Southwest Virtual Airplane Operating Manualvirtualswa.com/manuals/aom_31.pdf · Southwest Virtual...

Southwest Virtual Airplane Operating Manual 3.1

1 2013

Disclaimer: Southwest Virtual is not affiliated with Southwest Airlines in any way, nor is it

endorsed by Southwest Airlines. This is used for flight simulation purposes only

Copyright 2004 Southwest Virtual

Revision Number Revision Date Changes

Southwest Virtual Version 3.1

Aircraft Operating Manual (AOM) Rev 2014


2 2013

Revisions

Revision Number Revision Date Changes Original 3.0 March 2013 N/A

3.1 5-1-2014 VNAV (CL), MX log, Payware


3 2013

Contents Revisions.................................................................................................................................. 2

Scope and Introduction .............................................................................................................. 7

Pilot Responsibilities ............................................................................................................... 7

Introduction of Limitations ......................................................................................................... 8

Operational Considerations ........................................................................................................ 8

Takeoff and Landing Considerations .........................................................................................10

Wind Considerations..............................................................................................................12

System Limitations ...................................................................................................................13

Pressurization .......................................................................................................................14

Auxiliary Power Unit (APU) .....................................................................................................15

Auto Pilot Limitations.............................................................................................................16

Cargo Bay Smoke Detection and Fire Suppression ......................................................................17

Electrical Power Limitations ....................................................................................................17

Enhanced Ground Proximity Warning System (EGPWS) ...............................................................18

Flight Controls ......................................................................................................................18

Fuel System ..........................................................................................................................18

Center Tank Fuel Limitations from AD 2002-19-52 (-300/-500: N/A)..............................................19

Ice and Rain..........................................................................................................................21

Landing Gear ........................................................................................................................21

Normal Operations General.......................................................................................................22

Duties, Responsibilities, and Authorities ...................................................................................22

Virtual Pilot Captain Responsibilities ........................................................................................23

Virtual Pilot Flying (VPF) Duties ...............................................................................................24

Sterile Flight Deck and Critical Phases of Flight...........................................................................25

Checklists and Flows ..............................................................................................................25

Checklist Philosophy ..............................................................................................................26

Checklist Design ....................................................................................................................26

Normal Checklist ...................................................................................................................26


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How to Accomplish................................................................................................................27

Missed Checklist Item ............................................................................................................27

Checklist Reaccomplishment ...................................................................................................27

Charts and Maps ...................................................................................................................28

Mobile Devices for chart viewing .............................................................................................28

Single Engine Taxi and Shutdown.............................................................................................28

Two-Minute Engine Stabilization (Warm Up) Requirement ..........................................................29

Aircraft External Lighting Policy ...............................................................................................30

On the Ground......................................................................................................................30

When Cleared for Takeoff or Commencing ................................................................................31

Auto Pilot .............................................................................................................................32

Levels of Automation................................................................................................................32

Flight Director.......................................................................................................................33

Autopilot/Autothrottle...........................................................................................................33

HGS (Head-Up Guidance System).............................................................................................33

Automation Management ......................................................................................................33

FMC Data Versus Charted Procedures ......................................................................................34

Authorized Use of FMC Navigation on ......................................................................................34

Altitude Awareness ...............................................................................................................35

Altitude Change Procedures....................................................................................................35

Altitude Callouts ...................................................................................................................36

Airspace Awareness...............................................................................................................36

Non Normal.............................................................................................................................37

General................................................................................................................................37

System Resets.......................................................................................................................38

Emergency Authority .............................................................................................................38

Emergency Checklist (QRH) Usage ...........................................................................................38

Takeoff Warning and Reject ....................................................................................................39

Preflight ..................................................................................................................................40


5 2013

Arrival at the Jetbridge for scheduled departure ........................................................................40

Dispatch Release and Weather Package....................................................................................40

PFPX Operational Flight Plan ...................................................................................................42

PMDG NGX Cockpit Setup SWVA .............................................................................................46

Originator Flow .....................................................................................................................64

Flight Deck Preparation Flow...................................................................................................64

FMC Notes ...........................................................................................................................65

Using Assumed Temperatures PFPX/TOPCAT (OPC) ....................................................................66

Using De-Rate Thrust .............................................................................................................67

Reduced Climb......................................................................................................................67

Flight Briefing .......................................................................................................................67

Throughflight Flow ................................................................................................................68

Push and Start .........................................................................................................................68

Before Start Flow ..................................................................................................................68

After Start Flow.....................................................................................................................69

Taxi Operations........................................................................................................................69

Crossing or Taxiing Down Runways ..........................................................................................69

Takeoff and Climb ....................................................................................................................70

Approaching Runway Flow......................................................................................................70

Taxiing Onto Departure RWY ..................................................................................................70

Takeoff ................................................................................................................................70

RNAV Procedures ..................................................................................................................72

Arming LNAV for takeoff (-300/-500: N/A).................................................................................74

VNAV...................................................................................................................................75

VNAV for departure ...............................................................................................................75

Climb Transition .......................................................................................................................76

10,000 foot Climb..................................................................................................................77

18,000 foot Climb Flow ..........................................................................................................77

Cruise .....................................................................................................................................77


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MX Logbook Entries ...............................................................................................................78

Before Top of Descent ..............................................................................................................78

Holding Considerations ..........................................................................................................79

TOPCAT/PFPX Programming for Landing ...................................................................................80

Descent Planning .....................................................................................................................81

18,000 Foot Flow...................................................................................................................82

10,000 Foot Flow...................................................................................................................82

Approach ................................................................................................................................82

General................................................................................................................................82

Stabilized Approach ...............................................................................................................83

Visual Approaches .................................................................................................................83

Instrument Approaches..........................................................................................................84

Derived Decision Altitude .......................................................................................................85

LOOK SEE Criteria ..................................................................................................................85

Descent Below DA/DDA/MDA .................................................................................................86

Landing ...................................................................................................................................87

Normal Landing.....................................................................................................................87

Exiting the Runway ................................................................................................................90

Taxiing to the Gate ................................................................................................................92

Entering Safety Zone and Parking (GSX) ....................................................................................92

Engine Shutdown Flow ...........................................................................................................93

Dispatch Procedures .................................................................................................................93

Alternates ............................................................................................................................93

Takeoff Alternate ..................................................................................................................93

Alternate for Destination........................................................................................................93


7 2013

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, decent and landing instruction

for the 737. We ask all SWVA pilots to fly their 737 within the guidelines published in this AOM,

and to keep our operation professional, efficient, and safe. The AOM will provide information

for the pilot flying FMC equipped and non-FMC equipped 737.

Pilot Responsibilities

Southwest Virtual pilots are expected to contribute to the SWVA family by operating with

discipline and emanating a professional attitude. Pilots who fly on-line using Vatsim or other

types of media are expected to conduct a professional attitude at all times. This will ensure that

our reputation maintains a high level.

Procedures outlined in this AOM are designed to gain maximum efficiency while maintaining a

high level of safety. Operational priorities are not flexible and should be followed. Schedule

dependability, efficiency, and safety should be considered as a holistic approach to operational

effectiveness. Standardization will allow our pilots to maintain a specific and dependable

operation.


8 2013

Introduction of Limitations In this chapter we will discuss the limitations as contained in the Airplane Flight Manual. These

limitations are essential to the safe operations of the aircraft. Airplane Flight Manual items are

denoted by the letters AFM. Items which must be committed to memory will have the

symbol affixed to the limitation.

Limitations (L)

Limitations are parameters that are implemented by the manufacture as noted in the AFM.

Compliance of these limitations is needed for safe operation of the airplane.

Policies (P)

Policies are practical restrictions imposed by SWVA management. These guidelines are to be

followed by our crews.

Operation Specification (OpSpec)

This is an agreement between the federal governing agency and SWVA. These requirements are

mandatory to be followed.

Operational Considerations

P Paperwork will not be accomplished during taxi, takeoff, approach, landing, or below

10,000 feet MSL.

P No SWVA Pilot may operate an aircraft in a careless or reckless manner.

P Takeoff performance data for the anticipated runway will be

completed, verified, reviewed prior to pushback.

P Pilots will exercise minimum usage of FMC/CDU during ground

maneuvering and in-flight below 10,000 feet.

P If you become task saturated by CDU programming, revert to conventional

navigation and refer to the charts appropriate to the particular

phase of flight.


9 2013

P Flight time begins when the aircraft departs the gate for the purpose of flight

and ends when the aircraft arrives at the destination gate. After pushback, if

the aircraft returns to the gate because it is unable to complete the flight (for

example, maintenance), annotate original OUT and IN times as soon as possible before

pushing back again.

P If virtual pilot is uncertain about an ATC clearance, ask ATC to repeat it.

P Record ATC clearances, as necessary. Write down complex or restrictive clearances.

P Pilots will use Engine Bleeds ON procedures when applicable as noted by Topcat/PFPX

or other takeoff software (OPC).

P The wing anti-ice switch will be turned OFF prior to beginning the

takeoff roll

P Only the Captain will reject the takeoff.

P Extend and retract flaps whenever possible as indicated on the airspeed tape (-300/-

500: on the recommended speed schedules).

P Retract the RETRACTABLE (-300/-500: outboard) landing lights when

the flaps are up.

P Illuminate the landing and runway turnoff lights anytime below

18,000 feet MSL, day or night. Landing and runway turnoff light use

is at the Captain’s discretion if weather conditions make it distracting.

P Position lights should be illuminated for all operations.

P Pilots will not intentionally conduct flight operations nor will flights be

dispatched in areas of known or probable severe turbulence. A combination of

forecasts, PIREPs, aircraft types, times, locations, and altitudes must be considered in

determining known or probable severe turbulence.

P Aircraft will not be dispatched or flown into known or probable severe icing conditions.

A combination of forecasts, PIREPs, aircraft types, times, locations, and altitudes must

be considered in determining known or probable severe icing conditions.

AFM L CG Limits: Use approved weight and balance system.

L An approved Minimum Equipment List (MEL) will be used (OpSpec).

AFM L (-700) Certified only for flaps 1, 5, 10, 15, and 25 takeoffs.

AFM L (-300) Certified only for flaps 1, 5, and 15 takeoffs.

AFM L (-500) Takeoff is not authorized at flap position 1 or 2.

AFM L (-500) Certified only for flaps 5 and 15 takeoffs.

L Flightcrews must immediately respond to TCAS information (both TAs and RAs).


10 2013

AFM L Pilots are authorized to deviate from an ATC clearance to the extent necessary to

comply with the TCAS II Resolution Advisory (RA).

P Turbulent Air Penetration Speeds at or below 15,000 MSL: 230-250 KIAS

L Turbulent Air Penetration Speeds above 15,000 MSL:

(-700) 280 KIAS/0.76 Mach

(-300) 280 KIAS/0.73 Mach

(-500) 280 KIAS/0.73 Mach

P Aircraft will not land without applicable landing data as indicated by Topcat/PFPX if

applicable.

L The use of a pack is not authorized when a preconditioned air source is being used to

heat or cool the aircraft (COMPLEX PAYWARE Aircraft).

P Auto brakes, if operational, will be used when the Min (2) stopping margin is less than

500 feet and the reported or anticipated runway condition is not DRY. Auto brake use in

all other situations is at the Pilot’s discretion. When auto brakes are used, comply with

the following:

• Use the lowest auto brake setting resulting in a stopping margin of 500 feet or more as

indicated by Topcat/PFPX or other landing data software.

• If a stopping margin of at least 500 feet cannot be achieved with any auto brake

setting, landing is still authorized using MAX, provided a positive stopping margin is

computed.

• Use of auto brake level 1 is not authorized.

R Auto brakes, if operable, will be used for landing in strong/gusty crosswinds or when

uniform brake application due to rudder input may be affected.

P VNAV will not be engaged for takeoff, initial climb, or missed approach until flap `

retraction is complete.

