737 FM Warning / Caution Statements Flashcards by Dustin Lenz

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

0.10.6
Introduction
Flight Manual User Guide

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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.

0.30.2
Introduction
Non-Normal Operations

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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.

1.30.4
Limitations
System Limits and Parameters

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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.

1.30.12
Limitations
System Limits and Parameters

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

1.30.23
Limitations
System Limits and Parameters

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

2.05.3
Non-Normals
Unannunciated

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

2.05.6
Non-Normals
Unannunciated

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

2.70.20
Non-Normals
Engines, APU

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

2.70.20
Non-Normals
Engines, APU

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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.

2.80.15
Non-Normals
Fire Protection

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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.

2.100.12
Non-Normals
Flight Instruments, Displays

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

2.140.11
Non-Normals
Landing Gear

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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.

3.10.5
Normals
General

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

3.10.5
Normals
General

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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.

3.20.2
Normals
Preflight

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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.

3.20.5
Normals
Preflight

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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.

3.20.9
Normals
Preflight

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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.

3.20.23
Normals
Preflight

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

3.20.24
Normals
Preflight

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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.

3.20.28
Normals
Preflight

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

3.20.29
Normals
Preflight

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

3.20.29
Normals
Preflight

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

3.20.36
Normals
Preflight

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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.

3.20.38
Normals
Preflight

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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.

3.30.1 Normals Before Push

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.

3.40.2 Normals Pushback/Tow-Out

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.

3.40.3 Normals Pushback/Tow-Out

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.

3.40.5 Normals Pushback/Tow-Out

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.

3.40.5 Normals Pushback/Tow-Out

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

3.60.3 Normals After Start

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

3.60.6 Normals After Start

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

3.70.2 Normals Taxi

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

3.80.3 Normals Before Takeoff

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.

3.100.3 Normals After Takeoff

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.

3.120.2 Normals Cruise

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

3.130.3 Normals Descent

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.

3.130.5 Normals Descent

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.

3.130.9 Normals Descent

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.

3.150.2 Normals Approach

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.

3.150.3 Normals Approach

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.

3.150.6 Normals Approach

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.

3.160.2 Normals ILS/GLS Approaches

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.

3.160.4 Normals ILS/GLS Approaches

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.

3.165.1 Normals Autoland

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.

3.165.2 Normals Autoland

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 .

3.165.5 Normals Autoland

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.

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

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

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

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.

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

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.

3.174.2 Normals LOC and VOR Approaches

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.

3.174.4 Normals LOC and VOR Approaches

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.

3.180.2 Normals Visual Approaches

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

3.185.2 Normals Circle-to-Land Maneuver

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.

3.190.2 Normals Missed Approach/Go-Around

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.

3.190.3 Normals Missed Approach/Go-Around

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.

3.190.3 Normals Missed Approach/Go-Around

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.

3.200.3 Normals Landing

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.

3.200.4 Normals Landing

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

3.200.4 Normals Landing

[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.

3.200.5 Normals Landing

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.

3.200.10 Normals Landing

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

3.200.11 Normals Landing

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

3.200.12 Normals Landing

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.

3.200.14 Normals Landing

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

3.210.4 Normals After Landing

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.

3.220.3 Normals Parking

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.

4.30.3 ORCA Operations Preflight Procedures

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

4.30.9 ORCA Operations Preflight Procedures

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.

5.10.13 Supplementary Procedures Adverse Weather Operations

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.

5.10.17 Supplementary Procedures Adverse Weather Operations

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.

5.10.32 Supplementary Procedures Adverse Weather Operations

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.

5.10.34 Supplementary Procedures Adverse Weather Operations

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.”

5.10.48 Supplementary Procedures Adverse Weather Operations

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.

5.10.48 Supplementary Procedures Adverse Weather Operations

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%.

5.10.50 Supplementary Procedures Adverse Weather Operations

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.

5.10.51 Supplementary Procedures Adverse Weather Operations

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.

5.10.53 Supplementary Procedures Adverse Weather Operations

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.

5.10.55 Supplementary Procedures Adverse Weather Operations

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

5.40.5 Supplementary Procedures Communication/Navigation

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.

5.40.12 Supplementary Procedures Communication/Navigation

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.

5.40.20 Supplementary Procedures Communication/Navigation

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.

5.40.23 Supplementary Procedures Communication/Navigation

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.

5.40.90 Supplementary Procedures Communication/Navigation

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.

5.40.103 Supplementary Procedures Communication/Navigation

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.

5.50.1 Supplementary Procedures Electrical

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

5.50.3 Supplementary Procedures Electrical

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.

