MCC Study Guide February 2009

Study Guide
Tekst
Boeing 737 600-900 Multi Crew

Cooperation Course
cae.com
MULTI CREW COOPERATION TRAINING MANUAL B737 600-900
INTRODUCTION
Training Manual B737 600-900 MCC © CAE Issue date: January 2009
Course Supporting Documents
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MULTI CREW COOPERATION TRAINING MANUAL B737 600-900
INTRODUCTION
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Training Manual B737 600-900 MCC © CAE Issue date: January 2009
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MULTI CREW COOPERATION TRAINING MANUAL B737-800
PART 1.1 GENERAL
COURSE OBJECTIVE:
The aim of the course is to become proficient in multi-crew co-operation (MCC) in order to
operate safely multi-pilot multi-engine aeroplanes. (AMC FCL 1.261(d))
The objectives of the MCC training are optimum decision-making, communication, and
division of tasks, use of checklists, mutual supervision, teamwork, and support throughout all
phases of flight under normal and non-normal conditions.
The training emphasizes the development of non-technical skills applicable to working in a
multi-crew environment.
The training is focused on teaching the basics on the functioning of crewmembers as a team
in a multi-crew environment, not simply as a collection of technically competent individuals.
Furthermore, the course includes the opportunity to practice the skills that are necessary to
be effective team leaders and members. This is achieved by training exercises in which the
applicants are crewmembers in the pilot flying (PF) and the pilot not flying (PNF) roles.
COURSE PHILOSOPHY
Training shall be performed in a multi crew environment where the trainee shall be required
to operate as both Pilot flying (PF) and Pilot monitoring (PM) during all relevant sections of
the training.
As part of the required instruction CRM skills are integrated in the training and will be
discussed during the briefings and sessions, and will focus on:
• Crew co-operation
• Maintaining situational awareness by effective supervision
• Decision-making
Throughout the training the goal is to teach the crew to carry out tasks proficiently, safely and
efficiently in accordance with standard operating procedures. When required, objectives will
be re-trained to reach proficiency.
COURSE PREREQUISITS
The course is intended to provide MCC training in two circumstances1:
• For students attending an ATP integrated course in accordance with the aim of that
course,
• For PPL/IR or CPL/IR holders, who have not graduated from an ATP, integrated
course but who wish to obtain an initial type rating on multi-pilot aeroplanes.
In addition;
• Adequate fluency in reading, speaking and understanding of the English language
(ICAO level 4).
1
JAR-FCL 1.261(d)
Training Manual B737-800 MCC © CAE Issue date: July 2008

General Training
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PART 1.1 GENERAL
COURSE DESCRIPTION
The curriculum of this Multi Crew Co-operation Course includes:
• Theoretical knowledge training
• Simulator training
Throughout the training access is granted to the Cockpit Mockup and Review System for
self-study whenever available.
The following describes the complete array of program modules available to train a pilot from
his/her current level of experience, as described in section “course prerequisites” to the
required level for issuing a multi crew co-operation certificate.
The complete array of course parts consists of the following modules:
THEORETICAL KNOWLEDGE TRAINING

The instructional methods are chosen for their qualities and adaptability to the objectives
they cover.
The module meets the requirements of a theoretical course as set out in AMC FCL 1.261(d).
Theoretical knowledge instruction consists of:
• Stand-up Instruction lectures on MCC theory 16.00 hrs

• Stand-up Instruction lectures on B737-800 aircraft and 16.00 hrs
standard operating procedures
• MCC instruction during simulator session briefings and de-briefings. 12:30 hrs
The candidate will receive self-study material before start of training in order to be fully
prepared for the course.
SIMULATOR TRAINING
During the simulator training module the pilot is trained covering the areas as set out in AMC
FCL 1.261(d).
Simulator training consists of:
• 5 Pre-flight Briefings of 1:30 hrs each 7.30 hrs

• 5 Sessions of 4:00 hrs each per crew 20.00 hrs
• 5 De-briefings of 1:00 hrs each 5.00 hrs

General Training
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PART 1.1 GENERAL
GRADING
The pilot training folder is issued at the start of the training and will be used to record
progress and instructor’s remarks during the integration- and simulator training phases.
The record is designed in such a way that normal progress is indicated and that any
deviation lower than normal progress is analysed by cause providing guidance and feedback.
COURSE DOCUMENTATION AND CONTENTS

The Pilot Type Qualification Course Training Manual consists of the following parts:
• Part 1 General Training

• Part 2 Ground Training
• Part 3 Simulator Training
• Part 4 Course Supporting Documents
• Part 5 Trainee Training Folder
All CAE publications are provided with unique names and/or numbers and provided with an
issue number or date.
Refer to these if you have a suggestion or remark about the publication.
COURSE SUPPORTING DOCUMENTS

The following documentation will be issued to trainees:
• ‘Welcome to CAE’ booklet

• CAE Training Registration Forms
• Training manual, including course supporting material
INDIVIDUAL TRAINEE DOCUMENTS

Trainees are kindly requested to bring their personal documents, consisting of:
• Identity card
• Valid flight crew license
• Valid medical certificate
• Pilot’s logbook

General Training
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PART 1.1 GENERAL
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General Training
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PART 4.1 MCC THEORY
MCC THEORY
Training Manual B737- 800 MCC © CAE Issue date: January 2007
PART 4.1 MCC THEORY
Training Manual B737- 800 MCC © CAE Issue date: January 2007
PART 4.1 MCC THEORY
Table of Contents
1. The Shell Model...................................................................................................................1

1.1. Components .................................................................................................................1
1.2. Liveware-Hardware Interaction. ....................................................................................2
1.3. Liveware-Software Interaction.......................................................................................3
1.4. Liveware-Environment Interaction.................................................................................3
1.5. Liveware-Liveware Interaction. .....................................................................................4
2. Leadership – Followership ...................................................................................................5
2.1. Airmanship – The Human Loop. ...................................................................................6
2.2. Behavioural Styles. .......................................................................................................7
2.3. Teamwork – Crew Personality, behaviour and attitude .................................................8
2.4. Followership. ..............................................................................................................10
2.5. Conflict Solving. ..........................................................................................................11
2.6. Exercise :....................................................................................................................13
3. Communication..................................................................................................................17
3.1. The Communication Process. .....................................................................................17
3.2. Qualities of Effective Communication..........................................................................18
3.3. Communication-Barriers. ............................................................................................20
3.4. Feedback....................................................................................................................21
3.5. Assertiveness. ............................................................................................................22
3.6. Advocacy, ...................................................................................................................23
3.7. Enquiry. ......................................................................................................................23
4. Checklists. .........................................................................................................................25
4.1. Mistakes – Abuse. ......................................................................................................25
4.2. Good Practises. ..........................................................................................................26
4.3. Checklist Devices. ......................................................................................................26
4.4. Normal Checklists.......................................................................................................28
4.5. Non-normal Checklists................................................................................................29
5. Operating Procedures........................................................................................................31
5.1. Standard Operating Procedures. ................................................................................31
5.2. Standard Call-Outs. ....................................................................................................32
6. Automation. .......................................................................................................................33
6.1. Advantages.................................................................................................................33
6.2. Disadvantages. ...........................................................................................................34
6.3. MCP – FMA. ...............................................................................................................35
6.4. Golden Rules on Automation. .....................................................................................35
Training Manual B737-800 MCC © CAE Issue date: January 2007

i
PART 4.1 MCC THEORY

ii
PART 4.1 MCC THEORY
1. The Shell Model
The name being derived from the initial letters of its components, Software, Hardware,
Environment, Liveware. The SHELL concept was first developed by Edwards in 1972, with
a modified diagram to illustrate the model developed by Hawkins in 1975. It is intended as a
basic aid to understanding some Human Factors aspects.
1.1. Components
The first component, hardware, contains the aeroplane, instruments, maps, and other
devices. The material is designed in a certain way with a certain layout.
The second resource we use, software, is less visible. These are the rules, regulations,
standard operating procedures, customs, practices and habits, which govern the manner
in which the system operates and in which the information within is organized. Much -
but not all - of the software will be set down in a collection of documents and manuals.
As individuals we will also be affected in different ways by the environment, immediate
and distant from our flight deck.
In Multi crew environment, it’s obvious that there will be another liveware-component.
This component will last from the pre-flight briefing until the post-flight activities.
By this situation it’s important that the interaction should become the conduit for
exchanging information; sharing experiences and providing mutual support and
monitoring.
During Multi crew operations, the SHELL model operates via interactions between the
different components.
Note that the individual, the liveware is the only flexible component in this model.
It’s the most flexible, but also the most vulnerable.

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PART 4.1 MCC THEORY
1.2. Liveware-Hardware Interaction.
Interaction between human beings and the other elements of the SHEL model are at the
heart of Human Factors.
The L-H interface addresses the mismatch in the human-machine design relationship
and the source of confusion and error caused by poorly designed or located equipment.
Many elements and skills can affect the L-H interface.
Some hardware elements are controls and displays, the design (movement, size scales,
colour, illumination), alerting and warning systems and personal comfort (adjustment of
seat position and controls).
Some Liveware-hardware interface skills are scanning, detection, cockpit adjustment,

instrument interpretation, situational awareness, reaction to breakdown/failures/defects,
vigilance.
One example of a failure in the L-H interface was the failure of the captain to detect the
discrepancy in instrument setting while taking off from Washington-DC.
Flight 90 already running late due to inclement weather (snow) is cleared for takeoff. As
the aircraft picks up speed on the slushy runway the first officer, who had earlier
expressed concern about the condition of the aircraft for departure, becomes alarmed by
a discrepancy in instrument readings and voices his concern on three separate
occasions to the commander.
The captain ignores his co-pilots doubts calling out airspeed, V-1 and V-2. Flight 90
staggers into the air. Less than half a minute later it returns to Earth, hitting a bridge
before it slams into the Potomac River, killing 74 of the 79 people aboard.
Improved designs have tried to reduce those Liveware-Hardware errors.

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PART 4.1 MCC THEORY
1.3. Liveware-Software Interaction.
This encompasses humans and the non-physical aspects of the system such as
procedures, manual and checklist layout, symbols and computer programmes.
The problems are often less tangible in this interface and are consequently more difficult
to resolve (e.g., misinterpretation of checklists or symbols).
Many elements and skills can affect the liveware-software interface.
Some examples of software interface elements and skills are SOP’s, computer software,
checklist and manuals.
Liveware-software interface skills are mainly self-discipline and procedural behaviour,
interpretation and computer literacy.
1.4. Liveware-Environment Interaction.
This interaction was one of the earliest recognised in flying. Initially, the measures taken
were all aimed at adapting the human to the environment (helmets, flying suits, oxygen
masks, anti-G suits). Later, the trend was to reverse this process by adapting the
environment to match the human requirements (pressurisation and air-conditioning
systems, soundproofing). Since illusions and disorientation are at the root of many
aviation accidents the L-E interface must consider perceptual errors induced by
environmental conditions.
Today, new challenges have arisen, notably ozone concentrations and radiation hazards
at higher flight levels. The problems associated with disturbed biological rhythms and
related sleep disturbance and deprivation as a consequence of the increased speed of
Trans-Atlantic travel.
Examples of environment interface elements are temperature, pressure and humidity.
noise and vibration, lighting, radiation.
Also obstacles (mountains), weather conditions (turbulence, icing conditions), time of
day, employer/employee-relations are part of the environment interface.
Liveware-environment interface skills involve adaptation, observation, emotional control
and decision-making.

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PART 4.1 MCC THEORY
1.5. Liveware-Liveware Interaction.
This is the interaction between people. On a single crew operation, with which you have
been familiar, this workplace interface is generally 'distant' and consists of interactions
with other groups or individuals such as ATC and airport ground staff.
Most of these interactions are conducted without prolonged close proximity and seldom
involve tasks which are perceived to be 'shared' even although the activities of all
contribute to the 'team' effect.
Elements which affect liveware can be physiological (fatigue, stress, dehydration,
nutrition, drugs) and psychological (human errors, information processing, mindsets and
habit patterns, attention, vigilance, attitudinal factors, personality, motivation, culture)
Following skills should be developed for effective liveware-liveware interactions :
Communication skills
Listening skills
Observation skills
Leadership and followership
Problem solving
Judgement
Decision making
During your MCC course we will focus on all those skills.

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PART 4.1 MCC THEORY
2. Leadership – Followership
The term “leadership” implies that this skill is relevant only to the Commander. There are
two reasons why this is not true. First, a flight crew is a team with a clearly designated
leader: the Commander. The Commander, as the designated leader, retains the authority
and responsibility for flight operations. However, there are times when other crewmembers
must play functional (situational) leadership roles. A functional leader may carry out
leadership duties for a specialised task on a temporary basis, such as a take-off or landing.
In this case, the crewmember must direct task activities and serve as a functional leader to
carry out that task. Second, leadership would more properly be called
leadership/followership. These are reciprocal but complimentary. There are behaviours that
both a leader and a follower must apply to ensure effective performance. As an example,
one leader’s behaviour might be to provide direction for carrying out a task; correspondingly,
one follower’s behaviour might be to provide feedback on performance of the task. In other
words, a leader’s behaviour is less effective without complementary follower behaviour.
Leadership skills should be developed throughout a crewmember’s career. Leadership
involves teamwork. The quality of a leader is dependant on the success of the leader’s
relationship with the team just as the quality of the team will be affected by the quality of the
leader. Leadership is needed in order to effectively understand and cope with a variety of
situations. Personality or attitude clashes within a crew complicate the task of a leader and
can have an influence on both safety and efficiency.
Aircraft accident and incident investigations have demonstrated that personality differences
can influence the behaviour and performance of crewmembers.
Understanding the leadership role requires an understanding of what it is that leaders do.
Effective leaders perform four primary functions:
• Regulating information flow.

The leader must regulate, manage and direct the flow of
information, ideas and suggestions within the crewmembers and
outside sources.
• Directing and co-ordinating crew activities

The leader must function as crew manager to provide orientation,
co-ordination and direction for group performance.
• Motivating crewmembers.
The leader must maintain a positive climate to encourage good
crewmember relations and to invite full participation in crew
activities.
• Decision making.

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PART 4.1 MCC THEORY
2.1. Airmanship – The Human Loop.
Man is essentially a social being. Enjoyment of life and indeed human performance
depend on coordination within the group.
Working in a group has clear advantages :
• Strength in numbers
• Sharing the workload
• Correcting errors
• Enjoying the job
Today airmanship means a lot more then technical competence and piloting skills. The
professional operation of a modern jetliner requires timely decisions taken in a team.
The right attitude and behaviour towards the team-members are the ingredients to flight
deck success.
Task- and people oriented aspects need to be equally considered as the “Blake and
Mouton model” shows.
High people Orientation
Low task Orientation TRUE AIRMAN High task Orientation
Low people Orientation
The true airman will cultivate a working environment that fully integrates all the efforts
and abilities of the members of the team into a human loop of cooperation.
In doing so he will ensure that all human resources available on the flight deck are fully
exploited.
Every member of the crew will feel 100 % responsible for the successful completion of
the task.

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PART 4.1 MCC THEORY
2.2. Behavioural Styles.
There are four extreme behaviours styles people can fall into.
Task-Ace Ego-Ace Auto Affiliater Apathicus Acro

(Rambo) (Sociaholic) (Retiree) (True Airman)
Persistant Self-centered Very Rigid Nice person Listless Team-builder
Direct Egoistical Machine Friendly Introvert Leader
Domineering Macho Precise Popular Ineffective Catalyst
Decisive Braggert Programmed Engaging Unproductive Coach
Soc. unaware Foolhardy Knows better Concerned Ballast Charismatic
High people Orientation
AFFI ACRO
Low task Orientation High task Orientation
AUTO
APA ACE
Low people Orientation

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PART 4.1 MCC THEORY
2.3. Teamwork – Crew Personality, behaviour and attitude
Personality can be defined as our deep-seated characteristics which are not easily
amenable to change.
Each individual has its own personality formed by his/her education, origin, culture and
past experience. It is formed at the age of seven years.
In multi crew operations one individual's personality can have a direct bearing on the
overall efficiency of the whole crew.
• Levels of culture, national, professional and corporate.
• Significant role in flight crew behaviour.
• Differences in command structure, power distance,

individualism and masculinity.
• In some cultures, people are equal, in others they are not.
Our behaviour and attitude is something we can adopt more easily.

We all have a certain image, a mental picture of our-selves (self-concept). It is
composed of ideas, attitudes, values and commitments. It’s influenced a lot by past
experiences and the way other people reacted to us. We live within this “framework”.
We act like the person we perceive ourselves to be, and it is difficult to act otherwise,
even if we try.
QuickTime™ en een
TIFF (ongecomprimeerd)-decompressor
zijn vereist om deze afbeelding weer te geven.
How do YOU see YOURSELF ??

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PART 4.1 MCC THEORY
Our behaviour towards other people is not always perceived like it is intended to be.
People can have the intension to be friendly, but they can be perceived in a total
different way.
We should always keep in mind that we all have a “blind spot”.
This blind spot is a part of our behaviour which we are not aware of, but all other people
most certainly are.
Known to me Unknown to me
Know
PUBLIC BLIND to
SPOT others
Unknown to
PRIVATE XXXXX others

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PART 4.1 MCC THEORY
2.4. Followership.
Followership is not about meekly following the leader – it is about taking an active part
in the team contributing the skills, knowledge and experience you have accumulated to
the whole.
Do not believe that the Captain has a command by virtue of some form of ‘divine
intervention’ . The captain is human and requires human support.
If you believe that there is a problem, do not sit on your beliefs – express them and be
diplomatic.
Remember that the role of an effective follower is to “close the loop” establishing within
the mind of the leader a comfort factor that he/she has an active team, that actions are
being monitored, problems highlighted and questions raised whenever doubt is
encountered.
The effective follower is at least as important as the good leader.
In summary, the effective flight deck team in a two crew aircraft will consist of a leader
and a follower, each of whom has an active role. Each has a responsibility to the ‘team’
to ensure that:
• Their contribution is effective and productive

• They do not create barriers to effectiveness
• They resolve potential conflicts by pro-active mediation
• They act with integrity and professionalism
• They accept and give comment in a diplomatic and professional manner.

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PART 4.1 MCC THEORY
2.5. Conflict Solving.
If each person in the cockpit advocates his or her respective position properly, conflict is
almost inevitable. Therefore, an effective process is needed to resolve those conflicts.
Conflicts are not necessarily bad as long as they arise over issues within the flight deck.
They can become destructive when issues from outside the cockpit are brought into the
argument, such as taking sides on management policies, personality factors, personal
weaknesses, social status, etc. It can also be destructive when the argument is over who
is right not what is right. Such arguments can have a serious effect on the outcome of
decisions, because our attention is focused in irrelevant issues.
On the other hand, conflict can be very constructive if it is handled properly. Properly
handled, conflict resolution is fundamental to good problem solving. It leads to deeper
thinking, creative new ideas, mutual respect, and higher self esteem, all of which
strengthen crew performance.
For these reasons, conflict resolution should not be avoided when differences of opinion
arise. Rather, it should be recognised as an opportunity to seek better solutions that may
not have been thought of previously.
There are five main strategies for coping with conflict:
• Avoid
Remove yourself either physically or mentally from the
group perceiving any type of conflict.
Stay away from a situation which may develop into conflict.
The issues concerned here are generally trivial and it's
not worth getting embroiled
• Accommodate
Due to a high concern for others we may try to smooth over
or ignore conflicts in an attempt to keep everyone happy.
The difference between accommodating or avoiding is
basically concern for people.
An example of accommodating is doing things on a check
ride the way the check pilot wants them done, even if it is
not your way.
• Force
This does not mean physical violence (although on
occasion, this has occurred on the flight deck, and more
often in the cabin), rather, this is where a decision or an
action must be immediate, for example, critical action in an
emergency.
• Compromise
This form of conflict resolution uses voting or other
methods of compromise as a way to avoid direct
confrontation; this can only be used when a quality
decision is not required. This probably does not figure
in a cockpit environment.

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PART 4.1 MCC THEORY
• Problem solving
Here we attempt to reach a consensus, the parties have
common goals which need the co-operation of everyone to
be achieved. If time allows, this is the most effective
method of conflict resolution.
The earlier a conflict is brought to the surface, the easier it

is to resolve. When conflict arises the crew must cope with
it constructively. The conflict must be brought into the open
before the participants become locked into their positions.
The key is to quickly examine each point in relation to the
facts and the situation. Each crew member's insights
should be brought to the surface and considered; When
this happens, the crew can arrive at a solution that can be
supported by each member.
Don't centre on personalities. Look at the actual problem

and approach the conflict in a fact-finding mode. The crew
should focus on finding the best solution without regard to
who suggests it.
Emphasize
WHAT is right
NOT
WHO is right

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PART 4.1 MCC THEORY
2.6. Exercise :
RELATIONSHIP VERSUS TASK
Please answer the questions according to the instructions provided as honestly as you can.
The items below enquire about what kind of person you think you are. Each item consists of
a pair of characteristics, with the letters A – E in between. For example:
Not at all artistic A B C D E Very artistic
Each pair describes contradictory characteristics – that is, you cannot be both at the same
time, such as very artistic and not at all artistic. The letters form a scale between the two
extremes. You are to choose a letter which describes where you think you are pretty good,
you should choose D. If you are only medium you might choose C, and so forth.
Circle the letter that best describes you. Be sure to answer every question.
1. Not at all aggressive A B C D E Very aggressive

2. Very whiny A B C D E Not at all whiny
Not at all
3. independent A B C D E Very independent
4. Not at all arrogant A B C D E Very arrogant
5. Not at all emotional A B C D E Very emotional
6. Very submissive A B C D E Very dominant
7. Very boastful A B C D E Not at all boastful
Not at all excitable in Very excitable in a
8. a major crisis A B C D E major crisis
9. Very passive A B C D E Very active
10. Not at all egotistical A B C D E Very egotistical
Not at all able to
devote self Able to devote self
11. completely to others A B C D E completely to others
12. Not at all spineless A B C D E Very spineless
13. Very rough A B C D E Very gentle
Not at all
14. complaining A B C D E Very complaining
Not at all helpful to Very helpful to
15. others A B C D E others
16. Not at all competitive A B C D E Very competitive
Subordinates oneself Never subordinates
17. to superiors A B C D E oneself to others
Very home
18. orientated A B C D E Very worldly
19. Very greedy A B C D E Not at all greedy
20. Not at all kind A B C D E Very kind
21. Indifferent to others A B C D E Highly needful to

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PART 4.1 MCC THEORY
approval others approval
22. Very dictatorial A B C D E Not at all dictatorial

Feelings not easily
23. hurt A B C D E Feelings easily hurt
24. Doesn’t nag A B C D E Nags a lot
Not at all aware of Very aware of
25. feelings of others A B C D E others
Can make decisions Has difficulty in
26. easily A B C D E making decisions
27. Very fussy A B C D E Not at all fussy
Never gives up
28. Gives up very easily A B C D E easily
29. Very cynical A B C D E Not at all cynical
30. Never cries A B C D E Cries very easily
Not at all self
31. confident A B C D E Very self confident
Does not look out for Looks out only for
32. self, principled A B C D E self, unprincipled
33. Feels very inferior A B C D E Feels very superior
34. Not at all hostile A B C D E Very hostile
Not at all
understanding of Very understanding
35. others A B C D E of others
Very cold in relations Very warm in
36. with others A B C D E relations with others
37. Very servile A B C D E Not at all servile
Very little need for Very strong need for
38. security A B C D E security
39. Not at all gullible A B C D E Very gullible
Goes to pieces Stands up well
40. under pressure A B C D E under pressure

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PART 4.1 MCC THEORY
SCORING
To score, 16 questions are relevant. On the score sheet below, write your letter
response to the questions numbers indicated, then convert the letter to a number
using the following scale.
A=0 B=1 C=2 D=3 E=4
Total the numbers for your Task and Relationship score.
TASK QUESTIONS RELATIONSHIP QUESTIONS
Question # Letter Number Questions # Letter Number
3 ….. ….. 5 ….. …..
9 ….. ….. 11 ….. …..
16 ….. ….. 13 ….. …...
26 ….. ….. 15 ….. …..
28 ….. ….. 20 ….. …..
31 ….. ….. 25 ….. …..
33 ….. ….. 35 ….. …..
40 ….. ….. 36 ….. …..
TOTAL ….. TOTAL …..
If your task score is 21 or above, you would be considered high on task orientation.
If your relationship score is 23 or higher, you would be considered high on

relationship orientation.
Your score on this test should not be considered positive or negative as far as your
capability as a pilot is concerned.
This is only a “snapshot” of your personality. It will give you an opportunity to view a
part of your personality on a measurable scale.

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PART 4.1 MCC THEORY

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PART 4.1 MCC THEORY
3. Communication.
Probably the heart of good MCC is effective interpersonal communication.

