737-800 by Ugur GEDİCİ

SunExpress

B737-800W Quick Reference Handbook QRH CHAPTERS 1.

NORMAL CHECKLIST

CHECKLIST INTRODUCTION

NON-NORMAL CHECKLIST

MANEUVERS

OPERATIONS

PERFORMANCE

PASSENGER EVACUATION

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QRH B737-800W RECORD OF REVISION

Rev12a

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RECORD OF REVISION

RECORD OF REVISION Rev No

Date

Remarks

Rev 01

01.03.2003

Rev 02

01.04.2004

Rev 03

Revision 03 is inserted according to Boeing 737-800 01.03.2005 Operations Manual Rev. 12 dated September 27, 2004.

Rev 04

Revision 04 is inserted according to Boeing 737-800 Operations Manual Rev. 13 dated March 28, 2005 and 01.05.2006 Operations Manual Rev. 14 dated September 29, 2005.

Rev 05

05 is inserted according to Boeing 737-800 01.05.2006 Revision Operations Manual Rev. 15 dated March 31, 2006.

Rev 06

Revision 06 is inserted according to Boeing 737-800 28.06.2006 FCOM Bulletin SNS-36 dated May 01, 2006.

Rev 07

Revision 07 is inserted according to Boeing 737-800 28.09.2006 Operations Manual Rev. 16 dated September 28, 2006.

Rev 07a

15.02.2007 Revision 07a is inserted due to TC-SUC redelivery.

Rev 08

Revision 08 is inserted according to Boeing 737-800 15.03.2007 Operations Manual Rev. 17 dated March 15, 2007.

Rev 09

20.07.2007 Revision 09 is inserted according to Boeing 737-800 Operations Manual Rev. 18 dated July 20, 2007.

Rev 10

Revision 10 is inserted according to Boeing 737-800 24.09.2007 Operations Manual Rev. 19 dated September 24, 2007.

Rev 11

25.01.2008 Revision 11 is inserted according to Boeing 737-800 Operations Manual Rev. 20 dated January 25, 2008.

Rev 11a

11a is inserted according to e-mail received 25.01.2008 Revision from Boeing dated May 10, 2008.

Rev 12

Revision 12 is inserted according to Boeing 737-800 18.09.2008 Operations Manual Rev. 21 dated May 15, 2008 and Rev. 22 dated September 18, 2008.

Rev 12a

12a is inserted due to TC-SNH and TC-SNI 20.01.2009 Revision have joined to fleet.

Revision 02 is inserted according to Boeing 737-800 Operations Manual Rev. 10 dated March 29, 2004.

January 20, 2009

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QRH B737-800W RECORD OF REVISION

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QRH B737-800W LIST OF EFF. PAGES

List of Effective Pages

NNC 1.18 Rev12a NNC 1.19 Rev 12 NNC 1.20 Rev 12

RECORD OF REVISION

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LIST OF EFF. PAGE

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LIST OF EFF. PAGE LEP.1 LEP.2

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NORMAL CHECKLIST NC.1 NC.2

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CHECKLIST INTRODUCTION CI 0.0 CI 1.1 CI 1.2 CI 2.1 CI 2.2 CI 2.3 CI 2.4 CI 2.5 CI 2.6

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INDEX OF NON-NORMAL CHECKLIST NNI.1 NNI.2 NNI.3 NNI.4 NNI.5 NNI.6

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SunExpress NNC 15.4 Rev12a MANEUVERS MAN.0 MAN.1 MAN.2 MAN.3 MAN.4 MAN.5 MAN.6 MAN.7 MAN.8 MAN.9 MAN.10 MAN.11 MAN.12 MAN.13 MAN.14

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OPERATIONS O.0 O.1 O.2 O.3 O.4 O.5 O.6 O.7 O.8 O.9 O.10 O.11 O.12 O.13 O.14 O.15 O.16

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PERFORMANCE PW.0 PW.1 PW.2 PW.3 PW.4 PW.5 PW.6 PW.7 PW.8 PW.9 PW.10 PW.11 PW.12 PW.13 PW.14 PW.15 PW.16 PW.17 PW.18 PW.19

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QRH B737-800W LIST OF EFF. PAGES

PW.20 PW.21 PW.22 PW.23 PW.24 PW.25 PW.26 PW.27 PW.28 PW.29 PW.30 PW.31 PW.32 PW.33 PW.34 PW.35 PW.36 PW.37 PW.38 PW.39 PW.40 PW.41 PW.42 PW.43 PW.44 PW.45 PW.46 PW.47 PW.48 PW.49 PW.50 PW.51 PW.52 PW.53 PW.54

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EVACUATION BC.1 BC.2

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QRH B737-800W NORMAL CHECKLIST

