aom 737 sw airlines

8/7/2019 AOM 737 sw airlines

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Southwest Virtual

Aircraft Operating Manual

(AOM)

Copyright 2004Southwest Virtual

Socal Hub


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SWVAAircraft Operating Manual

I. Scope and Introduction

This AOM will provide the SWVA pilot the basic information to fly the 737

as our real world counterparts. This information will provide takeoff, climb,

cruise, descent and landing instructions for the 737.

We ask all SWVA pilots to fly their 737 within the guidelines published in

this AOM to keep our operation efficient and safe.

The AOM will provide information for the pilot flying FMC equipped and

non-FMC equipped 737s.


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Table Of Contents

Scope Page 2

Preflight and TaxiPreflight..Page 5

Clearance BriefingsPage 6Flight BriefingPage 6

Additional Items.Page 6Final FMC Programming...Page 6

Pushback.Page 7Before Start.Page 7

Pushback CompletePage 7After Start...Page 7 & 8

Before Taxi.Page 8Taxi Operations..Page 9

Crossing/Taxing on Rwys..Page 9Approaching Rwys.Page 9

Before Takeoff Flow.....Page 9Before Takeoff Checklist...Page 10

Taxiing onto Dep Rwy...Page 10

TakeoffTakeoff Procedures....Page 11 & 12

RNAV Takeoff...Page 12

ClimbClimb Procedures...Page 13

Flight Management....Page 13Climb Flows...Page 14

Cruise

Cruise Procedures..Page 14

DescentDescent Planning...Page 15

Approach

Approach Procedures.Page 16Speed Restrictions..Page 16


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Table of Contents Continued

Approach Cont.Final Approach requirements...Page 17Visual Approaches...Page 17

Approach Profile..Page 18Flap Extension Speeds.Page 19

Go-around/Missed Approaches

Go-around/Missed approach procedures.Page 20

ChecklistsPrintable Checklists.Page 22 & 23


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Preflight and Taxi

Preflight

Cold and Dark Cockpit

-Battery Switch ON-If equipped APU Start

-APU Generators ON

FMC Programming (If Equipped)

-Program current flight plan into FMC-300/500... Use 28 for Cost Index

-700.. Use 36 for Cost Index

Before Start Checklist(Note-Due to the many different cockpit configurations some switches may not be

Available, this checklist is based on a fully equipped plane)

-Fire Warning and Overheat TestChecked-Start Levers.Cutout

-Stab Trim Cutout Switches.Guarded-Light TestChecked

-Oxygen Masks.Present-PMCs(EECs 700).On

-Instrument Transfer Switches..Normal-Fuel..Required fuel level-Fuel Boost PumpsOn

-Passengers Signs..On-Hyd PumpsAs Off, B On

-PressurizationSet as Required-Altimeters..Set

-Auto BrakeRTO-Takeoff Warning Horn..Checked

-Parking Brake ...Set-Flight Trims..Centered


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Before start checklist complete is announced

Clearance Briefings

-Assigned ATC Clearance is given between crews

-Assigned SID is available with transition

Flight Briefing

-Who is flying (Captain or FO?)?-FMC

-Confirm correct legs and waypoints match given clearance-Confirm correct Altitude Restrictions

-MCP and Nav Radios-Altitude, heading, VOR course and nav radios set

-Engine Out Procedures-In the event of engine-out on takeoff make sure appropriate

engine-out procedure for airport is available

Additional Takeoff and Departure Items

-Rejected takeoff Considerations

-Course of action in adverse weather-Current NOTAMS if any-Rwy conditions

-Obstacles-Passenger Greeting

Final FMC Programming (If Equipped)

-Enter Zero Fuel Weight in PERF INIT page-Select anticipated dep Rwy on takeoff page

-Enter temperature in the FMC-Deselect the reduce climb in the FMC by pressing the R2 button. CLB-1

Or CLB-2 will not be used by SWVA-Select the V-speeds in the FMC


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Pushback

-Warning The A hydraulic pumps must be turned off anytime theaircraft is being pushed or pulled

-Pushback may commence when all of the following are completed:

-Captain verifies all doors are shut-Before Start Checklists are complete

-Safety ZONES are clear-Flight Deck windows are clear

-Jet Bridge is pulled back

-CALL for Pushback Clearance from appropriate ATC

-Anti Collision beacon on

-Begin Pushback and engine start

Before Start

-Air Conditioning packs off-APU start PressureVerify-APU Bleed on

-Commence Engine Start (Reference f10 for engine start)-If starting engines manually always start #2 first, after #2 engine

is started close isolation valve and place rt pack switch to on forpassenger comfort

Pushback Complete

-When Pushback is verified complete, set parking brake-Parking brake remains set until Before Taxi Checklist is completed

After Start

-Start Levers.Verify IDLE Position-Electrical..Engine Generators ON

-Pitot Static heat.ON-Engine and Wing Anti iceAs Required

-System A hydraulic..ON


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After Start Cont-Air conditioning and Pressurization

-Engine Bleeds...Verify ON

-RT Pack SwitchVerify ON-LT Pack SwitchON

-APU Bleed ..OFF-APU.OFF

FLT/GRD Switch..FLT

-Master Caution RecallPush and Release-All amber lights should stay extinguished

-Any illuminated lights should be verified inop

-Flap Position-We will use flap position 5 for all types( Flap positions are

based on aircraft weight and runway specifics, we will use use aNormal flaps 5 takeoff at SWVA

-Control Wheel Check..Performed

Before Taxi Checklist

-Electrical.Engine Generators ON-Pitot Heat.ON-Anti-IceON

-Start Switches...Continuous-Start Levers..Idle

-Flaps..5 Verified, Green Light

Announce Before Taxi Checklist Complete


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Taxi Operations-Call for taxi clearance

-Record Instructions

-Repeat Instructions-Verify cabin is secure

-Direct your attention outside during Taxi operations-Taxi aircraft smoothly with minimum power

-Do not exceed operational taxi speeds-Normal taxi speed 20 knots or less.

-Adjust speeds for adverse conditions-The use of REVERSE thrust during taxi in prohibited

-Use exterior lights as needed to be seen and to see

Crossing or Taxiing Down Runways-Direct your attention outside at all runway crossings

-When aircraft is taxied onto any runway, turn on exterior lights-Pilots will agree ATC has issued clearance to cross the Hold Short Line

-Verify both approach paths cleared

Approaching the Runway

-Do not stop at hold short line unless instructed to do so by ATC

-Approximately 1 minute before departure or holding #2 in departure

sequence, push the ATTEND button to notify FAs of takeoff-Check aircraft configuration

-Perform scan of flap setting, stab trim (green arc) and speedbrake

lever is full down-Check that take warning horn is not activated

-With brakes released move one thrust lever to midrangeand back, verify no Horn sounded

Before Takeoff Flow

-Air-conditioning and Pressurization-Isolation valve.AUTO

-Recirculation fan.ON-Transponder

-TA/RA-Weather Radaras required


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Complete Before Takeoff Checklist

Before Takeoff Checklist

-Attendant NotificationComplete-TransponderTA/RA

-Packs.. As Required-Bleeds.As Required

-Recall..Clear

Announce Before Takeoff Checklist Complete

Switch to tower Frequency Ensure that Departure Freq is preset in #1 VHF radio

Taxiing Onto Departure RWY

Complete FMC runway update prior to crossing hold short line

The PILOT will call approach path cleared prior to enteringrunway

When entering runway for takeoff or Position and Hold turn on

all exterior lights (except landing lights and strobes)

Ensure wing Anti-Ice switch is OFF Align aircraft on runway centerline

When Cleared for Takeoff turn landing lights and strobes on,this

Provides signals to other pilots and ATC the aircraft is movingdown the runway


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Takeoff

Takeoff procedures are needed for obstacle clearance and to have the aircraftcleaned up in a timely matter for improved performance, fuel economy and noise

reduction.

Before takeoff the crew should discuss their rejected takeoff procedures.Pretakeoff checklist should be completed in its entirety prior to takeoff roll.

When cleared for takeoff turn landing and strobe lights on. (Note; when holding

on runway at night keep at least one landing or turnoff light on to increase aircraftvisibility). A rolling takeoff is recommended, as takeoff roll progresses keep light

forward pressure on the control column.