If our communication is effective, our performance will be enhanced and we will be able to
maintain a high level of situational awareness.
Ineffective communication can be disruptive and inefficient, lead to misunderstandings and
mistakes and cause a loss of situational awareness.
Communication is a process by which information, thoughts, and feelings are exchanged in
a readily and clearly understood manner.
3.1. The Communication Process.
The communication process begins with a need.

The content of the message is developed, a decision is made as to how we want to
convey it, and it is then sent.
The message is received and, if required, an action or response is taken. This response
or action may be perceived by the sender of the message as feedback to ensure the
original need is satisfied as much as possible.
Feedback can also be seen as a request for further information, thoughts or feelings to
keep the process going
The communication process
NEED SEND RECEIVE Operational

goal
Feedback

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PART 4.1 MCC THEORY
3.2. Qualities of Effective Communication.
3.2.1. Sending the Massage.
Sending includes all the elements and techniques that lead to the formulation and
transmission of a message.
A well-formulated message contains relevant information and is presented in a
logical sequence. It should be descriptive, accurate, concise and should encourage
feedback.
The main important skills that are necessary for effective sending are
effectiveness, explicitness and semantic clarity and proper grammar
• Effectiveness
Clear communication is the result of a correctly understood
message by the receiver.
E.g.: A training flight is on final for landing. Breaking clouds
the instructor says: "I have it.", meaning "I have the runway
in sight". The student pilot, struggling his way down the
glide path, thought the instructor meant: "I have the
controls" and let them go. The student pilot did not correctly
understand the message. Therefore it was a correct
message for one crewmember, but not a clear message for
the other person.
In order to check if a message is understood, pay attention
to the receiver, or in case of doubt, verify.
• Explicitness
Explicitness refers to what is said.
It’s essential for avoiding ambiguity or lack of information,
which may lead to serious errors. Being explicit means that
you do not assume that your listener knows what you know
or think; you tell him or her.
• Semantic clarity and proper grammar

The English language is not always used in a proper
manner. The sentences: 'I'm at take-off' or 'I'm taking off'
may be due to confusion to non-native English speakers,
especially if they are expressed under time pressure.
There’ s also a big difference between UK-English, USA-
English, ”Dutch-English”, ”French-English”,….
Furthermore, pilots and ATC do not always use the proper
aviation phraseology.
“Cheer up”
encouraged the Commander…
...and the Co-pilot reached for the
gear handle.

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PART 4.1 MCC THEORY
When deciding how we are going to transmit the message, consider the best
option available and the effect of personal or environmental barriers.
Cockpit communication can be enhanced through good eye contact, facial
expression or by simply using pen and paper.
Note that the usage of body-language in the cockpit is extremely limited due to
the ergonimics.
Normal Communication
The words
7%
The words
Body The way we
The way we speak
language speak
38% Body language
55%
Flight Deck Communication

Body
language
10%
The words
The way we The way we speak
The words
speak
55% Body language
35%

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PART 4.1 MCC THEORY
3.2.2. Receiving the Message.
Receiving encompasses the process of sensing a message and assigning a

meaning to it.
A good listener will indicate attentiveness to the sender through such actions as
eye contact, shaking of the head, or a verbal indication.
This provides the sender with acknowledgment that your attention hasn't
wandered.
Be aware that distractions such as RT calls can divide attention while
communicating. If the distraction cannot be ignored, delay the communication until
a more appropriate moment.
A negative attitude can stifle the communication process by causing the listener to
be distracted and concentrate more on the sender's attitude than his message.
Positive and courteous communication focuses attention on the issues rather than
on personalities.
The sender must be informed if the message cannot be seen or heard.
We must not merely strain to obtain information and allow the barrier to persist.
If the message is verbal, ask the speaker to talk louder, speak more slowly or
clearly, or to repeat what has been missed.
The listener must not become impatient, angry, annoyed or bored if portions of the
sender's message are not received or understood. This may stop the listening
process altogether.
Misunderstandings and their subsequent clarification through feedback are a
normal part of the communication process.
The listener must ask questions and get clarification when understanding is not
complete.
3.3. Communication-Barriers.
The barriers to the communication process are very much the same as the barriers to
receiving any other signal from outside. The following barriers exist: emotions, mental
factor, social factor, personality and an overload of information.
• Emotions
Emotions have a significant effect on communication. We
talk faster and in a higher tone of voice when we are happy,
than when we feel depressed. And also stress has quite
some influence on the way we generate messages.
• Mental factors
Further, we are restricted in our communicative activity by
the extent of our knowledge on the particular topic. We
cannot communicate what we do not know, and should our
knowledge be too extensive, it is possible that our receiver
will not understand our message.

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PART 4.1 MCC THEORY
• Social factors
Culture has its impact on the way we behave in the cockpit.
Words can be learned but the way we express ourselves
remains highly influenced by culture. Words can have
different meanings to different people. The meanings of
words are not in the words; they are in us. Age, education,
and cultural background are three of the more obvious
variables that influence the language a person uses and
the definitions they give to words.
• Personality
One's level of knowledge, attitudes, and cultural
background influences one's ability to receive, just as it
does the ability to send.
• Overload of information
Overload of information takes place when the amount of
information is too large in relation to the processing and
use of the information concerned. The general level of
knowledge of the receiver is not in proportion to the scope
of the information offered.
3.4. Feedback.
We give feedback to influence someone's behaviour.

In order to be effective it is important to understand the mechanism of feedback.
3.4.1. Sender.
• Say what you actually notice, without judgments and without interpretations.
• Focus feedback on behaviour or performance, not on the person, their
character or physical characteristics. Confine yourself to things that the other
person can change.
• Stay with the here and now: do not rake up the past.
• Show that it is your opinion by your use of language ('in my opinion, I think...')
• Address the person in question. Give feedback to people, not about people.
• Timing: is it a good time? Do not make a fool of the other person.
• Do not overload the receiver. Limit yourself to the most important points.
• State the effect that the other person has on you. Generally that is enough,
and certainly better than giving the other person advice on what he or she
should do.
• Directly after that, and only if necessary, give your judgment on what the
other person has done.
• Take the receiver into consideration: is what you are saying useful to him?
• Give positive feedback too.
• Solicited feedback is more welcome than unsolicited.
• Always check whether the other person has understood your feedback.

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PART 4.1 MCC THEORY
3.4.2. Receiver.
• See feedback as a chance to learn and not as an attack.

• Adopt an open listening attitude. Do not interrupt the other person too quickly
and do not immediately argue or defend yourself.
• Ask for clarification of what you don't understand.
• Thank the feedback giver for his effort.
• Accepting feedback does not mean that you agree with it.
3.5. Assertiveness.
Assertive behaviour is essential if we have to work effectively with other people.

Assertiveness is a way of ensuring that we get the attention and respect we
deserve from others, its a way of behaving which allows people to be
emotionally honest about the way they feel, to deal openly and fairly with other
crew members.
Aggressive or submissive behaviour tend not to produce results, whereas assertive
behaviour is more likely to help you get what you want from other people.
Characteristics of assertive behaviour are:
• Use people’s names.

• Use “I….”, state the fact that YOU are personally concerned.
• State exactly and concisely the nature of the problem.
• Seek agreement or consent. Use “YOU” to actively achieve the
others opinion.
Most of us can fine-tune our assertive skills. Aggressive individuals can improve their
skills to allow a strong expression of feelings, ideas and wants without offending others.
They do not need to become passive, but they have to learn to cope with disagreements
without always wanting to win.
Submissive individuals can improve their skills to allow respect for others to be
communicated without a diminution of one’s self, idea’s or position. They can act in an
assertive manner without having fear that their behaviour may be taken aggressive.
Assertive behaviour is based on the fact that every individual has the right to :
• Have and express your own feelings and ideas.

• Be listened to and taken seriously.
• Ask for what you want.
• Be treated with respect.
• Say “no” at times and not to feel guilty.
• Be informed.
• Make mistakes.

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PART 4.1 MCC THEORY
3.6. Advocacy,
Advocacy is a particularly assertive form of communication which forces the

communication loop to remain open.
It is all about stating what you know or believe in a forthright manner.
It means not only stating your position, but maintaining that position until completely
convinced by the facts, not the authority of another crew member, that it is wrong.
It is the act of expressing our opinions, information or suggestions about a particular
situation to someone in order to get them to accept our point of view.
It is the responsibility of all of us to express our concerns about a particular situation.
Captains can use advocacy to persuade other crew members of the validity of their
decisions. Similarly, they should recognize that advocacy is motivated by a sincere belief
that all is not well.
The assertive statement above applies equally to advocacy, that is, state your position
and use facts to back it up. Suggest an appropriate course of action in a firm but
confident manner. State your opinions honestly and listen carefully to the other person's
perceptions; remember you may be wrong!
3.7. Enquiry.
Enquiry is a request for ideas, opinions, or suggestions specific to a situation.

It allows us to question, scrutinize and investigate all that is happening.
Whilst advocacy may be considered as a method of raising the crew's situational

awareness, enquiry is used to raise our own.
It can be used to test our beliefs, to obtain information, or to clarify any
misunderstandings.
It is a particularly useful method of dealing with vagueness, uncertainty, conflicting
information, lack of clear information, or a need for reinforcement or confirmation.
On the flight deck, people with fragile egos may be reluctant to seek clarification,
because they think it may reflect badly on themselves.
The situation can be worsened when other equally insecure peers ridicule others for
what was said. We have to try to overcome this insecurity if complete understanding is to
be achieved.
Captains may find enquiry a particularly useful tool to obtain needed information. We
must all be sensitive to the use of enquiry by others and should be forthcoming and offer
relevant input freely.
Questions should be clear and concise and relate concerns accurately.
We should encourage feedback by specifically asking for it, and be open to the views
of others.

Page 23 of 36
PART 4.1 MCC THEORY

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PART 4.1 MCC THEORY
4. Checklists.
Checklists are a vital part of modern day operations.

In the old days, checks were committed to memory; these days, the complexity of aircraft as
well as the fairly intense operating environment and ever-changing crew members, make
checklists very important. Properly used, checklists will ensure that the particulars for a
given situation are not missed.
One human characteristic we have to guard against is not to see what we want to see, but
to see what really exists.
On occasion pilots have replied "three greens" to the checklist when in fact that was not the
case, resulting in a gear-up landing.
The rule is :
never respond to a checklist automatically,

always consider your response before giving it.
Another human failing with checklists is that we skip items from time to time.
This is easy to do, especially if interrupted or distracted.
If you are interrupted while running a check list the safe option is to start from the beginning
again.
For maximum efficiency, checklists should be easily accessible, easily read, concise and
clear.
In using checklists it is important that we discipline ourselves to adhere to the designed
procedure.
Example : In 1987 an MD80 crashed at Detroit after attempting takeoff without slats or
flaps, killing 156 people. Investigation revealed that the taxi checklist was not
carried out at all and none of the three other relevant checklists on the ground
where done properly.
The warning device which would have saved the passengers and crew was
inoperable for unknown reasons.
4.1. Mistakes – Abuse.
In the past, lots of incidents and accidents happened because the crew made significant
mistakes against their checklist-philosophy.
Common mistakes are :
• Memorizing the checklist.
• Self-initiating without confirmation.
• Ignoring or not completing the checklist.
• Net getting any response.
• Accepting incorrect answers to the checklist.
• Failing to verify setting visually.
• Overlooking items on checklist.
• Taking wrong checklist.

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PART 4.1 MCC THEORY
4.2. Good Practises.
Do all checklist readings in a loud and clear voice. In case there is an interruption, hold
the process, do not stow the incomplete checklist away, keep it in your hand or put it on
a well visible place. If you are uncertain, return to the beginning of the checklist and
restart all over.
Read all items as mentioned. Do NOT add words, confusion is easily made.
Ex. When stated “armed”, do NOT use “is armed”. This easily becomes “disarmed”.
4.3. Checklist Devices.
4.3.1. Paper Checklist.
Advantages Disadvantages
• Easy to stow • Easily damaged or worn may lose its
• Inexpensive to produce legibility
• Inexpensive to update • Easy to misplace
• Easy to remove from aircraft
• May be difficult to read if type size or
fonts are not adequate
• May be difficult to read under low
ambient light if paper and print are not
of sufficient contrast
• No memory or recall feature
• No automatic means of noting progress
if interrupted or distracted
• Hand held
• Promotes head down posture
4.3.2. Laminated paper/card checklists (most common).
• Withstands hard use • Easy to misplace
• Retains legibility longer • May be difficult to read if type size and
• Easy to stow fonts are not adequate
• Readability may be hindered by
surface glare
• Easy to misplace or remove from the
aircraft
• No memory or recall feature
• No automatic means of noting progress
if interrupted or distracted
• Hand held
• Promotes head down to read

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PART 4.1 MCC THEORY
4.3.3. Scroll Type Checklist (common in military).
• Permanent mount • No memory or recall feature if items
• Promotes head up posture are deferred
• Has a reference line to mark progress • Back lighting required
• Easy to update • Normally mounted on the pilot side of
• Remains in full view of the crew as a the aircraft or at the flight engineer's
reminder to perform the checklist panel. Size of print, type font, and
distance from other crewmembers may
affect readability
• Cost and expense of installation
4.3.4. Electro-Mechanical Checklists.
• Provides a systematic means of recall • Limited to the number of task items.
if items are deferred • Cost and expense of installation.
• Provides a clear view to crewmembers • Back lighting required
of checklist status • Limited to only critical items. Requires
• Promotes head up posture the use of a supplemental list
• Permanently mounted, can not be
removed from aircraft or misplaced
• Provides back lighting for easier
reading in low ambient light
• Does not require the user to hold it
• No surface glare
• Will not loose its legibility through
normal wear
• Remains in full view of the crew as a
reminder to perform the checklist
4.3.5. Electronic Checklists.
• Is stationary in the aircraft. Can not be • May displace or share time with other
lost needed displays, e.g., Radar
• Can not be removed from the aircraft • Requires head down posture to read
• Depending on the system some are and operate
equipped with sensors that verify • May be hard to locate a list or return to
checklist items completed a certain point
• Retains legibility • Cost and expense of installation
• Provides a systematic recall if items
are deferred
• Does not require the user to hold it
• Provides immediate status of items

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PART 4.1 MCC THEORY
4.4. Normal Checklists.
Normal checklists are organized by phase of flight and are used to verify that
certain critical procedural steps have been accomplished. Only procedural steps
that, if omitted, would have a direct and adverse impact on normal operations are
included.
Normal checklists are used by the flight crew after accomplishing all applicable
procedural items. When parked at the gate, the pilot flying calls for checklists.
During taxi, the captain calls for checklists. After takeoff, the pilot flying calls for
checklists. All Normal checklists are challenge and response with the exception of
the After Takeoff checklist which is completed silently by the PNF.
The ALTIMETERS step in the AFTER TAKEOFF checklist is a challenge/response
item.
The position of the control or indication is visually verified and stated in response
to a checklist challenge. When a disagreement between the response and checklist
answer occurs, it is mandatory that the checklist be discontinued until the item is
resolved. Following the completion of each normal checklist, the crewmember
reading the checklist states, “________ CHECKLIST COMPLETE”.
Normal Checklist Example

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PART 4.1 MCC THEORY
4.5. Non-normal Checklists.
Most checklists correspond to a Master Caution and System Annunciator light.

The Master Caution and System Annunciator indicate a failure condition and are
the cues to select and do the checklist.
Checklists without a Master Caution and System Annunciator light (such as
DITCHING) are called unannunciated checklists.
A condition statement is given for all non-normal checklists. The condition
statement briefly describes the condition which caused the Master Caution to
illuminate. Unannunciated checklists also have condition statements to help in
understanding the reason for the checklist.
Checklists can have both recall and reference items. Recall items are critical steps
that must be done from memory and are placed within a box. Reference items are
actions to be done while reading the checklist. In the Table of Contents for each
non-normal checklist section, the titles of checklists containing recall items are
printed in bold type.
Some amplified information is included in brackets [ ] in the printed non–normal
checklist when the reason for an item is not obvious.
4.5.1. Usage.
Non–normal checklist use starts when the airplane flight path and configuration
are correctly established. Only a few situations need an immediate response (such
as a stall warning, ground proximity PULL UP and WINDSHEAR warnings, or a
rejected takeoff.) Usually, time is available to assess the situation before corrective
action is started. All actions must then be coordinated under the captain's
supervision and done in a deliberate, systematic manner.
Flight path control must never be compromised.
When a non-normal situation occurs, at the direction of the pilot flying, both
crewmembers systematically and without delay do all recall items in their areas of
responsibility.
The pilot flying calls 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.
For those checklists with only recall items or a combination of recall and reference
items, the pilot monitoring first verifies each recall item has been done. The
checklist is normally read aloud during such verification. The pilot flying does not
need to respond except for items not in agreement with the checklist. However, in
the non-normal landing checklist the pilot flying verifies and responds to checklist
items.
The checklist title and reference items, including the response or action and any
amplifying information, are read aloud by the pilot monitoring. Read aloud as
much of the condition statement as needed to verify the selection of the correct
checklist. Information appearing in brackets does not need to be read aloud. The
pilot flying need not repeat these items, but must acknowledge that the items were
heard and understood. After moving the control, the crewmember taking the
action also states the checklist response. Action is taken by the pilot flying and the
pilot monitoring based on the crewmember’s area of responsibility.

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PART 4.1 MCC THEORY
With the airplane stationary on the ground, action is taken by the captain as pilot flying
and the first officer as pilot monitoring based on pre-flight areas of responsibility.
Both pilots must agree before moving critical controls in flight, such as:
• the thrust lever of a failed engine

• an engine start lever
• an engine, APU or cargo fire switch
• a generator drive disconnect switch
• a flight control or spoiler switch.
This does not apply to the LOSS OF THRUST ON BOTH ENGINES checklist.
The pilot flying may also direct reference procedures to be done by recall if no
hazard is created by such action, or if the situation does not allow reference to a
checklist.
Checklists show lists of inoperative equipment only when knowledge of the
condition of such equipment is essential for planning the rest of the flight.
The pilot flying is to be made aware when there are deferred items. These items
may be delayed until the usual point during approach or landing.
Following completion of the applicable non–normal checklist items, normal checklists are
used to verify that the configuration is correct for each phase of flight.
Pilots must be aware that checklists cannot be created for all conceivable situations and
are not intended to replace good judgment. In some conditions, deviation from checklists
may, at the captain’s discretion, be needed.
Non-normal Checklist Example

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PART 4.1 MCC THEORY
5. Operating Procedures.
In the modern airline operations, customized and regularized operational procedures play a
very important role. The best-known procedures are the Standard Operating Procedures –
SOP’s. We use these SOP’s in Flight Operations because:
They are derived from long operational experience and they often reflect lessons learned
from incidents and accidents; thus based on extensive experience.
They set standards and operational goals against which the execution of various operational
activities can be assessed.
They enable fresh-formed crews -maybe you never met your colleague- to do their job
effectively and efficiently with minimal need for formal co-ordination and superfluous
communication.
5.1. Standard Operating Procedures.
In any multi-crew situation, each member of the crew should know what the others are
doing. This is not to say that pilots are locked into a totally rigid system, but rather that
they participate in an easily controllable operation with as few unexpected events as
possible.
Company procedures must be coherent with the company doctrine which in turn must be
coherent with the general philosophy the company is adhering to since each level
specifies actions which affect the behaviour of the participants.
SOP’s may not be just floating specifications, but must be derived from a justified
doctrine and a sound philosophy.
SOP’s must make sense !
Most aircraft operators have a way out for pilots to improvise if they feel the need to do
so, often by using such phrases as, "Non-standard, I intend doing....", which may, for
example, be a faster and steeper descent to make up time, and so on.
But in this case the frame of the SOP’s is still used as a reference, regardless the
temporary deviation .
The main thing is that each pilot knows what the other has
in mind before it actually happens.
Flight and simulator training and the learning of SOPs are aimed at establishing a
pattern of habitual behaviour. Because the practice of standardising equipment and
procedures within a company it is also often possible for the operating habits formed on
one aircraft to be carried over to subsequent aircraft. This serves a useful purpose, as it
avoids the necessity of each individual to devise his own work practices and allows
advantage to be taken of previous experience in optimising procedures.
Standardisation of training allows routine tasks to be performed with less attention and
effort, leaving more time available for other activities, and facilitates the exchange or
substitution of individual crew members at very short notice.
Two perfectly strangers can fly an aircraft safely from point A until point B just by using
SOP’s.

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PART 4.1 MCC THEORY
5.1.1. Reversion.
We must remember, though, that experience and habit may not always be
beneficial.
Once a certain pattern of behaviour has been established, it may be very difficult to
abandon or unlearn it, especially under stressful situations or when relaxed, even
when it is no longer appropriate.
Ex. : A captain who flew 10 years DC-9, and now he is just flying the B-737. If he
has an engine-failure, it is possible that he will refer to the memory items for the
DC-9 instead of the 737.
This is known as reversion.
5.1.2. Deviation from SOP’s.
Totally different is the situation where the discipline to adhere to SOP’s is left
behind and the crew is moving outside the protected frame of established
procedures.
This brings us in a blind area where we are much more sensitive to the pitfalls of
human characteristics is any kind (distractions, fixation,…).
Try to avoid this at all times.
In case it’s necessary to deviate, discuss and brief before .
Ex. “non standard, I will……..”
5.1.3. Procedure Effectiveness.
Procedures are effective if they are practical to use. Every crew member must
understand the reason for each single procedure. It’s the company’s responsibility
to conduct effective training towards their SOP’s.
Attitudes shown by instructors and examiners must reinforce the need for the
SOP’s.
5.2. Standard Call-Outs.
Standard Callout are an important part in crew coordination and cross –checking during
high workload flight phases and/or phases with a high potential for degraded crew
coordination.
By means of an appropriate set of Standard Callouts, potentially serious errors may be
identified and controlled, e.g. mis-construed or inappropriate flight path control by the
PF, mis-set or malfunctioning instrumentation, incapacitation of the PF etc.
For this reason most airlines have established a number of mandatory Standard
Callouts, to which pilots are expected to adhere. These Standard Callouts apply to
various situations and phases of flight.

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PART 4.1 MCC THEORY
6. Automation.
Automation is not new to the industry, automatic pilots have been around for almost 50
years. However the enormous advances in computer technology has resulted in their
presence in virtually all modern aircraft and has, in turn, created major transformations in
crew operations and philosophy.
Changes in the mode of information displays to the pilot are equally important.
The use of CRT screens has made for more succinct presentation of information and, with
map displays, has provided a better picture of the outside world.
Any new technology calls for a natural cycle of adaptation to eliminate residual problems in
the system and to allow the users to adapt which usually means a change in habit.
This was the case when jet aircraft started to replace propeller driven aircraft.
The advent of the B707 and the B727 where major events.
Without extensive field testing, we will be unfamiliar and pot completely comfortable with
new systems. This is also true of the sophisticated new systems.
The current transition phase has been marked by several major accidents, just as it did in
the 1950's.
Intensive automation of aircraft aims at enhancing performance and improving safety.
These objectives can only be reached when the crews have adapted to the new system
fully.
Automation has reduced some errors, but created some new error, errors against the
automation.
6.1. Advantages.
• Technical Reliability
Most modern aircraft are fitted with two or three computers.

The flexibility and redundancy of processing chains obtained in this way
have resulted in better fail-safe mechanisms.
Improved technology also allows significant savings in operational
costs : more precise navigation and operational efficiency pays off.
• FMS and MAP Displays
These displays greatly enhance our representation of our position in

space.
Diagnostic systems and systems failure manuals (Airbus's ECAM and
Boeing's EICAS) have also had a major impact.
• Perform Basic Control Tasks
Automation has considerably lessened the problems of manual piloting.

The guidance accuracy of these machines is far better than the accuracy
of previous equipment.
• Better Fuel Management
Advances in engine technology and fuel control systems have allowed

significant savings in fuel costs which in turn lead to lower operating
costs.