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NORMAL CHECKLIST

B 737 - 800W NORMAL CHECKLIST COCKPIT CHECK COMPLETE

BEFORE START

Gear Pins............................................REMOVED

1/2

Packs....................................................... OFF

Pitot/Static .......................................... CHECKED

1/2

Anti-Collision Lt ....................................... ON

Light Test....................................... PERFORMED

Parking Brake ...........................................___

Oxygen & Masks.........................TESTED, 100%

Transponder ..............................AS NEEDED

NAV XFR & DSPL Sw’s......... AUTO & NORMAL

Handy ...................................................... OFF

Fuel .............................. ___KGS, ___PUMPS ON

Emergency Exit Lts ................................ARMED

Passenger Signs...................................... ON/ON

Electric .....................................................SET

Window Heat ...................................................ON

Probe Heat ................................................ ON

Hydraulics ............................................ NORMAL

Anti-Ice ......................................................___

Stall Warning ...................................... CHECKED

Cabin Control ..........................................SET

Cabin Control................................................ SET

ENG Start Switches............................. CONT

Autopilots .....................................DISENGAGED

APU.............................................AS NEEDED

Instruments .................................................... ___

N1, Speed Bugs...............................___ , ___

Altimeters .............................................. ___ , ___

Start Levers ............................ IDLE DETENT

Auto Brake ................................................... RTO

Recall.............................................CHECKED

FMC................................................................ SET

AFTER START 1

Speed Brake.............................. DOWN DETENT

Trim Cutout Switches.......................... NORMAL

Fuel Pumps................................AS NEEDED

PARKING

Fire Warning....................................... CHECKED

Window Heat........................................... OFF

WXR Mode.....................................................OFF

Probe Heat .............................................. OFF

Radios............................................................ SET

Anti-Ice .................................................... OFF

Anti-Collision Light ................................ OFF

Start Switches ........................................ OFF

Gear Pins............................................REMOVED

1/2

Landing Lights ....................................... OFF

Pitot/Static .......................................... CHECKED

1/2

Flaps................................... UP, LIGHTS OUT

Fuel .............................. ___KGS, ___PUMPS ON

Speed Brake ........................DOWN DETENT

COCKPIT CHECK REDUCED

Passenger Signs...................................... ON/ON

Start Levers ..................................... CUTOFF

Window Heat ...................................................ON

Parking Brake ...........................................___

Hydraulics ............................................ NORMAL

WXR Mode .............................................. OFF

Cabin Control................................................ SET

Transponder ........................................... OFF

Instruments .................................................... ___

Altimeters .............................................. ___ , ___

Auto Brake ................................................... RTO

IRS Mode Selectors................................ OFF

FMC................................................................ SET

Fuel Pumps...............................................___

Speed Brake.............................. DOWN DETENT

Galley Power (SUL/M/O/U/V/Y).............. OFF

Radios............................................................ SET

CAB/UTIL Power Switch (TC-SUG/H/I/J/Z/NE/NF/NG/NH/NI) ........ OFF

IFE/PASS Seat Power Switch (TC-SUG/H/I/J/Z/NE/NF/NG/NH/NI) ........ OFF

Emergency Exit Lts................................ OFF

Elec Hyd Pumps ..................................... OFF

Packs....................................................... OFF

APU/Battery ..............................................___

LEAVING AIRPLANE

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QRH B737-800W NORMAL CHECKLIST

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POWER PLANT

Exterior De-Icing with Engines Operating

(Part B, Vol 1, Ch.2.2.)

Starting with Ground Air Source (AC Electrical Power Available) WARNING:

With Engines Operating

With towing system connected, make sure that nose gear steering pin is inserted!

When cleared to start:

Flaps ........................................................................................... UP

Prevents ice and slush from accumulating in flap cavities. Thrust levers............................................................................. Idle

APU Bleed Air Switch ...................................................................... OFF

Reduces the possibility of injury to personnel at inlet or exhaust areas.

Engine No.1 Start ............................................................ ACCOMPLISH Use normal start procedure.

Stabilizer trim....................................... FULL APL NOSE DOWN 1 Set stabilizer to the APL NOSE DOWN limit to prevent deicing fluid and slush run-off from entering the stabilizer balance panel cavity. Trim the airplane to the electrical APL NOSE DOWN limit. Then continue trimming manually to the manual APL NOSE DOWN limit. To avoid personal injury, ensure that the stabilizer trim wheel handle is stowed prior to using electric trim.

WARNING:

To minimize the hazard to ground personnel, the external air should be disconnected, and Engine No.2 started using the Engine Crossbleed Start procedure.

After Engine No.1 is stabilized at idle: Ground Air Source .......................................................... DISCONNECT

If push back is required: Generator No.1 Switch.......................................................................ON

Engine Crossbleed Start Procedure.............................. ACCOMPLISH

Engine Crossbleed Start Note:

Not recommended during pushback (with power setting above idle use extreme caution for slippery apron and possible light push back truck). If difficulties are experienced with APU air or an external air source with one engine running, a crossbleed start can be made. Prior to using this procedure, ensure that the area to the rear is clear. Increase thrust on the operating engine until there is a minimum of 30 PSI duct pressure and use this air source to start the remaining engine.

Engine Anti-Ice Switches .........................................................ON

Air Conditioning Pack Switches ............................................ OFF

Engine Bleed Air Switches..................................................... OFF

APU Bleed Air Switch ............................................................. OFF 1 De-/anti-icing fluids may ingested and contaminate the air conditioning system with fume.

Engine Bleed air Switches ................................................................ ON

APU............................................................................. AS NEEDED 1 If a fixed de-icing facility is used APU has to be switched off. With APU operating, ingestion of de-/anti-icing fluid will cause objectionable fumes and odors to enter the airplane. This may also cause erratic operation or damage to the APU. After completion of exterior de-icing: Run engines for at least 60 sec at idle.

APU Bleed air Switch....................................................................... OFF

Engine Bleed Air Switches....................................... AS NEEDED

Pack Switches .................................................................................. OFF

Isolation Valve Switch...................................................................AUTO Ensures pneumatic air supply for engine start.

Stabilizer trim................................................................... ___Units Verify stabilizer trim is set for take off.

After Start Items................................................................ Perform This ensures reconfiguration of airplane systems.

