Required Memory Items

Question 1

Aborted Engine Start L, R

Answer 1

1 FUEL CONTROL switch (affected side) . . . . .
. . . . . . . . . . CUTOFF

Question 2

Dual Eng Fail/Eng Stall

Answer 2

1 FUEL CONTROL switches (both) . . .
. . . . . . . . . . . . . . . . . . . .CUTOFF, then RUN

2 RAM AIR TURBINE switch. . .
. . . . . . . . . . . . . . . . . . . .Push and hold for 1 second

Question 3

[] ENG AUTOSTART L, R

Answer 3

1 FUEL CONTROL switch (affected side) . . .
. .Confirm . . . . . . . . CUTOFF

Question 4

[] ENG LIMIT EXCEED L, R

Answer 4

1 A/T ARM switch (affected side) . . . .
Confirm. . . . . . . . . . . . OFF

2 Thrust lever (affected side) .
. . . Confirm. . . .
. . Retard until ENG LIMIT EXCEED message blanks OR
the thrust lever is at idle

Question 5

[] ENG SURGE L, R

Answer 5

1 A/T ARM switch (affected side) . . . .
. . .Confirm. . . . . . . . . . . . OFF
2 Thrust lever (affected side) . .
. . Confirm. . . . . . Retard until the
ENG SURGE message blanks
OR
the thrust lever is at idle

Question 6

Eng Svr Damage/Sep L, R

Answer 6

1 A/T ARM switch (affected side) . .
. . Confirm. . . . . . . . . . . . OFF
2 Thrust lever (affected side) . .
. . Confirm. . . . . . . . . . . . Idle
3 FUEL CONTROL switch (affected side) . .
. . Confirm. . . . . . . . . . . . . CUTOFF
4 Engine fire switch (affected side) . .
. . Confirm. . . . . . . . . . . . Pull

Question 7

[] FIRE ENG L, R

Answer 7

1 (IF IN FLIGHT)
2 A/T ARM switch (affected side) . . .Confirm. . .OFF
3 Thrust lever (affected side) . . . . . .Confirm. . . . Idle
4 FUEL CONTROL switch (L,R). . .Confirm . .CUTOFF
5 Engine fire switch (L/R). . . . . .Confirm . . . . . . Pull
6 If the FIRE ENG message stays shown:
Engine fire switch (affected side) . . . . . . . . . . Rotate to the stop and hold for 1 second

Question 8

Smoke or Fire From Lithium Battery

Answer 8

1 If necessary transfer control to the flight crew member seated on the opposite side of the fire.

2 PA . .
. . . . . . . ..”BACKUP TO THE FLIGHT DECK, BACKUP TO THE FLIGHT DECK”

Question 9

Smoke, Fire or Fumes

Answer 9

1 Oxygen masks and smoke goggles . . . ON, 100%

2 Crew and cabin communications . . . . . Establish

Question 10

[] STABILIZER

Answer 10

1 STAB cutout switches (both). . . . . . . . . . CUTOUT

2 Do not exceed the current airspeed.

Question 11

[] AIRSPEED UNRELIABLE

Answer 11

1 Autopilot disconnect switch . . . . . . . . . . . . Push

2 A/T ARM switches (both) . . . . . . . . . . . . . . . OFF

3 F/D switches (both). . . . . . . . . . . . . . . . . . . OFF

4 Set the following gear up pitch attitude and thrust:
Flaps extended. . . . . . . . . . . 10° and 85% N1
Flaps up. . . . . . . . . . . . . . . . .4° and 70% N1

Question 12

Ground Incident.

Answer 12

-MAX Braking and Max Reverse until stopped…if Req’d
-Set Park Brake….If req’d
-Call for appropriate checklist
-If Immediate Evac NOT req’d… “REMAIN SEATED, REMAIN SEATED”
-If Urgent…..”IC F/A CALL/REPORT”
-If Evacuation IS req’d….”CHECKLIST PASSENGER EVACUATION L

Question 13

Rejected Takeoff
-_____ in ____ mode below ____ kts
-_____ not armed below _____ kts
-_____ will not ____ below ______ kts

Answer 13

Per I wills

-AT in THR REF (not HOLD) below 80 kts
-Auto brakes not armed below 85 kts
-Speedbrakes will not auto deploy below 85 Kts

