737 Pilot Gouge 1 Nov 08 pg.1

Transcription

1 737 Pilot Gouge 1 Nov 08 pg.1 CAUTION! This gouge is a compilation of information that is NOT endorsed nor authorized by CAL nor the FAA. The material may be out of date or incorrect. If there is any discrepancy, the Flight Manual and Flight Operations Manual ALWAYS take precedence over any information here. The gouge is free as a service to my fellow Continental 737 pilots! You can find the latest at: This gouge is an updated continuation of Bruce Sprague s (now retired) classic Quick Reference Card (QRC). Please any comments, questions, or inputs to: gleisner@satx.rr.com I also recommend Bill Bulfer s excellent 737 Cockpit Companion (and his FMC User s Guide). These are available at: Safe flight and soft landings, Doug Gleisner, FO 737 IAH PREFLIGHT FLIGHT KIT CONTENTS (FOM 5-30) CA: JEPPS Airway Manuals, Flt Operations Manual (FOM), Flashlight FO: JEPPS, FM Ch. 1-5, Plt Wt Man. Wrksht, ATIS Form, Flashlight IRO: same as FO, but no Flt Manual required ALTERNATES (DISPATCH ONLY) (FOM Sec 2-37) Domestic: Alt req d unless ETA ±1 hr > 2000 or 3 mi ( ) - Need 2 alternates if destination and 1st alternate are marginal -- marginal = destination < 400 / 1 mi; Alternate < 600 / 2 mi International alternate required unless (1) Flt 6 hrs and weather at estimated arrival time ±1 hr is: - Circling wx > 1500 above lowest circling MDA OR, - WX > greater of 1500 and 2 miles vis above lowest pub. mins or 2000 above field elevation and vis at least 3 miles (2) With no available alt reserve fuel = 2 hrs at normal consumption Domestic AND International destination alternate required if: - Winds out of limits for planned runway OR, - Destination braking action is reported poor or nil OR, - Single runway operations OR, - Unlighted airport with ETA less than 30 mins before sunset Alternate Minimums: wx > HAT / HAA plus 400 and Cat I + 1 mile (or if 2 runways / 2 approaches: +200 and + ½ mile) IF diverting to alt., reg lnd mins apply, and no alt. for the alt. is req d IF stronger headwinds cause you to fly into your Alt/Res fuel, no unscheduled fuel stop required. This is a Dispatch requirement only. IF enroute & dest wx worsens that would req an alt, you may continue if both CA and Disp consider it safe For divert call disp for real time weather / airport / traffic info Exemption 8657 (FOM 2-41) Flt may be dispatched w/o alternate if: - Destination ETA ±1 hr 1000 and 2 miles ( ) subject to: -- Contiguous US only AND must be noted on dispatch release -- Aircraft, crew, and airport must be CAT II qualified/capable FUEL Requirements (DISPATCH ONLY) (FOM Sec 2) Domestic fuel requirements: Must have enough fuel for: (2-43) - Planned flight AND, Fly to alternate* (most distant), if required AND, - Fly for 45 mins at normal cruise* (* = Long Range Cruise) International fuel requirements: Must have enough fuel for: - Planned flight AND, 10% (or 5% - see below) more time AND, - Fly to alternate (most distant) if required AND, - With no available alt. total fuel = burnoff + 2 normal cruise - Fly for 30 mins 1500 AGL -- 5% RULE if weather approach ETA ± 1 hr Planned flight AND, Fly for 5% more time AND, Fly to alternate (most distant) if required AND, Fly for 30 mins 1500 AGL CHECKS / INSPECTIONS (FM Ch. 3) 1st flight of the day checks (3-75): O 2 mask (and after crew chg), Fire tests, Inst Comp (-300), Radio Alt (-300), Stby Power (-300 / -500), ACARS GMT / link (-300), CVR TAKEOFF BRIEFING (FM 3-11; also see briefing card) First leg of trip, then as needed: CRM, wx and t/o alt; rwy conditions & required lighting; SID (setup, freq, courses, altitudes), RTO / Evac; Engine out; Air return; Non-normals / MEL; Terrain (TERR); Transition Altitude; 10-7, 10-9 pages Additional brief items: noise abatement