Thrust lever (Operating Engine) ...............................ADVANCE UNTIL PNEUMATIC DUCT PRESSURE INDICATES 30 PSI

After Start Checklist ............................................................. READ

Non-Operating Engine ................................................................ START 1 Use normal start procedures with cross bleed air. After starter cutout, adjust thrust on both engines, as required. HEAD WIND

CROSS WIND

TAILWIND

20 kt

10 kt

25 kt

15 kt

10 kt

CAT I (RVR<800 m) CAT II CAT III

25 kt

Go-around %N1 Based on engine bleed for packs on, engine and wing anti-ice on or off

10 kt

Recommended XWind Limitation

Various Runway Contitons

Measured/ Calculated Coefficient

Estimated Braking Action

Code

30 kts

Dry

0.4 & Above

Good

25 kts

Wet

0.39 to 0.36

Medium to Good

20 kts

Snow-No Melting

0.35 to 0.30

Medium

15 kts

Standing Water-Slush

0.29 to 0.26

Medium to Poor

10 kts

Ice-No Melting

Takeoff not allowed Landing not recommended

0.25 & Below

AIRPORT OAT °F 134 125 116 108 99 90 81 72 63 54 45 36 27 18 9 1 -8 -17 -26 -35 -44 -53 -62

°C 57 52 47 42 37 32 27 22 17 12 7 2 -3 -8 -13 -17 -22 -27 -32 -37 -42 -47 -52

TAT (°C) 60 55 50 45 40 35 30 25 20 15 10 5 0 -5 -10 -15 -20 -25 -30 -35 -40 -45 -50

AIRPORT PRESSURE ALTITUDE (FT) -2000 95.0 95.9 96.6 97.4 98.0 98.1 97.3 96.6 95.8 95.0 94.2 93.4 92.6 91.8 91.0 90.2 89.3 88.5 87.6 86.8 85.9 85.0 84.1

0 96.2 96.7 97.6 98.4 99.1 99.9 99.8 99.1 98.3 97.5 96.8 96.0 95.2 94.4 93.6 92.8 92.0 91.1 90.3 89.4 88.6 87.7 86.8

1000 96.8 96.6 97.8 98.5 99.2 100.0 100.4 99.7 98.9 98.1 97.4 96.6 95.8 95.0 94.2 93.4 92.6 91.8 90.9 90.1 89.2 88.4 87.5

2000

3000

4000

5000

6000

7000

8000

9000 10000

96.8 97.8 98.6 99.3 100.1 100.7 100.2 99.5 98.7 98.0 97.2 96.4 95.6 94.8 94.0 93.2 92.4 91.6 90.7 89.9 89.0 88.2

97.5 97.7 98.7 99.4 100.1 100.7 100.6 99.8 99.1 98.3 97.6 96.8 96.0 95.2 94.4 93.6 92.8 92.0 91.1 90.3 89.4 88.6

97.5 98.8 99.5 100.3 100.7 100.9 100.2 99.4 98.7 97.9 97.2 96.4 95.6 94.8 94.0 93.2 92.4 91.6 90.7 89.9 89.0

98.2 98.7 99.6 100.3 100.7 100.9 100.5 99.8 99.0 98.3 97.5 96.8 96.0 95.2 94.4 93.6 92.8 92.0 91.2 90.3 89.5

98.8 98.5 99.5 100.2 100.7 100.9 100.9 100.1 99.4 98.7 97.9 97.2 96.4 95.6 94.8 94.0 93.3 92.4 91.6 90.8 90.0

98.5 99.1 99.9 100.6 100.9 101.0 100.5 99.8 99.0 98.3 97.5 96.8 96.0 95.2 94.4 93.6 92.8 92.0 91.2 90.3

99.0 98.9 99.6 100.4 100.9 101.1 100.9 100.2 99.4 98.7 97.9 97.1 96.4 95.6 94.8 94.0 93.2 92.4 91.5 90.7

98.8 99.6 100.4 100.9 101.0 101.3 100.5 99.8 99.0 98.3 97.5 96.7 95.9 95.1 94.3 93.5 92.7 91.9 91.0

PRESSURE ALTITUDE (FT) 3000 4000 5000 6000 7000 0.8 0.9 0.9 0.9 0.9 -0.1 -0.1 -0.1 -0.1 -0.1

8000 0.9 -0.1

9000 10000 0.9 0.9 -0.1 -0.1

99.1 99.5 100.3 100.8 101.0 101.2 100.9 100.2 99.4 98.6 97.9 97.1 96.3 95.5 94.7 93.9 93.0 92.2 91.4

%N1 Adjustments for Engine Bleeds

Poor

Melting Ice/Snow

BLEED CONFIGURATION PACKS OFF A/C HIGH

-2000 0.7 -0.1

0 0.8 -0.1

1000 0.8 -0.1

2000 0.8 -0.1

WIND COMPONENT 15 Knots

20 Knots

25 Knots

30 Knots

35 Knots

40 Knots

45 Knots

50 Knots

55 Knots

HC CW HC CW HC CW HC CW HC CW HC CW HC CW HC CW HC CW

10° 20° 30° 40° 50° 60° 70° 80° 90°

15 14 13 11 10 8 5 3 0

3 5 7 10 11 13 14 15 15

20 19 17 15 13 10 7 4 0

4 7 10 13 15 17 19 20 20

25 23 22 19 16 13 9 4 0

4 8 13 16 19 22 23 25 25

30 28 26 23 19 15 10 5 0

5 10 15 19 23 26 28 30 30

* Black shaded areas are out of limits for dry runway.

