TE GU BY |} LEY CT TTT UC 731-800.2.737-MAK TETEY Covering the PRESEN aC) This book was originally developed for pilots at American Airlines. Neither American Airlines nor Boeing Company have endorsed or in any way been responsible for the content of this book. As a courtesy to the pilots of American Airlines who have supported the development of these books, it is nated that this edition is current to the best ‘ability of the author to make it so, and includes material relevant to: ene Aircraft Operating Manual ere cue eat Quick Reference Handbook Flight Operations Manual * Note: After Revision 20, FOM versions are password protected and cannot be updated for review by the author. Aircraft Model Designations FINI Subflcets. 8737-NG models are divided by three subfleets based on eae fjrtenance block dotgations fo augment var ions GEN — elec fare the iist 76 cra (RURAL i te ioe jor aiferences in the Block | are the BAE HUD, FMC software U11 and non-SFF 8737-800 EYEE 8737-NG = Block’ ll and ill aircraft (3DM-3LB) are non-SFP aircraft. = Block IV‘are Short Field Performance (SFP) aircraft (3LC- 3PX) 8737-8 s7a7maxe Some systems and components are shared between the 737-800 and 737-8 jodels. Aircraft effectivity will be used to differentiate the aircraft. See AOM Preface, Equipment Codes, p. 1-5 FERGUS (Jan 23, 2025) Do Not Photocopy 7 Boeing 737 Study Guide © 2009, Updates 2010-2023Revision Notes January 01, 2023 Edition—(Initial issue for 2023 edition) Page 20 — Takeoff description: Added requirement to allow engines to stabilize on takeoff prior to engaging TO/GA Page 35 — APU Shutdown extended from 3 minute to 5 minutes on EICMENIIN aircraft. March 24, 2023 Edition Page 6 ~ Clarified FOM reference for overweight landing considerations Page 10 ~ Updated Performance Manual reference for 27K Bump Thrust to AOM page reference. June 5, 2023 Edition Page’ — Removed Fuel Crossfeed Valve Operational Check from limitations section per OM revision Page 20 — Updated Performance Manual reference for 27K Bump Thrust to AOM page reference. August 14, 2023 Page 5” Added numbering to the Limitations Chapter for the convenience of those readers whose carrier uses section 18 riummbering. Page {1 ~ Added non-Limitations Section material related to flight management restrictions and guidance Page Tl — Added notes indicating removal of restrictions associated with ADs 2023-10-02, 2023-12-13 and 2023-12-11 related to radio altimetry restrictions and interference. Page 11-~ Added Holding Speeds for ICAO 2s well as FAA airspace, Page 23 — Changed effective steering angle to 73° to reflect OM specification change. November 3, 2023 Page | — Note added to reflect password: protected manual revisions are not accessible or updatable by the author Page 9 — Engine anti-ice restriction when not in actual or anticipated icing conditions added for aircraft ELUNSE\ZAN. Page 12 — Cebin Altitude Warning or Rapid Depressurization checklist: Steps 5 and 6 modified to match current operating manual nomenclature. Page 12 APU Fire and Airspeed Unreliable Checklist reference page numbers in QRH updated Note: After Revision 20, FOM versions are password protected. Until this is resolved the author cannot review or update ‘manuals atter this change was made. Use this guide at your discretion. Manufacturer or Ait Carrier guidance always takes precedence. Published by Pilot Study Guides, LLC, Grapevine, Texas. First Edition and Copyright 2009 Updated continuously (including copyright protection) through the current 2022 edition Graphics: With one exception, all graphics were produced by and are the copyright-protected property of the author, ‘except where noted within this edition. Acknowledgement: Thanks to Norebbo Design Studios, www.norebbo.com for allowing use of the profile drawing in the Airplane General section. All rights reserved. No part of this publication may be reproduced, distributed, or transmitted in any form or by any means, including photocopying, recording, digitally reproducing, or using any other electronic or mechanical records, without the prior written permission of the copyright holder. Exception is granted for reproduction of checklist portions of the book where so indicated on specific pages. Corporation References: American Airlines™ and the Boeing Corporation™, referenced herein, have neither endorsed nor provided any proprietary information for use in these books. Their referencing is for informational awareness only. ISBN: 978-1-946544-45-2 (Print) ISBN: 978-1-946544-47-6 (Amazon Kindle) Boeing 737 Study Guide © 2009, Updates 2010-2023, if (Jan 23, 2025) Do Not Photocopy [xe RETURNINGPraseotconents_] Table of Contents Introduction, Panels Limitations .. 18.1 Genera {8.2 Operational Limits {8.3 Aircrafi General 8.4 Air Sysioms {BS Antclee, Ran 18.6 Autofight {8.7 Auxiliary Power Unit (APU). 58.8 Communications, 18.9 Electical $8.10 Engines 18.11 Fiight Controls. {8.12 Fight Instruments, Displays. $8.13 Fight Managomort, Navigation, 18.14 Fuel, i815 Landing Gear. 18.16 Waring Systems. Emergencies. Emergency Equipment Aiterait Configuration, Maneuvers .. 5 sosennneeneennennneennnee Normal Procedures Notes. 219 ‘Ground Operaiions 19 ‘Takeof & Gimp 19 Landing 20 Bieiings and Festicions 20 oid Weather & Ant-eing Notes. 2i Airplane General 23 ‘Overview 23 {ighting & Status indications 23 Siner Emergency Systems. 24 Fuel Notes 24 Air Conditioning and Pressurization.. 25 Gonoral 25 ‘ic Conditioning Sysiom 26 Equipment Cootng 28 Prossurization 28 Anti-Ice and Rain Protection. 22:30 ‘Overview 30 Window & Probe Heat 30 Engine & Wing Ant ce. 31 Autoflight cosannnsennnnnnnnenennses32 General 32 ‘Autopiot (AP) 32 Auothroties (A/T) 8 Auiopiot Fight Direcior Systom (AFDS) 3 Automatic Fight Operaions 34 ‘Communications. 35 Electrical Systems. Ovewew AC Power Sysiem BC Power System: 39 Standby Syster 39 Engines . 40 Genera 40 Engine indications 40 Engine Sub-Syetems ai ‘uxiary Power Unit a4 Fire Protection... ‘General Engine & APU Detection and Protection 45 Main Wheel Well Detection & Protection 46 ‘Cargo Compartment Detection & Protection 46 Lavatory Fre Detection & Protection. 46 Fre System Tests. 46 Flight Controls ...ssssccsscccssnsssssessseesssnssnsssssseersessse4? ‘Overvion a7 Primary Fight Gontots. 47 Secondary Fight Controls 48 Flight Instruments. 52 Primary & Standby Fight instruments 32 ther insirument Systems. 32 Flight Management, Navigation .. 