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UAL B737 Study Course > 737 FM Warning / Caution Statements > Flashcards

737 FM Warning / Caution Statements Flashcards

REV 12 APR 24

1
Q

WARNING: Used when operating procedures, techniques, etc., could
result in personal injury or loss of life, if not carefully
followed. Presented in bold/italic.

A

0.10.6
Introduction
Flight Manual User Guide

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2
Q

WARNING: In determining the safest course of action, troubleshooting
may cause further loss of system function or system
failure (i.e., taking steps beyond published non-normal
checklist steps). Consider troubleshooting only when
completion of the published non-normal checklist results
in an unacceptable outcome. All troubleshooting should
be coordinated with TOMC.

A

0.30.2
Introduction
Non-Normal Operations

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3
Q

WARNING: Do not rely on airframe visual icing cues to activate engine
anti-ice. Delaying the use of engine anti-ice until ice build
up is visible from the flight deck may result in severe
engine damage. Use the temperature and visible moisture
criteria specified in this section.

A

1.30.4
Limitations
System Limits and Parameters

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4
Q

WARNING: Do not operate the KA GND TX ENABLE switch in the
OVERRIDE position or the WIFI COMM ENABLE /
BROADBAND SYSTEM switch in the ON position during
deicing, when maintenance is being performed in the
vicinity of the Wi-Fi radome, [MAX taxiing under a
skybridge] or in a hangar due to the presence of radio
frequency (RF) energies. Failure to follow this precaution
can cause personnel injury.

A

1.30.12
Limitations
System Limits and Parameters

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5
Q

WARNING: Do not reset a tripped fuel pump or fuel pump control
circuit breaker.

A

1.30.23
Limitations
System Limits and Parameters

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6
Q

WARNING: Do not allow anyone to touch or attempt to disarm a
suspect device until directed by checklist or qualified
explosive device personnel.

A

2.05.3
Non-Normals
Unannunciated

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7
Q

WARNING: To avoid possible detonation of a confirmed altitudesensitive
bomb, do not increase cabin altitude in an
attempt to reduce pressure differential.

A

2.05.6
Non-Normals
Unannunciated

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8
Q

WARNING: Do not allow the airspeed to decrease below the top of
the amber minimum maneuvering airspeed band under
any circumstances.

A

2.70.20
Non-Normals
Engines, APU

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9
Q

WARNING: In determining heading, ensure traffic separation, then
follow appropriate route or terrain escape procedure.

A

2.70.20
Non-Normals
Engines, APU

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10
Q

Cargo Fire
WARNING: Inform ground personnel NOT to open any
cargo door until all passengers and crew have
exited the aircraft and fire fighting equipment
is nearby.

A

2.80.15
Non-Normals
Fire Protection

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11
Q

Instrument Switching
WARNING: If all navigation information displays are connected to a
single source, a failure of this type can be extremely
difficult to identify.

A

2.100.12
Non-Normals
Flight Instruments, Displays

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12
Q

Landing Gear Lever Jam in Up Position
WARNING: Do not use alternate nose wheel steering because the
landing gear may retract on the ground.

A

2.140.11
Non-Normals
Landing Gear

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13
Q

WARNING: If the pitch mode changes from VNAV (e.g., LVL CHG, V/S),
ensure the MCP altitude window is set for the next
restriction.

A

3.10.5
Normals
General

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14
Q

WARNING: Improper pitch mode usage other than VNAV above FL 250
may produce momentary flight outside the flight envelope.

A

3.10.5
Normals
General

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15
Q

INITIAL PREFLIGHT PROCEDURE
WARNING: Do not activate any system or move any airplane control
while maintenance or deicing is in progress. If system
controls are found out of the normal configuration, verify
personnel are not currently performing maintenance or
deicing.

A

3.20.2
Normals
Preflight

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16
Q

WARNING: Do not operate the KA GND TX ENABLE switch in the
OVERRIDE position or the WIFI COMM ENABLE/
BROADBAND SYSTEM switch in the ON position during
deicing, when maintenance is being performed in the
vicinity of the Wi-Fi radome, [MAX taxiing under a
skybridge] or in a hangar due to the presence of radio
frequency (RF) energies. Failure to follow this precaution
can cause personnel injury.

A

3.20.5
Normals
Preflight

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17
Q

WARNING: The RVSM-critical areas are identified by corner markings
surrounding the area near the static ports on the fuselage.
Within the RVSM-critical area, pay particular attention for
any damage or obstruction to the airplane’s surface that
may disrupt airflow. Water rundown after snow removal
can freeze immediately forward of static ports and cause
an ice buildup which disturbs airflow over the static ports
resulting in erroneous static readings even when static
ports are clear. Missing paint in the RVSM-critical area is
acceptable. Any other form of damage, to include paint
damage (e.g., peeling, blistering), is not acceptable unless
properly inspected and noted in the maintenance
paperwork as a carried forward or deferred item.

A

3.20.9
Normals
Preflight

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18
Q

WARNING: If flap lever is in any position other than UP, before
moving the flaps ensure maintenance is not being
performed and visually ensure ground personnel and
equipment are clear.

A

3.20.23
Normals
Preflight

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19
Q

WARNING: Ensure that the stabilizer trim wheel handles are stowed
before using electric trim to avoid personal injury

A

3.20.24
Normals
Preflight

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20
Q

WARNING: Do not key HF radio while airplane is being fueled, as fire
may result. Do not transmit on the HF system when
boarding or servicing the airplane. Electric shock is
possible to persons within 6 feet of airplane skin or when
in contact with jetway, airstairs, or ladders connected to
airplane.

A

3.20.28
Normals
Preflight

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21
Q

WARNING: In order to have manually entered planned data
overwritten with final performance data, all subsequent
PERF INIT uplinks must be accepted.

A

3.20.29
Normals
Preflight

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22
Q

WARNING: Do not put objects between the seat and the aisle stand.
Injury can occur when the seat is adjusted.

A

3.20.29
Normals
Preflight

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23
Q

WARNING: Do not put objects between the seat and the aisle stand.
Injury can occur when the seat is adjusted.

A

3.20.36
Normals
Preflight

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24
Q

FINAL PREFLIGHT PROCEDURE
WARNING: If a departure procedure requires holding after takeoff
(e.g., to climb to MEA/MCA), the hold must be manually
loaded, even on line-selectable departures.

A

3.20.38
Normals
Preflight

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25
Q

WARNING: To prevent injury to personnel or damage to equipment, do
not release the parking brake until the Before Push
Checklist is complete and the ground crew is ready.

A

3.30.1
Normals
Before Push

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26
Q

WARNING: For all pushbacks, to prevent injury to personnel or
damage to equipment, do not release the parking brake
until the Before Push Checklist is complete and the
ground crew is ready.
If the airplane inadvertently detaches from the tug, the
ground crew immediately states “Breakaway,
breakaway” to indicate the airplane is no longer under
tug control. Use brakes to carefully and slowly bring the
airplane to a stop. A maintenance defect report is
required prior to taxi.
Never release the parking brake to assist in
disconnecting the towbar, even when requested by
ground personnel.
If using hand signals, returning the “brakes off” hand
signal indicates to the marshaller the brakes are
released, pushback clearance has been received, and
pushback can be initiated. Do not start engines during
pushback when using hand signals. Pushback using
hand signals at night is not authorized. See
FOM>Operating Information>Departure
Procedures>Pushback Procedures>Communications
Coordination>Pushback Using Hand Signals.

A

3.40.2
Normals
Pushback/Tow-Out

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27
Q

ENGINE START DURING PUSHBACK
WARNING: If the push tractor needs to be vacated for any reason, twoway
communication is required between the flight deck
and tug operator to verify the parking brake is set prior to
vacating the tractor.

A

3.40.3
Normals
Pushback/Tow-Out

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28
Q

ENGINE START WITH NO PUSHBACK
WARNING: To prevent injury to personnel or damage to equipment, do
not release the parking brake until the Before Push
Checklist is complete and the ground crew is ready.

A

3.40.5
Normals
Pushback/Tow-Out

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29
Q

WARNING: To record the OUT time, while holding brakes, the parking
brake may be momentarily released and reset. Both pilots
must verify the parking brake is set before engine start.

A

3.40.5
Normals
Pushback/Tow-Out

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30
Q

AFTER START PROCEDURE
WARNING: Do not move the flaps or flight controls until the headset
operator has stated, “Disconnecting headset.”

A

3.60.3
Normals
After Start

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31
Q

WARNING: Ensure seat position does not restrict full range of flight
control movement.

A

3.60.6
Normals
After Start

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32
Q

When ready to taxi:
WARNING: Do not exceed 45% N1 within congested areas unless
cleared by appropriate personnel.

A

3.70.2
Normals
Taxi

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33
Q

WARNING: If ACARS Takeoff Data warning message received, the
Captain must review takeoff data for current airplane
weight.

A

3.80.3
Normals
Before Takeoff

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34
Q

WARNING: With the HIGH ALT LDG switch installed and departing an
airport with a field elevation above 8400 feet, monitor
CABIN altitude and rate of climb indicators during climbout
to ensure cabin altitude is descending below 8500 feet.
No cabin altitude warning is provided until cabin altitude
warning system is reset to 10,000 feet after the cabin
descends below 8500 feet.