P LNAV Note: If a single failure occurs between the FAF and the MAP, execute a go-around

unless a safer course of action can be taken.

P LNAV use during the final approach segment requires the use of both flight directors.

P LNAV use during the final approach segment is only allowed on RNAV approaches.

P (-300/-500) one operable CDU is required for VNAV.

P VNAV use during the final approach segment is only allowed on RNAV approaches.

Takeoff and Landing Considerations


11 2013

P Where applicable, takeoffs will be conducted at flaps 1 (-300,700,800).

L Ignition must be on (Cont) for takeoff and landing.

P Ensure that the charts are appropriate to the particular phase of flight are in plain view.

P Takeoff is authorized with visibility less than 600 RVR down to 300 RVR provided

all of the following requirements are met:

• Operative HIRL, and

• Operative runway CL lights

Takeoff Is Not Authorized under the Following Conditions

L Weather conditions are below FAA established minima.

L Wind limitations are exceeded.

L Observations from the cockpit indicate that takeoff cannot be made by following

approved procedures.

L During night operations, when the Captain cannot ensure that sufficient runway lighting

exists to allow the takeoff to be completed safely.

Landing Is Not Authorized under the Following Conditions

L Weather conditions are below FAA established minima.

L Wind limitations are exceeded.

L During night operations, when all runway lights (edge, centerline, etc.) are inoperative.

However, landing is permitted with partial runway lighting if the Captain determines

there is adequate lighting to permit a safe landing.

L Known or probable severe icing conditions.

L Known or probable severe turbulence.

Landing is not Recommended Under the Following

No aircraft will be dispatched, enroute operations continued, or a landing

attempted when in the opinion of the Captain and/or Dispatcher icing conditions

exist or are anticipated which might adversely affect the safety of the flight.

Flights may be dispatched into light to moderate icing conditions only if all

deicing equipment for the aircraft is in operable condition.


12 2013

Wind Considerations

R Maximum recommended wind velocity for takeoff and landing is 50 knots steady and 70

knots peak gusts. Gust velocities and directions are advisory; however, operations with

steady wind components at or near 35 knots accompanied by higher gusts require

careful evaluation of runway surface conditions and width to ensure the safety of the

operation. Use 35 knot velocity for max crosswind landings. Use 10 knot peak gust wind

velocity for tailwind takeoffs and landings.

Wind Component Limitations AFM (L)

Conditions Steady X-Wind Peak Gust Tail Winds

Takeoff Landing Takeoff Landing

Dry 35 35 10 10

Wet 35 35 10 10

<4000 RVR or 3/4 35 10 10 10

<1600 RVR or 1/4 20 10 10 10

<600 RVR 10 N/A 10 N/A


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System Limitations

AFM L Operating Altitudes and temperatures

-700/-800 -300/-500

Max Operating Altitude 41,000 Feet 37,000 Feet

Max TO/LDG Pressure Limits 8,400 Feet 8,300 Feet

T/O/LDG Operating Temperature Limits -52°C to +54°C -52°C to +54°C

AFM L Runway slope limits +/-2 percent.

L Maximum tire speed 195 knots.

AFM L Observe VMO arc (-300/-500: VMO pointer), landing gear, and flap placard limit

speeds.

AFM L Mach Trim inoperative maximum speed: 0.82 Mach

(-300/-500: 0.74 Mach).

AFM L Flight Maneuvering Load Limits:

Flaps up +2.5g to -1.0g

Flaps down +2.0g to 0.0g


14 2013

Pressurization

*NOTE: The -800/-700 are the same above

AFM L With engine bleed air switches ON, do not operate the air conditioning packs in HIGH for takeoff, approach, or landing


15 2013

Auxiliary Power Unit (APU)

AFM L APU bleed valve must be closed when • ground air is connected and isolation valve is OPEN. • number 1 engine bleed valve is OPEN.

• isolation valve and number 2 engine bleed valves are OPEN. L APU bleed valve may be OPEN during engine start provided engine power is not above

idle.

L Wait 90 seconds prior to second APU start attempt and allow a 5 minute cooling period before a third. Do not attempt a fourth start. If the APU fails to start after the third attempt, call Dispatch/Maintenance (COMPLEX

PAYWARE). L Wait at least 20 seconds after APU shutdown prior to positioning the battery switch to

OFF.

R The APU should be operated for one minute before being used as a bleed air source. R (-300/-500) The APU bleed air switch should be OFF for at least two minutes before the

APU is shut down.

APU Limitations AFM L

-700/-800 -300/-500

Max EGT (Momentary) N/A 760°C

APU EGT (Continuous) N/A 710°C

Max Altitude for Operation 41,000 Feet 35,000 Feet

Max Altitude Electric Only 41,000 Feet 35,000 Feet

Max Altitude Bleed Air Only 17,000 Feet

Max Altitude Bleed Air &

Electrical

10,000 Feet


16 2013

Auto Pilot Limitations

AFM L Use of the autopilot is not authorized for takeoff or landing.

L Minimum altitude for autopilot engagement after takeoff—1000 feet AGL.

L Minimum altitude for autopilot disengagement during approach—50 feet below DH

/MDA, but no less than 50 feet AGL.

L Flight director or autopilot is required for RNAV operations with an RNP of 1.0 or less.

L Do not use LNAV if the message “UNABLE REQD NAV PERF–RNP” is active.

L (-300/-500) Minimum altitude for LNAV engagement after takeoff or missed approach is

400 feet AGL.

AFM L (-300/-500) Do not use alt HOLD mode when the Captain’s alternate static source is selected.

AFM L Use of aileron trim with the autopilot engaged is prohibited.

L Minimum altitude for flight director plus LNAV engagement after takeoff or missed

approach is 400 feet AGL.

L Minimum altitude for autopilot plus LNAV engagement after takeoff or missed approach

is 1000 feet AGL.

L Minimum altitude for autopilot plus VNAV engagement after takeoff or missed

approach is 1000 feet AGL.

L Minimum altitude for autopilot disengagement during approach—50 feet below DH

/MDA, but no less than 50 feet AGL.

L VNAV will not be engaged for takeoff or initial climb until flap retraction is complete.

L Disengage autothrottles in severe turbulence.

L During cruise, descent, or approach, autothrottle use is allowed only when the autopilot

is engaged in the command (CMD) mode.


17 2013

Cargo Bay Smoke Detection and Fire Suppression

L Aircraft must land within 60 minutes of initial discharge of the fire suppression system.

(COMPLEX PAYWARE)

Electrical Power Limitations

-700/-800 -300/-500

Engine Generator Max Load amps

*260 There is no AFM limitation for this configuration

APU Gen Max Load amps Ground/Air

280/188

Ground/Air

150/125

Ground/ Air

160/140

Max TR Load with Cooling 75 amps 65 amps

Max TR Load without Cooling 50 amps TR Voltage Range 22-30 Volts 24-30 Volts

Battery Voltage Range 23-30 Volts

Max Constant Speed Drive Oil

Temperature

N/A 157°C In

20°C Rise AC Voltage 115 +/- 5 v

AC Frequency 400 +/- 10 cps

AFM L On the ground, limit one generator operation (engine driven) to a maximum of

215 amps (-300/-500: N/A).

L Do not remove AC power from the aircraft for at least 30 seconds after IRS

shutdown.


18 2013

Enhanced Ground Proximity Warning System (EGPWS)

AFM L Do not use the terrain display for navigation.

AFM L The use of terrain alerting and terrain display functions are prohibited within 15

nm and approaching to land at an airport not contained in the GPWS terrain

database.

Flight Controls

L Minimum speedbrake use altitude is 1000 feet AGL.

AFM L In-flight, do not extend the speedbrake lever beyond the flight detent.

L In-flight, do not use speedbrakes unless flaps are fully retracted.

L Do not operate the aircraft at speeds in excess of 320 knots at weights over

143,000 pounds if the speedbrake wing load alleviation system is inoperative (-

300/-500: N/A).

L Alternate flap duty cycle in-flight is one complete cycle, then 25 minutes off. A

complete cycle is movement from position 0 to 40 and back to 0. The alternate

flaps switch must be in the OFF position for 6 seconds before reversing the

direction of flap movement.

L Do not extend flaps above 20,000 feet pressure altitude.

Fuel System

Fuel AFM

-700/-800 -300/-500

Max Fuel Tank Temperature +49°C

Min Fuel Tank Temperature -37°C

Max Fuel Quantity Each Wing

Center

8,630 lbs

28,803 lbs

10,643 lbs

16,422 lbs Max Fuel Imbalance Taxi, T.O.,

Flight, and Landing

1,000 lbs

Fuel Distribution Main tanks must be full if the center tank quantity is greater than 1000 pounds. Use center tank to depletion followed by

wing tank fuel.

AFM L Fuel crossfeed valve must be closed for takeoff and landing (-300/-500: N/A).


19 2013

AFM L For ground operation, center tank fuel pump switches must not be positioned to

ON unless the center tank fuel quantity exceeds 1,000 pounds, except when

defueling or transferring fuel.

AFM L Center tank fuel pump switches must be positioned to OFF when both center

tank fuel pump low pressure lights illuminate.

Note: The limitation does not change the existing normal procedure to turn the

center tank fuel pump switches to OFF at the first indication of low pressure

from either pump.

AFM L Center tank fuel pumps must not be ON unless personnel are available on the

flightdeck to monitor low pressure lights.

Center Tank Fuel Limitations from AD 2002-19-52 (-300/-500: N/A) At All Times

AFM L The fuel pump switches must be positioned OFF at the first indication of fuel

pump low pressure.

AFM L The center tank fuel quantity indication system must be operative when

dispatched with a fuel load that requires the use of the center tanks.

* AFM L If the main tanks are not full, the zero fuel gross weight of the airplane plus the

weight of center tank fuel may exceed the

maximum zero fuel gross weight by up to 5000 pounds for takeoff, climb, and

cruise and up to 3000 pounds for descent and landing, provided that the effects

of balance (CG) have been considered.

* This information is contained in the AD and is printed here as required by law.

Southwest Virtual has chosen not to use this provision to exceed the maximum

zero fuel weight.

Takeoff and Initial Climb

AFM L Both center tank fuel pump switches must be positioned OFF for takeoff if center

tank fuel quantity is less than 5000 pounds.

AFM L When center tank fuel quantity is greater than 2000 pounds, turn on both center

tank fuel pump switches above 10,000 feet or after reducing the pitch attitude to

accelerate to 250 knots or greater.

Climb and Cruise


20 2013

AFM L If more than 2000 pounds of fuel remain in the center tank, both center tank fuel

pump switches should be repositioned ON.

AFM L Turn one center fuel pump switch OFF during climb or cruise when the center

tank fuel quantity reaches approximately 2000 pounds. Open the crossfeed valve

to minimize fuel imbalance.

When the MASTER CAUTION and FUEL system annunciator lights illuminate, turn

the remaining center tank fuel pump switch OFF without delay and close the fuel

crossfeed valve.

Descent

AFM L Turn one center fuel pump switch OFF at the beginning of the descent if less

than 3000 pounds of fuel remain in the center tank.

Open the crossfeed valve to minimize fuel imbalance.

When the MASTER CAUTION and FUEL system annunciator lights illuminate, turn

the remaining center tank fuel pump switch OFF without delay and close the

crossfeed valve.

If an extended period of level flight is required prior to approach and landing,

i.e., holding, and fuel remains in the center tank, a single center tank fuel pump

switch may be repositioned ON if both fuel pumps were previously turned OFF.

The fuel crossfeed valve should be opened to prevent fuel imbalance.

At the first indication of pump low pressure, the fuel pump must immediately be

turned off and the fuel crossfeed valve must be closed. The fuel crossfeed valve

must be closed for landing.