54 ‘Overview, 54 Data Sources. 54 Fadio Navigation 5 Fight Management Computers (FMC) 55 Fuel System. 57 General 37 Fuel Feeding 37 Fuel Subsystems. 58 Display indications 58 Operational Notes 58 Hydraulics.. General Backup & Redundancy 60 Landing Gear .scsssssssssccccsssssssseeeseesssnsssssseeseersnnsssO1 ‘Gear System ot Brakes ot Warning Systems.....ccosssssssssesscessssssssssseseessanssssss263 ‘Overview 6 Mastor Caution & System Annunciator. 3 Configuration Wamnings. cd Fight Parameter Warnings. 4 ‘Ground Proximity Waring Systom (GPWS) 84 Precietive Wind Shoar. 5 ‘Traffic Alert and Colision Avoidance Sysiom (TCAS) 6 Operational Notes and Lists... Flight Attendant Briefing TEST Brieing Standardizes Actions Maximum Flap & Gear Speeds. ABC Approach Planning Holding Speeds. ‘Takeot Brieting Single Engne Tax Standard Thrust Not Permitted Approach Setup. Passing FAF Actons. Final Approach Deviation Calouts Autobrakes Flaps 40 Landing Recommended Titles Currently Available.......csssssccsssssccsssssesonsssss169 Giving Back 70 ERRNO (Jan 23, 2025) Do Not Photocopy Boeing 737 Study Guide © 2009, Updates 2010-2023TOC J] Tebleof contents Overhead Panet fxd Pane cr Consol Boeing 737 Study Guide © 2009, Updates 2010-2023, 2 (Jan 23, 2025) Do Not Photocopy [xe RETURNINGCMe molec} oN elanlertemeclilag Fwd Panel Ctr Console Introduction ER Binet) hy us Study Guide ts a compl lation of notes taken primarily from. ‘tight manuals, but also includes elements taken from class notes, computer-based training, and operational experience. Tes Intended for Use by initia qualification crewmembers preparing for orals, and Alto for systems review prior to recurrent training or check Fides. fs Attempts to organize in one location all the buzz words, acronyms, Sind numbers the average pilot needs to know in order co got through fhe events above from an aireraft systems seancpotnt What this Book IS NOT ns series of Books was originally developed for use by American Airlines pilots. It i for that purpose that operating manual references fare for the anual sets for that airline as a courtesy to my loyal Customers of marly years. The books are pot officially sanctions any way by any airline, however. The author assumes. al Tesponsibility. for accuracy’ (Forward’ corrections to the address provided, please!) These books do not replace study of the operations manual, but instead provide 2 supplementary. source of review. material to ‘complement study of official publications. Except for a few specific areas, i doesnot Include regulatory guidance or other material: just anplane systems deals, some ideas for organizing the cockpit flow, Cold weather operations, etc. The Study Guide is not printed on fancy. paper of expensively bound. That makes it easy to tuck into your kit jag or briefcase and study as you travel. Therefore, for these same reasons, it is far less expensive than most commercially produced books of its kind. It is intended to be affordable and usable. Suggested Uses ime to use this book Ts on Tayovers. A reasonable plan a would be to attempt to review limitations, memorization Red Box ‘items once per sequence, and the rest of the sections once per month. Reviewing sectional study outlines usually leads to trying to Temember one of those great plumbing diagrams from the flight manual or synoptics, and so those also get reviewed in the process. Limitations and Black Border items are laid out so that you may over the answer with a 3x5 card and quiz yourself. Other sections ‘A word about acronyms-you will probably see most of the acronyms you have heard of before in this book, as well as a few new nes. ost of us avoid them when possible, using clues an aircraft {instrument and systems management panels to Jog memory. BUt Tor ame topics, lve included all the ones I could, Its nat necessary to tear all of them, but use the ones you need. Thankfully. the fleet Management folks believe in Keeping these “laundry lists” to a minimum, so you will see fewer of these than you will likely have seen in previous aircraft types. ‘# Unique Formatting Features Throughout this book, several specific methods are used to highlight information. They include: Recommended memorization sections Material highlighted in alight blue box represents topics that are frequently discussed on orals or which simply need to be known without reference to manuals. This highlighting is found in systems Notes, but not in the limitations section, which all requires a high level of retention. Please let me know of any recommendations you have for other information that should be included in this category. ‘System Annunciator Panel Indicated by highlighted |MC_ (Master Caution) and the specific word found on the respect m ‘annunciator panel, such as this example......... MC Panel or Warning Light Text—Text found on system panels, or Switches fs Indicated by bold, al capital letters, 1c. LOW PRESSURE, Documentation Abbreviations \¢ following abbreviations are used in this guide: ‘Aircraft Operating Manual on, Aircraft Systems Manual ASM Flight Operations Manual... “FON fick Reference Handbook RH iese will be gradi implemented” over” several Updates. Electronic Version Digital versions have several special hyperlink features. Buttons at the top of each page represent functions available in the iBooks version of this study guide (iPad/smart phone), as well as the Kindle eBook version. To return to the Table of Contents or panel drawings tap the appropriate button at the top of each page. See web site for further details, Senicked renee] Contents [zn The corner boxes on each page identify the book section and are not hyperlinked. Panel drawing pages show| graphics which are described in this ook. Clicking on or touching the| colored graphic panels in electronic| versions of this book moves to the| age, with that graphic and its lescription. cnn kecd Green shaded areas are not depicted or discussed in| this book, Please don’t photocopy this book. have made a serious effort to keep the costs low for you. In fact, you can buy this book for about half the price of comparable material offered through other commercial publishers. There is a lot of work in this book, as you'll soon be able to see when you study the material. Pages with notes, when provided and annotated as such, may be freely copied by customers. Thanks for your cooperation. Again, please send me any suggestions or corrections