Overview Flashcards
Reroute (FOM 17.3.2, Route Planning)
When do you have to call Dispatch regarding a reroute?
Change in Flight Plan—ATC Filing
When a Dispatch Release/OFP is issued or revised, the primary responsibility for ensuring that the flight plan route, altitude, aircraft type, and equipment suffix exactly match the information provided to ATC resides directly with the Dispatcher that issues the Dispatch Release/OFP. The Captain normally follows the route filed in the Dispatch Release/OFP. Should the Pilots deviate from the route or ATC revise the filed route, the Pilot must communicate with the Dispatcher to help assess the impact of the change to the plan.
Contact the Dispatcher when:
● Lateral deviations from the planned route are greater than 100 NM
● Vertical deviations from the planned altitude are 4,000 ft or more
● The ETA exceeds the planned arrival by greater than 15 minutes
In all other questionable situations concerning the flight plan, contact Flight Dispatch.
Aircraft on ground—If the reroute is significant, the Captain contacts the flight’s Dispatcher prior to the takeoff roll.
Note: If a Pilot is approaching a FAR 117 limit (within 60 minutes), any re-route that results in additional en route time (even one minute more) needs to be checked with the flight’s Dispatcher to ensure FAR 117 limits are not exceeded.
Aircraft en route—If the reroute is significant, the Captain promptly contacts the flight’s Dispatcher when work duties permit. Communication and concurrence between the Captain and Dispatcher is especially important for en route flights since some reroutes could require more fuel than is onboard. Various options within the remaining fuel endurance of the aircraft should be considered, ranging from possible modification or deletion of any specified destination alternate(s) to landing short of the destination.
When the Dispatcher has already considered possible reroutes in the preflight fuel planning, the anticipated reroute(s) are listed in the Remarks section of the Dispatch Release/OFP. Minor deviations for weather avoidance or requested direct routing while on the Dispatch Release/OFP filed route do not require Dispatcher contact.
If the route change might affect driftdown requirements or the Dispatcher’s ability to maintain radio contact with the flight, the Captain promptly relays rerouting information to the Dispatcher.
Deviations from the OFP or destination airport may result in a new OFP.
Airborne Reroute Fuel Planning After a flight is airborne, if a Dispatch Release/OFP revision is sent due to an inflight reroute, fuel not used in the ENROUTE and RSV Fuel calculations are placed in a SURPLUS bucket. Additionally, FLIGHTKEYS removes fuel from CONT/HOLD and DISP
Circuit Breaker Limitations (AOM 3.7, Electrical)
Consider resetting or cycling circuit breakers on the ground and in flight.
3.7.2 Resetting a Tripped Circuit Breaker on the Ground
Revised: 04/11/2022
L The Flight Deck Crew should not reset a tripped circuit breaker on the ground until Maintenance has determined that it is safe to reset. A tripped circuit breaker may only be reset once. Allow approximately two minutes for cooling before resetting.
Aircraft Logbook documentation is required and includes one of the following:
● When a tripped circuit breaker is not reset, a fault is entered in the Aircraft Logbook.
● Any time a tripped circuit breaker is reset by a Flight Deck Crew Member, an Info Only entry is required in the Aircraft
Logbook. The Maintenance Controller’s name must be included in the entry.Refer to FOM 19 Maintenance for additional information on entering faults and Info Only items in the Aircraft Logbook.
Refer to 3.12.1 General for limitations on resetting tripped fuel quantity indicator, fuel pump, or fuel pump control circuit breakers
3.7.3 Cycling a Circuit Breaker
Revised: 04/11/2022
L The Flight Deck Crew should not cycle (pull and reset) a circuit breaker in flight unless the cycle meets one or more of
the following criteria:
● Directed by the QRH.
● Directed by a procedure listed in the B737 AOM, FOM, or Operations Binder.