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PART 4.1 MCC THEORY
• Removes the Human Element
Remember that more then 70% of aircraft accidents are caused by

human error. Some may say that the way to remove the human problem
is to remove the pilot.
• Smaller Flight Decks
The days of the flight engineer or second officer are almost numbered.
Flight deck design and automation now only perceive the need for two
pilots.
This leads to smaller flight decks and more cabin space.
6.2. Disadvantages.
Especially in the transition or adoption phase, automation creates problems for pilots.
In the short term at least, flight safety is not necessarily enhanced.
There has certainly been confusion in the application of automation to flight deck
activities.
This has led to accidents.
• Transformation of Pilot Roles
It is possible that a pilot might feel his or her status is reduced to little
more than that of a `button pusher'.
• Skill Degradation
The modern pilot spends much less time in physically flying the aircraft.
It is vital we regularly practice our skills.
• Increased Mental Workload
There is little doubt that modern systems increase the mental workload of
the pilot and the need to monitor equipment carefully - a job the human
being is least good at.
Workload management may rapidly go from under load to overload.
Ex. A lot of times we just click it off and go back to manual if the
load becomes heavy.
Note also that we also getting further and further away from the basic
system. (direct control – flight by wire)
If you compare it with a PC “MS-DOS ↔ Windows-environment)

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PART 4.1 MCC THEORY
• Takes the Human Brain Out of the Loop
Automation may remove the ability of an intelligent and lateral-thinking

human being who has the intuition to solve a problem.
The human brain needs a certain degree of stimulation to stay alert.
A minimal workload is the prerequisite for good intellectual output.
Below this level, the brain is “unplugged”.
The human operator becomes a poor supervisor of automations.
6.3. MCP – FMA.
The most difficult part on automation when you first start flying on a modern jetliner is the
usage of the mode control panel (MCP) and the correct interpretation of the flight mode
annunciator (FMA).
The MCP is a “selection” panel, letting you chose the desired “mode”.
Note that when you pushed a selection button on the MCP, and the selected button
lights-up, that this is NOT an indication that you ARE in that desired mode.
It is only an indication that the crew has asked for that mode, and, if that mode is really
active, that you can deselect that mode again.
Only when you see the required status in the FMA, then your aircraft is in the correct
desired mode.
Correct knowledge of all possible FMA’s is an absolute must !
6.4. Golden Rules on Automation.
A highly automated aircraft can still be flown like any other aircraft. Fly, navigate,
communicate in that order. Backup each other, perform mutual supervision, share tasks,
know your FMA’ at all times, cross-check the accuracy of the FMS.
If things don’t go as you expect, TAKE-OVER.

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PART 4.1 MCC THEORY

Page 36 of 36
MULTI CREW COOPERATION TRAINING MANUAL B737 -800
PART 4.2 MCC COURSE HANDOUT
HANDOUT MCC
Boeing 737-800
Training Manual B737- 800 MCC © CAE Issue date: July 2008
Ground Training
Page 1 of 130
INTENTIONALLY BLANK
Ground Training
Page 2 of 130
1.0 PREFACE
1.1 Contents
1.0 PREFACE................................................................................................................... 3
1.1 Contents.................................................................................................................. 3
1.2 Abbreviations ............................................................................................................... 5
2.0 SYSTEMS ....................................................................................................................... 7

2.1 General........................................................................................................................ 7
2.2 Auxiliary Power Unit..................................................................................................... 9
2.3 Hydraulic power ........................................................................................................... 9
2.4 IRS .............................................................................................................................10
2.5 AFDS ..........................................................................................................................10
2.6 Air-conditioning / Pressurization..................................................................................11
2.7 Electrical .....................................................................................................................12
2.8 Emergency Equipment (Oxygen) ................................................................................14
2.9 Fire Protection System................................................................................................15
2.10 Engine Overheat .......................................................................................................15
2.11 Engine Fire ...............................................................................................................15
2.12 APU Fire ...................................................................................................................16
2.13 Wheel Well Fire.........................................................................................................16
2.14 Flight Controls...........................................................................................................16
2.15 Fuel...........................................................................................................................17
2.16 Hydraulics .................................................................................................................18
2.17 Landing Gear ............................................................................................................18
2.18 Brakes ......................................................................................................................19
2.19 Navigation.................................................................................................................20
2.20 Pneumatics ...............................................................................................................21
2.21 Power Plant ..............................................................................................................22
2.22 Warning Systems......................................................................................................23
3.0 NORMAL PROCEDURES ..............................................................................................26

3.1 Introduction .................................................................................................................26
3.2 Crew Co-ordination and Monitoring.............................................................................27
3.3 Autopilot Flight Director System and Flight Management System Monitoring..............28
3.4 FMA and AFDS Value Changes and Callouts .............................................................30
3.5 FMC/CDU Operation...................................................................................................31
3.6 Altimetry Setting Procedures – PF and PM .................................................................31
3.7 VHF COM Frequency Changes – PF and PM.............................................................32
3.8 Fuel Crossfeeding/Balancing Procedure – PF and PM................................................32
3.9 Autobrake Policy .........................................................................................................33
3.10 Attitudes, Speeds, Thrust Settings ............................................................................34
3.11 Checklists .................................................................................................................35
3.12 Normal Checklist Operation ......................................................................................35
3.13 Panel Scan Diagram .................................................................................................37
3.14 Areas of Responsibility – PF and PM ........................................................................38
3.15 Standard Operating Procedures................................................................................40
3.16 FMA Displays.............................................................. Error! Bookmark not defined.
3.17 Standard Callouts .....................................................................................................97
3.18 Standard Phraseology.............................................................................................101
3.19 Advisory information ...............................................................................................102
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MCP during Phases of Flight ..........................................................................................102

During initial set-up .........................................................................................................102
During automatic flight ....................................................................................................102
During manual flight ........................................................................................................102
Normal checklist use during Phases of Flight..................................................................103
Preflight systems switching .............................................................................................103
Preflight preparation Challenge.......................................................................................103
Preflight preparation Response.......................................................................................103
Before and during engine start systems switching ..........................................................103
Before and during engine start Challenge .......................................................................103
Before and during engine start Response .......................................................................103
During Taxi and before takeoff systems switching ..........................................................103
During Taxi and before takeoff Challenge .......................................................................103
During Taxi and before takeoff Response .......................................................................103
After takeoff systems switching.......................................................................................103
After takeoff Challenge ...................................................................................................103
After takeoff Response ...................................................................................................103
Descent checklist systems switching ..............................................................................103
Descent checklist Challenge ...........................................................................................103
Descent checklist Response ...........................................................................................103
Approach checklist systems switching ............................................................................103
Approach checklist Challenge.........................................................................................103
Approach checklist Response.........................................................................................103
Landing checklist systems switching...............................................................................103
Landing checklist Challenge ...........................................................................................103
Landing checklist Response ...........................................................................................103
Taxi in systems switching ...............................................................................................103
Parked systems switching...............................................................................................103
Parked checklist Challenge.............................................................................................103
Parked checklist Response.............................................................................................103
3.20 Boeing 737 Normal Checklist ..................................................................................104
4.0 NON-NORMAL PROCEDURES ...................................................................................107

4.1 Introduction ...............................................................................................................107
4.2 Non-normal Crew Co-ordination Procedure ..............................................................107
4.3 Non-normal Checklist Use ........................................................................................108
4.4 Boeing 737 Non-normal Procedures – Specific Cases..............................................110
5.0 Boeing 737 Non-normal Checklist – Specific Cases .....................................................115
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1.2 Abbreviations
AC Alternate Current
AFDS Autopilot Flight Director System
A/P Auto Pilot
APU Auxiliary Power Unit
ASP Audio Selector Panel
A/T Auto Throttle
CDS Common Display System
CDU Control Display Unit
CFIT Controlled Flight Into Terrain
CRS Course
CRZ Cruise (page in FMC)
CSS Cabin Service Supervisor
CVR Cockpit Voice Recorder
DC Direct Current
DDG Dispatch Deficiency Guide
DN Down (landing gear)
DU Display Unit
EEC Electronic Engine Control
EGPWS Enhanced Ground Proximity Warning System
ENG Engine
EXT Extend(ed)
F/D Flight Director
FMA Flight Mode Annunciations
FMC Flight Management Computer
FMS Flight Management System
FOD Foreign Object Damage
GA Go-around
Gen Generator
G/S Glide slope
IRS Inertial Reference System
ISDU IRS System Display Unit
IRU Inertial Reference Unit
KTS Knots
LE Leading Edge
LSP Left Seated Pilot
LNAV Lateral Navigation
LVO Low Visibility Operations
MCP Mode Control Panel
MEL Minimum Equipment List
MFD Multi Function Display
MFRA Minimum Flap Retraction Altitude
MMO Maximum Mach Operating Speed
MTOW Maximum Takeoff Weight
NC Normal Checklist
ND Navigation Display
NNC Non Normal Checklist
No. Number
N1 Low Pressure Rotor Speed
N2 High Pressure Rotor Speed
OFP Operational Flight Plan
OVHT/DET Overheat Detection
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PA Public Address
PF Pilot Flying
PFD Primary Flight Display
PLN Plan (mode on EFIS Control Panel)
PM Pilot Monitoring
PSI Pounds per square inch
QRH Quick Reference Handbook
RA Radio Altimeter
RSP Right Seated Pilot
RTO Rejected Takeoff
RTOW Regulated Takeoff Weight
RTP Radio Tuning Panel
SOP Standard Operating Procedures
TCAS Traffic Collision and Avoiding System
TE Trailing Edge
VDP Visual Descent Point
VRef Reference Speed
V1 Takeoff Decision Speed
VR Rotation speed
V2 Scheduled Takeoff Target Speed
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2.0 SYSTEMS
2.1 General
B737/800 short to medium range, equipped with turbofan high-bypass CFM-56-7 engines,
thrust 27.000 lbs per engine.
Depending on version max. T/O weight could be 74.990 KGS.

Average cruise speed M.82
Max. payload range approx 2000 NM
Max operating altitude 41.000ft.
Wingspan 35.79 m
Elevator span 14.3 m
Length 38.00 m
Tail fin height 12.5 m
Height engine nacelle above ground 0,46 m
Danger areas idle thrust in front of engine 3 m; behind tail 30 m

Breakaway thrust 4 m and 150 m.
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2.2 Auxiliary Power Unit
(APU), in tail section, is capable of supplying electrical and pneumatic power.
2.3 Hydraulic power
Is supplied by three independent hydraulic systems.

Flight control surfaces are hydraulically actuated with manual reversion possibility for
ailerons and elevator.
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2.4 IRS
Two independent Inertial Reference Systems provide, in conjunction with the Flight
management System (FMS), terminal and enroute navigation capability.
2.5 AFDS
The Autopilot Flight Director System (AFDS) provides flight guidance and flight director
display on each pilot’s panel (PFD) and approach guidance with fail passive characteristics
to permit CAT II/IIIA automatic approaches and landings.
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Flight Mode Annunciations (FMA) are displayed just above the attitude indicator on both
Primary Flight Displays (PFD): A/T ROLL PITCH
2.6 Air-conditioning / Pressurization
2 packs for air-conditioning/pressurization. In case of pack failure, 1 pack is able to supply

normal demand. In this case, according to the MEL, operation is allowed up to FL 250.
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2.7 Electrical
Primary elec. power by 2 engine driven generators 3phase, 115volt, 400Hz

The APU can power 2 buses on the ground and in the air.
External AC power only on the ground
When a generator fails, auto transfer will take place and the remaining generator will power
both transfer busses (which power the most essential equipment)
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Transformer Rectifier Units provide DC power.
No paralleling of AC sources.
Source of power being connected automatically disconnects existing source.
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2.8 Emergency Equipment (Oxygen)

Two independent oxygen systems are provided, one for the flight crew and one for the
passengers.
The flight crew oxygen system uses pressure-breathing masks/regulators located at each
crew station. A single cylinder supplies oxygen.
Individual chemical oxygen generators located at each Passenger Service Unit (PSU) supply
the passenger oxygen system. Four continuous flow masks are connected to each
generator.
The passenger oxygen masks will drop automatically when cabin altitude reaches 14.000’ or
when activated from aft overhead panel, each oxygen generator will operate for approx 12
minutes after a mask is pulled. Once the oxygen generator is operating it cannot be shut off.
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2.9 Fire Protection System
Consists of overheat and fire detection sensors and fire extinguishers.

Detection of overheat and fire in engines; fire in APU; fire in main wheel well areas.
There are: 2 bottles for the engines, 1 bottle for the APU (in total the airplane carries 3
separate fire extinguisher bottles).
2.10 Engine Overheat
First level of fire detection.

Indications: MASTER CAUTION lights, OVHT/DET System annunciator and the associated
ENG OVERHEAT light. The ENG OVERHEAT light remains illuminated until the temp drops
below the onset temp.
2.11 Engine Fire
Indications: MASTER FIRE WARNING lights, the associated Engine Fire Warning Switch,
ENG OVERHEAT light, OVHT/DET System annunciator light and the sound of the fire
warning bell.
The fire warning bell can be silenced and the MASTER FIRE WARNING lights extinguishes
by pressing either MASTER FIRE WARNING light.
The Engine Fire Warning Switch remains illuminated until temp drops below onset temp.
Pulling the Engine Fire Warning Switch up will, among other things:
• Close fuel, hydraulic shutoff and engine bleed air valves;
• Trips generator control relay. Loss of 115V AC generator bus and main bus;
• Disables trust reverser;
• Deactivates engine driven hydraulic pump LOW PRESSURE light;
• Allows engine fire warning switch to rotate.
Rotate (left or right) – discharges related fire bottle.

L or R BOTTLE DISCHARGE light illuminates a few seconds after rotating the engine fire-
warning switch, indicating bottle has discharged.
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2.12 APU Fire
Indication: MASTER FIRE WARN lights, the sound of the fire warning bell and the APU Fire
Warning Switch Illuminate. The APU will shutdown automatically.
2.13 Wheel Well Fire
Sensors in the main wheel well bays will indicate a wheel well fire when a preset tempº has
been reached.
Indication: MASTER FIRE WARNING lights, the sound of the fire warning bell and the
WHEEL WELL Fire Warning Light illuminate.
No extinguisher bottle is available. The NNC (QRH) tells you to lower the landing gear, with
speed limitations.
2.14 Flight Controls
The primary flight controls are the ailerons, elevators and rudders.
These hydraulically powered surfaces provide flight control in roll, pitch and yaw. Hydraulic
power is provided from hydraulic systems A and B; either system can operate all primary
flight controls.
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Flight spoilers assist ailerons for roll control

The pilot can position the horizontal stabilizer by using electrical or manual trim inputs.
During autoflight the autopilot will trim the stabilizer.
Aerodynamic braking is provided in the air by the flight spoilers operating as speedbrakes.
On the ground speedbrakes use both flight spoilers and ground spoilers to destroy lift and
make braking more efficient.
Trailing edge flaps and leading edge flaps and slats provide high lift for takeoff and landing.
Leading edge devices operate in combination with trailing edge.
2.15 Fuel
Fuel is contained in three tanks located within the wings and wing center section.
Main tanks no.1 and no.2 are integral with the wing structure. The center tank lies between
the wing roots within the fuselage area.
Each tank is equipped with two electrical fuel boost pumps, which supply fuel directly to the
respective engine through the engine fuel shutoff valve, or to both engines through the fuel
crossfeed valve and engine fuel shutoff valve.
Mechanical engine driven fuel pumps also provide suction fuel feed from the two main tanks.
Fuel for the APU operation is normally supplied from the left side of the fuel manifold.
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2.16 Hydraulics
Hydraulic power is provided by three independent sources: system A, system B and the
Standby system.
System A pressure is provided by engine no.1 pump and an elec. pump powered by gen.
bus 2.
System B pressure is provided by engine no.2 pump and an elec. pump powered by gen.
bus 1.
The Standby system is used in the event of loss of either system A or B pressure.
Normal operating pressure for each hydraulic system is 3000 psi.
2.17 Landing Gear
The landing gear is normally operated by system A hydraulic pressure and is held in the up
or down position mechanically.
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When the air/ground safety sensor is in the ground mode, a solenoid lock prevents the
landing gear from being positioned to UP.
During gear retracting, automatic braking is applied to the main gear wheels. Snubbers stop
nose wheel rotation.
With the landing gear lever in the OFF position, hydraulic pressure is released from all
landing gear hydraulic lines and actuators.
The nose wheel steering wheel (tiller) or the rudder pedals control nose wheel steering.
The nose wheel steering wheel is the master control. Rudder pedal steering is available
during takeoff, landing and taxiing where small directional changes are required.
The nose wheel steering wheel turns the nose wheel up to 78 degrees in either direction and
overrides rudder pedal steering. Full rudder pedal deflection turns nose wheel up to 7
degrees in either direction.
2.18 Brakes
Brake pressure is controlled by the anti skid system.

When the auto brake system is selected for landing the brakes are automatically activated
when wheel spin-up is sensed on the main landing gear and thrust levers are at idle.
The auto brake system provides also automatic braking for Rejected Take-Off (RTO).
The RTO mode can be selected only when the airplane is on the ground.
If the takeoff is rejected, after a wheel speed of 90 KTS the brakes are applied automatically
when thrust levers are retarded to IDLE. RTO braking force is the equivalent to full manual
braking.
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2.19 Navigation
Two independent Inertial Reference Systems (IRS) are installed, consisting of Inertial
Reference Units (IRU’s) plus mode selectors and one IRS Display Unit located in the cockpit.
Each IRS has three sets of laser gyros and accelerometers that replace the conventional
mechanical gyros and compass systems. The IRS’s are the airplane’s main source of
attitude and heading information. There is also a standby attitude indicator and standby
magnetic compass.
In their normal navigation mode, the IRS’s provide attitude, true and magnetic heading,
acceleration, vertical speed, ground speed, track, present position and wind data to
appropriate airplane systems.
IRS outputs are independent of external navigation aids.
IRS alignment must be done with the airplane not moving and takes up to 10 minutes at
European latitudes.
The airplane position must then be manually entered.
Also the airplane is equipped with GPS for IRS updates.
Furthermore the airplane is equipped with two VHF NAV as well as two ADF receivers.
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2.20 Pneumatics
The engines, APU or a ground air cart/source can supply air to the pneumatic system.
The APU or ground cart supplies air for the engine start.
The engines normally supply bleed air for pneumatics after engine start.
The following systems rely on the pneumatic system for operation:

• Air-conditioning and pressurization;
• Wing and engine thermal anti-icing;
• Engine starting;
• Hydraulic reservoirs pressurization;
• Water tank pressurization.
2.20.1 Starter Valve
The starter valve opens when the Engine Start switch is placed to GRD and bleed air
pressure is available. APU bleed air or ground air cart or engine cross-bleed air is then used
to start the engine.
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2.20.2 Isolation Valve
The isolation valve isolates the left and right sides of the pneumatic manifold during normal
operation.
2.20.3 Dual Bleed Light
The DUAL BLEED light illuminates whenever the APU bleed air valve is open and the
position of the engine bleed air switches and isolation valve would permit possible
backpressure of the APU. Therefore, thrust must be limited to idle with the DUAL BLEED
light illuminated.
2.21 Power Plant
The engine is a dual rotor assembly consisting of a fan rotor “N1” and a compressor rotor
“N2”.
The N1 rotor consists of a single stage fan and a three-stage booster section connected by a
through shaft to a four-stage low-pressure turbine.
The N2 rotor is a nine-stage axial flow compressor connected by a through shaft to a single
stage high-pressure turbine.
A bleed air powered starter motor is connected to the N2 rotor.
The compressor section delivers highly compressed air to the annular combustor where the
fuel/air mixture is ignited. The resulting high-energy gasses drive the turbines producing the
power to turn the fan, compressor and the accessories.
Thrust is the combined forces produced by accelerated cool slow fan air and rapidly
expanding hot high velocity combustion gasses from the turbine.
The Electronic Engine Control (EEC) schedules fuel to provide the thrust called for by the
forward thrust lever setting in the cockpit.
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A sliding sleeve fixed vane thrust reverser system is installed which redirects bypass fan air
to aid stopping the airplane.
There are three idle speeds: ground idle, flight minimum idle and approach idle.
The minimum engine speed for all flight phases is flight minimum idle, which varies with flight
conditions.
As temperature and airspeed decrease, flight idle speed also decreases. The average flight
idle setting is approximately 32% N1.
To reduce braking activity, engine idle speed is reduced to low idle, approx. 22% N1, four
seconds after touchdown. The four seconds delay is provided to enhance engine
acceleration for reverse thrust.
Fuel is delivered to the engines at pressures and flow rates required to satisfy engine thrust
demand.
Fuel leaves the fuel tank and enters through the engine fuel shutoff valve. The engine start
lever and the engine fire warning switch electrically control the engine fuel shutoff valve.
2.22 Warning Systems
Aural, tactile and visual warnings signals alert the flight crew to conditions requiring action or
caution in the operation of the airplane. The character of the signals varies, depending upon
the degree of urgency or hazards involved.
2.22.1 Red Warning
Lights located in the area of the pilots’ primary field of vision indicate conditions, which
require immediate corrective action by the flight crew. These lights indicate engine, wheel
well or APU fires, autopilot and autothrottle disconnect and landing gear unsafe conditions.
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2.22.2 Amber Caution
Lights indicate conditions, which require timely corrective action by the flight crew.
2.22.3 Blue Lights
Lights inform the crew of electrical power availability, valve position, equipment status and
flight attendant or ground crew communication.
Blue lights do not require immediate crew attention. Some system blue lights indicate a
transitional state by illuminating bright as valves or components reposition, then returning to
a dim blue when the required configuration is reached.
2.22.4 Stick Shaker
A control column stick shaker on each column provides stall warning.
2.22.5 Aural Signals
Various aural signals call attention to warnings and cautions:

• A clacker gives an aural warning for airspeed limits.
• A wailer gives a warning for Autopilot disengagement.
• A continuous ringing bell indicates a Fire warning.
• An intermittent horn indicates the takeoff configuration- or cabin altitude warning.
• A steady horn indicates incorrect landing gear configuration.
• Voice callouts indicate windshear-, TCAS- and ground proximity warnings and/or
alerts.
Generally, aural warnings automatically silence when the associated non-normal condition
no longer exists.
Two MASTER CAUTION lights illuminate when any caution occurs outside the normal field
of vision of the flight crew. The lights remain illuminated as long as the caution exists, or until
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the crew resets the system. Pushing either MASTER CAUTION light extinguishes both lights
and resets the master caution system for further cautions.
Pushing either annunciator light panel recalls all existing fault annunciations when released.
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3.0 NORMAL PROCEDURES

3.1 Introduction
Normal procedures are used by the trained flight crew to ensure airplane condition is
acceptable and that the flight deck is correctly configured for each phase of flight. These
procedures assume all systems are operating normally and automated features are fully
utilized.
Procedures are performed from recall (memory) and follow a panel flow. Checklists are used
thereafter to verify that critical items affecting safety have been accomplished. These
procedures are designed to minimize crew workload and are consistent with flight deck
technology.
During accomplishment of procedures, it is the crewmember's responsibility to ensure

proper system response. If an improper indication is noted, first verify that the system
controls are properly positioned. Then, if necessary, check the appropriate circuit
breaker(s), and test related system light(s).
Before engine start, individual system lights are used to verify system status. If an individual
system light is indicating an improper condition prior to engine start, determine if the
condition may affect dispatch and require maintenance action or compliance with the
Minimum Equipment List (MEL).
After engine start, the MASTER CAUTION system, annunciator lights, and alerts are used as
the primary means to alert the crew to a non-normal system condition. Illumination of the
MASTER CAUTION and system annunciator lights requires accomplishment of the appropriate
non-normal procedure. Upon completion of the procedure and prior to takeoff, the Dispatch
Deviations Guide (DDG) or airline equivalent should be consulted to determine if MEL relief is
available. Once pushback has commenced, the aircraft is no longer constrained by the MEL,
however, the commander must exercise sound judgement in deciding whether to continue.
Flight crew duties are organized in accordance with an area of responsibility concept. Each
crewmember is assigned a flight deck area where the crewmember initiates actions for
required procedures. The panel illustrations in this section describe each crewmember's area
of responsibility for pre/post flight and phase of flight.
Pre/post flight duties and flight duties are apportioned between the pilot flying (PF) and pilot
monitoring (PM). A normal scan flow is encouraged; however, certain items may be handled in
the most logical sequence for existing conditions. Actions outside the crewmember's area of
responsibility are initiated at the direction of the captain. While taxiing, all system configuration
changes are carried out by the first officer at the direction of the captain.
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General phase of flight responsibilities are as follows:
Pilot flying (PF):

• Flight path and airspeed control;
• Airplane configuration;
• Navigation.
Pilot monitoring (PM):

• Checklist reading;
• Communications;
• Tasks requested by the PF;
• Start levers and fire switches (with PF concurrence).
Phase of flight duties, beginning with the Takeoff Procedure and ending with completion of the
Landing Roll Procedure, are presented in table form in the appropriate procedures section.
The first officer, when flying the airplane, performs the duties listed under PF, and the captain
performs those duties listed under PM.
Note: Although the Mode Control Panel (MCP) is designated as the PF's responsibility, the PM
should operate the controls on the MCP at the discretion of the PF when the airplane is
being flown manually.
The captain retains final authority for all actions directed and performed.
During this MCC course, the PF will be the first officer (F/O) and he/she assumes all relevant
duties under supervision of the captain. As usually, since no real captain is available, the
pilot seated in the left hand seat assumes the role of captain.
Whoever is the PF during flight, the captain controls the airplane on the ground from the
moment the aircraft moves under its own power until in take-off position. After landing when
approaching taxi speed the captain again takes control by calling “MY CONTROLS”.
The F/O assumes the PM role during these phases.
3.2 Crew Co-ordination and Monitoring
Standard crew co-ordination and communication during all phases of flight will enable the
crew to be permanently aware of each other’s actions, airplane configuration, system status,
airplane position and ATC communications. All crew actions and tasks are to be monitored
by each pilot. Errors in judgment or deviations from standard procedures must be reported to
the other pilot without delay.
Either pilot, depending on who is more readily available, may carry out duties.
However, SYSTEM HANDLING BY THE PILOT FLYING SHALL NEVER INTERFERE WITH
HIS MAIN TASK OF FLYING THE AIRPLANE.
All orders related to the handling of the airplane, given by the PF, shall be acknowledged
after being carried out by the PM. Actions that require some time to complete, (reading of
checklists, gear and flaps operation) shall be repeated by the PM and acknowledged as soon
as the commanded position or action has been obtained or completed.
Before making the selection the PM will ensure that operating limitations and flight
procedures allow the configuration change; if not he will inform the PF accordingly.
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3.3 Autopilot Flight Director System and Flight Management System Monitoring
When the autopilot, flight director, or autothrottles are in use and a mode change is selected
or is scheduled to occur, the annunciation must be verified on the flight mode annunciation
display. Airplane course, vertical path, and speed must always be monitored.
Similarly, when a thrust mode change is selected or is scheduled to occur, the annunciation
must be verified on the thrust mode display.
Two different situations can be defined:
• Automatic flight
o At least one A/P in CMD.
o The PF controls the AFDS.
• Manual flight
o The PM controls the AFDS at the direction of the PF.
o Engagement of the A/P and A/T is done by the PF.
All changes to the MCP will be called out by the PF.

