the amber caution light alerts the flight crew tothe fact that normal system operation will be affected if another element failureoccurs. If an amber caution light illuminates during recall, but extinguishes onMaster Caution reset, completion of the non-normal checklist is not required.

Calling for the ChecklistWhen a non-normal situation occurs, at the direction of the pilot flying, bothcrewmembers systematically and without delay accomplish all recall items intheir areas of responsibility.The pilot flying may also direct reference procedures to be done by recall if nohazard is created by such action, or if the situation does not allow reference to achecklist.Call for the checklist when:• the flight path is under control• the airplane is not in a critical stage of flight (such as takeoff or landing)• all recall items are complete.

CI.2.5June 9, 2008




Reading the ChecklistFor those checklists with only recall items or a combination of recall and referenceitems, the pilot monitoring first verifies each recall item has been done. Thechecklist is normally read aloud during such verification. The pilot flying does notneed to respond except for dual response items and those not in agreement withthe checklist. The checklist title and reference items, including the response or action and anyamplifying information, are read aloud by the pilot monitoring. Read aloud asmuch of the condition statement as needed to verify the selection of the correctchecklist. Information appearing in brackets does not need to be read aloud. Thepilot flying need not repeat these items, but must acknowledge that the items wereheard and understood. After moving the control, the crewmember taking theaction also states the checklist response.

Dual Verification of Critical ControlsPrior to actuation of any critical controls when accomplishing a non-normalchecklist in flight, a verbal dual response is required. The following are consideredcritical controls:• thrust lever reduction of a failed engine• fuel control switches/engine start levers• any fire handle• any IDG/CSD disconnect switch

After determination that a critical control must be actuated in flight, the followingsteps must be taken:• Both pilots must verbally and visually identify the affected control.• The pilot performing the action will place his hand on the affected

control. • The pilot monitoring the action will verbally and visually confirm the

proper control has been selected.• The pilot performing the action then actuates the affected control.

Conditional ItemsConditional items are used at a decision point. Conditional items always beginwith “If.” When a conditional item is encountered in a procedure, apply thefollowing logic:• If the conditional item applies, accomplish the action step(s) immediately

following it.• If the conditional item does not apply, skip the associated action step(s)

and proceed to the next procedural step.

CI.2.6 June 9, 2008




Deferred ItemsThe pilot flying is to be made aware when there are deferred items.Accomplishment of deferred items may be delayed until the appropriate pointduring descent, approach or landing. If a non-normal checklist includes deferreditems, the normal checklist should not be used for the remainder of flight.Applicable DESCENT, APPROACH, and BEFORE LANDING checklists areincluded, in their entirety, in the non-normal checklist. These checklists includedesignators that determine which crewmembers verify and respond to checklistitems.

Notes and InformationNotes and information items, except for condition statements, are read aloud. Thepilot flying need not repeat these items, but should acknowledge that the itemswere heard and understood.Checklists show lists of inoperative equipment only when knowledge of thecondition of such equipment is essential for planning the rest of the flight.

Checklist LimitationsPilots must be aware that checklists cannot be created for all conceivablesituations and are not intended to replace good judgment. In some conditions,deviation from checklists may, at the Captain’s discretion, be needed.

Checklist CompletionThe following symbol shows that the checklist is complete.

Each checklist has a checklist complete symbol at the end. The checklist complete symbol can also be in the body of the checklist. Thisoccurs only when a checklist divides into two or more paths. Each path can havea checklist complete symbol. The checklist complete symbol shows the end of theapplicable path. The crew need not continue the checklist after that point.Following completion of each non-normal checklist, the pilot monitoring states:“_______ CHECKLIST COMPLETE.” When a non-normal checklist is completeexcept for the deferred items, the pilot monitoring states: “______ CHECKLISTCOMPLETE EXCEPT FOR DEFERRED ITEMS.”

CI.2.7June 9, 2008




Ditching & Evacuation

Coast Guard Ditching RecommendationsIn a ditching situation, the Captain should consider requesting a US Coast GuardSearch and Rescue (SAR) aircraft to launch for intercept. Initial contact with SARmay be made on primary HF frequency or 121.5 MHz. To assist SAR aircraft,squawk 7700 unless assigned another code.The SAR aircraft may intercept 1000 feet below your aircraft in VFR or 1000 feetabove in IFR. Therefore, the altimeters of each aircraft must be compared prior tointercept to ensure safe vertical separation.If ditching is unavoidable, the Coast Guard may be able to recommend a ditchingheading either through the SAR aircraft or from a surface ship. If possible, ditchin the lee of an island, in a lagoon, or near a ship.On primary HF, try to obtain information on ship location through USCG, Navy,AMVER, or RCC. If a merchant ship is nearby, attempt to communicate on 4125or 2182 kHz. USCG and Navy vessels may be able to communicate on 121.5MHz.Coast Guard, Navy, and some merchant ships may have the capability ofsupplying homing signals, radar for intercept, flares for night ditching, and otheraids. Standard low frequency homing signal is 410 kHz, giving the call sign,followed by 2 (two) 10 (ten) second dashes.

Flight Crew Duties Summary For Emergency Landing/Ditching EvacuationThe following flight crew duties summary is designed to assist the crew membersin preparing the aircraft’s occupants for emergency landing and evacuation. Timeis essential in preparing passengers for the evacuation (especiallynon-ambulatory). Flight attendants should be advised of the problem(s) as soon asflight safety is in doubt. Specific flight attendant duties are outlined in theIn-Flight Service On-Board Manual. Additionally, the flight attendants should beinformed of any conditions such as high winds, irregular ground condition, seastate, structural damage and/or fire that affect or alter status of the escapeslides/raft deployment.

Continued on next page.

CI.2.8 June 9, 2008




Continued from previous page.

Pre Landing/DitchingCaptain First Officer

• Advise crew to prepare for emergency landing (or ditching) and order distress message sent.

• Set course for most logical point of landing under existing circumstances.

• Order cockpit emergency preparation as conditions dictate.

• Fasten seat belt and shoulder harness.

• Signal cabin crew/passengers when touchdown is imminent, using PA system if operative.

• If ditching: don life vest.

• Send distress message (MAY DAY), giving aircraft identification, type, position, heading, airspeed, altitude, fuel remaining in hours and minutes, nature of distress, intentions, and assistance desired.

• Assist in cockpit emergency preparations as directed by the Captain and as conditions dictate.

• Fasten seat belt and shoulder harness.

• If ditching: don life vest.

Post LandingCaptain First Officer

• Order evacuation.• Proceed to forward cabin area

and assist in evacuating passengers as conditions dictate.

• After ensuring that all passengers are off the aircraft or all possible assistance has been given, exit from the rear of the aircraft if able.

• Assume command outside the aircraft.

• After exiting, assemble passengers away from the aircraft.

• Proceed to forward entry/exit door area.

• Ensure forward exits are open.• Exit aircraft from forward exit

and assist in the evacuation from outside the aircraft.

• Assist in evacuating passengers as conditions dictate.

• Assist in assembling passengers away from the aircraft.

CI.2.9June 9, 2008




Emergency Evacuation Flow/PhilosophyEvacuation flow items listed below are not included within the PassengerEvacuation checklist. They are meant to refresh the logical pattern of proceduresthat must occur for a successful evacuation. In the unlikely event that the checklistcannot be read due to smoke/fire, darkness, injury or incapacitation, this simpleflow or philosophy should lead the pilot to completion of all critical taskscontributing to the safest possible evacuation. The checklist follows the flowpattern of:

STOPCONFIGURESHUTDOWNEVACUATE

Post DitchingCaptain First Officer

• Order evacuation.• Proceed to forward cabin area.• Assist in evacuating passengers

as conditions dictate.• After ensuring that all

passengers are off the aircraft or all possible assistance has been given, exit from the rear of the aircraft if able. Board raft.

• Assume command outside the aircraft.

• After exiting, assemble passengers/rafts away from the aircraft.

Ships 3101 - 3110• Select ELT switch to ON.

Ships 3701 - 3771• Take portable ELT.

All

• Ensure forward exits are open.• Assist in securing raft from

overhead area and launch raft.• Exit aircraft from forward exit

and board raft.• Assist in assembling

passengers/rafts away from the aircraft.

CI.2.10 June 9, 2008




Smoke/Fumes PrinciplesAll smoke/fire/fumes events are different, and every contingency cannot beaddressed in a single checklist. At the beginning of any smoke/fire/fumes event,crews should always consider the following:• Protecting themselves (e.g., oxygen masks)• Communicating (Crew and ATC)• Diverting• Assessing the smoke/fire/fumes situation and available resources.

If smoke/fire/fumes are associated with an annunciated checklist (e.g., cargo fire),accomplish that checklist prior to the "SMOKE, FIRE OR FUMES" or "SMOKEOR FUMES REMOVAL" checklists.

Known SourceMany smoke/fire/fumes events involve aircraft equipment or materials readilyaccessible. Rapid, positive extinguishing of the source is the key to preventingescalation of the event. Confirmation that the situation has been resolved iscritical. Do not consider flight continuation unless the source is positivelyidentified, confirmed to be extinguished and smoke/fumes are decreasing.

Unknown SourceIt may not always be possible to accurately identify the smoke/fire/fumes sourcedue to ambiguous cues, such as multiple sources. It may not be possible todetermine the difference between electrical smoke/fumes and air conditioningsmoke/fumes by sense of smell. The source identification/elimination steps in the"SMOKE, FIRE OR FUMES" Checklist will systematically remove the mostprobable smoke/fire/fumes sources.Inordinate depowering of airplane systems is not likely to benefit an unknownsmoke/fire/fumes situation. Such action significantly reduces airplane capabilitieswithout commensurate likelihood of depowering the unknown smoke/fire/fumessource.

CI.2.11June 9, 2008




Smoke/Fumes Priorities

GeneralThe following information is critical to survival in a smoke/fumes situation.Though all applicable non-normal checklists can be found in other sections of thismanual, Section 8 (Fire Protection) contains all of these checklists.

Note: Pilots should remain at their stations to fly the aircraft, coordinate with ATC and accomplish the checklists. The incapacitation of a pilot fighting a fire would seriously complicate the situation.

PrioritiesDiversionAfter making a preliminary assessment of the smoke/fire/fumes source, the flightcrew is reminded a diversion may be necessary.

Oxygen Masks (if required)The flight crew should don the oxygen mask anytime smoke/fire/fumes aredetected on the flight deck. If smoke/fire/fumes are detected in another part of theaircraft, flight crew judgment will determine if/when the Oxygen Masks aredonned.

Crew and Cabin CommunicationsFor a cabin smoke/fire/fumes situation, continuous communications between theflight crew and a designated flight attendant is essential. Flight attendants shouldbe directed to inspect the entire cabin in an attempt to locate the smoke/fire/fumessource. Passengers should be moved away from the source.

Identification/EliminationThe flight crew should, without delay or analysis, perform the initial "SMOKE,FIRE OR FUMES" checklist steps that remove the most probablesmoke/fire/fumes sources. The flight crew should attempt to identify andeliminate the source, and visually confirm it is extinguished and the smoke/fumesare decreasing.


CI.2.12 June 9, 2008




Continued from previous page

AssessmentOnce a fire or concentration of smoke/fumes is detected, continuing the flight tothe planned destination is not recommended unless the source of thesmoke/fire/fumes is positively identified and visually confirmed to beextinguished and the smoke/fumes are decreasing. If initial identification /elimination steps do not positively identify and remove the smoke/fire/fumes, adiversion will be necessary."Visually confirmed to be extinguished" means that a crew member can physicallysee the source of smoke and that it has been extinguished. An example would beif a cabin crewmember visually identified smoke coming from an oven, and afterpower was removed from the oven, visually can see that the smoke has stopped.On the other hand, if the smoke stops after depowering a particular system (e.g.,Recirculation Fan), the smoke/fire is not "positively identified and visuallyconfirmed to be extinguished", therefore a diversion will be necessary. The flight crew must continually evaluate the situation to determine if furtheractions (e.g. oxygen mask, diversion, immediate landing, immediate smokeremoval) are necessary.

RemovalThe "SMOKE OR FUMES REMOVAL" checklist should be accomplished onlywhen the smoke/fumes are the greatest threat, or when the source is confirmed tobe extinguished. Smoke/fumes removal may change the airflow and make thesituation worse by fanning or masking the ignition source

WARNING: Do not activate the emergency passenger oxygen system. Itprovides no smoke protection for passengers as it mixes oxygenwith cabin air. It is also an extreme fire hazard.

CI.2.13June 9, 2008




IntentionallyBlank

CI.2.14 June 9, 2008


Non-Normal Checklists Chapter NNCUnannunciated Checklists Section 0


Table of ContentsNNC.0 Non-Normal Checklists-Unannunciated ChecklistsABORTED ENGINE START . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1

AIRSPEED UNRELIABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2AUTO FAIL/UNSCHEDULED PRESSURIZATION

CHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3CABIN ALTITUDE WARNING OR

RAPID DEPRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . 0.4DITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.9ENGINE FUEL LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.11ENGINE IN-FLIGHT START . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.14JAMMED OR RESTRICTED FLIGHT CONTROLS . . . . . . . . . 0.16LOSS OF THRUST ON BOTH ENGINES . . . . . . . . . . . . . . . . 0.20RADIO TRANSMIT CONTINUOUS

(STUCK MICROPHONE SWITCH) . . . . . . . . . . . . . . . . . . . . . 0.22SMOKE, FIRE OR FUMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.23SMOKE OR FUMES REMOVAL . . . . . . . . . . . . . . . . . . . . . . . 0.26STABILIZER TRIM INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . 0.28TAILSTRIKE ON TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.31UNCOMMANDED RUDDER/YAW OR ROLL . . . . . . . . . . . . 0.32VOLCANIC ASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.35WARNING HORN -

CABIN ALTITUDE OR CONFIGURATION . . . . . . . . . . . . . 0.37WINDOW DAMAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.38WINDOW OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.43

TOC.0.1June 9, 2008


Non-Normal Checklists -Unannunciated Checklists


IntentionallyBlank

TOC.0.2 June 9, 2008

737NG Flight Crew Operations Manual 0.1


NNC.0 Non-Normal Checklists-Unannunciated Checklists

Condition: During a ground start, an abort engine start condition occurs:

If the ENGINE START switch is in GRD:

Motor the engine for 60 seconds.

ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

If the ENGINE START switch is in OFF:

After N2 decreases below 20%:

ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . GRD


ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . . OFF

ABORTED ENGINE START

ENGINE START LEVER . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF

0.1June 9, 2008



Condition: Pitch attitude not consistent with existing phase of flight, altitude, thrust, and weight, or noise and/or low frequency buffeting.

Crosscheck ground speed and winds provided by the IRS and FMC to determine airspeed accuracy if indicated airspeed is questionable.Note: Erroneous or unreliable airspeed indications may be

caused by blocked or frozen pitot-static system(s), or a severely damaged or missing radome.

Airplane attitude/thrust . . . . . . . . . . . . . . . . . . . . . . . . . . AdjustMaintain airplane control. Attitude and thrust information is provided in the ODM.

PROBE HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check ON

MACH/AIRSPEED indicators . . . . . . . . . . . . . . . . .Cross check

Note: Flight may not be permitted in RVSM airspace. Contact ATC. Refer to the Airway Manual, Navigation section, for RVSM requirements.

AIRSPEED UNRELIABLE

0.2 June 9, 2008



Condition: Automatic pressurization mode has failed, or the cabin altitude is not under control.

Increasing thrust may ensure adequate air supply to control cabin altitude.ENGINE BLEED AIRswitches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON (one at a time)

PACK switches . . . . . . . . . . . . . . . . . . . . .AUTO (one at a time)Allow cabin rate to stabilize before placing second switch on.

If a DISPLAYS CONTROL PANEL annunciation is displayed on the Captain’s altimeter:

Note: The captain’s altimeter also displays an ALT flag indicating a failure on the captains EFIS control panel. All barometric corrections to the AUTO and ALTN pressurization controllers are lost.

CONTROL PANEL select switch . . . . . . . . . . . .BOTH ON 2Verify DISPLAYS CONTROL PANEL annunciation and ALT flag extinguish.

If the AUTO FAIL light is illuminated or pressurization is not under control:

PRESSURIZATION mode selector . . . . . . . . . . . . . . . .ALTNVerify the AUTO FAIL light extinguishes.

If the AUTO FAIL light remains illuminated or the ALTN mode cannot maintain cabin pressurization:

PRESSURIZATION mode selector . . . . . . . . . . . . . . MAN

AUTO FAIL/UNSCHEDULED PRESSURIZATION CHANGE

0.3June 9, 2008



OUTFLOW VALVE switch . . . . . . . . . . . . . . . . As neededOperate the outflow valve to maintain proper cabin altitude and cabin rate of change. At traffic pattern altitude, position the outflow valve to full open.

Condition: One or more of the following conditions:•The cabin altitude warning horn sounds•There is a rapid loss of cabin pressure with

airplane altitude above 14,000 feet MSL.

PRESSURIZATION mode selector . . . . . . . . . . . . . . . . . . MAN

OUTFLOW VALVE switch . . . . . . . . . . . . . . . . . . . . . . . CLOSEIf pressurization is restored, continue manual operation to maintain proper cabin altitude.

Passenger signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

If cabin altitude is uncontrollable:

PASSENGER OXYGEN switch . . . . . . . . . . . . . . . . . . . . .ONActivate passenger oxygen if cabin altitude exceeds or is expected to exceed 14,000 feet.

EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . .InitiateAccomplish the EMERGENCY DESCENT checklist if the airplane is above 14,000 feet MSL and control of cabin pressure is not possible, or cabin pressure is lost.

CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION

OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON, 100%

CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . ESTABLISH

0.4 June 9, 2008



Condition: Airplane ditching and evacuation are needed.

Send distress signals. Determine position, course, speed, altitude, situation, intention, time and position of intended touchdown and transmit mayday. Report type of aircraft and request intercept.Alert cabin crew to prepare for ditching and seat passengers as far forward as possible.Burn off fuel to reduce touchdown speed and increase buoyancy.Plan to touch down on the windward side and parallel to waves and swells.Plan a flaps 40 landing unless other configuration is needed.


DITCHING

0.5June 9, 2008



Continued from previous page----------------------------DEFERRED ITEMS ------------------------------==> DESCENT

Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&F

Radio/Baro alt bugs . . . . . . . . . . . . . . . . . . . . ___, xckd C&F

Airspeed bugs . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&F

Anti-ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as reqd C&F

Approach briefing . . . . . . . . . . . . . . . . . . . . . . . complete PM

Ground proximity gear inhibit switch . . . . . . . . . . . . . . . . . . . . . . . GEAR INHIBIT PM

Ground proximity terrain inhibit switch . . . . . . . . . . . . . . . . . . . . . . . TERR INHIBIT PM

Seat belt lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PM

Pressurization panel . . . . . . . . . . . . . . . . . . . . . . . . . . set PM

Exterior lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . set PM

Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM----------------------------DEFERRED ITEMS ------------------------------==> APPROACH

Flight & nav instruments . . . . . . . . . . . . . . . . . . . . . ckd C&F

Chime switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . cycled PM

Altimeters (trans lvl) . . . . . . . . . . . . . . . . . . . . ___, xckd C&F


0.6 June 9, 2008



Continued from previous page----------------------------DEFERRED ITEMS ------------------------------==> BELOW 5000 FEET

Aural Warn C/B (P6-3) . . . . . . . . . . . . . . . . . . . . . . . . Pull PM [Prevents warning horn with gear retracted and landing flaps selected.]

Passenger signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PM

ENGINE BLEED AIR switches . . . . . . . . . . . . . . . . . OFF PM[Permits depressurizing the airplane with outflow valve closed.]

PRESSURIZATION mode selector . . . . . . . . . . . . . . MAN PM

OUTFLOW VALVE switch . . . . . . . . . . . . . . . . . . . CLOSE PM[Prevents water from entering the airplane.]

Note: The outflow valve takes up to 20 seconds to close.

APU switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PM

Life vests, shoulder harnessesand seat belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PM

Passenger cabin preparation . . . . . . . . . . . . . . Complete PMConfirm that passenger cabin preparations are complete.

CAUTION: Do not open aft entry doors as they may be partially submerged.

Final position. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Transmit PMTransmit all pertinent information regarding final ditching position.

Review After Impact procedure:• Engine start levers to CUTOFF.

Closes fuel shutoff valves to prevent discharge of fuel from ruptured fuel lines.

• Open flight deck windows to ensure no cabin differential pressure prevents the opening of the doors or emergency exits.

• Initiate evacuation.


0.7June 9, 2008



Continued from previous page• Secure emergency locator transmitter (ELT); Proceed to

assigned ditching stations, launch rafts and evacuate the airplane as soon as practicable. The airplane may remain afloat indefinitely if fuel load is minimal and no serious damage was sustained during landing.

----------------------------DEFERRED ITEMS ------------------------------==> DITCHING FINAL

Omit normal LANDING checklist.LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . UP & OFF C&F

FLAPS . . . . . . . . . . . . . . . . . . . . . . . ___, ___, green light C&F

Advise cabin crew at 500 feet ditching is imminent; at 50 feet, brace for impact.Maintain airspeed at VREF. Flare airplane to achieve minimum rate of descent at touchdown. Maintain 200-300 fpm rate of descent until start of flare. At flare, rotate smoothly to touchdown attitude of 10-12 degrees, maintaining desired airspeed and rate of descent with thrust. At touchdown, reduce thrust to idle.

0.8 June 9, 2008



Condition: Unable to control cabin pressure with airplane above 14,000 feet MSL or conditions require a rapid descent.

Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . .AnnounceThe captain will advise the cabin crew, on the PA system, of impending rapid descent. The first officer will advise ATC and obtain the area altimeter setting.

Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .InitiateWithout delay, descend to the lowest safe altitude or 10,000 feet, whichever is higher.

ENGINE START switches . . . . . . . . . . . . . . . . . . . . . . . . CONT

Thrust levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CloseReduce thrust to minimum or as needed for anti-ice.

Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT DETENT

Target speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mmo/VmoIf structural integrity is in doubt, limit speed as much as possible and avoid high maneuvering loads.

Ships 3101-3110

CAUTION: When gross weight is greater than 143,000 lbs, speed brake will autostow to the 50% flight detent if airspeed exceeds 320 knots. Do not override autostow function unless airspeed is less than 320 knots.

Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN detentSmoothly lower the SPEED BRAKE lever and level off. Add thrust and stabilize on altitude at desired airspeed.

Crew oxygen regulators . . . . . . . . . . . . . . . . . . . . . . . . NormalFlight crew must use oxygen when cabin altitude is above 10,000 feet. To conserve oxygen, position the regulator to NORMAL.

ENGINE START switches . . . . . . . . . . . . . . . . . . . . As needed


EMERGENCY DESCENT

0.9June 9, 2008




The new course of action is based on weather, oxygen, fuel remaining and available airports. Use of long range cruise may be appropriate.

0.10 June 9, 2008



Condition: An inflight engine fuel leak is suspected or confirmed.

One or more of the following may be evidence of a fuel leak:• visual observation of fuel spray from strut or engine• excessive fuel flow• total fuel quantity decreasing at an abnormal rate• fuel IMBAL indication• USING RSV FUEL message• INSUFFICIENT FUEL message• CHECK FMC FUEL QUANTITY message.

CENTER TANK FUEL PUMP switches . . . . . . . . . . . . . . . . OFF[Fuel CONFIG may be displayed with fuel in the center tank.]

CROSSFEED selector . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED

Identify an engine fuel leak by observing one main fuel tank quantity decreasing faster than the other.An increase in fuel imbalance of approximately 500 lbs or more in 30 minutes should be considered an engine fuel leak.Conditions permitting, visually check for an engine fuel leak.


ENGINE FUEL LEAK

0.11June 9, 2008




If both main tank quantities decrease at the same rate:

Resume normal fuel management procedures.

If FMC message USING RSV FUEL, INSUFFICIENT FUEL or CHECK FMC FUEL QUANTITY is displayed on the CDU scratchpad:

PROGRESS PAGE 1 . . . . . . . . . . . . . . . . . . . . . . . . Select

Destination fuel estimate . . . . . . . . . . . . . . . . . . . . CheckCompare FMC fuel quantity with fuel gauges and flight plan fuel.

If fuel quantity indicator is inoperative:

FMC FUEL WEIGHT(if needed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enter

Enter and periodically update the manually calculated fuel weight on the FMC PERF INIT page.

If an engine fuel leak is confirmed:

AUTOTHROTTLE . . . . . . . . . . . . . . . . . . . . . . . .DISENGAGE

THRUST lever (affected engine). . . . . . . . . . . . . . . . CLOSE

Engine start lever (affected engine) . . . . . . . . . . . CUTOFF

PACK switch (affected side) . . . . . . . . . . . . . . . . . . . . . . OFF[Causes operating pack to regulate to high flow in flight with flaps up.]

If the APU is available:

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START

APU GENERATOR switch . . . . . . . . . . . . . . . . . . . . . .ON

TRANSPONDER mode selector . . . . . . . . . . . . . . . TA ONLY[Prevents climb commands which can exceed single engine performance capability.


0.12 June 9, 2008




If an engine fuel leak is confirmed: (continued)

After engine shutdown, all remaining fuel can be used for the operating engine. Resume normal fuel management procedures.

Plan to land at the nearest suitable airport.

Accomplish ONE ENGINE INOPERATIVE LANDING checklist.

If FUEL LOW indication is displayed:

MAIN TANK FUEL PUMP switches. . . . . . . . . . . . . . . All ON

CROSSFEED selector . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Apply thrust changes slowly and smoothly. If a climb is needed, maintain the minimum pitch attitude needed for safe flight.

0.13June 9, 2008



Condition: Engine start is needed after a shutdown with no fire or apparent damage.

Note: Oil quantity indication as low as zero is normal if windmilling N2 RPM is below approximately 8%.

Complete the ENGINE FAILURE/SHUTDOWN checklist before attempting an in-flight engine start.IN-FLIGHT START ENVELOPE . . . . . . . . . . . . . . . . . . . . Check

[Starts not assured outside of the inflight start envelope.]Note: For engines shut down more than one hour, a

crossbleed start is needed.