profile, Jepp notes, P&P problems, different V 1 and Rotate speeds; anti ice, will 800' level off (after V 1 loss) clear obstacles?, etc. PERF & PLANNING (FM Sec 5 / FOM 2-73; 10-4) Accuload: Request new Accuload if pax count exceeds variance. Assumed temp, speeds & trim are valid if passenger count is within variance. Variance is valid for GTOW 2220lbs (-3/-5) / 1665lbs (-7/-8/-9) above actual speeds on line 7. Correct ZFW (summer = 190; winter = 195) and compare to MGTOW. Automated Runway Analysis Data - Always for bleeds off; for bleeds on, you must add the weight penalty! -300/-500/-700 = 4000#; -800 = 5100#; -900 = 5000# - For assumed temp, enter with actual GTOW (add weight penalty for bleeds on) REDUCED POWER / IMPROVED CLIMB (FM 3-134) None if: anti-skid inoperative, runway contaminated, anti-ice on, windshear, improved climb, wet runway, ALTN EEC mode, PMC or FMC inoperative, or tailwind > 10kts When using assumed temp, throttles are set to reduced power - The bugs will always show maximum power Improved Climb T/O (FM 3-135): speeds are increased and set - NOT authorized if cont. rwy, anti-skid inop or red. thrust Full thrust takeoff is authorized with reduced thrust V speeds TAKEOFF V SPEEDS (FM 5-4) For rwy chg original V speeds are good for new rwy only if: - Same flap setting is used, AND - V speeds are not based on improved climb, AND - Rwy analysis for new rwy perf ltd wt > GTOW line 7, AND - Line 9 RMKS has no non-normals (i.e. PMC inop, wet), AND - Rwy analysis assumed temp (Ln. 7 GTOW) Ln. 9 ass. temp If ALL the above conditions cannot be met, new V speeds must be obtained from Load Planning, the Flt. Manual or the QRH prior to takeoff. If original Accuload is based on assumed temp greater than 53 C a new Accuload must be obtained for the new rwy, OR weights and speeds must be recalculated based on using full power or an assumed temp within limits of runway analysis. PUSHBACK / TOW OUT ENGINE START (FM 3-89) High Alt starts: motor eng to 31% N 2 prior to moving start lever - High Alt (FM ) = 7000 ft (-3/-5) and 8400 ft (-7/-8/-9) Starter duty cycle: 2 mins on, 20 secs off, 2 mins on, 3 mins off

2 737 Pilot Gouge 1 Nov 08 pg.2 Do not engage starter if N 2 above 20% Start Malfunctions: hot/hung/no start - refer to QRH; FIRE = QRH back (inside) cover - Before start lever to Idle: start switch OFF - After start lever to idle but before starter cutout: start lever-cutoff, motor for 60s after starter cutout: cutoff, when N 2 <20%, motor for 60s TAXI Ready to taxi = flash taxi light once Engine warm-up = 2 mins OR 5 mins (if not flown in past 5 hours) EQUIPMENT MALFUNCTION AFTER BLOCK OUT Refer to MEL (see MEL Temp Revisions) & CDL (FOM Sec 2) MEL: Minimum Equipment List - P code = performance penalty - M code = Maintenance proc; crew may pull CBs or switches - O code = Operation procedure - Use system number to find in MEL (ex: GPWS = 34-26) CDL: Configuration Deviation List - Additional limitations with secondary airframe and engine parts missing; penalties are cumulative stay on rwy, hold brakes (unless evac), checklists F/O: confirm idle, speedbrakes, T/Rs, then note abort speed, call ATC and make PA to Remain seated CA call Rejected Takeoff Checklist, RTO cause (other checks), evac (see signals), brake cooling; irreg. report ENG FAILURE AFTER V 1 (FM ) Maintain track and speed between V 2 and V (~13 ) With speed < V limit bank to AGL: HDG SEL, maintain hdg, add ~ 5 units of rudder trim towards good eng; (step on the low hand) 800 AGL or local cleanup altitude: decrease pitch to accelerate (don t descend), Set top bug, Flaps up, Set MCT, call for Eng Fail / Fire Checklist (if fire, run after top bug, and bring flaps up) Declare emergency, sqk 7700, fuel balance, give FA TEST, call ops, get WX, call for One Eng