The crewmember making a change to the MCP altitude will keep one finger in contact with
the selector until the change has been confirmed by the other crewmember with the call:
“CHECKED.”
AFDS values are announced by calling the parameter, followed by the value (e.g. “Speed
two five zero”)
When disengaging the A/P(s) and/or the A/T, the PF states: “Autopilot OFF” respectively
“Autothrottle OFF”.
It is important that the crew is continuously aware of the actual flight/thrust modes and
selections made.
This is achieved by announcing the changed FMA indications and AFDS selections.
Note: FMA changes will normally be called by the PF, otherwise by the PM.
FMA indications are announced by reading aloud the changed indication in spoken
language.
An announcement or a confirmation may only be given when all relevant indications have
been checked. If the relevant indications do not match, action shall be taken to obtain the
required setting.
Announcements and/or confirmations of mode changes and actions should be postponed if

they would interfere with radio communications, emergency and/or non normal procedures.
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3.3.1 Automatic Flight
When the autopilot is in use, the PF should make the AFDS mode selections. The PM may
make selections at the direction of PF.
In an environment that provides technology to do the work, we are faced with a man-machine
interface problem referred to as “automation complacency”. Continuously monitor and
crosscheck the automatic operation of the airplane.
Flight path control is essential for safe flight. Using automatic systems allows the pilot to
devote additional time to monitoring the airplane’s flight path. Automatic systems give
excellent results in the majority of situations. However, in some circumstances, these
automatic systems may not perform as expected. Deviations from expected performance are
normally due to an incomplete understanding of their operation by the flight crew, or a
system malfunction.
If an AFDS mode does not perform as required, airplane control is paramount. This may
require manual flight. It may also be possible to reselect the AFDS mode, or select another
mode. This might solve the problem. In any event take immediate action. Once the airplane
is under control further analysis can be made.
Be “synchronized” with the automatic systems.
PLAN – PROGRAM – CONFIRM - MONITOR and make corrections if required.
Proper monitoring of the AFDS modes is essential. Both pilots should monitor mode
annunciations (FMA).
3.3.2 Manual Flight
In manual flight, the PM will make all MCP changes at the direction of the PF.
Heading and altitude changes from ATC clearances and speed selections associated with
flap position changes may be made without specific directions. However, these selections
should be announced, such as: “Setting heading one five zero”. The PF must be aware
such changes are being made.
This enhances overall safety by requiring both pilots to be aware of all selections, while still
allowing one pilot to concentrate on flight path control.
Ensure the proper flight director modes are selected for the desired maneuver. If the flight
director commands are not correct the F/D’s should be turned off or re-programmed.
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3.4 FMA and AFDS Value Changes and Callouts
FMA changes are not called by RYR pilots. However, Boeing considers the call out of FMA
changes good CRM practice. Consequently, during training with CAE, it shall be standard
procedure for crewmembers to call changes on the FMA, simultaneously allowing the
instructor to verify the correct reading and use of the FMA annunciations.
Except when listed otherwise (e.g. CAT II and III task sharing), all FMA changes will be
normally called by the PF, otherwise by the PM.
There are three possible causes for changed FMA indications and AFDS values:
1. Automatically changed indications/values.
o The PF announces and the PM responds.

o If the automatic mode/value change is not noticed by the PF, it will be
announced by the PM and the PF responds.
o When an expected mode change does not occur, advise the other pilot
accordingly.
PF PM
“MCP Speed” “Checked”
“VORLOC” “Checked”
2. Indications/values changed as a result of a selection made by the PF
PF PM
“Speed two two zero” “Checked”
“Heading one eight zero” “Checked”
“Heading select” “Checked”
3. Indications/values changed as a result of a selection made by the PM on

request of the PF
o The PF requests, “Select …”, “Arm …” or “Set …”.

o The PM will execute the command.
o The PM checks his indication(s) to match with the request made and
announces the resulting indication(s).
o The PF crosschecks his indication(s) and announces “Checked”.
PF
PM
Request Announce
“Set Level Change” “Checked” “N1/Retard”
“Arm Approach” “Checked” “Approach Armed”
“Set Speed Two Two Zero” “Checked” “Speed Two Two Zero Set”
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3.5 FMC/CDU Operation
On the ground, before engine start, the control display unit (CDU) entries are normally
performed by the PF and verified by the PM. After start, the CDU entries are normally
accomplished by the PM and verified by the PF.
In flight, the CDU entries are normally accomplished by the PM and verified by the PF prior
to execution. CDU entries should be accomplished prior to high workload periods such as
departures, arrivals, or holdings. During high workload periods, using the autopilot modes
such as heading select, level change, etc… may be more efficient than entering complex
route modifications into the CDU. During climb and descent, CDU entries in LNAV will be
made by the PM. The PF will be responsible for all changes to the vertical profile through the
CDU.
3.6 Altimetry Setting Procedures – PF and PM
Altimeters must be set to airfield QNH for takeoff. When cleared to climb above transition
altitude, and the aircraft is above 3000 feet AGL, both pilots will set their altimeters to
Standard. The standby altimeter is set to Standard when climbing through and above MSA.
The PF will lead all altimeter changes by calling “SET QNH ___ / STD”.
The maximum difference between the captain’s and the first officer’s altimeter whilst flying in
RVSM airspace is 200 feet. Should a differential exist, the difference will be split and ALT
HLD mode will be used to control the aircraft flight path.
On receiving clearance to descend to an altitude, both pilots will set QNH. Caution must be
exercised should an intermediate level off above transition level be issued by ATC in which
case STD must be re-selected.
Whenever a change is made to the altimeters, the PF will call the setting, passing
altitude/level and the cleared altitude/level.
Crews must be aware that the altimetry system of all Boeing aircraft is subject to temperature
error and will only read correctly at a temperature of 15°C on a standard day. Adjustments
will be made to all MSA’s, approach altitudes, landing minima and MFRA’s when the
temperature is below 0°C. This information may be f ound on the reverse side of the
glareshield checklist.
Note: During MCC training with CAE, RA will remain at the default value (200’) for takeoff
and all approaches.
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3.7 VHF COM Frequency Changes – PF and PM
The following procedure shall be followed for frequency changes:
• On ground:
The PM enters the new frequency in the standby window on the RTP.
The PM notes the frequency on the OFP and responds to ATC.
• Cruise:
The PF enters the new frequency in the standby window on the RTP.
The PM responds to ATC and notes the frequency on the OFP.
The PM then crosschecks the frequency against the OFP before changing and
contacting ATC.
• Climb, descent, single pilot on radio or autopilot disengaged:
The PM will enter the new frequency in the standby window on the RTP while responding
to ATC.
The priority is to change the frequency correctly before writing down the new frequency
or ATC instruction on the OFP.
3.8 Fuel Crossfeeding/Balancing Procedure – PF and PM
The PF will instruct the PM to accomplish crossfeed procedures. Good crew coordination is
required. Both pilots will first make sure that unbalance has not been caused by fuel leakage.
The PM will ensure correct operation of the crossfeed valve prior to turning off any fuel pump
switches.
Prior to closing the crossfeed valve, it is important to ensure the LOW PRESSURE fuel pump
lights are extinguished.
Procedure
Maintain main tank N°1 and N°2 balance within limit ations (453 kg).
Fuel pump pressure should be supplied to the engines at all times.
If the center tank contains no fuel:
Crossfeed selector …………………………………………………………………….. Open
Verify VALVE OPEN light illuminates bright, then dim.
Fuel pump switches (low tank) ……………………………………………………..…. OFF
When quantities are balanced:
Fuel pump switches ………………………………………………………….…. ON
Verify LOW PRESSURE lights extinguished.
Crossfeed selector ………………………………………………………….... Close
Verify VALVE OPEN light extinguished.
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3.9 Autobrake Policy
• For takeoff:
Select RTO.
• For landing:
Standard autobrake setting is OFF. Normal procedures will be to use gentle manual
braking below 100 kts to minimize brake wear and reduce cooling time.
During normal operations, it is recommended that whenever runway limited, using higher
than normal approach speeds, landing on slippery runways, LVO landing or landing in a
crosswind, the auto brake system be used.
The above definitely applies for a number of non-normal situations such as one engine
inoperative landings (flaps 15 = higher VREF), any landing with limited flaps (higher
VREF), other flight control problems, etc….
Standard autobrake setting for landing during the MCC course is “2 or 3”.
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3.10 Attitudes, Speeds, Thrust Settings
A/C weight = 62.000kgs. Make adjustments from this datum. If in doubt set 6° and 60% N1
CONFIGURATION N1(%) ATTITUDE
280kts level 66 2½
250kts level 64 3 -3 ½
+/- 205kts level (F0) 62 6
+/- 185kts level (F1) 62 6
+/- 160kts level (F5) 63 7
+/- 150kts level (gear dn, F15) 70 7
+/- 140kts level (gear dn, F30) 70 4
250kts climb / desc 93 / idle 11 / 1
205kts desc (F0) Idle 3
185kts desc (F1) idle 2½
165kts desc (F5) Idle 3
155kts desc (gear dn, F15) Idle 1
155kts 3° GS (gear dn, F15) 55 4
150kts 3° GS (gear dn, F30) 54 2
145kts 3° GS (gear dn, F40) 62 1
160kts 3° GS (gear dn, F15) N-1 72 4
Single engine cruise settings: add +/- 10% N1. When making a turn, add 3% N1 before
turning.
Beware of ballooning when selecting Flaps 15
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3.11 Checklists
3.11.1 Checklist Layout
We can distinguish the following checklists:

• The normal checklist (NC)
• The non-normal checklist (NNC)
3.11.2 Normal checklist
The NC is merely a “reference” list. It contains items that must be read and checked. In most
cases it is a single card, with content printed on both sides.
3.11.2 Non-normal checklist
The NNC contains “recall (memory)” items and “reference” items. It is common practice to
put recall items within a box. The purpose is that these “boxed items” must be memorized.
Pilots must (in flight or on the ground) be able to recall and apply these steps immediately.
The reference items are found after the recall items. These are relevant “follow-up” or
“supplementary” actions, and are “Read & Do” items performed by the PM under verification
of PF.
3.12 Normal Checklist Operation
Normal checklists are organized by phase of flight (sometimes dashed lines are used to
indicate a position where a pause is appropriate until further action is taken) and are used to
verify that certain critical procedural steps have been accomplished. Only procedural steps
that, if omitted, would have a direct and adverse impact on normal operations are included.
The flight crew uses normal checklists after accomplishing all applicable procedural items.
When parked at the gate, the PF calls for checklists.
During taxi, as the captain is considered the PF, he/she calls for checklists.
After takeoff, the PF calls for checklists.
Consequently, the PF calls for any normal checklist required.
All normal checklists are challenge and response with the exception of the After Takeoff
checklist, which is completed by the PM alone. The ALTIMETERS step in the AFTER
TAKEOFF checklist is a challenge/response item. No checklists are done silently..
In practice this implies that the PF will carry out a so-called “panel scan”. This is an
examination of all selected switches and settings performed in a systematic manner. This
scan is completed without reference to a checklist.
Then, the appropriate checklist is called for.
Reading the normal checklists, use the “challenge – verify – response” method. The PM
reads the checklist item by item. As each item is called out by the PM “the challenge”,
the PF checks the selection or setting (“verifies”) and gives the correct answer as written in
the checklist “the response”. The PM checks the selection or setting and ensures the
correct answer has been given. Then the PM moves on to the next item.
All checklist readings and responses must be made in a loud and clear voice.
After completing a checklist, the PM must clearly state “…. checklist complete”.
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However, there can be occasions that the checklist will be declared held at an item (by PF
or PM) stating: “Holding the checklist at…..”
Then later the PF will command: “Complete …..checklist”.
After completing that checklist, the PM will clearly state: “….checklist complete”.
-o0o-
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3.13 Panel Scan Diagram
The diagram below describes each crewmember’s area of responsibility and scan flow
pattern for each panel when the airplane is not moving under its own power.
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3.14 Areas of Responsibility – PF and PM
The diagram below describes each crewmember’s area of responsibility for each panel when
the airplane is moving under its own power.
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3.15 Standard Operating Procedures
3.15.1 Preliminary Flight Deck Procedure - PF
For MCC-training, a slightly simplified version of the SOPs is applicable, i.e. the initial flight
deck set-ups, preparations and inspections should be started by the trainees at the CDU
Preflight Procedure, followed immediately by the Preflight Procedure for the PF and the PM.
The instructor takes care of the Electrical Power Up supplementary procedure, the
Preliminary Preflight procedure and settings such as Initial Position, IRS alignment, etc… via
the simulator instructor station.
The use of VNAV is not part of the MCC curriculum.
3.15.2 CDU Preflight Procedure – Captain and First Officer
Start the CDU Preflight Procedure anytime after the Preliminary Preflight Procedure. The
Initial Data and Navigation Data entries must be complete before the flight instrument check
during the Preflight Procedure. The Performance Data entries must be complete before the
Before Start checklist.
The PF makes the CDU entries. The PM must verify the entries.
Enter data in all boxed items on the following CDU pages.
Enter data in the dashed items or modify small font items that are listed in this procedure.
Enter or modify other items at pilot’s discretion.
Failure to enter en route winds (not for this course) can result in flight plan time and fuel burn
errors.
Initial Data …………………………………………………………………………….…………... Set
IDENT page:
Verify that the MODEL is correct.
Verify that the ENG RATING is correct.
Verify that the navigation data base ACTIVE date range is current.
POS INIT page :
Verify that the time is correct.
Enter the present position on the SET IRS POS line. Use the most accurate
latitude and longitude.
Navigation Data …………………………………………………………………………….…..… Set
RTE page:
The PF will:
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Load the FMC ensuring all entered data is crosschecked against the SID charts for
correct waypoint sequence, reasonableness of course values and distances, altitude
and speed constraints and correct determination of fly-by or fly-over waypoints.
Step through the route using the LEGS page and the EFIS Control panel PLN mode,
checking FMC track to waypoint versus plog track to waypoint and vertical total
distance versus plog distance.
Enter the ORIGIN and DESTINATION.
Enter the route.
Enter the FLIGHT NUMBER.
Activate and execute the route.
DEPARTURES page:
Select the runway and departure routing.
Execute the runway and departure routing.
Verify that the ROUTE and LEGS pages are correct.
Performance Data ………………………………………………………………………………... Set
Completing the performance data will normally be done once the dispatch papers
(load sheet, trim sheet, etc…) have been received, i.e. shortly before engine start.
PERF INIT page:
Note: Do not enter the ZFW into the GW boxes. Doing so causes the FMC to
calculate performance data with significant errors.
Enter ZFW.
Verify that the FUEL on the CDU, the dispatch papers and the fuel quantity
indicators agree.
If refueling is not complete, enter the PLAN trip fuel as required.
Verify that the fuel is sufficient for the flight.
Verify that the gross weight and cruise CG (GW/CRZ CG) on the CDU and
the dispatch papers (if available) agree.
ARRIVALS page:
Select anticipated STAR and arrival instrument approach, if known.
Speed restrictions and route bypasses should be addressed at this point. 250
knots below FL100 applies to all flights unless removed by ATC when
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operating in Class A, B or C airspace only. Crews should consider turbulence

and/or icing conditions when selecting a climb profile which achieves the most
comfort and least exposure to icing conditions (not for this course).
Thrust mode display:
Verify that TO shows.
N1 LIMIT page:
Enter OAT.
Select an assumed temperature, or a fixed derated takeoff, or both as

required.
Select a full or a derated climb thrust as required (normally automatic).
TAKEOFF REF page:
Make data entries on page 2/2 before page 1/2.
Do not enter the CG.
Verify that a trim value is shown.
Select or enter the takeoff speeds.
Verify or enter a thrust reduction altitude.
Verify that the preflight is complete.
FMC/CDU entries are complete to a point where loadsheet information is required.
3.15.3 Preflight Procedure - PF
Light test ................................................................……...……………..............…………...... Test
Master LIGHTS test and dim switch - TEST
The fire warning lights are not checked during this test. Use individual test
switches or press to test feature to check appropriate lights which do not
illuminate during the light test. Use scan flow to check all lights flashing or
illuminated. Verify that all system annunciator panel lights are illuminated.
Master LIGHTS TEST and DIM switch - As required
Sun visors ……………………………………………………………………………………. Stowed
Oxygen ……………………………………………………………….…………………. Test and set
Audio selector panel - Set
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Push FLT INT transmitter selector and receiver switch, and adjust volume
controls on receiver switch and overhead speaker. Position microphone
selector to MASK.
Oxygen mask – Stowed and doors closed
RESET/TEST switch – Push and hold
Verify that the yellow cross shows momentarily in the flow indicator.
EMERGENCY/TEST selector – Push and hold
Continue to hold the RESET/TEST switch down and push the

EMERGENCY/TEST selector for 5 seconds. Verify that the yellow cross
shows continuously in the flow indicator. Simultaneously key microphone (i.e.
Push-To-Talk switch - I/C) and listen for oxygen flow sound through the
overhead speaker.
Verify that the crew oxygen pressure does not decrease more than
100 psig.
If the oxygen cylinder valve is not in the full open position, pressure can:
• Decrease rapidly, or
• Decrease more than 100 psig, or
• Increase slowly back to normal.
Release the RESET/TEST switch and the EMERGENCY/TEST selector. Verify that
the yellow cross does not show in the flow indicator.
Push-To-Talk switch - Release/reset (as installed) to RAD.
Normal/100% selector – 100%
Push VHF1 transmitter selector and receiver switch. Position microphone

selector to BOOM (make sure the interphone receiver button is pushed).
Normal/100% selector – 100%
EFIS control panel………………………………………………………………………………Check
MINIMUMS reference selector - BAROMETRIC

Select BAROMETRIC. Set MFRA to airfield elevation plus 1000 feet.
FLIGHT PATH VECTOR switch – NA
METERS switch – NA
BAROMETRIC reference selector – Set

Select barometric altitude reference. Set local altimeter setting.
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VOR/ADF switches – Set

Note: Set to enable raw data backup of SID.
Mode Selector – Map
CENTER switch – As desired
Range selector – As desired
MAP switches – As desired
Display select panel…………………………………………………………………………….…Set
MAIN PANEL DISPLAY UNITS selector – NORM
LOWER DISPLAY UNIT selector – NORM
Flight instruments………………………………………………………………………………..…Set
Light controls………………………………………………………………………………..As desired
Audio control panel…………………………………………………………………………………Set
Seat……………………………………………………………………………………………….Adjust
Verify positive horizontal (fore and aft) seat lock
Rudder pedals…………………………………………………………………………………...Adjust
Adjust rudder pedals to permit full rudder deflection and brake application. Hold nose
wheel steering wheel while moving rudder pedals.
Note: Do not move control surfaces without alerting ground crew.
Flight control panel ……………………………………………………………………..……... Check
All 5 switch guards – Down
ALTERNATE FLAPS position switch – OFF
YAW DAMPER switch – ON
YAW DAMPER light - Extinguished.
Verify that the FEEL DIFF PRESS light is extinguished.
Verify that the SPEED TRIM FAIL light is extinguished.
Verify that the MACH TRIM FAIL light is extinguished.
Verify that the AUTO SLAT FAIL light is extinguished.
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NAVIGATION panel....………………….................………….......................…………….…... Set
VHF NAV transfer switch – NORMAL
IRS transfer switch – NORMAL
DISPLAYS panel……………………………………………………………………………………Set
SOURCE selector – AUTO
CONTROL PANEL select switch – NORMAL
Fuel system .......................….............………......……………..………..…___KGS & pumps ON
CROSSFEED selector – Verify operation
ENGINE VALVE CLOSED lights - Illuminated dim
SPAR VALVE CLOSED lights – Illuminated dim
FILTER BYPASS lights - Extinguished.
CROSSFEED selector – Closed
VALVE OPEN light – Extinguished
Fuel quantity - Check
Verify total fuel quantity meets dispatch requirements.
FUEL PUMP switches (for tanks containing fuel) - ON
LOW PRESSURE lights - Extinguished
GALLEY power switch…………………………………………………………………………….. ON
Electrical system…..............………............................................................…………….…….... Set
STANDBY POWER switch – AUTO (guard down)
Generator drive DISCONNECT switches – Guards down
BUS TRANSFER switch – AUTO (guard down)
CIRCUIT BREAKER and PANEL light controls………………………………….As desired
EQUIPMENT COOLING switches………………………………………………....NORMAL
OFF lights - Extinguished
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Overheat and fire protection panel ………………………………….…………………….….. Check
Do this check if the flight crew did not do the Electrical Power Up supplementary
procedure. This check is required once per flight day.
Verify that the N°1, APU and engine N°2 fire switc hes are in.
OVERHEAT DETECTOR switches – NORMAL
TEST switch – Hold to FAULT/INOP
Verify that the MASTER CAUTION lights are illuminated.
Verify that the OVHT/DET annunciator is illuminated.
Verify that the FAULT light is illuminated.
If the FAULT light fails to illuminate, the fault monitoring system is

inoperative.
Verify that the APU DET INOP light is illuminated.
Do not run the APU if the APU DET INOP light does not illuminate.
Note: The fire warning light flashes and the horn sounds on the APU ground control
panel when this test is done with the APU running. This can be mistaken by
the ground crew as an APU fire.
TEST switch - Hold to OVHT/FIRE
Verify that the fire warning bell sounds.
Verify that the master FIRE WARN lights are illuminated.
Verify that the MASTER CAUTION lights are illuminated.
Verify that the OVHT/DET annunciator is illuminated.
Master FIRE WARN light - Push
Verify master FIRE WARN lights are extinguished.
Verify that the fire warning bell cancels.
Verify engine No. 1, APU, and engine No. 2 fire switches stay illuminated.
Verify that the ENG 1 OVERHEAT and ENG 2 OVERHEAT lights stay
illuminated.
Verify that the WHEEL WELL fire warning light stays illuminated.
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EXTINGUISHER TEST switch – Check
TEST Switch – Position to 1 and hold.
Verify that the three green extinguisher test lights are illuminated.
Test switch – Release
Verify that the three green extinguisher test lights are extinguished.
Repeat for test position 2.
APU switch (as required).............................………......................………...…………............ START
Note: If extended APU operation is required on the ground and fuel is loaded in the
center tank, place the left center tank fuel pump switch ON to prevent a fuel
imbalance before takeoff.
CAUTION: Center tank fuel pump switches should be positioned ON only if the
fuel quantity in the center tank exceeds 453kgs/1000lbs.
CAUTION: Do not operate the center tank fuel pumps with the flight deck
unattended.
Note: Whenever the APU is operating and AC electrical power is on the airplane
busses, extended service life of the APU fuel control unit can be realized by
operating at least one fuel boost pump to supply fuel under pressure to the
APU.
When the APU GEN OFF BUS light is illuminated:
APU GENERATOR bus switches – ON
Verify that the BUS OFF lights are extinguished.
Verify that the TRANSFER BUS OFF lights are extinguished
Note: It is recommended that the APU be operated for one minute before using it as
a bleed air source (applicable to Garett APU’s only = CAE sim).
Lavatory SMOKE light (not installed on CAE sim) ……..………………...… Verify extinguished
Passenger signs ..................…………......................................................………..…….......... Set
FASTEN BELTS switch - ON
Windshield WIPER selectors..............................................…………..........………….…….. PARK
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WINDOW HEAT switches .....................................…………................……………...……...... ON
Position switches ON at least 10 minutes before takeoff.
OVERHEAT lights - Extinguished.
ON lights - Illuminated (except at high ambient temperatures)
PROBE HEAT switches ............………...……….…....................................……….……….... OFF
WING and ENGINE ANTI-ICE switches…………...............…………….....…….………….... OFF
VALVE OPEN lights - Extinguished.
Hydraulic pump switches.................................................................………….……………... ON
Note: Prior to switching on the A system pump switches, ensure

ground personnel are clear of the tow bar or the bypass pin is
installed. Do not proceed with the checklist until the hydraulic
systems are in the normal configuration.
Note: Alert ground personnel before pressurizing hydraulic

systems.
System A HYDRAULIC PUMP switches – ON

System B HYDRAULIC PUMP switches – ON
Electric pump LOW PRESSURE lights – Extinguished
Brake pressure – 2800 PSI minimum
MFD SYSTEM switch – Push
System A and B pressure – 2800 PSI minimum
Quantity indicators – No RF indication displayed
Pressurization indicators……………………………………..……………………………….Check
Cabin differential pressure – Zero
Cabin altitude – Field elevation
Cabin rate of climb – Zero
Air conditioning panel ………………………………………………….…Both packs, bleeds ON
AIR TEMPERATURE source selector – As desired
TRIM AIR switch – ON
Temperature selectors – As desired
RAM DOOR FULL OPEN lights - Illuminated
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RECIRCULATION FAN switches – AUTO
Air conditioning PACK switches – Both AUTO or HIGH
ISOLATION VALVE switch – OPEN
Engine BLEED air switches – ON
APU BLEED air switch – ON
Pressurization system…. …………………………………..……………………………..…… Set
FLIGHT ALTITUDE indicator – Filed level
LANDING ALTITUDE indicator – Destination field elevation
Pressurization mode selector - AUTO

AUTOMATIC FAIL light – Extinguished
Exterior light switches…………………………………………………….……………………... Set
Navigation lights must be on at all times when AC power is connected.