THRUST lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

Engine start lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF

If crossbleed start is needed:

PACK switch (affected side) . . . . . . . . . . . . . . . . . . . . . . OFF

DUCT PRESSURE . . . . . . . . . . . . . . . . . . . .Minimum 30 PSIIf needed, advance the thrust lever to increase duct pressure.


ENGINE IN-FLIGHT START

24

27

20

140 230 320 340INDICATED AIRSPEED – KNOTS

300

15

275

WIN

DM

ILL

CROSSBLEED

INFLIGHT START ENVELOPE

PRES

SUR

E A

LTIT

UD

E 10

00 F

EET

0.14 June 9, 2008




ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . .GRD/FLTUse GRD if crossbleed start is needed, or if X-BLD is indicated above the N2 dial.

Engine start lever . . . . . . . . . . . . . . . . . . . . . . . . .IDLE DETENTMove engine start lever to IDLE detent at a minimum of 11% N2. Monitor EGT to ensure it does not rise rapidly or exceed the start limit of 725° C during the start attempt.

If EGT does not increase in 30 seconds or another abort start condition as listed in normal procedures occurs:

Engine start lever . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF

ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFFNote: If engine has been shutdown for more than 1 hour,

multiple start attempts may be needed.

Engines may accelerate to idle very slowly, especially at high altitudes. Slow acceleration may be incorrectly interpreted as a hung start or an engine malfunction. If N2 is steadily increasing, and EGT remains within limits, the start is progressing normally.After engine start:

ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . GENERATOR ON

PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

ENGINE START switch . . . . . . . . . . . . . . . . . . . . As needed

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed

TRANSPONDER mode selector . . . . . . . . . . . . . . . . . TA/RA

0.15June 9, 2008



Condition: Movement of the elevator, aileron/spoiler or rudder is restricted.

AUTOPILOT (if engaged) . . . . . . . . . . . . . . . . . . . .DISENGAGE

AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . .DISENGAGE

Verify thrust is symmetrical.


If rudder is jammed or restricted and STBY RUD ON light is not installed on the overhead Flight Control panel or is placarded INOP:

Accomplish the UNCOMMANDED RUDDER/YAW OR ROLL Non-Normal checklist.

Jammed or restricted system . . . . . . . . . . . . . . . . . OverpowerUse maximum force, including a combined effort of both pilots, if needed. A maximum two-pilot effort on the controls will not cause a cable or system failure.

Do not turn off any flight control switches.If controls are normal:

Accomplish the normal DESCENT, APPROACH and LANDING checklists.


JAMMED OR RESTRICTED FLIGHT CONTROLS

0.16 June 9, 2008




If controls are not normal:

Use stabilizer or rudder trim to offload control forces.

If electric stabilizer trim is desired, position the Stabilizer Trim Override switch to OVERRIDE.

Do not make abrupt thrust changes. Extend or retract speedbrake slowly and smoothly.

Limit bank angle to 15°.


Plan a flaps 15 landing.

Set VREF 15 + 5If any of the following conditions apply, set VREF ICE = VREF 15 + 10, + 5:• engine anti–ice will be used during landing• wing anti–ice has been used any time during the

flight• icing conditions were encountered during the flight

and the landing temperature is below 10° C.Note: When VREF ICE is needed, the wind additive

should not exceed 10 knots.


0.17June 9, 2008






Airspeed bugs . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&FVREF 15 + 5 or VREF ICE + 5



Autobrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as reqd PM

Ground proximity flapinhibit switch . . . . . . . . . . . . . . . . . . . . . . . .FLAP INHIBIT PM




Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM

Go-around procedure . . . . . . . . . . . . . . . . . . . . reviewed C&FAccomplish normal go-around procedure. Advance thrust to go-around smoothly and slowly to avoid excessive pitch-up.


0.18 June 9, 2008



Continued from previous page----------------------------DEFERRED ITEMS ------------------------------==> APPROACH



Altimeters (trans lvl) . . . . . . . . . . . . . . . . . . . . ___, xckd C&F----------------------------DEFERRED ITEMS ------------------------------==> LANDING

Landing gear. . . . . . . . . . . . . . . . . . . . . DOWN & 3 green C&F

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . 15, 15, green light C&F

Speedbrake . . . . . . . . . . . . . . . . . . . . ARMED, green light PM

Engine start switches . . . . . . . . . . . . . . . . . . . . . . . CONT PM

0.19June 9, 2008



Condition: Loss of all thrust on both engines accompanied by illumination of both ENG FAIL alerts.

If EGT reaches 950°C or no increase in EGT within 30 seconds:

Engine start lever (affected engine) . . . . . . . . . . . CUTOFF,then IDLE detent

If EGT again reaches 950°C or no increase in EGT within 30 seconds, repeat.Note: In moderate to heavy rain it may take up to 3

minutes to accelerate to idle.

Note: Engines may accelerate to idle very slowly, especially at high altitudes or in heavy precipitation. Slow acceleration may be incorrectly interpreted as a hung start or an engine malfunction. If N2 is steadily increasing and EGT remains within limits, do not interrupt the start.

Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___ knotsAt or above FL270, use 275 knots.Below FL270, use 300 knots.


APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START

APU GENERATOR switch . . . . . . . . . . . . . . . . . . . . . . . . .ONDo not wait for successful engine start(s) prior to starting APU.


LOSS OF THRUST ON BOTH ENGINES

ENGINE START SWITCHES (both) . . . . . . . . . . . . . . . . . . . FLT

ENGINE START LEVERS (both) . . . . . . . . . . . . . . . . . CUTOFF

EGT decreasing:

ENGINE START LEVERS (both) . . . . . . . . . . .IDLE DETENT

0.20 June 9, 2008



Continued from previous page[The APU has demonstrated the capability to provide electrical and pneumatic power up to 20,000 feet. APU may be placed on either or both busses.]

If neither restart is successful and N2 is above 11%:

Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Close

Either engine start lever . . . . . . . . . . . . . . . . . . . . . CUTOFF,then IDLE detent

Note: The engine may accelerate to idle very slowly. If N2 is steadily increasing and EGT remains within limits, do not interrupt the start.

If neither restart is successful and N2 is at or below 11%:

Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Close

WING ANTI–ICE switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

PACK switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

Ignition select switch . . . . . . . . . . . . . . . . . . . . . . . . . BOTH

Either ENGINE START switch . . . . . . . . . . . . . . . . . . . GRD


When engine parameters have stabilized:

APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . . . . FLT

Thrust lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Advance

Engine GENERATOR switch. . . . . . . . . . . . . . . . . . . . . . .ON

PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO


0.21June 9, 2008




Accomplish the ENGINE IN-FLIGHT START checklist to start the other engine.If neither IRS attitude display recovers after a transfer bus is restored:

IRS mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATTMaintain wings level, constant speed flight until attitude displays recover (approximately 30 seconds).

Magnetic heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enter

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed

Condition: A radio is continuously transmitting without crew input.

Transmitter select switches(all audio selector panels) . . . . . . . . . . .FLIGHT INTERPHONE

[Deselects radios and stops radio transmissions.]

The microphone/interphone with the stuck switch continuously transmits on flight interphone.The associated audio selector panel should remain on flight interphone. All other audio selector panels may be used normally.

RADIO TRANSMIT CONTINUOUS(STUCK MICROPHONE SWITCH)

0.22 June 9, 2008



Condition: Smoke, fire or fumes is identified.

Diversion may be needed.Oxygen masks (as needed) . . . . . . . . . . . . . . . . . . . . On, 100%

Crew and Cabin communications . . . . . . . . . . . . . . Establish

BUS TRANSFER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFShips 3101-3110CAB/UTIL power switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFShips 3101-3110IFE/PASS SEAT power switch . . . . . . . . . . . . . . . . . . . . . . . OFFShips 3701-3771GALLEY power switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFFShips 3101-3110RECIRCULATION FAN switch . . . . . . . . . . . . . . . . . . . . . . . OFFShips 3701-3771RECIRCULATION FAN switches . . . . . . . . . . . . . . . . . . . . . OFF

Instruct flight attendants to turn off IFE and PC power switches (as installed).APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

Anytime the smoke or fumes becomes the greatest threat, do the SMOKE OR FUMES REMOVAL checklist.If the source of the smoke, fire or fumes is both obvious and can be extinguished quickly:

Source . . . . . . . . . . . . . . . . . . . . . . . Isolate and extinguish

If possible, remove power from the affected equipment by switch or circuit breaker in the flight deck or cabin.


SMOKE, FIRE OR FUMES

0.23June 9, 2008




If the source of the smoke, fire or fumes is both obvious and can be extinguished quickly: (continued)

If both of the following are true:• the source is visually confirmed to be extinguished,

and• the smoke or fumes are decreasing.

Continue the flight at the captain’s discretion

Restore unpowered items at the captain’s discretion.

Do the SMOKE OR FUMES REMOVAL checklist, if needed.

EQUIPMENT COOLING SUPPLY/EXHAUSTswitches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTERNATE

Instruct flight attendants to:• turn on cabin reading lights• turn on galley attendants work lights.• turn off cabin fluorescent light switches.

Initiate a diversion to the nearest suitable airport while continuing the checklist.Consider an immediate landing if the smoke, fire or fumes situation becomes uncontrollable.Do not delay landing in an attempt to complete all of the following steps.ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . . . . . CLOSE

R PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Wait 2 minutes unless the smoke or fumes are increasing.[Allows time for the smoke or fumes to clear.]


0.24 June 9, 2008




If the smoke or fumes continue or are increasing:

R PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

L PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Wait 2 minutes unless the smoke or fumes are increasing.

[Allows time for the smoke or fumes to clear.]


L PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

Consider an immediate landing.


0.25June 9, 2008



Condition: Smoke or fumes removal is needed.

Do this checklist only when directed by the SMOKE, FIRE OR FUMES checklist.Do not delay landing in an attempt to complete the following steps.Flight deck door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Close

[Prevents the smoke or fumes from penetrating onto the flight deck.]

If pack(s) are AUTO:

Note: Do not turn on any PACK switch that was turned off by the SMOKE, FIRE OR FUMES checklist.

L and R PACK switches . . . . . . . . . . . . . . . . . . . . . . . . HIGH

LAND ALT indicator . . . . . . . . . . . . . . . . . . . . . . 10,000 feet[Increases the ventilation rate.]

Note: The intermittent cabin altitude/configuration warning horn will sound and the CABIN ALTITUDE lights (if installed and operative) will illuminate at a cabin altitude of approximately 10,000 feet.

Engine No. 1 and No. 2BLEED air switches . . . . . . . . . . . . . . . . . . . . . . . Verify ON

Engine thrust . . . . . . . . . . . . . . . . . . Maximum practical N1(minimum 45%)

[Provides maximum cabin ventilation.]

Flight deck air conditioning and gasper outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Open

CAUTION: Do not open any flight deck window. Keep the flight deck door closed.


SMOKE OR FUMES REMOVAL

0.26 June 9, 2008




If pack(s) are AUTO: (continued)

If the smoke or fumes are uncontrollable:

Airplane altitude . . . . . . . . . . . . . . . Lowest safe altitude or 10,000 feet,

whichever is higher

At 14,000 feet or below:

Pressurization mode selector . . . . . . . . . . . . . . . MAN

Outflow VALVE switch . . . . . . . . . . . . . . . . . . . . OPENPosition the outflow valve to full open. This causes the cabin airflow to carry smoke or fumes aft.

Note: The outflow valve can take up to 20 seconds to open.

Return to the SMOKE, FIRE OR FUMES checklist and do the remaining steps.

If the packs are off and the smoke or fumes source is confirmed to be on the flight deck:

CAUTION: Window should not be opened unless the source is confirmed to be on the flight deck.

Normal holding airspeed . . . . . . . . . . . . . . . . . . . Establish[High airspeed may prevent opening the window.]

First officer’s sliding window . . . . . . . . . . . . . . . . . . . . Open


0.27June 9, 2008



Condition: The stabilizer fails to respond to electric trim inputs.

STABILIZER TRIM CUTOUTswitches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOUT

[The autopilot is not available.]


Manual trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ApplyApply steady pressure on the manual trim handles until the desired trim is attained.If required, use force to cause the disconnect clutch to disengage. Approximately 1/2 turn of the stabilizer trim wheel may be needed.

Note: A maximum two-pilot effort on the trim wheels will not cause a cable or system failure.

Note: The handle(s) should be folded inside the stabilizer trim wheel when not in use.

If the stabilizer can be trimmed manually:

Maintain in-trim airspeed until the start of the approach

To reduce the force required to move the stabilizer, use an airspeed which results in an in-trim condition

Continue to trim manually for the remainder of the flight

Establish landing configuration early.


STABILIZER TRIM INOPERATIVE

0.28 June 9, 2008




If the stabilizer can not be trimmed:

Anticipate higher than normal elevator forces during approach and landing

The thrust reduction at flare will cause a nose down pitch.

Note: If the failure could be due to ice accumulation, descend to a warmer temperature and attempt again.

Note: Elevator control is sufficient to safely land the airplane regardless of stabilizer position.

Plan a flaps 15 landing.Check the appropriate Abnormal Configuration Actual Landing Distance table in the ODM.Set VREF 15.

If any of the following conditions apply, set VREF ICE = VREF 15 + 10:• engine anti–ice will be used during landing• wing anti–ice has been used any time during the flight• icing conditions were encountered during the flight and

the landing temperature is below 10° C.Note: When VREF ICE is needed, the wind additive should

not exceed 10 knots.


0.29June 9, 2008






Airspeed bugs . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&FVREF 15 or VREF ICE




Ground proximity flap inhibit switch . . . . . . . . . . . . . . . . . . . . . . . .FLAP INHIBIT PM




Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM

Go-around procedure . . . . . . . . . . . . . . . . . . . . .reviewed PMAccomplish normal go-around procedure. Advance thrust to go around smoothly and slowly to avoid excessive pitch up.

----------------------------DEFERRED ITEMS ------------------------------==> APPROACH





0.30 June 9, 2008



Continued from previous page----------------------------DEFERRED ITEMS ------------------------------==> LANDING





Condition: Airplane tail has contacted the ground during takeoff.

CAUTION: Do not pressurize airplane due to possible structural damage.


OUTFLOW VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . OPENHold outflow valve switch in the OPEN position until outflow VALVE position indicator shows valve full open.


TAILSTRIKE ON TAKEOFF

0.31June 9, 2008



Condition: Uncommanded rudder pedal displacement or pedal kicks, or uncommanded yaw or roll.


If STBY RUD ON light is installed on the overhead Flight Control panel and is not placarded INOP:

Accomplish the JAMMED OR RESTRICTED FLIGHT CONTROLS Non-Normal checklist.

If STBY RUD ON light is not installed on the overhead Flight Control panel or is placarded INOP:

YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF


UNCOMMANDED RUDDER/YAW OR ROLL


Maintain control of the airplane with all available flight controls. If roll is uncontrollable, immediately reduce pitch/angle of attack and increase airspeed. Do not attempt to maintain altitude until control is recovered.AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . .DISENGAGE


0.32 June 9, 2008




If STBY RUD ON light is not installed on the overhead Flight Control panel or is placarded INOP: (continued)

If yaw or roll is the result of uncommanded rudder displacement or pedal kicks:

RUDDER TRIM. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Center

RUDDER PEDALS . . . . . . . . . . . . . . . . . . . .Free & CenterUse maximum force including a combined effort of both pilots, if needed, to free and center the rudder pedals.

If rudder pedal position and/or movement are normal:

YAW DAMPER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON


If rudder pedal position and/or movement are not normal:

SYSTEM B FLIGHTCONTROL switch . . . . . . . . . . . . . . . . . . . . STBY RUD

Land at the nearest suitable airport.Note: A slight rudder deflection may remain, but

continued rudder pedal pressure may help maintain an in-trim condition. Sufficient directional control is available on landing using differential braking and nose wheel steering.

Note: Crosswind capability may be reduced.Note: Do not use auto brakes.Note: Consider checking rudder freedom of

movement at a safe altitude using slow rudder inputs while in the landing configuration and at approach speed.


0.33June 9, 2008





If yaw or roll is the result of uncommanded rudder displacement or pedal kicks: (continued)

If rudder pedal position and/or movement are not normal: (continued)


If the yaw or roll stops:

AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENGAGE

AUTOTHROTTLE . . . . . . . . . . . . . . . . . . . . . . . .ENGAGE


0.34 June 9, 2008



Condition: Static discharge around the windshield, bright glow in the engine inlets, smoke or dust on the flight deck, or acrid odor indicates the airplane is in volcanic ash.

Exit volcanic ash as quickly as possible. Consider a 180 degree turn.Oxygen masks (if needed). . . . . . . . . . . . . . . . . . . . . On, 100%

Crew communications (if needed) . . . . . . . . . . . . . . Establish

Autothrottle (if engaged) . . . . . . . . . . . . . . . . . . . . . Disengage[Allows thrust levers to remain where manually positioned.]

Thrust levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CloseConditions permitting, operate at idle thrust.[Reduces possible engine damage and/or flameout by decreasing EGT.]

ENGINE START switches . . . . . . . . . . . . . . . . . . . . . . . . . . FLT

PACK switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH

WING ANTI–ICE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON[Increases bleed air extraction to improve engine stall margin.]

ENGINE ANTI–ICE switches . . . . . . . . . . . . . . . . . . . . . . . . .ON[Increases bleed air extraction to improve engine stall margin.]


APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START[Provides backup electrical and pneumatic source, if needed.]

Note: Encountering volcanic ash can lead to abnormal systems reactions such as:• Engine malfunctions, increasing EGT, engine stall

or flameout• Decrease or loss of airspeed indications• Equipment Cooling OFF light.


VOLCANIC ASH

0.35August 28, 2006




If engines have flamed out or stalled, or EGT rapidly approaches or exceeds limit:

Do the LOSS OF THRUST ON BOTH ENGINES checklist.

Engines may accelerate to idle very slowly, especially at high altitudes. Slow acceleration may be incorrectly interpreted as a hung start or an engine malfunction. If N2 is steadily increasing, and EGT remains within limits, the start is progressing normally.


0.36 June 9, 2008



Condition: An intermittent or steady warning horn sounds:• In flight, the intermittent warning horn sounds

and the CABIN ALTITUDE lights (if installed and operative) illuminate, indicating the cabin altitude is at or above 10,000 feet

• On the ground, the intermittent warning horn sounds and the TAKEOFF CONFIG lights (if installed and operative) illuminate, indicating an improper takeoff configuration when advancing the thrust levers to takeoff thrust

• In flight, the steady warning horn sounds indicating an improper landing configuration.

WARNING HORN - CABIN ALTITUDE OR CONFIGURATION

If the intermittent warning horn sounds and the CABIN ALTITUDE lights (if installed and operative) illuminate in flight:

OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . ON, 100%

CREW COMMUNICATIONS . . . . . . . . . . . . . . . . ESTABLISH

Do the CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION checklist.

If the intermittent warning horn sounds and the TAKEOFF CONFIG lights (if installed and operative) illuminate on the ground:

Assure proper airplane takeoff configuration.

If the steady warning horn sounds in flight:

Assure proper airplane landing configuration.

0.37June 9, 2008



Condition: Arcing, delamination, shattered, or cracked condition of any flight deck window is observed.

Seat belt and shoulder harness . . . . . . . . . . . . . . . . . . . . . . On

If the window is arcing, shattered, or cracked:

WINDOW HEAT switch(affected window) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Limit airspeed to 250 knots maximum below 10,000 feet.

Note: To determine if the inner pane of the affected window is cracked or shattered, place the point of an object such as a pencil on the crack, and then move the observer's head position while focusing on the point of the object. If the crack appears to move relative to the point of the object, the crack is not in the inner pane. If the crack does not appear to move relative to the point of the object, the crack is in the inner pane. A crack in the inner pane may also be detected by running a fingernail across the window's surface.

Note: On No. 1 and 2 windows, if the flight crew is uncertain which pane is cracked or shattered, assume the inner pane is cracked or shattered and continue with the checklist.

WINDSHIELD AIR controls . . . . . . . . . . . . . . . . . . . . . . . Pull[Vents conditioned air to the inside of the windshield for defogging.]

If a cracked or shattered condition exists on:• Window 1 or 2 inner pane

Oxygen masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On

Crew communications . . . . . . . . . . . . . . . . . . . . . Establish

Passenger signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON


WINDOW DAMAGE

0.38 June 9, 2008




If the airplane has not reached the planned cruise altitude:

FLT ALT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . ResetReset to actual airplane altitude.

LAND ALT indicator . . . . . . . . . . . . . . . . . . . . . . . 9,000 feet

Descend to below 14,000 feet or to the minimum safe altitude, whichever is higher. Maintain a cabin differential pressure of 2 psi or less.

If the minimum safe altitude is between 14,000 feet and 19,000 feet:

LAND ALT indicator . . . . . . . . . . . . . . . . . . . . . . .___ feetSelect a higher altitude (maximum 13,000 feet) to maintain a cabin differential pressure of 2 psi or less.


If the minimum safe altitude is at or above 19,000 feet:

Pressurization mode selector . . . . . . . . . . . . . . . . . MANAdjust the outflow valve to maintain a cabin differential pressure of 2 psi or less.


Passenger oxygen (as needed) . . . . . . . . . . . . . . . . . . OnActivate passenger oxygen at cabin altitudes in excess of 14,000 feet.


0.39June 9, 2008





When the cabin differential pressure is 2 psi or less, shoulder harnesses may be removed. Oxygen masks may be removed if the cabin altitude is below 10,000 feet.

Sustained flight below 10,000 feet is not recommended due to the greater risk of bird strike.

If a cracked or shattered condition exists on window 3 not heated inner and outer panes:

Passenger signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON


FLT ALT indicator . . . . . . . . . . . . . . . . . . . . . . . . .ResetReset to actual airplane altitude.

LAND ALT indicator . . . . . . . . . . . . . . . . . . . . . 9,000 feet

Descend to 9,000 feet or to the minimum safe altitude, whichever is higher. Maintain a cabin differential pressure of 0 psi.


0.40 June 9, 2008




If a cracked or shattered condition exists on window 3 not heated inner and outer panes: (continued)


LAND ALT indicator . . . . . . . . . . . . . . . . . . . . .___ feetSelect a higher altitude (maximum 13,000 feet) to maintain a cabin differential pressure of 0 psi.Note: The intermittent cabin altitude/configuration

warning horn will sound and the CABIN ALTITUDE lights (if installed and operative) will illuminate at a cabin altitude of approximately 10,000 feet.

Oxygen masks (as needed). . . . . . . . . . . . . . . . . . . OnUse oxygen masks at cabin altitudes in excess of 10,000 feet.

Crew communications (as needed) . . . . . . Establish


Pressurization mode selector . . . . . . . . . . . . . . . MANAdjust the outflow valve to maintain a cabin differential pressure of 0 psi.Note: The intermittent cabin altitude/configuration


Oxygen masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OnUse oxygen masks at cabin altitudes in excess of 10,000 feet.

Crew communications. . . . . . . . . . . . . . . . . Establish

Passenger oxygen (as needed) . . . . . . . . . . . . . . .ONActivate passenger oxygen at cabin altitudes in excess of 14,000 feet.


0.41June 9, 2008





Shoulder harnesses may be removed.

If a cracked or shattered condition exists on:• Window 1 or 2 outer pane• Window 3 not heated inner or outer pane

No crew action is needed.


If a delamination only condition exists on any window:



0.42 June 9, 2008



Condition: A side window opens during takeoff or in flight.

Maintain the maneuvering speed for the existing flap setting until the window is closed.

[Minimizes noise.]

The force required to close the window increases with airspeed. It may not be possible to close the window at speeds above 250 knots.Close and lock the window.If the window does not lock or pressurization is not normal:

Level off at the lowest safe altitude.

The airplane can fly unpressurized and land safely with the window open.

If the window locks and pressurization is normal:

Continue normal operation.

WINDOW OPEN

0.43June 9, 2008



IntentionallyBlank

0.44 June 9, 2008


Non-Normal Checklists Chapter NNCAirplane General, Emer. Equip., Doors, Windows Section 1

Chapter NNCNon-Normal ChecklistsAirplane General, Emer. Equip., Doors, Windows

Section 1


Table of ContentsNNC.1 Non-Normal Checklists-Airplane General, Emer. Equip., Doors, WindowsAUTOMATIC UNLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1

DOOR ANNUNCIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4EMERGENCY EXIT LIGHTS NOT ARMED . . . . . . . . . . . . . . . . 1.5LOCK FAIL/AURAL ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5PASSENGER OXYGEN ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5TAILSTRIKE ON TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6WINDOW DAMAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7WINDOW OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.12

TOC.1.1June 9, 2008


Non-Normal Checklists -Airplane General, Emer. Equip., Doors, Windows


IntentionallyBlank

TOC.1.2 June 9, 2008



NNC.1 Non-Normal Checklists-Airplane General, Emer. Equip., Doors, Windows

Condition: The flight deck door AUTO UNLK light illuminated indicates the correct access code has been entered and the flight deck door is programmed to automatically unlock after a time delay.

FLIGHT DECK DOOR selector . . . . . . . . . . . . . . . . . . . . DENYRotate and hold for 1 second.[Prohibits unauthorized access to the flight deck.]

AUTOMATIC UNLOCK

1.1June 9, 2008



Condition: A door annunciator light illuminated indicates an exterior door is not properly latched.

ENTRY/SERVICE:

Handle (affected door) . . . . . . . . . . . . . . . . . . Check closedInstruct the cabin crew to verify that the door handle is in the closed position and position to closed if necessary.

If the door handle is in the closed position and cabin pressurization is normal:


If the door handle will not close and/or cabin pressurization is not normal:

Plan to land at nearest suitable airport.

OVERWING:

If cabin pressurization is normal:


If cabin pressurization is not normal:


EQUIP/CARGO:

If the EQUIP or FWD/AFT CARGO light is illuminated and pressurization is normal:


DOOR ANNUNCIATOR

1.2 June 9, 2008




EQUIP/CARGO: (continued)

If the EQUIP or FWD/AFT CARGO light is illuminated and pressurization is normal: (continued)


If the EQUIP or FWD/AFT CARGO light is illuminated and pressurization is not normal:

Oxygen masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On

Crew communications . . . . . . . . . . . . . . . . . . . Establish



FLT ALT indicator . . . . . . . . . . . . . . . . . . . . . . . . ResetReset to actual airplane altitude.


