GAMING

http://aef.org.tw/wp-content/trainingaids/vor/vor.html green layout with 2 dials, station & aircraft Use with E6BX as doesn’t show calcs for inbound & sector

https://e6bx.com/holding-pattern/ great ALL parameters are interactive & many other calcs aids

http://www.flightutilities.com/HPConline.aspx show HDG you are flying to the aid & radial for HOLD direction to show all patterns

https://practiceholds.com/ Create random HOLD instructions

https://infiniteflight.com/guide/flying-guide/descent-to-landing/dme-arc

https://www.openaip.net/

https://www.cfinotebook.net/notebook/maneuvers-and-procedures/instrument/aircraft-holding-procedures

https://www.digitalaviation.com/getting_started/index.html#index_top seems OK but need time to work out how to use?

http://flightstat.ca/FlightLog.dll/Exercises?FID=H more of an exam situation

https://flightapps.erau.edu/interactive/3Dinstruments/heading.html not much use

https://www.flaps2approach.com/journal/2014/8/4/boeing-737-800-takeoff-procedure-simplified.html
http://krepelka.com/fsweb/learningcenter/aircraft/flightnotesboeing737-800.htm

737 PRE TAKEOFF CHECKS

PRE TAKE OFF CHECKS

FLAPS 5 NAV/COM/GPS/ALT ENTERED

PRE TAKEOFF
FUEL FLOW ——————RESET, THEN RATE
AUTO BRAKES ——————–RTO CHECKED
C FUEL PUMPS ——————–AS REQUIRED

TRANSPONDER ——————————STBY
SPEED——————————————-SET
HDG TAKEOFF RWY————————–SET
INITIAL ALT————————————-SET
YAW DAMPER ———————————ON
CRUISE ALT ————————————SET
LANDING ALT – ——————————–SET
FLIGHT DIRECTORS——————-BOTH ON
MINIMUMS REF——————————-SET V1 VR V2
ALTIMETERS ———————————–SET

TAKEOFF ROLL
TAKEOFF CLEARENCE                                                     RECEIVED
BRAKES                                                                                OFF
TOGA———————————————-       IN
CALLOUT                                                                             “AIRSPEED ALIVE”
CALLOUT                                                                             “80 KNOTS” & CROSS CHECKED
CALLOUT                                                                             “V1”    145KTS & VR   SAME
CALLOUT                                                                             “ROTATE”     AIM FOR ~ 8°
CALLOUT                                                                             “V2”      150-155KTS
POSITIVE ROC                                                                    GEAR UP
V2 + 20                 STABILISED   AIM FOR 15-17°

AUTO BRAKE———————————–           OFF   TRIM/STAM??
GEAR LEVER————————————           OFF
1000FT                                                                  FLAPS TO STAGE 1

SPEED TO 210KTS LOWER PITCH

AT 210KTS RAISE FLAPS

BOEING 737- 800 CHECKLIST
PMDG 737 Checklist from startup to shutdown
and what’s in between for the FSX kneeboard
PREFLIGHT
BATTERY- ———————ON /GUARD CLOSED
STANDBY POWER —————-GUARD CLOSED
L – AFT FUEL PUMP—————————— ON
APU———————————————-START
APU GEN ——————————————ON
APU BLEEDS—————————————ON
EMER EXIT LIGHTS ————————-ARMED
WINDOW HEATERS —————————–ON
RECERC.FANS————————————-ON
ISOLATION VALVE—————————-AUTO
PACKS——————————————-AUTO
ENG.HYDR PUMPS ——————————ON
FUEL——————————–CHECK LOADED
PAYLOAD——————CHECK ALL ON BOARD
POS LIGHT ———————————–STEADY
LOGO LIGHT —————————-AS NEEDED
CABIN LIGHTS————————————ON
SEATBELTS—————————————-ON
IRS MODE SELECTORS ———————– NAV
FMC ———————————————– SET
STABILIZER TRIM ————————- ADJUST
COMM RADIOS ———————————SET
FLIGHTDECKDOORS———————-LOCKED
GEAR PIN ——————————-IN COCKPIT