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34 33 30 27 22 18 12 6 0

6 12 18 22 27 30 33 34 35

39 38 35 31 26 20 14 7 0

7 14 20 26 31 35 38 39 40

44 42 39 34 29 23 15 8 0

8 15 23 29 34 39 42 44 45

49 47 43 38 32 25 17 9 0

9 17 25 32 38 43 47 49 50

54 52 48 42 35 28 19 10 0

10 19 28 35 42 48 52 54 55

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QRH B737-800W Checklist Introduction

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CHECKLIST INTRODUCTION

CHECKLIST INTRODUCTION Table of Contents Normal Checklists.......................................................................... CI 1.1 Introduction.................................................................................. CI 1.1 Normal Checklist Operation ........................................................ CI 1.1 Checklist Content ........................................................................ CI 1.2 Checklist Construction................................................................. CI 1.2 Non-Normal Checklists ................................................................. CI 2.1 Introduction.................................................................................. CI 2.1 Non-Normal Checklist Operation................................................. CI 2.2 Non-Normal Checklist Use .......................................................... CI 2.3 Initiation of Procedure ................................................................. CI 2.5 Reading ....................................................................................... CI 2.5

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Normal Checklists Introduction This introduction gives guidelines for use of the Normal Checklist (NC). The NC is organized by phase of flight. The NC is used to verify that critical items have been done.

Normal Checklist Operation Normal checklists are used after doing all respective procedural items. The following table shows which pilot calls for the checklist and which pilot reads the checklist. Both pilots visually verify that each item is in the needed configuration or that the step is done. The far right column shows which pilot gives the response. This is different than the normal procedures where the far right column can show which pilot does the step. Checklist / Items

Call

Read

Verify

Respond

COCKPIT CHECK C/R

Captain

F/O

Both

Area of responsibility

BEFORE START

Captain

F/O

Both

Area of responsibility

AFTER START

Captain

F/O

Both

Area of responsibility

TAXI

Captain

F/O

Both

Area of responsibility

BEFORE TAKEOFF

Both

AFTER TAKEOFF

Both

APPROACH

Both

Area of responsibility

FINAL

Both

Area of responsibility

AFTER LANDING

Captain

Both

PARKING

Captain

F/O

Both

Captain

LEAVING AIRPLANE

Captain

F/O

Both

Captain

If the airplane configuration does not agree with the needed configuration: •

stop the checklist

•

complete the respective procedure steps

•

continue the checklist

If it becomes apparent that an entire procedure was not done: •

stop the checklist

•

complete the entire procedure

•

do the checklist from the start

Try to do checklists before or after high work load times. The crew may need to stop a checklist for a short time to do other tasks, do the checklist from the start. If the checklist is stopped for a long time, also do the checklist from the start. After completion of each checklist, the pilot reading the checklist calls, “________ CHECKLIST COMPLETED.”

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Checklist Content The checklist has the minimum items needed to operate the airplane safely. Normal checklists have items that meet any of the following criteria: •

items essential to safety of flight that are not monitored by an alerting system, or

•

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 alerting system fails, or

•

needed to meet regulatory requirements, or

•

items needed to maintain fleet commonality between the 737 and 757, or

•

items that enhance safety of flight and are not monitored by an alerting system (for example autobrakes) or

•

during parking and leaving airplane, items that could result in injury to personnel or damage to equipment if not done.

Checklist Construction When a checklist challenge does not end with “switch or lever”, then the challenge refers to system status. For example, “Landing Gear...Down”, refers to the status of the landing gear, not just the position of the lever. When a checklist challenge ends with “switch or lever”, then the challenge refers to the position of the switch or lever. For example, “Engine start levers...CUTOFF” refers to the position of the levers.

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Non-Normal Checklists Introduction The Non-Normal Checklists chapter contains checklists used by the flight crew to manage non-normal situations. The checklists are grouped in sections which match the system description chapters in Volume 5. Most checklists correspond to a light, alert or other indication. In most cases, the MASTER CAUTION and systerm annunciator lights also illuminate to indicate the non-normalcondition. These lights, alerts and other indications are the cues to select and do the associated checklist. All checklist have condition statements. The condition statement briefly describes the situation that caused the light, alert or other indication. Unannunciated checklists also have condition understanding the reason for the checklist.

statements

help

Checklist without a light, alert or other indication (such as Ditching) are called unannunciated checklists. Most unannunciated checklists are in the associated system section. For example, Engine Fuel Leak is in the Fuel section of the NonNormal Checklists. Some checklists have objective statements. The objective statement briefly describes the expected result of doing the checklist or briefly describes the reason for steps in the checklist. A condition statement is given for all non-normal checklists. The condition statement briefly describes the condition which caused the Master Caution to illuminate. Unannunciated checklists also have condition statements to help in understanding the reason for the checklist. Checklists can have both Memory and Read and Do items. Memory items are critical steps that must be done from memory and are placed within a box. Read and Do items are actions to be done while reading the checklist. In the Table of Contents for each non-normal checklist section, the titles of checklists containing memory items are printed in bold type. Some checklists have additional information at the end of the checklist. The additional information provides data the crew may wish to consider. The additional information does not need to be read. Some non- normal procedures contain actions, which are non-reversible or lead to imminent danger when performed in wrong manner. These actions must be Monitored and only be performed when monitoring is confirmed. Both pilots must agree before moving critical controls in flight, such as •

the thrust lever of a failed engine

•

an engine start lever

•

an engine, APU or cargo fire switch

•

a generator drive disconnect switch

•

a flight control or spoiler switch

This does not apply to the LOSS OF THRUST ON BOTH ENGINES checklist. Also monitored items on NNC are written as “.......confirm.......”. Some amplified information is included in brackets [ ] in the printed non–normal checklist when the reason for an item is not obvious.