A

3.100.3
Normals
After Takeoff

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35
Q

CRUISE PROCEDURE
Accomplish cruise procedures after reaching the initial cruise flight level.
WARNING: Flight above FMC maximum altitude is prohibited. If FMC
maximum altitude changes to lower than current cruise
altitude, descend to a lower altitude.

A

3.120.2
Normals
Cruise

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36
Q

WARNING: Use FM performance tables to determine landing
distance when landing with a non-normal
configuration. ACARS landing data does not provide
this information.

A

3.130.3
Normals
Descent

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37
Q

WARNING: When landing distance is critical, select autobrakes to
MAX, touch down within the first 1000 feet of the
runway, and apply maximum reverse thrust on all
operable reversers. If additional braking is required
during rollout, override the autobrakes with a
continuous application of maximum pedal pressure
until assured that the airplane will stop within the
remaining runway.

A

3.130.5
Normals
Descent

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38
Q

WARNING: If the pitch mode changes from VNAV (e.g., LVL CHG, V/S),
ensure the MCP altitude window is set for the next altitude
constraint.

A

3.130.9
Normals
Descent

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39
Q

APPROACH PROCEDURE
WARNING: The lowest altitude that may be set in the MCP window is
the FAF/FAP/GP Intcpt altitude until cleared for the
approach and all other approach requirements are met.
WARNING: Do not use level change on approach below 1000 feet AFE.

A

3.150.2
Normals
Approach

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40
Q

WARNING: Do not set MCP altitude below 1000 feet AFE when in LVL
CHG.
WARNING: Do not change vertical mode from VNAV without resetting
the MCP altitude to the next altitude constraint.

A

3.150.3
Normals
Approach

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41
Q

WARNING: There may be some RNAV (RNP) procedures with radius to
fix (RF) legs that have maximum speed restrictions
depicted on the approach plate. Failure to adhere to these
restrictions places the airplane outside of the obstacle
evaluation area for that approach. Plan deceleration to
meet charted speed restrictions.

A

3.150.6
Normals
Approach

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42
Q

WARNING: With the autopilot engaged, if the glideslope is captured
from above, the autopilot may cause the airplane to pitch
over abruptly, causing a hazard to flight attendants and
passengers not strapped into their seats.

A

3.160.2
Normals
ILS/GLS Approaches

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43
Q

Intercepting Glideslope from Above
WARNING: With the autopilot engaged, if the glideslope is captured
from above, the autopilot may cause the airplane to pitch
abruptly, causing a hazard to flight attendants and
passengers not strapped into their seats.

A

3.160.4
Normals
ILS/GLS Approaches

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44
Q

WARNING: Autoland must not be attempted unless the final approach
course path is aligned with the runway centerline. If the
localizer beam is offset from the centerline, the airplane
may depart the runway.

A

3.165.1
Normals
Autoland

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45
Q

WARNING: With the autopilot engaged, if the glideslope is captured
from above, the autopilot may pitch over abruptly, causing
a hazard to flight attendants and passengers not strapped
into their seats.

A

3.165.2
Normals
Autoland

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46
Q

WARNING: If go-around is initiated after touchdown, a manual goaround
must be conducted. The F/D go-around mode is not
available until go-around is selected after becoming
airborne. See Normals>Missed Approach/Go-Around .

A

3.165.5
Normals
Autoland

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47
Q

WARNING: The lowest altitude that may be set in the MCP is the
FAF/FAP/GP Intcpt altitude until the requirements listed in
Approach>Approach Procedure are complied with.

A

3.172.2
Normals
RNAV (GPS/GNSS) and RNAV (RNP)
Approaches

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48
Q

WARNING: Do not change vertical mode from VNAV without resetting
MCP altitude to the next altitude constraint.

A

3.172.3
Normals
RNAV (GPS/GNSS) and RNAV (RNP)
Approaches

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49
Q

WARNING: If a missed approach is initiated prior to the
missed approach point, follow the published
approach track until reaching the missed
approach point, then comply with the missed
approach procedure. Level off at or initiate
climb to missed approach altitude.
WARNING: If a missed approach is executed when flying an
RF leg, fly the depicted curved track, even if
disengagement of the autopilot and manual
control is required. This may also include
disregarding the flight director if LNAV is not
the engaged lateral mode.

A

3.172.5
Normals
RNAV (GPS/GNSS) and RNAV (RNP)
Approaches

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50
Q

WARNING: The lowest altitude that may be set in the MCP is the
FAF/FAP/GP Intcpt altitude until cleared for the approach
and all other approach requirements are met.
WARNING: Do not change pitch mode from VNAV without resetting
MCP altitude to the next altitude constraint.

A

3.174.2
Normals
LOC and VOR Approaches

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51
Q

WARNING: If a missed approach is initiated prior to the
missed approach point, follow the published
approach track until reaching the missed
approach point before complying with missed
approach procedure. Level off or initiate climb
to missed approach altitude. Comply with
altitude restrictions of the missed approach
procedure.

A

3.174.4
Normals
LOC and VOR Approaches

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52
Q

VISUAL APPROACHES PROCEDURE

WARNING: When cleared for the visual approach, do not set a lower
MCP altitude or begin descent until approaching a normal
visual or electronic glidepath and terrain and obstacle
clearance can be assured throughout the approach. An
early descent may compromise terrain/obstacle and/or
Class B vertical limits.

A

3.180.2
Normals
Visual Approaches

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53
Q

WARNING: Do not begin the final descent until established on a
normal visual glidepath. An early descent may
compromise terrain or obstacle clearance.

A

3.185.2
Normals
Circle-to-Land Maneuver

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54
Q

MISSED APPROACH/GO-AROUND PROCEDURE
WARNING: After reverse thrust levers are raised, make a full-stop
landing. Do not attempt a go-around. If an engine remains
in reverse, safe flight is not possible.

A

3.190.2
Normals
Missed Approach/Go-Around

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55
Q

Go around
At 400 feet AGL:
WARNING: If a missed approach is executed when flying an RF leg,
fly the depicted curved track, even if disengagement of
the autopilot and manual control is required. This may
also include disregarding the flight director if LNAV is not
the engaged lateral mode.

A

3.190.3
Normals
Missed Approach/Go-Around

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56
Q

WARNING: RF legs have either a charted speed restriction or a
maximum design speed as detailed in the FOM>General
Approach Procedures>Non-ILS Approach>RNAV
Approach>Radius-to-Fix (RF) Legs. These speeds must
not be exceeded as the airplane may fly out of the missed
approach obstacle evaluation area. Delay flap retraction,
as necessary, to comply with the RF leg maximum speed.

A

3.190.3
Normals
Missed Approach/Go-Around

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57
Q

WARNING: (700) With main gear struts compressed, tailstrike occurs
at approximately 12° of pitch or approximately 15° with the
main gear struts extended.
WARNING: (800/MX8) With main gear struts compressed, tailstrike
occurs at approximately 9° of pitch or approximately 11°
with the main gear struts extended.
WARNING: (900/9ER/MX9) With main gear struts compressed,
tailstrike occurs at approximately 8° of pitch or
approximately 9.5° with the main gear struts extended.

A

3.200.3
Normals
Landing

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58
Q

WARNING: If a go-around is initiated after touchdown, a manual goaround
must be conducted. The flight director go-around
mode is not available until go-around is selected after
becoming airborne. See Normals>Missed Approach/Go-
Around.

A

3.200.4
Normals
Landing

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59
Q

WARNING: Do not attempt to go around after initiating reverse thrust.

A

3.200.4
Normals
Landing

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60
Q

[PM] Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Announce “80 knots”
WARNING: Maintain maximum reverse thrust until stopping is
assured.
[PF] Reverse thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reduce, as needed
Reverse thrust may be reduced from maximum at a rate commensurate
with the deceleration rate required for the runway condition and planned
runway exit. As long as stopping is assured, reduce thrust to reverse idle
between 80 knots and taxi speed. Stow reversers after engines have
decelerated to idle.
WARNING: If additional braking is required during rollout, override
the autobrakes with a continuous application of maximum
pedal pressure until assured that the airplane will stop
within the remaining runway.

A

3.200.5
Normals
Landing

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61
Q

REVERSE THRUST
Maximum reverse thrust is initially required, immediately after main gear
touchdown, for all landings.
WARNING: Do not delay selecting reverse thrust. Delay of even a few
seconds allows the engines to transition from approach
idle to ground idle, which may significantly increase the
time required to achieve maximum reverse thrust.

A

3.200.10
Normals
Landing

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62
Q

AUTOBRAKES
WARNING: If a prolonged skid or loss of directional control occurs
with autobrakes applied, immediately disarm the system.

A

3.200.11
Normals
Landing

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63
Q

CROSSWIND LANDING (NOT AUTOLAND)
WARNING: Wingtip, engine nacelle, and outboard flap scrape occurs
at approximately 9° of bank.

A

3.200.12
Normals
Landing

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64
Q

TAILSTRIKE AVOIDANCE
WARNING: (700) With main gear struts compressed, tailstrike occurs
at approximately 12° of pitch or approximately 15° with the
main gear struts extended.
WARNING: (800) With main gear struts compressed, tailstrike occurs
at approximately 9° of pitch or approximately 11° with the
main gear struts extended.
WARNING: (900) With main gear struts compressed, tailstrike occurs
at approximately 8° of pitch or approximately 9.5° with the
main gear struts extended.

A

3.200.14
Normals
Landing

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65
Q

If engine No. 2 is shut down during taxi-in:
WARNING: Do not exceed 45% N1 within congested areas unless
cleared by appropriate personnel.