Notes:

• The CONFIG indicator will annunciate when center tank fuel exceeds 160 pounds and

the center tank fuel pump switches are OFF. Do not accomplish the FUEL CONFIG ALERT

non-normal procedure prior to or during takeoff with less than 5000 pounds of center

tank fuel or during descent and landing with less than 3000 pounds of center tank fuel.

• In a low fuel situation, both center tank pumps may be selected ON and all center tank

fuel may be used.

• If a center tank fuel pump fails with fuel in the center tank, accomplish the Fuel Pump

Low Pressure non-normal procedure.

L Minimum fuel for ground operation of electric hydraulic pumps is 1675 pounds in the

respective wing tank.


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Ice and Rain

AFM Engine Anti-ice Required:

• Icing conditions exist or are anticipated except during climb and cruise below

-40°C SAT.

• Engine anti-ice must be on prior to and during descent in all icing conditions,

including temperatures below -40° C SAT.

AFM L To reduce the risk of engine flameout when operating in, or in the vicinity of,

moderate to heavy rain, hail, or sleet accomplish the following:

• Follow turbulent air penetration procedures.

• Engine start switches—FLT.

Notes:

• Operation in or near moderate to heavy rain, hail, or sleet is assumed and indicated by

any of the following sources:

• Weather radar.

• Weather reports.

• Observations.

• Flight operation within five miles of thunderstorm activity should be avoided.

AFM L Holding in icing conditions with flaps extended is prohibited

(-300/-500: N/A).

AFM L Window heat inoperative maximum speed is 250 knots below 10,000 feet.

AFM L Probe Heat (-300/-500: Pitot Heat) must be on for all phases of flight.

R Wait 1 minute prior to turning engine and APU bleeds on after deicing.

Landing Gear

P The autobrake system will only be used in the RTO position.

AFM L 270 knots/0.82 Mach for extension.

AFM L 235 knots for retraction.


22 2013

AFM L 320 knots/ 0.82 Mach extended.

AFM L When towing, depressurize the hydraulic system A.

AFM L Do not apply brakes until after touchdown.

AFM L Takeoff with antiskid inoperative is only allowed on dry runways

(-300/-500: N/A).

AFM L Maximum brake temperature for ground turnaround is 425 degrees

Fahrenheit. Temperature must be measured between 10 and 15 minutes after

arrival parking.

Normal Operations General The purpose of this chapter is to provide SWVA Flight Deck Crew Members an overview of

general flight operations principles and policies in the day-to-day operation of our aircraft.

Duties, Responsibilities, and Authorities

L No person may operate an aircraft in a careless or reckless manner so as to endanger the life

or property of another.

Flight Deck Crew Member duties and responsibilities are defined by the

following:

• All regulatory requirements of 14 CFR Parts 61, 91, and 121 which relate to flight operations,

Flight Deck Crew Member qualifications, and fitness for flight not superseded by SWVA

OpSpecs.

• The policies and procedures provided throughout the SWVA FOM and SOP.


23 2013

When policies and procedures are provided within the SWVA FOM or SOP, they are applicable

to the Virtual Pilot (VP) unless the responsibility is specifically assigned to one Flight Deck Crew

Member.

Pilots should adhere to the following general principles:

• Ensure that primary attention is focused on Crew duties during the

conduct of the flight.

• Effectively prioritize flight deck tasks during all phases of flight.

• Promote standardization in all SWVA procedures.

Suspend all discretionary tasks during Dynamic Conditions.

Discretionary tasks are defined as tasks that involve the VP pilot unnecessarily

diverting attention from primary duties. Discretionary tasks are actions that do not support that

phase of flight, are optional, or can be performed later.

Dynamic Conditions are defined as:

- During ground operations - any time the parking brake is released.

- During flight operations - any time other than steady-state straight and level cruise flight.

Virtual Pilot Captain Responsibilities

Verify that the Loading Schedule, weather information, NOTAMs, flight plan, and

Dispatch Release are onboard the aircraft prior to each departure.

Ascertain that the fuel onboard the aircraft is correct for the specific flight conditions

and that it complies with CFR fuel requirements for flight.

Make the landing anytime an engine is shut down.

Occupy the left seat at all times when flying on Vatsim.

Acquire permission from VATSIM controllers before leaving the cockpit.

Do not leave the cockpit unattended for more than 10 minutes.

Perform normal fuel system management (i.e., pump selection and fuel balancing).

Flight and NAV instruments - crosscheck for consistency and accuracy. No inappropriate flags should be present.

Monitor systems for warning flags, lights, or out-of-tolerance conditions.

Check all guarded switches closed and safetied, as needed.


24 2013

Perform normal system functional checks, as necessary. For example: Performing a periodic assessment of the aircraft electrical

system.

Ensure the accuracy of all logbook entries. Determine that all flight records have been completed, including the entry of each mechanical irregularity that occurred during the flight. Ascertain that the flight times and totals are correct.

(-300/-500) Ensure the in-flight monitoring log is completed once each aircraft day. Found in the appendix section of this manual.

Ensure a maximum thrust takeoff was completed within the last 10 days. If a maximum thrust takeoff has not been logged, the aircraft is still airworthy. A maximum thrust takeoff is required on the next takeoff. A maximum thrust takeoff is defined as full rated

thrust as computed by the FMC and Topcat/PFPX.

Ensure the oil quantity is recorded within 30 minutes of engine shutdown on terminating flights. Comply with terminating flight oil servicing requirements.

Virtual Pilot Flying (VPF) Duties

The VPF controls and monitors the aircraft regardless of automation level employed.

PF phase of flight general responsibilities include:

Taxiing the aircraft

Aircraft flight path control—flying assigned courses, speeds, and altitudes

Aircraft configuration

Navigation (including weather avoidance)

The VPF will employ SWVA operating procedures and policies, which optimize safety, aircraft

engineering design, and efficiency. Principles employed by the VPF to provide quality Customer

Service include the following:

Flying the aircraft as safely and professionally as possible , providing the highest quality

Customer Service while optimizing efficiency. The VPF will maneuver the aircraft using

smooth and steady control inputs and thrust setting changes to instill Passenger

confidence.

Minimize FMC/CDU programming while below 10,000 ft.


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Below 10,000 ft, direct attention to flying or monitoring the aircraft and clearing for

traffic. RTE LEGS modifications and DIRECT TO/INTC LEG TO programming are

acceptable. Avoid building complicated waypoints or routes until above 10,000 ft.

Sterile Flight Deck and Critical Phases of Flight

Follow sterile flight deck rules below 10,000 ft. Maintain the required sterile flight deck

environment during critical phases of flight. Critical phases of flight are defined as operations

below 10,000 ft MSL (except on the ground with the brakes set and

cruise flight below 10,000 ft MSL). Limit conversations and activities to those required to

operate the aircraft

Use the Team Speak Channel “Sterile Cockpit” while in these phases of flight.

Checklists and Flows

Throughout the Flight Operations manual system, the terms “checklist” and “flow” are used.

These terms have very specific meaning and should not be used interchangeably. The following

are definitions of both terms:

Checklist—Checklists serve as a structured means of ensuring all critical items have been

properly accomplished for a specific phase of flight or operating condition.

Flow—A flow is a sequence for the accomplishment of a series of related tasks. Flows

are used as a training aid to help Pilots quickly and accurately accomplish a set of

actions, in most cases just prior to the execution of the checklist. Flows, which are

documented within the manual system, are based upon the carrier's operational

experience with the aircraft type. However, Flight Deck Crew Members are not required

to execute the tasks in the same sequence in which they are depicted in a documented

flow. Any deviations from the documented flow should not create a potential safety

hazard. Flows are found in the appendix section of this manual.


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Checklist Philosophy

The use of standardized procedures and terminology reduces confusion and promotes

understanding throughout the flight. Checklists only work effectively when properly

accomplished. Deviations from, or modifications to, established checklist procedures

could result in omitted items or improper actions that can gravely affect operational safety. The

Virtual Captain is responsible for proper checklist completion.

Checklist Design

Checklists are the means for ensuring critical items are accomplished.

Normal checklists contain the following:

Items essential to safety of flight that are not monitored by an alerting system

Items that enhance safety of flight that are not monitored by an alerting system

Items essential to safety of flight that are monitored by an alerting system but, if not

done, would likely result in a catastrophic event if the related alerting system fails

Items required by regulatory agencies

Items on the Shutdown Checklist that could result in injury to personnel or damage to

equipment if not done

SWVA checklists, both normal and non-normal, use a positive and sequential method to

verify that critical items have been correctly accomplished. All checklists are designed in a

challenge-and-response or read-verify-and-respond format. The normal operations

checklists have been designed to minimize distractions and verify the correct system status.

Checklist groupings are selected so the items are consistent with established flow patterns

and can be quickly accomplished following completion of Pilot flow patterns.

Normal Checklist

The Normal Checklist consists of the following phase of flight checklists:

Before Start Originating/Before Start

Before Push

Before Taxi

Before Takeoff

Climb

Descent


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Before Landing

Parking

Shutdown

How to Accomplish

Use SWVA printed checklists, reading the checklist steps and responses verbatim from the

Flight Deck Checklist card. Always take the time to verify each item before responding or

moving to the next checklist step. When the response is printed “As Required,” the verbal

response should indicate the condition of the system. For example, the response to

the Before Taxi Checklist item “Anti-Ice” could be “OFF” or “Engine ON and Wing OFF.”

After each Pilot has completed a flow pattern, the following steps should be accomplished:

1. The VPF (Captain during ground operations) calls for the appropriate

checklist (e.g., ‘Before Start Checklist’).

2. The VPF holds the checklist or places it on the yoke clip, then reads the first checklist item.

3. The VPF will verify that the applicable system or item is set or completed.

4. The VPF replies with the required checklist response.

5. This process continues with the remaining checklist items.

6. When a checklist is completed, announce, “______Checklist Complete.”

When reading the checklist step “Recall,” press and release the system annunciator panel.

Missed Checklist Item

If an item was missed during the preparation or flow and is then discovered during the

checklist, accomplish the following:

Correct the setting.

Verify any system response indications.

Respond to the checklist step.

Checklist Reaccomplishment

Reaccomplish the appropriate checklist anytime one of the following occurs:

The Pilot becomes distracted.

After lengthy delays.

Flaps are reconfigured after completion of the Before Taxi Checklist.


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If the distraction is momentary and affects the Pilot, repeat the

previously completed checklist step. If there is any doubt, reaccomplish the entire checklist.

Charts and Maps

Ensure the charts appropriate to the phase of flight are in plain view. The intended locations

are the yoke clip and/or any modified area deemed necessary.

Mobile Devices for chart viewing

SWVA allows mobile devices for viewing charts. Please ensure that charts are uploaded prior to

the flight and in plain view. You can obtain charts by visiting Skyvector.com or myairplane.com

for downloads.

Single Engine Taxi and Shutdown

Single engine taxi should be performed where operationally prudent to conserve fuel and

reduce costs. Single engine taxi is authorized for departing any gate that is not restricted by

weather and NOTAMs.

Normal single engine taxi configuration is the #2 engine operating with the APU providing

power to transfer bus 1 and bleed air to the left pack. Coordinate the pushback with the

Pushback Crew, if necessary, to position the aircraft in a way that facilitates the minimum

power required to establish taxi.

Fuel balance must be managed during single engine taxi.

Single engine taxi is prohibited under the following conditions:

The aircraft has been or will be deiced/anti-iced (except cases where the aircraft was

deiced/anti-iced prior to Flight Deck Crew arrival).

Braking action is less than GOOD on any surface used for taxi.

Taxiway surfaces to be used are contaminated.

The APU is inoperative. (This is waived where a remote crossbleed start is required due

to airport ramp restrictions.)

When taxiing on a single engine, higher thrust settings may generate turning moments that

exceed nosewheel directional capability.

Crossing a runway with one engine shut down is permitted. Refer to Crossing or Taxiing Down a

Runway for specific procedures and guidance.


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Maintain situational awareness and manage single engine taxi thrust based on proximity of

other aircraft, slope, turning radius, and taxi conditions.