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Non-Normal Checklist Operation Non–normal checklists start with steps to correct the situation. If needed Information for planning, the rest of the flight is included. When special items are needed to configure the airplane for landing, the items are included in the NORMAL CHECKLIST INTEGRATED of the checklist. Flight patterns for some non–normal situations are located in the Volume 1, Chapter 2.3, Sub Chap.3, Non-Normal Operations and show the sequence of configuration changes. While every attempt is made to supply needed non–normal checklists, it is not possible to develop checklists for all conceivable situations. In some smoke, fire or fumes situations the flight crew may need to move between the Smoke, Fire or Fumes checklists and the Smoke or Fumes Removal checklist. In some multiple failure situations, the flight crew may need to combine the elements of more than one checklist. In all situations, the captain must assess the situation and use good judgment to determine the safest course of action. There are some situations where the flight crew must land at the nearest suitable airport. These situations include, but are not limited to, conditions where: • the non–normal checklist includes the item “Plan to land at the nearest suitable airport” • fire or smoke continues • only one AC power source remains (engine or APU generator) • only one hydraulic system remains (the standby system is considered a hydraulic system) • any other situation determined by the flight crew to have a significant adverse effect on safety if the flight is continued. It must be stressed that for smoke that continues or a fire that cannot be positively confirmed to be completely extinguished, the earliest possible descent, landing, and evacuation must be done. If a Smoke, Fire or Fumes situation becomes uncontrollable, the flight crew should consider an immediate landing, immediate landing implies immediate diversion to a runway. However, if the Smoke, Fire or Fumes situation is severe enough, the flight crew should consider an overweight landing, a tailwind landing, an off-airport landing, or a ditching. Checklists directing an engine shutdown must be evaluated by the captain to determine whether an actual shutdown or operation at reduced thrust is the safest course of action. Consideration must be given to probable effects of running the engine at reduced thrust. There are no non-normal checklists for the loss of an engine indication or automatic display of the secondary engine indications. Continue normal engine operation unless a limit is exceeded. Non-normal checklists also assume: • During engine start and before takeoff, the associated non-normal checklist is done if a non-normal situation is identified. After completion of the checklist, the Dispatch Deviation Guide or operator equivalent is consulted to determine if Minimum Equipment List relief is available. Note 1: The provisions of the MEL are applicable until the airplane commences the flight. Note 2: Failures occurring between “Off Blocks” and “Brake Release” shall be carefully assessed by the flight crew taking into account the MEL and all other relevant factors related to the intended flight. • System controls are in the normal configuration for the phase of flight before the start of the non–normal checklists. • If the MASTER CAUTION and system annunciator lights illuminate, all related amber lights are reviewed to assist in recognizing the cause(s) of the alert. • Aural alerts are silenced and the master caution system is reset by the flight crew as soon as the cause of the alert is recognized. May 15, 2008

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QRH B737-800W Checklist Introduction

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Pg.CI 2.3

•

The EMERGENCY position of the oxygen regulator is used when needed to supply positive pressure in the masks and goggles to remove contaminants. The 100% position of the oxygen regulator is used when positive pressure is not needed, but contamination of flight deck air exists. The NORMAL position of the oxygen regulator is used if prolonged use is needed and the situation allows. Normal boom microphone operation is restored when oxygen is no longer in use. • Indicator lights are tested to verify suspected faults • In flight, reset of a tripped circuit breaker is not recommended unless directed by a non-normal checklist. However, a tripped circuit breaker may be reset once, after a short cooling period (approximately 2 minutes), if in the judgment of the captain, the situation resulting from the circuit breaker trip has a significant adverse effect on safety. On the ground, flight crew reset of a tripped circuit breaker should only be done after maintenance has determined that it is safe to reset the circuit breaker. • Flight crew cycling (pulling and resetting) of circuit breakers to clear a nonnormal situations is not recommended, unless directed by a non-normal checklist. • Resetting FUEL SYSTEM circuit brakers is prohibited. After engine start and before takeoff, illumination of a red warning light, an amber caution light, an alert or other indication requires completion of the associated checklist. In certain cases, amber system monitor lights illuminate during MASTER CAUTION recall to inform the flight crew of the failure of one element in a system with redundant elements. If system operation is maintained by a second element, the amber system monitor light will extinguish when MASTER CAUTION is reset. In these situations, the amber light alerts the flight crew that normal system operation will be affected if another element fails. If an amber light illuminates during MASTER CAUTION recall, but extinguishes after MASTER CAUTION reset, completion of the associated checklist is not required.

Non-Normal Checklist Use If a checklist or a step in a checklist is not applicable to all airplanes, airplane effectivity information is included in the checklist. Airplane effectivity is listed by airplane registry number. If a checklist is applicable to some but not all airplanes, airplane effectivity is centered below the checklist title. If a step in a checklist is applicable to some but not all airplanes, airplane effectivity is included above the step. If a checklist or a step in a checklist is applicable to all airplanes, airplane effectivity information is not included. Non–normal checklist use starts when the airplane flight path and configuration are correctly established. Only a few situations need an immediate response (such as CABIN ALTITUDE WARNING or Rapid Depressurization). Usually, time is available to assess the situation before corrective action is started. All actions must then be coordinated under the captain's supervision and done in a deliberate, systematic manner. Flight path control must never be compromised. When a non–normal situation occurs, at the direction of the pilot flying, both crewmembers do all memory items in their areas of responsibility without delay. Captain calls out the name of the procedure, CM2 confirms. The pilot flying calls for the checklist when: • the flight path is under control • the airplane is not in a critical phase of flight (such as takeoff or landing) • all memory items are complete. The pilot monitoring reads aloud: • the checklist title • as much of the condition statement as needed to verify that the correct checklist has been selected • as much of the objective statement (if applicable) as needed to understand the expected result of doing the checklist. The pilot flying does not need to repeat this information but must acknowledge that the information was heard and understood. May 15, 2008

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QRH B737-800W Checklist Introduction

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Pg.CI 2.4

For checklists with memory items, the pilot monitoring first verifies that each memory item has been done. The checklist is normally read aloud during this verification. The pilot flying does not need to respond except for items that are not in agreement with the checklist. The item numbers do not need to be read. Non-memory items are called read and do items. The pilot monitoring reads aloud the read and do items, including: •

the precaution (if any)

•

the response or action

•

any amplifying information.