Inop / Appr & Ldg checklist, and consider restart In turn: yoke first, then rudder; go to 800 or OCA TAKEOFF WINDSHEAR (FM 3-332) Rule #1: AVOID IT! Enhancements / Reactive = windshear on Ground Proximity test Predictive = windshear ahead on radar test T/O: delay 30 mins (>15kts & increasing); delay 15 mins (<15kts & decreasing) use longest runway, flaps 5, full power, Flt Directors on, increase V R (see 3-335) up to 20 kts Recovery < 1000 AGL: [Flt path dev guidelines from target: ± 15 kts; ± 500 VVI; ± 5 degrees pitch; ± 1 dot on GS; unusual throttle position] MAX POWER, STOW SPEEDBRAKE, disconnect A/P and A/T, TOGA, 15 pitch then follow FD pitch; no trim, no config. changes; PM call radar altitude and Sink Rate ; respect stick shaker and buffet Windshear ends when the tailwind component stops increasing Windshear Gouge - Windshear Ahead (alerts) = avoid, go around (trim and clean up) - IN windshear = Perform Recovery LOW VIS TAKEOFFS and T/O ALT (FOM Sec 2-36; 2-98) Refer to Low Visibility Takeoff Minimums on Jepps plate -9A No lower than 500 RVR Need T/O Alternate IF: departure field below CAT I landing minimums (or higher if limited by aircrew / aircraft / non-precision approach) - T/O alt mins are same as destination alt mins AND must be w/in 1 hr at normal cruise speed in still air with one eng inop: distance = 390nm TAKEOFF (FM 3-117) Max. TW = 10 kts (conditionally 15 kts); rec. max. CW = 33/23 kts Delay turns to 400 AGL (50 min for obst, noise or adverse conditions) REJECTED TAKEOFF (FM ) Below 100 kts (fire, smoke, equipment fail, configuration problems, windshear, etc.) After 100 only for Power Loss / Unsafe for Flight Capt calls CONTINUE OR REJECT and does: - Idle, A/T off, max T/Rs, SBs, RTO (or man brakes), ENROUTE MISC C to F : double C minus 10% +32 (if > 0 ) or - 32 (if < 0 ) - (ex: 18 C = = 64 F); (-10 C = = 14 F) Crew O2: cabin altitude over 10,000 : both pilots must wear HOLDING NOTES (FM 3-169) Slow w/in 3 mins of fix and receive instructions w/in 5 mins Speeds: MHA thru 6000 = 200 kts max; > 6000 thru 14M = 230 kts (210 kts where published); > 14M = 265 kts; > FL250 min speed = V REF kts Inbound times: at or below 14,000 =1 min; >14,000 =1 ½ mins (adjust outbound leg to get inbound time) Send ACARS Approach Delay message EMERGENCIES GENERAL (FM Sec 2 and FOM Sec 1) IF possible: F/O fly using A/P, Capt resolve problem Declare Emergency IF: (see multi list in FOM pg. 1-4) - Or if CA deems it necessary in the interest of flight safety - Give: Brief reason (HEFOE-P [Hyd, Electrics, Fuel, Oxygen, Engine, Pressurization]), Souls on board, Fuel (in minutes to ATC; in #s to Fire/Rescue), Hazmat, Squawk 7700 FF (avg) ~ 6000 pph = 100 ppm, use fuel qty (i.e. 12K) and add a zero for 120 minutes ( pph) Notify company and Cabin Crew; see Emergency Signals below Irregularity Report: see FOM Sec 1 and 10 FLT DECK DOOR EMRG ENTRY ACTIVE/////// Flight Deck Door HARD LOCK Switch... PUSH (within 30s) TWO ENGINE FLAMEOUT//////////////////// FLT, CUTOFF (EGT decreasing 3-5 secs), IDLE

3 737 Pilot Gouge 1 Nov 08 pg.3 Ensure you have dual engine flameout not just loss of both generators N 1 and EGT gauges spool down, Low Oil PSI light If in doubt, push up throttles to see if you get response! INTERMITTENT WARNING HORN IN FLIGHT CABIN ALT OR RAPID DECOMP / EMER DESCENT ON/100%, CREW COMM, SEAT/SMOKE SIGNs - ON ON/100%, CREW COMM, SEAT/SMOKE SIGNS - ON IF Emergency Descent (structural damage? smooth air?) Descent (PA, FLT, Spin, Spin, Pull, Pull) - ignition FLT, spin MCP to 10M or MEA, V/S spin, pull throttles, pull S/Bs, LVL CHG at max a/s UNCOMMANDED RUDDER, YAW, OR ROLL //////// A/P & A/T - DISENGAGE (control A/C, reduce pitch, increase airspeed, sacrifice altitude), Symmetrical Thrust - VERIFY APU FIRE (in