using the contact information below: Rick Townsend Grapevine, Texas (817) 416-5533 E-mail. Web site. REVS Che Revisions are made on a regular basis. The downside of revisions 4s that updating your digital version causes You to lose hightighting and notes you have made. This Is because each version includes. a change to the printing date, so each page is updated on every new release. The methods for updating digital versions varies by platform. See the Pilot Study Guide web site for details To contact the Flight Academy Gift Shop and have a book mailed ‘to your home, you may use the following: office. Via Internet... sevens 817-967-5540 eMC Unless noted specifically with a “p.” all references in this guide are to paragraph numbers, i.e. for paragraph 2.3 on page 2-14, the reference is. 2.3, p.2-14 Publication Details Compiled: January 23, 2025 All rights reserved. Published by Pilot Study Guides, LLC, Grapevine, Texas © 2010 by Rick Townsend, Updated 2010-2023 Cover Graphic © 2019'by Rick Townsend For ISBN and additional publication details, see title page j ERRNO (Jan 23, 2025) Do Not Photocopy 3 Boeing 737 Study Guide © 2009, Updates 2010-2023(ual BE-lolCeMe) meen Kla Overhead Panel Fwd Panel Ctr Console Note: Full color panels are those covered in this Study Guide. Green tinted areas generally do not have graphic reproductions or descriptions. (GMGmGaGm Gl ae a) 1009, Updates 2010-2023, 72025) Do Not Photocopy [xe REUNITE ST =ONINYble of Contents ON Zelanlertemelillg Fwd Panel Ctr Console eee —— Note: Full color panels are those covered in this Study Guide. Green tinted areas generally do not have graphic reproductions or descriptions SERGIO (Jan 23, 2025) Do Not Photocopy 5 Boeing 737 Study Guide © 2009, Updates 2010-2023item in question. There are no memori Feference to written material, 2) need only Items formatted with green bach came Included Limitation: Not Included Limitations: Placarded Limitations: Disagreement Between Limitations: (qaiUEEE 737 models are certified: Configuration Required: Altitude References: ATCT | Maximum Operating Altitude: __Maximum TO. & Landing Altitude: ‘Maximum Operating Altitude with Flaps ‘and/or slats extended: AGMA ata Max difference — CA and FO Display inflight: anh aE a ER CA or FO Displays and £09 50000": isplays an 4 Standby altimeter \ccuracy: Speed Limits Reference Speed: Speed Limitation Units: ‘Minimum Airspeed Limits: Maximum Airspeed Limits Maximum Operating Speed: ‘Maximum operating Mach Number: Severe Turbulence Airspeed: Maximum Gear Extension Speed (Vio): ‘Maximum Gear Extended Speed (Vie): ‘Maximum Gear Retraction Speed (Vio): jesign Maneuvering Speed (Va): Control Movements: Va Designation: | LIM J tae of Contents] Overhead Panel Fwd Panel or Conse | itations “This Seetion is lad out for study with system areas on one side and the appropriate limitation on the other, so you can cover the answer with an index card and quiz yoursel. Some ofthe limitations in Section 2 are not often encountered, such as alternate fuel limitations. For that reason, they have been shortened here for study. These wil be listed inthe (eft column, The Limitation column contains only a remincer to check the Ops anual fr the ion tems, but a Umtations need tobe learned toa familiarity level. Certain operational information and limitations must be memorized. Those items have are shown with titles and information bold itelic print. The ‘OW has these tems in bold italics, and they are highlighted here with color as well Memory items are Chose 1) which require timely action without memorized tothe extent compliance is assured, but 3) exact wording is not required ‘AFA tems have been marked with a gray triangle (4) to be consistent withthe AOM formatting round are from sections outside the AOM Limitations chapter. They are included inthis section for ease of stud 18.1 General FAA, AA, and manufacturer's imposed warranty limitations Items that are + Visibly isenttied on the panel indicator # Annunciated by a visual, tactile or aural warning + tems whose compliance is assured by checklis| accomplishment, MEL ‘overage, or placard. Generally provide actual certificate limitations, not warranty or AA ‘imposed limitations In event of disagreement between placard or instrument marking limtations and ‘those shown inthe AOM, more restrictive limitations apply. ‘Transport Category, FAR Part 25 and FAR Part 36 Configuration must not vary from [what is] described in the AOM or QRH non-normal procedures, and data contained in the Flightdeck Forms Book (Yellow Book). All references to altitude are Pressure Altitude, uniess otherwise note. 18.2 Operational Limits 20,000 feet 200 feet 50 feet 60 feet 75 feet. Does not meet accuracy requirements for RVSM airspace. Al references to airspeed or Mach number relate to indicated airspeed or indicated Mach number, unless otherwise noted. “The airspeed limitations are given in both airspeed and Mach number. ‘The limiting value isthe lower of the two. Altitude determines which value will be lower. Intentional speed reduction below the onset of stall is prohibited unless a lower speed is specifically authorized for non-routine flight or training operations. ‘maximum operating limit speeds (VMO/MMO) shall not be deliberately ‘exceeded in any regime of flight 340 knots 4 ‘82 Mach (Mo) 280 Knots /.76 M& 270 knots / .82 Mach 320 knots / “82 Mach 235 knots ‘Observe Vio pointer and gear/flap placards 4 “A structural Design Manewvering Speed, Va, is defined for evaluating airplane structural design ‘At or below this speed, Boeing airplanes are capable of sustaining a single ‘input to any set of control surfaces (elevators, ailerons, rudder(s)) to their maximum available authority (as limited by control surface limiters, Blowdown, or control stops). “These control surface inputs are to be in one axis (not in combination) and ‘do not include control input reversal or oscillatory inputs. In addition, on Boeing airplanes at speeds above Va, full rudder input is evaluated out to the maximum operating speed, VMO / NMO, and for some models, out to the design dive speed, Vo / Mo (where Vo / Mo is typically 30-60 knots /.05-.07 Mach higher than Vio / Mso).” However, even at speeds below Va, transport category airplanes shouldbe flown “judiciously, avoiding fll or abrupt contrel movements Design Maneuvering Speed (Va) data is shown on the Vuo ! Mao chart below, for ‘the most critical gross