The word “Confirm” is added to checklist items when both crewmembers must verbally agree before action is taken. During an inflight non-normal situation, verbal confirmation is required for: •

an engine thrust lever

•

an engine start lever

•

an engine, APU or cargo fire switch

•

a generator drive disconnect switch

•

a flight control switch

This does not apply to the Loss of Thrust on Both Engines checklist. The pilot flying or the pilot monitoring takes action based on each crewmember’s area of responsibility. With the airplane stationary on the ground, the captain and the first officer take action based on preflight areas of responsibility. After moving the control, the crewmember taking the action also states the checklist response. The pilot flying may also direct reference procedures to be done by memory if no hazard is created by such action, or if the situation does not allow reference to the checklist. Checklists include inoperative items only when the condition of the items is needed for planning the rest of the flight. The inoperative items, including the consequences (if any), are read aloud by the pilot monitoring. The pilot flying does not need to repeat this information but must acknowledge that the information was heard and understood. After completion of the non–normal checklist items, normal procedures are used to configure the airplane for each phase of flight. Normal checklists are used to verify that the configuration is correct for each phase of flight. The pilot flying is to be made aware when there are “Normal checklist integrated” items. These items are included in the “Normal checklist integrated” Items section of the checklist and may be delayed until the usual point during descent, approach or landing. When there are “Normal checklist integrated” items, the “Normal checklist integrated” Items section of the checklist will include the Approach and Final normal checklists. These checklists should be used instead of the APPROACH and FINAL normal checklists. The (END) indicates that the checklist is complete: The checklist complete word (END) can also be in the body of the checklist. This only occurs when a checklist divides into two or more paths. Each path can have a checklist complete word (END) at the end. The flight crew does not need to continue reading the checklist after this point. After completion of each non–normal checklist, the pilot monitoring states "___ PROCEDURE COMPLETE." Additional information at the end of the checklist is not required to be read. The flight crew must be aware that checklists cannot be created for all conceivable situations and are not intended to replace good judgment. In some situations, at the captain’s discretion, deviation from a checklist may be needed. Non–normal checklist use starts when the airplane flight path and configuration are correctly established. Only a few situations need an immediate response May 15, 2008

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Pg.CI 2.5

(such as a stall warning, ground proximity PULL UP, TCAS and WINDSHEAR warnings, or a rejected takeoff.) Usually, time is available to assess the situation before corrective action is started. All actions must then be coordinated under the captain's supervision and done in a deliberate, systematic manner. Flight path control must never be compromised.

Initiation of Procedure Procedure shall not be started between GO and 400 ft AGL (if possible not before GEAR is UP and GEAR LIGHTS are OUT.) When ready, PF requests initiation of procedure by announcing “START PROCEDURE” - ”Memory Actions”, if included are then performed by the assigned CM (generally pilot monitoring is assigned unless indicated otherwise) before reference is made to documents. - Other actions are performed following the “Read and Do” concept. Note:

When the Normal Checklist is integrated in the procedure, gear and/or flaps will not be treated as “read and do” items, if they operate normally. In such a case they will be selected by the pilots according to normal flight progress.

Reading For those checklists with only memory items or a combination of memory and read and do items, the pilot monitoring first verifies each memory item has been done. The checklist is normally read aloud during such verification. The pilot flying does not need to respond except for items not in agreement with the checklist. The checklist title and read and do items, including the response or action and any amplifying information, are read aloud by the pilot monitoring. Read aloud as much of the condition statement as needed to verify the selection of the correct checklist. The pilot flying need not repeat these items, but must acknowledge that the items were heard and understood. Action is taken by the crewmember if the control is in the crewmember’s area of responsibility. After moving the control, the crewmember taking the action also states the checklist response. Note:

Under special circumstances, when loud reading conflicts with other cockpit duties, PIC may decide that the text is read silently. In such case PM shall, however, inform PF about essential steps and the progress of the procedure.

Integration of Normal Checklist are usually not contained within Non-Normal Procedures. Some, however, require substantial deviation from normal procedure for the remainder of the flight, therefore, normal checklists are integrated. In these cases the relevant procedure will contain the note “Normal checklist integrated.” The headlines APPROACH/FINAL in these procedure indicate that the normal checklist for this specific phase of flight shall not be used. The pilot flying is to be made aware when there are Normal Checklist integration. These items may be delayed until the usual point during approach /final.

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QRH B737-800W Checklist Introduction

Rev 12

Pg.CI 2.6

To ensure proper reading of the procedures a rhomb system has been established. The rhomb system itself is a decision point. The so called “flow diagram concept” has been applied, where appropriate. In this concept a vertical reference line is used below the headline item. This line is interrupted by “decision symbols” ( ) and thereby forms the flow from an action to its two or more possible alternatives. In case several alternatives finally lead to same common procedure, a “return symbol” ( ) pointing back to the main flow used. When decision making is imposed by the rhomb system the available choices shall be read sequentially until a definite decision can be made. For red warning lights the actual condition shall be read. PF and PM must agree clearly about the failed system or switch position or light condition. If a reading of an non normal procedure has to be interrupted it is done by the call “HOLD PROCEDURE”. Continuation is done by the call “CONTINUE PROCEDURE”. Redirection Symbol

►► The redirection symbol is used in two ways: •

In the table of Contents of a system section, to direct the flight crew to a different system section.

•

In a non-normal checklist, with the word “APPLY”, to direct the flight crew to a different checklist or to a different step in the current checklist.

Precaution Symbol

The precaution symbol is used to identify information the flight crew must consider before taking action.