CLEARENCE
TRANSPONDER CODE ———————–SET

TRANSPONDER ——————————STBY
SPEED——————————————-SET
HDG TAKEOFF RWY————————–SET
INITIAL ALT————————————-SET
YAW DAMPER ———————————ON
CRUISE ALT ————————————SET
LANDING ALT – ——————————–SET
FLIGHT DIRECTORS——————-BOTH ON
MINIMUMS REF——————————-SET
ALTIMETERS ———————————–SET

BEFORE START
ANTI COLL LIGHT——————————ON
FUEL PUMPS ———————————-ON
C FUEL PUMPS ——————-AS REQUIRED
ELEC HYD PUMPS —————————–ON
PARKING BRAKE ——————————-ON
AUTOTHROTTLE —————————–ARM

START UP
GND CREW CLEARENCE————–RECIEVED
PACKS ——————————————OFF
RECERC.FANS———————————OFF
ENG 2 START SWITCH ———————-GRD
ENG 2 SPOOL UP25%
ENG 2 START LEVER ————————-IDLE

ENG 2—————–STABILISED
ENG 1 START SWITCH ———————–GRD
ENG 1 SPOOL UP25%
ENG 1 START LEVER————————–IDLE
ENG 1—————–STABILISED

AFTER START
CONTROLS———– CHECK FREE MOVEMENT
GENERATOR 1 & 2 —————————-ON
PACKS—————————————–AUTO
RECERC.FANS———————————–ON
APU BLEED AIR ——————————–OFF
APU GEN—————————————-OFF
APU———————————————-OFF
ENG START SWITCHES———–CONTINUOUS
LOWER DU————————————–OFF
AUTO BRAKE ———————————–RTO
TAXI LIGHT ————————————–ON
RWY TAXILIGHTS——————————-ON
FLAPS ——————————————–SET
RECALL ———————————–CHECKED
WING ANTI-ICE ——————- AS REQUIRED
ENGINE ANTI-ICE——————AS REQUIRED
PROBE HEAT————————————-ON

BEFORE TAKEOFF
FUEL FLOW ——————RESET, THEN RATE
AUTO BRAKES ——————–RTO CHECKED
C FUEL PUMPS ——————–AS REQUIRED
STROBE LIGHTS ——————————-ON
LANDING LIGHTS ——————————ON
TAXI LIGHTS——————————-ALL OFF
TRANSPONDER MODE——————–TA/RA
DISPLAY TFC ———————————–ON
BRAKES——————————————-ON
FLAPS ————————————-CHECKED

TAKEOFF
TAKEOFF CLEARENCE——————RECIEVED
BRAKES——————————————OFF
TOGA———————————————-IN
IAS INDICATED, CALLOUT–“AIRSPEED ALIVE”
CALLOUT—————————–“80 KNOTS”
80 KNOTS ———————-CROSS CHECKED
AIRSPEED V1 CALLOUT——————– “V1”
AIRSPEED VR-CALLOUT—————“ROTATE”
AIRSPEED V2 CALLOUT——————— “V2”
POSITIVE CLIMB————————-GEAR UP
V2 + 20———————————STABILISED
AUTO BRAKE———————————–OFF
GEAR LEVER————————————OFF
1500FT—————————FLAPS INCR. UP

3000FT AGL, OR AS RECUIRED
ENG START SWITCHES ———————–OFF
AUTO PILOT——————ON / AS REQUIRED
FMC CLIMB—————-VNAV / AS REQUIRED

CLIMB AND CRUISE
ALTIMETER—————STANDARD PASSING TA
LANDING LIGHTS———OFF PASSING 10000FT

C FUEL PUMPS———————–AS REQUIRED
C FUEL PUMPS——-OFF< 1000KGs; > 500 KGs
SEATBELTSIGN—————— AS NEEDED / OFF
LOGOLIGHTS————————————–OFF