flight) ////////////////////////////// APU Fire Switch. PULL, ROTATE and HOLD (1 sec.) APU Switch. OFF EMERGENCY SIGNALS 4 chimes from pilot or FA = EMERGENCY! (FOM 2-68) Give FA TEST : Type, Evacuation req d? Signals, Time to land PA 30 secs prior to touchdown: Brace for Landing (2 times) PA Easy Victor, Easy Victor (FAs will specify which exits to use) OR PA Remain seated, Remain seated TRANSPONDER Hijack = 7500 (do NOT use 7700) Lost Comm = 7600 (stay VFR & land, or fly last clearance) Emergency = 7700 INCIDENTS: (FOM Sec 3; see also Onboard Sec Incidents Card) Incident Levels 1-4, Medlink Procedures, OSIR report Inflight Security Coordinator is Captain Ground Security Coordinator is Station Duty Manager Bombs / Sabotage: (FOM Sec 1) - Least risk bomb location: centered right aft galley door APPROACH LANDING BUGS (5) (FM 3-179) NG - line selecting V REF will set bugs automatically 80 kts, set bug for 80 kt call out on landing roll V REF [R] bug for landing flaps (from INIT REF page OR QRH) - Normally flaps 30 or 40; single engine is flaps 15 Target = V REF + ½ wind + gust (20 max, 15k max for -8/9) - With A/T on for autoland approach and landing add only 5kts - Ice correction = add higher of 10k OR wind + gust (20k max) -- This is go-around speed for single engine - do not use A/T V REF + 15k [white bug] (for flaps 30 or 40) - This is the go-around speed with both engines operating -- This is also engine failure in landing configuration speed V M Flaps 0 [UP] ( top bug : 210, 220, or UP (NG)) Maneuvering Speeds Flap GW < 117 < GW F F F F F F WX MINS for FINAL APPR. SEGMENT (FAS) ILS FAS = at published Glide Slope Intercept Altitude (GSIA) (or at glide slope intercept if lower than the GSIA) NP FAS=at FAF (w/o FAF, then where PT intercepts inbnd crse) All approaches based on visibility, ceiling is advisory - Approach mins vary based on available lighting (see 10-9A) RVR: reported only if 6000 or less or prev. vis. 1 ½ mi or less. Prior to FAS, must have approach minimums to start approach After FAS, and visibility goes below minimums, may continue to DA / DDA / MDA (and land if visibility OK) GENERAL APPROACH INFO (FM 3-187) DO NOT USE Level Change for descent after FAF or < 1500 Arrival Briefing (other pilot flies, you brief): Only those items associated with the specific arrival need be addressed Established on course = ILS / LOC: 1 dot; VOR: 1 dot (± 5 ); rnav: Magenta crse line centered on a/c sym in 10 nm scale or less WEATHER / APPROACH REQUIREMENTS Monitored Appr IF: 2400 RVR or for NP 1sm / 5000 RVR RVR 2400 = Brief approach with lowest mins (Crew / A/C) - Coupled monitored approach should be used (max xw = 15 kts) - DA = 200 (Baro controlling); DA is MAP - TDZ RVR is controlling RVR 1800 = Auto-coupler required (CAT II required) - Flaps 40 should be used if practical - DA = 100 (RA controlling); DA is MAP - TDZ RVR is controlling (For CAT II if TDZ RVR 1600, then an advisory Mid or Rollout RVR must be reported - INOP is NOT advisory) RVR 1200 = Auto land required (CAT II okay w/o auto land) - DA = 100 (RA controlling); DA is MAP - TDZ RVR AND Mid RVR are controlling. Roll-out RVR is Req d/advisory - Braking action must be fair or better RVR 1000 = Minimum for CAT II auto land 600 RVR < 1200 = CAT IIIA - TDZ AND Mid RVR are controlling, Rollout RVR is req d - DA = 50 (RA is controlling) RVR 600 (175m) = Low Visibility ; SMGCS required STABILIZED APPROACH / Energy Mgmt Gates (FM 3-196) - At or prior to the FAF or a point no closer than 5 nm from runway threshold between above TDZE: Gear down; Flaps 15; Max 180 kts - At 1000 above TDZE: Final ldg config; LDG checklist; ILS G/S dev < 1 dot or VNAV path dev < ¼ scale (if available) above TDZE: Engines to 40% N 1 ; IAS = -5 to +15 kts; ILS G/S dev. < 1 dot or VNAV path dev. < height of VNAV path pointer (if available); On course LANDING: To go below DH, DA, DDA, or MDA (FM 3-197) - CAT I / NPA: sufficient visual reference to the intended rwy (visual reference = one of ten items: lights, markings, etc)