Note: Any time a circuit breaker is cycled by a Flight Deck Crew Member, an Info Only entry is required in the Aircraft
Logbook.
L The Flight Deck Crew should not cycle (pull and reset) a circuit breaker on the ground unless the cycle is coordinated and approved by Maintenance Control.
Note: Any time a circuit breaker is cycled by a Flight Deck Crew Member when coordinated by Maintenance Control, the
Maintenance Controller’s name must be included in the Info Only entry
Pilot Operational Philosophy (FOM 2.2.4)
ABCD stands for assess (A), balance (B), communicate risk and intentions (C), and do and debrief (D). The ABCDs are
defined as follows:
● Assess—Maintain situational awareness. Continuously evaluate what is happening now to identify, process, and
comprehend the critical elements of information and determine how it affects the future outcome.
● Balance—Make decisions based on policies, procedures, and the operational priorities. This supports effective
workload management and task redundancy.
● Communicate Risk and Intentions—Communicate effectively, timely, constructively, and appropriately, so that a
shared mental model is established amongst Crew Members.
● Do and Debrief—Promote active involvement and constant self-evaluation. Crew Members should continuously work
toward improving performance and reducing risk by developing and maintaining appropriate levels of communication,
coordination, and situational awareness. This is achieved by debriefing and identifying factors in the environment that
require the Crew to adapt to dynamically changing conditions.
Use of the ABCD process improves performance and minimizes risk in all operations and is paramount for the successful
outcome of each task regardless of the time available and type of decision needed for a given situation. Crews should use
the ABCD process continuously to improve decision-making effectiveness, even under duress. Individual Crew Members
should also use the ABCD process to evaluate the effectiveness of other Crew Members. Deliberate planning prior to a flight
and coordinated decision-making during the flight are effective ways to accomplish current goals and manage risk with the
existing conditions and Crew Factors. Effective risk management and decision-making help Crews better adapt to changing
conditions and operational requirements.
Decision-making requires a continuous ABCD process to determine the resources and strategies needed to accomplish each
task. The ABCD process is dependent on the amount of available time between two or more events. Assessing what is
occurring now and how it will affect a future outcome helps to accurately determine the time sensitivity of a task and avoid time
misperceptions. The following three categories are used to define the decision-making types, based on time sensitivity:
Figure 2.8 Decision-Making Types and Time Sensitivity
Rejected Takeoff (AOM 5.18.7)
5.18.7 Rejected Takeoff (RTO)
Revised: 04/11/2022
A Captain should reject a takeoff after 80 knots only for the following reasons:
● Engine failure
● Fire or fire warning
● Predictive windshear warning
● Aircraft is unsafe/unable to fly
A takeoff shall not be started or continued with any warning horn or bell sounding before the aircraft attains 80 knots.
Any abnormality or non-normal situation during the takeoff should be announced by the first Pilot to notice it.
A decision to continue the takeoff after recognition of an abnormality or non-normal situation should be communicated by
the Captain saying “CONTINUE.”
The Captain is solely responsible for rejecting a takeoff. The decision to reject must be made in time to start the RTO
maneuver no later than V1.
If the Captain makes the decision to reject the takeoff, the Captain should announce the decision with a loud clear statement,
such as: “REJECT.” If the First Officer is making the takeoff, the Captain should announce: “REJECT, I HAVE THE
AIRCRAFT.”
After V1, rejecting the takeoff is not recommended unless the Captain judges the aircraft incapable of flight.
The Captain must submit an Irregularity Report if a takeoff is rejected. If takeoff warning horn actuates on takeoff or during
the takeoff warning check, the Captain must ensure that an Info Only entry is made in the Aircraft Logbook. Refer to FOM 19
Maintenance for specific information on Info Only entries in the Aircraft Logbook.