High thrust and resulting jet blast may occur while taxiing and maneuvering.

Single engine taxi may not be appropriate in all situations. In addition, distraction or rushing can

lead to improper aircraft system configuration, taxiway excursions, or conflicts with other

aircraft. The Captain may elect to depart a gate area with two engines operating due to

considerations such as:

Aircraft weight

Ramp conditions/congestion

Minimal taxi time

Engine Shutdown do not apply to a shutdown following ramp departure, since engine

cooling is required only after operation at high thrust settings.

Engine Start After Taxi Delay Revised: The second engine start may be accomplished

with the aircraft in motion. Timing of the second engine start must be made with

consideration to runway crossings, hotspots, complicated taxi operations, and

ramp/taxiway congestion.

Two-Minute Engine Stabilization (Warm Up) Requirement

The two-minute requirement, which begins fol lowing EGT rollback, is the minimum time for

engine stabilization before applying takeoff thrust.

The warm-up time is used to help thermally stabilize the engine components prior to takeoff

thrust application. Rapid thrust advance on a cold-soaked engine may increase the potential for

turbine blade rubs, which increases engine deterioration and fuel burn.

The warm-up time also guards against fuel contamination affecting engine operation during

takeoff. CFM also attributes increased engine wear and failure rates to inadequate engine

stabilization time prior to takeoff. Breakaway Thrust In some cases, more than the maximum

recommended breakaway thrust is being used. High breakaway thrust settings in congested

areas present a Safety threat. It is acceptable to start either engine if it facilitates the

maneuvering of the aircraft.

Pilot Action: Continue to use single engine taxi whenever practical to do so.

Note that minimum power taxi should be used on all ramp areas, and must be used in the area

behind MDW odd-numbered Gates B5 through B21. Allow sufficient time for the two-minute

stabilization requirement prior to applying takeoff thrust.


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Use care when selecting thrust settings for taxi, and remain aware of your surroundings at all

times.

Ensure effective communication with the Pushback Crew to facilitate aircraft positioning.

Smoothly advance the thrust to begin taxi, and be patient in allowing the aircraft to move. Use

caution when exceeding the following recommended thrust values:

35 percent N1—congested ramps

40 percent N1—non-congested ramps

45 percent N1—taxiways

Single Engine Taxi Checklist is located in the Appendix Section

Aircraft External Lighting Policy

This section details aircraft external lighting policies for daytime and nighttime operations in flight and on the ground.

For regular aircraft operations, accomplish the following:

Illuminate the position/navigation lights for all operations.

Turn on the anti-collision beacon from engine start until after engine shutdown, and from the beginning of towing through the completion of towing.

Use strobe/high intensity lights from takeoff through landing and as directed for entering and taxiing down or across runways.

Use logo lights during all night operations below FL 180. NOTE: Logo lights are never required during daylight operations.

Illuminate other lights as directed in the aircraft-specific AOM obtained through.

If particular lights are distracting, Pilots may turn them off at their discretion. Turn the lights back on when they are no longer distracting.

On the Ground

During night and reduced visibility operations:

Turn on the taxi light.

Use additional aircraft lighting as necessary in order to see and be seen.

Anytime the aircraft is taxied across or down any runway:

Prior to crossing the runway hold-short line, turn on all available exterior lights.


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NOTE: This allows sufficient time to redirect attention outside. The intention is to make

the aircraft as conspicuous as possible. Turning on these lights silhouettes the aircraft

from all directions.

When past the opposite hold-short line, secure the additional exterior lighting and

landing lights.

When entering the departure runway for takeoff or to “line up and wait,” turn on all

available exterior lights except landing lights.

CAUTION: In the above situations, do not use landing lights or strobe/ high intensity

lights if they will adversely affect the vision of Pilots in other aircraft.

When Cleared for Takeoff or Commencing

Takeoff Roll

Accomplish the following when cleared for takeoff or when commencing

takeoff roll:

Turn on all landing lights. This provides a signal to other Pilots, ATC, and ground

personnel that the aircraft is moving down the runway for takeoff.

Turn off the taxi light.

Turn on the strobe/high intensity l ights (if not already on).

In Flight

Illuminate the following any time below 18,000 ft MSL, day or night:

Fixed landing lights

Runway turnoff lights

Strobe/high intensity lights

Anti-collision beacon

Position/navigation lights

Wing illumination lights

Above 18,000 ft MSL, turn off all lights except for strobe/high intensity lights, the anti-collision

beacon, and position/navigation lights.


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Auto Pilot

Autoflight systems perform flight and navigation tasks that would otherwise be accomplished

by a Pilot. The proper use of automation allows Pilots to effectively manage and monitor the

programmed or directed flight path. The VP will choose the appropriate level of automation,

unless otherwise required by procedure, to meet these ordered priorities:

• Enhance safety and situational awareness.

• Support Passenger service through increased operational capability.

• Maximize efficiency.

The VP must remain aware of the automation in use. Ensure that automation tasks do not

interfere with outside vigilance during VMC.

Pilots must maintain proficiency in all levels of automation and the skills required to shift

between levels. If a level of automation results in task saturation or loss of situational

awareness, shift to a less demanding level or disconnect the automation and establish the

aircraft on the desired path. It is important to emphasize the adaptability to the task and/or

circumstance and to revert to manual flight if required. When task saturation subsides and

situational awareness is established, re-engage the automation at the highest level appropriate

for the current phase of flight.

Levels of Automation Levels of automation listed below organize the guidance sources available to the Pilot from

highest to lowest and provide a structure of priorities. Lateral and vertical guidance modes are

independent of each other and can be engaged at different levels. For example, using LNAV

(FMC level) and VERTICAL SPEED (MCP level) may be the most appropriate combination for a

particular phase of flight.

1) Flight Management Computer Level

The desired path is generated by the Flight Management Computer (FMC). When properly

programmed, it is the most efficient path. When engaged, LNAV and VNAV enable the aircraft

to fly the FMC-generated lateral and vertical paths, respectively.

2) Mode Control Panel Level


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Lateral, vertical, and speed guidance are controlled through the Mode Control Panel (MCP). The

MCP level is used for short-term flight path guidance, such as when being radar vectored in the

terminal environment.

3) Manual Flight

Manual flight is direct control of the aircraft via the control wheel and thrust levers. The flight

path is controlled with or without reference to the flight director. When immediate and

decisive control of the aircraft path is required (e.g. EGPWS terrain warning), this level of

automation may be necessary. Manual flight may also be desired when maneuvering for visual

approaches or to maintain hand-flying proficiency. Pilots must hand fly the aircraft periodically

to maintain proficiency. This will only be accomplished when flight conditions permit,

procedures do not require the use of automation, and the dictates of safety, service, and

efficiency are not compromised.

Flight Director

Both flight directors will remain in view and be used at all times when correct path guidance is

available. The flight director should be removed from view when the guidance is not correct for

more than a brief period and safety of flight priorities are satisfied.

Autopilot/Autothrottle

Autopilot and/or autothrottle are recommended for FMC and MCP automation levels.

HGS (Head-Up Guidance System)

The HGS is applicable to, and may be used for, all levels of automation.

Automation Management

The PF maintains responsibility for the aircraft flight path and speed; this responsibility is never

delegated to an automatic system. The PF chooses the most appropriate automation and flight

director guidance for the task. This includes reverting from FMC guidance and selecting more

appropriate lateral and vertical modes from the MCP, or reverting to hand-flying for direct

control of the aircraft flight path and thrust.


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When making autoflight systems inputs:

• Verbalize—Announce MCP/FCP mode changes and FMC inputs.

• Verify—Confirm these inputs and the appropriate mode annunciation.

• Monitor—Monitor mode annunciations, expected aircraft performance and compliance with

ATC clearances.

WARNING: Use of automation must never interfere with maintaining aircraft control. Always fly the aircraft. If any autoflight system is not operating as expected, disengage it.

FMC Data Versus Charted Procedures

For a variety of reasons, displayed FMC legs making up a departure, arrival, or approach

procedure may not correspond with charted fix names, bearings, or radials, even though the

database is designed to follow the same ground track. Pilots must brief and crosscheck charted

procedures against FMC data to ensure they have selected the correct procedure and that it

complies with the clearance.

The following must be applied when utilizing RNAV charted procedures:

RNAV departure, arrival, and approach procedures must be retrieved by procedure

name from the onboard navigation database and conform to the charted procedure.

•Verify waypoint name and sequence. Do not use an RNAV procedure if the validity of

the navigation database is in doubt. Reasonable variances in track angles and distances

between the chart and the LEGS page are acceptable.

Charted altitude and speed restrictions must be added, if necessary, to conform to the

charted procedure.

Manual entry of charted waypoints that are part of RNAV departure, arrival, and

approach procedures, using latitude/longitude or place/bearing is not permitted. This

does not prohibit manual entry of ATCassigned non-charted waypoints if ATC defines

them by latitude/longitude or place/bearing; or entry of ATC-assigned waypoints

contained in the navigation database.

Do not modify RNAV departures or arrivals unless necessary to comply with an ATC

clearance.

Authorized Use of FMC Navigation on

The use of FMC navigation is authorized for the following actions:


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Determining aircraft position relative to or distance from a VOR, NDB, compass locator,

or DME fix.

Determining a named fix defined by a VOR radial, NDB bearing, or compass locator

bearing intersecting a VOR or Localizer (LOC) course.

Navigating to or from a VOR, NDB, or compass locator.

Holding over a VOR, NDB, compass locator, or DME fix.

Flying an arc based upon DME.

The allowances described here apply even when a facility is identified as required on a

procedure (e.g., ‘Note ADF required’).

Pilots must extract waypoints, navaids, and fixes by name from the FMC navigation database

and comply with the charted procedure or route.

Heading-based legs associated with procedures may be flown using HDG SEL or, if available,

extracted from the FMC navigation database and flown using LNAV guidance.

Pilots may not manually enter published procedure or route waypoints via latitude/longitude,

place/bearing, or place/bearing/distance into the FMC.

Altitude Awareness

Perform non-essential duties/activities during lowest workload periods (e.g., cruise altitude,

level flight).

Altitude Change Procedures

When ATC assigns a new altitude clearance or when cleared to a new altitude on a charted

procedure, accomplish the following:

(VPF) Set the MCP altitude when the autopilot is engaged.

Communicate proper MCP altitude selections to ensure compliance with altitude clearances

and restrictions.

Once the altitude is set, the VP points at the MCP altitude display and visually verifies

and verbally acknowledges the new altitude.

NOTE: When VNAV is not in use and compliance with an altitude restriction is assured, reset

MCP altitude to the next constraint before altitude capture.


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When assigned a “climb via” or a “descend via” clearance , comply with all published restrictions

unless specifically directed otherwise by ATC.

During VNAV operations, the clearance limit is considered the “assigned altitude.” Pilots must

monitor aircraft performance to ensure compliance with altitude restrictions in RNAV

procedures.

Altitude Callouts

At 1,000 ft prior to an assigned altitude, call the passing altitude for the assigned altitude.

For example, when leaving FL 240 for FL 250, an acceptable call would be, ‘24 for 25.’ The

callout is made off of the Pilot's altimeter reading, not off of the altimeter alert tone.

If the passing altitude call is missed, call the current altitude. For example, the call might be,

‘24.3 for 25.’ The intention is to promote and communicate altitude awareness and to ensure

that the aircraft is leveling at the correct altitude by verifying altimeter indication and setting.

Airspace Awareness

[14 CFR Part 91.117]

Observe 250 kt restriction below 10,000 ft MSL. 14 CFR Part 91.117 restricts aircraft to a

maximum airspeed of 250 kt below 10,000 ft MSL.

Observe Class B, C, and D airspace speed restrictions.

Within Class B airspace—If flying a visual approach to an airport with its

own associated Class B airspace (e.g., MSY, LAS, and LAX), remain within the confines of that

Class B airspace.