4 737 Pilot Gouge 1 Nov 08 pg.4 - CAT II: sufficient visual reference with the appr light system - CAT III: sufficient vis references exist to ensure auto flt sys will safely deliver aircraft to TD zone AND RVR req s are met ILS CAT I may be flown with RVR > Single Engine: at 1 dot below GS: Gear Down, Flaps 15, Target, Ldg Check ; Target = V REF 15 + wind / config Flaps 40 if low ceiling/vis (Cat II, IIIA) OR short & slick rwy ILS PRM: Precision Runway Monitor (use QRH briefing) - Brief Jepp pg, MEL (All must work: ILS, XPNDR, 2 VHFs) - #2 VHF on Monitor ; transmit on #1 VHF (Tower), set vol. - TCAS on TA/RA (unless contrary to Jepp 11-0) - Hand fly Breakouts, do NOT push TOGA, A/P OFF, A/T ON, deconfigure after new heading, Flt. Directors off, reset MCP (Heading, Altitude), Flt. Dirs. on, LVL CHG, HDG SEL CAT II / IIIA CRITERIA Monitored Approach IF: RVR 2400 or for NP if RVR 1sm / 5000 If RVR 2400, brief lowest mins capable (Cat II, even if Cat I is legal) Capt briefs Monitored Appr. from QRH for set up, call outs, mins, etc; FO briefs Jeppesen plate CAT IIIA approaches in NG aircraft only Flaps 40 (should be used if RVR<1800), seat up, LL off until after t/d CAT 2 (no autoland): use one A/P; CAT 2/3 Autoland: use both A/Ps Autoland = use both A/Ps: B A/P 1st, then A after APP mode; For MAP, A A/P disconnects, B A/P is now the master NON-PRECISION APPROACH (NPA) (FM 3-236) If weather 1sm / 5000 RVR must fly monitored approach Follow NPA setup matrix in QRH; must use autopilot, if available Use of VNAV inside FAF requires grad. path (GP) on coded segments - If no GP, use pre-briefed Vertical Speed (V/S) on MCP (V/S=½ GS and add a zero i.e. GS=150; 150 x ½=75; then add a zero for V/S=750) Minimums: (Altimeter setup) Barometric DA / DDA / MDA (DDA = Derived DA = MDA + 50 ) - May use ballflag note authorizing VNAV DA in lieu of MDA (i.e. don t add 50 to MDA for DDA, use pub. MDA) Verify GP passes above the step-down fix altitude. If not, use V/S to cross restriction; use descent Page! DO NOT add ANY fixes after FAF! RNAV (NG only) with VNAV use DA; without VNAV use DDA = NO RNAV; -500 = RNAV at IAH only - R RNP (set as required for approach) - N Nav (GPS updating ON) - A Altimeters (± 100 ft. of each other) - V VOR/DME (updating OFF) Back Course: set pub. front course and LNAV; do NOT use VOR LOC At LOC capture and alt hold, set next altitude for stepdown MCP to 0 ONLY AFTER cleared, established, VNAV, and w/in 4 nm Single Engine: 1 ½ mi from FAF, Gear, F15, Target, Ldg Chk, 2 mi from FAF: normally flaps 30 or 40 - Use V/S (not LVL CHG) to descend to next alt at 1000 to 1500 fpm - Descent rate < 1500 fpm (or GPWS will go off!) Descent below 1000 above TDZE shall NOT exceed 1000 fpm If VNAV SPD shows, pick PATH on DES pg; will revert at GP intercept If problems, use V/S to follow PDI (path deviation indicator) Disengage A/P by 50 below DA / DDA / MDA, disengage A/T > 50 Missed approach altitude MUST be set during MAP! CIRCLING APPROACH (FOM 2-169; FM 3-266) Use Cat D OR CAL minimums 1000 / 3 miles, whichever is higher CAT D for circle - requires prevailing visibility = average airport vis - Ceiling required only if noted (Jepp), but circle may not be started unless visual reference to landing runway at MDA For MAP, turn to ldg rwy and fly MAP of original approach MISSED APPROACH (FM / 224) Must go around if at minimums, and cannot land, or - Not stabilized at config gates (see GEN. APPROACH INFO) - GPWS: Any warn (ie PULL UP, TERRAIN, or Config ) you must perform CFIT recovery, unless day VMC (FM 3-315) -- Other GPWS warnings require PF to verify or correct MAP: (TOGA) F15, Chk Pwr, Pos Rate, Gear Up, Chk MA - Single Engine: Flaps 1, then same calls Fly V REF + 15 (white bug); 1 eng - fly target [Note: V REF gives good buffet margin for a 15 overshoot beyond 15 bank] At 400 : HDG SEL or LNAV At 1000 : Lvl Chg, Top Bug, F5, F1, F Up (as req d), after T/O - 1 Engine at 800 or OCA: Top bug, Flaps Up (as req d), MCT, Abbr After T/O Checklist (15 bank until V ) Rejected land: same as GA; N/A if T/Rs were used (3-290) LANDING LANDING INFORMATION VASI (3 bar) - use near 2 (far 2 VASI for wide body) For Land and hold short, you must have LAHSO Jeppesen Braking action: poor = no room for error! NIL = do not land! Check QRH for actual landing distance Use caution on runways > 200 wide. Tendency to flare high LAND WITH ENG OUT ON FINAL (FM ) (Off, 15, 15, 15) AT / AP Off, Flaps 15, add pwr (~15%), V REF + 15k. Continue with GPWS inhibit OR GA with V REF + 15k, Flaps 1 If on short final and stable, consider leaving bad engine (with fire or failure) running, then take care of it after landing SUPPLEMENTARY CFIT RECOVERY Max Power, Stow Speedbrake, A/T / A/P off, roll level, 20 pitch, no config change, call out radar altimeter and Sink Rate WINDSHEAR See Windshear - Takeoff section Target bug set for normal surface wind additive OR for A/S loss. Fly higher of V REF + A/S loss additive OR target ( 20k). Do not use A/T. Example: Loss of A/S on final 10k : - With wind 12G20 normal target = V REF +14; FLY V REF With wind 12k normal target = V REF +6; FLY V REF +10 STEEP TURNS (FM 3-375) Accomplish In Range Check, A/P and A/T on; 250 kts Note entry pitch and FF; A/P, A/T and ALT HOLD off Turns no pitch trim used (to avoid climb during rollout) - At 25 bank, increase pitch by 1 to about 5 ½ at 45 bank - Increase power by 10% (~ 68%) - use Fast / Slow indicator Lead rollout by 15, return to entry pitch and FF A/P and A/T on - speed to V M Flaps 0 (to set up for stalls)

5 737 Pilot Gouge 1 Nov 08 pg.5 STALL SERIES (FM 3-376) Accomplish In Range Check, A/P and A/T on to set up; set go-around N 1 (from N 1 Limit Pg); use minimum maneuver speeds CLEAN: set 40% N 1 at V M Flaps 0 TURN: F5, gear dn, set 50% N 1 at V M Flaps 5, then 20 bank LAND: F30, gear down, set 50% N 1 at V M Flaps 30 (Target) - Set V speeds before pulling power back to N 1 settings - Note normal pitch and N 1, then A/P and A/T off, set N 1 - Maintain altitude or slight climb; trim out during maneuver Stall Recovery (either Stick Shaker or buffet) - Call Max Power, Stow Speedbrake -- firewall throttles - Level wings; maintain altitude, accelerate to maneuver speed - Return to initial speed (pull back throttles!); stabilize! - Once complete perform a go around to clean up - A/P & A/T on to set up for next stall ADVANCED MANEUVERS (UPSET) REC (FM 3-375) recognize and crosscheck; call ATITUDE ; A/P and A/T off Nose high = increase bank 90, allow nose to fall to level, roll out Nose low = decrease bank before adjusting pitch - No back pressure until bank < 10 adjust thrust: diff thrust, if below xover point (add pwr to low wing) Information / changes: Updated page number references Removed routine right fuel at touchdown for blue-wx-right-time-ofday - IAH, CLE and domestic = 5000 #; EWR & International = 6000# Expanded destination alternate section Added RNAV info Current for: Flight Operations Manual dated 08/01/ Flight Manual Revision 46 dated 06/01/08 - Temp Revision dated 08/01/08 - Training Bulletin dated 09/09/08 Abbreviations may be non-standard and are used generally only as necessary to make text fit. Some page references are listed. Blue font is gouge (i.e. hints / techniques / common practices). Red Comic Sans MS font is emergency/single engine information.