Descend to 9,000 feet or to the minimum safe altitude, whichever is higher.


LAND ALT indicator . . . . . . . . . . . . . . . . . . . . .___ feetSelect a higher altitude (maximum 13,000 feet) to maintain a cabin differential pressure of 0 psi.



1.3June 9, 2008




EQUIP/CARGO: (continued)

If the EQUIP or FWD/AFT CARGO light is illuminated and pressurization is not normal: (continued)


Pressurization mode selector . . . . . . . . . . . . . . . MANAdjust the outflow valve to maintain a cabin differential pressure of 0 psi.




Oxygen masks may be removed if the cabin altitude is below 10,000 feet.

Ships 3101-3110Condition: The ELT light illuminated indicates the ELT has been

activated and is transmitting.

In case of uncommanded ELT activation:

ELT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON then ARM[Resets the ELT.]

ELT

1.4 June 9, 2008



Condition: The NOT ARMED light illuminated indicates the EMER EXIT LIGHTS switch is not in the ARMED position.

If the EMER EXIT LIGHTS switch is ON, individual emergency exit light batteries will provide a minimum of 10 minutes of lighting.

If the EMER EXIT LIGHTS switch is OFF, emergency lighting is not available.

Condition: The flight deck door LOCK FAIL light illuminated or the aural alert has activated and will not stop sounding indicates the flight deck door lock has failed or the Flight Deck Access System switch is OFF.

If the flight deck door lock has failed:

FLIGHT DECK ACCESS SYSTEM switch . . . . . . . . . . . OFF[Removes electrical power to prevent possible lock overheat.]

DEADBOLT LOCK . . . . . . . . . . . LOCKED, KEY INOPERABLE

Note: The deadbolt position allowing access with a key is to be used on the ground only.

Note: A second crew member is required to secure the flight deck door deadbolt when a pilot leaves the flight deck. Reference the FOM for flight deck entry/exit procedures.

Condition: The PASS OXY ON light illuminated indicates the passenger oxygen system is activated.

EMERGENCY EXIT LIGHTS NOT ARMED

LOCK FAIL/AURAL ALERT

PASSENGER OXYGEN ON

1.5June 9, 2008



Condition: Airplane tail has contacted the ground during takeoff.

CAUTION: Do not pressurize airplane due to possible structural damage.


OUTFLOW VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . OPENHold outflow valve switch in the OPEN position until outflow VALVE position indicator shows valve full open.


TAILSTRIKE ON TAKEOFF

1.6 June 9, 2008



Condition: Arcing, delamination, shattered, or cracked condition of any flight deck window is observed.

Seat belt and shoulder harness . . . . . . . . . . . . . . . . . . . . . . On

If the window is arcing, shattered, or cracked:

WINDOW HEAT switch(affected window) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Limit airspeed to 250 knots maximum below 10,000 feet.

Note: To determine if the inner pane of the affected window is cracked or shattered, place the point of an object such as a pencil on the crack, and then move the observer's head position while focusing on the point of the object. If the crack appears to move relative to the point of the object, the crack is not in the inner pane. If the crack does not appear to move relative to the point of the object, the crack is in the inner pane. A crack in the inner pane may also be detected by running a fingernail across the window's surface.

Note: On No. 1 and 2 windows, if the flight crew is uncertain which pane is cracked or shattered, assume the inner pane is cracked or shattered and continue with the checklist.


If a cracked or shattered condition exists on:• Window 1 or 2 inner pane

Oxygen masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On

Crew communications . . . . . . . . . . . . . . . . . . . . . Establish

Passenger signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON


WINDOW DAMAGE

1.7June 9, 2008





FLT ALT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . .ResetReset to actual airplane altitude.

LAND ALT indicator . . . . . . . . . . . . . . . . . . . . . . . 9,000 feet

Descend to below 14,000 feet or to the minimum safe altitude, whichever is higher. Maintain a cabin differential pressure of 2 psi or less.


LAND ALT indicator . . . . . . . . . . . . . . . . . . . . . . .___ feetSelect a higher altitude (maximum 13,000 feet) to maintain a cabin differential pressure of 2 psi or less.



Pressurization mode selector . . . . . . . . . . . . . . . . . MANAdjust the outflow valve to maintain a cabin differential pressure of 2 psi or less.


Passenger oxygen (as needed) . . . . . . . . . . . . . . . . . . OnActivate passenger oxygen at cabin altitudes in excess of 14,000 feet.


1.8 June 9, 2008





When the cabin differential pressure is 2 psi or less, shoulder harnesses may be removed. Oxygen masks may be removed if the cabin altitude is below 10,000 feet.

Sustained flight below 10,000 feet is not recommended due to the greater risk of bird strike.

If a cracked or shattered condition exists on window 3 not heated inner and outer panes:



FLT ALT indicator . . . . . . . . . . . . . . . . . . . . . . . . ResetReset to actual airplane altitude.


Descend to 9,000 feet or to the minimum safe altitude, whichever is higher. Maintain a cabin differential pressure of 0 psi.


1.9June 9, 2008






LAND ALT indicator . . . . . . . . . . . . . . . . . . . . .___ feetSelect a higher altitude (maximum 13,000 feet) to maintain a cabin differential pressure of 0 psi.Note: The intermittent cabin altitude/configuration


Oxygen masks (as needed) . . . . . . . . . . . . . . . . . . OnUse oxygen masks at cabin altitudes in excess of 10,000 feet.

Crew communications (as needed) . . . . . . Establish


Pressurization mode selector . . . . . . . . . . . . . . . MANAdjust the outflow valve to maintain a cabin differential pressure of 0 psi.Note: The intermittent cabin altitude/configuration


Oxygen masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OnUse oxygen masks at cabin altitudes in excess of 10,000 feet.

Crew communications . . . . . . . . . . . . . . . . Establish



1.10 June 9, 2008






If a cracked or shattered condition exists on:• Window 1 or 2 outer pane• Window 3 not heated inner or outer pane



If a delamination only condition exists on any window:



1.11June 9, 2008



Condition: A side window opens during takeoff or in flight.

Maintain the maneuvering speed for the existing flap setting until the window is closed.

[Minimizes noise.]

The force required to close the window increases with airspeed. It may not be possible to close the window at speeds above 250 knots.Close and lock the window.If the window does not lock or pressurization is not normal:

Level off at the lowest safe altitude.

The airplane can fly unpressurized and land safely with the window open.

If the window locks and pressurization is normal:


WINDOW OPEN

1.12 June 9, 2008


Non-Normal Checklists Chapter NNCAir Systems Section 2


Table of ContentsNNC.2 Non-Normal Checklists-Air SystemsAUTO FAIL/UNSCHEDULED PRESSURIZATION

CHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1BLEED TRIP OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2CABIN ALTITUDE WARNING OR

RAPID DEPRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . 2.3DUAL BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4DUCT OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6EQUIPMENT COOLING OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7HIGH ALTITUDE LANDING INOPERATIVE . . . . . . . . . . . . . . . 2.7OFF SCHEDULE DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8PACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9PACK TRIP OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11WING-BODY OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13ZONE TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14

TOC.2.1June 2, 2008


Non-Normal Checklists -Air Systems


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TOC.2.2 June 2, 2008

737 Flight Crew Operations Manual 2.1


NNC.2 Non-Normal Checklists-Air Systems

Condition: Automatic pressurization mode has failed, or the cabin altitude is not under control.

Increasing thrust may ensure adequate air supply to control cabin altitude.ENGINE BLEED AIRswitches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON (one at a time)

PACK switches . . . . . . . . . . . . . . . . . . . . .AUTO (one at a time)Allow cabin rate to stabilize before placing second switch on.

If a DISPLAYS CONTROL PANEL annunciation is displayed on the Captain’s altimeter:

Note: The Captain’s altimeter also displays an ALT flag indicating a failure on the captains EFIS control panel. All barometric corrections to the AUTO and ALTN pressurization controllers are lost.

CONTROL PANEL SELECT switch . . . . . . . . . .BOTH ON 2Verify DISPLAYS CONTROL PANEL annunciation and ALT flag extinguish.

If the AUTO FAIL light is illuminated or pressurization is not under control:

PRESSURIZATION mode selector . . . . . . . . . . . . . . . .ALTNVerify the AUTO FAIL light extinguishes.

If the AUTO FAIL light remains illuminated or the ALTN mode cannot maintain cabin pressurization:

PRESSURIZATION mode selector . . . . . . . . . . . . . . MAN

AUTO FAIL/UNSCHEDULED PRESSURIZATION CHANGE

2.1June 9, 2008



OUTFLOW VALVE switch . . . . . . . . . . . . . . . . As neededOperate the outflow valve to maintain proper cabin altitude and cabin rate of change. At traffic pattern altitude, position the outflow valve to full open.

Condition: A BLEED TRIP OFF light illuminated indicates the related engine bleed air temperature or pressure is excessive.

WING ANTI-ICE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

TRIP RESET switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH[The BLEED TRIP OFF light extinguishes if bleed air temperature has cooled below limits.]

If the BLEED TRIP OFF light remains illuminated:


Avoid icing conditions.

If the BLEED TRIP OFF light extinguishes:

WING ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . As needed

CAUTION: Use of wing anti-ice above approximately FL350 may cause bleed trip off and possible loss of cabin pressure.

BLEED TRIP OFF

2.2 June 9, 2008



Condition: One or more of the following conditions:•The cabin altitude warning horn sounds•There is a rapid loss of cabin pressure with

airplane altitude above 14,000 feet MSL.


OUTFLOW VALVE switch . . . . . . . . . . . . . . . . . . . . . . . CLOSEIf pressurization is restored, continue manual operation to maintain proper cabin altitude.

Passenger signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

If cabin altitude is uncontrollable:

PASSENGER OXYGEN switch . . . . . . . . . . . . . . . . . . . . .ONActivate passenger oxygen if cabin altitude exceeds or is expected to exceed 14,000 feet.

EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . .InitiateAccomplish the EMERGENCY DESCENT checklist if the airplane is above 14,000 feet MSL and control of cabin pressure is not possible, or cabin pressure is lost.

CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION

OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON, 100%

CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . ESTABLISH

2.3June 9, 2008



Condition: The DUAL BLEED light illuminated indicates the APU bleed valve open and No. 1 engine BLEED air switch ON, or No. 2 engine BLEED air switch ON with APU bleed air valve and isolation valve open.

Limit engine thrust to idle while the light is illuminated.After engine start:

APU BLEED AIR switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF

DUAL BLEED

2.4 June 9, 2008



Ships 3101-3110Condition: A DUCT OVERHEAT light illuminated indicates air

temperature in the related duct has exceeded limits.

TEMPERATURE selector . . . . . . . . . . . . . . Cooler temperature[Prevents the air mix valves from returning to an overheat condition.]

TRIP RESET switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Push[The DUCT OVERHEAT light extinguishes if the duct temperature has cooled below limits.]

If duct temperature increases rapidly or the air mix valve indicator moves toward full hot:

TEMPERATURE selector . . . . . . . . . . . . . . . . . . . .MANUALAdjust the air mix valve position as needed.

DUCT OVERHEAT

2.5June 9, 2008



Condition: Unable to control cabin pressure with airplane above 14,000 feet MSL or conditions require a rapid descent.

Emergency descent . . . . . . . . . . . . . . . . . . . . . . . . . .AnnounceThe Captain will advise the cabin crew, on the PA system, of impending rapid descent. The First Officer will advise ATC and obtain the area altimeter setting.

Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .InitiateWithout delay, descend to the lowest safe altitude (GRID MORA) or 10,000 feet, whichever is higher.

ENGINE START switches . . . . . . . . . . . . . . . . . . . . . . . . CONT

THRUST levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSEReduce thrust to minimum or as needed for anti-ice.

Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT DETENT

Target speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mmo/VmoIf structural integrity is in doubt, limit speed as much as possible and avoid high maneuvering loads.

Ships 3101-3110

CAUTION: When gross weight is greater than 143,000 lbs, speed brake will autostow to the 50% flight detent if airspeed exceeds 320 knots. Do not override autostow function unless airspeed is less than 320 knots.

Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN detentSmoothly lower the SPEED BRAKE lever and level off. Add thrust and stabilize on altitude at desired airspeed.

Crew oxygen regulators . . . . . . . . . . . . . . . . . . . . . . . . NormalFlight crew must use oxygen when cabin altitude is above 10,000 feet. To conserve oxygen, position the regulator to NORMAL.

ENGINE START switches . . . . . . . . . . . . . . . . . . . . As needed


EMERGENCY DESCENT

2.6 June 9, 2008




The new course of action is based on weather, oxygen, fuel remaining and available airports. Use of long range cruise may be appropriate.

Condition: The Equipment Cooling Supply or Exhaust OFF light illuminated indicates a loss of airflow from the selected cooling fan.

EQUIPMENT COOLING SUPPLY/EXHAUST switch (as needed) . . . . . . . . . . . . . . . . . . . . . . . . .ALTERNATE

Note: Illumination of the Equipment Cooling Supply or Exhaust OFF light may be an indication of a pressurization problem. Ensure the pressurization system is operating normally.

No further action is necessary in flight if the equipment cooling OFF light does not extinguish.

Ships 3101-3110Condition: The High Altitude Landing INOP light illuminated

indicated the high altitude landing system is inoperative.


EQUIPMENT COOLING OFF

HIGH ALTITUDE LANDING INOPERATIVE

2.7June 9, 2008



Condition: The OFF SCHED DESCENT light illuminated indicates the airplane descended before reaching the planned cruise altitude set in the FLT ALT indicator.

If landing at airport of departure:


If not landing at airport of departure:

FLIGHT ALTITUDE indicator. . . . . . . . . . . . . . . . . . . . .ResetReset to actual airplane altitude.

OFF SCHEDULE DESCENT

2.8 June 9, 2008



Ships 3701-3771Condition: A PACK light illuminated indicates both primary and

standby pack controls have failed or the related pack valve is closed due to temperature exceeding limits.

ALL TEMPERATURE selectors . . . . . . . . . . . . . . . . . . . . . . . . . . Warmer temperature

[Reduces the work load on the affected air conditioning pack.]

TRIP RESET switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Push[If the PACK light illuminated as a result of the pack temperature exceeding limits, the light extinguishes if the pack temperature has cooled below limits.]

If one PACK light remains illuminated:

ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . . CLOSE

PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

If both PACK lights remain illuminated:Note: Both pack valves may have closed resulting in a

gradual loss of cabin pressure and an eventual CABIN ALTITUDE warning.

Monitor cabin altitude during the remainder of the flight.

If cabin altitude increases:

Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AccomplishMonitor cabin altitude and rate. Descend to lowest safe altitude or 10,000 feet, whichever is higher.

At level off:

Airspeed . . . . . . . . . . . . . . . . . . . .290 knots minimum[Flight deck and cabin temperatures may increase rapidly below 290 knots]

PRESSURIZATION mode selector . . . . . . . . . . . MAN


PACK

2.9June 9, 2008




If both PACK lights remain illuminated: (continued)

If cabin altitude increases: (continued)

At level off: (continued)

OUTFLOW VALVE switch . . . . . . . . . . . . FULL OPEN[Increases airplane ventilation.]

RIGHT RECIRCULATION FAN switch . . . . . . . . AUTO

LEFT RECIRCULATION FAN switch . . . . . . . . . . . OFF

If flight deck and cabin temperatures are excessively warm:

FLIGHT DECK DOOR . . . . . . . . . . . . . . . . . As needed[Open to improve flight deck ventilation. Exercise appropriate security precautions.]

CABIN LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . DIM

IN-FLIGHT ENTERTAINMENT systems . . . . . . . . OFF

Cabin window shades . . . . . . . . . . . . . . . . . . . Closed

GALLEY power switch . . . . . . . . . . . . . . . . . . . . . OFF

2.10 June 9, 2008



Ships 3101-3110Condition: A PACK TRIP OFF light illuminated indicates the

related pack valve is closed due to temperature exceeding limits.

TEMPERATURE selector . . . . . . . . . . . . . Warmer temperature[Reduces the work load on the affected air conditioning pack.]

TRIP RESET switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Push[The PACK TRIP OFF light extinguishes if the pack temperature has cooled below limits.]

If the PACK TRIP OFF light extinguishes or one PACK TRIP OFF light remains illuminated:

No further crew action is needed.

If both PACK TRIP OFF lights remain illuminated:

If cabin altitude increases:

Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AccomplishMonitor cabin altitude and rate. Descend to lowest safe altitude or 10,000 feet, whichever is higher.

At level off:

Airspeed . . . . . . . . . . . . . . . . . . . .290 knots minimum[Flight deck and cabin temperatures may increase rapidly below 290 knots]

PRESSURIZATION MODE selector . . . . . . . . . . . MAN

OUTFLOW VALVE switch . . . . . . . . . . . . FULL OPEN[Increases airplane ventilation.]


PACK TRIP OFF

2.11June 9, 2008




If both PACK TRIP OFF lights remain illuminated: (continued)

If cabin altitude increases: (continued)

If flight deck and cabin temperatures are excessively warm:

FLIGHT DECK DOOR . . . . . . . . . . . . . . . . . As needed[Open to improve flight deck ventilation. Exercise appropriate security precautions.]

CABIN LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . DIM

IN-FLIGHT ENTERTAINMENT systems . . . . . . . . OFF

Cabin window shades . . . . . . . . . . . . . . . . . . . Closed

CAB/UTIL power switch . . . . . . . . . . . . . . . . . . . . OFF

IFE/PASS power switch . . . . . . . . . . . . . . . . . . . . . OFF

2.12 June 9, 2008



Condition: A WING-BODY OVERHEAT light illuminated indicates a bleed air duct leak.

ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . . . . . CLOSE

PACK switch (affected side) . . . . . . . . . . . . . . . . . . . . . . . . OFF[Causes operating pack to regulate to high flow in flight with flaps up.]

ENGINE BLEED AIR switch (affected side) . . . . . . . . . . . . OFF

WING ANTI-ICE switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF[Prevents possible asymmetrical ice buildup on the wings.]

Avoid icing conditions.If the left WING-BODY OVERHEAT light remains illuminated:

If the APU is running:

APU BLEED AIR switch . . . . . . . . . . . . . . . . . . . . . . .OFF[Stops the flow of bleed air from the APU to the left side pneumatic ducting.]

If the light remains illuminated:

APU switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFDo not operate the APU.

If the light extinguishes:

ISOLATION VALVE switch . . . . . . . . . . . . . . . . . AUTO

ENGINE No. 1 BLEED AIR switch . . . . . . . . . . . . . .ON

LEFT PACK switch . . . . . . . . . . . . . . . . . . . . . . . AUTO

WING ANTI-ICE switch . . . . . . . . . . . . . . . As needed

WING-BODY OVERHEAT

2.13June 9, 2008



Ships 3701-3771Condition: A ZONE TEMP light illuminated indicates temperature

in the related duct has exceeded limits or flight deck temperature control has been lost.

TEMPERATURE selector . . . . . . . . . . . . . . Cooler temperature[Prevents trim air modulating valve from returning to an overheat condition.]

TRIP RESET switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Push[The ZONE TEMP light extinguishes if the duct temperature has cooled below limits.]

If duct temperature increases rapidly:

TRIM AIR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF [Shuts off trim air]

ZONE TEMP

2.14 June 9, 2008


Non-Normal Checklists Chapter NNCAnti-Ice, Rain Section 3


Table of ContentsNNC.3 Non-Normal Checklists-Anti-Ice, RainENGINE COWL ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1

ENGINE COWL VALVE OPEN/TAI INDICATION . . . . . . . . . . . 3.1PROBE HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2WINDOW OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2WING ANTI-ICE VALVE OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3

TOC.3.1June 9, 2008


Non-Normal Checklists -Anti-Ice, Rain


IntentionallyBlank

TOC.3.2 June 9, 2008



NNC.3 Non-Normal Checklists-Anti-Ice, Rain

Condition: An engine COWL ANTI-ICE light illuminated indicates an overpressure condition in the cowl anti-ice duct.

Flight conditions permitting:

AUTOTHROTTLE (if engaged) . . . . . . . . . . . . .DISENGAGE[Allows thrust levers to remain where manually positioned.]

THRUST lever (affected engine) . . . . . . . . . . . . . . . . .RetardReduce thrust until the COWL ANTI-ICE light extinguishes.

Condition: An engine COWL VALVE OPEN light remaining illuminated bright blue in flight and /or an amber TAI indication indicates the cowl anti-ice valve position disagrees with the engine anti-ice switch position.

Valve Open:

If total air temperature is above 10°C, limit thrust on the affected engine to 80% N1 if possible.

Valve Closed:

Avoid icing conditions.

ENGINE COWL ANTI-ICE

ENGINE COWL VALVE OPEN/TAI INDICATION

3.1June 9, 2008



Condition: Probe heat light(s) illuminated indicate related probe is not heated.

Avoid icing conditions.Note: Flight in icing conditions may result in erroneous

flight instrument indications.

Condition: A window OVERHEAT light illuminated indicates an overheat condition has been detected.

WINDOW HEAT switch (affected window) . . . . . . . . . . . . . OFF[Extinguishes the OVERHEAT light and resets the system.]

After 2-5 minutes:

WINDOW HEAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

If the window OVERHEAT light re-illuminates:

WINDOW HEAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFFLimit airspeed to 250 knots maximum below 10,000 feet.


PROBE HEAT

WINDOW OVERHEAT

3.2 June 9, 2008



Condition: A WING ANTI-ICE L VALVE OPEN and/or R VALVE OPEN light remaining illuminated bright blue in flight indicates the related wing anti-ice valve position disagrees with the wing anti-ice switch position.

Valve Open:

If TAT is above 10°C or no visible moisture:

ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . CLOSE

PACK switch (affected side) . . . . . . . . . . . . . . . . . . . OFF[Causes operating pack to regulate to high flow in flight with flaps up.]

ENGINE BLEED AIR switch (affected side) . . . . . . . OFF

Valve Closed:

WING ANTI–ICE switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFFAvoid icing conditions.

WING ANTI-ICE VALVE OPEN

3.3June 9, 2008



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3.4 June 9, 2008


Non-Normal Checklists Chapter NNCAutomatic Flight Section 4


Table of ContentsNNC.4 Non-Normal Checklists-Automatic FlightAUTOPILOT DISENGAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1

AUTOTHROTTLE DISENGAGE . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1

TOC.4.1June 9, 2008


Non-Normal Checklists -Automatic Flight


IntentionallyBlank

TOC.4.2 June 9, 2008



NNC.4 Non-Normal Checklists-Automatic Flight

Condition: The flashing red A/P light illuminated and the aural tone sounding indicates the autopilot has disengaged.

Fly the airplane manually or re–engage an autopilot.


Condition: The flashing red A/T light illuminated indicates the autothrottle has disengaged.

Control thrust manually or re–engage the autothrottle.

AUTOPILOT DISENGAGE

AUTOTHROTTLE DISENGAGE

4.1June 9, 2008



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4.2 June 9, 2008


Non-Normal Checklists Chapter NNCCommunications, Datalink Section 5


Table of ContentsNNC.5 Non-Normal Checklists-Communications, DatalinkACARS ELECTRICAL POWER LOSS . . . . . . . . . . . . . . . . . . . . . 5.1

ACARS MU FAIL OR DU FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1CABIN INTERPHONE SYSTEM INOP . . . . . . . . . . . . . . . . . . . . . 5.2PA SYSTEM INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3RADIO TRANSMIT CONTINUOUS (STUCK

MICROPHONE SWITCH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4

TOC.5.1June 9, 2008


Non-Normal Checklists -Communications, Datalink


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TOC.5.2 June 9, 2008



NNC.5 Non-Normal Checklists-Communications, Datalink

Condition: ACARS AC power is lost.Note: The ACARS automatically reverts to VOX MODE (the

DATA MODE is inoperative).

Refer to the Airway Manual, Chapter 6, Company Communications, for guidance.The following reports must be manually completed:• Stations time slip.• Required company radio reports.• Engine performance reports.

Condition: The ACARS system is inoperative.

Use normal voice procedures for reporting.Refer to the Airway Manual, Chapter 6, Company Communications, for guidance.The following reports must be manually completed:• Stations time slip.• Required company radio reports.• Engine performance reports.

ACARS ELECTRICAL POWER LOSS

ACARS MU FAIL OR DU FAIL

5.1June 9, 2008



Condition: The cabin interphone system is inoperative.

ENSURE SERVICE INTERPHONE SWITCH (AFT OVHD PANEL) IS IN THE OFF POSITION.

The off position deactivates external jacks that could interfere with normal operation.

If interphone still inoperative:NOTIFY FLIGHT ATTENDANTS.

• Contact OBL and establish plan for communications under normal conditions.

• Avoid use of PA for direct messages to flight attendants except in an emergency.

• Brief the flight attendants on the following alternate emergency procedures:

CABIN INTERPHONE SYSTEM INOP

Cabin Interphone System Inoperative

Source of Non-normal Pilot Action Briefing Items

Flight Deck Cabin

Smoke/Fire Use PA. Use the following procedures if an evacuation is required:

Pilots will use the PA to contact the flight attendants. Subsequent communications will be face to face, time permitting.

Emergency Landing

Ditching

Evacuation or Rejected Takeoff

Smoke/Fire Monitor PA. Flight attendant will use the emergency signal to notify pilots to monitor the PA.

Hijacking Flight attendant will use the emergency signal to notify pilots to monitor the PA.

Passenger Problem (Medical/Disturbance)

Flight attendant will use the emergency signal to notify pilots to monitor the PA. If not possible, flight attendant will come to the flight deck door and use the briefed entry method.

5.2 June 9, 2008



Condition: The Public Address (PA) system is inoperative.NOTIFY FLIGHT ATTENDANTS.Contact OBL and establish a plan for communications under normal conditions, including:

• Use of standard flight deck/cabin call signs.• Advising OBL to review location and operation of

portable megaphones with flight attendants.• Use of evacuation signal.