A

3.210.4
Normals
After Landing

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66
Q

PARKING PROCEDURE
WARNING: Ground personnel expect engine No. 2 to be shut down, or
ready for immediate shut down, upon arrival at the parking
location.
WARNING: If flaps need to be moved after parking, before moving the
flaps, visually ensure ground personnel and equipment are
clear.

A

3.220.3
Normals
Parking

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67
Q

LOADING THE ROUTE IN THE FMC
WARNING: If required to manually load the FMC, it should be loaded
by one pilot independently. Do not load the route by
reading coordinates out loud to the other pilot. Load
waypoints silently and independently before verifying with
the other pilot.

A

4.30.3
ORCA Operations
Preflight Procedures

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68
Q

HF RECEPTION CHECK
WARNING: Do not perform a HF transmission check.

A

4.30.9
ORCA Operations
Preflight Procedures

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69
Q

Engine Anti-Ice Operation
WARNING: Do not rely on airframe visual icing cues before activating
engine anti-ice. Use the temperature and visible moisture
criteria.

A

5.10.13
Supplementary Procedures
Adverse Weather Operations

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70
Q

WARNING: Do not operate the KA GND TX ENABLE switch in the
OVERRIDE position or the WIFI COMM ENABLE/
BROADBAND SYSTEM switch in the ON position during
deicing, when maintenance is being performed in the
vicinity of the Wi-Fi radome, [MAX taxiing under a
skybridge], or in a hangar due to the presence of radio
frequency (RF) energies. Failure to follow this precaution
may cause injury to personnel.

A

5.10.17
Supplementary Procedures
Adverse Weather Operations

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71
Q

SEVERE TURBULENCE AIR PENETRATION
WARNING: Severe turbulence should be avoided if at all possible. If
severe turbulence cannot be avoided, a descent 4000 feet
below optimum altitude is recommended to increase buffet
margin.

A

5.10.32
Supplementary Procedures
Adverse Weather Operations

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72
Q

THRUST
WARNING: Turbulence has the ability to disrupt airflow over the
engine inlet and may cause a slow increase in thrust
response when thrust levers are at idle. Use smooth thrust
changes and maintain thrust as high as practical. If thrust
corrections are not satisfactory, deploy partial speed
brakes slowly until a noticeable reduction in airspeed is
below VMO/MMO. Retract the speed brakes at the same
rate as they were deployed.

A

5.10.34
Supplementary Procedures
Adverse Weather Operations

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73
Q

PRECAUTIONS
WARNING: If flight path control becomes marginal at low altitude,
initiate the windshear escape maneuver without delay.
Either pilot calls, “Max thrust, stow speed brake.”

A

5.10.48
Supplementary Procedures
Adverse Weather Operations

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74
Q

WARNING: With manually entered takeoff data, no TOW value (4R) will
be displayed on the FMC TAKEOFF REF page 1/2. Takeoff
data must be verified by reference to the ACARS Takeoff
Data Message.

A

5.10.48
Supplementary Procedures
Adverse Weather Operations

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75
Q

Landing:
[PF, PM] Use minimum normal landing flap setting consistent with the field
length.
WARNING: Increased touchdown speeds increase stopping distance.
An additional 20 knots at touchdown can increase
stopping distance by as much as 25%.

A

5.10.50
Supplementary Procedures
Adverse Weather Operations

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76
Q

PREDICTIVE (PWS) AND REACTIVE (GPWS)
INDICATIONS AND PROCEDURES
WARNING: Immediately initiate the windshear escape maneuver
whenever flight path control becomes marginal on takeoff
or landing. Do not wait for the GPWS or predictive
windshear (PWS) aural warning. If severe windshear is
encountered anytime after V1 or while airborne,
immediately execute the GPWS Windshear Escape
Maneuver.
The absence of PWS alerts does not eliminate the
possibility of windshear. The PWS symbol may not display
the entire hazard area; it may be placed at the location of a
rain shaft when the actual downdraft zone is outside of the
rain shaft.

A

5.10.51
Supplementary Procedures
Adverse Weather Operations

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77
Q

REACTIVE WINDSHEAR ESCAPE MANEUVER
Condition: GPWS senses windshear encounter: “Windshear, windshear,
windshear.”
WARNING: This maneuver is to be performed whether escape from
windshear encounter is initiated as a result of an aural
warning or flight instrument indications, or both.
WARNING: Severe windshear may exceed the performance of the
AFDS. The PF must be prepared to disconnect the
autopilot and autothrottle to fly the maneuver manually. If
flight path control becomes marginal at low altitude,
initiate the windshear escape maneuver without delay.
Either pilot calls, “Max thrust, stow speed brake.”
WARNING: Ensure the AFDS does not capture the MCP altitude and
enter ALT HOLD as this will reduce the thrust for a level
off.

A

5.10.53
Supplementary Procedures
Adverse Weather Operations

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78
Q

WINDSHEAR ESCAPE MANEUVER
WARNING: Severe windshear may exceed the performance of the
AFDS. The pilot flying must be prepared to disconnect the
autopilot and autothrottle and fly manually.

A

5.10.55
Supplementary Procedures
Adverse Weather Operations

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79
Q

WARNING: For manually entered planning data to be overwritten with
final performance data, all subsequent PERF INIT uplinks
must be accepted.

A

5.40.5
Supplementary Procedures
Communication/Navigation

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80
Q

ACARS Takeoff Data Message Request and Takeoff Data Uplink
WARNING: DO NOT REQUEST planned FMC PERF INIT data. Final
FMC PERF INIT data will automatically be sent to the FMC
after final weights are finalized.

WARNING: Data is not delivered automatically. The TAKEOFF REF
page will not uplink data until an ACARS TAKEOFF DATA
request is sent.

A

5.40.12
Supplementary Procedures
Communication/Navigation

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81
Q

FMC PERF INIT Uplink
WARNING: For manually entered planning data to be overwritten with
final performance data, all subsequent PERF INIT uplinks
must be accepted.

A

5.40.20
Supplementary Procedures
Communication/Navigation

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82
Q

WARNING: With manually entered takeoff data, no TOW value (4R)
will be displayed on the FMC TAKEOFF REF page 1/2.
Both pilots must independently verify all TAKEOFF
REF page 1/2 entries against the ACARS Takeoff Data
Message.

A

5.40.23
Supplementary Procedures
Communication/Navigation

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83
Q

HF DATALINK
WARNING: Do not select the GROUND TRANSMIT INHIBIT OVERRIDE
switch to OVERRIDE at the gate or when ground personnel
are within 10 ft of the airplane.

A

5.40.90
Supplementary Procedures
Communication/Navigation

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84
Q

METERS/QNH PROCEDURES AT QFE AIRPORTS
Operating at an airport where height assignments are issued in meters/QFE
requires conversion of QFE heights to QNH altitudes to conduct meters/QNH
procedures. The statement in the approach chart briefing strip, QNH on req
(QFE) confirms a QFE airport with QNH altimeter settings available on request.
WARNING: Controllers in these countries sometimes issue altimeter
settings in millimeters (MM) and/or with reference to QFE.
Below the transition level, ensure receipt of an altimeter
setting in hectopascals (hPa) or millibars (MB) referenced
to QNH. The QNH (hPa) altimeter is available in the METAR
and should be used to confirm the QNH (hPa) issued by
ATC.

A

5.40.103
Supplementary Procedures
Communication/Navigation

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85
Q

RESETTING/CYCLING PROCEDURES
WARNING: If on the ground, the airplane must be stopped with the
parking brake set prior to resetting or cycling any circuit
breaker.

A

5.50.1
Supplementary Procedures
Electrical

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86
Q

WARNING: For airplanes that are airborne, TOMC is not
authorized to request or suggest the pilots
deviate from the FM procedures.

A

5.50.3
Supplementary Procedures
Electrical

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87
Q

ESTABLISHING ELECTRICAL POWER AND AIR
CONDITIONING
WARNING: Do not activate any system or move any airplane control
while maintenance or deicing is in progress. If system
controls are found out of the normal configuration, verify
personnel are not currently performing maintenance or
deicing.

A

5.50.5
Supplementary Procedures
Electrical

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88
Q

WARNING: Coordinate with ground crew through face-to-face
communication for placement of pneumatic air cart(s) to
ensure safety. Engine No. 1 must be started first. Ensure
area in front of the engine being started is clear. Air start
cart must be placed on the right side of the airplane.

A

5.60.2
Supplementary Procedures
Engines, APU

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89
Q

After start valve closed and engine stabilized at idle:
Generator switch (operating engine). . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
WARNING: To minimize the hazard to ground personnel, disconnect
the external air source before starting engine No. 2.

A

5.60.3
Supplementary Procedures
Engines, APU

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90
Q

WARNING: If starting engine No. 2, advise ground crew through faceto-
face communication to use extreme caution. Ensure
ground personnel and equipment are not located in unsafe
proximity to engine No. 2. It is preferable to wait for
external electrical power, if possible, rather than starting
engine No. 2 without normal AC electrical power.

A

5.60.7
Supplementary Procedures
Engines, APU

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91
Q

WARNING: To minimize the hazard to ground personnel,
disconnect the external air source before starting
No. 2 engine.