DESCENDING
BEFORE DESCENT———CLEARENCE OBTAINED
RESET MCP ALT—————————-CHECKED
DESCENT————————SET AS COMPUTED
AIRSPEEDS (VREF, VAPP)———–AS REQUIRED
DE-ICE ———————————AS REQUIRED
ALTIMETERS————AS REQUIRED BELOW TA
OR:
ALTIMETER———-SET CROSSING 18,000′ MSL
AVIONICS —————————–NAVAIDS SET
AVIONICS AND COMMS——————-REVIEW
STAR / TRANSITION——————————SET
HEADING——————————————-SET
DECISION HEIGHT——————————–SET
LOGO LIGHTS—————————-AS NEEDED

APPROACH-10,000FT
PREPARE————————MISSED APPROACH
LANDINGLIGHTS———————————–ON
SEATBELTS ——————————————ON
CABINCREW ——————————–WARNED
AUTOBRAKE —————————AS REQUIRED
ENGINE STARTERS ——————-CONTINUOUS
RADIO/ BARO ——————————CHECKED
ANTI-ICE——————————–AS REQUIRED
SPEED ————————REDUCE MAX 250KTS
OR
SPEED————————-REDUCE AS ASIGNED
OR
SPEED ————————REDUCE AS CHARTED
AP OFF———————————–AS DESIRED
FINALS
SPEED ———————–REDUCE AS COMPUTED
OR
SPEED————————————- AS ASIGNED
FLAPS————————————-DOWN INCR.
AUTO BRAKE—————————AS REQUIRED
SPEEDBRAKES ——————————– ARMED
GEAR ——————————————–DOWN
TAXILIGHTS—————————————–ON

SHORT FINAL
PREPARE————————————GO-AROUND
SPEEDBRAKES—–PROHIBITED BELOW 2000FT AGL
SPEED—————————–VREF AS COMPUTED
FLAPS———————————— AS COMPUTED
GS ALIVE CALLOUT————-“GLIDESLOPE ALIVE”
GLIDESLOPE ALIVE————–CHECK GEAR DOWN
LANDING CLEARENCE———————-OBTAINED
MINIMUMS—————–CHECK RUNWAY INSIGHT
AT——————————————————–OFF
AP——————————————————–OFF
LANDING ROLL
AT———————————————————-OFF
AP———————————————————-OFF
SPEEDBRAKES CALLOUT—“SPEEDBRAKES
DEPLOYED”
THRUST REVERSERS———IFF ALLOWED OR
NEEDED

THRUST REVERSERS———————–IDLE AT 60
KTS
AUTO BRAKE ——————————–OFF AT 30KTS
FLAPS——————————————————–UP

RUNWAY VACATED
RUNWAY VACATED—————–REPORT TO
TOWER
STROBES————————————————–OFF
TRANSPONDER——————————————OFF
TAXI-IN
TAXI CLEARENCE—————————–RECEIVED
LANDINGLIGHTS————————————OFF
APU————————————————-START
AUTO BRAKE——————————–CHECK OFF
PROBE HEAT—————————————–OFF