Under Class B airspace—If flying to an airport with Class B airspace for a nearby airport (e.g.,

OAK, SJC, DAL, MDW), and flying under that Class B airspace, 14 CFR Part 91.117 restricts

aircraft to a maximum airspeed of 200 kt unless a higher flaps up maneuvering speed is

required.

Within Class C and D airspace—At or below 2,500 ft AGL and within 4 NM of the airport, 14 CFR

Part 91.117 restricts aircraft to a maximum airspeed of 200 kt unless a higher flaps up

maneuvering speed is required.


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Non Normal This chapter provides guidance to assist all SWVA Pilots in dealing with non-normal situations.

Additionally, specific guidance is provided for those items that apply to all operations,

independent of specific aircraft type.

General

Non-normal procedures are used by pilots to cope with system faults and other situations

adversely affecting safe flight. It is impossible to outline in detail the procedures to be followed

in every emergency. The best that can be done is to attempt outlining specific procedures,

where possible, and to give general policies which will help the VP arrive at the best possible

solution to the particular situation. Regardless of the situation encountered, Pilots must always

apply the steps listed below as a first priority in dealing with any situation. These steps must be

committed to memory:

The first priority in non-normal situations is to fly the aircraft.

Failure to take time to properly analyze the problem can quickly make the situation worse.

Therefore, it is essential that Pilots not rush to conclusions, but rather take time to ensure they

have evaluated all indications before taking further action. When the problem has been

analyzed, Pilots should take the appropriate actions.

In all situations

Maintain Aircraft Control

Analyze the Problem

Take Appropriate Action

Maintain Situational Awareness


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System Resets

Some aircraft systems are equipped with a system reset capability. When a system fails and the

normal reset capability results in subsequent normal operation of the system no further action

is required. For example, if the Duct Overheat light illuminates and is subsequently reset after

compliance with the QRH. If a warning system does not check normal but the warning lights self

test normal, Pilots should assume that the warning system is inoperative. Pilots should take

action appropriate to other indications or assume the malfunction originally indicated

continues to exist.

Emergency Authority

In an emergency situation that requires immediate decision and action, the Captain may take

any action necessary under the circumstances. In such a case, the Captain may deviate from

SWVA’s operations procedures and methods, weather minimums, and regulations to the extent

required in the interests of safety.

Emergency Checklist (QRH) Usage

Immediate action items listed in the emergency checklist (QRH) must be memorized.

Immediate action items are boxed to distinguish them from reference actions. The immediate

action items must be executed and/or stated in the proper order, but need not be recited

verbatim. After these items have been performed, the checklist wi ll be read and completion

verified. Then, secondary and reference items will be read from the checklist and performed, if

required.

Non-normal procedures are grouped into the same categories and sequence as the associated

non-normal checklists in the QRH. Each procedure includes the following elements, as

appropriate to the situation:

A title identical to, or very similar to, the alerting light or condition.

Information relevant to the situation and useful for planning the subsequent course of

action.

A landing preparation section, if appropriate, that identifies action or considerations for

the approach and landing phase. The required actions are accomplished in a logical

sequence during the approach and landing phase. Exceptions to this are checklists which

include unique approach and landing checklists.


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The Descent Checklist is normally commenced during descent at 18,000 ft MSL.

The Before Landing Checklist should be called when appropriate, depending on the non-

normal condition.

At the completion of all line item tasks, the following statement will be made: “_____

Checklist Complete.”

Flight profiles associated with certain non-normal situations indicate the sequence of

aircraft configuration changes.

Action steps to contain or correct the situation may be recall or reference.

Items identified as “considerations” in the QRH are not to be treated as procedures, but rather

as items Pilots can consider to facilitate positive outcomes.

Takeoff Warning and Reject

A takeoff will not be started or continued with any warning horn or bell sounding before the

aircraft attains 80 kt.

In some situations, it is reasonable to reject a takeoff for a master caution or warning light

below 80 kt.

It is recommended that the VP reject a takeoff above 80 kt only for an engine failure, fire

warning, a predictive windshear warning, or the aircraft is unsafe/unable to fly.

WARNING: Do not initiate a stop after V1 unless the aircraft is incapable of flight.


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Preflight

Arrival at the Jetbridge for scheduled departure Plan to arrive no less than 30 minutes before scheduled departure.

Dispatch Release and Weather Package

If PFPX is applicable, please review all pertinent documentation, weather conditions, NOTAMs,

route of flight, best altitude, alternate operation possibilities, and planned fuel loading.


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INTENTIONALLY LEFT BLANK


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PFPX Operational Flight Plan

1 2

3

4

5 6

7 8 9

10

11

12

13

14

15

16

17

18


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19

20

21


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1- General information-Flight number, departure, arrival, (date)

2- Flight Plan type-Airline and flight plan type with aircraft tail number and type with date

and departure and arrival airports.

3- Dispatcher and Date-Dispatcher name who prepared the dispatch as well as the date

when it was prepared.

4- Flight number

5- Tail number and AC type

6- Co Route- This is the route as saved into the FMC if so chosen by the PIC.

7- Airport Information- Departure and Arrival information, expected runways, and airport

elevation.

8- Cruise information and Burn Rates- Expected cost index, cruising altitude, fuel burn

rates adjustments.

9- Flight Plan Distance-This is the total flight plan distances by, great circle, flight plan, air

miles, and average wind component.

10- Alternate-Alternate airport information if applicable, distance is taken from the

destination airport.

11- Configuration information-Dry operating weight, PAX on board, total cargo, total

payload, under load weight.

12- Weights-Weights depicted by zero fuel, takeoff weight, landing weight. MAX, PLN

(planned), ACT (actual).

13- PIC Signature- Signature of PIC in this area

14- Fuel Status-Fuel broken down in Trip, Alternate, FAA Reserve, Holding, Minimum

takeoff, extra, taxi, and final release. Endurance times are depicted on the right column.

15- Fuel corrections- Any adjustments to fuel will be in this section with climb, and descent

speeds.

16- Departure/Arrival Times- Airport departure and arrival times, both standard and

estimated. Actual off block, on block, and total block times are noted for the PIC to fill

in.

17- Estimated and Actual Times- Estimated and actual takeoff, and landing times are also

noted.

18- ATC Routing

19- Alternate information-if applicable


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20- Waypoint Status-Waypoints that are entered into the flight plan. Depicted as waypoint

name, heading, temperature at altitude, wind information, TAS/GS, Distance remaining,

fuel remaining, fuel used, distance to go, and actual time.

21- Wind information-Wind information as climb, over flight plan waypoints, and descent .


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PMDG NGX Cockpit Setup SWVA

Below are the settings to be used during all SWVA flights. All aircraft delivered in the 1990s use

Honeywell MCP.

Please check for SATCOM installation of your specific tail number on airliners.net

All SATCOM installations are located on the AFT

-800 series differences include ISFD for STBY and all ETOPS with duel battery

installations.

-700

Common SWA Display

airliners.net


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All aircraft delivered in the 1990’s use Honeywell configuration


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-800 Series, use ISFD


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-800 Series use ETOPS cargo fire systems, dual BATT, ETOPS and SATCOM

SWA has an emergency checklist on their yoke, it’s not modelled here.


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Ground Prox callouts start at 100 feet


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Originator Flow

Please see appendix section for detailed flows HERE. Originator flow is completed first flight of

the day in a cold and dark status.

Flight Deck Preparation Flow

Please see appendix section for detailed flows HERE. The flight deck prep flow is to be done in

continuation of the originator flow and when receiving the airplane from a different crew.

Please omit the originator flow if not starting in a cold and dark state.

External air conditioning and ground power is to be used at all times when on the

ground. This is to prevent excessive fuel burn from the APU.

Ensure PACKS are OFF and TRIM AIR OFF (-800) before connecting the external air.

APU is to be started 5 minutes before pushback.


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FMC Notes

FMC Programming (If Equipped)

Program current flight plan into FMC 300/500 Use 20 for “Cost Index”

700/-800 Use 20 for ”Cost Index”

-Select the ROUTE prompt on the MCDU (if available), or use the RTE function key to

display the RTE page.

Enter the Company route from the Dispatch Release on the CO ROUTE line.

If ACARS equipped, enter the flight number.

Enter the anticipated takeoff runway on the ARR/DEP Page LSKR 1-5.

Verify the route using RTE page 2 (use the NEXT PAGE function key to access page 2). If

the assigned clearance differs from the CO ROUTE, make necessary corrections.

Select the LEGS page with the LEGS function key. Verify initial waypoint routing. Close

discontinuities for departure and enroute segments. Select the ACTIVATE prompt and

execute the programmed route.

Select the INIT REF function key to display the PERF INIT page for additional entries.

Enter the reserve fuel value as appropriate in the RESERVES boxes. Enter 5.0 (5000

pounds) if an alternate is not required.

Enter FAR reserve fuel plus fuel to the alternate if an alternate is required. Never enter

less than 5.0 (5000 pounds).

COST INDEX—Enter 20.

CRZ ALT—Enter the top of climb (TOC) cruise altitude from the Dispatch Release or

clearance altitude from atc.

CRZ WIND—Enter the TOC wind from the Dispatch Release.

ISA DEV or T/C OAT—Enter the TOC temperature deviation or the TOC outside air temperature

(OAT) from the Dispatch Release.

Select N1 LIMIT prompt to display the next required page.

If using PFPX or TOPCAT see assumed temperatures (-700/-800 ONLY).

N1 LIMIT—Enter the OAT on the SEL/OAT line. (Non-PFPX or TOPCAT users)

Select TAKEOFF REF prompt.

Select the V-speeds in the FMC

Set V2 in the MCP.


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Using Assumed Temperatures PFPX/TOPCAT (OPC)

Assumed temperatures are to be used at all times when applicable as deemed by

TOPCAT/PFPX. When using TOPCAT for calculating assumed temperatures please note that

TOPCAT has a limitation on their -700 aircraft. They only use thrust at 22K. SWVA uses 24K.

Please see the screenshot below for reference.

1- TOW-Ensure that TOW is the correct setting

2- Flap Config -will always be set 1 for the -700/-800 unless TOPCAT cannot calculate at

least a 500 feet positive margin. In which the crew may need to select a different flap

setting and or bleeds OFF takeoff.

3- Thrust Config- Options are TO, TO-1, TO-2. These are de-rate options. A setting at TO is

a de-rate for the COMPLEX PAYWARE -700 down to 22K. This is a limitation of TOPCAT

as they do not have 24K. The crew does not need to de-rate down to 22K unless

wanted.

Engine Data

Wind Info

1

2

3

4

5

6


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If de-rate is not wanted use TO and keep THRUST set at 24K.

If de-rate is wanted, keep TO and change the THRUST to 22K.

4- Air Conditioning- ON/OFF this would be for the PACKS. Always takeoff with PACKS/ AC

ON unless more power is needed. At which case a full power takeoff is the proper

setting.

5- Anti Ice-ON/OFF

6- Performance Limit- When compute is selected TOPCAT will calculate appropriate

assumed temperatures. Please ensure that a proper margin of at least 500 feet is

selected. In the example above +41°C is the temperature to be entered into the FMC.

This gives us a positive margin of 1,021 feet should an abort occur. Do not go below the

N1 value of 87.0% when entering into the FMC.

Using De-Rate Thrust

Please see http://www.youtube.com/watch?v=yrBqU8jpEdA&feature=youtu.be for de-rate

procedures.

Reduced Climb

Upon selecting an assumed temperature, the FMC may calculate a CLB, CLB-1, CLB-2. This is

nothing more than a reduced climb. Please use the FMC computed value.

Flight Briefing

Route and FMC The assigned departure, transition, and initial waypoint routing agree

with the Jeppesen chart and the CDU.

Confirm the correct FMC programming starting on CDU RTE page 2.