5.50.5 Supplementary Procedures Electrical

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.

5.60.2 Supplementary Procedures Engines, APU

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.

5.60.3 Supplementary Procedures Engines, APU

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.

5.60.7 Supplementary Procedures Engines, APU

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

5.60.7 Supplementary Procedures Engines, APU

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.

5.60.11 Supplementary Procedures Engines, APU

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.

5.100.2 Supplementary Procedures Miscellaneous

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.

5.100.5 Supplementary Procedures Miscellaneous

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.

5.100.12 Supplementary Procedures Miscellaneous

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.

6.20.12 Maneuvers Non-Normal Maneuvers

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.

6.20.16 Maneuvers Non-Normal Maneuvers

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.

6.20.17 Maneuvers Non-Normal Maneuvers

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).

6.20.18 Maneuvers Non-Normal Maneuvers

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.

6.20.21 Maneuvers Non-Normal Maneuvers

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.

6.20.53 Maneuvers Non-Normal Maneuvers

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

6.20.54 Maneuvers Non-Normal Maneuvers

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.

6.40.9 Maneuvers Supplementary Maneuvers

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.

6.40.10 Maneuvers Supplementary Maneuvers

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

6.40.15 Maneuvers Supplementary Maneuvers

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

6.40.16 Maneuvers Supplementary Maneuvers

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.

6.40.16 Maneuvers Supplementary Maneuvers

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.

6.40.20 Maneuvers Supplementary Maneuvers

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.

6.40.21 Maneuvers Supplementary Maneuvers

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.

7.20.21 Performance Normal Performance General

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.

7.20.25 Performance Normal Performance General

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.

7.90.7 Performance Non-Normal Performance General

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.

8.10.50.5 Airplane General Oxygen Description

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.

8.10.50.9 Airplane General Oxygen Description

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.

8.10.70.18 Airplane General Doors/Escape Description

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.

8.10.90.2 Airplane General Emergency Equipment Description

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.

8.40.10.26 Autoflight Autoflight Description

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.

8.50.10.5 Communications Communications Description

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.

8.50.20.122 Communications Communications Ctrls and Indics

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

8.70.10.19 Engines, APU Engines Description

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

8.150.10.20 Warning Systems Warning Systems Description

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

0.10.6 Introduction Flight Manual User Guide

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

1.30.5 Limitations System Limits and Parameters

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.

1.30.6 Limitations System Limits and Parameters

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.

2.05.21 Non-Normals Unannunciated

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

2.05.22 Non-Normals Unannunciated

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.

2.05.23 Non-Normals Unannunciated

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.

2.20.2 Non-Normals Air Systems

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.

2.30.4 Non-Normals Anti-Ice, Rain

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.

2.80.14 Non-Normals Fire Protection

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.

2.80.25 Non-Normals Fire Protection

(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.

2.90.16 Non-Normals Flight Controls

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.

2.90.43 Non-Normals Flight Controls

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.

2.120.7 Non-Normals Fuel

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.

2.120.10 Non-Normals Fuel

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

2.120.20 Non-Normals Fuel

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

2.140.1 Non-Normals Landing Gear

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

3.20.2 Normals Preflight

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

3.20.8 Normals Preflight

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.

3.20.29 Normals Preflight

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.

3.20.31 Normals Preflight

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.

3.30.1 Normals Before Push

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.

3.40.2 Normals Pushback/Tow-Out

CAUTION: Crossbleed starts are prohibited during pushback.

3.40.3 Normals Pushback/Tow-Out

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

3.50.1 Normals Engine Start

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.

3.50.2 Normals Engine Start

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.

3.50.3 Normals Engine Start

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

3.60.6 Normals After Start

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.

3.70.1 Normals Taxi

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

3.70.6 Normals Taxi

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.

3.80.1 Normals Before Takeoff

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.

3.80.5 Normals Before Takeoff

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.

3.80.6 Normals Before Takeoff

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.

3.90.4 Normals Takeoff

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.

3.90.8 Normals Takeoff

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.

3.90.9 Normals Takeoff

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.

3.90.10 Normals Takeoff

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

3.90.12 Normals Takeoff

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.

3.100.1 Normals After Takeoff

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

3.110.2 Normals Climb

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.

3.110.6 Normals Climb

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.

3.130.3 Normals Descent

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.

3.140.2 Normals Holding/Diversion

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

3.150.3 Normals Approach

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.

3.165.1 Normals Autoland

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.

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

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.

3.174.2 Normals LOC and VOR Approaches

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.