GATE
PREVENT BLINDING GROUND CREW
TAXILIGHTS———————————–ALL OFF
STROBES———————————–CHECK OFF
SHUTDOWN
PARKINGBRAKE———————————–ON
ENG START LEVERS ————————CUTOFF
APU BLEEDS- ————————————–ON
CABINCREW— —————————INFORMED
NAV LIGHTS———————————–STEADY
SEATBELTS —————————————–OFF
ANTI COLLISION LIGHTS ————————OFF
FUEL PUMPS ——————-ALL OFF ,L-AFT ON
ANTI-ICE——————————————–OFF
HYDR PUMPS ————————————–OFF
ISOLATION VALVE —————————–OPEN
FLIGHT DIRECTORS ——————————-OFF
WINDOW HEATERS——————————-OFF
EXTERNAL POWER
EXTERNAL POWER————CHECK CONNECTED
PACKS ———————————————–OFF
EXTERNAL POWER———————————ON
APU BLEEDS —————————————-OFF
APU ————————————————–OFF
L-AFT FUEL PUMP ———————————OFF
SECURE
IRS MODE SELECTORS—————————OFF
EMER.EXIT LIGHTS——————————–OFF
CABIN LIGHTS ————————————-OFF
LOGO LIGHTS ————————————-OFF
POSITION LIGHTS———————————OFF
STANDBY POWER———————————OFF
EXTERNAL POWER——————————–OFF
FLIGHTDECK LIGHTS——————————OFF
BATTERY ——————————————-OFF
© 2013 PILOTENPOST j

Boeing 737–800 Flight Notes

Contents

	Required runway length
	Engine Startup
	Taxiing
	Flaps
	Takeoff
	Climb
	Cruise
	Descent
	Approach
	Landing

Many factors affect flight planning and aircraft operation, including aircraft weight, weather, and runway surface. The recommended flight parameters listed below are intended to give approximations for flights at maximum takeoff or landing weight on a day with International Standard Atmosphere (ISA) conditions.

Important: These instructions are intended for use with Flight Simulator only and are no substitute for using the actual aircraft manual for real-world flight.

Note: As with all of the Flight Simulator aircraft, the V-speeds and checklists are located on the Kneeboard. To access the Kneeboard while flying, press SHIFT+F10, or on the Aircraft menu, click Kneeboard.

Note: All speeds given in Flight Notes are indicated airspeeds. If you’re using these speeds as reference, be sure that you select “Display Indicated Airspeed” in the Realism Settings dialog box. Speeds listed in the specifications table are shown as true airspeeds.

Note:For general information about flying jet aircraft in Flight Simulator, see Flying Jets.

By default, this aircraft has full fuel and payload. Depending on atmospheric conditions, altitude, and other factors, you will not get the same performance at gross weight that you would with a lighter load.

Required Runway Length

Takeoff: 9,000 feet (2,473 meters), flaps 5
Landing: 6,500 feet (1,981 meters), flaps 40

The length required for both takeoff and landing is a result of a number of factors, such as aircraft weight, altitude, headwind, use of flaps, and ambient temperature. The figures here are conservative and assume:

Weight: 174,200 pounds (79,010 kilograms)
Altitude: sea level
Wind: no headwind
Temperature: 15°C
Lower weights and temperatures will result in better performance, as will having a headwind component. Higher altitudes and temperatures will degrade performance.
Runway: hard surface

Engine Startup

The engines are running by default when you begin a flight. If you shut the engines down, it is possible to initiate an auto-startup sequence by pressing CTRL+E on your keyboard.

Taxiing

Idle thrust is adequate for taxiing under most conditions, but you’ll need a slightly higher thrust setting to get the aircraft rolling. Allow time for a response after each thrust change before changing the thrust setting again.

Normal straight taxi speed should not exceed 20 knots (10 knots in turns).

In Flight Simulator, rudder pedals (twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad) are used for directional control during taxiing. Avoid stopping the 737 during turns, as excessive thrust is required to get moving again.

Flaps

The following table lists recommended maneuvering speeds for various flap settings. The minimum flap-retraction altitude is 400 feet, but 1,000 feet complies with most noise abatement procedures. When extending or retracting the flaps, use the next appropriate flap setting depending on whether you’re slowing down or speeding up.

Flap Position

Flaps Up 210

Flaps 1 190

Flaps 5 170

Flaps 10 160

Flaps 30 130

Flaps 40 120

In adverse weather conditions, taxi with the wing flaps up and then set takeoff flaps during your Before Takeoff checklist procedure. Likewise, retract the flaps as soon as practicable upon landing.