Advise OBL 20 minutes and 5 minutes before landing.Note: With the PA inoperative, the F/A’s must individually

(a few seats at a time) brief passengers before takeoff and landing. Coordinate as required to provide sufficient time to meet these requirements.

Brief OBL on the following alternate emergency procedures:

PA SYSTEM INOPERATIVE

Public Address System Inoperative

Source of Non-normal Pilot Action Briefing Items

Flight Deck Cabin

Smoke/Fire Use cabin interphone.

Pilots and flight attendants will use the cabin interphone for communication. Any public announcements will be made by the flight attendants using megaphones.

Emergency Landing Use emergency signal followed by cabin interphone or face-to-face.

Pilots will use the emergency signal to alert the flight attendants to an emergency situation. Subsequent communication will then be via the interphone or face-to-face, time permitting. The interphone will be used to command an evacuation. Any public announcements will be made by the flight attendants using megaphones.

Ditching

Evacuation or Rejected Takeoff

Smoke/Fire Use cabin interphone.

Pilots and flight attendants will use the cabin interphone for communication. Any public announcements will be made by the flight attendants using megaphones.

Hijacking

Passenger Problem (Medical/Disturbance)

5.3June 9, 2008



Condition: A radio is continuously transmitting without crew input.

Transmitter select switches(all audio selector panels) . . . . . . . . . . .FLIGHT INTERPHONE

[Deselects radios and stops radio transmissions.]

The microphone/interphone with the stuck switch continuously transmits on flight interphone.The associated audio selector panel should remain on flight interphone. All other audio selector panels may be used normally.

RADIO TRANSMIT CONTINUOUS (STUCK MICROPHONE SWITCH)

5.4 June 9, 2008


Non-Normal Checklists Chapter NNCElectrical Section 6


Table of ContentsNNC.6 Non-Normal Checklists-ElectricalBATTERY DISCHARGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1

DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1ELEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1LOSS OF BOTH ENGINE DRIVEN GENERATORS . . . . . . . . . . 6.2SOURCE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5STANDBY POWER OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5TR UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6TRANSFER BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6

TOC.6.1June 9, 2008


Non-Normal Checklists -Electrical


IntentionallyBlank

TOC.6.2 June 9, 2008



NNC.6 Non-Normal Checklists-Electrical

Condition: The BAT DISCHARGE light illuminated indicates excessive battery discharge is detected with the battery switch on.

Ships 3101-3110Note: Fully charged battery provides a minimum of 30

minutes of standby power.Ships 3701-3771Note: Fully charged batteries provides a minimum of 60

minutes of standby power.

Condition: A generator DRIVE light illuminated indicates a malfunction in the related generator drive.

GENERATOR DRIVE DISCONNECT switch . . . . . . . . . . . . . . . . . . . . . DISCONNECT

Hold in the DISCONNECT position momentarily.[Prevents generator drive damage.]


APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

APU GENERATOR switch . . . . . . . . . . . . . . . . . . . . . . . . .ON

Condition: The ELEC light illuminated indicates a fault exists in the DC or standby power system.

Note: The ELEC light only illuminates on the ground.

BATTERY DISCHARGE

DRIVE

ELEC

6.1June 9, 2008



Condition: All TRANSFER BUS OFF, SOURCE OFF, and GEN OFF BUS lights illuminated indicate the loss of both engine driven generators.

Note: At high altitude, thrust deterioration or engine flameout may occur.

Engine GENERATOR switches . . . . . . . . . . . . . . . . . . . . . . .ON

If one SOURCE OFF light is illuminated:


Note: APU start attempts are not recommended above 25,000 feet.

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START


If both SOURCE OFF lights are illuminated:


BUS TRANSFER switch . . . . . . . . . . . . . . . . . . . . . . . OFF[Prevents high electrical loads during attempts to restore power.]

ELECTRIC HYDRAULIC PUMPS switches . . . . . . . . OFF[Prevents high electrical loads during attempts to restore power.]

Note: APU start attempts are not recommended above 25,000 feet.

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START[With both buses off, only one start attempt is recommended. Multiple start attempts reduce standby power capacity.]

APU GENERATOR switches . . . . . . . . . . . . . . . . . . . .ON


LOSS OF BOTH ENGINE DRIVEN GENERATORS

6.2 June 9, 2008




If both SOURCE OFF lights are illuminated: (continued)

If the APU is available: (continued)

If one or both SOURCE lights are extinguished:

BUS TRANSFER switch. . . . . . . . . . . . . . . . . . . AUTO[Restores power to the remaining transfer bus if one BUS OFF light remains illuminated.]

ELECTRIC HYDRAULIC PUMPSswitches . . . . . . . . . . . . . . . . . . . . . ON (one at a time)

[Prevents high peak electrical loads.]

REMOTE CONTROL circuit breaker (RCCBREMOTE)(STBY power control unit, P6) . . . . . . . . . . . . . Reset

if tripped

If both SOURCE OFF lights are illuminated:

Avoid icing conditions.Note: Flight in icing conditions may result in

erroneous flight instrument indications.

Plan to land at the nearest suitable airport.Ships 3101-3110Note: Fully charged battery provides a minimum of

30 minutes of standby power.Ships 3701-3771Note: Fully charged batteries provides a minimum

of 60 minutes of standby power.

If the APU is not available:

Avoid icing conditions.Note: Flight in icing conditions may result in

erroneous flight instrument indications.



6.3June 9, 2008




Ships 3101-3110Note: Fully charged battery provides a minimum of 30

minutes of standby power.Ships 3701-3771Note: Fully charged batteries provides a minimum of

60 minutes of standby power.

If both primary attitude displays are inoperative:

IRS mode selector switches . . . . . . . . . . . . . . . . . . . . . . ATTMaintain straight and level, constant airspeed flight until attitude displays recover (approximately 30 seconds).

Magnetic heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enter[Heading may be entered on the POS INIT page or on the overhead IRS display unit by selecting HDG/STS.]

6.4 June 9, 2008



Condition: A SOURCE OFF light illuminated indicates the related transfer bus is not powered by the last selected source.

ENGINE GENERATOR switch . . . . . . . . . . . . . . . . . . . . . . . .ON

If SOURCE OFF light remains illuminated:


APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START


Condition: The STANDBY PWR OFF light illuminated indicates one or more of the following busses are unpowered:

• AC standby bus• DC standby bus• Battery bus

STANDBY POWER switch . . . . . . . . . . . . . . . . . . . . . . . . . . BAT


SOURCE OFF

STANDBY POWER OFF

6.5June 9, 2008



Condition: The TR UNIT light illuminated indicates one or more TR’s have failed.

Do not use the AFDS approach mode during an ILS approach.

Condition: A TRANSFER BUS OFF light illuminated indicates the related transfer bus is not powered.

Engine GENERATOR switch . . . . . . . . . . . . . . . . . . . . . . . . .ON

If the TRANSFER BUS OFF light remains illuminated:


APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START


TR UNIT

TRANSFER BUS OFF

6.6 June 9, 2008


Non-Normal Checklists Chapter NNCEngines, APU Section 7


Table of ContentsNNC.7 Non-Normal Checklists-Engines, APUABORTED ENGINE START . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1

APU DET INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1APU FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2APU FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2APU LOW OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2APU OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3DRIFTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4EEC ALTERNATE MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5ENGINE FAILURE/SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . 7.6ENGINE FIRE/OVERHEAT DETECTOR FAULT . . . . . . . . . . . . . 7.7ENGINE FIRE, SEVERE DAMAGE OR SEPARATION . . . . . 7.8ENGINE HIGH OIL TEMPERATURE . . . . . . . . . . . . . . . . . . . . . 7.10ENGINE IN-FLIGHT START . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11ENGINE LIMIT/SURGE/STALL . . . . . . . . . . . . . . . . . . . . . . . 7.13ENGINE LOW OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15ENGINE OIL FILTER BYPASS . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15ENGINE OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.16ENGINE TAILPIPE FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.17HIGH ENGINE VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.18LOSS OF THRUST ON BOTH ENGINES . . . . . . . . . . . . . . . . 7.19ONE ENGINE INOPERATIVE LANDING . . . . . . . . . . . . . . . . . 7.22REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.25REVERSER UNLOCKED (IN FLIGHT) . . . . . . . . . . . . . . . . . . . 7.25START VALVE OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.26VOLCANIC ASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.27

TOC.7.1June 9, 2008


Non-Normal Checklists -Engines, APU


IntentionallyBlank

TOC.7.2 June 9, 2008



NNC.7 Non-Normal Checklists-Engines, APU

Condition: During a ground start, an abort engine start condition occurs:

If the ENGINE START switch is in GRD:



If the ENGINE START switch is in OFF:

After N2 decreases below 20%:

ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . GRD


ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . . OFF

Condition: The APU DET INOP light illuminated indicates the APU fire detection loop has failed.

APU switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

CAUTION: Do not operate the APU. An APU fire would not be detected and the APU would continue to run.

ABORTED ENGINE START

ENGINE START LEVER . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF

APU DET INOP

7.1June 9, 2008



Condition: The APU FAULT light illuminated indicates an APU malfunction exists.

Note: The APU shuts down automatically.

APU switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFIf the APU FAULT light extinguishes after 5 minutes, additional restarts may be attempted.

Condition: Fire is detected in the APU.

If the APU fire switch remains illuminated:

Plan to land at the nearest suitable airport.Consider an evacuation.

Condition: The APU LOW OIL PRESSURE light illuminated indicates the APU oil pressure is low.

Note: The APU shuts down automatically.

APU switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF[The LOW OIL PRESSURE light extinguishes in 5 minutes.]

APU FAULT

APU FIRE

APU FIRE WARNING SWITCH . . . . PULL, ROTATE and HOLDRotate to the stop and hold for 1 second.

APU SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

APU LOW OIL PRESSURE

7.2 June 9, 2008



Condition: The APU OVERSPEED light illuminated indicates one of the following:

• APU RPM limit has been exceeded resulting in an automatic shutdown

• the overspeed shutdown protection feature has failed a self-test during a normal APU shutdown.

APU switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF[The APU OVERSPEED light extinguishes in 5 minutes.]

APU OVERSPEED

7.3June 9, 2008



Condition: Engine failure or shutdown during cruise.

FMS CRZ PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select

ENG OUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select

LT or RT ENG OUT (as appropriate) . . . . . . . . . . . . . . . . Select

AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . . . Disengage

Maximum continuous thrust . . . . . . . . . . . . . . . . . . . . . . . . .Set Use value shown on the N1 line.

MCP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set TGT SPD [This speed provides Max L/D.]

MCP ALTITUDE . . . . . . . . . . . . Set MAX ALT or lower altitude

LVL CHG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select

Note: The airplane will descend at CON thrust and driftdown airspeed to the MAX ALT. As the driftdown proceeds and the airplane gross weight decreases, the maximum altitude may increase.

Note: The ENG OUT CRZ page provides advisory performance data for operating with one engine.

Accomplish the ONE ENGINE INOPERATIVE LANDING checklist.

DRIFTDOWN

7.4 June 9, 2008



Condition: An EEC ALTN light illuminated indicates the EEC is in alternate control mode.

AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . . . Disengage[Allows thrust levers to remain where manually positioned.]

THRUST levers (both) . . . . . . . . . . . . . Retard to mid position[Prevents exceeding thrust limits when switching to alternate mode.]

EEC mode switches (both) . . . . . . . . . . . . . . . . . . . . . . . .ALTNPush one switch at a time.[Ensures both engines operate in alternate mode.]

AUTOTHROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EngageNote: Maximum thrust limiting is available with autothrottle

engaged.

Observe engine limits.[Alternate mode will not provide the same engine limit protections as the normal mode.]

Condition: An ENGINE CONTROL light illuminated indicates an engine control system fault.

Note: An ENGINE CONTROL light illuminates on the ground only. If the light illuminates after landing, notify maintenance.

Do not takeoff.

EEC ALTERNATE MODE

ENGINE CONTROL

7.5June 9, 2008



Condition: Loss of all thrust on an engine accompanied by illumination of the ENG FAIL alert, or abnormal engine indications.

Accomplish an engine shutdown only when flight conditions permit.AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . . . Disengage

[Allows thrust lever to remain where manually positioned.]

Thrust lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Close[Assists in recognition of affected engine.]

Conditions permitting, operate for three minutes at idle thrust.Engine start lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF



APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START


FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Balance

Transponder mode selector . . . . . . . . . . . . . . . . . . . . TA ONLY[Prevents climb commands which can exceed single engine performance capability.]

If wing anti–ice is needed:

ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . . . AUTO

Plan to land at the nearest suitable airport.Accomplish the ONE ENGINE INOPERATIVE LANDING checklist.

ENGINE FAILURE/SHUTDOWN

7.6 June 9, 2008



Condition: The FAULT light illuminated indicates both loops on an engine have failed.

The fire detection system in one or both engines is inoperative.Plan to land at the nearest suitable airport.

ENGINE FIRE/OVERHEAT DETECTOR FAULT

7.7June 9, 2008



Condition: Fire is detected in the related engine; severe damage which may be associated with airframe vibration and/or abnormal engine indications has occurred; or the engine has separated.


Engine fire warning switch . . . . . . . . . . . . . . . . . . . . . . . . . PullTo manually unlock the engine fire warning switch, press the override and pull.

If the engine fire warning switch or ENG OVERHEAT light remains illuminated:

Engine fire warning switch . . . . . . . . . . . . . . . Rotate L or RRotate to the stop and hold for one second.

If after 30 seconds the engine fire warning switch or ENG OVERHEAT light remains illuminated:

Engine fire warning switch . . . . . . . . . . . . Rotate to the remaining bottle

Rotate to the opposite stop and hold for one second.

If high airframe vibration occurs and continues after engine is shut down:

Without delay, reduce airspeed and descend to a safe altitude which results in an acceptable vibration level. If high vibration returns and further airspeed reduction and descent are not practicable, increasing airspeed may reduce vibration.


ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . .DISENGAGE[Allows thrust levers to remain where manually positioned.]

THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE[Assists in recognition of the affected engine.]

7.8 June 9, 2008






APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF


APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START


FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Balance



ISOLATION VALVE switch (after fire has been extinguished) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

Plan to land at the nearest suitable airport.Accomplish the ONE ENGINE INOPERATIVE LANDING checklist when appropriate.

7.9June 9, 2008



Condition: Engine oil temperature is in the amber band, or at or above the redline.

If temperature is at or above the redline:

Accomplish the ENGINE FAILURE/SHUTDOWN checklist.

If temperature is in the amber band:

AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . Disengage[Allows thrust lever to remain where manually positioned.]

THRUST lever (affected engine). . . . . . . . . . . . . . . . . RetardRetard until engine oil temperature is within normal operating range or thrust lever is closed.

If temperature is in the amber band for more than 45 minutes:

Accomplish the ENGINE FAILURE /SHUTDOWN checklist.

ENGINE HIGH OIL TEMPERATURE

7.10 June 9, 2008



Condition: Engine start is needed after a shutdown with no fire or apparent damage.

Note: Oil quantity indication as low as zero is normal if windmilling N2 RPM is below approximately 8%.

Complete the ENGINE FAILURE/SHUTDOWN checklist before attempting an in-flight engine start.IN-FLIGHT START ENVELOPE . . . . . . . . . . . . . . . . . . . . Check

[Starts not assured outside of the in-flight start envelope.]Note: For engines shut down more than one hour, a

crossbleed start is needed.

THRUST lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE


If crossbleed start is needed:

PACK switch (affected side) . . . . . . . . . . . . . . . . . . . . . . OFF

DUCT PRESSURE . . . . . . . . . . . . . . . . . . . MINIMUM 30 PSIIf needed, advance the thrust lever to increase duct pressure.


ENGINE IN-FLIGHT START

24

27

20

140 230 320 340INDICATED AIRSPEED – KNOTS

300

15

275

WIN

DM

ILL

CROSSBLEED

IN-FLIGHT START ENVELOPE

PRES

SUR

E A

LTIT

UD

E 10

00 F

EET

7.11June 9, 2008




ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . .GRD/FLTUse GRD if crossbleed start is needed, or if X-BLD is indicated above the N2 dial.

Engine start lever . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE detentMove engine start lever to IDLE detent at a minimum of 11% N2. Monitor EGT to ensure it does not rise rapidly or exceed the start limit of 725° C during the start attempt.

If EGT does not increase in 30 seconds or another abort start condition as listed in normal procedures occurs:


ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFFNote: If engine has been shutdown for more than 1 hour,

multiple start attempts may be needed.

Engines may accelerate to idle very slowly, especially at high altitudes. Slow acceleration may be incorrectly interpreted as a hung start or an engine malfunction. If N2 is steadily increasing, and EGT remains within limits, the start is progressing normally.After engine start:

ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . GENERATOR ON

PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

ENGINE START switch . . . . . . . . . . . . . . . . . . . . As needed

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed

TRANSPONDER mode selector . . . . . . . . . . . . . . . . . TA/RA

7.12 June 9, 2008



Condition: One or more of the following conditions:• Engine RPM or EGT indications are abnormal,

approaching or exceeding limits• No response to thrust lever movement• Abnormal engine noises.

Note: If an engine compressor surge/stall occurs during ground operations, or a takeoff is rejected due to an engine compressor stall, a maintenance inspection is required prior to flight.

If indications are abnormal or EGT continues to increase:




APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START


FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Balance

TRANSPONDER mode selector . . . . . . . . . . . . . . . TA ONLY[Prevents climb commands which can exceed single engine performance capability.]

If wing anti-ice is needed:

ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . AUTO



ENGINE LIMIT/SURGE/STALL

AUTOTHROTTLE (if engaged). . . . . . . . . . . . . . . DISENGAGE[Allows thrust lever to remain where manually positioned.]

THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARDRetard until indications remain within appropriate limits or the thrust lever is closed.

7.13June 9, 2008




Accomplish the ONE ENGINE INOPERATIVE LANDING checklist.

If indications are stabilized and EGT decreases:

THRUST lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AdvanceAdvance slowly. Check that RPM and EGT follow thrust lever movement.Operate engine normally or at a reduced thrust setting which is surge and stall free.

7.14 June 9, 2008



Condition: Engine oil pressure is in the amber band with takeoff thrust set, LOW OIL PRESSURE alert illuminated, or engine oil pressure is at or below the redline.

If engine oil pressure is in the amber band with takeoff thrust set:

DO NOT TAKEOFF.

If engine oil pressure is at or below the redline:


Condition: An engine OIL FILTER BYPASS alert illuminated indicates an impending bypass of the scavenge oil filter.

AUTOTHROTTLE (If engaged) . . . . . . . . . . . . . . . . Disengage[Allows thrust lever to remain where manually positioned.]

THRUST lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RetardRetard until the OIL FILTER BYPASS alert extinguishes or thrust lever is closed.

If the OIL FILTER BYPASS alert extinguishes:

Operate the engine at reduced thrust to keep the alert extinguished.

If the OIL FILTER BYPASS alert remains illuminated:


ENGINE LOW OIL PRESSURE

ENGINE OIL FILTER BYPASS

7.15June 9, 2008



Condition: An ENG OVERHEAT light illuminated indicates an overheat is detected on the related engine.

If the ENG OVERHEAT light remains illuminated:

Accomplish the ENGINE FIRE, SEVERE DAMAGE OR SEPARATION checklist.

If the ENG OVERHEAT light extinguishes:

Operate the engine at reduced thrust to keep the light extinguished.

ENGINE OVERHEAT

AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . .DISENGAGE[Allows thrust lever to remain where manually positioned.]

THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

7.16 June 9, 2008



Condition: An engine tailpipe fire is reported on the ground with no engine fire warning.

Advise the cabin.If bleed air is available:

PACK switches (Both) . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF[Allows maximum bleed air for engine motoring.]

ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . . . AUTO[Ensures bleed air is available for engine motoring.]

Engine BLEED AIR switches (Both) . . . . . . . . . . . . . . . .ON

If APU is on:

APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . .ON

If the affected ENGINE START switch is not in GRD:

Allow the affected N2 to decrease below 20%.

ENGINE START switch (Affected engine) . . . . . . . . GRDContinue to motor engine until tailpipe fire is reported extinguished.

Advise the tower.If the engine is being motored:

Continue to motor until the tailpipe fire is extinguished.


ENGINE TAILPIPE FIRE

ENGINE START LEVER (Affected engine) . . . . . . . . . CUTOFF

7.17June 9, 2008



Condition: VIB levels are in excess of 4.0 units accompanied by airframe vibrations.

If not in icing conditions:

AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . Disengage[Allows thrust lever to remain where manually positioned.]

THRUST lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RetardRetard to maintain VIB below 4 units.

Note: If the VIB indication does not decrease when the thrust lever is retarded, check other engine indications. If other engine indications are normal, no further action is needed.

If in icing conditions:

During descent or holding accomplish the following on one engine at a time at approximately 15 minute intervals:


THRUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AdjustAdjust thrust to 45% N1. After approximately five seconds, advance thrust lever slowly to a minimum of 80% N1.

If vibration does not decrease:

Accomplish the procedure for “If not in icing conditions.”

HIGH ENGINE VIBRATION

7.18 June 9, 2008



Condition: Loss of all thrust on both engines accompanied by illumination of both ENG FAIL alerts.

If EGT reaches 950°C or no increase in EGT within 30 seconds:

Engine start lever (affected engine). . . . . . . . . . . . CUTOFF,then IDLE detent

If EGT again reaches 950°C or no increase in EGT within 30 seconds, repeat.Note: In moderate to heavy rain it may take up to 3

minutes to accelerate to idle.

Note: Engines may accelerate to idle very slowly, especially at high altitudes or in heavy precipitation. Slow acceleration may be incorrectly interpreted as a hung start or an engine malfunction. If N2 is steadily increasing and EGT remains within limits, do not interrupt the start.

Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___ knotsAt or above FL270, use 275 knots.Below FL270, use 300 knots.


APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

APU GENERATOR switch . . . . . . . . . . . . . . . . . . . . . . . . .ONDo not wait for successful engine start(s) prior to starting APU.


LOSS OF THRUST ON BOTH ENGINES

ENGINE START SWITCHES (both) . . . . . . . . . . . . . . . . . . . FLT

ENGINE START LEVERS (both) . . . . . . . . . . . . . . . . . CUTOFF

EGT decreasing:

ENGINE START LEVERS (both) . . . . . . . . . . IDLE DETENT

7.19June 9, 2008



Continued from previous page[The APU has demonstrated the capability to provide electrical and pneumatic power up to 20,000 feet. APU may be placed on either or both busses.]

If neither restart is successful and N2 is above 11%:

Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Close

Either engine start lever . . . . . . . . . . . . . . . . . . . . . CUTOFF,then IDLE detent


If neither restart is successful and N2 is at or below 11%:

Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Close

WING ANTI–ICE switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

PACK switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

Ignition select switch . . . . . . . . . . . . . . . . . . . . . . . . . BOTH

Either ENGINE START switch . . . . . . . . . . . . . . . . . . . GRD


When engine parameters have stabilized:

APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF


Thrust lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Advance

Engine GENERATOR switch . . . . . . . . . . . . . . . . . . . . . .ON

PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO


7.20 June 9, 2008




Accomplish the ENGINE IN-FLIGHT START checklist to start the other engine.If neither IRS attitude display recovers after a transfer bus is restored:

IRS mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATTMaintain wings level, constant speed flight until attitude displays recover (approximately 30 seconds).

Magnetic heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enter

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed

7.21June 9, 2008



Condition: Landing must be accomplished with one engine inoperative.


If any of the following conditions apply, set VREF ICE = VREF 15+10:• engine anti–ice will be used during landing• wing anti–ice has been used any time during the flight• icing conditions were encountered during the flight and



Maintain VREF 15 + 5 or VREF ICE + 5 minimum on final approach to assure adequate maneuver margin and speed for go-around.----------------------------DEFERRED ITEMS ------------------------------==> DESCENT




Anti-ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as reqd C&FUse engine anti–ice on the operative engine only.






ONE ENGINE INOPERATIVE LANDING

7.22 June 9, 2008





If additional go–around thrust is desired, below 10,000 feet configure the pressurization system for a no engine bleed landing:

Isolation valve switch . . . . . . . . . . . . . . . . . . . . CLOSE PM

Engine No.1 bleed air switch . . . . . . . . . . . . . . . . .OFF PM

APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . ON PM Do not open the APU bleed valve if the engine fire warning switch remains illuminated.

Left PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . AUTO PM

Engine No. 2 BLEED air switch . . . . . . . . . . . . . . .OFF PM

Exterior lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . set PM

Recall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM

Fuel balance . . . . . . . . . . . . . . . . . . . . . . . . . . . monitored PM

Go–around procedure . . . . . . . . . . . . . . . . . . . . reviewed PMAccomplish normal go–around procedure except:• Use flaps 1• Maintain VREF 15 + 5 knots or VREF ICE + 5 knots to flap

retraction altitude• Limit bank angle to 15 degrees until reaching VREF 15

+ 15 knots or VREF ICE + 5 knots or minimum maneuver speed

• Accelerate to flaps 1 maneuvering speed prior to flap retraction.


7.23June 9, 2008







Landing gear . . . . . . . . . . . . . . . . . . . . DOWN & 3 green C&F



ENGINE START switch (operating engine) . . . . . . . . . . . . . . . . . . . . CONT PM

7.24 June 9, 2008



Condition: A REVERSER light illuminated indicates a fault is detected in the related engine reverser system.

Note: Additional system failures may cause in-flight deployment.

Expect normal reverser operation after landing.

Condition: An amber REV indication illuminated on the engine display indicates that the related thrust reverser has moved from the stowed position.

Note: Only multiple failures could allow the engine to go into reverse thrust.

Note: Unstowed reverser sleeves produce buffet, yaw, roll and increased airplane drag.

FORWARD THRUST lever (affected engine) . . . . . . . . . Check[The EECs prevent power above idle if the related thrust reverser has moved from the stowed position.]

CAUTION: Do not actuate the reverse thrust lever.

If the engine responds to forward thrust lever movement and no buffet or yaw exists:

Operate the engine normally.

If the engine does not respond to forward thrust lever movement or buffet or yaw exists:

Accomplish the ENGINE FAILURE /SHUTDOWN checklist.

REVERSER

REVERSER UNLOCKED (IN FLIGHT)

7.25June 9, 2008



Condition: The START VALVE OPEN alert illuminated indicates the start valve has opened or remains open after engine start.

ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

If START VALVE OPEN alert remains illuminated:

ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . . CLOSE


ENGINE BLEED AIR switch (affected engine) . . . . . . . OFF

APU BLEED AIR switch (engine No. 1 only) . . . . . . . . . OFF

If during ground operations:

Ground air source (if in use) . . . . . . . . . . . . .Disconnect

Engine start lever . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF

START VALVE OPEN

7.26 June 9, 2008



Condition: Static discharge around the windshield, bright glow in the engine inlets, smoke or dust on the flight deck, or acrid odor indicates the airplane is in volcanic ash.

Exit volcanic ash as quickly as possible. Consider a 180 degree turn.Oxygen masks (if needed). . . . . . . . . . . . . . . . . . . . . On, 100%

Crew communications (if needed) . . . . . . . . . . . . . . Establish

Autothrottle (if engaged) . . . . . . . . . . . . . . . . . . . . . Disengage[Allows thrust levers to remain where manually positioned.]

Thrust levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CloseConditions permitting, operate at idle thrust.[Reduces possible engine damage and/or flameout by decreasing EGT.]

ENGINE START switches . . . . . . . . . . . . . . . . . . . . . . . . . . FLT

PACK switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH

WING ANTI–ICE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON[Increases bleed air extraction to improve engine stall margin.]

ENGINE ANTI–ICE switches . . . . . . . . . . . . . . . . . . . . . . . . .ON[Increases bleed air extraction to improve engine stall margin.]


APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START[Provides backup electrical and pneumatic source, if needed.]

Note: Encountering volcanic ash can lead to abnormal systems reactions such as:• Engine malfunctions, increasing EGT, engine stall

or flameout• Decrease or loss of airspeed indications• Equipment Cooling OFF light.


VOLCANIC ASH

7.27June 9, 2008




If engines have flamed out or stalled, or EGT rapidly approaches or exceeds limit:

Do the LOSS OF THRUST ON BOTH ENGINES checklist.

Engines may accelerate to idle very slowly, especially at high altitudes. Slow acceleration may be incorrectly interpreted as a hung start or an engine malfunction. If N2 is steadily increasing, and EGT remains within limits, the start is progressing normally.


7.28 June 9, 2008


Non-Normal Checklists Chapter NNCFire Protection Section 8


Table of ContentsNNC.8 Non-Normal Checklists-Fire ProtectionAPU DET INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1

APU FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1CARGO FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2CARGO FIRE DETECTOR FAULT . . . . . . . . . . . . . . . . . . . . . . . . 8.2ENGINE FIRE/OVERHEAT DETECTOR FAULT . . . . . . . . . . . . . 8.2ENGINE FIRE, SEVERE DAMAGE OR SEPARATION . . . . . 8.4ENGINE OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6ENGINE TAILPIPE FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.7SMOKE, FIRE OR FUMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.8SMOKE OR FUMES REMOVAL . . . . . . . . . . . . . . . . . . . . . . . 8.11WHEEL WELL FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.13

TOC.8.1June 9, 2008


Non-Normal Checklists -Fire Protection


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TOC.8.2 June 9, 2008



NNC.8 Non-Normal Checklists-Fire Protection

Condition: The APU DET INOP light illuminated indicates the APU fire detection loop has failed.

APU switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

CAUTION: Do not operate the APU. An APU fire would not be detected and the APU would continue to run.

Condition: Fire is detected in the APU.

If the APU fire switch remains illuminated:


APU DET INOP

APU FIRE

APU FIRE WARNING SWITCH . . . . PULL, ROTATE and HOLDRotate to the stop and hold for 1 second.

APU SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

8.1June 9, 2008



Condition: Fire is detected in the related cargo compartment.

CARGO FIRE ARM switch (FWD/AFT) . . . . . . . . . . . . . ARMED

CARGO FIRE DEPR/DISCH switch . . . . . . . . . . . . . . . . . . PushPush and hold for 1 second.

Note: DISCH light may require up to 30 seconds to illuminate.

Ships 3101-3110RECIRCULATION FAN switch . . . . . . . . . . . . . . . . . . . . . . . OFFShips 3701-3771RECIRCULATION FAN switches . . . . . . . . . . . . . . . . . . . . . OFF

Operating PACK switch(es). . . . . . . . . . . . . . . . . . . . . . . . HIGH


WARNING:After landing, inform ground personnel not to open the cargo door until all passengers and crew have exited the airplane and fire fighting equipment is nearby.

Condition: The DETECTOR FAULT light illuminated indicates both loops in one or both cargo compartments have failed.

The fire detection system in one or both cargo compartments is inoperative.

CARGO FIRE

CARGO FIRE DETECTOR FAULT

8.2 June 9, 2008



Condition: The FAULT light illuminated indicates both loops on an engine have failed.

The fire detection system in one or both engines is inoperative.Plan to land at the nearest suitable airport.

ENGINE FIRE/OVERHEAT DETECTOR FAULT

8.3June 9, 2008



Condition: Fire is detected in the related engine; severe damage which may be associated with airframe vibration and/or abnormal engine indications has occurred; or the engine has separated.


Engine fire warning switch . . . . . . . . . . . . . . . . . . . . . . . . . PullTo manually unlock the engine fire warning switch, press the override and pull.

If the engine fire warning switch or ENG OVERHEAT light remains illuminated:

Engine fire warning switch . . . . . . . . . . . . . . . Rotate L or RRotate to the stop and hold for one second.

If after 30 seconds the engine fire warning switch or ENG OVERHEAT light remains illuminated:

Engine fire warning switch . . . . . . . . . . . . Rotate to the remaining bottle

Rotate to the opposite stop and hold for one second.

If high airframe vibration occurs and continues after engine is shut down:

Without delay, reduce airspeed and descend to a safe altitude which results in an acceptable vibration level. If high vibration returns and further airspeed reduction and descent are not practicable, increasing airspeed may reduce vibration.


ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . .DISENGAGE[Allows thrust levers to remain where manually positioned.]

THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE[Assists in recognition of the affected engine.]

8.4 June 9, 2008






APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF


APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START


FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Balance



ISOLATION VALVE switch (after fire has been extinguished) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

Plan to land at the nearest suitable airport.Accomplish the ONE ENGINE INOPERATIVE LANDING checklist when appropriate.

8.5June 9, 2008



Condition: An ENG OVERHEAT light illuminated indicates an overheat is detected on the related engine.

If the ENG OVERHEAT light remains illuminated:

Accomplish the ENGINE FIRE, SEVERE DAMAGE OR SEPARATION checklist.

If the ENG OVERHEAT light extinguishes:

Operate the engine at reduced thrust to keep the light extinguished.

ENGINE OVERHEAT

AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . .DISENGAGE[Allows thrust lever to remain where manually positioned.]

THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

8.6 June 9, 2008



Condition: An engine tailpipe fire is reported on the ground with no engine fire warning.

Advise the cabin.If bleed air is available:

PACK switches (Both) . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF[Allows maximum bleed air for engine motoring.]

ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . . . AUTO[Ensures bleed air is available for engine motoring.]

Engine BLEED AIR switches (Both) . . . . . . . . . . . . . . . .ON

If APU is on:

APU BLEED AIR switch . . . . . . . . . . . . . . . . . . . . . . . .ON

If the affected ENGINE START switch is not in GRD:

Allow the affected N2 to decrease below 20%.

ENGINE START switch (affected engine) . . . . . . . . GRDContinue to motor engine until tailpipe fire is reported extinguished.

Advise the tower.If the engine is being motored:

Continue to motor until the tailpipe fire is extinguished.

ENGINE START switch (affected engine) . . . . . . . . . . . OFF

ENGINE TAILPIPE FIRE

ENGINE START LEVER (Affected engine) . . . . . . . . . CUTOFF

8.7June 9, 2008



Condition: Smoke, fire or fumes is identified.

Diversion may be needed.Oxygen masks (as needed) . . . . . . . . . . . . . . . . . . . . On, 100%

Crew and Cabin communications . . . . . . . . . . . . . . Establish

BUS TRANSFER switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFShips 3101-3110CAB/UTIL power switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFShips 3101-3110IFE/PASS SEAT power switch . . . . . . . . . . . . . . . . . . . . . . . OFFShips 3701-3771GALLEY power switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFShips 3101-3110RECIRCULATION FAN switch . . . . . . . . . . . . . . . . . . . . . . . OFFShips 3701-3771RECIRCULATION FAN switches . . . . . . . . . . . . . . . . . . . . . OFF

Instruct flight attendants to turn off IFE and PC power switches (as installed).APU BLEED air switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Anytime the smoke or fumes becomes the greatest threat, do the SMOKE OR FUMES REMOVAL checklist.If the source of the smoke, fire or fumes is both obvious and can be extinguished quickly:

Source . . . . . . . . . . . . . . . . . . . . . . . .Isolate and extinguish

If possible, remove power from the affected equipment by switch or circuit breaker in the flight deck or cabin.


SMOKE, FIRE OR FUMES

8.8 June 9, 2008




If the source of the smoke, fire or fumes is both obvious and can be extinguished quickly: (continued)

If both of the following are true:• the source is visually confirmed to be extinguished,

and• the smoke or fumes are decreasing.

Continue the flight at the captain’s discretion

Restore unpowered items at the captain’s discretion.


EQUIPMENT COOLING SUPPLY/EXHAUSTswitches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ALTERNATE

Instruct flight attendants to:• turn on cabin reading lights• turn on galley attendants work lights.• turn off cabin fluorescent light switches.

Initiate a diversion to the nearest suitable airport while continuing the checklist.Consider an immediate landing if the smoke, fire or fumes situation becomes uncontrollable.Do not delay landing in an attempt to complete all of the following steps.ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . . . . . CLOSE

R PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Wait 2 minutes unless the smoke or fumes are increasing.[Allows time for the smoke or fumes to clear.]


8.9June 9, 2008





R PACK switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

L PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Wait 2 minutes unless the smoke or fumes are increasing.

[Allows time for the smoke or fumes to clear.]


L PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

Consider an immediate landing.


8.10 June 9, 2008



Condition: Smoke or fumes removal is needed.

Do this checklist only when directed by the SMOKE, FIRE OR FUMES checklist.Do not delay landing in an attempt to complete the following steps.Flight deck door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Close

[Prevents the smoke or fumes from penetrating onto the flight deck.]

If pack(s) are AUTO:

Note: Do not turn on any PACK switch that was turned off by the SMOKE, FIRE OR FUMES checklist.

L and R PACK switches . . . . . . . . . . . . . . . . . . . . . . . . HIGH

LAND ALT indicator . . . . . . . . . . . . . . . . . . . . . . 10,000 feet[Increases the ventilation rate.]


Engine No. 1 and No. 2BLEED air switches . . . . . . . . . . . . . . . . . . . . . . . Verify ON

Engine thrust . . . . . . . . . . . . . . . . . . Maximum practical N1(minimum 45%)

[Provides maximum cabin ventilation.]

Flight deck air conditioning and gasper outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Open

CAUTION: Do not open any flight deck window. Keep the flight deck door closed.


SMOKE OR FUMES REMOVAL

8.11June 9, 2008




If pack(s) are AUTO: (continued)

If the smoke or fumes are uncontrollable:

Airplane altitude . . . . . . . . . . . . . . . Lowest safe altitude or 10,000 feet,

whichever is higher

At 14,000 feet or below:

Pressurization mode selector . . . . . . . . . . . . . . . MAN

Outflow VALVE switch . . . . . . . . . . . . . . . . . . . . OPENPosition the outflow valve to full open. This causes the cabin airflow to carry smoke or fumes aft.

Note: The outflow valve can take up to 20 seconds to open.


If the packs are off and the smoke or fumes source is confirmed to be on the flight deck:

CAUTION: Window should not be opened unless the source is confirmed to be on the flight deck.

Normal holding airspeed . . . . . . . . . . . . . . . . . . . Establish[High airspeed may prevent opening the window.]

First officer’s sliding window . . . . . . . . . . . . . . . . . . . . Open


8.12 June 9, 2008



Condition: A fire is detected in the main wheel well.

Observe gear EXTEND limit speed (270K/.82M).LANDING GEAR lever . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWNNote: Do not use FMC fuel predictions with landing gear

extended.

If the landing gear must be retracted for airplane performance, leave the landing gear extended for 20 minutes after the WHEEL WELL fire warning light has extinguished.

LANDING GEAR lever (If needed) (235 knots maximum) . . . . . . . . . . . . . . . . . . . . . . UP & OFF


WHEEL WELL FIRE

8.13June 9, 2008



IntentionallyBlank

8.14 June 9, 2008


Non-Normal Checklists Chapter NNCFlight Controls Section 9


Table of ContentsNNC.9 Non-Normal Checklists-Flight ControlsALL FLAPS UP LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1

AUTO SLAT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3FEEL DIFFERENTIAL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . 9.3FLIGHT CONTROL LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . 9.3JAMMED OR RESTRICTED FLIGHT CONTROLS . . . . . . . . . . 9.4LEADING EDGE FLAPS TRANSIT . . . . . . . . . . . . . . . . . . . . . . . 9.8MACH TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.12RUNAWAY STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.12SPEED BRAKE DO NOT ARM . . . . . . . . . . . . . . . . . . . . . . . . . . 9.13SPEED TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.14SPEEDBRAKES EXTENDED . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.14STABILIZER OUT OF TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.15STABILIZER TRIM INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . 9.16STANDBY RUDDER ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.19TRAILING EDGE FLAP ASYMMETRY . . . . . . . . . . . . . . . . . . . 9.20TRAILING EDGE FLAP DISAGREE . . . . . . . . . . . . . . . . . . . . . 9.23TRAILING EDGE FLAPS UP LANDING . . . . . . . . . . . . . . . . . . 9.27UNCOMMANDED RUDDER/YAW OR ROLL . . . . . . . . . . . . 9.30YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.32

TOC.9.1June 9, 2008


Non-Normal Checklists -Flight Controls


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TOC.9.2 June 9, 2008



NNC.9 Non-Normal Checklists-Flight Controls

Condition: Leading edge devices and trailing edge flaps cannot be extended.

Burn off fuel to reduce touchdown speed.Set VREF 40 + 55 knots.Check the appropriate Abnormal Configuration Actual Landing Distance table in the ODM.Maintain flaps up maneuvering speed until on final.Limit bank angle to 15° until reaching flaps up maneuvering speed.----------------------------DEFERRED ITEMS ------------------------------==> DESCENT



Airspeed bugs . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&FVREF 40 + 55




Ground proximity flapinhibit switch . . . . . . . . . . . . . . . . . . . . . . . FLAP INHIBIT PM




Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM

Go-around procedure . . . . . . . . . . . . . . . . . . . . reviewed PM Accomplish normal go-around procedure except:• Limit bank angle to 15° below flaps up maneuvering

speed.• Accelerate to flaps up maneuvering speed.

ALL FLAPS UP LANDING

9.1June 9, 2008








Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . up, up, no lights C&F



9.2 June 9, 2008



Condition: The AUTO SLAT FAIL light illuminated indicates failure of the auto slat system.

No crew action needed in flight.

Condition: The FEEL DIFF PRESS light illuminated indicates significant differential pressure in the elevator feel computer.


Condition: A FLT CONTROL LOW PRESSURE light illuminated indicates the related hydraulic system pressure to ailerons, elevators and rudder is low.

FLIGHT CONTROL switch . . . . . . . . . . . . . . . . . . . . STBY RUD

AUTO SLAT FAIL

FEEL DIFFERENTIAL PRESSURE

FLIGHT CONTROL LOW PRESSURE

9.3June 9, 2008



Condition: Movement of the elevator, aileron/spoiler or rudder is restricted.

AUTOPILOT (if engaged) . . . . . . . . . . . . . . . . . . . . . Disengage

AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . . . Disengage



If rudder is jammed or restricted and STBY RUD ON light is not installed on the overhead Flight Control panel or is placarded INOP:

Accomplish the UNCOMMANDED RUDDER/YAW OR ROLL Non-Normal checklist.

Jammed or restricted system . . . . . . . . . . . . . . . . . OverpowerUse maximum force, including a combined effort of both pilots, if needed. A maximum two-pilot effort on the controls will not cause a cable or system failure.

Do not turn off any flight control switches.If controls are normal:



JAMMED OR RESTRICTED FLIGHT CONTROLS

9.4 June 9, 2008




If controls are not normal:

Use stabilizer or rudder trim to offload control forces.

If electric stabilizer trim is desired, position the Stabilizer Trim Override switch to OVERRIDE.

Do not make abrupt thrust changes. Extend or retract speedbrake slowly and smoothly.

Limit bank angle to 15°.



Set VREF 15 + 5If any of the following conditions apply, set VREF ICE + 5 (= VREF 15 + 15):• engine anti–ice will be used during landing• wing anti–ice has been used any time during the





9.5June 9, 2008






Airspeed bugs . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&FVREF 15 + 5 or VREF ICE + 5








Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM

Go-around procedure . . . . . . . . . . . . . . . . . . . . .reviewed PMAccomplish normal go-around procedure. Advance thrust to go-around smoothly and slowly to avoid excessive pitch-up.






9.6 June 9, 2008








9.7June 9, 2008



Condition: The LE FLAPS TRANSIT light remains illuminated to indicate asymmetrical or skewed leading edge devices or leading edge devices not in correct position.

Note: Do not use FMC fuel predictions with flaps extended.

If the trailing edge flaps are extended and the trailing edge flap position indication disagrees with flap handle position:

Accomplish the TRAILING EDGE FLAP DISAGREE checklist.

If the trailing edge flaps are extended and the trailing edge flap position indication agrees with flap handle position:


Set VREF 15 + 15.

Limit bank angle to 15° until reaching flaps up maneuvering speed.

Check the appropriate Abnormal Configuration Actual Landing Distance table in the ODM.

Continue checklist at DEFERRED ITEMS, DESCENT.

If the trailing edge flaps are up:

Airspeed . . . . . . . . . . . . . . . . . . . . . . . . 230 knots maximum

If roll is encountered:


Set VREF 15 + 15.




LEADING EDGE FLAPS TRANSIT

9.8 June 9, 2008




If the trailing edge flaps are up: (continued)

If roll is encountered: (continued)


If no roll is encountered:

FLAPS . . . . . . . . . . . . . . . . . . . . Extend to FLAPS 1 thenretract to FLAPS UP

If the LE FLAPS TRANSIT light extinguishes after flaps UP:

No additional crew action is required. Resume normal operations.

If the LE FLAPS TRANSIT light remains illuminated after flaps UP:

LE DEVICES ANNUNCIATOR panel . . . . . . . . . Check

If any light(s) for only one leading edge device is illuminated:

Limit airspeed to 300 knots (280 knots for turbulent air penetration) or .65 Mach, whichever is lower.

If any light(s) for more than one leading edge device is illuminated:

Limit airspeed to 230 knots.


9.9June 9, 2008





Set VREF 15 + 15.




----------------------------DEFERRED ITEMS ------------------------------==> DESCENT



Airspeed bugs . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&FVREF 15 + 15








Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM


9.10 June 9, 2008




Flight & nav instruments . . . . . . . . . . . . . . . . . . . . . . ckd C&F




Flaps . . . . . . . . . . . . . . . . . . . . . . . . . 15, 15, amber light C&FNote: With asymmetrical or no leading edge devices

extended, the amber LE FLAPS TRANSIT light is illuminated. Operation within the lower amber airspeed band for landing is normal for this condition.

Ships 3701-3771Note: Due to minimum speed reversion, V/S and VNAV PTH

modes may revert to LVL CHG mode.



9.11June 9, 2008



Condition: The MACH TRIM FAIL light illuminated indicates failure of the mach trim system.

Limit airspeed to 280 knots / .82 Mach.

Condition: Continuing rotation of the stabilizer trim wheel in a manner not appropriate for flight conditions.

Control column . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hold firmly

AUTOPILOT (if engaged) . . . . . . . . . . . . . . . . . . . . . DisengageDo not re-engage the autopilot.Control airplane pitch attitude manually with control column and main electric trim as required.


If runaway continues:

Stabilizer trim CUTOUT switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOUT

If runaway continues:

Stabilizer trim wheel . . . . . . . . . . . . . . . . . . Grasp & Hold

Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trim manually

Anticipate trim requirements.

Complete the normal DESCENT, APPROACH and LANDING checklists.

Establish proper airspeed and in-trim condition early on final approach.

MACH TRIM FAIL

RUNAWAY STABILIZER

9.12 June 9, 2008



Ships 3701-3771Condition: The SPEED BRAKE DO NOT ARM light illuminated

indicates a fault in the automatic speed brake system.Note: Speed brakes may be used in flight.

Complete the normal DESCENT, APPROACH and LANDING checklists except do not arm speed brakes for landing.Manually deploy the speed brakes immediately upon touchdown.

Ships 3101-3110Condition: The SPEED BRAKE DO NOT ARM light illuminated

indicates a fault in the automatic speed brake system.Note: Speed brakes may be used in flight.

If the SPEED BRAKE DO NOT ARM light is illuminated with the flaps up:

Do not exceed 320 knots.

If the SPEED BRAKE DO NOT ARM light illuminates or remains illuminated when the flaps are not up:

Complete the normal DESCENT, APPROACH and LANDING checklists except do not arm speed brakes for landing.

Manually deploy the speed brakes immediately upon touchdown.

[Increased force may be needed to move the SPEED BRAKE lever to the UP position.]

SPEED BRAKE DO NOT ARM

SPEED BRAKE DO NOT ARM

9.13June 9, 2008



Condition: The SPEED TRIM FAIL light illuminated indicates failure of the speed trim system.


Condition: The SPEEDBRAKES EXTENDED light illuminated indicates one of the following:

• in flight, the speed brake lever is beyond the ARMED position with either the trailing edge flaps extended more than flaps 10 or the radio altitude less than 800 feet

• on the ground, the SPEED BRAKE lever is in the DOWN detent and the ground spoilers are not stowed.

SPEED BRAKE lever . . . . . . . . . . . . . . .ARMED/DOWN detent

If light is illuminated on the ground:

Do not takeoff.

SPEED TRIM FAIL

SPEEDBRAKES EXTENDED

9.14 June 9, 2008



Condition: The STAB OUT OF TRIM light illuminated indicates the autopilot is not trimming the stabilizer properly.

Note: Momentary illumination of the STAB OUT OF TRIM light during large changes in trim requirements is normal.

If the stabilizer is not trimming:

Control column . . . . . . . . . . . . . . . . . . . . . . . . . . Hold firmly

Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disengage


Stabilizer trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed

If the stabilizer fails to respond to electric trim inputs:

Accomplish the STABILIZER TRIM INOPERATIVE checklist.

STABILIZER OUT OF TRIM

9.15June 9, 2008



Condition: The stabilizer fails to respond to electric trim inputs.

STABILIZER TRIM CUTOUTswitches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOUT

[The autopilot is not available.]


Manual trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ApplyApply steady pressure on the manual trim handles until the desired trim is attained.If required, use force to cause the disconnect clutch to disengage. Approximately 1/2 turn of the stabilizer trim wheel may be needed.

Note: A maximum two-pilot effort on the trim wheels will not cause a cable or system failure.

Note: The handle(s) should be folded inside the stabilizer trim wheel when not in use.

If the stabilizer can be trimmed manually:

Maintain in-trim airspeed until the start of the approach

To reduce the force required to move the stabilizer, use an airspeed which results in an in-trim condition

Continue to trim manually for the remainder of the flight

Establish landing configuration early.


STABILIZER TRIM INOPERATIVE

9.16 June 9, 2008




If the stabilizer can not be trimmed:

Anticipate higher than normal elevator forces during approach and landing

The thrust reduction at flare will cause a nose down pitch.

Note: If the failure could be due to ice accumulation, descend to a warmer temperature and attempt again.

Note: Elevator control is sufficient to safely land the airplane regardless of stabilizer position.






9.17June 9, 2008










Ground proximity flap inhibit switch . . . . . . . . . . . . . . . . . . . . . . . .FLAP INHIBIT PM




Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM

Go-around procedure . . . . . . . . . . . . . . . . . . . . .reviewed PMAccomplish normal go-around procedure. Advance thrust to go around smoothly and slowly to avoid excessive pitch up.






9.18 June 9, 2008








Condition: STBY RUD ON light is illuminated.

If the STBY RUD ON light is illuminated due to pilot manual positioning of FLT CONTROL A or B switch to STBY RUD or in response to a hydraulic system non-normal situation:


If the STBY RUD ON light is illuminated with no other flight deck indications:

Avoid large or abrupt rudder pedal inputs.

STANDBY RUDDER ON

9.19June 9, 2008



Condition: An uncommanded roll occurs when a new flap selection is made and/or a difference between the left and right flap indication is observed.

FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SetMove flap lever to the detent nearest the smallest indicated flap position.

CAUTION: Do not attempt to move the trailing edge flaps with the alternate flaps switch as there is no asymmetry protection.

If flaps are 15 or more:

Set VREF for smallest flap position.

If using VREF 15 and any of the following conditions apply, set VREF ICE = VREF 15 + 10. • engine anti–ice will be used during landing• wing anti–ice has been used any time during the flight• icing conditions were encountered during the flight and

the landing temperature is below 10° C.Note: When VREF ICE is needed, the wind additive

should not exceed 10 knots.Note: VREF + wind additive, or VREF ICE + wind additive

if needed, must not exceed the flap placard speed for the next larger flap setting.


If flaps are 1 or greater and less than 15:

Set VREF 40 + 30 knots.




TRAILING EDGE FLAP ASYMMETRY

9.20 June 9, 2008




If flaps are less than 1:

Accomplish the TRAILING EDGE FLAPS UP LANDING checklist.Note: Do not use FMC fuel predictions with flaps

extended.




Airspeed bugs . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&FVREF or VREF ICE








Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM ----------------------------DEFERRED ITEMS ------------------------------==> APPROACH





9.21June 9, 2008





Flaps . . . . . . . . . . . . . . . . . . ___, ___, green/amber light C&F[The light may be green or amber depending on the cause of the failure.]



9.22 June 9, 2008



Condition: The flap position indicators disagree with flap handle position and no asymmetry is indicated.