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Pg.NNI.1

INDEX OF NON-NORMAL CHECKLIST

A ABORTED ENGINE START ..............................................NNC 7.1 AIRSPEED UNRELIABLE ...............................................NNC 10.1 ALL FLAPS UP LANDING ........................................................... NNC 9.1 ALT DISAGREE......................................................................... NNC 10.2 ALTITUDE ALERT ..................................................................... NNC 15.1 ANTISKID INOPERATIVE ......................................................... NNC 14.1 AOA DISAGREE (TC-SUZ, NE, NF, NG) .................................. NNC 10.2 APU DETECTION INOPERATIVE............................................... NNC 8.1 APU FAULT ................................................................................. NNC 7.1

APU FIRE ...........................................................................NNC 8.1 APU LOW OIL PRESSURE......................................................... NNC 7.1 APU OVERSPEED ...................................................................... NNC 7.2 AUTO BRAKE DISARM............................................................. NNC 14.1 AUTO FAIL or UNSCHEDULED PRESSURIZATION CHANGE......................... NNC 2.1 AUTO SLAT FAIL ........................................................................ NNC 9.2 AUTOMATIC UNLOCK................................................................ NNC 1.1 AUTOPILOT DISENGAGE .......................................................... NNC 4.1 AUTOTHROTTLE DISENGAGE.................................................. NNC 4.1

B BATTERY DISCHARGE .............................................................. NNC 6.1 BLEED TRIP OFF........................................................................ NNC 2.3 BOMB WARNING ........................................................................ NNC 1.2 BRAKE PRESSURE INDICATOR ZERO PSI ........................... NNC 14.2

C CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION ...........................................NNC 2.4 CARGO DOOR ............................................................................ NNC 1.3 CARGO FIRE DETECTOR FAULT ............................................. NNC 8.2 CARGO FIRE............................................................................... NNC 8.2 CDS FAULT ............................................................................... NNC 10.2 CONFIG (TC-SUG, H, I, J, L, M, O, U, V, Y) ............................. NNC 12.1 CONFIG (TC-SUZ, NE, NF, NG, NH, NI) .................................. NNC 12.1 CROSSFEED SELECTOR INOPERATIVE ............................... NNC 12.2

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D DISPLAY FAILURE.................................................................... NNC 10.3 DISPLAY SOURCE.................................................................... NNC 10.4 DISPLAYS CONTROL PANEL .................................................. NNC 10.3 DITCHING.................................................................................... NNC 1.5 DRIVE .......................................................................................... NNC 6.1 DUAL BLEED............................................................................... NNC 2.5

E EEC ALTERNATE MODE............................................................ NNC 7.2 ELEC............................................................................................ NNC 6.1 ELT............................................................................................... NNC 1.7

EMERGENCY DESCENT.................................................. NNC 2.6 EMERGENCY EXIT LIGHTS NOT ARMED ................................ NNC 1.7 ENGINE CONTROL..................................................................... NNC 7.2 ENGINE COWL ANTI-ICE ........................................................... NNC 3.1 ENGINE COWL VALVE OPEN OR TAI INDICATION ................. NNC 3.1 ENGINE FAILURE or SHUTDOWN............................................. NNC 7.3

ENGINE FIRE or ENGINE SEVERE DAMAGE or SEPARATION ................................................................... NNC 8.3 ENGINE FIRE/OVERHEAT DETECTOR FAULT ........................ NNC 8.5 ENGINE FUEL LEAK ................................................................. NNC 12.2 ENGINE HIGH OIL TEMPERATURE .......................................... NNC 7.4 ENGINE IN-FLIGHT START ........................................................ NNC 7.5

ENGINE LIMIT or SURGE or STALL ............................... NNC 7.8 ENGINE LOW OIL PRESSURE................................................... NNC 7.9 ENGINE OIL FILTER BYPASS.................................................. NNC 7.10

ENGINE OVERHEAT ........................................................ NNC 8.5 ENGINE TAILPIPE FIRE................................................... NNC 8.6 ENTRY DOOR ............................................................................. NNC 1.8 EQUIPMENT COOLING OFF ...................................................... NNC 2.7 EQUIPMENT DOOR .................................................................... NNC 1.9

F FEEL DIFFERENTIAL PRESSURE............................................. NNC 9.2 FLIGHT CONTROL LOW PRESSURE........................................ NNC 9.2 FLIGHT RECORDER OFF......................................................... NNC 10.4 FMC DISAGREE (TC-SUO, U, Z, NE, NF, NG, NH, NI) ............ NNC 11.1 FMC FAIL (TC-SUG, H, I, J, L, M, V, Y) .................................... NNC 11.1 FMC FAIL (TC-SUO, Y, Z, NE, NF, NG, NH, NI) ....................... NNC 11.2 FMC/CDU ALERTING MESSAGE............................................. NNC 11.3 January 20, 2009

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FUEL FILTER BYPASS ............................................................. NNC 12.4 FUEL PUMP LOW PRESSURE ................................................ NNC 12.5 FUEL QUANTITY INDICATION INOPERATIVE........................ NNC 12.6 FUEL TEMPERATURE LOW .................................................... NNC 12.6

G GPS ........................................................................................... NNC 11.3 GROUND PROXIMITY INOPERATIVE ..................................... NNC 15.1

H HIGH ENGINE VIBRATION....................................................... NNC 7.11 HYDRAULIC PUMP LOW PRESSURE..................................... NNC 13.1 HYDRAULIC PUMP OVERHEAT .............................................. NNC 13.1

I IAS DISAGREE.......................................................................... NNC 10.4 IMBAL ........................................................................................ NNC 12.7 IRS DC FAIL .............................................................................. NNC 11.3 IRS FAULT................................................................................. NNC 11.4 IRS ON DC ................................................................................ NNC 11.5