On the LEGS page, ensure the waypoints match the SID/clearance through the enroute

transition fix. Review the initial heading or course, applicable restrictions to altitudes

and turns, NAV setup, and DME restrictions.

Ensure no discontinuities remain for departure and enroute segments. Pilots may retain

discontinuities in the arrival portion of the route.

RNAV Departure—Brief the RNAV departure. For RNAV SID, Pilots may simply state,

“RNAV SID.” This means that both Pilots have flight directors on.

Do not select TO/GA until aligned with the centerline with engines stabilized

momentarily at approximately 40 percent N1. Plan to select LNAV passing 400 feet AGL

and the autopilot in command mode (if desired) passing 1000 feet AGL.

http://www.youtube.com/watch?v=yrBqU8jpEdA&feature=youtu.be


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MCP and VHF NAV radios. Altitude, heading, VOR course, and navigation radios—Set

Additional Takeoff and Departure Items

Rejected takeoff Considerations

Course of action in adverse weather

Current NOTAMS if any

Rwy conditions

Obstacles

Passenger Greeting

Throughflight Flow

Please see appendix section for detailed flows HERE. The throughflight flow is to be completed

when the crew is turning the airplane for a different flight. EG the crew is paired with the same

airplane for the next departure.

Push and Start

Before Start Flow

Please see appendix section for detailed flows HERE. Before start flow is to be completed

before pushback checklist is read.

Start APU 5 minutes before expected pushback time.

The normal starting sequence is #2, followed by #1.

Normally, the engines will be started during pushback if the APU is operable.

-After #2 is started through rollback, close the isolation valve, and place the right pack

switch to AUTO or HIGH. Announce performing these steps. This provides conditioned air

to the passengers in the quickest way.

After pushback has commenced, do not make electrical or hydraulic power changes with

the towbar connected. Momentary pressurization of nose wheel steering may cause

towbar damage and injury to personnel.


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After Start Flow

Please see appendix section for detailed flows HERE. Afterstart flow is to be completed before

the checklist is read.

If icing conditions are present, select engine anti-ice ON. Do not operate engine or wing

anti-ice when the outside air temperature is above 10 degrees C.

Icing conditions are defined as the outside air temperature at 10°C or below and visible

moisture present (rain, mist, sleet, snow, ice, standing water, slush, or fog with visibility

of less than 1 mile).

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


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Takeoff and Climb

Approaching Runway Flow

Please see appendix section for detailed flows HERE. This is to be done before the Before

Takeoff checklist is read.

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 FA’s of takeoff.

Check aircraft configuration Perform scan of flap setting, stab trim (green arc) and

speedbrake lever is full down.

Taxiing Onto Departure RWY

Complete FMC runway update prior to crossing hold short line Accomplish this step as

close to the takeoff end of the runway as possible. Push the runway FMC POS UPDATE

button, line select 5R, then execute the command to update the FMC to the runway.

The aircraft does not have to be stationary to accomplish this step.

The PILOT will call approach path cleared prior to entering runway

When entering runway for takeoff or “line up and wait” turn on all exterior lights

(except landing lights and strobes)

Ensure wing Anti-Ice switch is OFF

Align aircraft on runway centerline Crosscheck the aircraft heading indicators with the

runway designation (painted numbers).

When “Cleared for Takeoff” turn landing lights and strobes on, this Provides signals to

other pilots and ATC the aircraft is moving down the runway.

Takeoff

Takeoff procedures are needed for obstacle clearance and to have the aircraft cleaned

up in a timely matter for improved performance, fuel economy and noise reduction. A

rolling takeoff is preferred because it expedites departure and reduces the risk of

foreign object damage and engine surge/stall due to tailwind or crosswind. A rolling

takeoff is defined as releasing brakes before advancing takeoff thrust.

Before takeoff, the crew should discuss their rejected takeoff procedure s.

Pretakeoff checklist should be completed in its entirety prior to takeoff roll.


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

runway at night keep at least one landing or turnoff light on to increase aircraft

visibility).

Select ARM on the MCP.

A rolling takeoff is recommended, as takeoff roll progresses keep light forward pressure

on the control column. Advance the thrust levers to a position just above 40%. Select

TO/GA and smoothly advance to takeoff thrust. The objective is to achieve symmetric

engine acceleration to minimize directional control problems. Hold light forward

pressure on the control column.

Then make final thrust adjustments by 60 knots. During takeoff once the thrust is set, do

not retard thrust levers except for rejected takeoff. Note: The pilots hand will be on the

thrust levers from setting of takeoff thrust until reaching V1.

Note: Caution: Do not select TO/GA until on the takeoff runway and after the initial

thrust application.

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 the flying pilot can

make his/her go/no go decision before the V1 speed is reached. At V1 the flying pilot

will remove his/her hand from the thrust lever and the virtual pilot will call “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 3 degree per second climb. Excessive rotation

rate over 6 degrees can cause a tail strike.


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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 gear lights

have extinguished, once all red lights are extinguished you can lower the handle to the “off”

position on such equipped aircraft.

RNAV Procedures

RNAV departure, arrival, and approach procedures must be retrieved by procedure

name from the onboard navigation database and conform to the charted procedure.

Verify waypoint name and sequence. Do not use an RNAV procedure if the FMC route

does not match the charted procedure. Variances of up to 3° and 0.3 nm (1 nm if not

charted in tenths) between the chart and the LEGS page are acceptable.

Charted altitude and speed restrictions must be added, if necessary, to conform to the

charted procedure.

LNAV use during the final approach segment is only allowed on RNAV approaches.

Note: RNAV approaches have RNAV (GPS) or RNAV (RNP) in the approach chart title.


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Do not modify RNAV approach procedure waypoints, from the IAF (IF when no IAF is

depicted on the approach chart) through the missed approach holding point, unless

necessary to comply with an ATC clearance and all of the following criteria are met:

The modified waypoint is prior to the FAF.

The aircraft is under radar surveillance.

The aircraft must remain above the MSA or Terminal Arrival Area (TAA) floor until

established on the approach.

The following exceptions to approach route modification are allowed:

Charted altitude and speed restrictions must be entered.

If being radar vectored, bypassed waypoints must be deleted to ensure proper waypoint

sequencing. The course centerline may be extended from the vectored-to waypoint.

If the IAF has an “at or above” altitude restriction, it may be changed to an “at” altitude

restriction using the same altitude.

(PF) Maintain the route centerline.

The maximum crosstrack deviation is 1 x RNP.

Note: RNAV 1 operations (SIDs and STARs with RNAV 1 in the chart notes) have an RNP of

1.0 nm.

Warning: If autopilot and flight director guidance is lost, maintain the path (magenta

line) by using the navigation display (-300/-500: CDI with HIS switch in NAV) and raw

data until ATC can provide an amended clearance. Monitor the LEGS page during RNAV

operations. This does not restrict Pilots from momentarily selecting other CDU pages to

maintain situational awareness. With a single operable CDU, monitor the appropriate

page to maintain situational awareness. (-300/-500) Select both HSI selector switches to

NAV during LNAV operations. Each dot of deviation represents 2 nm. The CDI should be

centered when operating in LNAV except when transitioning through turns. Any

deviation observed should prompt the Pilots to reference the RNP PROGRESS page and

make appropriate course corrections.

Note: (-300/-500) FMC position updating does not occur for aircraft without GPS unless both

HSI switches are in NAV. If the accuracy of FMC-computed navigation is in question, crosscheck

it with VOR raw data. Momentarily place one HSI switch to VOR/ILS to obtain VOR raw data. Do

not use the AUTO/MANUAL switch on the navigation radio control panel.


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Monitor the map display in the appropriate range (-300/-500: N/A). Set the minimum range

sufficient to display the active waypoint and monitor path tracking. Monitor terrain/obstacles

or weather radar.

Do not continue RNAV operations under any of the following conditions:

FMC message “UNABLE REQD NAV PERF-RNP” is displayed.

There is no operable FMC.

•There is no operable CDU.

Advise ATC of inability to continue RNAV procedures, and request vectors. Program FMC course

intercept clearances using the following procedures:

Select the LEGS page.

Select the desired waypoint, and move it to the active waypoint line (top of LEGS page

1). The INTC CRS prompt displays the intercept course in small font; if this is the desired

course, select the INTC CRS prompt. Variances of up to 3° and 0.3 nm between the

charted courses and those depicted in the LEGS page are acceptable.

The INTC CRS prompt is now in LARGE font.

Press the EXEC key.

When established on assigned intercept heading, press the LNAV button to engage

LNAV.

Arming LNAV for takeoff (-300/-500: N/A)

LNAV may be armed for takeoff if:

The origin runway is entered in the flight plan,

The active route is entered in the FMC, and

The track of the first leg is within 5° of the runway heading. LNAV must be selected prior

to selecting TO/GA. When armed, the FMA roll mode will indicate LNAV in white

(ARMED). On takeoff, LNAV will become active at 50 feet AGL.


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VNAV

(-300/-500) One operable CDU is required for VNAV operations.

VNAV use during the final approach segment is only allowed on RNAV approaches.

VNAV will not be engaged for takeoff, initial climb, or missed approach until flap

retraction is complete.

Prior to engaging VNAV, ensure that the FMC is properly programmed. Verify FMC

speed and altitude restrictions prior to using VNAV.

When assigned a “climb via” or a “descend via” clearance, ensure that both LNAV and

VNAV are engaged, then set the MCP altitude to the clearance limit.

In VNAV (VNAV PTH or VNAV SPD), automatic level-off occurs at the MCP altitude or an

FMC altitude constraint, whichever occurs first. Each selection of altitude intervention

deletes the next altitude constraint if the MCP altitude is beyond the next altitude

constraint. If all altitude constraints are deleted, the descent mode reverts to a VNAV

speed descent.

Cautions:

When pitch mode changes from VNAV, the MCP altitude must be immediately set to

the clearance limit or published procedural altitude, whichever is more restrictive.

Failure to do so may result in missing the assigned altitude.

VNAV SPD does not guarantee the aircraft reaches the altitude restriction at the

required point.

Until VNAV is engaged, the MCP altitude must be set to the clearance limit or published

procedural altitude, whichever is more restrictive. Failure to do so may result in missing

an assigned altitude.

Note: If VNAV is used during the descent without LNAV, the vertical path may not be accurate.

VNAV for departure

VNAV must not be engaged for takeoff, initial climb, or departure until flap retraction is

complete. The preferred method of flying departure procedures with waypoint speed

restrictions is to use LNAV and VNAV.

Caution:

VNAV reverts to the CLB page SPD REST with flaps retracted. The default is 250 knots

below 10,000 feet MSL. Speed restrictions due to airspace or ATC restrictions may

require FMC programming or SPD INTV (-300/-500: N/A).


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Note:

If VNAV is planned to be engaged, use one of the following methods to limit airspeed for

airspace or ATC restrictions:

After VNAV is engaged, use SPD INTV (-300/-500: N/A) to set the speed restriction, or

Program the CLB page SPD REST to the speed restriction. On departure, when the speed

restriction is no longer applicable, reset the SPD REST to 250 knots below 10,000 feet

MSL.

Climb Transition At 1500’AGL the pilot will call “climb thrust” and allow the aircraft to accelerate to the

flap retraction speeds. Your virtual pilot will callout “climb thrust” and move the flap

lever to flap “1” position for a flaps “5” takeoff. For a flaps “1” takeoff do not retract the

flaps until passing the flap up maneuvering speed.

Set the thrust lever to the desired thrust indicated either by FMC or pilots calculations.

The pilot will then lower the nose to 10 degrees and allow the aircraft to accelerate.

Retract the wing flaps on flap retraction schedule (700/800 will display this on the

Airspeed tape).

Flap Retraction Schedule Flaps 5 Takeoff (-300/-500)

Select flaps 1 at 170 kts

Select flaps 0 at 190 kts

Final Climb Minimum speed 210 If aircraft weight is above 117,000 pounds add 10 knots to your

flap retraction speed on all aircraft.