A

5.60.7
Supplementary Procedures
Engines, APU

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92
Q

ENGINE START – CROSSBLEED START
Use this procedure when a ground engine start is required using pneumatic
pressure from the operating engine to start the remaining engine.
WARNING: To minimize the hazard to ground personnel, disconnect
the external air source before starting the remaining
engine.
WARNING: Before using this procedure, ensure the area in front of
and to the rear of the airplane is clear. Do not perform this
procedure at the gate or in unsafe proximity to ground
personnel or equipment.

A

5.60.11
Supplementary Procedures
Engines, APU

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93
Q

Flight Deck Door

WARNING: When the deadbolt or mechanical locking pin is used,
there is no emergency access to the flight deck. Use of the
deadbolt or mechanical locking pin in flight is prohibited,
unless directed by a specific MEL placard or when the
electrical door locking system fails after dispatch.
(9ER[0465-0479, 0801-0899]/MAX) When using the
deadbolt, pilots must use the LOCKED KEY INOPERABLE
position. The LOCKED KEY OPERABLE position is not
authorized.

A

5.100.2
Supplementary Procedures
Miscellaneous

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94
Q

FERRY FLIGHTS – CABIN OCCUPIED
WARNING: To avoid inadvertent slide deployment, see door arming
and disarming videos available in Content>Flight Manuals.
If possible, both pilots should verify proper operation.

A

5.100.5
Supplementary Procedures
Miscellaneous

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95
Q

PUSHBACK WITHOUT NOSE GEAR LOCKOUT PIN
INSTALLED AND
TOW BAR CONNECTED
Use this procedure when pushing back without a nose gear lockout pin installed
and a tow bar is connected.
WARNING: Do not make any electrical or hydraulic power changes
with tow bar connected. Any change to electrical power
may cause momentary pressurization of the nose wheel
steering actuators causing unwanted tow bar movement.

A

5.100.12
Supplementary Procedures
Miscellaneous

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96
Q

Ditching
Accomplish Descent Checklist
WARNING: Do not inflate life vest until after exiting the airplane.
WARNING: Do not open aft entry or aft service door(s) as they may be
partially submerged.

A

6.20.12
Maneuvers
Non-Normal Maneuvers

97
Q

PREFERRED ROUTES OF ESCAPE – DITCHING
WARNING: Do not open aft entry or aft service door(s) as they may be
partially submerged.
Main cabin door.
Forward galley door.
Overwing window exits (direct passengers off leading edge of wing).
Do not open any exit which is below water line.
Note: If assured all exits are below water level and conditions require
operation of door exits, disarm slide before opening doors.

A

6.20.16
Maneuvers
Non-Normal Maneuvers

98
Q

ENGINE FAILURE OR SHUTDOWN PROCEDURE
ENGINE FAILURE ON TAKEOFF AFTER V1
WARNING: If no engine failure on takeoff procedure exists, terrain
clearance is ensured only by climbing to 1500 feet AFE
while tracking the extended runway centerline.

A

6.20.17
Maneuvers
Non-Normal Maneuvers

99
Q

WARNING: Significant control wheel displacement (approximately
10°) results in extension of flight spoilers, causing
unwanted drag, buffeting, and loss of lift. Correct this by
increasing the amount of rudder pressure in the direction
the control wheel is displaced (e.g., if the control wheel is
to the left, increase left rudder pressure).

A

6.20.18
Maneuvers
Non-Normal Maneuvers

100
Q

Rotation and Initial Climb (One Engine Inoperative)
WARNING: If engine failure occurs after departing from the extended
runway centerline, use all available means to determine
the safest lateral flight path.

A

6.20.21
Maneuvers
Non-Normal Maneuvers

101
Q

REJECTED TAKEOFF DECISION
WARNING: In the high-speed regime, especially at speeds near V1, a
decision to reject should not be based on the perceived
ability that the airplane can be stopped. The decision to
reject should be made only if the failure involved would
impair the ability of the airplane to be safely flown.

A

6.20.53
Maneuvers
Non-Normal Maneuvers

102
Q

WARNING: Master caution system
annunciations are not
considered unsafe to fly.

A

6.20.54
Maneuvers
Non-Normal Maneuvers

103
Q

AIR TRAFFIC CONTROL
The responsibility for terrain separation rests solely with the pilots, not with ATC.
ATC assumes the pilots are aware of the surrounding terrain.
WARNING: MEA and MOCA offer protection while remaining on a
published airway. However, when requesting or accepting
a “present position direct to” clearance, terrain clearance
can only be assured by remaining at or above the
applicable GRID MORA, MVA, or MSA.

PREPARATION
WARNING: Prior to descent into mountainous or significant terrain:
All enroute charts, STARS, and approach charts
associated with arrival should be readily available or
selected.
Review critical terrain along the route of flight using
available resources (e.g., Grid MORA, MEA, MSA, etc.).
At least one pilot will select TERR on the ND display.

A

6.40.9
Maneuvers
Supplementary Maneuvers

104
Q

TERRAIN ESCAPE (GPWS/EGPWS PROFILES)
WARNING: The background terrain display is intended to serve as a
situational awareness tool only, and may not provide the
accuracy and/or fidelity on which to solely base terrain
avoidance maneuvering decisions.

A

6.40.10
Maneuvers
Supplementary Maneuvers

105
Q

TRAFFIC AVOIDANCE
WARNING: Comply with the RA if there is a direct conflict between the
RA and Air Traffic Control.

A

6.40.15
Maneuvers
Supplementary Maneuvers

106
Q

WARNING: For intruders without altitude readout, this is the only
TCAS warning provided, even if a collision is likely.

A

6.40.16
Maneuvers
Supplementary Maneuvers

107
Q

RESOLUTION ADVISORIES
Condition: TCAS detects current vertical path is acceptable or a change in
pitch attitude to maintain adequate separation is needed.
ND: Red intruder symbol with altitude readout for threat aircraft
PFD: Current pitch attitude may or may not be within a RPAA
WARNING: A “descend” (fly down) RA issued below 1000 feet AGL
should not be followed.

A

6.40.16
Maneuvers
Supplementary Maneuvers

108
Q

UPSET RECOGNITION AND RECOVERY PROCEDURE
WARNING: In all upset situations, recover from a stall before applying
any other recovery technique.

PUSH
WARNING: If the control column does not provide the needed
response, pitch trim may be necessary. Excessive use of
pitch trim may aggravate the condition, or may result in
loss of control or high structural loads.

A

6.40.20
Maneuvers
Supplementary Maneuvers

109
Q

UPSET
ROLL
WARNING: Excessive use of rudder (including rapid rudder reversals)
may aggravate the condition or may result in loss of
control or high structural loads.
WARNING: If in an extreme bank attitude, do not add back pressure
until after rolling upright and approaching wings level.

A

6.40.21
Maneuvers
Supplementary Maneuvers

110
Q

ACARS Landing Data Message
WARNING: The ACARS Landing Data message is a planning and
decision-making tool. Data is provided without regard for
Flight Manual limitations.

A

7.20.21
Performance
Normal Performance General

111
Q

WARNING: Ensure the sum of all landing distance adjustments is less
than available runway length. When determining autobrake
selection, landing distances enclosed in asterisks or left
blank are not considered appropriate, and are not to be
used when determining that adequate landing distance is
available.

A

7.20.25
Performance
Normal Performance General

112
Q

Non-Normal Configuration Landing Distance
WARNING: Data in the non-normal landing distance tables is provided
for landing with autobrakes 3 or max manual braking. Data
is not provided for autobrake selections other than 3 or
max manual, and these settings should not be used. In the
case of using max manual braking, autobrake max must be
selected.

A

7.90.7
Performance
Non-Normal Performance General

113
Q

Pilot Oxygen Mask Usage
WARNING: Do not squeeze the red inflation levers during stowing.
Doing this will inflate the harness and prevent the correct
stowing of the mask.

A

8.10.50.5
Airplane General
Oxygen Description

114
Q

PASSENGER OXYGEN SYSTEM
WARNING: When using passenger oxygen, the NO SMOKING sign
should be strictly observed. Once the generator is
activated, the flow of oxygen is constant, whether or not
the mask is being worn.
WARNING: Do not use passenger oxygen with cabin altitude below
14,000 feet when smoke or an abnormal heat source is
present. The use of passenger oxygen does not prevent
the passengers from inhaling smoke. Air inhaled is a
mixture of oxygen and cabin air.

A

8.10.50.9
Airplane General
Oxygen Description

115
Q

OPERATING NOTES
WARNING: When igniting the signal flare, hold well away from the
body, out over the water, to prevent serious burns to the
user or damage to the raft from the hot chemical that may
drip out as the flare burns.

A

8.10.70.18
Airplane General
Doors/Escape Description

116
Q

HALON/HALON-EQUIVALENT FIRE EXTINGUISHERS
WARNING: If a halon/halon-equivalent bottle fire extinguisher is to be
discharged on the flight deck, all crewmembers on the
flight deck must wear oxygen masks and use 100% oxygen
with emergency selected.
The concentrated agent and the by-products created by
the heat of the fire are toxic. Unprotected exposure to high
concentrations of agent or by-products can result in
dizziness, difficulty breathing, as well as eye and nose
irritation. After discharge of an entire fire extinguisher, it
can take up to 7 minutes for agent to dissipate. Signs of
smoke should be clear and agent dissipated before
removal of oxygen masks or protective breathing
equipment.