Logo lights will be on during the hours of darkness below FL100.
Ignition select switch ............………...........................................………………….. IGN L or R
ENGINE START switches ....……….........................................…………..……................ OFF
Mode control panel ...................……........................……………....................…......…….. Set
When selecting a value on the MCP, ensure the corresponding display on the instrument
panel changes, if applicable.
COURSE(S) – Set and crosscheck
FLIGHT DIRECTOR switches – ON
Position the switch for the PF to ON first.
AUTOTTHROTTLE switch – OFF
Heading – Runway heading
Bank angle limit - 25°
Altitude – SID clearance altitude. If clearance has not been received, set expected
SID clearance altitude plus 100 feet.
Autopilots - Disengaged
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Clock ....................................................................................…………….………....……........ Set
Standby instruments …………………………………………………………………………… Check
Standby horizon – Set
Erect horizon and verify proper attitude
Standby altimeter/airspeed indicator – Set
Set altimeter and verify airspeed is zero.
Standby RMI – Set
Select either VOR or ADF.
Engine display control panel………………………………………………………………………..Set
N1 SET selector – AUTO

Permits FMC control of N1 bugs.
FUEL FLOW switch – RATE
Move switch to RESET, then RATE
SPEED REFERENCE selector – AUTO
Permits FMC control of reference speed bugs.
AUTO BRAKE select switch……………………………………………………….……..……. RTO
AUTO BRAKE DISARM light - extinguished.
ANTISKID INOP light………………………………………..………………..………. Extinguished
Engine instruments……………………………………………………………………………..Check
MFD ENGINE switch – Push
Note: EGT, F/F, oil pressure and oil temperature pointers and digital readouts are not
displayed until the start switch is moved to GRD.
Primary and secondary engine indications – Normal

• engine indications display existing conditions
• no exceedance values are displayed
• engine oil quantity meets dispatch requirements (12 quarts).
SPEED BRAKE lever………………………………………………………………….DOWN detent
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Reverse thrust levers …………………………...…………………………………………….. Down
Forward thrust levers …………….......………....……………………………….…………...Closed
Start levers ....………..........................................................................……………….. CUTOFF
Parking brake.....……..................................……………............................................…...... Set
Parking brake warning light - Illuminated.
STABILIZER TRIM cutout switches ................……………………......................….... NORMAL
Wheel well fire warning system…………………………………………………………….…Test

Note: Delete this test if AC buses were powered during fire warning check. Alert
ground personnel before this test is accomplished with the APU operating.
The fire warning light flashes and the horn sounds on the APU ground control
panel.
Test switch – Hold to OVERHEAT/FIRE
Verify warning bell sounds, master FIRE WARNING lights, MASTER

CAUTION lights and OVERHEAT/DET annunciator illuminate.
Fire warning BELL CUTOUT switch – Push
Verify WARN lights and fire warning bell cancel.

WHEEL WELL fire warning light – Illuminated
Audio control panels………………………………………………………………………………Set
PANEL OFF lights – Extinguished
Set panels – As desired
VHF NAVIGATION .adios ………..………………..……………………….……. Set for departure
[Set VHF navigation radios to ensure in the event of FMC failure that conventional
navigation may be resumed.]
Note: Auto-tuning ident on both PFD and ND is approved for use. Aural identification is only
necessary for navaids not contained within the FMC or those NDB’s which require
TONE ON.
ADF radio……………………………………………………………………………………………Set
FLOOD and PANEL light controls………………………………………………………..As desired
STABILIZER TRIM override switch ………………………………………….…..…. Guard closed
Weather radar………………………………………………………………………………………Set
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Transponder…………………………………………………………………………………………Set
RUDDER and AILERON trim……………………………………………………………Free & zero
Check trim for freedom of movement, set trim at zero units.
STABILIZER TRIM override switch………………………………………………..………NORMAL
Route Check:
The PM will select the LEGS page for this check.
The PF, reading from the OFP, calls out the magnetic tracks starting from the
first active waypoint after the SID until reaching the first waypoint on the
STAR.
The PF completes the route check by stating the total trip distance as stated
on the OFP. The distance should fall within 50 nm of the total distance.
The PM then EXECUTES the route, once discrepancies have been rectified.
Call “BEFORE START CHECKLIST DOWN TO THE LINE”.
The PM accomplishes the BEFORE START checklist, down to the line.
-o0o-
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3.15.4 Preflight Procedure – PM
Sun visors ……………………………………………………………………………………. Stowed
Push FLT INT transmitter selector and receiver switch, and adjust volume
controls on receiver switch and overhead speaker. Position microphone
selector to MASK.
Oxygen mask – Stowed and doors closed
RESET/TEST switch – Push and hold
Verify that the yellow cross shows momentarily in the flow indicator.
EMERGENCY/TEST selector – Push and hold
Continue to hold the RESET/TEST switch down and push the

EMERGENCY/TEST selector for 5 seconds. Verify that the yellow cross
shows continuously in the flow indicator. Simultaneously key microphone (i.e.
Push-To-Talk switch - I/C) and listen for oxygen flow sound through the
overhead speaker.
Verify that the crew oxygen pressure does not decrease more than
100 psig.
If the oxygen cylinder valve is not in the full open position, pressure can:
• Decrease rapidly, or
• Decrease more than 100 psig, or
• Increase slowly back to normal.
Release the RESET/TEST switch and the EMERGENCY/TEST selector. Verify that
the yellow cross does not show in the flow indicator.
Push-To-Talk switch - Release/reset (as installed) to RAD.
Regulator selector – 100%
EFIS control panel………………………………………………………………………………Check
MINIMUMS reference selector - BAROMETRIC

Select BAROMETRIC. Set MFRA to airfield elevation plus 1000 feet.
FLIGHT PATH VECTOR switch – NA
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METERS switch – NA
BAROMETRIC reference selector – Set

Select barometric altitude reference. Set local altimeter setting.
VOR/ADF switches – Set
Note: Set to enable raw data backup of SID.
Mode Selector – Map
CENTER switch – As desired
Range selector – As desired
MAP switches – As desired
Display select panel…………………………………………………………………………….…Set
MAIN PANEL DISPLAY UNITS selector – NORM
LOWER DISPLAY UNIT selector – NORM
Flight instruments………………………………………………………………………………..…Set
Light controls………………………………………………………………………………..As desired
Audio control panel…………………………………………………………………………………Set
Seat……………………………………………………………………………………………….Adjust
Verify positive horizontal (fore and aft) seat lock
Rudder pedals…………………………………………………………………………………...Adjust
Adjust rudder pedals to permit full rudder deflection and brake application. Hold nose
wheel steering wheel while moving rudder pedals.
Note: Do not move control surfaces without alerting ground crew.
Seat belt and shoulder harness

………………………………………………………………..….…..……… Adjust
--o0o-
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3.15.5 Final CDU Preflight Procedure – First Officer
When loadsheet arrives at airplane:
Note: With RYR, TO data (V1, VR, V2 …) are completed by the captain on the loadsheet.
Consequently, during MCC training, the captain completes the TO data card, if
required.
FMC/CDU........................................................................................................................... Set
PERF INIT page:
Enter ZFW and confirm with captain the FMC gross weight agrees with
loadsheet.
EXECUTE
N1 LIMIT page:
Confirm the maximum rated N1 setting.
Enter the selected derate and confirm the N1 setting.
Enter and confirm the assumed temperature which reflects the maximum
selected reduction available for takeoff. Assumed temperature thrust
reduction shall be used with the exception of the following:
• Contaminated or slippery runway;

• Aircraft has been de-iced;
• Windshear is suspected;
• Anti-skid inop;
• Thrust reverser inop;
• TOW is within 500 kgs of RTOW;
• PMC off;
• Landing gear extended flight;
• Bleeds off takeoff;
• When prohibited by airfield brief;
• Crosswind exceeding 10 kts.
TAKEOFF REF page 1/2:
Enter takeoff flap setting.
Enter V1, VR and V2.
Enter MAC to equal the corrected stabilizer trim setting.
TAKEOFF REF page 2/2:
Enter thrust reduction altitude if different from displayed value.
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Takeoff data .................................................................................................................Review
Verify preflight complete and scratchpad is clear except for <INDEX.
Stab trim ……………………………………………………………………………………………. Set
The captain states stab trim setting required after appropriate corrections for thrust
setting used. The first officer sets this stab trim setting.
IAS bugs……………………………………………………………………………………………...Set
Verify V1 speed is displayed at the top of airspeed indication. The first officer sets V2 in
the MCP IAS/Mach display.
Prior to pushback the PF shall select the TAKEOFF page on his CDU.
The PM shall select the LEGS page.
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3.15.6 Preflight Instrument Crosscheck – PF
CLOCK
• Time “UTC”
PRIMARY FLIGHT DISPLAY
• QNH
• Altimeter
• MFRA
• FD
STANDBY INSTRUMENTS
• Set
Note: Call any flags or instrument disagree warnings.
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3.15.7 Takeoff Briefing – PF
The acronym RIBETS stands for Route, Instrument Check, Briefing, Emergency Turn, Taxi
Routing and SID. The departure briefing shall follow this acronym.
The PF will first brief the intended departure routing. Briefing should always highlight the
relevant MSA.
The takeoff briefing shall be accomplished as soon as practical so as not to interfere with the
final takeoff preparations. The following standard items, to be included in the briefing, are:
“This will be a left/right seat takeoff……

• Runway___
• Flaps___
• Noise abatement to ____ ft. (Confirm the exact altitude that Bug-Up will occur)
The following non-standard items should be included in the briefing when necessary:
• Full thrust
• Wet speeds
• Bleeds off
• Anti-ice on
• Emergency turn
• Takeoff alternate required
• Significant weather
• Autopilot engagement altitude ____ft. (To be included in the briefing if autopilot will
not be selected at 1500 feet.)
Ryanair Emergency briefing (here written for the FO as PF):
“… Set takeoff thrust by 60 kts, call 80 kts, V1 and Rotate.

• Before V1, if you call ABANDON, you will simultaneously:
• RTO braking or apply max. manual braking as required;
• Manually raise the speed brake lever;
• Apply max reverse thrust and stop the aircraft. You will set the parking brake and I
will select flaps 40.”
Note: When the aircraft is on the ground, the captain is considered PF and will direct
the F/O to accomplish checklists. Before continuing with an evacuation, it is
expected the crew will complete any recall items as required.
“If we decide to evacuate the aircraft:

• I will verify flaps 40,
• Select pressurization selector to MANUAL,
• open the outflow valve and notify the tower.
• You will
— verify that the parking brake is set,
— the speed brake lever is down,
— engine start levers cut off,
— announce the evacuation (1)
— pull all engine and APU fire warning switches,
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— If an APU or Engine Fire light is illuminated, rotate and hold the related
Fire switch for at least 1 (2).
— If time permits , I will read the Evacuation Drill Challenge and Response
items
— You will confirm that the check item has been completed correctly.”
— We will exit the aircraft”
• “If the call before V1 is “KEEP GOING”, there will be no actions taken below 400’
AGL, except cancel any warnings and raise the landing gear at a positive rate of
climb.
• Above 400’ AGL, and when the aircraft is under control, complete the recall items.
• At MFRA, I will call BUG UP and retract the flaps on schedule.
• When the flaps are up with no lights, select LVL CHG and MCT, engage the
autopilot and climb to MSA. Be alert for incapacitation.”
(1) The standard PA announcement by the captain to initiate an evacuation is “THIS

IS AN EMERGENCY, EVACUATE THE AIRCRAFT USING ALL AVAILABLE
EXITS, THIS IS AN EMERGENCY, EVACUATE THE AIRCRAFT USING ALL
AVAILABLE EXITS.”
(2) As the PF recites the drill, the PM will complete the touch drills associated with this
duties.
Procedure in case of failures after V1, with associated climb-out path, flap retraction
altitude and MSA.
Review of options thereafter: overweight landing, take-off alternate, etc.
Any special aspects, e.g. high terrain, obstacles, weather and runway conditions, etc.
The taxi- and departure part of the briefing covers:

1. Taxi route to T/O runway.
2. Description of SID or departure route anticipated, with emphasis on lateral track,
altitude- and speed restrictions.
3. Associated set-up of AFDS and NAV equipment, including ADF’s and positioning of
VOR/ADF switches.
4. Transition altitude and MSA.
5. Communication procedures.
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3.15.8 Final Flight Deck Preparation – PF and PM
Flight deck access system switch (not installed in CAE sim) ........................................NORM
Note: The CSS will confirm the total heads on board with the captain and upon
reconciliation will select the flight deck access system switch to NORM as
he/she leaves the flight deck.
Flight deck windows/cabin door ...................................................................................Locked
Verify the lock levers are in the locked (forward) position
The PF calls “BEFORE START CHECKLIST DOWN TO THE LINE”.
The PM completes the BEFORE START checklist down to the line.
Engine start clearance ..................................................................................................Obtain
First officer calls ATC for clearance.
Seat belts and shoulder harnesses ...........................................................................Fastened
---------------------------------------------------------------------------------------------------------------------------
Hydraulic A pumps ............................................................................................................ ON
Verify nose gear steering lockout pin is installed. If the pin is not installed or not
available, pushback must be completed with the hydraulic A pumps off and engine
start will be accomplished when the towbar is disconnected.
CAUTION: Do not hold or turn the nose wheel steering wheel during pushback
or towing. This can damage the nose gear or the towbar.
Doors .......................................................................................................................... Closed
All exterior door annunciator lights – Extinguished
Air conditioning PACKS.................................................................................................... OFF
ANTI COLLISION light........................................................................................................ ON
Parking brake ................................................................................................................... SET
The PF calls “BELOW THE LINE”
The PM completes the BEFORE START checklist.
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3.15.9 Pushback or Tow Out Procedure – Captain and Ground Crewman
This procedure is required when the aircraft is to be pushed back or towed away from the
terminal or loading area.
WARNING: Prior to installing the nose gear steering lockout pin, do not make any
electrical or hydraulic power changes with the tow bar connected. Any
change to electrical power may cause momentary pressurization of the
nose wheel steering actuators causing unwanted tow bar movement.
Flight interphone contact with ground crew …………………………………………… Establish
CAPTAIN GROUND CREWMAN
“GROUND, FLIGHT DECK” “GO AHEAD FLIGHT DECK”

“CONFIRM BYPASS PIN IS INSTALLED
“BYPASS PIN IS INSTALLED AND ALL
AND ALL DOORS AND HATCHES ARE
DOORS AND HATCHES ARE CLOSED”
CLOSED”
“CLEARED TO PUSH AND START, A
“RELEASE PARKING BRAKE”
PUMPS ARE OFF, PARKING BRAKE SET”
“PARKING BRAKE RELEASED” “COMMENCING PUSHBACK”
“ARE WE CLEARED TO START ENGINE
“CLEAR TWO”
NUMBER TWO”
“ARE WE CLEARED TO START ENGINE
“CLEAR ONE”
NUMBER ONE”
“PARKING BRAKE SET, CLEARED TO
“PUSHBACK COMPLETED, SET
DISCONNECT TOWBAR AND BYPASS PIN
PARKING BRAKE”
AND ADVISE WHEN CLEAR”
“TUG AND TOWBAR ARE
DISCONNECTED, BYPASS PIN IS
REMOVED”
“CLEARED TO DISCONNECT, HAND “HAND SIGNAL LEFT/RIGHT WITH THE
SIGNAL LEFT/RIGHT WITH THE PIN” PIN”
Note: The PF should start engine number two when clear of potential FOD and ground
obstacles. Engine number one should be started as pushback is almost complete.
Note: Items printed in bold should be read first. Items not printed in bold are responses.
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3.15.10 Engine Start Procedure – PF and PM
Normal start sequence is engine number two, followed by number one. If circumstances
require a different start sequence, this should be coordinated with the ground crew.
The Before Start Checklist must have been completed.
The PF performs the engine start and holds the start lever until the engine is stabilized.
Note: The captain is responsible for communications with the ground engineer.
PILOT MONITORING PILOT FLYING

Call “STARTING ENGINE No___,”
Start timing Position ENGINE START switch to GRD
Verify increase in N2 RPM and call “N2”
Verify increase in oil pressure is stabilized at

idle and call “OIL PRESSURE” when Verify increase in N1 RPM and call “N1”
observed.
Position engine start lever to IDLE detent
when:
N1 rotation is observed and
N2 RPM reaches 25% or
(if 25% N2 is not achievable)
• At max motoring and a minimum of
20% N2 (max motoring occurs when
N2 acceleration is less than 1% in
approximately 5 seconds).
• At 56% N2 RPM, check ENGINE
At 56% N2 RPM check ENGINE START START switch moves to OFF.
switch moves to OFF; if not, manually
position the start switch to OFF.
Verify fuel flow and EGT indication

Verify START VALVE OPEN alert
extinguishes as the ENGINE START switch
moves to OFF and call “STARTER At starter cutout.
CUTOUT.”
Call “NUMBER ____ STABLE” when EGT “MONITOR NUMBER ____.”

limit red line extinguishes and all other
parameters are normal.
Standard day, sea level, approximate stabilized idle indications for CFM 56-7.
• N1 RPM — 20% • EGT — 410ºC **

• N2 RPM — 59% • Fuel Flow 272 KGPH
** Idle EGT may vary from 320ºC — 520ºC depending on OAT, bleed configuration and
engine conditions.
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CAUTION: Normal engine start considerations:
• Advancing engine start lever to idle prematurely can cause a “HOT” start.
• Keep hand on engine start lever while observing RPM, EGT and fuel flow until
stabilized.
• If fuel is shut off inadvertently (by closing engine start lever) do not reopen engine
start lever in an attempt to restart engine.
• Failure of ENGINE START switch to hold in GRD until starter cutout RPM is reached
can result in a “HOT” start. Do not re-engage ENGINE START switch until engine
RPM is below 20% N2.
Note: Do the ABORTED ENGINE START checklist for one or more of the following
conditions:
• No N1 rotation before the engine start lever is raised to IDLE;
• No oil pressure indication by the time the engine is stabilized at idle;
• No increase in EGT within 10 seconds of raising the engine start lever to IDLE:
• No increase in, or a very slow increase in N1 or N2 after EGT indication;
• EGT rapidly approaching or exceeding the start limit.
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3.15.11 After Start Procedure – PF and PM
The captain releases the ground crew. Both crewmembers verify nose wheel steering pin is
shown, then:
Use the panel scan method for the After Start procedure. PF does the set-up.
Electrical ......................................................................................................... Generators ON
Both GENERATOR switches — ON

GEN OFF BUS lights — Extinguished
SOURCE OFF lights – Extinguished
PROBE HEAT switches – ON
All probe heat lights — Extinguished
Anti-ice .................................................................................................................. As required
Hydraulic A pumps…..........................................................................................ON, if required
Air conditioning and pressurization ..................................................................................... Set
PACK switches — AUTO

APU BLEED air switch — OFF
Engine bleed air switches — ON
ISOLATION VALVE switch............................................................................................ AUTO
APU....................................................................................................................... As required
Flaps ……………………………………………………….………………………………....…… ___
Start levers ............................................................................................................IDLE detent
Lower DU blank…………………………………………………………………………....Push MFD
Ground equipment.................................................................................................... Removed
The PF calls “AFTER START CHECKLIST”.
The pilot monitoring accomplishes the AFTER START checklist.
The first officer obtains taxi clearance and confirms that ground obstacles are clear on the
right-hand by calling “CLEAR RIGHT.” The captain confirms the left-hand side is clear by
calling “CLEAR LEFT" and selects taxi and turnoff lights to on.
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3.15.12 Taxi Procedures – Captain
The captain does all movement on the ground
Do not be distracted from the primary task of safely taxiing the airplane. The flight crew
should avoid all unnecessary activity and duties that can be accomplished at another time.
During ground operation the captain’s heels should be on the floor, sliding the feet up on the
rudder pedals only when required to apply brakes to reduce the taxi speed or when
maneuvering in close quarters on the parking ramp.
Control of engine thrust during ground operation requires sound judgment and technique. Air
blast can be destructive to personnel and ground equipment, even at low thrust levels.
Normally, a maximum of 30 to 35% N1 is sufficient to commence taxi.
To commence taxiing the airplane may need some breakaway thrust. An external reference
point (or ground speed indication) should be used to detect airplane movement.
The appropriate taxi speed depends on taxiway turn radius and surface conditions.
The maximum ground speed is 30 knots, 15 knots on the apron and 10 knots around
corners.
When approaching a turn, speed should be reduced to the appropriate speed for the
conditions.
Do not cut corners. Allow the nose gear to overshoot turns to ensure the main gear straddles
the taxi centerline. The nose gear may be displaced from the centerline to avoid airport
lighting. This will also reduce wear and tear and enhance passenger comfort. Be aware that
the geometry of the winglets describes the greatest arc during turns.
Do not ride the brakes to control taxi speed. If the airplane keeps accelerating, brake to a
groundspeed of 5 knots, then release brakes and allow groundspeed to increase to max
applicable, then reapply brakes etc. etc.
The captain operates the parking brakes.
When parking brakes are set, call: “Parking Brake Set”.
When parking brakes are released, call: “Parking Brake Released”.
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3.15.13 Before Takeoff Procedure – PF and PM
Once pushback has commenced all CDU, MCP and NAV changes to the active clearance or
runway must be performed by the first officer.
Commencing taxi the captain will call for takeoff flap selection. This command is the F/O’s
cue to begin the Before Take-off procedure.
The captain may delay the reading of the checklist until clear of the apron.
Recall...................................................................................................Check
Flight controls.......................................................................................Check
Move controls slowly and smoothly in the following order: up
elevator, down elevator, left wheel, right wheel. The captain
will check the rudder pedals. Hold nose wheel steering wheel
during rudder check to prevent nose wheel movement. Verify
full travel, freedom of movement and controls return to center.
Flaps ...............................................____required, ____selected, Green light
Fuel (center tank) ................................................................................Check
Both center fuel tank pump switches may be OFF for takeoff if
center tank fuel is less than 500 kilograms to avoid nuisance fuel
alert during the takeoff phase.
Stabilizer trim ......................................... ____UNITS REQUIRED, ____ SET
Take-off briefing ...............................................................CAPTAIN REVIEW
Items to review include, but are not limited to:

• Bleeds;
• Speeds;
• SID include initial turn requirement and “stop” altitude.
Cabin ..................................................................................................Secure
The first officer accomplishes the BEFORE TAKE-OFF checklist down to

the line and calls “BEFORE TAKE-OFF CHECKLIST COMPLETE TO THE
LINE”
When cleared to enter the active runway, the captain calls “BELOW THE
LINE”.
Entering the runway the crew will check and confirm that the runway and
approach are clear.
The first officer will seat the cabin crew by announcing on the PA, “CABIN
CREW, SEATS FOR DEPARTURE,” select start switches to CONT,
strobes ON, A/T to ARM and transponder to TA/RA.
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The captain will turn off the taxi light.

— ———————————————————————————
START switches...................................................................................CONT
MCP………………………………………………………………………………Set
Transponder...................................................................................... TA / RA
Fixed landing and strobes ........................................................................ ON
Autothrottle.............................................................................................. Arm
Only when takeoff clearance has been received:
Retractable lights .................................................................................... ON
The F/O completes the BEFORE TAKEOFF checklist.
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3.15.14 Takeoff Procedure - PF and PM
For all takeoffs it is essential to:

• Align the airplane on the runway centerline before setting initial thrust.
• Set initial thrust at a minimum of 40% N1.
• Symmetrical thrust is more important than the exact initial setting
• Press either TO/GA button after engine N1 indications are stabilized.
• PM verifies that A/T sets the correct N1%.
The PM monitors engine parameters and operating limits during takeoff.
It is preferable to conduct a rolling takeoff as this greatly reduces the possibility of foreign
object damage without significantly affecting takeoff performance.
MAP mode shall be used on both sides for departure.