PRM Approaches (AOM 11.1.4.13)
11.1.4.13 PRM Approaches/Simultaneous Close Parallel (ILS or RNAV [GPS])
Revised: 06/23/2022
[OpSpec: C052]
Precision Runway Monitor (PRM) approaches are ILS PRM or RNAV (GPS) PRM approaches to parallel runways less than
4,300 ft apart. PRM approaches require special procedures. They are published as stand-alone Jeppesen charts:
● Simultaneous Close Parallel/ILS PRM Rwy ___ or RNAV (GPS) PRM Rwy ___.
● Attention All Users of ILS Precision Runway Monitor (PRM) or RNAV (GPS) Precision Runway Monitor (PRM).
Southwest Airlines Pilots are authorized to conduct ILS PRM or RNAV (GPS) PRM approaches, provided the following:
● The Pilots have the appropriate ILS PRM or RNAV (GPS) PRM approach chart and the corresponding Attention
All Users Jeppesen page.
● The information and procedures contained in the corresponding charts have been reviewed, briefed, and will be used.
The following list is an overview of common procedures. The procedures on the appropriate Attention All Users Jeppesen
page take precedence over this list.
● The lateral track must be flown accurately.
● Dual VHF communication is required. Both the tower frequency and the monitor frequency should be set at the
same volume.
● Listen closely for breakout instructions from ATC (e.g., “TRAFFIC ALERT [call sign] TURN [left/right] IMMEDIATELY
HEADING [degrees] CLIMB/DESCEND AND MAINTAIN [altitude]”).
● Breakout maneuver must be initiated immediately and hand-flown (flight directors selected OFF).
● Selection of TO/GA is not recommended.
● These instructions could include a descending turn.
Note: During a descending breakout, descending at a rate greater than 1,000 ft per minute is not required, and in no
case will the descent be below the minimum vectoring altitude (MVA)
● ATC command to turn with TCAS RA. In the unlikely event that a Flight Deck Crew should simultaneously receive a
final monitor controller’s command to turn and a TCAS RA, the Flight Deck Crew must follow both the final monitor
controller’s turn command and the TCAS RA’s climb or descent command.
● TCAS RA alone. In the unlikely event that an RA occurs without a concurrent breakout instruction from the final monitor
controller, the Pilot should follow the RA and advise the controller of the action taken as soon as possible. In this
instance, it is likely that a breakout command would follow.
● If a “breakout” is received, it is most likely due to a loss of separation with another aircraft.
The use of HGS remains unchanged. No other special procedures are required to execute ILS PRM or RNAV (GPS) PRM
approaches; however, very careful attention is required due to the close proximity of parallel aircraft.
11.1.4.13.1 PRM Breakout Procedure
Revised: 09/22/2022
When an ATC breakout is initiated, immediately accomplish the following:
Table 11.8 PRM Breakout Procedure
PF PM
ATC calls, “TRAFFIC ALERT”
Simultaneously: Flight Director switches (both)—OFF
● Disengage the autopilot/autothrottle
● Immediately initiate turn to assigned heading
● Immediately initiate climb/descend to assigned altitude Monitor heading and altitude
Set heading and altitude in MCP
Communicate with ATC
Call for appropriate automation/MCP selections Flight Director switches (both)—ON
Respond as directed
Re-configure as needed
Go-Around/Missed Approach Requirements (AOM 11.5.1)
Conditions requiring go-around/missed approach
11.5.1 Go-Around/Missed Approach Requirements
Revised: 04/11/2022
The Pilot Flying must execute a go-around/missed approach if any of the following occur:
● Any Flight Deck Crew Member directs or calls for a go-around.
● ATC directs a go-around.
● The approach does not meet stabilized approach criteria.
● The CDI exceeds a 2-dot deflection while on the FAS in IMC.
● The expanded LOC pointer becomes “unfilled” while on the FAS in IMC.
● A 2-dot low glideslope deflection on the FAS in IMC is exceeded.
● The VOR pointer exceeds 10º from the desired course on a VOR approach inside the FAF in IMC.