Question 14

ENG Fire / Fail / Sevr Dmg after V1

Answer 14

Per I wills

Question 15

Rapid Depressurization

Answer 15

Per I wills

Question 16

Go Around
- Engine Out diffs

Answer 16

-Push the TO/GA switch and verify thrust increases.
….then call “GA Flaps 20 (or __)”
—-Select the Flaps as directed
-Verify rotation to GA Attitude;
—-Verify GA thrust set: adjust if needed; call “THRUST SET”;
—-est. def. climb call “POSITIVE RATE”
-GEAR UP
-200’ AP on
-400’ select/ensure LNAV or HDG SELECT
—-Verify Missed Approach ALT set
-Accel height BUG UP, call Flap retract
-Flaps UP, A/Speed FlUpManvrg Spd:
Select FLCH or VNAV
Verify CLB THRUST set
AFTER TAKEOFF CHECKLIST

Engine out:
-Flaps 20 ==> 5
-Flaps 25/30 ==> 20
-CON Thrust at the end of

Question 17

Low Energy Go Around

Answer 17

Use Go Around procedure
-Ground contact likely
-AT will not engage on ground
-FD GA Mode will not engage on Ground
-Press TO/GA Switch airborne
-Spoilers Auto Retract with Trust Levers past 70%
-NEVER GO AROUND AFTER REVERSE SELECTED

Question 18

Go Around Above Minimums

Answer 18

-MCP ALT…… CONFIRM / SET
(The MA altitude may not yet be set or ATC may assign an altitude other than the published MA altitude.)
-TO/GA SWITCH ……..PUSH
- “GO AROUND, FLAPS ___”
Normal Go-Around Procedures…… APPLY

Crews are expected to apply SOPs to the extent possible and then use good judgment

Question 19

Windshear Escape Maneuver
-Manual Flight

Answer 19

-Call “WINDSHEAR TOGA” and
-disconnect autopilot.
-Push either TO/GA switch.
-Aggressively apply maximum* thrust.
-Disconnect autothrottle(s).
-Simultaneously roll WINGS LEVEL and PITCH toward 15°.
-Retract speedbrakes.
-Follow flight director TO/GA guidance (if available).**

PM: Verify maximum thrust.
-Verify all required actions have been completed and call out any omissions.
-call out Speed, Altitude and any Terrain

-DO NOT change config
-WINGS LVL unless turn required
-DO NOT attempt to regain speed until WS no longer a factor

Question 20

Windshear Escape Maneuver
-Automatic Flight

Answer 20

-Call “WINDSHEAR TOGA”
-Push either TO/GA switch.
-Verify TO/GA Mode Annunciation
-Verify thrust to GA power.
-Disconnect autothrottle(s).
-Retract speedbrakes.
-Monitor system performance flight director TO/GA guidance.

PM: Verify maximum thrust.
-Verify all required actions have been completed and call out any omissions.
-call out Speed, Altitude and any Terrain

-DO NOT change config
-WINGS LVL unless turn required
-DO NOT attempt to regain speed until WS no longer a factor

Question 21

Windshear on Takeoff
-prior to V1
-after V1
-if V1 can’t be regained

Answer 21

Predictive windshear warning during take-off roll: (“WINDSHEAR AHEAD, WINDSHEAR AHEAD” aural)
• Prior to V1, reject take-off.
• After V1, Windshear Escape Maneuver.
• If windshear is encountered prior to V1, there may not be sufficient runway remaining to stop if an RTO is initiated at V1.
At VR, rotate at a normal rate toward a 15 deg pitch attitude. Once airborne, perform the Windshear Escape Maneuver.
• If windshear is encountered near the normal rotation speed and airspeed suddenly decreases, there may not be sufficient runway left to accelerate back to normal take-off speed. If there is insufficient runway left to stop, initiate a normal rotation at least 2000 ft before the end of the runway even if airspeed is low.
-Higher than normal attitudes may be required to lift off in the remaining runway.
-Ensure maximum thrust is set.

Question 22

Windshear Inflight, on Approach
-Aural Alert: _______
-response
-Aural Alert: _______ OR
Unacceptable Flight Path Deviations
-response
Unacceptable Deviations:
Speed
V/S
Pitch
G/S or G/P
Thrust

Answer 22

“GO-AROUND, WINDSHEAR AHEAD”
• perform Windshear Escape Maneuver or,
pilot’s discretion, perform a normal go-around.

• windshear warning (two-tone siren followed by “WINDSHEAR,WINDSHEAR,WINDSHEAR”) or • unacceptable flight path deviations:
• perform the Windshear Escape Maneuver.