Flaps are generally not used on the 737–800 for the purpose of increasing the descent rate during the descent or approach phases of flight. Normal descents are made in the clean configuration to pattern or Initial Approach Point (IAP) altitude.

Takeoff PROCEEDURE

All of the following occurs quite rapidly. Read through the procedure several times before attempting it in the plane so you know what to expect.

Run through the Before Takeoff checklist and set flaps to 5 (press F7, or click the flap lever on the panel).

With the aircraft aligned with the runway centerline, advance the throttles (press F3, or drag the throttle levers) to approximately 60 percent N1. This allows the engines to spool up to a point where uniform acceleration to takeoff thrust will occur on both engines. The exact amount of initial setting is not as important as setting symmetrical thrust.

As the engines stabilize (this occurs quickly), advance the thrust levers to takeoff thrust—less than or equal to 100 percent N1. Final takeoff thrust should be set by the time the aircraft reaches 60 KIAS. Directional control is maintained by use of the rudder pedals (twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad).

Below about 80 KIAS, the momentum developed by the moving aircraft is not sufficient to cause difficulty in stopping the aircraft on the runway.

V1, approximately 145 KIAS, is decision speed. Above this speed, it may not be possible to stop the aircraft on the runway in case of a rejected takeoff (RTO).

At Vr, approximately 145 KIAS, smoothly pull the stick (or yoke) back to raise the nose to 8 degrees above the horizon. Hold this pitch attitude and be careful not to over-rotate (doing so before liftoff could cause a tail strike).

At V2, approximately 150 to 155 KIAS, the aircraft has reached its takeoff safety speed. This is the minimum safe flying speed if an engine fails. Hold this speed until you get a positive rate of climb.

As soon as the aircraft is showing a positive rate of climb on liftoff (both vertical speed and altitude are increasing), retract the landing gear (press G, or drag the landing gear lever). The aircraft will quickly accelerate to V2+10. A pitch attitude of 15-17 degrees nose up will maintain V2+10 or greater during the climb.

At 1,000 ft (305 m), reduce flaps from 5 to 1 (press F6, or drag the flaps lever). Lower the pitch slightly and accelerate to 210 KIAS, at which point you can go to flaps up (press F6 again).

Climb

As you retract the flaps, set climb power of approximately 90 percent N1 (press F2, use the throttle control on your joystick, or drag the thrust levers). Maintain 6 or 7 degrees nose-up pitch attitude to climb at 250 kts until reaching 10,000 feet (3,048 meters), and then maintain 280 KIAS to your cruising altitude.

Cruise

Cruise altitude is normally determined by winds, weather, and other factors. You might want to use these factors in your flight planning if you have created weather systems along your route. Optimum altitude is the altitude that gives the best fuel economy for a given configuration and gross weight. A complete discussion about choosing altitudes is beyond the scope of this section.

When climbing or descending, take 10 percent of your rate of climb or descent and use that number as your target for the transition. For example, if you’re climbing at 1500 fpm, start the transition 150 feet below the target altitude.

You’ll find it’s much easier to operate the Boeing 737–800 in climb, cruise, and descent if you use the autopilot. The autopilot can hold the altitude, speed, heading, or navaid course you specify. For more information on using the autopilot, see Using an Autopilot.

Normal cruise speed is Mach 0.785 (at 35,000 feet). You can set .78 in the autopilot Mach hold window and engage the Hold button (click the Mach button). Set the A/T Arm (click the switch to engage the autothrottles), and the autothrottles will set power at the proper percent to maintain this cruise speed. The changeover from indicated airspeed to Mach number typically occurs as you climb to altitudes of 20,000 to 30,000 feet (6,000 to 9,000 meters).

Remember that your true airspeed is actually much higher in the thin, cold air. You’ll have to experiment with power settings to find the setting that maintains the cruise speed you want at the altitude you choose.