weight. Vis not an identified speed on the PFD: Turbulence Penetration Speed may be used as a rough approximation for Vs. Boeing 737 Study Guide © 2009, Updates 2010-2023 6 (dan 23, 2025) Do Not Photocopyee ee ered Ge Vacharts or fmaximum Flap Operating speed 250 Knots (240 Knots—AA Policy) 250 Knots (240 Knots—AA Policy) 250 Knots (240 Knots~AA Policy) 210 Kaos 200 Knots 490 knots 175 Knots 162 Knots EDUWEISA / 166 5 8 E 2 Weight Limitsiy ‘Maximum takeoff and landing weights may be further limited by runway analysis Certificated Weights NG EET MAKE. ‘Maximum Taxi: 174,700 Lbs 181,700 Lbs ‘Maximum Takeoff: "174,200 Lbs 181,200 Lbs ‘Maximum Landing: 146,300 Lbs 152,800 Lbs Maximum Zero Fuel Weight: "138,300 Lbs 145,400 Lbs Refer to GRH> Overweight Landing procedure and FOM> Landing» ‘Non-Normal/Emergency>Overweight Landing. wan _aximum takeoff and landing weights may be further limited by runway analysis iaximum Tallwind Component for Take 30 laximum Tailwind Component for Takeo} 157 * May be further limited by runway or RUT TAHT COMSORSTE Far Tanai a visibility limitations. 2 Authorized up to 15 knots if specified on ximum Headwind Component for’ r 25. the Ops Advisory page (##-7) for the = Tailwind: 10. airport or by F4 message and Ops Toss Engineering has computed special data 0 for a 15 knots tailwind, 25 standing Water 7 Slush (>1/8 incl 15 snow (Wet an % ‘ompacted Snow: 70, ice: 15 Tosswind Limits 2 Reduce crosswind limits by 5 knots on wet fr contaminated runways whenever, asymmetric reverse thrust is used. a 17 15 at 5 ity < 3/4 sm 5 larrow Runway [ < 7 Ground Wind Limits Crosswinds over 43 knots: Limit thrust to setting normally used for taxi Crosswinds over 58 knots: Limit engine thrust to idle, except when setting takeoff thrust on the runway Door Wind Limits: 40 knots while operating, opening or closing entry or cargo doors (Wan 23, 2025) Do Not Photocopy 7 Boeing 737 Study Guide © 2009, Updates 2010-2023LIM J Tale ofContenss | overhead Panel Fwd Panel or Conse | Minimum Flight Crew: Captain and First Officer ‘Maximum Runway Slope 4: 2% PEPE Mice CNEL Infants and other children not occupying a seat: Not counted toward total Notes: ll aircraft have 172 passenger seats. The maximum aircraft capacity is not limited forall overwater fights requiring ite rafts. The aircraft has 181 seats (172 passenger seats + 2 pilots seat + 1W + 6 FA jumpseats). Life raft Seating capacity is 193, This includes all required fight crew, passengers, ‘observers and non. working erew members. Infants and other children not ‘occupying a seat are not counted towards ths limitation. Prior to A/C Movement. (Passengers on Board) Escape Slide Retention Bar (Girt Bar) Flight Deck Door & Access Systempy Check Each Flight Day: — Flightdeck door access system check must be accomplished prior to the First Aircraft Flight ofthe day. Normal Access: Wormal access to the flight deck will be accomplished as specified under Normal Procedures. Use ofthe access code is considered an emergency access request (except, prior to departure, when flight deck crew may be required to enter access code to gain entry tothe flight deck). Locking with POWER CUTOFF Switch OFF: Ifthe OC 8s i unpovered, place the POWER CUTOFF Switch in OFF, and use the ‘deadbolt nthe LOCKED KEY INOPERABLE position to lock the door TEWUSARETET — Weather Radar Ground Use Twa Inside a Hangar: Avoid weather radar operations in @ hangor Note Test Mode in Hangar: Above restriction does not apply Personnel: Avoid weather radar operation when personnel are within the area normally erctosed bythe ara nose raceme, No personnel shall work deck with te antenna elements during pris of ansmsion i Ma eee ee Minimum Oxygen PSI for Dispatch [At least one floor level exit must be open or armed On revenue flights, must be inserted in the brackets on all doors during taxi, takeoff and landing. 5 50 0 8 30 00 NAeME NN Seer kee Ae Animal Cargo Carriage Location: Forward arg comportment oly AC Packs Usage with Air Bleed Switch(es) ON: With either one or both engine bleed air switches ON, do not operate the air ‘conditioning packs in HIGH for takeoff, approach or landing ‘The fire protection non-normal procedures take precedence over the statement regarding no airconditioning pack in HIGH during takeoff, approach, or landing. Procedures requiring Pack Switch(es) HIGH: CARGO FIRE “These checklists require the operating PACK abin Pressurization « VOLATILE LIQUID for smoke removal. ‘Maximum Cabin Pressure Differential: 9.1 psi (safety relief valve setting) Unpressurized Flight — Maximum Altitude Following inflight Depressurization: 14,000 feet. May be exceeded when terrain clearance requirements dictate. Maximum Altitude when Dispatched for Unpressurized Flight: 10,000 feet use eee ima * Alway OAT/TAT 10°C (50°F) and ibe motsturen any form is present clouds, og with visibility one mie or : : : tesa som, sleet or ev cysts) In Addition, During Ground Operations & Takeoff: when operating on ramps, taxiways, or runways where surface snow, ice, Rating wate, sh may Be ingested by the engines or tee onthe Soumen naccle When Operating in Icing Conditions (as above): Engine ignition must be ON BGBCaRIE Do no rely on errame visual cing ces to turn engin antiice ‘on. Delaying the use of engine anti-ice until ice buildup is visible from the Seapt hagreut seve eae Samoge sm + During al proud & Tighe operations when erg Condon exist or are ngine Anti-ice Must be ON: anticipated, except climb & cruise with temperature «40°C SAT, Before & rng deacon eng condos, nung tanperatures 40°C SAT Engine Ignition: ust be ON when operating in ieing endtion ‘Boeing 737 Study Guide © 2009, Updates 2010-2023 8 (dan 23, 2025) Do Not Photocopy EO RRUNNINANSSONIEBEL eRe} onc ey ON Zelanlertemelillg Ewd Panel Ctr Console Use of Airframe Cues: o not rely on airframe visual icing cues to turn engine anti-ice ‘on. Delaying the use of engine anti-ce until ice buildup is visible from the Cockpit may result in severe engine damage. Maximum Temperature for Engine Anti-Ice: CAUTION : Do ol use engine ance when OAT (onthe ground) or TAT (in ight) is above 10°C (50°F). Use of Engine Anti-Ice when not in actual CAUTION’: Operation of EAl when notin actual or anticipated icing conditions ‘or anticipated icing conditions (AD 2023-15-05): may est in severe engine inlet damage or faire. Wing Anti-Ice. Do not Use wing anti-ice as a substitute for ground de-icing / ant-icing and AS Ground De-Icing: “inspection procedures which are necessary to comply with operating Do Not Use Above Temperature Ground) rules. Ground or Flight: po not operate wing ant-ice on ground if OAT is above 10°C (80°F). {CAUTION : Do not use wing ant-ice when OAT (on the ground) or TAT (in Ar iliicuia Radio Altimeter Restrictions #: ‘See AOM 18.13.2, oF page 11 of this book. Use of Dual Channel Autopilot for Approach: _ Prohibited 18.7 Auxiliary Power Unit (APU) Btarter Cmney ‘APU Bleed Valve During Start: May be open during engine start, but avoid engine power above idle i APU Bleed Valve Must be Closed When: —+Ground airs connected and fsolation Valve ts open ‘Engine No. 1 Bleed Valve fs Open “isolation and Engine No.2 Bleed Valves Open APU Bleed Valve During Start: _itay be open during engine start, but avoid engine power above idle SEF Re Tee oes ‘Multiple Radio Selection: if one HF radios selected for transmission, deselect the other HF radio on all aio select panels to prevent audio interference. ‘CAUTION RF Hazard: Broadband system must be OFF during: Deicing ‘Taxing under a skybridge # Ina Hangar CAUTION Broadband Switch Location: Passenger Oxygen Switch sin close proximity to broadband switch 18.9 Electrical Circuit Breaker Resets ‘Authorization: — See 16.6 Troubleshooting/Circuit Breaker (CB) Reset. Pulling fe resetting circuit breakers not authorized unless specified in a procedure. 18.10 Engines ‘Must be Used For: Takeoff (AUTO or CONT) Landing (AUTO or CONT) Anti-ice (AUTO or CONT) Operation in heavy rain (CONT) CCFMS6-7826K_ CFM LEAP-18, SSO ZMinutes ON [10 Seconds OFF SIRT Engine Starter EXZEEEVAN: [3 minutes ON [10 Seconds OFF Extended Engine Starter Motoring First Two Motorings: |" 15 minutes ON] 2 Minutes OFF Third and Subsequent: |S minutes ON [10 Minutes OFF ELZNERAVLN First Two Motorings: | instar on [Minutes OFF Third and Subsequent: ohn 10 Minutes Off Temperature for T/O Thrust, FIRIEENLN: 37°C o above required before setting theo tut Approximate Warmup Time Prior to T/O Thrust: Approximate time fora cold soaked engine to reach 31°C oll temperature with engines at ile: LC oO ‘Temperature Co) oc TC 18°C é 32°C 3 a0" 9 “54°C 10 Quantity Dn oe) (Wan 23, 2025) Do Not Photocopy 9 Boeing 737 Study Guide © 2009, Updates 2010-2023Go-Around after Reverser Deployment ‘on Landing: SSAUASSATAYEAROTE Maximum and Minimum Limits: Caution Limits: Normal Operating Range: LITER Antiskid Inoperative, Reduced T/O Thrust: EEC 4 T/O With EECs in Alternate mode: 27K Bump Thrust Use « ELNS824 On! \ETES Related Limits in Other Sections _Altitud Maximum Operating Speed Holding in icing Conditions With Flaps Extended: Alternate Flap Duty Cycle : : Minimum time after extending or retracting before subsequently selecting the switch agai Cooling period after complete extend/retract cycle: ‘Maximum flap extension altitude 4: IRAWUOERS Large Flight Control Input Prohibition: lot Deploy Speed Brakes in Flight at Radio Altitudes Less Than 4: In flight, do ngt extend the peed Brake Lever beyond ABEVUIN Speed Brake Lever beyond ARMED: ELYSEIOA Use of speedbrakes between ‘the down detent and the flight detent Use of speedbrakes in descent and roll respon: While using the speedbrakes in descen ‘After Using speedbrakes in descent ‘Speed Brake Use in Combir with Flops 1B'or Greater EXZEEAI With Flaps 40, Use of Speed Brakes Use With Inop # 1 Radio Altimeter (RA) HUD Restrictions involving Radio Altimeter: fcTobal Positioning System (GPS)} Updating 4: fnertial Reference system (IRs) ‘Maximum Ground Alignment Latitude North: With IRS Magnetic Variation Greater than:5' ‘Maximum Flight Operations Latitude 4 N & Exceptions For SEL 30 Aircrat Exceptions For SEL Non-30 Aircraft: Ground use only Intentional selection of reverse thrust in flight is prohibited. Prohibited Do not attempt Indica ‘White Arc Operation with assumed temperature reduced takeoff thrust is not permitted ‘with antiskid inoperative ‘See AOM 6p.4 SPAR Matrix Both EECs must be in Alternate mode ‘Understood to be “Hard” alternate mode per MEL__ MEL Item 73.05 + 26K max (27K max, if planned) takeoff thrust must be used + ‘TO Takeoff Thrust must be used + Do not use the FNC takeoff N1 or QRH V-Speeds 4 Use of autothrottle for takeoff is prohibited. 427K operations authorized for use by dispatch and may only be selected if itis specified on the Load Agent generated TPS. #274 Thrust may not be selected or requested through ACARS if the TPS is based on any other thrust rating 4+KSNA operations are not part ofthis limitation, EUS: [Qa 18.11 Flight Controls See See Prohibice 15 seconds 5 minutes 20,000 feet Also listed in the Operational Limit section, page 6 Avoid rapid and large alternating control inputs, especially in ‘combination with large changes in pitch, roll, or yaw (¢.g., large Side slip angles) as they may result in structural failure at any speed, including below VA. 1000 feet AFL ‘The FUGHT detent With Flaps 40 selected Can result in rapid roll rates and normally should be avoided. Does not appreciably affect aircraft roll response. Allow sufficient altitude and airspeed margin to level off smoothiy. Lower the speedbrakes before adding thrust. Simultaneous use should be avoided due to high sink rates Speed brakes should be retracted Do not extend the Speed Brake Lever beyond the ARMED detent JAON 9.2.2 18.12 Flight Instruments, Displays Prohibited Use of head up display (HUD) with inoperative No. 1 radio altimeter (RA) is Drohibited | See AOM 18.13.2, oF ofthis book: ‘The Integrated Standby Flight Display (15-0) must be initialized in accordance with approved procedures. See notes on er7Ors .AOM 18.12.3, page 18-24 18.13 Flight Management, Navigation ‘Must be disabled for approaches outside US National Airspace, if FMC database & charts not referenced to WGS-B4 reference datum, unless ‘ther appropriate procedures are used. “This limitation applies to operations to China and Russia. ‘AU B737 operations are referenced to WGS-84 datum, 78° 15 minutes 5° BS No 8737 flights operate in these prohibited areas. 