(-300/-500) Flap Retraction

Select flap 15 at V2 + 15

Select flap 5 at 150



Note:

No turns should be made below 400’. Some airports may require nonstandard

departure procedures and profiles.


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Retract the retractable (-300/-500: outboard) landing lights when flaps are up.

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

10,000 foot Climb

Please see appendix section for detailed flows HERE.

The crew should accomplish the following procedures during the climb: Fuel monitoring-

Monitor for proper balance and adjust as needed

From 10,000 Feet through Top of Climb

If ATC restrictions require a temporary level off below Cruise altitude, maintain the

climb airspeed/Mach.

If restricted to an intermediate altitude for an extended period, fly the ECON Cruise

speed for that altitude.

Program the FMC CRZ page with the intermediate cruise altitude, and fly the computed

ECON Cruise speed.

If ATC requires an expedited climb, fly the FMC-indicated climb speed.

Climb at a speed no slower than the FMC-computed MAX ANGLE.

Warning:

Flying at a climb speed below the target value may exceed the aircraft thrust or buffet

margin capability, which will cause a loss of altitude.

18,000 foot Climb Flow

Please see appendix section for detailed flows HERE.

Cruise See appendix section for detailed flows HERE. This is to be done every 30 minutes at cruise

flight.

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:


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300/500 ECON CRZ TGT

700 ECON CRZ TGT

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

300/500- lower of 300 knots/0.74 mach

700- lower of 300 knots/ 0.77 mach

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

thrust to maintain ECON CRZ speed.

The FMC will take inputs from various sources and continuously update the ECON CRZ

speed.

With the FMC/CDU inoperative, cruise at the lower of .77 Mach or 300 knots (-300/-500:

.74 Mach or 300 knots).

Pilots are expected to fly the flight profile speeds. Do not fly faster to make the

schedule. Boeing flight test data confirms that flying faster than the recommended

profile speeds wastes fuel.

When flying a long-range LNAV leg, maintain situational awareness of position and flight

plan progress.

With the full flight plan in the FMC, the TOC wind entered on the PERF INIT page will

propagate to all enroute waypoints on the RTE DATA pages. Enter flight-planned winds

to enroute waypoints to accurately reflect expected flight plan progress.

MX Logbook Entries

Logbook Entries are required for all aircraft types. This is to be done upon stabilization of the

engines at cruise thrust settings. Please refer to the appendix section for details.

Before Top of Descent As a general point of reference, start about 50 NM before the FMC computed top of descent

(TOD). TOD is defined as that point where the FMC profile computes a continuous descent from cruise altitude down to the arrival airport or charted/programmed crossing restriction. For airports where ATC gives step-down arrivals, or for low altitude cruise, start about

150 NM out.


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The intention is to minimize single-Pilot operations and reduce workload during the descent and approach phases. Most of the arrival tasks are scheduled prior to the TOD point. The

process follows this general flow:

1. Before TOD duties: acquire the ATIS, acquire arrival gate. Do not delay this task to wait

for new ATIS at the top of the hour. Experience has shown that weather changes

between hourly observations do not have a significant effect on landing performance

computations. The higher priority is completing all descent and approach planning tasks

before starting descent.

2. Make a PA (optional), and evaluate landing performance.

3. Evaluate the conditions. Ensure FMC programming for the descent, arrival, and

approach is complete and verified.

4. Evaluate landing performance and landing conditions.

5. Set altimeter reference markers.

6. Set and note approach speeds.

7. Brief necessary arrival and approach items.

Holding Considerations

For advanced notice of holding, consider reducing speed to conserve fuel. Inform ATC to

receive their concurrence.

Observe the following maximum holding speeds and timing rules:

• 200 kt—Up to and including 6,000 ft (timing one minute)

• 230 kt—Above 6,000 up to and including 14,000 ft (timing one minute)

• 265 kt—Above 14,000 ft (timing one and a half minutes)

When operational considerations require holding at greater speeds, ensure that ATC is

advised. The minimum holding speed for SWVA aircraft in the clean configuration is the

flaps up maneuvering speed.


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TOPCAT/PFPX Programming for Landing

1) Wind information-Ensure that you update the arrival wind information by pressing the

update button.

2) Runway-Runway selection should be inserted to the landing runway.

3) Aircraft Configuration-

Landing weight should be calculated automatically, ensure numbers are correct.

Flap Config-should be set at 30° unless going into a smaller runways or a landing

margin is less than 300 feet, or weather is at or near minimums for the approach

to be flown.

Anti Ice ON/OFF,

Landing mode- Manual or Auto land

1

2

3

4


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Braking Mode-This should be set at 2 under normal conditions. Again, take into

consideration the runway distance. May need to go higher into smaller runways.

4) Performance information-

Reference Speed-This is the VREF speed to be entered into the CDU/FMC.

Approach Speed-This is the speed to be flown on the approach.

Landing Distance Required-This is the distance required for landing if flying a

HGS CAT III approach add an additional 1,000 feet.

Landing Distance Remaining-Ensure that a positive margin of at least 300-500

feet is depicted.

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

Normally the descent will be flown using VNAV operation. If VNAV is inoperable use the

following guidelines:

Descent speed will be 266 300/500 and 261 -700 knots IAS:

If unable to descend at 261/266 knots, descend at idle speed until 261/266 knots is

attained, then use V/S adjustments to maintain 261/266 knots.

For proper 10,000/250 knot transition its recommended the pilot uses 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 you

capture your descent profile using the DECEND NOW function on the CDU.

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

Pilot will enter all ATC altitude restriction into FMC legs page and abide by those

restrictions

Aircraft without FMC

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

If required to pass an intersection or VOR at 10,000 and the aircraft 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 required crossing altitude the pilot would

start his/her descent When ATC does not allow ECON descent speed, program the FMC

and fly 280 kts or the assigned speed.


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18,000 Foot Flow

See appendix section for detailed flows HERE. This is to be accomplished when passing 18,000

feet.

10,000 Foot Flow

See appendix section for detailed flows HERE. This is to be accomplished when passing 10,000

feet.

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

Approach See the approach profiles in the appendix section for detailed maneuvering.

General

Published circle-to-land approaches are authorized with restrictions. Circle-to-land approaches

may be performed to land on a runway other than the approach runway if the ceiling is at least

1,000 ft and the visibility is at least 3 miles. Both ceil ing and visibility criteria are required.

Review the approach chart to see if it specifies minimums higher than 1,000/3. If so, then those

higher minimums are required to execute the circle-to-land approach. If the minimums are not

an even 100-ft increment, set the MCP altitude to the nearest 100-ft increment above the

minimums.

170 knots max speed within 5 mile final

If given ATC approach speed in excess of 170 knots within 5 mile final, DO NOT ACCEPT the

speed. An ATC-issued approach clearance releases you from all previously assigned ATC speed

restrictions. Once you are issued an approach clearance, ATC can only assign you a

speed restriction with your acceptance. It is the Pilot’s responsibility and prerogative to refuse

speed adjustments that are considered excessive or contrary to the aircraft’s operating

specifications. If ATC issues a speed restriction that you consider unacceptable, decline the

speed restriction and tell them what speed you can accept. For example, ‘SW 123, unable 190

knots, but we can give you 170 knots to a five mile final.

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 for remaining

callouts. If available follow glideslope guidance on final


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Priority for guidance will be ILS then visual glideslope

Stabilized Approach

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 not exceed

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.

For approaches where maneuvering is required, the aircraft is on and maintaining final

approach course or runway center line with wings essentially level by 500 ft above TDZE. The

intention is for Pilots to comply with the configuration, speed, descent rate, and checklist

requirements by 1,000 ft above TDZE, and then continue necessary maneuvering to be

essentially wings level by 500 ft above TDZE. RNP SAAAR approaches with RF legs may require a

turn below 500 ft. This is acceptable as long as there is flight director guidance for a defined

glidepath in the turn.

Visual Approaches

Visual approaches or charted visual approaches are authorized when all of the following

conditions are met:

The aircraft is in controlled airspace, or beneath the designated transition area.

The aircraft is under the control of an ATC facility.

VMC weather exists and the flight can remain in VMC.

The aircraft is within 35 NM of the destination airport and has visual contact with the

traffic to follow, the landmarks on the charted visual flight procedure, and/or the

airport.


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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 all instrument approach

procedures. It is recommended if available to use a charted procedure to back up

your visual references.

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

Instrument Approaches

Pilots are authorized to conduct the following types of instrument approach procedures and

will not conduct any other type.

Plan to fly an instrument approach when any of the following criteria apply:

The runway is not expected to be in sight by the FAF/GSIA.

Rain is reported or visible in the airport vicinity.

Significant weather is reported or apparent in the airport vicinity (e.g., TS, fog,

blowing dust, snow).

Restricted visibility is reported or apparent in the airport vicinity (e.g., haze, mist,

low sun angles).

To begin a published instrument approach, satisfy all of the following:

Appropriate equipment is aboard and functional for the type of approach flown.


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The latest reported controlling visibility is at, or above, the minimums authorized for

the operation being conducted.

ATC clears the aircraft for the approach. When cleared for an approach, do not

descend below the last assigned altitude until established on a published segment of

the approach. Do not accept an approach clearance unless an approach briefing for

that approach has been completed.

Tune and identify the appropriate navigation receivers for theapproach.

NOTE:

The requirement to tune and identify navaids can be satisfied by confirming that the tuned

navaid frequency is replaced by the correct alphabetical identifier on the PFD/ND or by aurally

identifying the navaid.

Derived Decision Altitude

A Derived Decision Altitude (DDA) is calculated by adding 50 ft to the authorized MDA altitude.

There is no level-off at a DDA. During an approach and upon reaching the DDA, a go-around

must be executed unless sufficient visual references exist and can be maintained for landing.

Refer to the Descent Below DA/DDA/MDA for additional information.

The aircraft-demonstrated altitude loss during a go-around is never more than 50 ft. This

ensures the aircraft does not descend below the MDA if a missed approach is initiated at the

DDA.

DDAs are used for the following non-circle-to-land approaches with MDA minima:

Non-precision approaches based on ground-based navaids (e.g., LOC, VOR) using the

Vertical Speed profile.

RNAV (GPS) approaches to LNAV-only MDA minima.

During a go-around, maintain the lateral approach path to the MAP prior to commencing any

direction change specified in the published missed approach procedure.

LOOK SEE Criteria

Once established on the Final Approach Segment (FAS), you may continue the approach to

minimums even if the controlling visibility (prevailing or RVR) is reported below the minimum

required for the approach provided the following:

The approach is started with weather at, or above, approach minimums.

The aircraft is on the FAS.


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The visibility is subsequently reported below minimums.

ILS FAS

The ILS FAS begins when the aircraft is established on localizer and glideslope at the published

GSIA. When vectored at an altitude below the GSIA, the FAS begins when the aircraft is

established on localizer and glideslope at the vector altitude. When on the ILS FAS, an approach

may be continued to the DA even if a controlling RVR is reported to be below minima.

RNAV or Non-Precision FAS

The RNAV or non-precision FAS begins at any of the following, as applicable:

At the depicted FAF.

At a point where the procedure turn intercepts the final approach course inbound, if the

FAF is not depicted.

Descent Below DA/DDA/MDA

Do not continue an approach below DA, DDA, or MDA unless the following conditions are

satisfied:

(All Approaches) The aircraft is continuously in a position from which a descent to a

landing on the intended runway can be made at a normal rate of descent using normal

maneuvers, and where that descent rate will allow touchdown to occur within the

touchdown zone.

Do not descend below MDA until the aircraft has reached the visual descent point, if

published, except where a descent to the runway cannot be made using normal

procedures or rates of descent if descent is delayed until reaching that point.

(CAT I) Flight visibility is not less than the visibility published on the standard instrument

approach procedure being used. Flight visibility is the forward visibility from the flight

deck as assessed by the Crew at DA,DDA, or MDA.