A

8.10.90.2
Airplane General
Emergency Equipment Description

117
Q

APPROACH AND LANDING
WARNING: Although the flight director, autopilot, and autothrottle may
be performing as previously described, severe windshear
may exceed the performance capability of the system
and/or the airplane. In this situation, the pilots must, if
necessary to avoid ground contact, be prepared to
disconnect the autothrottle, advance thrust levers to the
forward stop, disconnect the autopilot and manually fly the
airplane.

A

8.40.10.26
Autoflight
Autoflight Description

118
Q

Transmit Operation
WARNING: Do not key HF radio while the airplane is being fueled, as
fire may result. Do not transmit on the HF system when
boarding or servicing the airplane. Electric shock is
possible to persons within 6 feet of airplane skin or when
in contact with jetway, airstairs, or ladders connected to
the airplane.

A

8.50.10.5
Communications
Communications Description

119
Q

WARNING: Do not operate the KA GND TX ENABLE switch in the
OVERRIDE position or the WIFI COMM ENABLE/
BROADBAND SYSTEM switch in the ON position during
deicing, when maintenance is being performed in the
vicinity of the LiveTV radome, or in a hangar due to
presence of radio frequency (RF) energies. Failure to
follow this precaution can cause personnel injury.

A

8.50.20.122
Communications
Communications Ctrls and Indics

120
Q

THRUST REVERSER
WARNING: Actuation of the thrust reversers on the ground without
suitable precautions is dangerous to ground personnel.

A

8.70.10.19
Engines, APU
Engines Description

121
Q

WARNING SYSTEMS
INTERMITTENT CABIN ALTITUDE/CONFIGURATION WARNING
WARNING: The cabin altitude and takeoff configuration warnings use
the same intermittent tone when activated.

A

8.150.10.20
Warning Systems
Warning Systems Description

122
Q

CAUTION: Used when operating procedures, techniques, etc., could
result in damage to equipment if not carefully followed.
Presented in bold/ italic.

A

0.10.6
Introduction
Flight Manual User Guide

123
Q

CAUTION: Operation of EAI when not in actual or anticipated icing
conditions may result in severe engine inlet damage or
failure.

A

1.30.5
Limitations
System Limits and Parameters

124
Q

WING ANTI-ICE
During takeoff do not use wing anti-ice until after the first thrust reduction.
CAUTION: Use of wing anti-ice above approximately FL 350 may cause
bleed trip off and possible loss of cabin pressure.

A

1.30.6
Limitations
System Limits and Parameters

125
Q

CAUTION: If tire damage is suspected, do not retract the flaps.
CAUTION: Except for clearing the runway, avoid taxiing, and if
possible, setting/holding the brakes until referring to the
Brake Cooling charts.

A

2.05.21
Non-Normals
Unannunciated

126
Q

Tailstrike
Condition: The tail hits the runway.
CAUTION: Do not pressurize the aircraft. Pressurizing the aircraft may
cause further structural damage.

A

2.05.22
Non-Normals
Unannunciated

127
Q

Volcanic Ash
Condition: Volcanic ash is suspected when one or more of these occur:
A static discharge around the windshield
A bright glow in the engine inlets
Smoke or dust on the flight deck
An acrid odor
Objective: To exit the ash cloud and restart engines if needed.
CAUTION: Exit volcanic ash as quickly as possible. Consider a 180°
turn. Consider a descending turn.

A

2.05.23
Non-Normals
Unannunciated

128
Q

Emergency descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accomplish
Without delay, descend to the lowest safe altitude or 10,000 feet,
whichever is higher.
To descend:
ENGINE START switches (both). . . . . . . . . . . . . . . . . . . . . . . CONT
Set lower altitude in MCP altitude window.
Engage LVL CHG.
Thrust levers (both). . . . . . . . . . . . . . . . . . . . . . . . Reduce thrust to
minimum or as needed for anti-ice
CAUTION: Speed brake may auto stow to the 50% flight
detent if airspeed exceeds 320 knots.
Do not override auto stow function unless
airspeed is less than 320 knots.

A

2.20.2
Non-Normals
Air Systems

129
Q

Ice Crystal Icing
Condition: Engine ice crystal or TAT probe icing is suspected. Ice crystal icing
conditions exist when in visible moisture, and one or more of the
following indications are present:
Amber or red weather radar returns below the aircraft
Appearance of liquid water on the windshield at temperatures too
cold for rain (the sound is different than rain)
The autothrottle is unable to maintain the selected airspeed
TAT indication stays near 0°C
(Additional items that can indicate ice crystal icing are listed in the
Additional Information section.)
Objective: To exit the ice crystal icing conditions and reduce the operational
effects of the icing.
Note: TAT probe icing can cause the reference N1 indicators to increase or
decrease while flying at a constant altitude and airspeed.
CAUTION: Do not use engine anti-ice when TAT is above 10°C.

A

2.30.4
Non-Normals
Anti-Ice, Rain

130
Q

APU Detection Inoperative
Condition: APU fire detection is inoperative.
Light(s): APU DET
INOP
1 APU switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION: Do not run the APU. An APU fire would not be detected and
the APU would continue to run.

A

2.80.14
Non-Normals
Fire Protection

131
Q

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

A

2.80.25
Non-Normals
Fire Protection

132
Q

(NG) Flaps – Trailing Edge Flaps Asymmetry
Condition: An uncommanded roll occurs when a new flap selection is made
and/or a difference between the left and right flap indicator needle
tips of one needle width or more is observed.
CAUTION: Do not attempt to move the trailing edge flaps with the
ALTERNATE FLAPS switch because there is no asymmetry
protection.

A

2.90.16
Non-Normals
Flight Controls

133
Q

SPEED BRAKE DO NOT ARM light is extinguished after flap
extension for landing:
CAUTION: Increase planned landing distance by 500 feet to
ensure adequate stopping capability.

A

2.90.43
Non-Normals
Flight Controls

134
Q

CAUTION: If total fuel quantity and projected fuel quantities (flight
plan, HOWGOZIT, etc.) are reasonably close, a main tank
fuel imbalance may be caused by an open crossfeed valve.

A

2.120.7
Non-Normals
Fuel

135
Q

CAUTION: If total fuel quantity and projected fuel quantities (flight
plan, HOWGOZIT, etc.) are reasonably close, a main tank
fuel imbalance may be caused by an open crossfeed valve.

A

2.120.10
Non-Normals
Fuel

136
Q

CAUTION: A main tank fuel imbalance may be caused by an open
crossfeed valve.

A

2.120.20
Non-Normals
Fuel

137
Q

ANTISKID Inoperative
Condition: An antiskid system fault occurs.
Light(s): ANTI SKID
INOP
CAUTION: Locked wheel protection is not available.

A

2.140.1
Non-Normals
Landing Gear

138
Q

CAUTION: Packs can be damaged if they are operated while
preconditioned air is connected.

A

3.20.2
Normals
Preflight

139
Q

CAUTION: Center tank fuel pumps must be OFF unless
personnel are available on the flight deck to
monitor LOW PRESSURE lights.

A

3.20.8
Normals
Preflight

140
Q

CAUTION: Turn the rudder pedal adjust crank no faster than
approximately one turn per second to avoid damage. Do
not apply force to the pedals during adjustment.

A

3.20.29
Normals
Preflight

141
Q

CAUTION: If a pump LOW PRESSURE light does not extinguish when
the fuel pump switch is turned ON, this may indicate a
locked fuel pump rotor. Place the switch to OFF to prevent
possible damage to pump.

A

3.20.31
Normals
Preflight

142
Q

CAUTION: After fueling is complete, verify the airplane does not
exceed the maximum allowable taxi weight. If the airplane
is above maximum taxi weight (based on the planned or
final ZFW), confirm ZFW with Dispatch prior to pushback.

A

3.30.1
Normals
Before Push

143
Q

CAUTION: The parking brake must be set before a cabin or cargo
door is opened or a loading bridge is returned to the
airplane.
Do not hold or turn the nose wheel tiller during pushback
or towing. This can damage the nose gear or the tow bar.
The First Officer must maintain the push-to-talk switch in
the neutral position until pushback is complete and the
ground crew disconnects headsets.

A

3.40.2
Normals
Pushback/Tow-Out

144
Q

CAUTION: Crossbleed starts are prohibited during pushback.

A

3.40.3
Normals
Pushback/Tow-Out

145
Q

CAUTION: (MAX) Before setting the takeoff thrust, verify that the
engine oil temperature is at or above 31°C.

A

3.50.1
Normals
Engine Start

146
Q

CAUTION: Ensure start pressure is stable prior to starter
engagement.
Do not change pneumatic or electrical configuration while
starter is engaged.

CAUTION: 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 N2 RPM is
below 20%.
Discontinue start if significant duct pressure fluctuations
are noted.

A

3.50.2
Normals
Engine Start

147
Q

CAUTION: 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.
CAUTION: Do not apply rotational force when moving the engine start
lever. A rotational force can cause the start lever to fail to
lock in position which can lead to inadvertent start lever
movement.
CAUTION: (MAX) Failure to allow the engine to stabilize prior to any
electrical/air system changes may result in an auto
shutdown of the engine.

A

3.50.3
Normals
Engine Start

148
Q

CAUTION: To prevent flight control system damage, do not use rapid
deflections and/or reversals of flight controls.

A

3.60.6
Normals
After Start

149
Q

TAXI GENERAL
CAUTION: Outside vigilance during taxi is the responsibility of both
pilots. Wingtips, personnel, obstacles, and guidelines on
the ground may not be seen from the flight deck. When
obstacle clearance is in doubt, request a wing-walker.