82° N & 82° S (Dependent on A/C's ADIRU Magnetic Variation table data) Between 80W and 130W - 70N Between 80W and 170W — 73N / Between 120E and 160 — 605 ‘SEL3O are aircraft with 2005 Magnetic Variation database. Boeing 737 Study Guide © 2009, Updates 2010-2023 10 (Jan 23, 2025) Do Not Photocopy|Table of contents |] Qvechead Panel If Exc Pane cic Consote ITLIM | en | Radio Altimeter Flight Restrictions 4: Al aircraft have been modified to be radio altimeter tolerant, therefore the Source: AD 2023-10-02 ‘restrictions contained in FAAAD 2023-10-02 do not apply HI Added guidance for 5G C-Band interference— “American airlines has been approved to use an Altemative Method of ‘Approach, Takeoff, Landing and Go-Around ‘Compliance for FAAAD 2023-12-13, therefore the restrictions contained Source: AD 2021-23-12 in that AD do not apply. Radio Altimeter 5G C-Band Interference— “American airtines has Been approved to use an Alternative Method of Takeoff and Landing Performance 4; Compliance for FAA AD 2023-12-11, therefore the restrictions contained Source: AD 2023-12-11 _in that AD do not apply. aM Ds and STAR Building: May not be built~must be loaded from current NAV data base. ‘AOM 10.7.4 RNAV Visual and FMS/CVEP Visual Approaches ‘AOM 3.5.2 FMS Preflight, p. 3-19, 200 KIAS Reduce to holding speed 3 minutes prior to estimated 230 KIAS inital time limit over holding fix. 265 KIAS May be restricted to 210 when on a low altitude chart FOM Arrival > General > Holding Speed 8g.3.2 230 KIAS Exceeding maximum holding airspeed may result in 240 KIAS aircraft excursions beyond the holding pattern 265 KIAS_ protected airspace. 0.83 Mach ERIE Advise ATC immediately if unable to comply with the maximum holding airspeed and request an alternate clearance. Operational Requirements. For aircraft with an operational requirement (e.g., turbulence, icing, etc), it may be necessary to hold at airspeeds in excess of the maximiim speeds. Non-Radar Environment. In a non-rader environment, advise ATC you cannot ‘accept the assigned hold.240 KIAS May be restricted to 210 when on a low altitude chart. ; FOM Arrival > General > Holding Speed 84.3.3 737 Aircraft: 441-165 ‘AOM 10.1.3 Aircraft Approach Category me Approved Fuels Standard: Jet, Jet A-1 Alternate: Jp.6,/s-8 Prohibited: 1-4, Jet 8 Maximum Fuel Tank Temperature: 49° ‘Minimum Tank Fuel Temp prior to T/O of inflight Use of Fuel System Icing Inhibitor _____ Effect on fuel tank temperature limit: —Does:not change the minimum fuel tank temperature tit Intentional running of center tank fuel pump with low fevel pressure light illuminated: Prohibited Tanks 1 & 2 Loading with Center ‘Tank Containing over 1,000 Lb: Ballast Fuel ‘Authorizatio Intentional running of center tank fuel pump. ‘with low level pressure light illuminated: | Prohibited SEMBLE — Allowable Lateral Imbalance jetween Tanks 1 & Z Scheduled: 0 (Zero) ‘Must not exceed 1000 tbs for taxi, takeoff, flight or landing CIPINE LAIR Fuel Containing Kathon FP1.5: Use of biocide Kathon FP1.5 prohibited, EIZNSENIIN -92020-14.09 les fo CPM LEAP 1B series skein) ‘No rew action; fueling manval prohibits this additive MAMA LETRAS to Operate an river “AY, o FC above fuel freezing temperature, whichever i higher Main tanks 1 and 2 must be ful Ballast fvel is not authorized. lectric Motor-Driven Hydraulic Pump: _ 1675 Pounds ASM Hydraulics 13.20.2, p. 13.20.2, p.13.20.5, aE Pe Pe Tale ay lt Speed Limits See Operational Limits section, Brakes When to Apply: Soot apply brakes unit ater ae fisown TER cu Sou round Proximity Warning System To Use for Navigation: po not use the terrain display for navigation ATC Deviation Authorization: — Deviation from ATC clearance only as needed to respond to EGPWS warning Inhibiting EGPWS Enhanced Function: — EGPWS enhanced function should be inhibited (TERR NET set to NHI) when raft position = 15 NM rom aifils when $ Oporatin foro runways not incorporated in EGPWS database ‘ Spocte approach procedures have previously been identfied as otentially producing fase terrain alerts RO. For runweysicirports not contalned inthe Installed EGPWS terrain database, crews will be notified via F Pilot Alert Messages and/or Flight Plan’ Dispatch Release remanence See also AOM 17.4 (Wan 23, 2025) Do Not Photocopy 11 Boeing 737 Study Guide © 2009, Updates 2010-2023Recall items are in red and are accomplished from memory before the rest of the procedure is completed. " T Don“oxygen Tasks"and set “Tegulators-to TOK. CABIN ALTITUDE WARNING or Rapid Depressurization 2 Establish crew communications. 3 Pressurization. mode selector .. MAN AIR 2.8 4 Outflow VALVE. switch ..... ‘Hold in CLOSE, Condition: One or more of these occur: Until cutfiow VALVE indication ’shows fully closed * Acabin altitude exceedance 5 cabin altitude is uncontrollable * In flight, the intermittent cabin altitude/configuration waming “FASTEN BELTS. ON horn sounds and the CABIN ALTITUDE light iluminates, "PASS OXYGEN switch SON >» Goto the Emergency Descent Checklist on page 0.34 ooo 6 tf cabin altitude is uncontrol = = = Continue with QRC procedure. = = = = = APU FIRE, FIRE PROTECTION 8.2 3 -apU tire switeh: «Confirm .....-Pull, rotate to the stop, Condition: Fire is detected in the APU. ad hold for 1 second ZAPU switch ... au >» Go to APU FIRE, QRH chapter 8 — Fire Protection 8.2 Runaway Stabilizer FLIGHT CONTROLS 9.28 1. control column... Hold firmly Condition: Uncommanded stabilizer trim movement occurs. 2. Autopilot (if engaged Disengage ‘continuously or in a manner not appropriate for fight 3. Autothrottle (if engaged) Disengage conditions. 4: Control columnand thrust tever Control aircraft, pitch attitude and airspeed 5. Main Electric Stabilizer trim ..........Reduce control column forces 6. If the runaway stops after the autopilot is disengaged: s-ss1e1s.DO Mot re-engage the autopilot or autothrottle. 7. I. the runaway continues after the autopilot is disengaged: ‘STAB TRIM cutout switches (both) .. If the runaway continues: Stabilizer trim wheel ..... ‘CUTOUT Grasp and hold » » Go to Runaway Stabilizer, QRH Chapter 9 Airspeed Unreliable teen n eee eee FLIGHT INSTRUMENTS, DISPLAYS 10.1 Condition: Airspeed or Mach indications are suspected tobe 1 -Autopilot (if engaged) Unreliable. (items which might indicate unreliable airspeed 2 -Autothrottle (if enga: Disengage Bisnga OFF are listed in the Additional Information section.) 