3.185.1 Normals Circle-to-Land Maneuver

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

3.190.2 Normals Missed Approach/Go-Around

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

3.190.3 Normals Missed Approach/Go-Around

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

3.190.5 Normals Missed Approach/Go-Around

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

3.200.3 Normals Landing

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.

3.200.4 Normals Landing

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.

3.200.5 Normals Landing

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.

3.200.8 Normals Landing

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.

3.200.9 Normals Landing

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.

3.200.13 Normals Landing

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.

3.200.14 Normals Landing

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.

3.220.3 Normals Parking

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.

3.220.5 Normals Parking

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

4.40.2 ORCA Operations Enroute Procedures

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.

4.40.2 ORCA Operations Enroute Procedures

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

4.40.3 ORCA Operations Enroute Procedures

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.

4.40.4 ORCA Operations Enroute Procedures

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.

4.40.13 ORCA Operations Enroute Procedures

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.

4.40.15 ORCA Operations Enroute Procedures

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.

5.10.6 Supplementary Procedures Adverse Weather Operations

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.

5.10.7 Supplementary Procedures Adverse Weather Operations

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

5.10.9 Supplementary Procedures Adverse Weather Operations

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.

5.10.12 Supplementary Procedures Adverse Weather Operations

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

5.10.13 Supplementary Procedures Adverse Weather Operations

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.

5.10.15 Supplementary Procedures Adverse Weather Operations

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

5.10.17 Supplementary Procedures Adverse Weather Operations

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.

5.10.17 Supplementary Procedures Adverse Weather Operations

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.

5.10.19 Supplementary Procedures Adverse Weather Operations

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.

5.10.21 Supplementary Procedures Adverse Weather Operations

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

5.10.26 Supplementary Procedures Adverse Weather Operations

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

5.10.30 Supplementary Procedures Adverse Weather Operations

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.

5.10.41 Supplementary Procedures Adverse Weather Operations

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.

5.10.43 Supplementary Procedures Adverse Weather Operations

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.

5.10.48 Supplementary Procedures Adverse Weather Operations

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.

5.20.3 Supplementary Procedures Air Systems

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.

5.20.4 Supplementary Procedures Air Systems

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.

5.30.25 Supplementary Procedures Anomalies

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

Supplementary Procedures Communication/Navigation

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.

5.40.6 Supplementary Procedures Communication/Navigation

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.

5.40.8 Supplementary Procedures Communication/Navigation

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.)

5.40.31 Supplementary Procedures Communication/Navigation

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.

5.40.35 Supplementary Procedures Communication/Navigation

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.

5.40.39 Supplementary Procedures Communication/Navigation

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.

5.40.42 Supplementary Procedures Communication/Navigation

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.

5.40.49 Supplementary Procedures Communication/Navigation

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

5.40.84 Supplementary Procedures Communication/Navigation

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.

5.40.108 Supplementary Procedures Communication/Navigation

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

5.50.8 Supplementary Procedures Electrical

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

5.60.5 Supplementary Procedures Engines, APU

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.

5.100.13 Supplementary Procedures Miscellaneous

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.

6.20.21 Maneuvers Non-Normal Maneuvers

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.

6.40.10 Maneuvers Supplementary Maneuvers

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.

6.40.13 Maneuvers Supplementary Maneuvers

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.

7.20.21 Performance Normal Performance General

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.

7.20.44 Performance Normal Performance General

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.

8.10.10.6 Airplane General Aircraft Overview Description

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.

8.10.10.7 Airplane General Aircraft Overview Description

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.

8.10.10.8 Airplane General Aircraft Overview Description

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.

8.10.10.9 Airplane General Aircraft Overview Description

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.

8.10.10.10 Airplane General Aircraft Overview Description

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.

8.10.50.5 Airplane General Oxygen Description

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

8.10.60.5 Airplane General Oxygen Controls and Indicators

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.

8.10.70.1 Airplane General Doors/Escape Description

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

8.10.70.9 Airplane General Doors/Escape Description

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

8.10.90.2 Airplane General Emergency Equipment Description

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.

8.20.50.7 Air Systems Pressurization Description

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

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

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.

8.70.20.31 Engines, APU Engines Controls and Indicators

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.

8.70.20.32 Engines, APU Engines Controls and Indicators

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.

8.100.40.8 Flight Instruments, Displays Primary Flt Dsp Ctrls and Indics

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.

8.130.10.6 Hydraulics Hydraulics Description

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.

8.150.10.40 Warning Systems Warning Systems Description

737 FM Warning / Caution Statements Flashcards

REV 12 APR 24