The PM shall have LEGS page selected for all phases of flight.
The PF shall have selected the page applicable to the current phase of flight (for takeoff the
TAKE OFF REF page).
APPROACH and PROGRESS pages are for reference only.
At VR initiate a smooth rotation (2-3º/second) toward 15º attitude (initially).

Lift-off will occur at approximately 10ºpitch attitude.
At approx’ 9º nose up attitude the airplane will stop rotating due to the elevator going into
ground effect. Do not allow this to happen. Approaching 9º apply a little more up elevator to
maintain the same rate of rotation until 15º. As soon as the aircraft starts to climb, release the
extra back force in order not to over rotate. When the aircraft is established follow the Flight
Director pitch bar.
Early, rapid or over rotation may cause aft fuselage contact with the runway (tail-strike).
Late, slow or under rotation will increase the takeoff distance.
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When aligned with the runway, proceed with the following:

Start timing Call “TIMING”
Advance thrust levers to a minimum of 40%
N1.
Observe engine instruments stabilized and normal.
Call “STABILISED.”
After the call “STABILISED” from the PM,
push TOGA and call “SET TAKEOFF
THRUST” as the thrust advances towards
takeoff N1.
Note: The PF keeps his/her hands on the thrust levers till the call “Thrust set, indications
normal”.
The captain’s hand must be guarding the thrust levers from below as they advance.
Ensure thrust levers advance to takeoff N1.
Observe mode annunciation. Verify mode annunciation.
Monitor airspeed indications and call out any Monitor airspeed.
abnormalities.
Monitor engine instruments and call Hold light forward pressure on the control
“THRUST SET, INDICATIONS NORMAL”. column and maintain directional control
Note: After takeoff thrust is set, the captain’s hand must be on the thrust levers until V1.
Call “80 KNOTS”.
Verify that A/T annunciation changes to Verify 80 knots and call “CHECK.”
THR HLD by 84 knots.
Call “V1”. (call completed by V1)
At VR call “ROTATE”. Verify V1 speed.
Monitor flight instruments Rotate smoothly at VR.
When a positive rate of climb is indicated,
Verify that both VSI and altimeter indicate a call “GEAR UP” and continue rotation to
positive rate of climb and call “POSITIVE takeoff pitch attitude.
RATE” and move the gear lever to the UP
position.
Check flight instrument indications.
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INTENTIONALLY BLANK
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3.15.15 After Takeoff Procedure – PF and PM

Monitor engine instruments and cross-check Maintain a minimum of V2 + 15 knots during
flight progress. initial climb. At light gross weight a higher
speed (up to V2 + 25) may be selected, to
synchronize F/D pitch command and avoid
objectionable body attitude. Do not exceed
20 degrees nose up.
Above 400 feet, call for appropriate roll
Select/verify roll mode. mode, if required.
Verify proper mode annunciation. Verify proper mode annunciation.
Verify flight mode annunciation. Verify flight mode annunciation.

At 1500’ AGL, verify automatic thrust At 1,500 feet AGL, verify the FMA displays
reduction to climb thrust and call “N1”. N1 and select CMD A or B. Call “COMMAND
A or B” (depending on who is PF).
At 3000 feet AGL call “BUG UP” and set the

airspeed bug to “UP”.
Verify acceleration.
Position FLAP lever as directed and monitor Retract flaps on schedule
flaps and slats retraction. Call “FLAPS UP,
NO LIGHTS”.
Above 3,000 feet AGL, select normal climb
Verify proper mode annunciation. speed and verify annunciation.
Position landing gear lever OFF, engine start Call “AFTER TAKEOFF CHECKLIST” when
switches as required. Verify air conditioning flaps are up.
and pressurization are operating and
configured normally with a positive pressure
differential.
Complete the AFTER TAKEOFF checklist
(see note)
Note: The After Takeoff checklist is completed by the PM alone. The ALTIMETERS step in
the After Takeoff checklist is a challenge and response (by PF) item.
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3.15.16 Takeoff Flap Retraction Speed Schedule
• "1", “5”, “10”, “15”, “25” - Minimum flap retraction speed for next flap setting;
• “UP” – Flaps up maneuvering speed;
• To retract flaps airplane must be accelerating (green arrow, speed trend vector) and
at/above the appropriate speed.
Remark: During MCC training with CAE, the Takeoff Flap Retraction Speed reference will be
the Speed Tape Display.
SELECT At:
T/O FLAPS FLAPS (for all weights)
15 V2 + 15
5 “15”
25
1 “5”
UP “1”
5 V2+15
15 1 “5”
UP “1”
1 V2+15
5
UP “1”
1 UP ”1”
Note: Where ATC or the assigned SID requires a level off altitude of less than 3000 feet, the
PF will call “BUG UP” at ALT ACQ and retract the flaps.
Note: The A/P may be engaged at a later stage of flight if desired. The PF should make it
clear in the briefing stage when he plans to engage the A/P on the departure. The
earliest opportunity is at 1500 feet after the A/T engages in N1. If a later engagement
is planned, the standard callout at 3000 feet AGL by the PF is “BUG UP”. The PM will
position the fly speed bug to UP and complete flap retraction on schedule at the PF’s
command.
Note: V/S should not be used before the flaps are up.
The following climb speeds are to be used during the MCC course:
• Climb below FL100 250 kts

• Climb above FL100 280 kts
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3.15.17 Climb and Cruise Procedure – PF and PM
Retractable landing lights will normally be left on until passing FL100. Air loads at speeds in
excess of 250 kts and icing conditions may shorten the service life of the light motors. Under
the above conditions, consider setting the retractable lights switches to OFF.

Set altimeters to STD when cleared above transition altitude and above 3000 feet AGL. If the
PF has not set STD on passing transition altitude, the PM reverts to the standard callout
“ALTIMETERS”. Both crew members shall then set STD.
Challenge: Response:
Call “ALTIMETERS” when passing
FL100/10,000 feet. Call the exact passing level/altitude.
“PASSING ____CLIMBING____, TEN
CHECKS”.
Ten checks are performed aloud as follows:
“LIGHTS, APU, FASTEN BELTS, AIRCOND
AND PRESS, RECALL”(Position fixed
landing and turnoff lights OFF, FASTEN
BELTS switch AUTO, check Recall and
pressurization).
“CHECK”. When cleared to final cruise level, confirm
MCP, FMC and FLT ALT selection
(pressurization) are in agreement.
Call “FL____SET THREE TIMES.”
Ensure that a maximum 1000 feet per minute rate of climb is not exceeded during the last
1000 feet when in RVSM airspace.
Call for en-route NAVAID selections, as
Select NAVAIDS. appropriate.
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3.15.18 Route modifications
The PM is responsible for all lateral (LNAV) route modifications. It is important to, when a
“direct to” clearance is issued by ATC, that the following procedures apply:
• PM, in LEGS page, promptly selects the desired WPT to the scratchpad, then onto line
L1 of page one.
• The PF selects a range on his ND that allows this WPT to be confirmed, then calls
“EXECUTE”.
• The PM engages the EXEC prompt, confirms that the route modification has occurred
and calls “LNAV AVAILABLE”.
• The PF selects or confirms LNAV selection on the MCP/FMA, then calls “LNAV”.
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3.15.19 Holding Procedure
Start reducing to holding speed 3 minutes before arrival time at the holding fix so that the
airplane crosses the fix, initially, at or below the maximum holding airspeed.
The holding airspeed will be the minimum clean maneuvering speed for the weight of that
moment.
If the applicable holding speed is less than the applicable minimum clean maneuvering
speed, holding may be conducted with flaps 1 (fuel burn is approx. 10% more than holding
with flaps UP).
For an average landing gross weight it takes approx. 25 seconds and 2 NM to decelerate
from 280 to 250 knots in level flight without speedbrakes. It requires an additional 35
seconds and 3 NM to decelerate to flap up speed.
ICAO maximum holding speeds
Altitude Speed
At or below 14.000 feet 230 knots
Above 14.000 to 20.000 feet 240 knots
Above 20.000 to 34.000 feet 265 knots
Above 34.000 feet .83 Mach
Note: When using FMC holding, always check FMC versus Jeppessen chart.
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3.15.20 Descent Procedure – PF and PM
The following speeds are to be used during the MCC course:

• Descent above FL 100 280 knots
• Descent below FL 100 250 knots
Plan the descent, based on distance from the approach fix, so that cruise altitude can be
maintained as long as possible and still arrive at the fix at the required altitude and speed.
Distance to go and airplane altitude must be continuously monitored to ensure that the
airplane maintains the desired profile.
Pressure altitude (1000 ft) 5 7 9 11 13 15 17 19 21

Distance (NM) required 18 24 30 36 42 48 54 60 66
Time (minutes) required 5 6 8 9 11 12 14 15 16
Target speed Rate of descent (typical)

Clean With speed brakes
M 0.76/280 knots 2200 fpm 3100 fpm
250 knots 1700 fpm 2300 fpm
Vminclean 1100 fpm 1400 fpm
Complete the arrival crew briefing and approach preparation preferably before starting the
descent. When briefing is complete, call for Descent Checks.
Descent planning should not be based on the use of speed brakes.
The PF should keep his hand on the Speed Brake Lever whenever they are used in flight.
This reduces the chance of leaving the speed brakes extended.
The use of speed brakes in combination with flaps more than 5 is not recommended.
Use of speed brakes is not allowed in flight below 1000 ft RA or with flaps more than 10.
Approximately 100NM prior to TOD the PF will hand over control of the airplane to the PM,
prepare the cockpit setup for the expected approach and landing and perform the briefing. It
is not necessary to backup FMC position with conventional navigation from this point on. The
primary method of assuring airplane position will be using the RNP/ANP system status.
Therefore, all navaid selections pertinent to the approach may be set up at this stage.
All MORA’s, MEA’s and MSA’s from TOD to the airfield must be covered in the brief with
reference to the charts.
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Take control of the airplane. Hand over control to the PM.
Select and identify (if possible) the navaids
for the approach.
Check and set VREF and approach speeds
as required (CDU).
Set anti–ice as required.
Verify pressurization set for destination
airport elevation and system operating
normally.
Set AUTO BRAKE select switch to desired
brake setting (min. 2).
Complete the approach brief.
Inform the PF of all changes (frequency Take back control of the airplane
change and clearances) and hand over
control to the PF.
Call “DESCENT CHECKLIST.”
Accomplish the DESCENT checklist.
Position FASTEN BELTS switch ON when
passing through 15,000 feet.
Challenge: Response:
Call ÄLTIMETERS” when passing
FL100/10,000 feet. Call the exact passing level/altitude.
“PASSING___DESCENDING___, TEN
Ten checks are performed aloud as follows: CHECKS.”
“LIGHTS, APU, FASTEN BELTS, AIRCOND
AND PRESS, RECALL” (Position fixed
landing and turnoff lights ON, FASTEN
BELTS switch ON, check pressurization and
recall.
PA: “TEN MINUTES TO LANDING”.
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3.15.21 Arrival Crew Briefing
Thorough planning and briefing is the key to a safe, unhurried, professional approach.
The PF shall give the arrival crew briefing preferably before starting the descent.
The crew briefing shall at least cover the following items:

• Any deviation from the standard airplane operating procedures.
• Applicable minimum altitudes.
• Type of approach / landing and landing flap setting to be used.
• Approach profile and minimums. For non-precision approaches include rate of descent
and MAPt as well.
• Missed Approach Procedure. Include route, crew duties & AFDS modes.
• Runway condition and landing distance (if marginal).
• Autobrake setting.
• Taxi-in route.
• Set-up of NAV equipment for approach and possible missed approach.
• Operational impact of local situation, weather, airplane deficiencies and NOTAM / airport
information.
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3.15.22 Approach Procedure (ILS and non-ILS) – PF and PM
All safe instrument approaches have certain basic factors in common. They include good
descent planning, careful review of the approach procedure, accurate flying and good crew
co-ordination.
Complete the approach preparations before arrival in the terminal area.
“Maintain good situational awareness even under radar control.”
Initial approach configuration is flaps 5.
Verify ILS, VOR and ADF are tuned and identified.

Check that the marker beacon, if applicable, is selected on the audio panel. The course and
glide slope signals are reliable only when their flags are not displayed, localizer and glide
slope pointers are in view and the ILS identifier is received. Confirm the published approach
inbound course is set in the course selector window(s) of the MCP.
Do not arm APP or VOR/LOC mode until:

• The ILS, VOR or LOC identification is checked;
• The ILS localizer and glideslope or localizer or VOR deviation pointers are displayed on
the EADI;
• Indications are steady and correct;
• Approach clearance has been received,
• Intercept angle is < 90°
With normal localizer intercept angles and speeds (45º & max 180kts) no overshoot will
occur, however a bank angle up to 30 degrees may be commanded during the capture
maneuver.
Glideslope capture will not occur before localizer capture.
Approach speed is calculated as follows:

VRef + ½ steady headwind component + all gust factor with a minimum of +5 kts and a
maximum of +20 kts.
For autoland, using A/T until touchdown, the approach speed will always be VRef +5 kts.
Specifically, when preparing a non-ILS approach using LNAV and V/S, select the approach
procedure from the ARRIVALS page of the FMC. If additional waypoint references are
desired, use the FIX page. To enable proper LNAV waypoint sequencing, select a straight-in
intercept course to the FAF when being radar vectored to final approach.
Set the MDA using the selector on the barometric altimeter.
The constant angle of approach method is recommended for all non-ILS approaches (FCTM,
Chapter 5).
The constant angle of approach method reduces workload, exposure to crew error and CFIT
accidents. It furthermore makes it easier for the flight crew to achieve a stabilized approach
to a landing once visual reference to the runway environment has been established.
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Automatic flight is the preferred method of flying non-ILS approaches. Automatic flight
minimizes flight crew workload and facilitates monitoring the procedure and flight path.
During non-ILS approaches, autopilot use allows better course and vertical path tracking
accuracy, reduces the probability of inadvertent deviations below path, and is therefore
recommended until suitable visual reference is established on final approach.
During non-ILS approaches, one pilot is required to monitor applicable raw data from final
approach fix inbound.
The MAP mode should be used to the maximum extent practicable. It increases crew
awareness of progress and position during the approach.
The MAP mode is particularly useful when the inbound course does not align with the runway
centerline and allows pilots to clearly determine the type of alignment maneuver required.
The map can be used to integrate weather radar returns, terrain or traffic information within
the approach path and airport area.
Note: When appropriate, compare airplane position on the map with ILS, VOR, DME, and
ADF systems to detect possible map shift errors. Use of the VOR/ADF function on the
EFIS control panel is the recommended method for making this comparison.
Approaching the FAF, set the MCP altitude to the first intermediate altitude constraint, or
MDA if no altitude constraint exists.
Note: Intermediate altitude constraint or MDA inserted in the MCP altitude window shall be
rounded off to the higher hundred feet, e.g. 460’ becomes 500’.
At or after the FAF, select V/S mode and descend at the appropriate vertical speed (initially
1000, later adjust) to arrive at the MDA at a distance from the runway (VDP) to allow a
normal landing profile. Initial selection of an appropriate V/S should be made considering the
recommended vertical speeds that are published on the approach chart, if available.
Be prepared to land or go-around from the MDA at the VDP. Note that a normal landing
cannot be completed from the published MAPt on many instrument approaches.
Leaving the MDA, disengage the autopilot and disconnect the autothrottle.
The PM turns both flight directors off, then places them on again. This eliminates unwanted
commands for both pilots and allows F/D guidance in the event of a go-around.
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Set and crosscheck altimeters at transition level or when cleared to an altitude. If PF has not
set QNH by transition level, the PM reverts to the standard callout “ALTIMETERS.” Both
crewmembers shall then set QNH.
“QNH ___ SET, PASSING ____
DESCENDING ___FEET, ___FLAGS,
STANDBY ALTIMETER SET.”
Scan using the following memory aid:
F - Frequencies (ADF and VOR)
I - Identification
S - Standby instruments
C - Courses
Accomplish the APPROACH checklist. Call “APPROACH CHECKLIST”.
PA: “CABIN CREW, SEATS FOR
LANDING” approximately six miles from
touchdown.
Position FLAP lever as directed and monitor Call for flap extension according to speed
flap and slat extension. tape markings.
Approaching selected MCP altitude, verify level off and mode annunciation.
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Note: Flap maneuver speeds provide approximately 15 to 20 knots above the minimum
maneuvering speed for each flap setting.
When cleared to an altitude and no approach delay is anticipated, the following
sequence of preparing for the approach will be observed.
The following procedures are used for flap extension:

• Select flaps 1 when decelerating through the flaps–up maneuvering speed, displayed
on the airspeed display as “UP”.
• Check the flap gauge for normal operation.
• Set command speed cursor to the flap maneuvering speed.
• When appropriate, select the next flap position and then set the airspeed cursor to
that flap maneuver speed.
• If continuous flap extension is planned, select the next lower flap when 10 knots
above the current flap maneuvering speed.
The standard landing flap setting is flaps 30.
Flaps 30 provides:
• Better crosswind and gust handling;
• More efficient fuel consumption;
• Less noise.
The NNC may dictate other landing flap settings. Autoland is only allowed with flaps 40.
Flaps 40 will be used optionally to ensure adequate field length landing performance. Crews
must be aware that flaps 40 will provide the best brake cooling performance.
Flaps 40 will also give a better view in low visibility conditions (cutoff angle).
A stabilized approach is to be on speed, in the landing configuration with N1 up to approach

settings and the landing checklist complete by:
• IMC Precision Approach – 1000’ feet AAL
• VMC Precision Approach – 500’ feet AAL
• Visual Approach – 500’ feet AAL
If not stabilized by then, a Go-around is mandatory.
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3.15.23 Landing Procedure – ILS (Manual)

When on localizer intercept heading and
within ILS Designated Operational Coverage
(DOC), verify the ILS is tuned and identified,
LOC and G/S pointer are correctly displayed.
Arm the APP mode when cleared for the ILS.
Verify mode annunciation.
Verify proper mode annunciation. At localizer capture verify proper mode
Select appropriate heading, if required. annunciation and call “SET RUNWAY
HEADING ____ °” or “RUNWAY HEADING
____° SET.”
At “glide slope alive”, call “GEAR DOWN”,
“FLAPS 15.” Arm speed brakes and check
green light illuminated.
Call “LANDING CHECKLIST DOWN TO
FLAPS.”
Accomplish the LANDING checklist down to
flaps. State “HOLDING AT FLAPS.”
At glide slope capture, verify proper mode At glide slope capture, verify proper mode
annunciation, check N1 reference bug at the annunciation, check N1 reference bug at the
go–around limit and verify missed approach go–around limit and set missed approach
altitude set. altitude.
Call “FLAPS ____” as required for landing.

Position FLAP lever as directed. Call: “___ KNOTS” or “SET ____ KNOTS.”
Set speed.
Call “COMPLETE THE LANDING
CHECKLIST.”
Call: “OM___FEET, FLAGS/NO FLAGS.”
Call: “ALT CHECKS, FLAGS/NO FLAGS.”
Monitor approach progress. Monitor autopilot as required.
At 500 feet AGL call: “500 CONTINUE” or
“500 GO-AROUND.”(see note)
GPWS “PLUS HUNDRED”

Call: “CHECK”
GPWS “MINIMUMS”
CALL: “NO CONTACT/RUNWAY/LIGHTS Call “LAND” or push the TO/GA switch and
IN SIGHT AHEAD/LEFT/RIGHT.” call “GO-AROUND, FLAPS 15”.
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The go-around must be initiated at DA. Therefore, at the “MINIMUMS” call, it is important that
the PF, without delay, accomplishes the go-around. It is not necessary for the PF to search
for visual cues at this point. The PM shall call the visual cues as they become apparent. If the
PF has not heard any visual cue calls from the PM, it is safe to assume that no visual cues
have been received. Execute a go-around.
Note: PM should start searching for lights/visual references after 500’ call while still
monitoring the approach. (outside – inside – outside…). At “+100’”, PM should have
attention 100% outside. Call lights/runway/approach lights as soon as they are visible.
There is no need to wait until “MINIMUMS”.
On all instrument approaches, execute an immediate go-around:

• If a navigation radio or flight instrument failure occurs which affects the ability to
safely complete the approach in instrument conditions.
• When on ILS final approach, in instrument conditions and either the localizer and/or
glide slope indicator showing a full deflection.
• When the navigation instruments show significant disagreement and visual contact
with the runway has not been established.
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3.15.24 Landing Procedure - Non-ILS (A/P)

When on intercept heading, verify the navaid
is tuned and identified; VOR deviation bar
and/or ADF pointer(s) are correctly
displayed. As applicable, select LNAV or arm
the VOR/LOC mode when cleared for the
LOC or VOR approach.
At localizer/radial or QDM interception, verify
proper mode annunciation (as applicable),
set runway heading and call “RUNWAY
Verify proper mode annunciation.
HEADING ____° SET.”
At 2 NM before FAF, call “GEAR DOWN”,
Position landing gear lever DN, FLAP lever to “FLAPS 15." Arm speed brakes and check
the 15 detent. Position engine start switches green light illuminated.
to CONT. Check RECALL.
At 1 NM from FAF, call “FLAPS ____” as
required for landing, set target speed for
approach and call “___ KNOTS SET”. Verify
Position FLAP lever as directed.
proper mode annunciation, check N1
reference bug at the go–around limit and set
Verify proper mode annunciation, check MDA (see Note 1).
approach target speed, N1 reference bug at
the go-around limit and verify MDA is set.
Accomplish the LANDING checklist. Call “LANDING CHECKLIST ”
At FAF, start descent using V/S.
Call: “ALT CHECKS, FLAGS/NO FLAGS”. Call: “FAF ___FEET, FLAGS/NO FLAGS.”
Monitor approach progress. Monitor autopilot as required.
Make altitude/distance callouts.
Verify altitude/distance and correct R/D as
required.
At MDA, call “MINIMUMS”,
“RUNWAY/LIGHTS IN SIGHT AHEAD,
LEFT/RIGHT.”
At MDA with sufficient visual references

Set missed approach altitude. available, call “LAND” and disconnect
autothrottle and autopilot.
Recycle both flight director switches
Continued on next page
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Call “MINIMUMS, NO CONTACT”. At MDA with insufficient visual references
Call: “SET MISSED APPROACH
Set missed approach altitude and ALTITUDE”, push TO/GA switch and call
monitor/verify correct missed approach “GO–AROUND, FLAPS 15” (see Note 2).
execution.
The go-around must be initiated at MDA. Therefore, at the “MINIMUMS” call, it is important
that the PF, without delay, accomplishes the go-around. It is not necessary for the PF to
search for visual cues at this point. The PM shall call the visual cues as they become
apparent. If the PF has not heard any visual cue calls from the PM, it is safe to assume that
no visual cues have been received. Execute a go-around.
Note 1: MDA in the MCP window shall be rounded off to the higher one-hundred.
Note 2: Flying level at MDA to the MAPt following a continuous descent non-ILS approach is
not authorized so at ALT ACQ a go around becomes mandatory.
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3.15.25 Go-around Procedure Single Channel or Manual – PF and PM

Push TO/GA switch.
Confirm thrust advances toward G/A. Call “GO-AROUND - FLAPS 15.”
Position FLAP lever to 15 and monitor flap If full G/A thrust is required push the TO/GA
retraction. switch again after reduced G/A thrust is
established
Rotate to go–around attitude and call “SET
GO-AROUND THRUST.”
When positive rate of climb is indicated, call
Verify that both VSI and altimeter indicate a “GEAR UP” and monitor acceleration.
positive rate of climb and call “POSITIVE
RATE” and move the gear lever to the UP
position.
Check flight instrument indications (MCP speed window blanks.)
Above 400 feet, call for appropriate roll mode
Verify annunciation. (HDG or LNAV) and commence flap
retraction.
Position FLAP lever as directed, monitor
flaps and slats retraction and when flaps are
up, call FLAPS UP, NO LIGHTS”.
Call “TUNE RADIOS FOR MISSED
Tune radios as directed. APPROACH.”
Level off at missed approach altitude and

maintain flaps-up maneuvering speed.
Verify annunciation. Engage autopilot and call “COMMAND A/B.”
Accomplish the AFTER TAKEOFF checklist. Call “AFTER TAKEOFF CHECKLIST.”
- Evaluate wx (if that is the reason for go-around).

- Decide on the next steps.
- If diverting, consider a higher altitude/level and a higher speed.
- Inform ATC, the cabin and the company.
- If opting for another approach:
Proceed as per starting the descent including the appropriate checklists.
Review briefing and radio setup.
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3.15.26 Landing Flare, Touchdown and Roll Out
Begin with a stabilized approach on speed, in trim and on glide path.