3F/D switches (both) Objective: To identity a reliable airspeed indication, if possible, 4 “Set the following gear up pitch atti : ‘or use the appropriate Flight With Unreliable Airspeed Flaps extended... +108 and 80% Nt table on page 10.9 thru page 10.72 forthe remainder of Flaps up « A° and 75% Ni e flight. > » Go to Airspeed Unreliable, QRH Chapter 10 ‘Boeing 737 Study Guide © 2009, Updates 2010-2023 2 (Gan 23, 2095) bo Not Photocopy LESRRRTANINERUSTSONTEtite eae nS 16 FC / 144 MC (737-800NG, EXVNED)M) (Several variations — See AOM References below) \ qi FWD Service Door be me G2 Storag 8 Aisleside layey s ayn ~~ aim (senes| fs Cling Compartment ‘FWO Entry Area Storage Space Aisleside cntim presence we (oomparare car (05) (09). Q85) ‘ee 288 ad oo PIS ee aco.ces Cato Gomes ipeeweea| x2 Ja J) oo coo} Sreem o-oo} 28 «20D} ‘RH Side Bukhoad TNC ao0-000) ao 205) ff & o-oo) a8 co} ao9 05} } Ts) Side Wal AFTLAVE Z a eee sone) 7376 (16/144) ‘Single Cell Lifevest Vim ela tO LOY Business Total 16 144 [ 160 16 156 172 AOM 20.3, p. 20.15 and following 3 Boeing 737 Study Guide © 2009, Updates 2010-2023Notes: Only selected maneuvers are reproduced here for study. Notes are abbreviated for brevity and ease of study. Refer to QRH, "MANEUVERS section for other procedures and full text of notes. Procedures are taken from the QRH, which states, “This section is a consolidation of emergency maneuvers. Pilots are expected to be proficient in the performance of these maneuvers.” References are to ‘Approach to Stall or Stall Recovery [A recoveries from approach to stall shouldbe done as if an ‘Sclual sal has ocurred Immectatey do te flowing atthe fist indication of tall Ina the recovery: ‘onto altitude and aspeec buffet or sik shaken old the contrl Column fry Nem au required scons have been WARNING] = Binge atop." one’ "If the control column does not provide the needed — Raergege mintvettic Tesponse, stabilizer trim may be necessary. bxcessive Smoothly apply nose dow elevator to | CAO as USEet ph tay auraate econo, oy reds th ange of llc un butet | — 3 trond toward terrain contact result inlos of cont froctural ads Sr sal stops Nae ov ~ Excessive use of pitch tm or rudder may agravate the | Continue he recovery ‘onto altitude and arspeec andi, may aul nes of contrl ar igh Tallin the shortest direction to wings | Verfyalt required acon have been ‘Ssructral Ones Meet eee ne advance Dest levers a ~hrees tr a Ce om De not se fight rector commands dng the Bele ange sew’ ofp conigatn, | ~ 3 en Oba tran contact — ‘+ During liftoff, if flaps are up, call for | Set the FLAP lever as directed tape 1 Conpete the recovery Tonto altitude and arapeed THackalsocedanP cst thustas | ny areuned ac ave been — Eltabish pitch attude = Ratu fothedesred ent patn | Cat sions engage the autoplot and aot (AOM MANEUVERS 17.1): fasired any trend toward terrain contact. Upset Recovery Nose High Recovery Actions & Callouts "My aircraft.” Disengage autopilot Call out CGE — Disengage autothrottle altitude, airspeed and altitude ~ Recover: ‘throughout the recovery * Excess ue of tch in order can agente an Upstate of contre, ores ne Apply nase down elevator. Apply as ~ any continued deviation Sectral tads Mhuch elevator as needed to obtain 1 nose down piteh rate + Apply" apprapriate nose down see Stabler igher han normal contol forces may be required to Bea oh control the arcraft attitude when recovering fer Upset ondtions. Be prepared to use fim and continuous + Rall (adjust bank angle) to obtain a force an the control column and control wheel to ~ com athe fou pitch a erences complete the recovery + When approaching the horizon, roll to winge level + Check alispeed and adjust thrust {Establish pitch attitude (AOM MANEUVERS 17.2.1) eT have been completed Upset Recovery Pilot Flying Pilot Monitorin Nose Low Recovery Actions & Callouts = Disengage autopilot Call out Disengage autothrottle attitude, airspeed and altitude * Excessive use of pitch trim or rudder can aggravate an Recover: throughout the recovery upset, result in loss of contol, or result i high + Recover from stall, if needed = any continued deviation structural loads. + Rollin the shortest direction to wings level. If bank angle is more than 90 Higher than normal control forces may be required to degrees, unload and rll" Cohtio the aweraft atttude when recovering tram upset | — Complete the recovery ‘onulitions. Be prepared to use frm and continuous * Apply nose up elevator force onthe contro column and contol wheel to {Apply nose up trim, Wf needed? cemplete the recovery. ‘aaj thrust ard dag, tneeded (AOM MANEUVERS 17.2.2) Nerity all required actions Boeing 737 Study Guide © 2009, Updates 2010-2023 14 (Gan 23, 2095) bo Not Photocopy LESRRRTANINERUSTSONTEindshear Windshear Escape Actions & Callouts Pitch Attitude. Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude that Feaults in intermittent stick shaker oF initial buffet is the Upper pitch attitude limit. Flight at intermittent stick shaker may be required to obtain positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall. (AOM MANEUVERS 17.3.1) Windshear Alerts: During Takeoff (AOM MANEUVERS 17.3.3) Windshear Alerts: During Approach (AOM MANEUVERS 17.3.3) Eran When encountering a windshear “Escape.” “ay aircratt™ T Disengage autopilot Push either TO/GA switch Aggressively apply full thrust? Disengage the autothrottie Simultaneously roll wings level and rotate toward an inital pitch attitude of 15 — Retract speed brakes Follow flight director TO/GA guidance (if available) without exceeding pitch limit indication (PL) = Do not change flap or gear configuration until wind shear is no longer a factor — Monitor vertical speed and altitude — Do not attempt to regain lost airspeed until windshear is no longer a factor ‘After Escape is successful Resume normal fight — Retract gear and flaps as required Eee Verify maximum thrust! Verity all needed actions have been ‘completed Call Out: Any omissions Monitor vertical speed and altitude Call Out: any trend toward terrain contact, ‘descending fight path, or slgniicant airspeed changes. Issue PIREP to ATC 1 Maximum thrust can be obtained by advancing the thrust levers full forward ifthe ECS are in the normal made. If terrain. levers full forward, Delay/reject the tal Delay reject the tal Reject the takeoff ‘contact is imminent, advance thrust ‘Maneuver as Faguired 0 avoid ciiiteshear. Trakimumy thfust eatt mathe jnshGar escape janeuver Perfo iM ‘eof PErTRhGaF escape euver — AR tate hora folate than 2000 Feet runway remaining Inhibited from 80 knots to 400 fect RA 2inhibited from 100 knots to 50 feet RA. inhibited until rotation, Inhibited below 400 feet RA. 2inhibited below 50 feet RA. Bee Continue the approach if able to avoid windshear Otherwise, execute a normal go Tequired to avoid the windshear’ Perform