A

3.70.1
Normals
Taxi

150
Q

TAXI SPEED
CAUTION: At speeds above 20 knots, exercise caution to avoid
overcontrolling the nose wheel when using the tiller.

A

3.70.6
Normals
Taxi

151
Q

CAUTION: Failure to ensure the FMC is programmed for the correct
runway and SID/transition can lead to subsequent vertical/
lateral navigation errors, compromising ATC separation
and/or noise abatement requirements.

A

3.80.1
Normals
Before Takeoff

152
Q

CAUTION: VNAV shall not be armed on the ground if the engine
failure procedure for the takeoff runway contains
conditions requiring either of the following:
The completion of a turn to a specified heading before
accelerating.
Becoming established on a defined lateral course before
accelerating.
The above restriction does not apply if an engine failure
procedure only requires the initiation of a turn after takeoff
with subsequent acceleration at a specified engine-out
acceleration altitude.

A

3.80.5
Normals
Before Takeoff

153
Q

CAUTION: If no TOW value (LSK 4R) is displayed on the FMC
TAKEOFF REF page 1/2, data has been manually entered.
Both pilots must verify manual entries.

A

3.80.6
Normals
Before Takeoff

154
Q

CAUTION: Initiate rotation at VR without delay. Proper rotation rate is
critical to avoid a tailstrike and/or tire overspeed.

CAUTION: The vertical speed indicators and radio altimeters will
indicate a climb before the main gear is off the ground.
Confirm a sustained positive climb rate is indicated on the
barometric altimeter and the VSI.

A

3.90.4
Normals
Takeoff

155
Q

TAKEOFF ROLL
CAUTION: The tiller should not be used above normal taxi speeds.

CAUTION: During takeoff, if an engine exceedance occurs after 100
knots, do not retard the thrust lever in an attempt to control
the exceedance. Retarding the thrust levers after thrust is
set invalidates takeoff performance. After takeoff, when the
PF determines that altitude and airspeed are acceptable
(minimum 400 AGL), retard the thrust lever until the
exceedance value is within limits and accomplish the
appropriate non-normal checklist.

A

3.90.8
Normals
Takeoff

156
Q

Takeoff Roll, Control Wheel Displacement, and Liftoff
CAUTION: Excessive control wheel displacement during rotation and
liftoff increases spoiler deployment. As spoiler deployment
increases, drag increases and lift is reduced which results
in reduced tail clearance, a longer takeoff roll, and slower
airplane acceleration.

A

3.90.9
Normals
Takeoff

157
Q

Gusty Wind and/or Strong Crosswind Conditions
CAUTION: With manually entered takeoff data, no TOW value (4R) will
be displayed on the FMC TAKEOFF REF page 1/2. Takeoff
data must be verified by reference to the ACARS Takeoff
Data message.

A

3.90.10
Normals
Takeoff

158
Q

Aft Fuselage Contact During Takeoff (Tail Strike)
CAUTION: If tail strike is suspected or confirmed, accomplish the
appropriate non-normal checklist without delay.

A

3.90.12
Normals
Takeoff

159
Q

AFTER TAKEOFF GENERAL
The PM initiates the After Takeoff Flow when the PF calls “Flaps up, after
takeoff checklist.”
The PM ensures the procedures have been completed and then accomplishes
the After Takeoff Checklist. Do not allow accomplishing the checklist to interfere
with outside vigilance while departing the terminal area.
CAUTION: To avoid the possibility of the shoulder harness buckles
snapping back and inadvertently pulling circuit breakers,
hold both straps before releasing and then allow the straps
to retract slowly to the stowed position.

A

3.100.1
Normals
After Takeoff

160
Q

CLIMB PROCEDURE
CAUTION: If VNAV is not engaged during the climb or disengages, all
hard altitude constraints must be set in the MCP.

A

3.110.2
Normals
Climb

161
Q

WAYPOINT/FIX ALTITUDE CONSTRAINTS
CAUTION: If VNAV is not engaged during the climb or disengages, all
hard altitude constraints must be set in the MCP.

A

3.110.6
Normals
Climb

162
Q

CAUTION: When using a Normal Landing Distance table, if a
landing using maximum manual brakes cannot be
accomplished after applying Step 3 (15% safety
margin), consider all options before using the adjusted
landing distance (Step 2). The adjusted landing
distance without a 15% safety margin may be used if
the Captain determines that a landing on that runway is
the safest course of action.

A

3.130.3
Normals
Descent

163
Q

PROGRAMMING THE HOLD AT A WAYPOINT OR PPOS
CAUTION: In extreme wind conditions or at high holding speeds, the
defined holding pattern protected airspace may be
exceeded.

A

3.140.2
Normals
Holding/Diversion

164
Q

CAUTION: Setting of an incorrect final approach course in the MCP
course selector causes the AFDS to turn toward the
selected incorrect course.

A

3.150.3
Normals
Approach

165
Q

CAUTION: When the weather is >800/2, the ILS may not be protected
and manual intervention to ensure a safe landing in the
touchdown zone on centerline may be necessary.

A

3.165.1
Normals
Autoland

166
Q

CAUTION: There may be some RNAV (RNP) procedures with RF legs
that have speed restrictions depicted on the approach
plate. These speed restrictions must not be exceeded.
Failure to adhere to these restrictions places the airplane
outside of the obstacle evaluation area for that approach.
Plan deceleration to comply with charted speed
restrictions.

A

3.172.3
Normals
RNAV (GPS/GNSS) and RNAV (RNP)
Approaches

167
Q

After cleared for the approach:
CAUTION: If a disagreement between LNAV and the raw data
information exists, use of LNAV must be terminated and
raw data information must be followed using HDG SEL.

A

3.174.2
Normals
LOC and VOR Approaches

168
Q

After cleared for the approach:
CAUTION: The circle-to-land maneuver may be flown following any
instrument approach procedure. During the instrument
approach, use VNAV or V/S modes to descend to the
circling MDA(H). Use of the APP mode for descent to the
circling MDA(H) is not recommended for several reasons:
The AFDS does not level off at MCP altitude.
Exiting the APP mode requires initiating a go-around or
disengaging the autopilot and turning off the flight
directors.
Maintain circle-to-land minimums (or 1000 feet HAA,
whichever is higher) using ALT HOLD mode. Use HDG SEL
for the circle-to-land maneuver.

A

3.185.1
Normals
Circle-to-Land Maneuver

169
Q

CAUTION: If TO/GA is initiated after touchdown, a manual go-around
must be conducted.

A

3.190.2
Normals
Missed Approach/Go-Around

170
Q

CAUTION: Use of VNAV during go-around/missed approach not
approved while flaps are extended.

A

3.190.3
Normals
Missed Approach/Go-Around

171
Q

CAUTION: Use of VNAV during
go-around/MAP not
approved while flaps
are extended.

A

3.190.5
Normals
Missed Approach/Go-Around

172
Q

CAUTION: Rapid pitch increases may result in a tailstrike. See
Normals>Landing>Landing Considerations>Tailstrike
Avoidance

A

3.200.3
Normals
Landing

173
Q

CAUTION: To protect as much as possible from a tailstrike during
landing, the PF must ensure that the landing attitude does
not increase after touchdown.

A

3.200.4
Normals
Landing

174
Q

CAUTION: Do not use nose wheel steering tiller until reaching taxi
speed.
CAUTION: When turning off from a wet or contaminated runway, slow
to an appropriate speed (no greater than 30 knots) to
prevent skidding and excursions.

A

3.200.5
Normals
Landing

175
Q

CAUTION: Failure to touchdown with thrust levers at idle may produce
an undesired bounce/skip. Reducing thrust levers to idle
during the bounce/skip may further result in a tailstrike.

A

3.200.8
Normals
Landing

176
Q

SPEED BRAKE
CAUTION: To protect as much as possible from tailstrike during
landing, the PF must ensure that the landing attitude does
not increase after touchdown.

A

3.200.9
Normals
Landing

177
Q

BOUNCED LANDING
CAUTION: Touching down with the power on will often cause a skip or
bounce that would not have occurred with the power off.
During the resultant bounce, if the thrust levers are then
retarded to idle, automatic speed brake deployment can
occur resulting in a loss of lift and a nose-up pitching
moment, which can result in a tailstrike or hard landing on
a subsequent touchdown.

A

3.200.13
Normals
Landing

178
Q

Rejected Landing

CAUTION: If TO/GA is selected after touchdown, flight director goaround
mode is not available and manual thrust must be
used.
CAUTION: Use of VNAV during go-around/missed approach not
approved while flaps are extended.

A

3.200.14
Normals
Landing

179
Q

CAUTION: Certain combinations of high altitudes, high landing
weights, and high temperatures may cause excessive brake
and tire heating during the landing. This may result in fuse
plug melting or may severely affect braking capability
during a subsequent rejected takeoff. To preclude such
problems, it is important to reference the quick turn around
limit weight data; see Performance>Normal Performance
Tables>Approach and Landing.

A

3.220.3
Normals
Parking

180
Q

CAUTION: Possible supply duct manifold damage may occur when
APU air and ground preconditioned air are being supplied
to the airplane simultaneously.
To avert possible damage to the ducting system(s),
accomplish the following:
If preconditioned air is supplied after gate arrival, the
APU BLEED air switch and air conditioning PACK
switches must be turned OFF.
If preconditioned air is not supplied after gate arrival, the
APU BLEED air switch and air conditioning PACK
switch(es) must be turned OFF prior to the last pilot
leaving the flight deck. Passenger comfort should
always be a consideration before this is accomplished.