When the threshold passes under the airplane nose and out of sight, shift the visual sighting
point to approx. ¾ down the runway. Maintain a constant airspeed and descent rate. Initiate
the flare when the main gear is approx. 15 feet above the runway by increasing the pitch
attitude by approx. 2 to 3 degrees. This will slow the rate of descent.
After the flare is initiated, smoothly retard the thrust levers to idle and make small pitch
attitude adjustments to maintain the desired descent rate to the runway. Ideally, main gear
touchdown should occur simultaneously with thrust levers reaching idle. At touchdown a
pitch attitude of 4 to 6 degrees is normal with an airspeed of approx. Vref plus any gust
correction. Do not trim the stabilizer during flare or after touchdown.
Shifting the visual sighting point down the runway assists in controlling the pitch attitude
during the flare. A smooth thrust reduction to idle also assists in controlling the natural nose
down pitch change associated with thrust reduction.
Hold sufficient backpressure on the control column to keep the pitch attitude constant.
Do not attempt to extend the flare by increasing pitch attitude in an attempt to achieve a
perfectly smooth touchdown. Do not attempt to hold the nose wheel off the runway.
Typically, the pitch attitude will increase slightly during the actual landing, as the speed
brakes deploy, but avoid over-rotating. Do not increase the pitch attitude after touchdown;
this could lead to a tail strike.
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Ensure thrust levers at idle.
(Disengage autopilot and) control airplane
Verify autothrottle disengaged. manually.
Verify autothrottle disengages automatically.
Verify SPEED BRAKE lever UP. Verify SPEED BRAKE lever UP.
Call “SPEEDBRAKES UP / NOT UP.”
If call: “SPEEDBRAKES NOT UP”: LSP manually pulls the speed brake lever to UP detent
Verify proper autobrake operation.
Monitor engine instruments and announce Without delay, raise reverse thrust levers to
any engine limit being approached, the interlocks, hold light pressure until
exceeded or any other abnormalities. release, and then apply reverse thrust as
required.
Call “1 / 2 / NO REVERSER(S) ____ %”
Call: “100”, “80”, “60”
At 60 knots, reduce reverse thrust to be at
IDLE reverse when reaching taxi speed.
Approaching taxi speed, slowly move the

Verify REV indication extinguished. reverse thrust levers to the full down position.
Prior to taxi speed, disarm the autobrake and

continue manual braking as required. (see
note)
Note: Approaching taxi speed the captain will take control of the airplane by the call:
“MY CONTROLS.”
WARNING: After reverse thrust has been initiated, a full stop landing must be made.
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3.15.27 Thrust Reverser Operation
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3.15.28 Taxi In Procedure - PF and PM
When clear of the active runway and taxi instructions have been received, the first officer
(PM) shall enter them into the CDU scratchpad. The captain (PF) moves the SPEED BRAKE
lever down. The first officer accomplishes the following flow (silently):
Transponder............................................................................................................ Stby/0000
FLAPS................................................................................................................................ UP
Trim................................................................................................................. 6 units nose up
AUTOBRAKE…. .............................................................................................................. OFF
MFD SYS………………………………………………..……Check hydraulic and brake pressure
Standby ADI ..................................................................................................................... OFF
MCP ...................................................................................................................................set
Radar – OFF
Capt FD – OFF
IAS – 100
Altitude – ODD number plus 100
F/O FD – OFF
ENGINE START switches ................................................................................................ OFF
LANDING & STROBE LIGHT switches ............................................................................ OFF
TAXI and RWY TURN OFF LIGHT switches……………………………………………..……..ON
WING and ANTI–ICE switches ......................................................................................... OFF
Turn off wing and engine anti-ice switches before entering the parking area
PROBE HEAT switches.................................................................................................... OFF
APU (if required on captain’s command) ......................................................................START
Minimize fuel consumption – start the APU when appropriate
APU GENERATOR switches (on captain’s command) ....................................................... ON
Note: Before entering apron the first officer will advice that brake pressure and hydraulic
quantity are normal.
Note: Before reaching the parking position switch off taxi and rwy turn-off lights.
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3.15.29 Shutdown Procedure – PF
After the airplane has come to a complete stop, perform the following actions:
Parking brake ..................................................................................................................... Set
Parking brake warning light – Illuminated
Electrical ....................................................................................................................On ____
Verify APU powering busses. If APU is not to be used, connect external power
Start levers ................................................................................................................ CUTOFF
FASTEN BELTS switch .................................................................................................... OFF
PA (captain) ............................................................. “DISARM SLIDES AND OPEN DOORS”
ANTI COLLISION light switch........................................................................................... OFF
At 20% N2 place the ANTI-COLLISION light switch OFF
FUEL PUMP switches ..................................................................................................... OFF
GALLEY POWER switch ....................................................................................... As required
WINDOW HEAT switches ................................................................................................ OFF
WING and ENGINE ANTI–ICE switches ............................................................... Verify OFF
ELECTRICAL HYDRAULIC PUMP switches .................................................................... OFF
RECIRCULATION FAN switches .................................................................................. AUTO
Air conditioning PACK switches............................................................................. As required
APU fuel flow is reduced with both pack switches off.

ISOLATION VALVE switch – OPEN
Engine BLEED air switches................................................................................................ ON
APU BLEED air switch .......................................................................................... As required
Exterior lights ........................................................................................................ As required
AUTO BRAKE select switch ................................................................................... Verify OFF
Flight deck lights......................................................................................................As desired
SPEED BRAKE lever…………………………………….……………………………DOWN detent
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Parking brake ................................................................................................................... SET
It is not necessary to release the parking brake after the chocks are in position, unless
the captain is of the opinion that the brakes are unusually hot, then only for 5 to 10 sec
and reset the parking brake. Inform engineering/services if hot brakes are suspected.
Cabin door.................................................................................................................... Unlock
The PF calls “SHUTDOWN CHECKLIST” *
The PM accomplishes the SHUTDOWN checklist.*
*Note: After parking brakes are set, the F/O resumes PF duties if he/she was the actual
PF.
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3.15.30 Secure Procedure - PF
IRS mode selectors ........................................................….………………………………...... OFF
GALLEY POWER switch ………………………………………………………………………... OFF
EMERGENCY EXIT lights switch .........................…………………………………………...…OFF
Air conditioning PACK switches .......………………………………………..………….……..... OFF
Trim air switch………………………………………………………………………………………OFF
APU switch/GROUND POWER switch ……………………………………………..……… OFF
BATTERY switch ……………………………………………………………………….…….. OFF
PF calls "SECURE CHECKLIST."
PM accomplishes the SECURE checklist.
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3.16 FMA DISPLAYS

3.16.1 FMA Displays – Normal Flight Indications
ACTION / EVENT A/T ROLL PITCH
A/T ARM ARM
TO/GA engaged N1 HDG SEL TOGA
IAS 84 KTS THR HLD HDG SEL TOGA
400 feet, LNAV engaged THR HLD LNAV TOGA
800 feet RA ARM LNAV TOGA
N1 engaged at 1500 feet AGL N1 LNAV MCP SPD
1500 feet, A/P in CMD N1 LNAV MCP SPD
Approaching MCP Altitude MCP SPD LNAV ALT ACQ
MCP Altitude MCP SPD LNAV ALT HLD
Cruise altitude MCP SPD LNAV ALT HLD
Top of Descent RETARD LNAV MCP SPD
Descent ARM LNAV MCP SPD
Selecting heading at altitude MCP SPD HDG SEL ALT HLD

HDG SEL ALT HLD
APP selected MCP SPD
vor / loc g/s
ALT HLD
LOC capture MCP SPD VOR/LOC
g/s
G/S capture MCP SPD VOR/LOC G/S
G/S
< 1300 feet MCP SPD VOR/LOC
flare
50 feet (descending) MCP SPD VOR/LOC FLARE
27 feet (descending) RETARD VOR/LOC FLARE

Landing (A/T disengaged) VOR/LOC G/S
Note 1: Boxed items indicate changes of status from previous.
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3.16.2 FMA Displays – Manual Go-around indications
FMA DISPLAYS GO-AROUND

A/T ROLL PITCH
(A/T and F/D on)ACTION / EVENT
TO/GA engaged G/A TOGA
LNAV
400 feet LNAV or HDG SEL G/A TOGA
HDG SEL
LNAV
Reaching G/A altitude MCP SPD ALT ACQ
HDG SEL
LNAV
At G/A altitude MCP SPD ALT HLD
HDG SEL
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3.17 Standard Callouts
Both crewmembers should be aware of altitude, airplane position and situation.

Avoid casual and nonessential conversation during critical phases of flight, particularly during
taxi, takeoff, approach and landing. Unnecessary conversation reduces crew efficiency and
alertness and is prohibited when below 10,000 feet.
The PM should accomplish callouts based on instrument indications or observations for the
appropriate condition. The PF should verify the condition/location from his instruments and
acknowledge. If the PM does not make the required callout, the PF should make it.
One of the basic fundamentals of the “Crew Coordination Concept” is that each crewmember
must be able to supplement or act as a backup for the other crewmember.
Proper adherence to standard callouts is an essential element of a well-managed cockpit.
These callouts provide both crewmembers required information about airplane systems and
about the participation of the other crewmember. The absence of a standard callout at the
appropriate time may indicate a malfunction of an airplane system or indication, or indicate
the possibility of mental overload or incapacitation of the other crewmember.
When optional EGPWS voice callouts occur during approach, the PF should acknowledge
the electronic callout. If the flight crew does not hear the normally expected electronic voice
callout, the PM should make the callout.
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3.17.1 Standard Callouts Summary
This section introduces the format of standard callouts as used in line operations.
C = Challenge R = Response
CALLOUT
Phase of flight
PM PF
- TAKEOFF -
Prior to spool up “TIMING” C
Min 40% N1 “STABILIZED” C
Selecting “TAKEOFF THRUST SET” R “SET TAKEOFF THRUST” C
TO/GA “INDICATIONS NORMAL”
80 knots “80 KNOTS” (* Note 1) C “CHECK” R
V1 (Wet or Dry) “V1” C
VR “ROTATE” C
Positive climb “POSITIVE RATE” R “GEAR UP” C
- CLIMB -
400’ Radio If applicable “LNAV” (* Note 2) R If applicable “LNAV” C
1,500’ AGL “N1” C “CHECK, COMMAND A/B” as R
appropriate
3,000’ AGL “ R ”BUG UP” C
Accelerating “SPEED CHECKS, FLAPS __” R “FLAPS 1 or UP” C
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CALLOUT
Phase of flight
PM PF
Flaps up “FLAPS UP – NO LIGHTS” C “AFTER TAKEOFF CHECKLIST” R
Cleared to flight “ALTIMETERS” C “STD SET, PASSING ___FEET R
level or passing FOR___FEET”
transition alt.
“AFTER TAKEOFF CHECKLIST C
COMPLETE”
1,000’ to cleared “ONE TO GO” C “CHECK” R
altitude
FL 100 “ALTIMETERS” (* Note 2) C “PASSING fl ___ FOR FL ___, TEN
CHECKS”
When cleared to “CHECK” R “FL ___ SET” three times. (Check C
final cruising level CRZ page, MCP and FLT ALT)
Prior to descent “DESCENT CHECK COMPLETE” R “DESCENT CHECK” C
- DESCENT -
1,000’ to cleared “ONE TO GO” C “CHECK” R
altitude
FL150 / 15,000’ “SEAT BELT SIGN ON” C
Fl 100 / 10,000 “ALTIMETERS” (* Note 2) C “PASSING FL __ FOR FL __, TEN R
CHECKS”
Transition level or “CHECK” R “QNH ____ SET, PASSING ____ FT
when cleared to FOR ____ FT”
an altitude
- APPROACH -
“APPROACH CHECK R “APPROACH CHECK” C
COMPLETE”
EGPWS “2500” “TERRAIN NOTED” C
Flaps up speed ‘SPEED CHECKS, FLAPS 1” R “FLAPS 1” C
Flaps 1 speed ‘SPEED CHECKS, FLAPS 5” R “FLAPS 5” C
When cleared to “CHECK” R “APPROACH ARMED” C
intercept LOC
LOC alive “LOC ALIVE” C “CHECK” R
LOC capture “LOC CAPTURE” C “CHECK, HEADING ____SET.” R
Glideslope alive “GLIDESLOPE ALIVE” C “CHECK” R
“SPEED CHECKS, GEAR DOWN, R “GEAR DOWN, FLAPS 15, LANDING C
FLAPS 15” CHECKLIST TO FLAPS”
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CALLOUT
Phase of flight
PM PF
Glideslope “GLIDESLOPE CAPTURE” C “CHECK, ____ FEET SET” R
capture
“SPEED CHECKS, FLAPS 30” R “FLAPS 30” C
“LANDING CHECKLIST “COMPLETE LANDING

R C
COMPLETE” CHECKLIST”
Outer marker “ALTITUDE CHECKS, FLAGS R “OUTER MARKER ____ FEET, C
/ NO FLAGS” FLAGS / NO FLAGS”
EGPWS “1000” “CHECK” C
500’ to “500” C “CHECK” R
touchdown
EGPWS “PLUS “CHECK” C
HUNDRED”
EGPWS “NO CONTACT” or C “GO–AROUND, FLAPS 15” R
“MINIMUMS” “LIGHTS / RWY IN SIGHT” or “LAND”
-GO-AROUND-
Positive climb “FLAPS 15” R “GO-AROUND, FLAPS 15” C
“GO AROUND THRUST SET” “SET GO-AROUND THRUST”
“GEAR UP”
“POSITIVE RATE.GEAR UP”
400’ radio “LNAV or HDG, SPEED R “LNAV or HDG, FLAPS 5” C
CHECKS, “TUNE RADIOS FOR MISSED
FLAPS 5” APPROACH”
Accelerating “SPEED CHECKS,FLAPS 1” R “FLAPS 1” C
Accelerating “SPEED CHECKS,FLAPS UP” R “FLAPS UP” C
Accelerating “FLAPS UP, NO LIGHTS.” C “CHECK” R
“AFTER TAKEOFF C
CHECKLIST”
Accelerating “AFTER TAKEOFF R “COMMAND A or B” as C
CHECKSLIST COMPLETED” appropriate.
- LANDING -
Landing roll “SPEEDBRAKE UP/NOT UP, C
TWO REVERSERS ____%,
100 KTS, 80 KTS, 60 KTS
(IAS), AUTOBRAKE DISARM”
Note 1: Incapacitation check/Instrument crosscheck

Note 2: Altimeter crosscheck
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3.18 Standard Phraseology
These additional callouts may be required for non-precision approaches or manual flight.
Thrust:
• “SET TAKEOFF THRUST”
• “SET GO-AROUND THRUST”
• “SET MAXIMUM CONTINUOUS THRUST”
• “SET CLIMB THRUST”
• “SET CRUISE THRUST”
Flap Settings:
• “FLAPS UP”
• “FLAPS ONE”
• “FLAPS FIVE”
• "FLAPS FIFTEEN"
• “FLAPS TWENTY-FIVE”
• “FLAPS THIRTY”
• “FLAPS FORTY”
• “FLAPS ____ , GREEN LIGHT”
Airspeed:
• “100 KNOTS”,“80 KNOTS”, “60 KNOTS”
• “V1”
• “ROTATE”
• “SET SPEED_____ KNOTS”
• “SET SPEED to 1, 5, 15”
• “BUG UP”
• “MATCH SPEED” (Manual flight)
AFDS settings:
• “ARM LOCALIZER”
• “ARM APPROACH”
• “AUTOTHROTTLE ENGAGED”
• “AUTOPILOT ____ ENGAGED”
• “MDA SET” or “SET MDA” (Manual flight)
• “GO-AROUND ALTITUDE SET” or “SET GO-AROUND ALTITUDE” (Manual flight)
Flight path deviations:

• “____ DOTS(S) FLY LEFT / RIGHT”
• “____ DOT(S) FLY UP / DOWN”
• “SPEED” (Reference to the fly speed, minus 0 knots and greater than 10 knots.)
• “VERTICAL SPEED” (Less than 300 fpm or greater than 1000 fpm in the last 1000
feet AGL.)
Note: The term “verify” is used to instruct a crewmember to visually confirm the correct
operation of a system. It does not require verbal response from either crewmember.
-o0o-
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3.19 Advisory information
COMMUNICATIONS
Communication during Phases of Flights Capt F/O PM PF
ATC Delivery, Start up clearance X
Contact with ground engineer during push back X

Contact with ground engineer during engine start X
ATC taxi clearance and during taxi X X

ATC during normal flight X
ATC during taxi in X X
ATC during non-normal checklist X

ATC during one engine out flight X
ATC initial call after RTO X

ATC call with intentions after RTO X
Command Cabin Staff to evacuate X
Contact with company on COM2 / HF X

ATC during Capt contact with company X
FMC/CDU PROGRAMMING
FMC/CDU DURING Phases of Flight Capt F/O PM PF
During initial set-up X

Route execute after route check X
During taxi if runway and/or departure changed X X
During normal flight X
During normal flight approach preparation X
During non-normal checklist use by PM X
MCP SETTING
MCP during Phases of Flight Capt F/O PM PF
During initial set-up X

During automatic flight X
During manual flight X
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NORMAL CHECKLIST USE AND SYSTEMS SWITCHING
Normal checklist use during Phases of Flight Capt F/O PM PF
Preflight systems switching X

Preflight preparation Challenge X
Preflight preparation Response x
Before and during engine start systems switching X X

Before and during engine start Challenge X X
Before and during engine start Response X X
During Taxi and before takeoff systems switching X X

During Taxi and before takeoff Challenge X X
During Taxi and before takeoff Response X X
After takeoff systems switching X

After takeoff Challenge X
After takeoff Response X
Descent checklist systems switching X

Descent checklist Challenge X
Descent checklist Response X
Approach checklist systems switching X

Approach checklist Challenge X
Approach checklist Response X
Landing checklist systems switching X

Landing checklist Challenge X
Landing checklist Response X
Taxi in systems switching X X
Parked systems switching X X

Parked checklist Challenge X X
Parked checklist Response X X
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3.20 Boeing 737 Normal Checklist

BEFORE START
*Through Flights
PRELIMINARY FLIGHT DECK PREPARATION....................................................................... COMPLETED

* YAW DAMPER........................................................................................................................................... ON
INSTRUMENT TRANSFER SWITCHES.......................................................................................... NORMAL
* FUEL ..................................................................................................................... ____KGS, ___PUMPS ON
GALLEY POWER....................................................................................................................................... ON
EMERGENCY EXIT LIGHTS ..............................................................................................................ARMED
* PASSENGER SIGNS................................................................................................................................. ON
* WINDOW HEAT......................................................................................................................................... ON
* HYDRAULICS .................................................................................................................................. NORMAL
* AIRCONDITIONING & PRESS ......................................................................ONE PACK, BLEEDS ON, SET
* AUTOPILOTS ..........................................................................................................................DISENGAGED
* INSTRUMENTS ..........................................................................................................................X-CHECKED
ANTISKID................................................................................................................................................... ON
* AUTO BRAKE .......................................................................................................................................... RTO
* SPEED BRAKE ..................................................................................................................... DOWN DETENT
* PARKING BRAKE .....................................................................................................................................SET
STABILIZER TRIM CUTOUT SWITCHES ....................................................................................... NORMAL
* RADIOS, RADAR & TRANSPONDER ......................................................................................................SET
* RUDDER & AILERON TRIMS..................................................................................................FREE & ZERO
*TAKEOFF BRIEFING ..................................................................................................................DISCUSSED
PA ................................................................................................................................................ COMPLETE
*PAPERS ........................................................................................................................................ON BOARD
*FMC/CDU ..................................................................................................................................................SET
N1 & IAS BUGS & STAB TRIM .................................................................................................................SET
* FLIGHT DECK WINDOWS & COCKPIT DOOR ...............................................................................LOCKED
* DOORS .............................................................................................................................................CLOSED
----------------------------------------------------- CLEARED FOR START-------------------------------------------------------
* AIRCONDITIONING PACKS.................................................................................................................... OFF
* ANTICOLLISION LIGHT ............................................................................................................................ ON
* PARKING BRAKE ................................................................................................................... AS REQUIRED
AFTER START
ELECTRICAL ................................................................................................................... GENERATORS ON

PITOT HEAT .............................................................................................................................................. ON
ANTI-ICE................................................................................................................................. AS REQUIRED
AIR CONDITIONING..................................................................................PACKS AUTO, BLEEDS ON, FLT
ISOLATION SWITCH .............................................................................................................................AUTO
APU......................................................................................................................................... AS REQUIRED
START LEVERS .................................................................................................................... IDLE DETENT
BEFORE TAKE-OFF
RECALL ........................................................................................................................................ CHECKED

FLIGHT CONTROLS ..................................................................................................................... CHECKED
FLAPS .............................................................................___ REQUIRED, ___ SELECTED, GREEN LIGHT
STABILIZER TRIM .................................................................................... ___ REQUIRED, ___ UNITS SET
TAKE-OFF BRIEFING.................................................................................................................. REVIEWED
CABIN ...............................................................................................................................................SECURE
-------------------------------------------------- CLEARED FOR TAKE-OFF ----------------------------------------------------
ENGINE START SWITCHES................................................................................................................ CONT
AUTO THROTTLE ..............................................................................................................................ARMED
MCP ..........................................................................................................................................................SET
TRANSPONDER................................................................................................................................. TA / RA
LANDING- & STROBE LIGHTS ................................................................................................................. ON
RETRACTABLE LIGHTS ........................................................................................................................... ON
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AFTER TAKE-OFF
AIR CONDITIONING & PRESSURIZATION .......................................................................CHECKED & SET

ENGINE START SWITCHES.................................................................................................. AS REQUIRED
LANDING GEAR ............................................................................................................................ UP & OFF
AUTO BRAKE .......................................................................................................................................... OFF
FLAPS................................................................................................................................... UP, NO LIGHTS
ALTIMETERS............................................................................................................................................SET
DESCENT
ANTI-ICE................................................................................................................................. AS REQUIRED
AIR CONDITIONING & PRESSURIZATION .............................................................................................SET
APPROACH BRIEF & FUEL .......................................................................................................DISCUSSED
N1, IAS & ALT BUGS..........................................................................................................CHECKED & SET
APPROACH
ALTIMETERS & INSTRUMENTS .................................................................................. SET & X–CHECKED

APPROACH AIDS...............................................................................................................CHECKED & SET
STANDBY ADI ..........................................................................................................................................SET
LANDING
ENGINE START SWITCHES................................................................................................................ CONT

RECALL ......................................................................................................................................... CHECKED
SPEED BRAKE ........................................................................................................ ARMED, GREEN LIGHT
LANDING GEAR .............................................................................................................. DOWN, 3 GREENS
AUTO BRAKE ..................................................................................................................................____ SET
FLAPS........................................................................................................................... ____, GREEN LIGHT
LANDING LIGHTS ..................................................................................................................................... ON
SHUTDOWN
FUEL ...........................................................................................................................................PUMPS OFF

* ELECTRICAL .................................................................................................................................... ON ____
* FASTEN BELTS....................................................................................................................................... OFF
* WINDOW HEAT....................................................................................................................................... OFF
* PROBE HEAT .......................................................................................................................................... OFF
* ANTI-ICE.................................................................................................................................................. OFF
* ELECTRICAL HYDRAULIC PUMPS........................................................................................................ OFF
* AIR CONDITIONING.........................................................................___ PACK(S)AUTO/ OFF, BLEEDS ON
* EXTERIOR LIGHT .................................................................................................................. AS REQUIRED
* ANTICOLLISION LIGHT .......................................................................................................................... OFF
* ENGINE START SWITCHES .................................................................................................................. OFF
* AUTO BRAKE .......................................................................................................................................... OFF
* SPEED BRAKE ..................................................................................................................... DOWN DETENT
* FLAPS................................................................................................................................... UP, NO LIGHTS
* PARKING BRAKE .....................................................................................................................................SET
* START LEVERS .............................................................................................................................. CUTOFF
* WEATHER RADAR.................................................................................................................................. OFF
* TRANSPONDER.............................................................................................................................STANDBY
COCKPIT DOOR..........................................................................................................................UNLOCKED
SECURE
IRS MODE SELECTORS......................................................................................................................... OFF

GALLEY POWER.................................................................................................................... AS REQUIRED
EMERGENCY EXIT lights........................................................................................................................ OFF
AIRCONDITIONING PACKS.................................................................................................................... OFF
APU / GROUND POWER.........................................................................................................................OFF
BATTERY ……………………………………………………………………………………………………… …OFF
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4.0 NON-NORMAL PROCEDURES
4.1 Introduction
During non-normal operation it is advised to fly the airplane with an autopilot in command.
However, care MUST be taken that the A/P performs correctly.
The attention of the PF shall not be distracted unnecessarily, as his main task is to fly the
airplane.
The PF shall, however, be kept informed on the progress of the non-normal procedure.
The non-normal procedures must be completed before initiating the approach (with the
exception of the deferred LANDING CHECKLIST).
Non-normal system conditions can be indicated by:

• Master Cautions , Fire Warning , red , amber or bright blue lights. Be aware
that Blue lights will not cause a master caution light!
• Abnormal indications.
• Abnormal operation of lever(s), handle(s) or switch(es).
• Abnormal environmental conditions (smoke, smell, cabin pressure loss).
Execute procedures in sequence of the following priorities:

• Recall items.
• Non-Normal Checklist (NNC).
• Normal checklist (if applicable).
• Check circuit breakers if applicable.
• Non-normal system procedures.
• Gather information: weather, runways in use & their condition, approaches.
• Assess fuel state to calculate time to land.
• Landing (and/or weather minima) performance due to unserviceable equipment.
The captain determines further course of action.