either ‘A normal go-around ‘The Windshear Escape Maneuver Perform the Windshear Escape Maneuver SERGIO (Jan 23, 2025) Do Not Photocopy 5 Boeing 737 Study Guide © 2009, Updates 2070-2023Enhanced Ground Proximity ‘Actions Callouts. (AOM MANEUVERS 17.4) Ground Proximity [IN Actions & Callouts Accomplish the following maneuver for any of these ‘conditions: ‘activation of the “PULL UP” warning activation of the “OBSTACLE OBSTACLE PULL. aa activation of the “TERRAIN TERRAIN PULL UP” wacrin ‘ther situations resulting in unacceptable fight towar veran ‘Aft control column force increases asthe airspeed ‘decreases. In all cases, the pitch attitude that results in ieymiten sick shar or nti buflet the Upper pitch attitude limit. Flight at intermittent stick shaker nay be required to obtain postive terrain separation. ‘Smooth, steady control wi avoid a pitch attitude ‘overshoot and stall Do not use flight director commands. * Maximum thrust can be obtained by advancing the thy levers fll forward ifthe ECS are inthe posal mode. lf terrain contact is eminent, advance thrust levers ful forward, Ian obstacle or terran caution occurs when fying Under daytignt VC, and positive vsual verification is made that no obstacle or terrain hazard exist, the alert may be regarded as cautionary and the approach may. Be tontinued (AOM MANEUVERS 17.4) ‘Traffic Advisory (TA) Actions & Callouts ‘Maneuvers based solely on a TAImay resuit in reduced ‘separation and are not recommen (AOM MANEUVERS 17.5.1) Resglution Advisory (RA) Actions & Callouts - De not follow a DESCEND (fly down) RA issued below HOOD feet AGL. Comply with the RA vertical guidance and ATC lateral uigance I there sa conflic between the RA and ait aff conta ‘Once an RA has been isued, safe separation could be Pilot Fly Pilot Monitori Correct the fight path aircraft configuration, or airspeed. fon approach andthe Sabana apronch egurenenes cant be me cnet 8g around My aircraft.” — Disengage autopiiot — Verify maximum thrust Disengage autotfrottle Verify all required actions have Acgressvely apply maximum’ thrust ‘been completed ‘Simattaneously roll wings level and rotate to Gall out an intial pitch attitude of 20° SS eee Retract speedbrakes = Hf terrain remains a threat, continue rotation Up to the pitch limit indicator or stick shaker or initia butfet o not change gear or flap configuration until terrain separation is assured ‘Monitor radio altimeter for sustained or increasing terrain separation ‘Monitor vertical speed and altitude (radio altitude for terrain Clearance and barometric Altitude fora minimum safe When clear of the terrain, slowly decrease altitude) pitch attitude and accelerate Call out = any trend toward terrain contact. lor FIying [or Monitoring Look for traffic sing traffic display as a guide Callout = ary conflicting traffic If vaffics sighted, maneuver f needed if maneuvering is required \ Rengage the auisprloe Duengage the autre smoothly adjust pitch ang thrust to Satisfy the RA command — Fellow the planned lateral fight path ‘unless visual contact withthe onfictng trafic requres other ‘compromised if current vertical spee & changed, Setlon except sseacesy to comply wh the fT Secsind EAS to. YEAS coordination tay beh progress _|_Attempt to establish visual contact. Sia ha eatatay umn eReN™ pega Hicctveneseot UE Siem compiance wtnthe RA” | = any conflicting traffic wa See adstional Operating Marual notes, (AGM MANEUVERS 17.5.2 Boeing 737 Study Guide © 2009, Updates 2010-2023 76 (Gan 23, 2095) bo Not Photocopy LESRRRTANINERUSTSONTEClimb RA in Landing Configuration Actions & Callouts Vien pends ert ht be ra ee tt Ppl aerial wat such as windshear or EGPWS take Rejected Takeoff ‘After RTO Considerations ‘When stopped, Review the following considerations and complete as required: agit en ec gp sein en a os a = em Silt arb ne cous et a pert eo bree eee RRR TST) eset an SHEERS ELSE Aa anne See AI ee Prior to 80 knots. The takeoff should be rejected for any of the following: ‘activation of the master caution system system failure(s) ‘unusual no'se or vibration tie failure abnormally slow acceleration ‘akeoft configuration warning fire or fre warning engine failure predictive windshear caution or warning = ifa side window opens = ifthe aireraft is unsafe or unable to fly Above 80 knots and prior to V1 ‘ejected for any ofthe following: ~ fire oF fire warning engine failure ~ reditve windsheor warning ‘the aireraft is unsafe or unable to fly During a ejected takeoff ew 90 rots, autoraking Sette ante a0 eae BAUM os rot itumat (AON Takeott Procedures 6.4) ‘See considerations, AOM 6.. Table of Contents ON Zclanlertemeclilag Ewd Panel Ctr Console Iw Captain First Officer ‘TEAS resolution advisory (RA) occurs = Disengage the autopilot isengage the autothrottle S advance thrust levers forward to ‘ensure maximum thrust fs attained ‘and call out ~ Smoothly aust pitch to satisfy the RA Verify maximum thrust set. Position ‘lap tever to 15 detent Fait the planned atra gt path ‘untess visual contact with t Conflicting traffic requires other ‘action Verify a pesitve rate of climb is Indicated and eats Verify a positive rate of climb and al Set the landing gear lever to UP ‘Attempt to establish visual contact. The takeoff should be! Call out (AOM MANEUVERS 17.5.1, p. 17-41) | emu icting trate Se a ilurrates or Apply reverse thrust "amount consi Continue maximum braking until ertain the arate al stop on the rirway. fobrakes periorance ang cameo ration snot adequate Very SPEEDBEAKE lever deployed “Voually 1 SPEDBRES cot depo Fa ‘to remain deploy ee Al a" a RRL tothe maxenum with conditions Verity reverse thrust applied = nsualy confirm If there is no REV indications) or the indications} stays amber ‘At BO knots When stopping i assured Nfntiate ovement of ‘of the reverse ro reach the reverse ke bit ~ Air the theese at reverse lle, move re tvust levers to full cae the rejected decsion tothe "tower as soon as prac Comm ont Meinl sated: Reman Seat” (an 23, 2025) Do Not Photocopy 7 Boeing 737 Study Guide © 2009, Updates 2010-2023Emergency Descent tl car crate et rc er Me wages A nn TE sativa rngater : : at ate dat remy Seca et Soar pat res ong emma FORBES coe ‘altitude (whichever is higher) Check safe altitude (MEA, MOCA, Ca Elen —SieaRina EMER a wi a Soe De eect i 10 “EPL OG.oean ae CEN ERT CA uo ee TEAS cary ante Ss cy edad tt ST cay i SF wsno weet (AOM MANEUVERS 17.6.1) Sng Ty Gas Os DIO 7. an oy