Descent

A good descent profile includes knowing where to start down from cruise altitude and planning ahead for the approach. Normal descent is done with idle thrust and clean configuration (no speed brakes). A good rule for determining when to start your descent is the 3-to-1 rule (three miles distance per thousand feet in altitude). Take your altitude in feet, drop the last three zeros, and multiply by 3.

For example, to descend from a cruise altitude of 35,000 feet (10,668 meters) to sea level:
35,000 minus the last three zeros is 35.
35 x 3=105

This means you should begin your descent 105 nautical miles from your destination, maintaining a speed of 250 KIAS (about 45 percent N1) and a descent rate of 1,500 to 2,000 feet per minute, with thrust set at idle. Add two extra miles for every 10 knots of tailwind.

To descend, disengage the autopilot if you turned it on during cruise, or set the airspeed or vertical speed into the autopilot and let it do the flying for you. Reduce power to idle, and lower the nose slightly. The 737–800 is sensitive to pitch, so ease the nose down just a degree or two. Remember not to exceed the regulation speed limit of 250 KIAS below 10,000 feet (3,048 meters). Continue this profile down to the beginning of the approach phase of flight.

Deviations from this procedure can result in arriving too high at the destination (requiring circling to descend) or arriving too low and far out (requiring expenditure of extra time and fuel). Plan to have an initial approach fix regardless of whether or not you’re flying an instrument approach.

It takes about 35 seconds and 3 miles (5.5 kilometers) to decelerate from 290 KIAS to 250 KIAS in level flight without speed brakes. It takes another 35 seconds to slow to 210 KIAS. Plan to arrive at traffic-pattern altitude at the flaps-up maneuvering speed about 12 miles out when landing straight-in, or about eight miles out when entering a downwind approach. A good crosscheck is to be at 10,000 feet AGL (3,048 meters), 30 miles (55.5 kilometers) from the airport at 250 KIAS.

Approach

Have your aircraft configuration (flaps and landing gear) set and establish your target speed well ahead. Excess speed in the –800 will require a level flight segment to slow down.

If you’re high coming into the approach, you can use the speed brakes to increase descent. If possible, avoid using the speed brakes to increase descent when wing flaps are extended. Do not use speed brakes below 1,000 feet AGL.

On an instrument approach, you want to be configured for landing and establish approach speed by the final approach fix (where you intercept the glideslope), usually about five miles from touchdown.

Set flaps to 1 (press F7, or drag the flaps indicator or lever) when airspeed is reduced below the minimum flaps-up maneuvering speed. Normally, this would be when entering the downwind leg or at the initial approach fix, so you should be at the desired airspeed by this point. You can then continue adding flaps as you get down to the speed limits for each setting.

Flaps 30 or 40 is the setting for normal landings.

Intercept the glideslope from below, and extend the landing gear (press G, or drag the landing gear lever) when the glideslope needle is less than or equal to one dot high.

The proper final approach speed varies with weight, but a good target at typical operating weight is 140 KIAS.

With landing gear down and flaps at 30 degrees, set the power to maintain 140. This configuration should hold airspeed with a good descent angle toward the runway. Use small power adjustments and pitch changes to stay on the glidepath. You’re looking for a descent rate of about 700 fpm.

Before landing, make sure the speed brake handle is in the ARM position.

Landing

Select a point about 1,000 feet (305 meters) past the runway threshold, and aim for it. Adjust your pitch so that the point remains stationary in your view out the windscreen.

At 50 feet (15 meters) above the runway, reduce the throttles to idle. As the threshold goes out of sight beneath you, shift the visual sighting point to about ¾ down the runway. At 30 feet (9 meters) above the runway, initiate a flare by raising the nose about 5 degrees and fly the airplane onto the runway.

To assure adequate aft fuselage clearance on landing, fly the airplane onto the runway at the desired touchdown point. DO NOT hold the airplane off the runway for a soft landing.