Note: Unacceptable flight path deviations are recognized as uncontrolled changes from normal steady state flight conditions below 1000 ft AGL, in excess of any of the following:

• 15 kt indicated airspeed
• 500 fpm vertical speed
• 5 deg pitch attitude
• 1 dot displacement from the glideslope
• unusual thrust lever position for a significant period of time.

Question 23

Stall Recovery

Answer 23

-“STALL” and
-SMOOTHLY APPLY NOSE DOWN ELEVATOR
-to reduce the angle of attack until
buffet or stick shaker stops.
-For high thrust settings, it may be
necessary to reduce thrust.

When out of stall (stall indications have stopped):
-ROLL WINGS LEVEL*.
-INCREASE THRUST SMOOTHLY
Eng OUT: compensate with rudder.
-CHECK SPEEDBRAKES RETRACTED.
-MAINTAIN EXISTING GEAR AND FLAP CONFIGURATION.

Clear:
-Airspeed & Thrust
-Establish Pitch
-Re-establish Flight Path
-Lateral
-(check Altitude) Vertical
-AP
-AT

Question 24

Upset Recovery - Nose High

Answer 24

RECOGNIZE AND CONFIRM SITUATION
-AP OFF
-AT OFF
-SMOOTHLY APPLY NOSE DOWN ELEVATOR
-Apply APPROPRIATE trim nose down
-reduce thrust
-use bank to lower nose if required

When back to horizon
-wings level
-Airspeed & Thrust
-Establish Pitch
-Re-establish Flight Path
-Lateral
-(check Altitude) Vertical
-AP
-AT

Question 25

Upset Recovery - Nose Low

Answer 25

RECOGNIZE AND CONFIRM SITUATION -AP OFF -AT OFF -RECOVER FROM STALL if required -roll shortest direction to wings level -unload and roll if past 90 degrees -nose up elevator -trim up if required -Airspeed & Thrust -Establish Pitch -Re-establish Flight Path -Lateral -(check Altitude) Vertical -AP -AT

Question 26

GPWS Warning If Aural warning includes ____________ (3 Examples) Then:

Answer 26

“PULL UP”,“OBSTACLE OBSTACLE PULL UP” or “TERRAIN TERRAIN PULL UP” -“FIREWALL”. -Disengage autopilot. -Disconnect autothrottle(s). -Aggressively apply maximum* thrust. -Simultaneously roll wings level and rotate to an initial pitch attitude of 20°. -Retract speedbrakes. -If terrain remains a threat, continue rotation up to the pitch limit indicator or stick shaker or initial buffet. PM: -Assure maximum* thrust. -Verify all required actions have been completed and call out any omissions. PF: -Do not change gear or flap configuration until terrain separation is assured. -Monitor radio altimeter for sustained or increasing terrain separation. -When clear of the terrain, slowly decrease pitch attitude and accelerate. PM: -Monitor vertical speed and altitude (radio altitude for terrain clearance and barometric altitude for a minimum safe altitude). Call out any trend toward terrain contact.

Question 27

GPWS Caution -Procedure -Caution Examples

Answer 27

Correct the flight path or the airplane configuration. • CAUTION OBSTACLE • CAUTION TERRAIN • SINK RATE • TERRAIN • DON'T SINK • TOO LOW FLAPS • TOO LOW GEAR • TOO LOW TERRAIN • GLIDESLOPE • BANK ANGLE

Question 28

Upset Recovery if: Pitch Pitch Bank Or _________

Answer 28

• pitch attitude greater than 25° nose up • pitch attitude greater than 10° nose down • bank angle greater than 45° • within above parameters but flying at airspeeds inappropriate for the conditions.

Question 29

Traffic Avoidance TA: RA:

Answer 29

TA: -look for traffic reduce range -call out conflicting traffic -maneuver as needed RA: -AP OFF -AT OFF -smoothly pitch and thrust to follow the RA command (If CLB RA in Landing Config, MAX THR FLAP 20 POS RATE GEAR UP) -follow the lateral FltPlan unless traffic dictates otherwise

Question 30

Oceanic Diversion All Engine

Answer 30

-Initiate applicable drills and time critical checklists -Declare emergency and request clearance -Clearance Obtained? 👍👍 -Clearance unavailable: -Turn at least and offset as follows: -OCA 30° Right or Left 5 NM -China 30° Right 5 NM -Russia 30° Right 16.2 NM When established on the offset, +/- 500 ft. (Lights, Broadcast, CPDLC..)