The pilot will advance the power levers approximately forward of the idle stopto allow engines to stabilize at 40% N1. The pilot will then advance throttles to

takeoff N1 and call takeoff thrust. Your virtual non-flying pilot will then makefinal thrust adjustments by 60 knots and call takeoff thrust set. During takeoff

once the thrust is set, do not retard thrust levers except for rejected takeoff.

Note: The flying pilots hand will be on the thrust levers from setting oftakeoff thrust until reaching V1.

Your virtual non-flying pilot should call out 80 knots and V1. V1 callout will

be made prior to computed V1 speeds (5 knots preferred). In that situation theflying pilot can make his go/no go decision before the V1 speed is reached. At V1

the flying pilot will remove his hand from the thrust lever and the virtual pilot willcall rotate when the Vr speed is reached on the airspeed indicator.

As your airspeed approaches Vr the control column should be moved to neutral or

slightly aft of neutral. When airspeed reaches Vr smoothly rotate aircraft to a 3degree per second climb. Excessive rotation rate over 6 degrees can cause a tail

strike. After liftoff adjust pitch to maintain an airspeed of 210 knots. Limit pitch

altitude to 20 degrees for passenger comfort.

When the positive rate of climb is indicated on VSI and altimeter the pilot will

raise the gear. Leave the landing gear handle in the up position till all red gearlights have extinguished, once all red lights are extinguished you can lower the

handle to the off position on such equipped aircraft.


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At 1000 the pilot will call climb thrust and allow the aircraft to accelerate tothe flap retraction speeds. Your virtual pilot will callout climb thrust and movethe flap lever to flap 1 position and set the thrust lever to the desired thrust

indicated either by FMC or pilots calculations. The pilot will then lower the noseto 10 degrees and allow the aircraft to accelerate. Retract the wings flap on flap

retraction schedule (PMDG 700 will display this on the Airspeed indicator).

Flap Retraction Schedule Flaps 5 Takeoff

Select flaps 1 at

Select flaps 0 at

170 Knots

190 Knot

Final Climb Minimum speed 210

If aircraft weight is above 117,000 pounds add 10 knots to your flap retractionspeed on all aircraft.

The 737-500 is certified for only flaps 5 or 15 takeoffs!

Note:

No turns should be made below 500. Some airports may require non-standard departure procedures and profiles.

RNAV Takeoff Procedures (FMC equipped aircraft required)

Select TOGA for takeoff

Select LNAV on MCP at 400(Flight Director will now give RNAV guidance)

1000 select either LVL CHG or V/S to decrease F/D pitch

Engage the Autopilot at 1000

Monitor legs page on FMC for headings


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Climb Flows

The crew should accomplish the following procedures during the climb:

Fuel monitoring- Monitor for proper balance and adjust as needed

10,000 Feet

Callout 10,000

Push attendant call button to alert sterile cockpit has ended

Engine Start switches to Off

18,000 Feet

Set altimeter to 29.92

Landing Lights OFF

Cruise

Optimum altitude will be computed on FMC equipped aircraft and when able pilots

should follow all computed step climbs. Never fly above the FMC computed altitudes.

On FMC equipped aircraft the following cruise speeds should be followed:

300/500 ECON CRZ TGT

700 ECON CRZ TGT

On non-FMC equipped airplanes the following cruise speeds should be followed:

200-lower of 300/0.74 mach

300/500- lower of 300 knots/0.74 mach

700- lower of 300 knots/ 0.78 mach

If cruise speed is below 0.72 mach the pilot may at his discretion fly at 300 IAS.


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Descent Planning

Descent speed will be 280 knots IAS:

If unable to descend at 280 knots, descend at idle speed until 280knots is attained, then use V/S adjustments to maintain 280 knots

For proper 10,000/250 knot transition its recommended the pilotuses V/S set to 1300 FPM at 13,000 ft will normally give a pilot

250 knots at 10,000 feet

If ATC initiates an early descent, descend at 1000fpm until youcapture your descent profile

If aircraft is equipped, use descent profile calculated by FMC computer:

Pilot is responsible to make sure all proper altitude crossings areentered into FMC

Pilot will enter all ATC altitude restriction into FMC legs page andabide by those restrictions

Aircraft without FMC

Pilots can use the 3 to 1 method for descent planning for their profile:

If required to pass a intersection or VOR at 10,000 and theaircraft is at FL350, the pilot would have to loose 25,000 ft

(35,000 10,000 = 25,000)

25(Alt to loose) x 3 = 75, so 75 miles from that requiredcrossing altitude the pilot would start his/her descent


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Approach Procedures and Restrictions

FAR 91 Restricts aircraft speed to 250 knots below 10,000 feet MSL.