• Make a plan.
• Brief the plan to F/O.
• Communicate the plan: NITS to purser, inform ATC & Ops.
• PA to passengers.
4.2 Non-normal Crew Co-ordination Procedure

• If a non-normal situation occurs the PF should call “State the failure”.
• The PM then analyses the problem, clearly calling what he/she sees so that PF
can verify it, while still flying the airplane.
• Both pilots agree on the nature of the failure and PF decides if there are any
RECALL items or not. PM will confirm this.
• If there are RECALL items PF will command “Recall Items for ….” and each pilot
will carry out their respective duties (e.g. Emergency Descent). Normally it will be
PM who does all the Recalls while PF flies the airplane and verifies that the Recall
actions are correct.
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• If there are no Recall items, the crew will complete the task at hand, e.g. takeoff
procedure. When the flaps are UP & no lights, PF will call “NNC, Chapter XYZ,
ABC. E.g. “NNC, Electrics, Bus Off”.
• The PF commands: “Non-Normal Checklist for …….” (see note)
The PM performs the Non-normal Checklist and confirms completion by calling:
“Non-Normal Checklist for …… completed”.
It is highly recommended airmanship, that after the call of “NNC XYZ complete”
you check the Recall system. This will tell you the state of the airplane and
prevent the presence of any undetected malfunctions when you press Recall on
approach, AND alert you to any multiple failures, which still need addressing.
Irreversible actions in flight and/or actions that can affect the performance and/or
flight path (engine shutdown, etc.) may only be performed after consulting the
other pilot.
Note: Contrary to the standard Boeing procedure, RYR requires the PM to reduce
the thrust lever following an engine failure/fire in flight.
• During takeoff after V1 the Master Fire Warning/Caution Light should be reset
without delay and further identification of the problem should take place after Gear
Up selection, and above 400’ AGL. Then press Recall to identify the master
caution.
(This ensures attention only to the safe rotation of the airplane into flight).
Note: The command “Non Normal Checklist for …….“ shall not be given until clear of
obstacles and if possible, in clean configuration.
When performing NNC procedures, in principle the PF will take over ATC communications by
calling: “My R/T”. ATC must be informed as soon as possible about the consequences of a
Non-normal situation, especially if a deviation from the cleared flight path is required.
4.3 Non-normal Checklist Use
In a non-normal situation, at the direction of the PF, both crewmembers systematically and
without delay accomplish all recall items in their area of responsibility.
The PF calls for the non-normal checklist when:

The flight path is under control;
The airplane is not in a critical stage of flight (such as take-off or landing);
Clear of obstacles and, if possible, in clean configuration;
All Recall Items are complete.
Reading the non-normal checklist use the “challenge – response – response” method.
Checklist reference items, including the response or action, are read aloud by the PM with
appropriate action being taken by the crewmember in whose area of responsibility each
control is located. After positioning the control, the crewmember taking the action again
states the checklist response again.
For those checklists containing only Recall items, or a combination of recall and reference
items, the PM first verifies that each Recall item has been accomplished. The checklist is
normally read aloud during such verification, but the PF is NOT required to respond except
for items that are not in agreement with the checklist.
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Conditions should be read aloud and both crewmembers confirm that the correct NNC is
being used. Notes in bold type should be read aloud. Notes in faint type should be read by
PM before the action is performed. They give normally information about the action. If PF
needs to know, then read it aloud.
The PF is to be made aware when deferred items exits. Accomplishment of such items
may be delayed until the appropriate point during approach or landing.
When the PF calls for the Landing checklist within a NNC, the PM reads the challenge
AND the response. The PF verifies that the item is accomplished and answers “the
response”.
The following symbol shows that the checklist is complete:

Each non-normal checklist has a checklist complete symbol at the end.
The checklist complete symbol can also be in the body of the checklist. This occurs only
when a checklist divides in two or more paths. Each path can have a checklist complete
symbol. The checklist complete symbol shows at the end of the applicable path. The crew
need not continue the checklist at that point.
Following completion of each non-normal checklist, the PM states: “NON-NORMAL

CHECKLIST FOR _____ COMPLETED”. When a non-normal checklist is complete except
for the deferred items, the PM states: “NON-NORMAL CHECKLIST FOR ______
COMPLETED EXCEPT DEFERRED ITEMS”.
-o0o-
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4.4 Boeing 737 Non-normal Procedures – Specific Cases
4.4.1 Pilot Incapacitation
Pilot incapacitation occurs more frequently than any other routinely trained emergency. It has
occurred in all age groups and during all phases of flight. Incapacitation occurs in many
forms ranging from sudden death to subtle, partial loss of mental or physical performance.
Subtle incapacitations are the most dangerous and they occur the most frequently.
The key to early recognition of pilot incapacitation is the regular use of the “crew concept” of
flight deck operation. Proper crew co-ordination involves checks and crosschecks using
verbal communications. Adherence to standard operating procedures and standard profiles
will aid in detecting a problem.
If a crewmember does not follow SOP’s, does not correct excessive deviations in profile, or
does not respond to SOP calls or checklists, a form of incapacitation should be suspected. It
might be a subtle form and further investigation should be made. If necessary take control
and ask for assistance from the cabin crew. Once you have a conclusion about the situation
make a plan. It may require an immediate diversion and a minimum of a PAN call is required.
4.4.2 Rejected Take-off
The rejection of a takeoff at high speed can be extremely hazardous, especially when
runway length and/or conditions are critical.
Therefore the takeoff should only be rejected in case the continuation is considered less
safe.
The decision to reject may only be made before V1.
The decision to reject will normally be made by the captain.
The F/O can advise of any non-normal.
The rejection of a takeoff is initiated by the captain calling: “ABANDON”.

In situations when the captain decides to continue, the captain will call: “KEEP GOING.”
Once the rejection is initiated, it must be completed.
In order not to distract the attention of the crew during the rejection, no information about the
reason to reject will be given until the airplane has come to a full stop and parking brake set.
REASONS TO REJECT THE TAKEOFF
Reject prior to 80 knots Reject above 80 knots

• System failure • Fire warning
• Unusual noise or vibration • Engine failure
• Tire failure • Predictive windshear warning
• Abnormal acceleration • Airplane unsafe or unable to fly
• Engine failure
• Fire warning
• Configuration warning
• Predictive windshear warning
• Airplane unsafe or unable to fly
• Significant bird hazard
• Blocked runway
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REJECTED TAKE-OFF PROCEDURE
CAPTAIN FIRST OFFICER

Call “ABANDON” and take control of the Verify all items for the reject have been
airplane actioned by the captain and call any
omissions
Close thrust levers and disengage A/T
RTO braking or full manual braking as required Note the brake on speed
Raise SPEED BRAKE lever Call “100, 80 and 60 ”(IAS)
Apply maximum reverse thrust consistent with If AUTOBRAKE DISARM light illuminates,
runway conditions call: “AUTOBRAKE DISARM”
Alternating red and white runway lights call
Stop airplane on runway centerline or consider “900 meters,” steady red lights call “300
turning into the wind if the takeoff was rejected meters” of runway remaining
due to fire warning
Set parking brake

Select flaps 40
When parking brake is set, inform ATC

including information on airplane position
Command appropriate actions. Perform recall items (if applicable).

Inform ATC; request assistance when Perform Non-Normal procedures
considered necessary.
Evaluate the situation and decide on further
actions. *
Note: The Cabin Service Supervisor (CSS) calls the flight deck using the interphone. It is
important for the captain to establish communications at this point.
* Further actions could mean evacuation of the airplane or if no further emergency situation
exist, vacating the runway. If the airplane cannot move under its own power, start APU,
shut down engines and, if clear of the active runway, switch off Anti Collision and Strobe
Lights. Request technical assistance, stairs and chocks, tow truck etc.
-o0o-
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4.4.3 Engine Failure in Flight
For this course we will only practice a deliberate engine shutdown (because of fire or low oil
pressure etc) rather than experiencing a sudden unexpected failure or thrust loss.
Under instrument conditions the instrument scan is centered on the PFD (Primary Flight
Display). Roll is usually the first indication of an asymmetric condition. Roll control (ailerons)
should be used to hold the wings level or maintain the desired bank angle.
Stop the yaw by smoothly applying rudder at the same rate that thrust changes. When the
rudder input is correct, very little control wheel displacement is necessary. Refine the rudder
input as required and trim the rudder so that the control wheel remains approx. level.
Note: Pilots should be aware that, ideally, the rudder should be the sole asymmetry
compensator during one engine out flying.
When the rudder is trimmed to level the control wheel, the airplane maintains heading. A
small amount of bank towards the operating engine may be noticeable. The slip/skid
indicator (on PFD below the bank angle pointer) will be displaced slightly toward the
operating engine.
If the airplane is trimmed with too much control wheel displacement, full lateral control is not
available and spoilers on one wing may be raised, increasing drag.
Make turns at a constant airspeed and hold the rudder displacement constant. Do not
attempt to coordinate rudder and lateral control in turns. Rudder pedal inputs will produce roll
due to yaw and induce the pilot to counter his own rudder oscillations with opposite control
wheel.
This figure shows correct and incorrect use of the rudder.
If an engine is shut down with the autopilot engaged, manually position the rudder to approx.
center the control wheel and add thrust. Trim the rudder to relieve rudder pedal pressure.
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REMEMBER: MAINTAIN CONTROL OF HEADING, SPEED AND ALTITUDE.

In other words: “Fly the airplane”.
The airplane is approved for flight director or single autopilot operations to CAT 1 minimums
with an engine inoperative if the airplane is trimmed for the condition.
Approach and landing flap configurations are the same for an autopilot or manually flown
engine out approach. Do not use the autothrottle.
AFDS system management is the same as in the normal ILS approach.

Flight director and/or autopilot may be used (strongly advised).
Intercept the localizer with flaps 5 at flaps 5 maneuvering speed. When the glide slope is one
dot to go, lower the landing gear and extend flaps to 15. Decelerate to Final Approach Speed
(FAS) in level flight.
An autopilot approach may be accomplished to minimums (not lower than CAT 1).
During autopilot approaches the pilot must control yaw during the entire approach.
Minimize thrust lever movements to reduce both asymmetry and speed changes.
Airplane configuration changes require little thrust change until capturing the glideslope.
Use rudder pedal pressure, followed by rudder trim to maintain an in-trim condition. A
centered control wheel indicates in trim.
The use of dual autopilots with an engine inoperative is not authorized.
Landing with an engine inoperative is virtually the same as landing with both engines
operating.
Do not remove rudder trim prior to landing and counteract yaw because of thrust reduction in
the flare.
During the landing on one engine and with flaps 15 the pitch attitude will be higher than
during landing with both engines operating.
In fact, the pitch attitude is perfect for touchdown. To reduce the sink rate for touchdown
increase pitch attitude with just a degree. Do not let the airplane start to float because of a
too high pitch attitude. Immediately after main gear touchdown land the nose wheel.
Select idle reverse on both engines and continue to full reverse on the operating engine
(within directional control).
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4.4.4 On Ground Emergency
• The captain stops the airplane, sets parking brake and calls “ANALYSE.”
• F/O selects flaps 40.
CAPTAIN FIRST OFFICER

Both crewmembers analyze
Command appropriate actions.
Perform recall items (if applicable).
Inform ATC; request assistance when Note: With engine fire on the ground, discharge
considered necessary. both bottles one after the other into the
same engine without waiting 30secs.
Evaluate the situation and decide on
further actions. * Perform Non-Normal procedures
* Further actions could mean evacuation of the airplane or if no further emergency situation
exist, proceed to a gate or to the apron. If the airplane cannot move under its own power,
start APU, shut down engines, and if clear of the active runway, switch off Anti Collision
and Strobe Lights. Request technical assistance, stairs and chocks, tow truck etc.
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5.0 Boeing 737 Non-normal Checklist – Specific Cases
5.1 Air Systems
BLEED TRIP OFF
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:
PACK SWITCH (affected side) ........................................................................... OFF
[Causes operating pack to regulate to high flow in flight with flaps up.]
Avoid icing conditions.

If the BLEED TRIP OFF light extinguishes:
WING ANTI-ICE ..................................................................................AS REQUIRED

DUAL BLEED
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

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OFF SCHEDULED DESCENT
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 the airport of departure:
No crew action required.
If not landing at airport of departure:
FLIGHT ALTITUDE INDICATOR .....................................................................RESET
Reset to actual airplane altitude.

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PACK TRIP OFF
Condition: A PACK TRIP OFF light illuminated indicates the related pack valve
closed due to temperature exceeded limits.
TEMPERATURE SELECTOR ……………………………………. WARMER TEMPERATURE
[Reduces the workload 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 both PACK TRIP OFF lights remain illuminated:
DESCENT …………………………………………………………………. ACCOMPLISH
Monitor cabin altitude and rate. Descend to lowest safe altitude or

10000 feet whichever is higher.
At level off:
AIRSPEED …………………………………………….… 210 KNOTS MAXIMUM
[Flight deck and cabin temperature may increase rapidly below 290
knots]
PRESSURIZATION MODE SELECTOR …………………………………... MAN
OUTFLOW VALVE SWITCH ………………………………………. FULL OPEN
[Increases aircraft ventilation]
If flight deck and cabin temperatures are excessively warm:
FLIGHT DECK DOOR …………………………………………………….... OPEN
[Improves flight deck ventilation]
CABIN LIGHTING ……………………………………………………………... DIM
IN-FLIGHT ENTERTAIMENT SYSTEMS …………………………………... OFF
FLIGHT DECK AND CABIN WINDOW SHADES …………………… CLOSED
GALLEY POWER ……………………………………………………………… OFF

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WING-BODY OVERHEAT
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:
APU BLEED AIR SWITCH (if APU running)………………………………………. OFF
[Stops the flow of bleed air from the APU to the left side pneumatic ducting]
If the light remains illuminated:
APU SWITCH …………………………………………………………………. OFF
Do 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 REQUIRED

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5.2 Electrical
DRIVE
Condition: A generator 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 (if available) ..................................................................................... START & ON BUS

SOURCE OFF
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 (if available) ......................................................................... START & ON BUS

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5.3 Engines, APU
ABORTED ENGINE START
Condition: During a ground start, an abort engine start condition occurs.
ENGINE START lever ............................................................................................ CUTOFF
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
Motor the engine for 60 seconds.
ENGINE START SWITCH ............................................................................. OFF

APU FIRE
Condition: Fire is detected in the APU.
APU FIRE SWITCH .................................................................... PULL, ROTATE and HOLD
Rotate to the stop and hold for 1 second.
APU SWITCH .................................................................................................................. OFF
If the APU fire switch remains illuminated:
Plan to land at the nearest suitable airport.

Ground Training
Page 120 of 130
ENGINE FAILURE/SHUTDOWN
Condition: Loss of thrust on an engine as indicated by the engine indicators, or

abnormal engine indications.
Accomplish an engine shutdown only when flight conditions permit.
AUTOTHROTTLE ……………………………………………………………………. 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 (if available) ……………………………………………………………… START & ON BUS
PACK SWITCH (affected side) ……………………………………………………………..… OFF
[Causes operating pack to regulate to high flow in flight with flaps up]
FUEL …………………………………………………………………………………….... BALANCE
TRANSPONDER MODE SELECTOR ………………………………………………………..… TA
[Prevents climb commands which can exceed single engine performance

capability]
If wing anti-ice is required:
ISOLATION VALVE SWITCH ……………………………..……………………. AUTO
Accomplish the ONE ENGINE INOPERATIVE LANDING checklist.

Ground Training
Page 121 of 130
ENGINE FIRE, SEVERE DAMAGE

OR SEPARATION
Condition: Fire is detected in the associated engine; severe damage which may be
associated with airframe vibration and/or abnormal engine indications has
occurred; or the engine has separated.
AUTOTHROTTLE (if engaged) ....................................................................... DISENGAGE
[Allows thrust levers to remain where manually positioned.]
THRUST LEVER....................................................................................................... CLOSE
[Assists in recognition of the affected engine.]
ENGINE START LEVER......................................................................................... CUTOFF
ENGINE FIRE WARNING SWITCH ............................................................................ PULL
To 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 R
Rotate 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 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.
ISOLATION VALVE SWITCH ..................................................................................... CLOSE
Ground Training
Page 122 of 130
Continued from previous page
PACK SWITCH (affected side) ....................................................................................... OFF
APU BLEED AIR SWITCH .............................................................................................. OFF
APU (if available) ..................................................................................... START & ON BUS
FUEL BALANCE
TRANSPONDER MODE SELECTOR.................................................................................TA
[Prevents climb commands which can exceed single engine performance capability.]
If wing anti–ice is required:
ISOLATION VALVE SWITCH (after fire has been extinguished) ................... AUTO
Accomplish the ONE ENGINE INOPERATIVE LANDING checklist when appropriate.

Ground Training
Page 123 of 130
ENGINE LOW OIL PRESSURE
Condition: Engine oil pressure is in yellow band with takeoff thrust set, LOW OIL
PRESSURE light illuminated, or engine oil pressure is at or below the
redline.
If engine oil pressure is in the yellow band with takeoff thrust set:
Do not take off.

If engine oil pressure is at or below the redline:
Accomplish the ENGINE FAILURE/SHUTDOWN checklist.

ENGINE OIL FILTER BYPASS
Condition: The engine OIL FILTER BYPASS light illuminated indicates an impending
bypass of the scavenge oil filter.
AUTOTHROTTLE (if engaged) ………………………………………………….…. DISENGAGE
[Allows thrust lever to remain where manually positioned]
THRUST LEVER …………………………………………………………………………... RETARD
Retard until the OIL FILTER BYPASS light extinguishes or thrust lever is
closed.
If the OIL FILTER BYPASS light extinguishes:
Operate the engine at reduced thrust to keep the light extinguished.

If the OIL FILTER BYPASS light remains illuminated:
Accomplish the ENGINE FAILURE/SHUTDOWN checklist.

Ground Training
Page 124 of 130
ENGINE OVERHEAT
Condition: The ENG OVERHEAT light illuminated indicates an overheat is detected on

the related engine.
AUTOTHROTTLE (if engaged) ....................................................................... DISENGAGE
[Allows thrust levers to remain where manually positioned.]
THRUST LEVER....................................................................................................... CLOSE
[Assists in recognition of the affected 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.

Ground Training
Page 125 of 130
ONE ENGINE INOPERATIVE

LANDING
Condition: Landing must be accomplished with one engine inoperative.
Plan a flaps 15 landing.
Set VREF 15.
Maintain VREF 15 + 5 minimum on final approach to assure adequate maneuver

margin and speed for go-around.
-----------------------------------------------DEFERRED ITEMS -------------------------------------------------
==> DESCENT
RECALL ................................................................................................................ CHECKED
ANTI-ICE ....................................................................................................... AS REQUIRED
Use engine anti–ice on the operative engine only.
AUTOBRAKE .............................................................................................................. _____
GROUND PROXIMITY FLAP INHIBIT SWITCH ............................................. FLAP INHIBIT
LANDING DATA .......................................................................... VREF 15, MINIMUMS ____
APPROACH AIDS ..................................................................................... CHECKED & SET
APPROACH BRIEF & FUEL ..............................................................................DISCUSSED
N1, IAS & ALT BUGS ................................................................ CHECKED & SET, VREF 15
GO-AROUND PROCEDURE .................................................................................... REVIEW
Accomplish normal go–around procedure except:

• Use flaps 1
• Maintain VREF 15 + 5 to flap retraction altitude
• Limit bank angle to 15 degrees until reaching VREF 15 + 15 or minimum
maneuver speed
• Accelerate to flaps 1 maneuvering speed prior to flap retraction.
Ground Training
Page 126 of 130
Continued from previous page
-----------------------------------------------DEFERRED ITEMS -------------------------------------------------

==> APPROACH
ALTIMETERS ............................................................................................................. _____

-----------------------------------------------DEFERRED ITEMS -------------------------------------------------
==> LANDING
ENGINE START SWITCH (operating engine) ............................................................. CONT
SPEEDBRAKE .......................................................................................................... ARMED
LANDING GEAR.......................................................................................................... DOWN
AUTOBRAKE ..........................................................................................................____ SET
FLAPS ...................................................................................................... 15, GREEN LIGHT

START VALVE OPEN
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
PACK SWITCH (affected side) ........................................................................... OFF
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

Ground Training
Page 127 of 130
5.4 Flight Controls
SPEED BRAKE DO NOT ARM
Condition: 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.

YAW DAMPER
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......................................................................................... OFF
Do not exceed flaps 30 if crosswind exceeds 30 knots.

Ground Training
Page 128 of 130
5.5 Hydraulics
HYDRAULIC PUMP LOW

PRESSURE
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]

HYDRAULIC PUMP OVERHEAT
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]

Ground Training
Page 129 of 130
5.6 Evacuation
EVACUATION
Condition: Evacuation is needed.
On the captain’s command, simultaneously accomplish individual checklist items.
CAPTAIN
PARKING BRAKE ..........................................................................................................SET
SPEED BRAKE LEVER ............................................................................................ DOWN
[Prevents possible interference or injury to passengers evacuating through the overwing

escape hatches.]
ENGINE START LEVERS (Both) ........................................................................... CUTOFF
If time allows, verify that the flaps are 40 before the engine start levers are
moved to CUTOFF.
EVACUATION ........................................................... ADVISE THE CABIN TO EVACUATE
ENGINE and APU FIRE SWITCHES (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.
FIRST OFFICER
FLAP LEVER .....................................................................................................................40
[Aids in evacuating passengers over the wing.]
PRESSURIZATION MODE SELECTOR ........................................................................MAN
OUTFLOW VALVE .....................................................................................................OPEN
Hold until the outflow valve is fully open
TOWER.................................................................................................................... NOTIFY

Ground Training
Page 130 of 130

MCC Study Guide February 2009

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MCC Study Guide February 2009

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What is the objective of the MCC training?

What is the objective of the MCC training?

What does the course curriculum include?

What does the course curriculum include?

Study Guide

Boeing 737 600-900 Multi Crew

INTENTIONALLY LEFT BLANK

PART 1.1 GENERAL

Training Manual B737-800 MCC © CAE Issue date: July 2008

PART 1.1 GENERAL

The complete array of course parts consists of the following modules:

THEORETICAL KNOWLEDGE TRAINING

Theoretical knowledge instruction consists of:

• Stand-up Instruction lectures on MCC theory 16.00 hrs

Simulator training consists of:

• 5 Pre-flight Briefings of 1:30 hrs each 7.30 hrs

Training Manual B737-800 MCC © CAE Issue date: July 2008

PART 1.1 GENERAL

COURSE DOCUMENTATION AND CONTENTS

• Part 1 General Training

COURSE SUPPORTING DOCUMENTS

• ‘Welcome to CAE’ booklet

INDIVIDUAL TRAINEE DOCUMENTS

Training Manual B737-800 MCC © CAE Issue date: July 2008

PART 1.1 GENERAL

Training Manual B737-800 MCC © CAE Issue date: July 2008

PART 4.1 MCC THEORY

PART 4.1 MCC THEORY

INTENTIONALLY LEFT BLANK

PART 4.1 MCC THEORY

1. The Shell Model...................................................................................................................1

Training Manual B737-800 MCC © CAE Issue date: January 2007

PART 4.1 MCC THEORY

INTENTIONALLY LEFT BLANK

Training Manual B737-800 MCC © CAE Issue date: January 2007

PART 4.1 MCC THEORY

1. The Shell Model

Training Manual B737-800 MCC © CAE Issue date: January 2007

PART 4.1 MCC THEORY

1.2. Liveware-Hardware Interaction.

Some Liveware-hardware interface skills are scanning, detection, cockpit adjustment,

Improved designs have tried to reduce those Liveware-Hardware errors.

Training Manual B737-800 MCC © CAE Issue date: January 2007

PART 4.1 MCC THEORY

1.3. Liveware-Software Interaction.

1.4. Liveware-Environment Interaction.

Training Manual B737-800 MCC © CAE Issue date: January 2007

PART 4.1 MCC THEORY

1.5. Liveware-Liveware Interaction.

Following skills should be developed for effective liveware-liveware interactions :

During your MCC course we will focus on all those skills.

Training Manual B737-800 MCC © CAE Issue date: January 2007

PART 4.1 MCC THEORY

• Regulating information flow.

• Directing and co-ordinating crew activities

Training Manual B737-800 MCC © CAE Issue date: January 2007

PART 4.1 MCC THEORY

2.1. Airmanship – The Human Loop.

High people Orientation