g650flyer Posted May 1, 2016 Report Posted May 1, 2016 (edited) You will find that in flying, we have plenty of techniques to remember things. During my military flying there were so many acronyms. Though these are more NG(BBJ) driven, I put together this list to assist some of the new 737 guys. I've attached a file also. Aircraft References • Main Gear on your side: NESA Transmitter in lower outboard of window • Main Gear on Opposite side: Lower inboard corner of window • Outboard Side of Engine on your side: Window Handle • Outboard Side of Engine on Opposite side: Glare Shield bend • Wingtip on your side: 2.5 concrete blocks • Nose Gear: Inside of HSIEngine Start (Approximate values) • 2 -- 20% N1 • 4 -- 400 degrees EGT • 6 -- 60% N2 • 6 -- 600 pph FFBefore Takeoff (LLLAASSTT Chance) • L-anding Lights (tech: nose wheel light on when cleared for takeoff) • L-adies (sit the FAs down with PA message to the back) • L-ower DU display cleared • A-utothrottle ARM (tech: when cleared for takeoff) • A-utobrakes - RTO • S-trobe lights ON • T-errain (tech: Captain Terrain/FO Weather) • T-CAS (TA/RA)10,000’ check during climb out (FLAAPS) • F-uel Pumps (Ctr Tank management per alternate operating procedures) • L-anding Lights -- RETRACTED/OFF (consider 18,000’ in high-traffic areas) • A-irspeed -- accelerate to desired climb speed • A-PU -- Off/as desired for shorter flights/EROPS/WX • P-ressurization check (Auto/pressurizing/cabin alt OK) • S-eatbelt (double ding by going off/wait 1 sec/on then auto)Before Descent (AIRBAG) • A-TIS • I-nstall the Approach • R-adio’s -- Tune and ID • B-rief the Approach • A-pproach Checklist • G-o Around Procedures (How will the airplane fly it? HDG SEL, etc.)Planned Descent Point • Timing -- Approx. 10 seconds for every 100’ of altitude to lose • Distance -- Divide HAT by 300’. This is the distance to start descent from the end of the runway.Enroute Descent Path Planning • Build a waypoint 40 NM track distance from the landing runway with 240/10000 inserted for Speed/Altitude. - AND/OR - Use the fix page and put a 40 NM circle around the runway (or FAF) and plan to cross the circle at 240/10000 for a straight-in arrival. • When planning an enroute descent to radar vectors to final it can be difficult to determine how far out you will be vectored and how soon you should begin your descent. Request a descent at a distance that will allow a constant 1500 fpm descent. To determine this descent point: • Load the expected approach using the FMS DEP/ARR page • Load the FAF or OM point/altitude on the descent page at 3R. • You can monitor the V/S as you approach this point. When the V/S approaches 1500 request descent. Even if the descent is not granted immediately, you will have a very good target descent rate when ATC permits the descent. This technique provides a constant descent that mirrors our constant climb to cruise profile.Descent Profile • 3.5:1 (Miles : Altitude) • For every 50 Kts of wind +/- 2 Miles • Losing 10 KIAS Takes 1 NM10,000’ check during descent (10,000’ AGL for higher field elevations) (FLAAPS) • F-uel Pumps (Ctr Tank management per alternate operating procedures) • L-anding Lights -- EXTENDED/ON (consider 18,000’ in high-traffic areas) • A-irspeed -- decelerate to 250 • A-PU -- On/as desired/WX considerations • P-ressurization -- set for landing field elevation • S-eatbelt (double ding by going on/off/wait 1 sec/on) Cat II/III ILS (ABCD) • A-PU -- On • B-rake Setting • C-at II/III ILS Procedures • A -- Approach Brief • A -- Alert/Decision height callouts • A -- Altimeter bugs (radio and barometric) • D-epart runway plan (How will you taxi to park -- SMGCS?)Before Every Approach • “AAABBCC” • A-TIS • A-pproach loaded in FMS • A-irspeed set in FMS • B-rief • B-rake setting (off, 1/2/3/Max) • C-hecklist • C-onfiguration (flap setting) • “CRAMPS” • C-ourses -- set/verify inbound course on MCP for FP & PM • R-adios -- set/verify correct frequency (ILS/VOR/Tacan/NDB) • A-ltimeters -- set/verify QNH/QFE as appropriate through transition • M-inimums -- set/verify for PF & PM • P-ush -- APP mode (or VOR/LOC or LNAV or Hdg Sel) • S-peeds -- set/verify Vref is set and displayed for flap settingEngine Failure on Takeoff • “4 