Question 31

Oceanic Diversion - Engine Out

Answer 31

-Initiate applicable drills and time critical checklists -Declare emergency and request clearance -Clearance Obtained? 👍👍 -Clearance unavailable: -Turn at least and offset as follows: -OCA 30° Right or Left 5 NM -China 30° Right 5 NM -Russia 30° Right 16.2 NM -Minimize descent until established on the offset. -When established on offset, descend to below FL290 and maintain +/-500 ft. -AVOID 180 TURN OR DIVERSION TIL <290 (Lights, Broadcast, CPDLC..)

Question 32

[] CABIN ALTITUDE

Answer 32

-Don the oxygen masks. -Establish crew communications. -Check the cabin altitude and rate. -If the cabin altitude is uncontrollable -PASS OXYGEN sw . . . . . Push to ON and hold for 1 sec -Without delay, descend to the lowest safe altitude or 10,000 feet, whichever is higher. •Move the thrust levers to idle •Extend the speedbrakes •If structural integrity is in doubt, limit airspeed and avoid high maneuvering loads •otherwise Descend at Vmo/Mmo

Question 33

RAPID DEPRESSURIZATION DRILL

Answer 33

“RAPID DEPRESSURIZATION DRILL”. -don my oxygen mask and call: “CAPTAIN ON OXYGEN” (“FO ON OXYGEN”). -select the SEAT BELTS sign ON -PA : “ATTENTION - FLIGHT ATTENDANTS SECURE THE CABIN, PASSENGERS TAKE YOUR SEATS” FO:check Cabin Altitude and Rate, call “CABIN OK” or “CABIN UNCONTROLLABLE”. CA: If the cabin is uncontrollable I will call, “EMERGENCY DESCENT”: • Set the lowest safe altitude or 10,000 ft, whichever is higher • Initiate a turn if required • Select FLCH • Ensure the Thrust Levers are at idle • Extend the Speedbrakes • Set VMO/MMO in the speed window if appropriate FO: • Select the Pass Oxygen switch to ON • Ensure the SEAT BELTS sign is ON • Select the Landing Lights ON • Advise ATC • Squawk 7700 • If the IFE is selected off I will PA: “ATTENTION, PUT ON YOUR OXYGEN MASKS IMMEDIATELY” CA: I will call, “CHECKLIST, CABIN ALTITUDE” FO: I will silently read the checklist CA: At 2000 ft above target altitude I will reduce the airspeed, and At 1000 ft above, slowly retract the Speedbrakes FO: Once leveled off I will PA, “IN-CHARGE FLIGHT ATTENDANT CALL (OR REPORT TO) THE FLIGHT DECK”

Question 34

Engine Inoperative in Cruise / Driftdown

Answer 34

Request ENG OUT to be selected on the FMC ACT CRZ page. -On the FMC ACT CRZ page select ENG OUT. -Ensure VNAV engaged then -set the EO cruise altitude in the MCP altitude window and -call "EXECUTE" the EO D/D page. -Confirm that the thrust reference changes to CON and the autothrottle maintains MCT. Execute the FMS. -All Exterior lights......... ON -ATC............ADVISE Initiate turn with HDG/TRK SEL (if required). Call "CHECKLIST ENGINE FAILURE" -Read and action the Checklist The aircraft descends in VNAV using the VNAV SPD pitch mode. Once the descent rate has decreased to 300 fpm during drift down it is held constant by the FMC until altitude capture. At altitude capture confirm ENG OUT CRZ page is displayed. Maintain MCT and drift down altitude until the EO speed is established. Proceed to land at the nearest suitable airport.

Question 35

Flight Crew Incapacitation -Symptoms -Procedure

Answer 35

i. The flight crew member does not respond intelligently to two communications; or ii. The flight crew member does not respond to a single verbal challenge, and/or a significant deviation from the standard flight profile exists. i. assume control of the aircraft and ensure a safe flight profile is maintained; ii. The autopilot shall be engaged; and iii. request the flight attendants (or a flight deck jumpseat occupant) to assist. If a PA is required, Urgent shall be employed; and iv. When the aircraft is established at a safe altitude, in a safe configuration, the non-incapacitated flight crew member, with assistance, should: • Tilt the incapacitated flight crew member's seat back; and • Move the seat full aft and move the rudder pedals full forward; and • Move the incapacitated flight crew member's head back; and • Use the incapacitated flight crew member's shoulder harness as a restraint; and • When practicable, remove the incapacitated flight crew member from the seat and replace, if possible, with another flight crew member. v. If a crew incapacitation results in a non-normal crew complement at the controls for landing (i.e., there will not be a Captain in the left seat and a First Officer or right-seat qualified Captain in the right seat), the flight shall land at the nearest suitable airport.