A

3.220.5
Normals
Parking

181
Q

Flight Level and Mach
CAUTION: Ensure the requested flight level and Mach allow for
acceptable arrival fuel and critical point fuel.

A

4.40.2
ORCA Operations
Enroute Procedures

182
Q

CLASS II WAYPOINT VERIFICATION FOR AIRBORNE OCEANIC
CLEARANCES
CAUTION: The FMC should be verified by only one pilot at a time. If
both FMCs are used simultaneously to verify the route,
FMC programming errors can occur.

A

4.40.2
ORCA Operations
Enroute Procedures

183
Q

CLEARANCE MACH
CAUTION: Failure to precisely maintain the assigned Mach could
result in loss of required separation.

A

4.40.3
ORCA Operations
Enroute Procedures

184
Q

CLEARANCE ALTITUDE
CAUTION: Failure to be at the assigned oceanic clearance altitude at
the OEP or track/route entry can result in errors and ATC
violations. Crossing the oceanic FIR at other than the
cleared altitude specified in the oceanic clearance may
result in loss of separation with other aircraft.

A

4.40.4
ORCA Operations
Enroute Procedures

185
Q

CLASS II WAYPOINT PROCEDURES
CAUTION: Failure to ensure LNAV is engaged can result in gross
navigation errors. Reengage LNAV after using another
lateral mode, such as heading select, for a weather
deviation.

CAUTION: The waypoint will not sequence, and the Company position
report may not send, if operating in HDG SEL and more
than 20 NM abeam the active waypoint. Time and distance
to the waypoint will increase in the FMC and send
erroneous reports to ATC. Manually sequence the
waypoint.

A

4.40.13
ORCA Operations
Enroute Procedures

186
Q

AFTER WAYPOINT PASSAGE
Complete checks approximately 10 minutes after passing the waypoint.
CAUTION: If any of the post position verification criteria were not
within prescribed limits, or an FMC message, GPS-L
INVALID, GPS-R INVALID, VERIFY POSITION or UNABLE
REQD NAV PERF-RNP displays, accomplish position
verification through Navigation Accuracy Check
procedures. Post position verification data must be
recorded/plotted on the Orientation Chart.

A

4.40.15
ORCA Operations
Enroute Procedures

187
Q

ENGINE START (AT THE GATE AND ANY SUBSEQUENT START)
CAUTION: Due to the potential of ice forming on engine blades and
unheated engine inlet areas, a detailed inlet inspection is
required if an engine is shut down after deice/anti-ice
operation in moderate to heavy freezing precipitation. After
deicing/anti-icing in moderate to heavy freezing
precipitation conditions, every attempt should be made to
keep both engines running continuously with engine antiice
selected on.

A

5.10.6
Supplementary Procedures
Adverse Weather Operations

188
Q

TAXI
CAUTION: Use extreme caution when taxiing over ice-covered
taxiways or runways, as excessive speed or high
crosswinds may start a skid. Attempt all turns at reduced
speed.
CAUTION: When operating the wing flaps during low temperatures,
the flap position indicators and leading edge device
annunciator should be monitored for positive movement. If
the flaps should stop, the flap control lever should be
placed immediately in the same position as indicated.
CAUTION: If icing conditions exist or are anticipated, consider taxiing
with all engines operating. During conditions of moderate
to heavy freezing precipitation, an engine(s) may be shut
down if a detailed engine inlet inspection by qualified
ground personnel is accomplished immediately prior to
engine restart.

A

5.10.7
Supplementary Procedures
Adverse Weather Operations

189
Q

CAUTION: Do not exceed engine thrust limits while operating in
congested areas.

A

5.10.9
Supplementary Procedures
Adverse Weather Operations

190
Q

Wing Anti-Ice Operation
CAUTION: Use of wing anti-ice above approximately FL 350 may cause
bleed trip off and possible loss of cabin pressure.

A

5.10.12
Supplementary Procedures
Adverse Weather Operations

191
Q

CAUTION: Do not use engine anti-ice when TAT is above 10°C.
CAUTION: Avoid prolonged operation in moderate to severe icing
conditions.

A

5.10.13
Supplementary Procedures
Adverse Weather Operations

192
Q

AFTER LANDING
CAUTION: After landing and/or if taxiing through water or slush, do
not retract flaps beyond 15. A visual inspection should be
accomplished to determine that the flaps and flap areas are
clear of ice before further flap retraction. The jackscrews
are especially vulnerable to water and slush.
CAUTION: After landing during moderate to heavy freezing
precipitation conditions, every attempt should be made to
keep both engines running continuously with engine antiice
selected on during ground operations.

A

5.10.15
Supplementary Procedures
Adverse Weather Operations

193
Q

DEICING/ANTI-ICING
CAUTION: After deicing, use of APU bleed air during takeoff may
cause smoke in the airplane.

A

5.10.17
Supplementary Procedures
Adverse Weather Operations

194
Q

CAUTION: Operate the APU during deicing only if necessary. If the
APU is running, ingestion of deicing fluid causes
objectionable fumes and odors to enter the airplane.
Ingestion of snow, slush, ice, or deicing/anti-icing fluid can
also cause damage to the APU.

A

5.10.17
Supplementary Procedures
Adverse Weather Operations

195
Q

HOT WEATHER OPERATION
High ground temperatures have adverse effects on passenger and pilot comfort
and generally decrease airplane performance. Every effort should be made to
keep the interior of the airplane as cool as possible.
CAUTION: Window heat must be ON 10 minutes before takeoff.
CAUTION: Packs can be damaged if they are operated while ground
conditioned air is connected.

A

5.10.19
Supplementary Procedures
Adverse Weather Operations

196
Q

PREFLIGHT
CAUTION: Do not move the flaps until required for takeoff. If flap
movement is necessary prior to the after-start flow,
coordinate with ground personnel before moving the flaps.
See After Landing, this section for more information.

A

5.10.21
Supplementary Procedures
Adverse Weather Operations

197
Q

Manual Brake Stopping
CAUTION: The nose wheel steering wheel should not be used above
taxi speeds of 20 knots.

A

5.10.26
Supplementary Procedures
Adverse Weather Operations

198
Q

CAUTION: 1The nose wheel steering wheel should not be used above
taxi speeds of 20 knots.

A

5.10.30
Supplementary Procedures
Adverse Weather Operations

199
Q

Attenuation
CAUTION: Although this special circuitry compensates for areas of
precipitation, weather radar should not be used for
penetration of thunderstorm areas where the precipitation
between airplane and target is moderate to heavy.

A

5.10.41
Supplementary Procedures
Adverse Weather Operations

200
Q

Gain Control
CAUTION: Maximum manual gain settings will enhance radar receiver
sensitivity, but as the gain is reduced there is a chance that
all radar displays will be eliminated.

A

5.10.43
Supplementary Procedures
Adverse Weather Operations

201
Q

PRECAUTIONS

CAUTION: Accelerate/stop distances are computed assuming a
normal acceleration to V1. Airspeed fluctuations may cause
the airplane to achieve V1 at a point farther down the
runway than anticipated. Therefore, the airplane may not be
able to stop on the runway.

A

5.10.48
Supplementary Procedures
Adverse Weather Operations

202
Q

No Engine Bleed Takeoff:

After takeoff:
CAUTION: If engine failure occurs, do not position engine BLEED air
switches ON until reaching 1500 feet or until obstacle
clearance height has been attained.

A

5.20.3
Supplementary Procedures
Air Systems

203
Q

MANUAL MODE OPERATION
Use this procedure when it is necessary to manually control airplane
pressurization.
CAUTION: Switch actuation in manual causes an immediate response
by the outflow valve. Full range of motion of the outflow
valve can take up to 20 seconds. Momentary actuation,
(toggling) of MANUAL switch should be employed.

A

5.20.4
Supplementary Procedures
Air Systems

204
Q

STAR/RUNWAY TRANSITIONS
CAUTION: This scratchpad message will not be displayed if another
page is selected. However, until the new modified route is
executed, MOD RTE LEGS will be displayed in the header of
the LEGS page, indicating that the displayed modified route
has not been executed and the FMC is still using the
original route.

A

5.30.25
Supplementary Procedures
Anomalies

205
Q

Flight Plan Route Uplink
CAUTION: Failure to load uplinked data may inhibit further uplinks to
the FMC.

A

Supplementary Procedures
Communication/Navigation

206
Q

Manual Wind Request
CAUTION: Failure to ACCEPT/LOAD or ERASE uplinked data may
inhibit further uplinks to the FMC and automatic position
reporting to Dispatch. Ensure descent winds are loaded in
the FMC to prevent blocking subsequent FMC uplinks.

A

5.40.6
Supplementary Procedures
Communication/Navigation

207
Q

VNAV Climb Setup
CAUTION: VNAV shall not be armed on the ground if the engine failure
procedure for the takeoff runway contains conditions which
require:
The completion of a turn to a specified heading before
accelerating, or
Becoming established on a defined lateral course before
accelerating
The above restriction does not apply if an engine failure
procedure only requires the initiation of a turn after takeoff
with subsequent acceleration at a specified engine-out
acceleration altitude.

A

5.40.8
Supplementary Procedures
Communication/Navigation

208
Q

CAUTION: With the exception for SLOP, if an OFFSET is executed
for wake turbulence or weather, the start and termination
of the offset must be reported via voice. (The oceanic
controller must reconcile any differences between a
position report and the cleared route.)