GPS approaches are not authorized at SWVA.

Circle to land approaches are authorized if ceiling is above 1000 ft and visibilityis at least 3 miles.

Speed Restrictions

210 Knots within Class B airspace.

170 knots max speed within 5 mile final

If given ATC approach speed in excess of 170 knots within5 mile final, DO NOT ACCEPT the speed.

Use all available navigational aids for the approach.

Use ATC assigned altimeter setting to 1000 then make no further changes.

Use barometric altimeter for all callouts down to 200, then use radio altimeter forremaining callouts.

If available follow glideslope guidance on final.

Priority for guidance will be ILS then visual glideslope(VASI/PAPI).

Use the runway touchdown zone as an aiming point.

Prior to final approach, position feet and hands on the controls to assume full

control of aircraft if needed.


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SWVA


Final Approach Requirements (All Approaches)

By 1000 feet above the touch down zone (TDZE),

The aircraft must be in landing configuration, gear down and landing flaps.

The aircraft must be in the Vtarget speed range.

Must be on the glidepath with a normal descent rate (700-800 fpm) but will notexceed 1000 fpm.

Once established this criteria must be maintained throughout the rest of the

approach.

If a stabilized approach is not obtained, a go-around must be accomplished.

The Captain will direct a go around if the stabilized approach conditions are

not met or a landing appears unsafe.

Visual Approaches

Visual approaches are authorized when all of the following are met,

The aircraft is in controlled airspace.

The aircraft is under ATC control.

VMC weather exists and can maintain VMC.

The aircraft is within 35 NM of its destination and has visualcontact with all traffic and airport.

Plan to fly visual approach whenever an instrument approach is not required.

Ensure ATC has issued you a clearance for the visual approach.

When issued ATC visual clearance the pilot is relieved of allinstrument approach procedures. It is recommended if available touse a charted procedure to back up your visual references.


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SWVA


Enter traffic pattern at a minimum of 1500 feet above the terrain and allobstacles.

Observe Class airspace airspeed restrictions:

Far 91 Restricts Class B Airspace airports maintain max speed of:

-300/500 210 Knots

-700 200 knots

Profile

Begin slowing from 250 knots to 210 knots:

On downwind, when approaching abeam to TDZE.

On straight-in, when 11-15 miles out from TDZE.

Downwind:

Flaps 5

180 Knots

Landing gear down, flaps 15

1500 feet AGL

Prior to turning base:

Descend as necessary to intercept normal glidepath

Base leg:

Continue to configure aircraft

Flaps 30 or 40 landing may be used

Before landing checklisto SpeedBrakesArmed, Green Lighto Landing Gear ..Down, 3 Green

o Flaps.30 or 40, Green Light

Slow to Vtarget

Before landing checklist completed no later than 1000above TDZE


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Final: Airplane must meet final approach requirements by 1000

above TDZE

For approaches where maneuvering is required, the aircraftis on and maintaining final approach course or Rwycenterline and wing level by 500 above TDZE

Go-around/missed approach must be executed by this pointif these requirements are not met

Disengage autopilot not lower than 50 feet AGL

Land the aircraft

Flap Extension Speed

300/500 Use the following extension speeds (-700 use MASI)

Slowing thru 210 knots, flaps 5

Slowing thru 180, flaps 15

Slowing thru 150, flaps 25 or final flaps

Flap speeds on the forward instrument panel are not target or guidelinespeeds, they are maximum speeds at which aircraft can be safely

configured.

200/300/500/700 with MASI Inop

Flap Position Flap Maneuvering Speeds

0 210

1 190

5 180

10 170

15 150/Vref

25 140

On 300/500 add 10 knots to all speeds when above 117,000 pounds

gross weight


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Go-around/Missed Approaches


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SWVA


Checklist

The following pages are printable checklist for your 737!

These are not approved for real world flight, there are meant for the

aviation simulation enthusiasts only.


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aom 737 sw airlines

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