If indicated flap position is 30 or greater and less than 40:

Land using existing flaps.

Set VREF 30 for landing.Note: VREF 30 + wind additive must not exceed the flap

placard speed for flaps 40.


If indicated flap position is 15 or greater and less than 30:

Land using existing flaps.


Set VREF 15 for landing.If any of the following conditions apply, set VREF ICE = VREF 15 + 10:• engine anti–ice will be used during landing• wing anti–ice has been used any time during the



should not exceed 10 knots.Note: VREF 15 + wind additive, or VREF ICE + wind

additive if needed, must not exceed the flap placard speed for the next larger flap setting.



TRAILING EDGE FLAP DISAGREE

9.23June 9, 2008




If indicated flap position is less than 15:

Plan to extend flaps to 15 using alternate flap extension.Note: The drag penalty with the leading edge devices

extended may make it impossible to reach an alternate field.


Set VREF 15 for landing.If any of the following conditions apply, set VREF ICE = VREF 15 + 10:• engine anti–ice will be used during landing• wing anti–ice has been used any time during the





9.24 June 9, 2008






Airspeed bugs . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&FVREF or VREF ICE












If indicated flap position is less than 15:

ALTERNATE FLAPS masterswitch (230 knots maximum) . . . . . . . . . . . . . . . . ARM PM Note: Asymmetry protection is not provided when the

alternate flap extension system is used.Note: Alternate extension time to flaps 15 can take as

long as 2 minutes.

Flap lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .set PM


9.25June 9, 2008




If indicated flap position is less than 15: (continued)During flap extension, set flap lever to next desired flap position.

ALTERNATE FLAPS positionswitch (230 knots maximum) . . . . . . . . . . . . . . .DOWN PM

Hold down to extend flaps to 15 on schedule. As flaps are extending, slow to respective maneuvering speed.

If trailing edge flap asymmetry occurs while using alternate flap extension:

ALTERNATE FLAPS positionswitch . . . . . . . . . . . . . . . . . . .Release immediately PM

Accomplish the TRAILING EDGE FLAP ASYMMETRY checklist.

If the flap position indicator remains in the UP position, or less than 1, after the ALTERNATE FLAPS position switch is held down:

Accomplish the TRAILING EDGE FLAPS UP LANDING checklist.

Note: The LE FLAPS TRANSIT light will remain illuminated until the flaps approach the flaps 10 position.

Note: Operation within the lower amber airspeed band may be required until the LE FLAPS TRANSIT light extinguishes.

----------------------------DEFERRED ITEMS ------------------------------==> LANDING


Flaps . . . . . . . . . . . . . . . . . . . . . . . . ___, ___, green light C&F



9.26 June 9, 2008



Condition: The trailing edge flaps do not move when flaps 1 is selected.

If no asymmetry exists:

Ensure the TRAILING EDGE FLAP DISAGREE checklist has been accomplished.

If an asymmetry exists:

ALTERNATE FLAPS master switch(230 knots maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . ARM

ALTERNATE FLAPS positionswitch . . . . . . . . . . . . . . . . . . . . . . . . . . . .Momentary DOWN

Verify leading edge devices annunciator indicates FULL EXT.

Note: The LE FLAPS TRANSIT light may remain illuminated after the LE devices are fully extended.

If the leading edge devices annunciator does not indicate FULL EXT:

Do the ALL FLAPS UP LANDING checklist.

Burn off fuel to reduce touchdown speed.Set VREF 40 + 40 knots.Check the appropriate Abnormal Configuration Actual Landing Distance table in the ODM.Maintain flaps up maneuvering speed until on final.Limit bank angle to 15° when airspeed is less than the flaps up maneuvering speed.


TRAILING EDGE FLAPS UP LANDING

9.27June 9, 2008






Airspeed bugs . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&FVREF 40 + 40 knots

[A nuisance stick shaker may occur when slowing to VREF 40 + 40 at high gross weights and/or bank angles greater than 15°.]








Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM

Go-around procedure . . . . . . . . . . . . . . . . . . . . .reviewed PM Do the normal go-around procedure except:• Limit bank angle to 15° when airspeed is less than the

flaps up maneuvering speed.• Accelerate to flaps up maneuvering speed.• Do not exceed 230 knots with leading edge flaps

extended.----------------------------DEFERRED ITEMS ------------------------------==> APPROACH





9.28 June 9, 2008




ALTERNATE FLAPS master switch . . . . . . . . . . . . . ARM PM

ALTERNATE FLAPS position switch(230 knots maximum) . . . . . . . . . . . . momentary DOWN PM

Verify leading edge devices annunciator indicates FULL EXT.

Note: The LE FLAPS TRANSIT light will remain illuminated.


Flaps . . . . . . . . . . . . . . . . . . . . UP, UP, green/amber light C&F[The light may be green or amber depending on the cause of the failure. Operation within the lower amber airspeed band is normal for this condition.]

Ships 3701-3771Note: Due to minimum speed reversion, V/S and VNAV PTH

modes may revert to LVL CHG mode.



9.29June 9, 2008



Condition: Uncommanded rudder pedal displacement or pedal kicks, or uncommanded yaw or roll.


If STBY RUD ON light is installed on the overhead Flight Control panel and is not placarded INOP:

Accomplish the JAMMED OR RESTRICTED FLIGHT CONTROLS Non-Normal checklist.

If STBY RUD ON light is not installed on the overhead Flight Control panel or is placarded INOP:

YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF


UNCOMMANDED RUDDER/YAW OR ROLL


Maintain control of the airplane with all available flight controls. If roll is uncontrollable, immediately reduce pitch/angle of attack and increase airspeed. Do not attempt to maintain altitude until control is recovered.AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . .DISENGAGE


9.30 June 9, 2008





If yaw or roll is the result of uncommanded rudder displacement or pedal kicks:

RUDDER TRIM. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Center

RUDDER PEDALS . . . . . . . . . . . . . . . . . . . .Free & CenterUse maximum force including a combined effort of both pilots, if needed, to free and center the rudder pedals.

If rudder pedal position and/or movement are normal:

YAW DAMPER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON


If rudder pedal position and/or movement are not normal:

SYSTEM B FLIGHTCONTROL switch . . . . . . . . . . . . . . . . . . . . STBY RUD

Land at the nearest suitable airport.Note: A slight rudder deflection may remain, but

continued rudder pedal pressure may help maintain an in-trim condition. Sufficient directional control is available on landing using differential braking and nose wheel steering.

Note: Crosswind capability may be reduced.Note: Do not use auto brakes.Note: Consider checking rudder freedom of

movement at a safe altitude using slow rudder inputs while in the landing configuration and at approach speed.


9.31June 9, 2008





If yaw or roll is the result of uncommanded rudder displacement or pedal kicks: (continued)

If rudder pedal position and/or movement are not normal: (continued)


If the yaw or roll stops:

AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engage

AUTOTHROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . Engage


Condition: The YAW DAMPER light illuminated indicates the yaw damper is disengaged.

YAW DAMPER switch . . . . . . . . . . . . . . . . . . . . . OFF then ON

If light remains illuminated:

YAW DAMPER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFLimit altitude to FL290.Avoid areas of predicted moderate or severe

turbulence. If turbulence is encountered and passenger comfort becomes affected, reduce airspeed and/or descend to a lower altitude.Do not exceed flaps 30 if crosswind exceeds 30 knots.

YAW DAMPER

9.32 June 9, 2008


Non-Normal Checklists Chapter NNCFlight Instruments, Display Section 10


Table of ContentsNNC.10 Non-Normal Checklists-Flight Instruments, DisplayAIRSPEED UNRELIABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1

ALT DISAGREE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2AOA DISAGREE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2CDS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3DISPLAY FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3DISPLAYS CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3DSPLY SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4FLIGHT RECORDER OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4IAS DISAGREE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4

TOC.10.1June 9, 2008


Non-Normal Checklists -Flight Instruments, Display


IntentionallyBlank

TOC.10.2 June 9, 2008



NNC.10 Non-Normal Checklists-Flight Instruments, Display

Condition: Pitch attitude not consistent with existing phase of flight, altitude, thrust, and weight, or noise and/or low frequency buffeting.

Crosscheck ground speed and winds provided by the IRS and FMC to determine airspeed accuracy if indicated airspeed is questionable.Note: Erroneous or unreliable airspeed indications may be

caused by blocked or frozen pitot-static system(s), or a severely damaged or missing radome.

Airplane attitude/thrust . . . . . . . . . . . . . . . . . . . . . . . . . .AdjustMaintain airplane control. Attitude and thrust information is provided in the ODM.

PROBE HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check ON

MACH/AIRSPEED indicators . . . . . . . . . . . . . . . . .Cross check


AIRSPEED UNRELIABLE

10.1June 9, 2008



Condition: The ALT DISAGREE alert indicates the Captain’s and First Officer’s altitude indications disagree by more than 200 feet for more than 5 continuous seconds.

Altimeter barometric settings . . . . . . . . . . . . . . . . . . . . . CheckCheck all altimeters set to proper barometric setting for phase of flight.


Transponder altitude received by ATC may be unreliable.Maintain visual conditions if possible.Establish landing configuration early.Radio altitude reference available below 2, 500 feet.Use electronic and visual glide slope indicators, where available, for approach and landing.

Condition: The AOA DISAGREE alert indicates that the left and right angle of attack vanes disagree by more than 10 degrees for more than 10 continuous seconds.

Airspeed errors and the IAS DISAGREE alert may occur.Altimeter errors and the ALT DISAGREE alert may occur.

ALT DISAGREE

AOA DISAGREE

10.2 June 9, 2008



Condition: The CDS FAULT annunciation indicates a CDS fault.Note: CDS FAULT annunciates on the ground only, prior to

the second engine start.

Do not takeoff.

Condition: A CDS display is unusable.

If a single display is unusable and automatic switching has occurred:


If a single display is unusable and automatic switching has not occurred:

MAIN PANEL DUs selector . . . . . . . . . . . . . . . . . As needed

LOWER DU selector . . . . . . . . . . . . . . . . . . . . . . As needed

Condition: The DISPLAYS CONTROL PANEL annunciation indicates failure of the related EFIS control panel.

Note: The altimeter blanks and an ALT flag illuminates on the side corresponding to the failed control panel.

CONTROL PANEL select switch . . . . . . . . . . . . . . . . . BOTH ON 1 or BOTH ON 2

Select side corresponding to the operating control panel.Verify DISPLAYS CONTROL PANEL annunciation and ALT flag extinguish.

CDS FAULT

DISPLAY FAILURE

DISPLAYS CONTROL PANEL

10.3June 9, 2008



Condition: The DSPLY SOURCE annunciation indicates only one DEU is supplying display information. Other indications may include:

• no hydraulic pressure indication on failed side• speed limit flag visible on failed side• minimum maneuver speed and stick shaker

band removed on failed side• both EEC ALTN lights illuminated.

Note: Flight director indications may be removed and autoflight mode reversions may occur.

Note: Dual autopilot approach is not available.

If the DEU fails on the same side as the engaged autopilot:

Select the opposite autopilot.

Verify the appropriate flight director indications and flight mode annunciations are displayed on the same side as the operating autopilot.

Accomplish the EEC ALTERNATE MODE checklist.

Condition: The flight recorder OFF light illuminated indicates that the recorder is not operating.


Condition: The IAS DISAGREE alert indicates the Captain’s and First Officer’s airspeed indications disagree by more than 5 knots for 5 continuous seconds.

Accomplish the AIRSPEED UNRELIABLE checklist.

DSPLY SOURCE

FLIGHT RECORDER OFF

IAS DISAGREE

10.4 June 9, 2008


Non-Normal Checklists Chapter NNCFlight Management, Navigation Section 11


Table of ContentsNNC.11 Non-Normal Checklists-Flight Management, NavigationFMC FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1

FMC/CDU ALERTING MESSAGE . . . . . . . . . . . . . . . . . . . . . . . 11.2GLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2ILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3IRS DC FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3IRS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4IRS ON DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.5UNABLE REQD NAV PERF - RNP . . . . . . . . . . . . . . . . . . . . . . . 11.6

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Non-Normal Checklists -Flight Management, Navigation


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TOC.11.2 June 9, 2008



NNC.11 Non-Normal Checklists-Flight Management, Navigation

Condition: Illumination of the FMC alert light accompanied by: • loss of FMC information on both CDUs and loss

of FMC data on the captain’s navigation display map mode indicates left FMC failure.

• illumination of the FMC message light, loss of FMC data on the first officer’s navigation display map mode, and a SINGLE FMC OPERATION scratchpad message indicates right FMC failure.

• loss of FMC information on both CDUs and loss of FMC data on both navigation display map modes indicates dual FMC failure.

If only the left or right FMC has failed:

FMC sourceselect switch . . . . . . . . . . . . . . .BOTH ON L or BOTH ON R

Select the operating FMC.

If DUAL FMC OP RESTORED message appears:

FMC source select switch . . . . . . . . . . . . . . . . NORMAL

If dual FMC failure has occurred:

Resume conventional navigation.[Without an operating FMC, LNAV and VNAV are not available.]

Verify position relative to terrain using conventional navigation.

[EGPWS may use inaccurate GPS position data or an inappropriate value of RNP. This could result in a VSD terrain display that is incorrectly positioned relative to the airplane track.]


FMC FAIL

11.1June 9, 2008




If dual FMC failure has occurred: (continued)

When preparing for approach:

Use the SPD REF selector to set the reference airspeed bugs.

Use the N1 SET selector to set the N1 bugs.

Condition: The FMC alert light and MSG light illuminated indicate an FMC/CDU alerting message exists.

Take action as needed by the message.

Ships 3101-3110Condition: The GLS light illuminated indicates GLS failure.

ILS and non-ILS approaches may be flown normally.

Condition: The GPS light illuminated indicates GPS failure.Note: The FMC will operate using only IRS or radio inputs.Note: Look-ahead terrain alerting and display are

unavailable due to position uncertainty.

No crew action is needed in flight if ANP meets the requirements for phase of flight.

FMC/CDU ALERTING MESSAGE

GLS

GPS

11.2 June 9, 2008



Ships 3101-3110Condition: The ILS light illuminated indicates ILS failure.

Do not fly an ILS approach.Non-ILS approaches may be flown.

Condition: An IRS DC FAIL light illuminated indicates the related IRS DC power has failed.

If all other IRS lights are extinguished, operate normally.Note: With both IRS DC FAIL lights illuminated, the

switched hot battery bus is not powered or the battery is nearly discharged.

ILS

IRS DC FAIL

11.3June 9, 2008



Condition: An IRS FAULT light illuminated indicates the related IRS system has detected a fault. On the ground, the IRS FAULT light accompanied by an ALIGN light may indicate the entered present position is incorrect.

On the ground:

If the ALIGN light is illuminated:

IRS mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF[The FAULT light extinguishes immediately and the ALIGN light extinguishes after approximately 30 seconds].

After the ALIGN light extinguishes:

IRS mode selector . . . . . . . . . . . . . . . . . . . . . . . . .NAV

Present position . . . . . . . . . . . . . . . . . . . . . . . . ENTER

If the ALIGN light illuminates again, reenter present position.

If the FAULT light illuminates again, notify maintenance.


IRS FAULT

11.4 June 9, 2008




In flight:Note: The IRS ATT and/or NAV mode(s) may be

inoperative.

IRS mode selector (affected IRS) . . . . . . . . . . . . . . . . . . ATTMaintain straight and level, constant airspeed flight until attitude displays recover (approximately 30 seconds).

If the FAULT light extinguishes:

Magnetic heading . . . . . . . . . . . . . . . . . . . . . . . . . ENTEREnter updated heading periodically on the POS INIT page or on the overhead IRS display unit by selecting HDG/STS.

Do not use autopilot approach mode.

If the FAULT light remains illuminated:

IRS transfer switch . . . . . . . .BOTH ON L or BOTH ON RNote: Autopilot(s) cannot be engaged.


Condition: An IRS ON DC light illuminated indicates the related IRS is operating from the switched hot battery bus.

Power to the right IRS is removed after 5 minutes.

IRS ON DC

11.5June 9, 2008



Ships 3701-3771Condition: UNABLE REQD NAV PERF-RNP is displayed in MAP

or Center MAP.

If flying an approach that has an RNP alerting requirement:

Initiate a go-around unless suitable visual references can be established and maintained.

If flying an approach without an RNP alerting requirement:

Verify position.

Ships 3101-3110Condition: UNABLE REQD NAV PERF-RNP is displayed.

If on a procedure or airway that has an RNP alerting requirement:

Select an alternate procedure or airway. During an approach, initiate a go-around unless suitable visual references can be established and maintained.

If on a procedure or airway without an RNP alerting requirement:

Verify position.

UNABLE REQD NAV PERF - RNP

UNABLE REQD NAV PERF - RNP

11.6 June 9, 2008


Non-Normal Checklists Chapter NNCFuel Section 12


Table of ContentsNNC.12 Non-Normal Checklists-FuelCONFIG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1

CROSSFEED SELECTOR INOPERATIVE . . . . . . . . . . . . . . . . . 12.2ENGINE FUEL LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3FUEL FILTER BYPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.5FUEL PUMP LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 12.6FUEL QUANTITY INDICATION INOPERATIVE . . . . . . . . . . . 12.7FUEL TEMP LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.7IMBAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.8LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.9

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Non-Normal Checklists -Fuel


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TOC.12.2 June 9, 2008



NNC.12 Non-Normal Checklists-Fuel

Ships 3101-3110

Condition: (On airplanes with center tank auto shutoff.) The fuel CONFIG indicator indicates fuel quantity in the center tank exceeds 1600 lbs and both center tank fuel pump switches are positioned OFF with either engine running.

Do not accomplish this procedure until established in a level flight attitude.CENTER TANK FUEL PUMP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

Verify the LOW PRESSURE lights extinguish and position both switches OFF when both LOW PRESSURE lights illuminate.

Ships 3701-3771

Condition: (On airplanes without center tank auto shutoff.) The fuel CONFIG indicator indicates fuel quantity in the center tank exceeds 1600 lbs and both center tank fuel pumps are producing low or no pressure with either engine running.

Do not accomplish this procedure until established in a level flight attitude.CENTER TANK FUEL PUMP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

Verify the LOW PRESSURE lights extinguish and position both switches OFF when both LOW PRESSURE lights illuminate.

CONFIG

CONFIG

12.1June 9, 2008



Condition: The crossfeed VALVE OPEN light remaining illuminated bright blue indicates the crossfeed valve position disagrees with the crossfeed selector position.

Valve Closed:

Flight conditions permitting, vary thrust to maintain fuel balance. If unable to maintain acceptable balance, land as soon as possible.

Valve Open:

Maintain fuel balance with selective use of fuel pumps.

CROSSFEED SELECTOR INOPERATIVE

12.2 June 9, 2008



Condition: An inflight engine fuel leak is suspected or confirmed.

One or more of the following may be evidence of a fuel leak:• visual observation of fuel spray from strut or engine• excessive fuel flow• total fuel quantity decreasing at an abnormal rate• fuel IMBAL indication• USING RSV FUEL message• INSUFFICIENT FUEL message• CHECK FMC FUEL QUANTITY message.

Center tank FUEL PUMPS switches . . . . . . . . . . . . . . . . . . OFF[Fuel CONFIG may be displayed with fuel in the center tank.]

CROSSFEED selector . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED

Identify an engine fuel leak by observing one main fuel tank quantity decreasing faster than the other.An increase in fuel imbalance of approximately 500 lbs or more in 30 minutes should be considered an engine fuel leak.Conditions permitting, visually check for an engine fuel leak.


ENGINE FUEL LEAK

12.3June 9, 2008




If both main tank quantities decrease at the same rate:

Resume normal fuel management procedures.

If FMC message USING RSV FUEL, INSUFFICIENT FUEL or CHECK FMC FUEL QUANTITY is displayed on the CDU scratchpad:

PROGRESS Page 1. . . . . . . . . . . . . . . . . . . . . . . . . Select

Destination FUEL estimate . . . . . . . . . . . . . . . . . . CheckCompare FMC fuel quantity with fuel gauges and flight plan fuel.

If fuel quantity indicator is inoperative:

FMC FUEL weight (if needed) . . . . . . . . . . . . . . . EnterEnter and periodically update the manually calculated fuel weight on the FMC PERF INIT page.

If an engine fuel leak is confirmed:

Autothrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disengage

Thrust lever (affected engine) . . . . . . . . . . . . . . . . . . .Close

Engine start lever (affected engine) . . . . . . . . . . . CUTOFF



APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START


Transponder mode selector . . . . . . . . . . . . . . . . . . TA ONLY[Prevents climb commands which can exceed single engine performance capability.]


12.4 June 9, 2008




If an engine fuel leak is confirmed: (continued)

After engine shutdown, all remaining fuel can be used for the operating engine. Resume normal fuel management procedures.


Do the ONE ENGINE INOPERATIVE LANDING checklist.

If FUEL LOW indication is displayed:


CROSSFEED selector . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Apply thrust changes slowly and smoothly. If a climb is needed, maintain the minimum pitch attitude needed for safe flight.

Condition: A fuel FILTER BYPASS light illuminated indicates impending fuel filter bypass due to a contaminated filter.

Note: Erratic engine operation and flameout may occur due to fuel contamination.

FUEL FILTER BYPASS

12.5June 9, 2008



Condition: A fuel pump LOW PRESSURE light illuminated indicates the related fuel pump output pressure is low.

Note: Fuel pump LOW PRESSURE lights may flicker when tank quantity is low and the airplane is in turbulent air or during climb or descent.

If one main tank fuel pump LOW PRESSURE light is illuminated:

MAIN TANK FUEL PUMP switch(affected side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

[Sufficient fuel pressure is available for normal operation.]

If both main tank fuel pump LOW PRESSURE lights are illuminated:

Note: At high altitude, thrust deterioration or engine flameout may occur.

If one center tank fuel pump LOW PRESSURE light is illuminated:

CROSSFEED selector . . . . . . . . . . . . . . . . . . . . . . . . . OPEN[Prevents fuel imbalance.]

CENTER TANK FUEL PUMP switch(affected side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

When the other center tank fuel pump LOW PRESSURE light illuminates:

CROSSFEED selector . . . . . . . . . . . . . . . . . . . . . CLOSE

Remaining CENTER TANKFUEL PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF


FUEL PUMP LOW PRESSURE

12.6 June 9, 2008




If both center tank fuel pump LOW PRESSURE lights are illuminated:

BOTH CENTER TANKFUEL PUMP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Fuel CONFIG indication may be displayed with fuel in the center tank.

Center tank fuel is unusable. Main tank fuel may not be sufficient for the planned flight.

Condition: The related fuel quantity indication is blank.

FMC FUEL weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EnterEnter and periodically update manually calculated fuel weight on the FMC PERF INIT page.

Condition: Fuel temperature is approaching minimum.

When fuel temperature is approaching fuel temperature limit (3 degrees C (5 degrees F) above the fuel freeze point or - 43 degrees C (- 45 degrees F) whichever is higher):

Increase speed, change altitude and/or deviate to a warmer air mass to achieve a TAT equal to or higher than the fuel temperature limit.

TAT will increase approximately 0.5 to 0.7 degrees C for each .01 Mach increase in speed. In extreme conditions, it may be necessary to descend as low as FL250.

FUEL QUANTITY INDICATION INOPERATIVE

FUEL TEMP LOW

12.7June 9, 2008



Condition: The fuel IMBAL indicator indicates main fuel tank quantities differ by more than 1000 lbs.

The fuel imbalance may be caused by an engine fuel leak. For indications of an engine fuel leak, check:• total fuel remaining compared to planned fuel remaining• fuel flow indications for an engine with excessive fuel flow• individual tank quantities.

If there is any indication of an engine fuel leak:

Accomplish the ENGINE FUEL LEAK checklist.

If a fuel imbalance occurs without any indication of an engine fuel leak:

Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Balance

IMBAL

12.8 June 9, 2008



Condition: The fuel LOW indicator indicates fuel quantity in the related main tank is less than 2000 lbs.

The fuel LOW indication may be caused by an engine fuel leak. For indications of an engine fuel leak, check:• total fuel remaining compared to planned fuel remaining• fuel flow indications for an engine with excessive fuel flow• individual tank quantities.

If there is any indication of an engine fuel leak:

Accomplish the ENGINE FUEL LEAK checklist.

If fuel LOW indication occurs without any indication of an engine fuel leak:


CROSSFEED selector . . . . . . . . . . . . . . . . . . . . . . . . . OPEN[Ensures remaining fuel available to both engines.]

Apply thrust changes slowly and smoothly.

If a climb is needed, maintain the minimum pitch attitude needed for safe flight.

[Minimizes the possibility of uncovering the fuel pumps.]

LOW

12.9June 9, 2008



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12.10 June 9, 2008


Non-Normal Checklists Chapter NNCHydraulics Section 13


Table of ContentsNNC.13 Non-Normal Checklists-HydraulicsHYDRAULIC PUMP LOW PRESSURE . . . . . . . . . . . . . . . . . . . 13.1

HYDRAULIC PUMP OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . 13.1LOSS OF SYSTEM A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2LOSS OF SYSTEM B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.5MANUAL REVERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.8STANDBY HYDRAULIC LOW PRESSURE . . . . . . . . . . . . . . 13.12STANDBY HYDRAULIC LOW QUANTITY . . . . . . . . . . . . . . 13.12

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Non-Normal Checklists -Hydraulics


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TOC.13.2 June 9, 2008



NNC.13 Non-Normal Checklists-Hydraulics

Condition: A hydraulic pump LOW PRESSURE light illuminated indicates output pressure of the related pump is low.

HYDRAULIC PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF[Intermittent illumination of the hydraulic pump LOW PRESSURE light may be the result of single electric pump operation and a high demand on the hydraulic system.]

Condition: A hydraulic pump OVERHEAT light illuminated indicates a fluid or motor overheat in the related electric motor-driven pump.

ELECTRIC HYDRAULIC PUMP switch . . . . . . . . . . . . . . . . OFF[One pump provides adequate pressure for normal system operation.]