A

5.40.31
Supplementary Procedures
Communication/Navigation

209
Q

When the DCL is Received
CAUTION: Pilots must look for a LOAD prompt on every CPDLC
message sent. This prompt may be on the last page of the
message. If present, new routing has been sent from ATC,
and it must be loaded into the FMC and reviewed prior to
accepting the CPDLC DCL.

A

5.40.35
Supplementary Procedures
Communication/Navigation

210
Q

LOADING AND REVIEWING UPLOADED CLEARANCES
CAUTION: If a new route was uploaded, the departure runway and SID
must be reloaded in the FMC.
CAUTION: Do not modify the ATC uplinked clearance after loading.

A

5.40.39
Supplementary Procedures
Communication/Navigation

211
Q

CAUTION: After loading the route, do not use the FMC RTE page
ROUTE REQUEST function, as this will delete the ATCassigned
route that was loaded in the FMC with the LOAD>
prompt.
LOAD prompt This prompt must be selected to load the new ATC clearance
into the FMC. Pilots must load the ATC-provided cleared route into the FMC and
ensure it contains no discontinuities prior to accepting it. If discontinuities are
found, reject the clearance and contact clearance delivery via voice.
CAUTION: Every time the LOAD prompt is selected, the Runway/SID
must be manually reloaded.

A

5.40.42
Supplementary Procedures
Communication/Navigation

212
Q

CAUTION: Always check for a LOAD prompt at 4R on page 1 or page
2. If LOAD appears, there is a loadable clearance available.
Do not send an ACCEPT response without first selecting
LOAD and identifying the changes in routing that you will
be expected to comply with. See Loadable CPDLC
Clearances this section.

A

5.40.49
Supplementary Procedures
Communication/Navigation

213
Q

CAUTION: Navigating in LNAV mode with an unreliable FMC position
may result in significant navigation errors.

A

5.40.84
Supplementary Procedures
Communication/Navigation

214
Q

RUNWAY CHANGE
Use this procedure when takeoff runway or conditions affecting performance
data has changed from that previously programmed.
CAUTION: Failure to make runway changes on the DEP/ARR page may
result in incorrectly programmed departure procedures and
subsequent vertical/lateral navigation errors.

A

5.40.108
Supplementary Procedures
Communication/Navigation

215
Q

External conditioned air is available:
CAUTION: Packs can be damaged if they are operated
while ground conditioned air is connected.

A

5.50.8
Supplementary Procedures
Electrical

216
Q

CAUTION: Do not perform the flight control check or extend the flaps
at the gate or in unsafe proximity to ramp equipment.

A

5.60.5
Supplementary Procedures
Engines, APU

217
Q

PILOT PROCEDURES
CAUTION: In the event that the ramp is closed, deplaning is
prohibited. Airport Operations will wait until the ramp
opens to commence deplaning.

A

5.100.13
Supplementary Procedures
Miscellaneous

218
Q

CAUTION: Do not rotate early or rapidly. Early or rapid rotation
increases the risk of aft body contact (tail strike). Late or
slow rotation increases the takeoff ground roll. Either
improper rotation technique reduces initial climb
performance and obstacle clearance margins.

A

6.20.21
Maneuvers
Non-Normal Maneuvers

219
Q

TERRAIN ESCAPE (GPWS/EGPWS PROFILES)

CAUTION: In certain circumstances, it is possible to receive a “Too
Low Terrain” aural warning that is generated by the flaps
not being in the landing configuration. In this case, pilots
may not receive a “Too Low Flaps” warning. If this occurs
below 500 feet AGL, a terrain escape maneuver must be
performed.

A

6.40.10
Maneuvers
Supplementary Maneuvers

220
Q

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
GENERAL
CAUTION: Once an RA has been issued, safe separation could be
compromised if current vertical speed is changed, except
as necessary to comply with the RA. This is because TCASto-
TCAS coordination may be in progress with the intruder
aircraft, and any change in vertical speed that does not
comply with the RA may negate the effectiveness of the
other aircraft’s compliance with the RA.

A

6.40.13
Maneuvers
Supplementary Maneuvers

221
Q

CAUTION: ACARS can provide non-normal landing performance data
only if dispatched with an MEL restriction.
To determine landing distances for non-normals occurring
after takeoff that affect landing performance:
Use FM or QRH Non-Normal Configuration Landing
Distance tables, or
Contact Dispatch.

A

7.20.21
Performance
Normal Performance General

222
Q

Normal Landing Distance
CAUTION: When using a Normal Landing Distance table, if a landing
using maximum manual brakes cannot be accomplished
after applying Step 3 (15% safety margin), consider all
options before using the adjusted landing distance (Step 2).
The adjusted landing distance without a 15% safety margin
may be used if the Captain determines that a landing on
that runway is the safest course of action.

A

7.20.44
Performance
Normal Performance General

223
Q

Turning Radius (700)
CAUTION: (700) Do not attempt to make a turn away from an obstacle
within 17.8 feet (5.4m) of the wing tip or within 32.0 feet
(9.8m) of the nose.

A

8.10.10.6
Airplane General
Aircraft Overview Description

224
Q

Turning Radius (800)
CAUTION: (800) Do not attempt to make a turn away from an obstacle
within 19.8 feet (6.0m) of the wing tip or within 26.3 feet
(8.0m) of the nose.

A

8.10.10.7
Airplane General
Aircraft Overview Description

225
Q

Turning Radius (900)
CAUTION: (900) Do not attempt to make a turn away from an obstacle
within 16.4 feet (5.0m) of the wing tip or within 21.8 feet
(6.6m) of the nose.

A

8.10.10.8
Airplane General
Aircraft Overview Description

226
Q

Turning Radius (MX8)
CAUTION: Do not attempt to make a turn away from an obstacle within
15 feet (4.57 meters) of the wing tip or within 23 feet (7.1
meters) of the nose.

A

8.10.10.9
Airplane General
Aircraft Overview Description

227
Q

Turning Radius (MX9)
CAUTION: Do not attempt to make a turn away from an obstacle within
17 feet (5.2 meters) of the wing tip or within 22 feet (6.7
meters) of the nose.

A

8.10.10.10
Airplane General
Aircraft Overview Description

228
Q

Pilot Oxygen Mask Usage

CAUTION: Do not push the harness cross straps into or behind the
nose piece. Doing this may cause the cross straps to hang
up on the mask during inflation.

A

8.10.50.5
Airplane General
Oxygen Description

229
Q

CAUTION: Use of EMER mode depletes oxygen supply at higher rate than 100% or
NORM mode. Use EMER mode only as conditions require.

A

8.10.60.5
Airplane General
Oxygen Controls and Indicators

230
Q

DOORS AND WINDOWS
CAUTION: Do not operate the entry or cargo doors with winds at the
door of more than 40 knots. Do not keep doors open when
wind gusts are more than 65 knots. Strong winds can cause
damage to the structure of the airplane.

A

8.10.70.1
Airplane General
Doors/Escape Description

231
Q

FLIGHT DECK WINDOW EMERGENCY EGRESS
CAUTION: Ensure the escape strap is securely fastened to the
airplane.

A

8.10.70.9
Airplane General
Doors/Escape Description

232
Q

WATER FIRE EXTINGUISHERS
CAUTION: Do not use on electrical or grease fires.

A

8.10.90.2
Airplane General
Emergency Equipment Description

233
Q

MANUAL MODE OPERATION
CAUTION: A small movement of the outflow valve can cause a large
change in cabin rate of climb or descent. Manual actuation
of the outflow valve can produce large, rapid changes in
cabin pressure which could result in passenger and crew
discomfort and/or injury.

A

8.20.50.7
Air Systems
Pressurization Description

234
Q

WINDSHIELD WIPERS
CAUTION: Windshield scratching will occur if the windshield wipers
are operated on a dry windshield.

A

8.30.10.10
Anti-Ice, Rain
Anti-Ice, Rain Description

235
Q

CAUTION: Excessive physical load on the forward thrust levers can result in
cracking along the attachment point, and potentially failure of the
handle itself. Use care when exerting stress loads on the forward thrust
lever handles.

A

8.70.20.31
Engines, APU
Engines Controls and Indicators

236
Q

CAUTION: Do not apply rotational force when moving the ENGINE START lever. A
rotational force can cause the start lever to fail to lock in position which
can lead to inadvertent start lever movement.

A

8.70.20.32
Engines, APU
Engines Controls and Indicators

237
Q

CAUTION: Reduced maneuver capability exists when operating within
the amber regions below the minimum maneuver speed or
above the maximum maneuver speed. During non-normal
conditions the target speed may be below the minimum
maneuver speed.

A

8.100.40.8
Flight Instruments, Displays
Primary Flt Dsp Ctrls and Indics

238
Q

SYSTEM A AND B HYDRAULIC PUMPS
CAUTION: Minimum fuel for stationary ground operation of electric
motor-driven hydraulic pumps is 1675 pounds in the related
main tank.

A

8.130.10.6
Hydraulics
Hydraulics Description

239
Q

CAUTION: Cartridge assembly warning placard must be checked, as
soon as possible, after the tail strike. The tail skid skirt
fairing may re-extend, due to gravity, as time passes
resulting in a reading error on the warning placard decal.

A

8.150.10.40
Warning Systems
Warning Systems Description

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