Cs” (accomplished when flaps are up at min. maneuvering speed) • C-hange (Level Change) • C-ontinuous (Max Cont) • C-rossfeed (with fuel only in wing tanks) • C-hecklist (NNP then After Takeoff)Single Engine Trim • Trim into good engine is approximately equal to Fuel Flow Single Engine ILS Approach • At 1.5 Dots or later on the Glide Slope -- • Gear Down • Flaps 15 • Reduce Thrust 10% N1Non-ILS Approach (VNAV is preferred for straight-in approaches) • 3 NM -- Configure (Gear Down/Flaps 15, Bug 15, Landing checklist to flaps) • 2 NM -- or sooner/Set Next Lower Altitude (ensure VNAV if using) • 1 NM -- Flaps 30, Bug 30, complete Landing checklist • 0.2 NM -- V/S As Desired (unless using VNAV)Touch and go/pattern workMissed Approach Note: Assumes intent for complete flap retraction to missed approach holding pattern. • TO/GA (A/P will kick off under single-channel operation) • Set Go-around thrust • Set pitch to Go-around attitude • “Flaps 15” • Positive climb rate - “Gear up” • 400’ AGL - “LNAV” or “HDG SEL” (Note: for Non-Precision approaches your probably already at/above 400’ AGL or very close if going missed from and DA/DDA/MDA) • Retract flaps on speed • 1000’ AGL - Set LVL/CHG or V/S + 1500’ • After Takeoff checklist (Ops Man)Radar Pattern Climb Out From Touch & Go • PF rotates aircraft to 15 degrees nose high • Positive climb rate - “Gear up” • Flight directors - ON (if coming from VFR Pattern OR Recycle) • 400’ AGL- “Bug Up, flaps 5, LNAV or HDG SEL ” • 1000’ AGL - Technique: "V/S, Set 1500 fpm" or "LVL CHG" • Retract flaps on schedule to “Flaps Up” • After Takeoff checklist • Maintain flaps Up for downwindNote: PF re-establishes A/P and manually arms Autothrottles • PM rechecks weather, installs approach and helps tune nav radios (technique) • PF briefs approach, tunes radios and calls for the “Approach check” Precision Approach (use “CRAMPS” check technique) • Arm APP if cleared approach on intercept heading • G/S alive - “Gear down, flaps 15, Bug 15, landing checklist to flaps" • G/S intercept - “Flaps 30/40 (final flap), Landing checklist” slow to VREF + additiveNon-precision approach (non/VNAV) • Arm LNAV or use HDG SEL for lateral maneuvering • 3 miles prior - “Gear down, flaps 15, Bug 15, landing checklist to flaps” • 2 miles prior (or earlier) - Set MDA or stepdown altitude in altitude alert window • 1 mile prior - “Flaps 30/40 (final flap), complete Landing checklist” slow to Vref + additiveNote: Do not arm speedbrakes or use autobrakes if accomplishing a touch & go.VFR Pattern Climb Out From Touch & Go • PF rotates aircraft to 15 degrees nose high • Positive climb - “Gear up” • Turn off FDs if not already off (technique) • 400’ AGL - “Bug 5, flaps 5” (technique) • 1000’ AGL - PF lowers nose to 10 degrees pitch and reduces thrust (at Bug 5 speed) to approximately 75% N1 (technique) • PF levels off aircraft at 1500’ AGL or pattern altitude and maintains flaps 5 on downwindVFR Pattern • Enter downwind at flaps 5, speed Vref 30 + 40 (Bug 5 speed) • VFR pattern briefing - "30/40 Flap touch and go, Speed is ____" • Approaching abeam touchdown point - “Gear down, flaps 15, bug 15 Landing checklist to flaps” slow to Bug 15 • Before turning or during turn to base - “Flaps 30/40, Bug 30/40 + ___ (additive), complete Landing checklist,” slow to Vref + additive • Descend as required (approximately 600-800 VSI as a guide)Note: Do not arm speedbrakes or use autobrakes if accomplishing a touch & go.Technique for Establishing Automation After Pattern WorkNote: Technique used should be pre-briefed. Assumes the "gear up" and "flight director’s - ON " is already called/done. • 400’ AGL "Bug Up, Flaps 5; HDG SEL or LNAV" • 1000’ AGL (or A/R) "Vert Speed + 1500’, Flaps 1" or "Level Change" (Flaps 1 above F5 speed and then flaps on schedule) • PF establishes A/P by selecting CMD and A/Ts -- ARM NG techniques.pdf Edited May 1, 2016 by g650flyer 8 Quote
Defiance_co Posted May 1, 2016 Report Posted May 1, 2016 Hiya, Nice of you to go to into this amount of detail Many Thanks Tony Quote
g650flyer Posted May 3, 2016 Author Report Posted May 3, 2016 Anytime, this helps you fly it as its flown in the real world Quote
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