HYDRAULIC PUMP LOW PRESSURE

HYDRAULIC PUMP OVERHEAT

13.1June 9, 2008



Condition: Both system A hydraulic pump LOW PRESSURE lights illuminated accompanied by low system A pressure indicates loss of system A. Other indications include:

•system A flight control LOW PRESSURE light illuminated

Ships 3701 - 3706•FEEL DIFF PRESS light illuminated when flaps

are up.Ships 3707 - 3771 and 3101 - 3110

•FEEL DIFF PRESS light illuminated.

SYSTEM A FLIGHT CONTROL switch . . . . . . . . . . STBY RUD

SYSTEM A HYDRAULIC PUMP switches . . . . . . . . . . . . . . OFFNote: Inoperative items:

• ground spoilers• flight spoilers (two on each wing)• autopilot A• normal nose wheel steering• alternate brakes.

Note: Engine No. 1 thrust reverser has standby pressure.

Plan for manual gear extension.Note: When the gear has been lowered manually, it cannot

be retracted. The drag penalty with gear extended may make it impossible to reach an alternate field.

Check the appropriate Abnormal Configuration Actual Landing Distance table in the ODM.NOSE WHEEL STEERING switch . . . . . . . . . . . . . . . . . . . . ALT


LOSS OF SYSTEM A

13.2 June 9, 2008


















13.3June 9, 2008




Landing gear lever . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF PM

Manual gear extention handles . . . . . . . . . . . . . . . . . Pull PM [The uplock is released when the handle is pulled to its limit. The related red landing gear indicator light illuminates, indicating uplock release.]

Wait 15 seconds after the last manual gear extension handle is pulled before continuing checklist.

Landing gear lever . . . . . . . . . . . . . . . . . . . . . . . . . .DOWN PM


Flaps . . . . . . . . . . . . . . . . . . . . . . . . . ___,___, green light C&F



13.4 June 9, 2008



Condition: Both system B hydraulic pump LOW PRESSURE lights illuminated accompanied by low system B pressure indicates loss of system B. Other indications include:

•system B flight control LOW PRESSURE light illuminated

Ships 3701 - 3706• FEEL DIFF PRESS light illuminated when flaps

are up.Ships 3707 - 3771 and 3101-3110

•FEEL DIFF PRESS light illuminated.

SYSTEM B FLIGHT CONTROL switch . . . . . . . . . . STBY RUD

SYSTEM B HYDRAULIC PUMP switches . . . . . . . . . . . . . . OFFNote: Inoperative items:

• flight spoilers (two on each wing)• autopilot B• yaw damper• alternate nose wheel steering• normal brakes.

Note: Alternate brakes are available. Engine No. 2 thrust reverser and leading edge flaps and slats have standby pressure. Trailing edge flaps have alternate electrical power.

Plan for flaps 15 landingCheck the appropriate Abnormal Configuration Actual Landing Distance table in the ODM.Set VREF 15.





LOSS OF SYSTEM B

13.5June 9, 2008




Plan to extend flaps to 15 using alternate flap extension. Note: Alternate flap extension time to flaps 15 is

approximately 2 minutes. Note: The drag penalty with the leading edge devices








Autobrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PM





Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM


13.6 June 9, 2008







Alternate flaps master switch(230 knots maximum) . . . . . . . . . . . . . . . . . . . . . . . . ARM PM Note: Asymmetry protection is not provided when the

alternate flap extention system is used.

Flap lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .set PM During flap extension, set flap lever to next desired flap position.

Alternate flaps position switch (230 knots maximum) . . . . . . . . . . . . . . . . . . . . . . DOWN PM

Hold down to extend flaps to 15 on schedule. As flaps are extending, slow to respective maneuvering speed.Release switch if trailing edge flap asymmetry is detected during extension.



----------------------------DEFERRED ITEMS ------------------------------==> LANDING





13.7June 9, 2008



Condition: Both system A & B hydraulic pump LOW PRESSURE lights illuminated accompanied by low system A & B pressure indicates loss of both system A & B. Other indications include:

•system A & B flight control LOW PRESSURE lights illuminated.

SYSTEM A & B FLIGHT CONTROL switches . . . . . . . . . . . . . . . . . . STBY RUD

YAW DAMPER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

SYSTEM A & B HYDRAULIC PUMP switches . . . . . . . . . . . . . . . . . . . . . . . OFFNote: Inoperative items:

• ground spoilers• all flight spoilers• nose wheel steering• autopilot A & B

Note: Thrust reversers and leading edge flaps and slats have standby pressure. Trailing edge flaps have alternate electrical power. Inboard and outboard brakes have accumulator pressure only.

Plan for flaps 15 landingCheck the appropriate Abnormal Configuration Actual Landing Distance table in the ODM.Set VREF 15.





MANUAL REVERSION

13.8 June 9, 2008




Plan for manual gear extension.Note: When the gear has been lowered manually, it cannot

be retracted. The drag penalty with gear extended may make it impossible to reach an alternate field.

Plan to extend flaps to 15 using alternate flap extension:Note: Alternate flap extension time to flaps 15 is

approximately 2 minutes.Note: The drag penalty with the leading edge devices


Note: The crosswind capability of the airplane is greatly reduced.

On touchdown, apply steady brake pressure without modulating the brakes. Do not attempt to taxi the airplane after stopping.


13.9June 9, 2008














Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM

Go-around procedure . . . . . . . . . . . . . . . . . . . . .reviewed PM Accomplish normal go-around procedure except:

• Advance thrust to go-around smoothly and slowly to avoid excessive pitch-up

• Prepare to trim• Limit bank angle to 15 degrees until minimum

maneuver speed


13.10 June 9, 2008







Alternate flaps master switch(230 knots maximum . . . . . . . . . . . . . . . . . . . . . . . . . ARM PM Note: Asymmetry protection is not provided when the

alternate flap extention system is used.

Flap lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .set PM During flap extension, set flap lever to next desired flap position.

Alternate flaps position switch(230 knots maximum) . . . . . . . . . . . . . . . . . . . . . . DOWN PM

Hold down to extend flaps to 15 on schedule. As flaps are extending, slow to respective maneuvering speed.Release switch if trailing edge flap asymmetry is detected during extension.




13.11June 9, 2008




Landing gear lever . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF PM

Manual gear extention handles . . . . . . . . . . . . . . . . . pull PM [The uplock is released when the handle is pulled to its limit. The related red landing gear indicator light illuminates, indicating uplock release.]

Wait 15 seconds after the last manual gear extension handle is pulled:

Landing gear lever . . . . . . . . . . . . . . . . . . . . . . .DOWN PM



ENGINE START switches . . . . . . . . . . . . . . . . . . . . . CONT PM

Condition: The standby hydraulic LOW PRESSURE light illuminated indicates output pressure of the standby pump is low.

Note: With a loss of hydraulic system A and B, the rudder is inoperative.

Condition: The standby hydraulic LOW QUANTITY light illuminated indicates low quantity in the standby hydraulic reservoir.

STANDBY HYDRAULIC LOW PRESSURE

STANDBY HYDRAULIC LOW QUANTITY

13.12 June 9, 2008


Non-Normal Checklists Chapter NNCLanding Gear Section 14


Table of ContentsNNC.14 Non-Normal Checklists-Landing GearANTISKID INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1

AUTO BRAKE DISARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1BRAKE PRESSURE INDICATOR ZERO PSI . . . . . . . . . . . . . . . 14.2GEAR LEVER WILL NOT MOVE UP AFTER

TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.3LANDING GEAR LEVER JAMMED IN THE UP POSITION . . 14.6MANUAL GEAR EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . . 14.9PARTIAL OR GEAR UP LANDING . . . . . . . . . . . . . . . . . . . . . 14.11WHEEL WELL FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.13

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Non-Normal Checklists -Landing Gear


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TOC.14.2 June 9, 2008



NNC.14 Non-Normal Checklists-Landing Gear

Condition: The ANTISKID INOP light illuminated indicates a system fault is detected by the antiskid system.

AUTO BRAKE select switch . . . . . . . . . . . . . . . . . . . . . . . . OFFComplete the normal DESCENT, APPROACH and LANDING checklists, except do not arm the speed brakes for landing.Manually deploy the speed brakes immediately upon landing.Use minimum braking consistent with runway conditions to reduce the possibility of a tire blowout.Check the appropriate Abnormal Configuration Actual Landing Distance table in the ODM.

Condition: The AUTO BRAKE DISARM light illuminated indicates the auto brake has disconnected after being set.

On the ground:

AUTO BRAKE select switch . . . . . . . . . . . . . . . . . . . . . . OFF

If the AUTO BRAKE DISARM light remains illuminated:

Do not takeoff.

Inflight:

AUTO BRAKE select switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then reselect

If the AUTO BRAKE DISARM light re-illuminates:

AUTO BRAKE select switch . . . . . . . . . . . . . . . . . . . OFFUse manual brakes.

ANTISKID INOPERATIVE

AUTO BRAKE DISARM

14.1June 9, 2008



Condition: The brake accumulator has no nitrogen precharge.

Accumulator braking is not available.Note: If hydraulic systems indications are normal, brake

operation is unaffected.

BRAKE PRESSURE INDICATOR ZERO PSI

14.2 June 9, 2008



Condition: The landing gear lever cannot be placed to the UP position in the normal manner due to one or more of the following:

• failure of the landing gear lever lock solenoid• failure of the air/ground system• failure of the ground spoiler bypass valve to

close.Note: Do not use FMC fuel predictions.

LANDING GEAR lever . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWN

If the intermittent cabin altitude/configuration warning horn remains silent and the TAKEOFF CONFIG lights (if installed and operative) do not illuminate after the flaps are fully retracted and the thrust levers are beyond the vertical position:

Note: This condition indicates a failure of the landing gear lever lock solenoid.

LANDING GEAR OVERRIDE trigger . . . . . . . . . . . . . . . Pull

LANDING GEAR lever . . . . . . . . . . . . . . . . . . . . . . UP & OFF


If the intermittent cabin altitude/configuration warning horn sounds and the TAKEOFF CONFIG lights (if installed and operative) illuminate when the flaps are fully retracted:

Note: This condition indicates a failure of either the air/ground system or failure of the ground spoiler bypass to close.

TAKEOFF WARNING CUTOFF C/B (P6–3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pull


GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF

14.3June 9, 2008




If the intermittent cabin altitude/configuration warning horn sounds and the TAKEOFF CONFIG lights (if installed and operative) illuminate when the flaps are fully retracted: (continued)

The intermittent cabin altitude/configuration warning horn may sound and the TAKEOFF CONFIG lights (if installed and operative) may illuminate depending on thrust lever and flap position.


CAUTION: Do not operate the speed brakes in flight.------------------------DEFERRED ITEMS ------------------------------==> DESCENT

Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&F

Radio/Baro alt bugs . . . . . . . . . . . . . . . . . . ___, xckd C&F

Airspeed bugs . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&FPlan a flaps 40 landing unless other configuration is required.

Anti-ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as reqd C&F

Approach briefing . . . . . . . . . . . . . . . . . . . . complete PM

Autobrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . as reqd PM

Seat belt lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PM

Pressurization panel . . . . . . . . . . . . . . . . . . . . . . . set PM

Exterior lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . set PM

Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM ------------------------DEFERRED ITEMS ------------------------------==> APPROACH

Flight & nav instruments . . . . . . . . . . . . . . . . . . . ckd C&F

Chime switch . . . . . . . . . . . . . . . . . . . . . . . . . . . cycled PM

Altimeters (trans lvl) . . . . . . . . . . . . . . . . . . ___, xckd C&F


14.4 June 9, 2008



Continued from previous page------------------------DEFERRED ITEMS ------------------------------==> LANDING

Landing gear . . . . . . . . . . . . . . . . . . DOWN & 3 green C&F

Flaps . . . . . . . . . . . . . . . . . . . . . . ___, ___, green light C&F

Speedbrake . . . . . . . . . . . . . . . . . ARMED, green light PM

Engine start switches . . . . . . . . . . . . . . . . . . . . . CONT PM

Manually deploy the speed brakes immediately upon touchdown. Use manual braking.

14.5June 9, 2008



Condition: The landing gear lever will not move from the UP position.

Landing gear override trigger . . . . . . . . . . . . . . . . . . . . . . . Pull

LANDING GEAR lever . . . . . . . . . . . . . . . . . . . . . . . . . . . .Down

If the landing gear lever moves down:

Landing gear indicator lights . . . . . . . . . . . . . . . . . . . Check

If all landing gear are down and locked:

Do the normal DESCENT, APPROACH and LANDING checklists.

If all landing gear are not down and locked:

Do the MANUAL GEAR EXTENSION checklist.

If the landing gear lever does not move down:

NOSE WHEEL STEERING switch. . . . . . . . . . . . . . . . NORM

WARNING:Do not use alternate nose wheel steering because the landing gear may retract on the ground.

Manual gear extension handles . . . . . . . . . . . . . . . . . . . PullPull all three manual gear extension handles. Do not wait for an indication that a landing gear is down and locked before pulling the next handle.

Note: With the landing gear lever UP, the red landing gear indicator lights will also be illuminated.


LANDING GEAR LEVER JAMMED IN THE UP POSITION

14.6 June 9, 2008





Do the PARTIAL OR GEAR UP LANDING checklist.


Continue checklist at DEFERRED ITEMS, DESCENT.----------------------------DEFERRED ITEMS ------------------------------==> DESCENT







Ground proximity gearinhibit switch . . . . . . . . . . . . . . . . . . . . . . . GEAR INHIBIT PM




Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM


14.7June 9, 2008








Flaps . . . . . . . . . . . . . . . . . . . . . . . . ___, ___, green light C&F

Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN detent PM


Note: Nose wheel steering is not available.

WARNING:Do not use alternate nose wheel steering because the landing gear may retract on the ground.

14.8 June 9, 2008



Condition: All landing gear do not indicate down and locked when the landing gear lever is placed in the DOWN position or the landing gear lever is jammed in the OFF position.

Note: If a green landing gear indicator light is illuminated on either the center main panel or the overhead panel, the related landing gear is down and locked.

If three green landing gear indicator lights are illuminated on either the center main panel or the overhead panel:

Land normally.

If a landing gear indicator light for the affected gear is not illuminated on either panel:

LANDING GEAR lever . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Manual gear extension handles . . . . . . . . . . . . . . . . . . . Pull[The uplock is released when the handle is pulled to its limit. The related red landing gear indicator light illuminates, indicating uplock release.]

Wait 15 seconds after the last manual gear extension handle is pulled:LANDING GEAR lever . . . . . . . . . . . . . . . . . Down (if possible)

Landing gear indicator lights . . . . . . . . . . . . . . . . . . . . . Check

Note: If the landing gear lever is in the OFF position, the red landing gear indicator lights will also be illuminated.


MANUAL GEAR EXTENSION

14.9June 9, 2008





If the landing gear lever is down:

Land normally.

If the landing gear lever is in the OFF position:

GROUND PROXIMITY GEARINHIBIT switch . . . . . . . . . . . . . . . . . . . . . GEAR INHIBIT

Land normally.

Note: Nose wheel steering is not available.


Do the PARTIAL OR GEAR UP LANDING checklist.

14.10 June 9, 2008



Condition: All landing gear do not indicate down and locked after attempting manual gear extension.

Brief crew and passengers on emergency landing and evacuation procedures.Burn off fuel to reduce touchdown speed.Plan a flaps 40 landing.Set VREF 40.----------------------------DEFERRED ITEMS ------------------------------==> DESCENT



Airspeed bugs . . . . . . . . . . . . . . . . . . . . . . . . . ___, xckd C&FVREF 40




Ground proximity gearinhibit switch . . . . . . . . . . . . . . . . . . . . . . . GEAR INHIBIT PM




Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ckd PM

Aural warn C/B (P6-3) . . . . . . . . . . . . . . . . . . . . . . . . pull PM [Prevents warning horn with gear retracted and landing flaps selected.]

Auto speed brake C/B (P6-2) . . . . . . . . . . . . . . . . . . . . pull PM


PARTIAL OR GEAR UP LANDING

14.11June 9, 2008







Manual gear extension . . . . . . . . . . . . . . . . . . . Completed PM

Engine bleed air switches . . . . . . . . . . . . . . . . . . . . .OFF PM [Ensures the airplane is depressurized at touchdown.]

APU switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PM----------------------------DEFERRED ITEMS ------------------------------==> LANDING

Landing gear . . . . . . . . . . . . . . . . . . DOWN & ___ green C&F


Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN detent PM


Landing procedure . . . . . . . . . . . . . . . . . . . . . . . . review C&F• Do not extend the speed brakes unless stopping

distance is critical. When stopping distance is critical, extend the speed brakes after all gear or the nose or engine nacelle have contacted the runway.

• Do not use the thrust reversers unless stopping distance is critical.

• Position the fuel pump switches OFF just prior to flare.• After stop, do the EVACUATION checklist, if needed.

14.12 June 9, 2008



Condition: A fire is detected in the main wheel well.

Observe gear EXTEND limit speed (270K/.82M).LANDING GEAR lever . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWNNote: Do not use FMC fuel predictions with landing gear

extended.

If the landing gear must be retracted for airplane performance, leave the landing gear extended for 20 minutes after the WHEEL WELL fire warning light has extinguished.

LANDING GEAR lever (If needed) (235 knots maximum) . . . . . . . . . . . . . . . . . . . . . . UP & OFF


WHEEL WELL FIRE

14.13June 9, 2008



IntentionallyBlank

14.14 June 9, 2008


Non-Normal Checklists Chapter NNCWarning Systems Section 15


Table of ContentsNNC.15 Non-Normal Checklists-Warning SystemsALTITUDE ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1

GROUND PROXIMITY INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1PSEU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.2WARNING HORN -

CABIN ALTITUDE OR CONFIGURATION . . . . . . . . . . . . 15.3

TOC.15.1June 9, 2008


Non-Normal Checklists -Warning Systems


IntentionallyBlank

TOC.15.2 June 9, 2008



NNC.15 Non-Normal Checklists-Warning Systems

Condition: The ALT ALERT indication indicates that the airplane is approaching or deviating from a selected altitude.

Reset selected altitude (if necessary). Maintain appropriate altitude.

Note: If the altitude alert indication is not operative, flight may not be permitted in RVSM airspace. Contact ATC. Refer to the Airway Manual, Navigation section, for RVSM requirements.

Condition: The ground proximity INOP light illuminated indicates GPWS alerts may not be provided.

Note: Some or all GPWS alerts are not available. GPWS alerts which occur are valid.

Condition: The mach/airspeed warning clacker is activated when the maximum operating speed of Vmo/Mmo is exceeded.

Reduce thrust and, if needed, adjust attitude to reduce airspeed to less than Vmo/Mmo.

ALTITUDE ALERT

GROUND PROXIMITY INOP

OVERSPEED

15.1June 9, 2008



Condition: The PSEU light illuminated indicates a PSEU fault has been detected.

Ships 3701 - 3771If the PSEU light does not extinguish when the Master Caution system is reset:

Do not takeoff.Ships 3101 - 3110If the PSEU light does not extinguish when the parking brake is set or when both engines are shut down:

Do not takeoff.

Refer to MDM prior to takeoff.Note: The PSEU light illuminates on the ground only.

PSEU

15.2 June 9, 2008



Condition: An intermittent or steady warning horn sounds:• In flight, the intermittent warning horn sounds

and the CABIN ALTITUDE lights (if installed and operative) illuminate, indicating the cabin altitude is at or above 10,000 feet

• On the ground, the intermittent warning horn sounds and the TAKEOFF CONFIG lights (if installed and operative) illuminate, indicating an improper takeoff configuration when advancing the thrust levers to takeoff thrust

• In flight, the steady warning horn sounds indicating an improper landing configuration.

WARNING HORN - CABIN ALTITUDE OR CONFIGURATION

If the intermittent warning horn sounds and the CABIN ALTITUDE lights (if installed and operative) illuminate in flight:

OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . ON, 100%

CREW COMMUNICATIONS . . . . . . . . . . . . . . . . ESTABLISH

Do the CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION checklist.

If the intermittent warning horn sounds and the TAKEOFF CONFIG lights (if installed and operative) illuminate on the ground:

Assure proper airplane takeoff configuration.

If the steady warning horn sounds in flight:

Assure proper airplane landing configuration.

15.3June 9, 2008



IntentionallyBlank

15.4 June 9, 2008


Maneuvers Chapter MANTable of Contents Section 0


MAN.0 Maneuvers-Table of Contents

Non-Normal Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.1

Approach to Stall Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.1Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.2

Rejected Takeoff Decision . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.2Rejected Takeoff Maneuver . . . . . . . . . . . . . . . . . . . . . . . MAN.1.3

Terrain Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.4Ground Proximity Caution . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.4Ground Proximity Warning . . . . . . . . . . . . . . . . . . . . . . . MAN.1.4

Traffic Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.6For TA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.6For RA, except a climb in landing configuration . . . . . . . MAN.1.6For a climb RA in landing configuration . . . . . . . . . . . . . MAN.1.7

Upset Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.8Nose High Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.9Nose Low Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.9

Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.1.10Predictive Windshear Caution . . . . . . . . . . . . . . . . . . . . MAN.1.10Predictive Windshear Warning . . . . . . . . . . . . . . . . . . . . MAN.1.10Windshear Encounter During Takeoff Roll . . . . . . . . . . MAN.1.10Windshear Encounter During Flight . . . . . . . . . . . . . . . . . MAN.1.11Windshear Escape Maneuver . . . . . . . . . . . . . . . . . . . . . MAN.1.12

Non-Normal Maneuver Tolerances . . . . . . . . . . . . . . . . . . . MAN.1.13Engine Failure on Takeoff . . . . . . . . . . . . . . . . . . . . . . . MAN.1.13One Engine Inoperative Approach . . . . . . . . . . . . . . . . . MAN.1.13

Flight Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.2.1

Takeoff Profile - Engine Failure . . . . . . . . . . . . . . . . . . . . . . MAN.2.1ILS Approach Profile - One Engine Inoperative . . . . . . . . . . MAN.2.2Non-ILS Instrument Approach Profile - One Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.2.3

MAN.TOC.0.1June 9, 2008


Maneuvers -Table of Contents


Circling Approach Profile - One Engine Inoperative . . . . . . . MAN.2.4Visual Traffic Pattern Profile - One Engine Inoperative . . . . MAN.2.5Go–Around and Missed Approach Profile - One Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.2.6

MAN.TOC.0.2 June 9, 2008


Maneuvers Chapter MANNon-Normal Maneuvers Section 1


MAN.1 Maneuvers-Non-Normal ManeuversApproach to Stall RecoveryThe following is immediately accomplished at the first indication of stall buffet or stick shaker.

Note: *If an approach to stall is encountered with the autopilot engaged, apply maximum thrust and allow the airplane to return to the normal airspeed.

Note: **At high altitude, it may be necessary to descend to accelerate.

Note: If autopilot response is not acceptable, it should be disengaged.

Pilot Flying Pilot Monitoring

• Advance thrust levers to maximum thrust*.

• Smoothly adjust pitch attitude** to avoid ground contact or obstacles.

• Level the wings (do not change flaps or landing gear configuration).

• Retract the speedbrakes.

• Verify maximum thrust.• Monitor altitude and airspeed.• Call out any trend toward

terrain contact.• Verify all required actions have

been completed and call out any omissions.

When ground contact is no longer a factor:

• Adjust pitch attitude to accelerate while minimizing altitude loss.

• Return to speed appropriate for the configuration.

MAN.1.1June 9, 2008


Maneuvers -Non-Normal Maneuvers


Rejected Takeoff

Rejected Takeoff DecisionThe Captain has the sole responsibility for the decision to reject the takeoff. The decision must be made in time to start the Rejected Takeoff Maneuver by V1.During the takeoff, the crew member recognizing a malfunction will call it out clearly and precisely.The takeoff should be rejected for the following:

If the Captain is making the takeoff, the Captain must:• clearly announce "ABORT," and• immediately start the Rejected Takeoff Maneuver.

If the Captain is not making the takeoff, the Captain must:• clearly announce "ABORT,"• immediately start the Rejected Takeoff Maneuver,• assume control of the airplane, and• announce "I HAVE THE AIRCRAFT."

Note: The First Officer will maintain control of the airplane until the Captain makes a positive input to the controls and states, "I HAVE THE AIRCRAFT."

Event Prior to 80knots

80 knots to V1

Above V1

Activation of the Master Caution X

System Failures X

Unusual noise or vibration X

Tire Failure X

Abnormally slow acceleration X

Unsafe takeoff configuration warning X

Engine failure X X

Fire or fire warning X X

Predictive Windshear Caution or Warning X X

If the airplane is unsafe or unable to fly X X X

MAN.1.2 June 9, 2008




Rejected Takeoff Maneuver

*The Captain has the option to manually deploy the speedbrakes prior to thrust reverser actuation.


Captain First Officer

Without delay, simultaneously:• Close the thrust levers.• Disengage the A/T(s).• Apply maximum manual wheel

brakes or verify operation of RTO autobrakes.

Note: If RTO autobrakes is selected, monitor performance and apply manual wheel brakes if the AUTO BRAKES DISARM light is displayed or deceleration is not adequate.

Verify actions as follows:• Thrust levers closed.• A/T(s) disengaged.• Maximum brakes applied.

Apply maximum reverse thrust consistent with conditions.

Verify reverse thrust applied.

Raise SPEEDBRAKE lever*. If SPEEDBRAKE lever UP,Call "SPEEDBRAKES UP".If SPEEDBRAKE lever not UP,Call "SPEEDBRAKES NOT UP."

Continue maximum braking until certain the airplane will stop on the runway.

Call out any omitted action items.

Field length permitting:Initiate movement of the reverse thrust levers to reach the idle reverse detent by taxi speed.

Call out 60 knots.

Notify the tower of the abort and request emergency equipment, if necessary.As soon as practical, make the appropriate RTO PA in accordance with the FOM.

MAN.1.3May 22, 2006





Terrain AvoidanceGround Proximity CautionAccomplish the following maneuver for any of these aural alerts:

The below glideslope deviation alert may be cancelled or inhibited for:• localizer or backcourse approach• circling approach from an ILS• when conditions require a deliberate approach below glideslope• unreliable glideslope signal.

Note: 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.

Note: Some aural alerts repeat.

Ground Proximity WarningAccomplish the following maneuver for any of these conditions:• Activation of “PULL UP” or “TERRAIN TERRAIN PULL UP” warning.• Other situations resulting in unacceptable flight toward terrain.