When the main gear touch, apply the brakes smoothly (press the PERIOD key, or press Button 1—typically the trigger—on the joystick).

If you armed the spoilers, they will deploy automatically. If not, move the brake lever into the UP position now. Add reverse thrust (press F2, or drag the thrust levers into reverse). Make sure you come out of reverse thrust when airspeed drops below 60 knots.

Once you’re clear of the runway and as you taxi to the terminal, retract the flaps (press F5, or drag the flaps lever) and lower the spoilers (press the SLASH [ / ], or click the brake lever).

FIRST FLIGHT OF DAY

Pre Flight Insp / Chocks……..COMPLETE / REMOVED
Emergency Exit……………….SECURE, PIN REMOVED
Pressurization Source…………………………..NORMAL
Battery Switch………………………………………..EMER / BATT
Battery Voltage………………………………….CHECK (24V MIN)
Avionics Power Switch………………………………………ON
AC Inverter Switch…………………………..CHECK INV1 & INV2
Rotary Test Switch…………..WARNING SYSTEMS CHECKED
Avionics Power Switch………………………………………….OFF
Engine Instruments………………………………………..NORMAL
Battery…………………………………………………………..OFF

Seat B elts …………………… ……………………SECURE
Oxygen Masks……………………………CHECKED LEFT/RIGHT
Oxygen Control Valve…………………………………NORMAL
Circuit Breakers………………..CHECKED LEFT/RIGHT
Generators……………GEN (Off if external power used)
Boost Pumps……………………………………………….NORMAL
Ignition…………………………………………………….NORMAL
Park Brake……………………………………………………….SET
Flight Controls…………………………………………….CHECKED
Standby Gyro…………………………………………….TEST & ON
Throttles…………………………………………………………..OFF
Battery Switch……………………….ON & VOLTAGE CHECKED
Landing Gear………………………………..DOWN & 3 GREENS
Engine Instruments……………………………………….NORMAL
Cabin Door……………………………….CLOSED & LIGHT OUT
Fuel quantity………………………………………………CHECKED
Rotating Beacon………………………………………………….ON

Brakes…………………………………CHECKED LEFT/RIGHT
Engine Instrument………………………CHECKED NORMAL
Flight Instruments…………………CHECKED LEFT/RIGHT
Crew & Pax Brief……………………………………….COMPLETE
FIRST FLIGHT OF THE DAY
BEFORE START
AFTER START
CAC NORMAL CHECKLIST C550
Amendment 1 – 19/10/2010 Page 1
TAXI
AC Power & Avionics…………………………………………………..ON
DC Amps & Volts…………………………………………CHECKED
Avionics Cooling Fans……………………………………CHECKED
Standby Gyro……………………………….CHECKED / NO FLAG
Elevator Trim……………………………………CHECKED & SET
Passenger Advisory Light……………………………………..ON
Anti Skid…………………………………………………………OFF
Pressurization…………………………………………………..SET
Cockpit Voice Recorder………………………..CHECKED – (F/O)
Flaps…………………………………………………SET FOR T.O.
Speed Brakes…………………………………………..CHECKED
Aileron & Rudder Trim………………………………………..SET
FMS / GPS……………………………………………………..SET
Avionics, Altitude, QNH…………………………………….SET
AC Power & Avionics……………………………………….ON
(When Entering Runway)
Anti Collision Lights………………………………………………ON
Ignition……………………………………………………………..ON
Flaps…………………………………………………SET FOR T.O.
Transponder ………………………………………………..ON ALT
Landing & Recog Lights…………………………………………ON
Pitot Heat………………………………………………………….ON
Annunciator Panel……………CLEAR EXCEPT ACM EJECTOR
LINE UP
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First OfficerFirst Officer
First Officer
First Officer Captain

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Boeing 737–800 Flight Notes

Required Runway Length

Takeoff PROCEEDURE

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