● Sufficient visual references for landing are not present and any of the following occur:
– (ILS) Radio Altitude display flashes and turns amber.
– The aircraft altimeter indicates that the DA or DDA is reached.
– The missed approach point, if applicable, is reached.
● The Pilot initially has sufficient visual references but then loses them below DA, DDA, or MDA.
● A landing in the touchdown zone cannot be safely accomplished.
Required Deviation Callouts (AOM 11.3.7.1, Deviation Callouts for Approaches Using the AIII Mode; AOM 11.1.4.10 Required Deviation Callouts)
Table 11.16 AIII Mode Parameter Deviation Callouts
HGS AIII Mode Parameter Limit Callout
Airspeed Target speed ± 5 kt down to flare initiation “Airspeed”
Expanded Localizer Scale Diamond touches the rectangular box
(on Expanded Localizer Scale) down to
touchdown
“Crosstrack”
Glideslope ±1 DOT down to 100 ft “Glideslope”
Sink Rate 1,000 fpm down to 50 ft “Sink Rate”
APCH WARN “Approach Warning, Go Around”
HGS FAIL (HGS 4000) “HGS Fail, Go Around”
Note: The localizers change to the expanded LOC display when the autopilot or flight director is in LOC mode, the deviation is slightly more than ½ dot, and the track is within 5° of the MCP selected course
Overspeed (AOM 5.18.6)
5.18.6 Overspeed
Revised: 04/11/2022
This procedure is accomplished any time the Mach/airspeed warning clacker activates.
The Pilot Flying will adjust the thrust levers and/or pitch attitude as required to reduce the airspeed below VMO/MMO
Cabin Altitude Warning and Emergency Descent (AOM 5.3.1 and 5.3.2)
5.3.1 Cabin Altitude Warning
Revised: 10/30/2023
There have been several occurrences when cabin altitude warning alerts have been caused by improperly configured engine bleed air and air conditioning pack switches. This is often the result of Pilots failing to reconfigure switches following bleeds off takeoff. In order to address the problem of incorrectly positioned switches that affect pressurization, the normal takeoff procedure directs the Pilot Monitoring to reconfigure the packs and bleeds following a bleeds off or unpressurized takeoff. Refer to 16.2.3 Reconfiguring Following a Bleeds Off or Unpressurized Takeoff for procedural steps. Whenever the intermittent warning horn sounds or the CABIN ALTITUDE warning light illuminates at an aircraft altitude above 10,000 ft MSL, initiate the Immediate Action steps for the CABIN ALTITUDE WARNING or Rapid Depressurization non-normal checklist.
WARNING: Do not delay the donning of oxygen masks. The time of useful consciousness (TUC) decreases
exponentially as cabin altitude increases. During a rapid depressurization, TUC is reduced by up to half.
Note: Both Pilots must verify the cabin altitude is stabilized at or below 10,000 ft before removing oxygen masks.
Table 5.8 Time of Useful Consciousness
Cabin Altitude Unscheduled Depressurization Rapid Depressurization
30,000 ft 60-90 seconds 30-60 seconds
35,000 ft 30-60 seconds 15-45 seconds
41,000 ft 13-15 seconds 6-10 seconds
5.3.2 Emergency Descent
Revised: 10/30/2023
Normally, an emergency descent is initiated in response to a rapid, uncontrollable depressurization. However, it may be initiated for a variety of reasons such as sabotage threat, fire, severe medical emergency, or other contingencies.
Some routes over mountainous terrain require careful operator planning to include carrying additional oxygen, special
procedures, higher initial level-off altitudes, and emergency routes in the event a depressurization occurs. The emergency descent maneuver is designed to bring the aircraft down smoothly to a safe altitude, in the minimum amount of time, with the least amount of Passenger discomfort.
The use of the autopilot is recommended during an emergency descent.