Captain First Officer

Post Reject Considerations:• Complete Non-Normal checklist for the condition causing the RTO.• Brake cooling schedule and precautions in the ODM.• The possibility of wheel fuse plugs melting and/or remote parking.• The need to clear the runway. Check entry door/exit status and ensure

passengers are seated prior to taxi.• Wind direction in case of fire.• Not setting the parking brake unless evacuation is necessary.• Advising the ground crew of the hot brake hazard.• Contact Flight Control.

• SINK RATE• TERRAIN• DON’T SINK

• TOO LOW FLAPS• TOO LOW GEAR• TOO LOW

TERRAIN

• GLIDESLOPE• BANK ANGLE• CAUTION

TERRAIN


Correct the flight path or the airplane configuration.

MAN.1.4 May 22, 2006




Note: The suggested rate or pitch increase in this maneuver is 3-4° per second. A rate significantly greater than this will produce stick shaker due to acceleration, particularly at high gross weights.

Note: 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 required to obtain a positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.

Note: Do not use flight director commands.

Note: *Maximum thrust can be obtained by advancing the thrust levers full forward if the EEC’s are in the normal mode. If terrain contact is imminent, advance thrust levers full forward.

Note: If positive visual verification is made that no obstacle or terrain hazard exists when flying under daylight VMC conditions prior to a terrain or obstacle warning, the alert may be regarded as cautionary and the approach may be continued.


• Disconnect autopilot and autothrottle.

• Aggressively apply maximum* thrust.

• Simultaneously roll wings level and rotate to an initial pitch attitude of 20°.

• Retract speedbrakes.• Do not change gear or flap

configuration until terrain separation is assured.

• Monitor radio altimeter for sustained or increasing terrain separation.

• If terrain remains a threat, continue rotation up to the pitch limit indicator (if available) or stick shaker or initial buffet.

• When clear of terrain, slowly decrease pitch attitude and accelerate.

• Assure maximum* thrust.• Verify all required actions have

been completed and call out any omissions.

• Monitor vertical speed and altitude (radio altitude for terrain clearance and barometric altitude for a minimum safe altitude.)

• Call out any trend toward terrain contact.

MAN.1.5May 22, 2006




Traffic AvoidanceImmediately accomplish the following by recall whenever a TCAS traffic advisory (TA) or resolution advisory (RA) occurs.

WARNING: Comply with the RA if there is a conflict between the RA andair traffic control.

WARNING: Once an RA has been issued, safe separation could becompromised if current vertical speed is changed, except asnecessary to comply with the RA. This is because TCASII-to-TCAS II coordination may be in progress with theintruder aircraft, and any change in vertical speed that doesnot comply with the RA may negate the effectiveness of theothers aircraft’s compliance with the RA.

Note: If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the APPROACH TO STALL RECOVERY procedure.

Note: If high speed buffet occurs during the maneuver, relax pitch force as necessary to reduce buffet, but continue the maneuver.

For TA:

For RA, except a climb in landing configuration:WARNING: A DESCEND (fly down) RA issued below 1000 feet AGL

should not be followed.


Look for traffic using traffic display as a guide. Call out any conflicting traffic.

If traffic is sighted, maneuver as required.


If maneuvering is required, disengage the autopilot and autothrottle. Smoothly adjust pitch and thrust to satisfy the RA command. Follow the planned lateral flight path unless visual contact with the conflicting traffic requires other action.

Attempt to establish visual contact. Call out any conflicting traffic.

MAN.1.6 May 22, 2006




For a climb RA in landing configuration:Pilot Flying Pilot Monitoring

Disengage the autopilot and autothrottle.

Advance thrust levers forward to ensure maximum thrust is attained and call for FLAPS 15 or FLAPS 1 (as required).

Smoothly adjust pitch to satisfy the RA command.

Follow the planned lateral flight path unless visual contact with the conflicting traffic requires other action.

Verify maximum thrust set.

Position flap lever to 15 detent for Flaps 30/40 landing configuration.

Position flap lever to 1 detent for Flaps 15 landing configuration.

After positive rate of climb established, call for GEAR UP.

Position gear lever up.

Attempt to establish visual contact. Call out any conflicting traffic.

MAN.1.7May 22, 2006




Upset RecoveryAn upset can generally be defined as unintentionally exceeding the followingconditions:• Pitch attitude greater than 25 degrees nose up, or• Pitch attitude greater than 10 degrees nose down, or• Bank angle greater than 45 degrees, or• Within above parameters but flying at airspeeds inappropriate for the

conditions.The following techniques represent a logical progression for recovering theairplane. The sequence of actions is for guidance only and represents a series ofoptions to be considered and used depending on the situation. Not all actions maybe necessary once recovery is under way. If needed, use pitch trim sparingly.Careful use of rudder to aid roll control should be considered only if roll controlis ineffective and the airplane is not stalled.These techniques assume that the airplane is not stalled. A stalled condition canexist at any attitude and may be recognized by continuous stick shaker activationaccompanied by one or more of the following:• Buffeting which could be heavy at times• Lack of pitch authority and/or roll control• Inability to arrest descent rate.

If the airplane is stalled, recovery from the stall must be accomplished first byapplying and maintaining nose down elevator until stall recovery is complete andstick shaker activation ceases.

MAN.1.8 May 22, 2006




Nose High Recovery

Nose Low Recovery

WARNING: * Excessive use of pitch trim or rudder may aggravate an upsetsituation or may result in loss of control and/or high structuralloads.


• Recognize and confirm the situation. Announce “RECOVER.”

• Disconnect autopilot and autothrottle• Apply as much as full nose-down

elevator• * Apply appropriate nose down

stabilizer trim• Reduce thrust• * Roll (adjust bank angle) to obtain a

nose down pitch rateComplete the recovery:

• When approaching the horizon, roll to wings level

• Check airspeed and adjust thrust• Establish pitch attitude

• Call out attitude, airspeed and altitude throughout the recovery

• Verify all required actions have been completed and call out any omissions.


• Recognize and confirm the situation. Announce “RECOVER.”

• Disconnect autopilot and autothrottle• Recover from stall, if required• * Roll in shortest direction to wings

level (unload and roll if bank angle is more than 90 degrees)

Recover to level flight:

• Apply nose up elevator• *Apply nose up trim, if required• Adjust thrust and drag as required.

• Call out attitude, airspeed and altitude throughout the recovery

• Verify all required actions have been completed and call out any omissions.

MAN.1.9May 22, 2006




Windshear

Predictive Windshear CautionPredictive windshear caution alert during takeoff roll (“MONITOR RADAR DISPLAY” aural)• prior to V1, reject takeoff.• after V1, ensure maximum takeoff thrust is set (normal power). Maneuver

as required to avoid the windshear.Predictive windshear caution alert during approach (“MONITOR RADAR DISPLAY” aural)• perform the Windshear Escape Maneuver, or, at pilot’s discretion,

perform a normal go–around.

Predictive Windshear WarningPredictive windshear warning during takeoff roll: (“WINDSHEAR AHEAD, WINDSHEAR AHEAD” aural)• prior to V1, reject takeoff• after V1, perform the Windshear Escape Maneuver.

Predictive windshear warning during approach: (“GO–AROUND, WINDSHEAR AHEAD” aural)• perform the Windshear Escape Maneuver, or , at the pilots discretion, a

normal go-around.

Windshear Encountered During Takeoff Roll• If windshear is encountered prior to V1, there may not be sufficient

runway remaining to stop if an RTO is initiated at V1. At VR, rotate at a normal rate toward a 15 degree pitch attitude. Once airborne, perform the Windshear Escape Maneuver.

• If windshear is encountered near the normal rotation speed and airspeed suddenly decreases, there may not be sufficient runway left to accelerate back to normal takeoff speed. If there is insufficient runway left to stop, initiate a normal rotation at least 2,000 feet before the end of the runway, even if airspeed is low. Higher than normal attitudes may be required to lift off in the remaining runway. Ensure maximum thrust is set.

MAN.1.10 June 9, 2008




Windshear Encounter During Flight• Perform the Windshear Escape Maneuver.

Note: The following are indications the airplane is in windshear:

• windshear warning (two–tone siren followed by “WINDSHEAR, WINDSHEAR, WINDSHEAR”) or

• unacceptable flight path deviations.

Note: Unacceptable flight path deviations are recognized as uncontrolled changes from normal steady state flight conditions below 1000 feet AGL, in excess of any of the following:

• 15 knots indicated airspeed• 500 fpm vertical speed• 5° pitch attitude• 1 dot displacement from the glideslope• unusual thrust lever position for a significant period of time.

MAN.1.11June 9, 2008




Windshear Escape Maneuver

Note: *Maximum thrust can be obtained by advancing the thrust levers full forward if the EEC’s are in the normal mode. If terrain contact is imminent, advance thrust levers full forward.

Note: 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 required to obtain a positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.


• Disconnect autopilot and autothrottle.

• Press either TO/GA switch.• Aggressively apply maximum*

thrust.• Simultaneously roll wings level and

rotate toward an initial pitch attitude of 15 °.

• Follow flight director TO/GA guidance (if available)

• Retract speedbrakes.

• Assure maximum thrust.• Verify all required actions

have been completed and call out any omissions.

• Advise when windshear guidance is activated.

• Do not change flap or gear configuration until windshear is no longer a factor.

• Monitor vertical speed and altitude.• Do not attempt to regain lost

airspeed until windshear is no longer a factor.

• Monitor vertical speed and altitude.

• Call out any trend toward terrain contact, descending flight path, or significant airspeed changes.

MAN.1.12 May 22, 2006




Non-Normal Maneuver Tolerances

Engine Failure on Takeoff

Note: After revised ATC clearance is received maintain basic aircraft control parameters.

One Engine Inoperative Approach

Maneuver Component Tolerance

Airspeed Initial climb speed - 5/ +10 knots (not less than V2)

Assigned Heading ± 10°

Maneuver Component Tolerance

Final Approach Airspeed Target Airspeed -5/ +10 knots

LOC Course 1/2 dot or less at DA

Glide path 1 dot or less at DA

MAN.1.13May 22, 2006




IntentionallyBlank

MAN.1.14 May 22, 2006


Maneuvers Chapter MANFlight Patterns Section 2


MAN.2 Maneuvers-Flight PatternsTakeoff Profile - Engine Failure

Des

ired

Fla

p Sp

eed

•Se

lect

LV

L C

HG

•Se

t CO

N th

rust

•N

on-N

orm

al C

heck

list

•A

fter T

akeo

ff C

heck

list

••

•

••

Not

e:Fo

r an

imm

edia

te tu

rn a

fter

take

off,

mai

ntai

n in

itial

cl

imb

spee

d w

ith ta

keof

f fla

ps w

hile

man

euve

ring.

Fo

llow

AFD

S ba

nk li

mits

.

Take

off R

oll

•Se

t tak

eoff

thru

st b

y 60

kno

ts•

Mai

ntai

n lig

ht fo

rwar

d pr

essu

re.

•M

onito

r airs

peed

••

V1

VR •R

otat

e.

Thr

ust S

et•

Man

ually

adv

ance

thru

st to

st

abili

ze a

t app

roxi

mat

ely

40%

N1

•Pu

sh T

O/G

A

•

Posi

tive

Rat

e of

Clim

b•

Posi

tion

gear

up

400

Feet

AG

L•

Sele

ct/v

erify

roll

mod

e•

Dis

enga

ge A

utot

hrot

tle

Initi

al C

limb

Spee

d•

V2

to V

2+20

kno

ts

Acc

eler

atio

n H

eigh

t (n

orm

ally

1,0

00 fe

et A

GL

)•

Sele

ct fl

aps u

p m

anue

verin

g sp

eed,

or a

s des

ired

•R

etra

ct fl

aps o

n sc

hedu

le.

MAN.2.1June 9, 2008


ManeuversFlight Patterns


ILS Approach Profile - One Engine InoperativeA

ppro

achi

ng In

terc

ept

Hea

ding

•Fl

aps 5

•A

rm H

UD

A

III m

ode

(if d

esire

d)

Glid

eslo

pe In

terc

ept

•Se

lect

AII

I mod

e (a

s req

uire

d)•

Set m

isse

d ap

proa

ch a

ltitu

de

FAF

(LO

M, M

KR

, DM

E)

•Ve

rify

cros

sing

alti

tude

Min

imum

Hei

ght f

or S

ingl

e A

utop

ilot U

se (5

0 fe

et A

GL

)•

Dis

enga

ge A

/P

Loc

aliz

er C

aptu

re•

Hea

ding

to fi

nal

appr

oach

cou

rse

Inte

rcep

t Hea

ding

•A

rm A

PP m

ode

.

Glid

eslo

pe A

live

(or

as r

equi

red)

•G

ear d

own

•Fl

aps 1

5•

Arm

spee

dbra

ke•

Land

ing

chec

klis

t

Flap

s 1O

n R

AD

AR

Vec

tors

•H

DG

SEL

•A

ppro

pria

te p

itch

mod

e

or E

nrou

te to

Fix

•LN

AV o

r app

ropr

iate

ro

ll m

ode

•V

NAV

or a

ppro

pria

te

pitc

h m

ode

FAF

MAN.2.2 June 9, 2008




Non - ILS Instrument Approach Profile - One Engine Inoperative

No

late

r th

an F

AF

•Se

t TD

ZE

(or n

ext h

ighe

r 100

feet

) or

inte

rven

ing

altit

ude

cons

train

t(a

s req

uire

d)•

Sele

ct V

NAV

(a

s req

uire

d)•

Sele

ct sp

eed

inte

rven

tion

(if d

esire

d)

Inbo

und

(whe

n re

quir

ed)

•Po

sitio

n ge

ar d

own

•Se

t fla

ps 1

5•

Arm

spee

dbra

ke•

Land

ing

chec

klis

t

Des

cend

to D

A(H

)/DD

A(H

)•

Mon

itor V

NAV

pat

h or

set d

esire

d ve

rtica

l spe

ed App

roac

hing

1,0

00 fe

et

•Se

t mis

sed

appr

oach

alti

tude

.

At D

A(H

)/DD

A(H

) •

Inte

rcep

t lan

ding

pro

file

and

dise

ngag

e au

topi

lot b

efor

e de

scen

ding

bel

ow D

A -

50 fe

et

or D

DA

-100

feet

.

App

roac

hing

inte

rcep

t he

adin

g•

Flap

s 5

On

RA

DA

R v

ecto

rs•

HD

G S

EL•

App

ropr

iate

pitc

h m

ode

or E

nrou

te to

fix

•LN

AV o

r app

ropr

iate

roll

mod

e•

VN

AV o

r app

ropr

iate

pitc

h m

ode

Inte

rcep

t hea

ding

•Se

lect

APP

(IA

N)

or a

rm a

ppro

pria

te

roll

mod

e.

FAF

Flap

s 1

MAN.2.3June 9, 2008




Circling Approach Profile - One Engine InoperativePr

ior

to F

AF

•Se

lect

roll

mod

e•

Set a

ppro

pria

te

MD

A(H

) in

MC

P•

Sele

ct V

NAV

or V

/S(a

s req

uire

d)•

Set F

laps

5 o

r 10

Turn

ing

Bas

e•

Gea

r dow

n•

Flap

s 15

•A

rm sp

eedb

rake

•La

ndin

g ch

eckl

ist

•St

art d

esce

nt a

s req

uire

d

MC

P A

ltitu

de/M

DA

(H)

(1,0

00 fe

et m

inim

um)

•Ve

rify

ALT

HO

LD•

Set m

isse

d ap

proa

ch a

ltitu

de•

Sele

ct H

DG

SEL

Inte

rcep

t Lan

ding

Pro

file

•D

isen

gage

aut

opilo

t no

late

r th

an 5

0 fe

et b

elow

MD

A(H

).

Mis

sed

App

roac

h•

Mak

e a

clim

bing

turn

in

shor

test

dire

ctio

n to

war

d th

e la

ndin

g ru

nway

•Ex

ecut

e th

e m

isse

d ap

proa

ch.

MAN.2.4 June 9, 2008




Visual Traffic Pattern Profile - One Engine Inoperative

Flap

s 5

500

feet

•St

abili

zed

on p

rofil

e

Turn

ing

Bas

e or

5n

m fr

om r

unw

ay (s

trai

ght-

in)

•G

ear d

own

•Fl

aps 1

5•

Arm

spee

dbra

ke•

Star

t des

cent

as r

equi

red

•La

ndin

g ch

eckl

ist

3 N

M

Ent

erin

g do

wnw

ind

•Fl

aps 5

1,50

0 Fe

et

2 N

M

MAN.2.5June 9, 2008




Go-Around and Missed Approach Profile - One Engine Inoperative

Acc

eler

atio

n H

eigh

t (n

orm

ally

1,0

00 fe

et)

•Se

lect

flap

s 1 m

aneu

verin

g sp

eed,

or i

f cle

an-u

p is

des

ired,

flap

s up

man

euve

ring

spee

d•

Ret

ract

flap

s on

sche

dule

Initi

atio

n•

Push

TO

/GA

•Se

t go-

arou

nd th

rust

•R

otat

e to

go-

arou

nd a

ttitu

de•

Flap

s 1•

Posi

tive

rate

of c

limb-

Posi

tion

gear

up

Des

ired

Fla

p Sp

eed

•Se

lect

LV

L C

HG

•Se

t CO

N th

rust

•Ve

rify

rout

e tra

ckin

g an

d al

titud

e ca

ptur

e•

Afte

r Tak

eoff

chec

klis

t

Initi

al c

limb

•M

aint

ain

VR

EF 1

5 +

5or

VR

EF IC

E +

5

Not

e:En

gage

A/P

whe

n ab

ove

min

imum

al

titud

e fo

r aut

opilo

t eng

agem

ent.

Abo

ve 4

00 fe

et R

A•

Sele

ct/v

erify

roll

mod

e•

Verif

y m

isse

d ap

proa

ch a

ltitu

de se

t

Not

e:A

ny ti

me

the

airs

peed

is b

elow

th

e to

p of

the

ambe

r ban

d, li

mit

bank

ang

le to

15

degr

ees.

MAN.2.6 June 9, 2008


Non-Normal Checklists Chapter NNCIndex Section Index


NNC.Index Non-Normal Checklists-IndexAABORTED ENGINE START . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1, 7.1ACARS ELECTRICAL POWER LOSS . . . . . . . . . . . . . . . . . . . . . . . . 5.1ACARS MU FAIL OR DU FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1AIRSPEED UNRELIABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2, 10.1ALL FLAPS UP LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1ALT DISAGREE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2ALTITUDE ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1ANTISKID INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1APU DET INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1, 8.1APU FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2APU FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2, 8.1APU LOW OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2APU OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3AUTO BRAKE DISARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1AUTO FAIL/UNSCHEDULED PRESSURIZATION CHANGE . . . 0.3, 2.1AUTO SLAT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3AUTOMATIC UNLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1AUTOPILOT DISENGAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1AUTOTHROTTLE DISENGAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1

BBATTERY DISCHARGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1BLEED TRIP OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2BRAKE PRESSURE INDICATOR ZERO PSI . . . . . . . . . . . . . . . . . . 14.2

CCABIN ALTITUDE WARNING OR RAPID

DEPRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.4, 2.3CABIN INTERPHONE SYSTEM INOP . . . . . . . . . . . . . . . . . . . . . . . . 5.2CARGO FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2CARGO FIRE DETECTOR FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2CDS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3CONFIG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1

NNC.Index.1June 9, 2008


Non-Normal Checklists -Index


CROSSFEED SELECTOR INOPERATIVE . . . . . . . . . . . . . . . . . . . . 12.2

DDISPLAY FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3DISPLAYS CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3DITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5DOOR ANNUNCIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2DRIFTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1DSPLY SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4DUAL BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4

EEEC ALTERNATE MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5ELEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.9, 2.6EMERGENCY EXIT LIGHTS NOT ARMED . . . . . . . . . . . . . . . . . . . . 1.5ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5ENGINE COWL ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1ENGINE COWL VALVE OPEN/ TAI INDICATION . . . . . . . . . . . . . . . . 3.1ENGINE FAILURE/SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6ENGINE FIRE/OVERHEAT DETECTOR FAULT . . . . . . . . . . . . . 7.7, 8.2ENGINE FIRE, SEVERE DAMAGE OR SEPARATION . . . . . . . . 7.8, 8.4ENGINE FUEL LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.11, 12.3ENGINE HIGH OIL TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . 7.10ENGINE IN-FLIGHT START . . . . . . . . . . . . . . . . . . . . . . . . . . 0.14, 7.11ENGINE LIMIT/SURGE/STALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.13ENGINE LOW OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15ENGINE OIL FILTER BYPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15ENGINE OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.16, 8.6ENGINE TAILPIPE FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.17, 8.7EQUIPMENT COOLING OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Back Cover.2

FFEEL DIFFERENTIAL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3FLIGHT CONTROL LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . 9.3

NNC.Index.2 June 9, 2008




FLIGHT RECORDER OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4FMC FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1FMC/CDU ALERTING MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2FUEL FILTER BYPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.5FUEL PUMP LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.6FUEL QUANTITY INDICATION INOPERATIVE . . . . . . . . . . . . . . . . 12.7FUEL TEMP LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.7

GGEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF . . . . . . . . . 14.3GLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2GROUND PROXIMITY INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1

HHIGH ALTITUDE LANDING INOPERATIVE . . . . . . . . . . . . . . . . . . . . 2.7HIGH ENGINE VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.18HYDRAULIC PUMP LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . 13.1HYDRAULIC PUMP OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1

IIAS DISAGREE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4ILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3ILS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN.2.2IMBAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.8IRS DC FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3IRS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4IRS ON DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.5

JJAMMED OR RESTRICTED FLIGHT CONTROLS . . . . . . . . . 0.16, 9.4

LLANDING GEAR LEVER JAMMED IN THE UP POSITION . . . . . . . 14.6LEADING EDGE FLAPS TRANSIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.8LOCK FAIL/AURAL ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5LOSS OF BOTH ENGINE DRIVEN GENERATORS . . . . . . . . . . . . . 6.2LOSS OF SYSTEM A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2LOSS OF SYSTEM B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.5





LOSS OF THRUST ON BOTH ENGINES . . . . . . . . . . . . . . . . 0.20, 7.19LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.9

MMACH TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.12MANUAL GEAR EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.9MANUAL REVERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.8

OOFF SCHEDULE DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8ONE ENGINE INOPERATIVE LANDING . . . . . . . . . . . . . . . . . . . . . 7.22OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1

PPACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9PACK TRIP OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11PA SYSTEM INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3PARTIAL OR GEAR UP LANDING . . . . . . . . . . . . . . . . . . . . . . . . . 14.11PASSENGER OXYGEN ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5PROBE HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2PSEU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.2

RRADIO TRANSMIT CONTINUOUS

(STUCK MICROPHONE SWITCH) . . . . . . . . . . . . . . . . . . . . . 0.22, 5.4REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.25REVERSER UNLOCKED (IN FLIGHT) . . . . . . . . . . . . . . . . . . . . . . . 7.25RUNAWAY STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.12

SSMOKE, FIRE OR FUMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.23, 8.8SMOKE OR FUMES REMOVAL . . . . . . . . . . . . . . . . . . . . . . . 0.26, 8.11SOURCE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5SPEED BRAKE DO NOT ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.13SPEED TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.14SPEEDBRAKES EXTENDED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.14STABILIZER OUT OF TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.15STABILIZER TRIM INOPERATIVE . . . . . . . . . . . . . . . . . . . . . 0.28, 9.16STANDBY HYDRAULIC LOW PRESSURE . . . . . . . . . . . . . . . . . . 13.12





STANDBY HYDRAULIC LOW QUANTITY . . . . . . . . . . . . . . . . . . . 13.12STANDBY POWER OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5STANDBY RUDDER ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.19START VALVE OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.26

TTAILSTRIKE ON TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.31, 1.6TR UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6TRAILING EDGE FLAP ASYMMETRY . . . . . . . . . . . . . . . . . . . . . . . 9.20TRAILING EDGE FLAP DISAGREE . . . . . . . . . . . . . . . . . . . . . . . . . 9.23TRAILING EDGE FLAPS UP LANDING . . . . . . . . . . . . . . . . . . . . . . 9.27TRANSFER BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6

UUNABLE REQD NAV PERF - RNP . . . . . . . . . . . . . . . . . . . . . . . . . . 11.6UNCOMMANDED RUDDER/YAW OR ROLL . . . . . . . . . . . . . 0.32, 9.30

VVOLCANIC ASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.35, 7.27

WWARNING HORN - CABIN ALTITUDE OR CONFIGURATION 0.37, 15.3WHEEL WELL FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.13, 14.13WINDOW DAMAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.38, 1.7WINDOW OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2WING ANTI-ICE VALVE OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3WING-BODY OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13

YYAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.32

ZZONE TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14





IntentionallyBlank


737NG Flight Crew Operations Manual Back Cover.1


NNC.Back Cover Evacuation Checklist-Evacuation Checklist

Evacuation Checklist is on the reverse side of this page.

Back Cover.1June 9, 2008

737NG Flight Crew Operations Manual Back Cover.2


Condition: Evacuation is needed.Notify ATC and flight attendants as needed.PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SetSPEEDBRAKE lever . . . . . . . . . . . . . . . . . . . . . . . DOWN detent

[Prevents possible interference or injury to passengers evacuating through the overwing escape hatches.]

FLAP lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40[Aids in evacuating passengers over the wing.]

Pressurization mode selector . . . . . . . . . . . . . . . . . . . . . . MANOutflow valve switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

Hold until the outflow valve is fully open.If time allows, verify that the flaps are 40 before the engine start levers are moved to CUTOFF.Engine start levers (Both) . . . . . . . . . . . . . . . . . . . . . . CUTOFFAdvise the cabin to evacuate.Advise the tower.Engine and APU fireswitches (All) . . . . . . . . . . . . . . . . . . . . . . . . Override and pull

If an engine or APU fire light is illuminated:Related fire switch. . . . . . . . . . . . . . . . . . . . Rotate and hold

Rotate to the stop and hold for 1 second.

EVACUATION

Back Cover.2 June 9, 2008

quick reference handbook - aviation for all · delta air lines has modified some of the procedures...

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