At least one of the following sufficient visual references (as applicable) is distinctly

visible and identifiable:

Approach lighting system, except that the pilot may not descend below 100 ft above

the TDZE using the approach lights as a reference unless the red terminating bars or the

red side row bars are also distinctly visible and identifiable.

Threshold


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Threshold markings

Threshold lights

Runway end identifier lights

Visual approach slope indicator

Touchdown zone or touchdown zone markings

Touchdown zone lights

Runway or runway markings (CAT I only)

Runway lights (CAT I only)

Landing

Normal Landing

Do not make unnecessary changes to flightdeck systems below 1000 feet.

The intention is for Pilots to remain focused on flying/monitoring the aircraft. Do not perform

discretionary tasks such as cancelling RA lights, making FMC changes, or presetting ATC ground

control frequencies. Essential changes are permitted (for example, operating windshield

wipers).

Maintain any gust correction to touchdown. Bleed off any steady wind correction as the aircraft

approaches touchdown.

Touch down between 1000 and 1500 feet from the landing threshold on centerline.

Keep the aircraft in trim while on final. Avoid rapid control column movements, pumping, or

trimming in the flare. These actions could increase the chances for a tailstrike.


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If touchdown occurs beyond 1500 feet, the ability to stop on the remaining runway may be

compromised. The situation becomes more critical on shorter runways, and in some cases, a

go-around may be the better option. A go-around is possible until the thrust reverser levers are

raised.

Avoid touching down with thrust above idle.

At touchdown, verify that the automatic speedbrakes deploy.

- If the automatic speedbrakes do not deploy, deploy them manually.

- Verify speed brake deployment. Call out any failure to deploy.

Warning: Speed brake deployment is required to achieve the computed stopping margin. On

initial landing roll, braking effectiveness is reduced by as much as 60 percent without speed

brake deployment. Speed brakes increase aerodynamic drag and the effective weight on the

landing gear.

Immediately fly the nose wheel to the runway by relaxing aft control pressure. Do not attempt

to hold the nose wheel off the runway. Holding the nose up after touchdown for aerodynamic

braking is not an effective or authorized braking technique.

Caution:

Do not use full forward control column pressure because this may exceed nose gear structural

limits.

Initiate Reverse Thrust

While flying the nose wheel to the runway, raise the reverse thrust levers to the reverse idle

interlocks. After the interlocks release, continue to raise the levers to detent 2. Initiating

reverse thrust at touchdown is an important factor in achieving proper deceleration

performance and minimizing brake temperatures.

Warning:

Steady aft pressure must be held at the reverse idle interlock until reverser sleeve translation

allows interlock release.

Notes:


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Stopping margin computations are based on selecting reverse thrust within 2 seconds

after touchdown and attaining the planned reverse thrust level within 8 seconds after

touchdown.

Verify thrust reverser actuation. Call out any failure to deploy by

stating, “Reverser.”

Auto Brake Landing

After landing, confirm speed brake and thrust reverser deployment, and monitor the AUTO

BRAKE DISARM light until it illuminates. When the AUTO BRAKE DISARM light illuminates, call,

“Auto brake disarm.”

Warning:

Illumination of the AUTO BRAKE DISARM light at touchdown or prior to manual wheel braking

indicates a system malfunction. If the AUTO BRAKE DISARM light illuminates prior to manual

braking, the pilot must immediately begin manual braking to achieve the required deceleration.

Transition to manual braking at an appropriate speed.

The intent of using the auto brake system for landing is to let the system automatically brake

the aircraft to an appropriate speed, not to override the system shortly after touchdown. Auto

brakes relieve the Pilot’s workload by automatically initiating wheel braking at touchdown and

maintaining an appropriate deceleration rate throughout the landing roll. This allows the PF to

concentrate on speed brake, reverse thrust application, directional control, and overall

performance. Once the landing roll is stabilized, transition to manual brakes by overriding the

auto brake system. The speed at which this transition is accomplished will vary with runway and

environmental conditions. With adverse conditions, transition at a slower speed. At the

appropriate speed, apply and maintain brake pedal pressure to override the auto brake system.

Auto brake disarm is indicated by the illumination of the AUTO BRAKE DISARM light and

the PM’s “Auto Brake Disarm” callout. If the auto brakes do not disarm within 2 to 3 seconds,

apply increased pressure.

All Landings

Maintain awareness of the remaining runway stopping distance.

Night Considerations—For runways with standard centerline lighting, the centerline lights

alternate red and white starting at 3000 feet remaining and illuminate all red starting at 1000


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feet remaining. The runway edge lights for all runways illuminate amber starting at 2000 feet

remaining.

Note:

Anytime the ability to stop on the remaining runway becomes a concern, maximum

deceleration may be achieved by immediately applying maximum manual braking and

maximum reverse thrust. At 60 knots, gradually start reducing reverse thrust at a rate

commensurate with aircraft deceleration, attaining reverse idle by taxi speed. Pause

slightly at detent 1 (reverse idle), then stow the reversers.

Stowing the reversers after attaining reverse idle prevents a surge of forward thrust,

ensures a smooth stopping transition, and minimizes the need for additional brake application.

On DRY runways with a substantial stopping margin, it is not necessary to maintain

reverse thrust at detent 2 until 60 knots. After detent 2 is attained, stopping is assured,

and auto brakes are overridden, reverse thrust may be modulated to detent 1

(reverse idle) prior to 60 knots, and the reversers may be smoothly stowed at taxi speed.

Landing—Maintain the runway centerline until reaching taxi speed.

Exiting the Runway See appendix section for detailed flows HERE. (After Landing)

Anticipate reduced braking effectiveness when approaching the far end of the runway, which

may be slippery due to the presence of rubber deposits, deice fluids, oil deposits, an absence of

grooved pavement, and/or painted runway markings. Additionally, the presence of water,

slush, ice, or snow on the runway may further reduce braking action

CAUTION:

When these conditions are present, do not accept instructions from ATC to expedite to

the end of the runway. Maintain a safe taxi speed commensurate with actual runway conditions

and anticipated braking action at the end of the runway. Be aware that it is easy to

overestimate the cornering and braking ability of the aircraft while exiting a contaminated

runway. It may be necessary to slow to taxi speeds as low as 5 kt when preparing to exit the

runway.


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Avoid excessive braking or turning at higher speeds to make a turn-off taxiway. This often

results in excessive side force loading on the nose wheel and an uncomfortable experience for

the Passengers. The choice of an exit speed is dependent on conditions and taxiway

configuration (high-speed versus 90° turn-off).

Do not exceed normal braking to comply with an ATC request to exit at a specific taxiway.

Do not advance thrust to expedite exiting the runway. When directed by the tower controller,

change to ground control frequency. State the aircraft’s position, and obtain a taxi clearance.

The tower issues instructions, if required, to resolve potential conflicts with other ground traffic

prior to advising the Pilot to contact Ground Control.

Do not exit the landing runway onto another active runway unless authorized by ATC.

In the absence of ATC instructions, or unless procedurally directed otherwise, taxi clear of the

landing runway by clearing the hold position marking associated with the landing runway.

Use this procedure, even if it requires the aircraft to protrude into or cross a taxiway, runway,

or ramp area. This does not authorize an aircraft to cross a subsequent taxiway, runway, or

ramp after clearing the landing runway.

The ATC procedure states that the aircraft that is exiting or crossing a runway is considered to

be “clear” when all parts of that aircraft are beyond the runway side stripe marking and there is

no ATC restriction to continuing movement beyond the applicable hold position marking.

If instructions have not been received from ATC, stop the aircraft after clearing the runway. ATC

must assign a taxi clearance before the aircraft can proceed to the gate. The priority is for the

Captain to monitor ATC until safely parked at the gate.

Any time after the flight deck clears the runway side stripe marking, call, “Flaps up.”

The first priority is obtaining a taxi clearance.


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Taxiing to the Gate

Do not engage in clean-up tasks (e.g., putting charts away or filling out the aircraft logbook) or

next-flight preparation (e.g., FMC programming).

Ensure Airport Taxi Diagram is in plain view.

Plain view is defined as being open and accessible for immediate reference.

The intended locations are the yoke clip or the sliding window clip.

Direct attention outside during taxi except for momentary flightdeck crosschecks.

Taxi the aircraft smoothly with minimum power.

Shut down the #2 engine, conditions permitting.

Operate both engines at or near idle power for three minutes for engine and accessory cooling

unless taxi to the gate requires less time.

Damage to fuel nozzles, turbine blades, and hot sections of the engine negates fuel savings with

premature shutdown. When taxiing to a gate in close proximity to the landing runway, the

engines must be operated at idle for a minimum of one minute.

Shut down the #2 engine when the following are satisfied:

Idle thrust cooling time limits are satisfied.

NOTE:

It is operationally acceptable to operate on a single electrical power source from engine

shutdown until selecting ground power.

WARNING:

Excessive use of power on one engine may injure personnel or damage equipment.

When ramp conditions are contaminated or slippery, do not shut down either engine until

stopped at the gate.

Place APU on the busses, if ground power is not available .

Entering Safety Zone and Parking (GSX)

GSX equipped software:

Before taxiing to the gate open GSX and inform them of the intended gate to be parked at.

If any Ramp personnel signals to stop, immediately stop the aircraft.

Follow the lead-in line (J-line) approaching the gate. Do not enter the safety zone without a

Marshaller with wands positioned on the ramp to direct the aircraft to the gate.


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Operable lighted wands are required during inclement weather, in poor visibility, and at night.

Fluorescent-orange day wands are required for all other aircraft marshalling.

Do not enter the safety zone if the Marshaller is not using wands.

Engine Shutdown Flow

See Engine Shutdown flow in appendix section HERE.

Dispatch Procedures

Alternates

No person may list an airport as an alternate in the Dispatch Release unless the appropriate

weather reports or forecasts, or any combination thereof, indicate that the weather conditions

will be at or above the alternate weather minima specified in SWVA OpSpecs for that airport

when the flight arrives. This is specified in the Alternate Minimums section of this chapter.

Takeoff Alternate

A takeoff alternate is required and must be shown in the Dispatch Release when the weather

conditions at the departure airport are below non-HGS CAT I landing minimums.

NOTE:

Takeoff alternate weather requirements are the same for a landing alternate.

NOTE:

The takeoff alternate must not be more than one hour from the departure airport at normal

cruising speed in still air with one engine inoperative (approximately 320 NM).

Alternate for Destination

An alternate airport is required if the destination airport’s weather reports or forecasts or any

combination of them indicate that for at least one hour before and one hour after the

estimated time of arrival at the destination, either of the following weather conditions exist:

The ceiling is less than 2,000 ft above the airport elevation.

The visibility is less than 3 miles.

Jason%20Files/Flows/Final_Flows_(22.12.11)/Final%20Flows%20(22.12.11)/13_Engine_Shutdown_Flow.pdf


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When the weather conditions forecast for both the destination and the alternate airport are

less than 600-ft ceiling and less than two miles visibility (defined as “marginal” weather), at

least one additional alternate must be designated.

No person may allow a flight to continue to an airport to which it has been dispatched or

released unless the weather conditions at an alternate airport that was specified in the

Dispatch Release are forecast to be at or above the alternate minimums at the time the aircraft

would arrive at the alternate airport, in accordance with 14 CFR Part 121.631(b). However, the

Dispatch Release may be amended en route to include any alternate airport that is within the

fuel range of the aircraft as specified in 14 CFR Parts 121.639 through 121.647. When a flight is

released without an alternate airport and, once airborne, the destination weather deteriorates

to the point that an alternate airport would have been required on the original release, the

flight may continue to the destination provided the VP develop a safe contingency plan to be

implemented in the event the aircraft is unable to land at the intended destination. The VP

must continuously monitor the destination weather reports for observable trends.

Pilots will derive alternate airport weather minimums from the following table.


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