Bleeds Off Takeoff (AOM 16.2.1, Engine Bleeds Off Takeoff; AOM 16.2.3, Reconfiguring Following a Bleeds Off or Unpressurized Takeoff)
16.2.1 Engine Bleeds Off Takeoff
Revised: 04/11/2022
Use the following procedure when making an Engine Bleeds Off takeoff with the APU operating. Use this procedure to increase ATOG, increase initial climb performance, or improve runway-stopping margin with the APU operating.
Right Pack Switch ……………………………………………………………………….AUTO
Isolation Valve Switch…………………………………………………………………CLOSE
Left Pack Switch……………………………………………………………………….. AUTO/HIGH
Left Engine Bleed Air Switch …………………………………………………….. OFF
APU Bleed Air Switch ……………………………………………………………….. ON
Right Engine Bleed Air Switch …………………………………………………… OFF
16.2.3 Reconfiguring Following a Bleeds Off or Unpressurized Takeoff
Revised: 04/11/2022
At or above minimum cleanup altitude, complete the following: (PM) If a bleeds-off or unpressurized takeoff was performed, reconfigure the packs and bleeds. Bleeds off takeoff—At not less than minimum cleanup altitude, after the flaps are up, at climb thrust, perform the following steps. Following each step, note the appropriate pressure indication change before continuing.
Right Engine Bleed Air Switch ……………………………………………………………………… ON
If engine failure occurs, do not position engine bleed air switches on until clear of obstacles.
(CA) If the pressurization panel is beyond reach, assume aircraft control and direct the First Officer to reconfigure the
system. Following an unpressurized takeoff, plan to begin reconfiguring the aircraft pressurization panel prior to 2,000 ft AAE. When Cabin Rate of Climb Indicator Stabilizes:
APU Bleed Air Switch ………………………………………………… OFF (N/A for Unpressurized Takeoff)
Left Engine Bleed …………………………………………………………ON
ISOLATION VALVE Switch …………………………………………….AUTO
(CA) APU………………………………………………………………………OFF, As Required
Balked Landing (AOM 12.1.6, Rejected/Balked Landing)
Note the differences between a rejected landing and a balked landing.
12.1.6 Rejected/Balked Landing
Revised: 03/28/2024
Rejected Landing
A rejected landing is a discontinued landing attempt and go-around initiated at low altitude (below DA/DDA or MDA) but prior to
touchdown. If a rejected landing becomes necessary, refer to 11.5 Go-Around/Missed Approach.
Balked Landing
A balked landing is a discontinued landing attempt and go-around initiated at or after touchdown but prior to initiation of
reverse thrust. The balked landing procedure maintains landing flap configuration to expedite climb away from the runway
environment. Considerations for a balked landing include clearance of an obstacle in the runway environment, insufficient runway for continued landing, or transitioning to a go-around from a low-energy state.
12.1.6.1 Balked Landing Procedure
Revised: 10/14/2024
If a go-around is required after touchdown but before thrust reverser levers are raised, use the following procedures.
WARNING: After reverse thrust is initiated, a full-stop landing must be made. If an engine stays in reverse, a safe
flight is not possible.
Table 12.2 Balked Landing Procedure
PF PM
Call, “Go Around.”
Disengage A/P and A/T (as required).
● Smoothly advance thrust levers to go-around thrust.
● Maintain landing flap configuration.
● Verify speedbrakes are retracted.
● Verify autobrakes are disarmed.
● Verify go-around thrust is set.
At VREF:
Call, “Rotate.”
Smoothly rotate toward 15° pitch attitude.
When safely airborne:
● Verify positive rate of climb.
● Select TO/GA.
● Verify positive rate of climb.
Continue Normal Go-Around
1. The takeoff configuration warning horn sounds when on the ground due to landing flap configuration.
2. Do not follow the FD for rotation guidance. Control column forces during rotation may vary.
For bounced landings, refer to 12.1.5 Bounced Landing Recovery