J JAMMED or RESTRICTED FLIGHT CONTROLS....................... NNC 9.3

L LANDING GEAR LEVER JAMMED IN THE UP POSITION...... NNC 14.2 LANDING GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF...................................................................... NNC 14.4 LEADING EDGE FLAPS TRANSIT ............................................. NNC 9.6 LOCK FAIL................................................................................. NNC 1.11 LOSS OF BOTH ENGINE DRIVEN GENERATORS................... NNC 6.2 LOSS OF SYSTEM A ................................................................ NNC 13.2 LOSS OF SYSTEM B ................................................................ NNC 13.4

LOSS OF THRUST ON BOTH ENGINES........................NNC 7.12 LOW........................................................................................... NNC 12.8

M MACH TRIM FAIL ........................................................................ NNC 9.8 MANUAL GEAR EXTENSION ................................................... NNC 14.6 MANUAL REVERSION or LOSS OF SYSTEM A AND SYSTEM B................................................................................. NNC 13.7

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O OFF SCHEDULE DESCENT ....................................................... NNC 2.7 ONE ENGINE INOPERATIVE LANDING .................................. NNC 7.16

OVERSPEED................................................................... NNC 15.1 OVERWING DOOR ................................................................... NNC 1.11

P PACK ........................................................................................... NNC 2.8 PARTIAL or ALL GEAR UP LANDING ...................................... NNC 14.8 PASSENGER OXYGEN ON ...................................................... NNC 1.11 PROBE HEAT .............................................................................. NNC 3.2 PSEU ......................................................................................... NNC 15.2

R RADIO TRANSMIT CONTINUOUS (STUCK MICROPHONE SWITCH).............................................. NNC 5.1 REVERSER UNLOCKED (IN FLIGHT)...................................... NNC 7.18 REVERSER ............................................................................... NNC 7.18

RUNAWAY STABILIZER .................................................. NNC 9.9

S SERVICE DOOR........................................................................ NNC 1.12 SMOKE or FUMES REMOVAL.................................................. NNC 8.11

SMOKE, FIRE or FUMES .............. NNC 8.7 SOURCE OFF.............................................................................. NNC 6.5 SPEED BRAKE DO NOT ARM.................................................. NNC 9.10 SPEED TRIM FAIL..................................................................... NNC 9.10 SPEEDBRAKES EXTENDED.................................................... NNC 9.10 STABILIZER OUT OF TRIM ...................................................... NNC 9.11 STABILIZER TRIM INOPERATIVE............................................ NNC 9.12 STANDBY HYDRAULIC LOW PRESSURE ............................ NNC 13.11 STANDBY HYDRAULIC LOW QUANTITY .............................. NNC 13.11 STANDBY POWER OFF ............................................................. NNC 6.8 STANDBY POWERED COMPONENTS...................................... NNC 6.7 STANDBY RUDDER ON ........................................................... NNC 9.14 START VALVE OPEN................................................................ NNC 7.19

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T TAILSTRIKE ON TAKEOFF ...................................................... NNC 15.3

TAKEOFF CONFIGURATION..........................................NNC 15.3 TR UNIT....................................................................................... NNC 6.8 TRAILING EDGE FLAP ASYMMETRY ..................................... NNC 9.15 TRAILING EDGE FLAP DISAGREE.......................................... NNC 9.18 TRAILING EDGE FLAPS UP LANDING.................................... NNC 9.22 TRANSFER BUS OFF ................................................................. NNC 6.8

U UNABLE REQD NAV PERF - RNP (TC-SUG, H, I, J, L, M, O, U, V, Y, NH, NI) ............................... NNC 11.6 UNABLE REQD NAV PERF - RNP (TC-SUZ, NE, NF, NG) .............................................................. NNC 11.6

UNCOMMANDED RUDDER / YAW or ROLL (TC-SUG, O, U) ................................................................NNC 9.24

V VOLCANIC ASH ........................................................................ NNC 7.20

W WARNING HORN - CABIN ALTITUDE OR CONFIGURATION............................................................NNC 15.4 WHEEL WELL FIRE .................................................................. NNC 8.14 WINDOW DAMAGE WINDOW 3 NOT HEATED (TC-SUL, M, O, U, V, Y, Z, NE, NF, NG, NH, NI) ...................... NNC 1.16 WINDOW DAMAGE................................................................... NNC 1.13 WINDOW OPEN ........................................................................ NNC 1.19 WINDOW OVERHEAT ................................................................ NNC 3.2 WING ANTI-ICE VALVE OPEN ................................................... NNC 3.3 WING-BODY OVERHEAT ......................................................... NNC 2.10

Y YAW DAMPER .......................................................................... NNC 9.26

Z ZONE TEMP .............................................................................. NNC 2.11

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Pg.NNC 1.0

NON-NORMAL CHECKLIST

NNC 1. Airplane General, Emergency Equipment, Doors, Windows Table of Contents AUTOMATIC UNLOCK................................................................ NNC 1.1 BOMB WARNING ........................................................................ NNC 1.2 CARGO DOOR ............................................................................ NNC 1.3 DITCHING.................................................................................... NNC 1.5 ELT .............................................................................................. NNC 1.7 EMERGENCY EXIT LIGHTS NOT ARMED ................................ NNC 1.7 ENTRY DOOR ............................................................................. NNC 1.8 EQUIPMENT DOOR.................................................................... NNC 1.9 LOCK FAIL................................................................................. NNC 1.11 OVERWING DOOR ................................................................... NNC 1.11 PASSENGER OXYGEN ON...................................................... NNC 1.11 SERVICE DOOR ....................................................................... NNC 1.12 TAILSTRIKE ON TAKEOFF ............................................... ►►NNC 15.3 WINDOW DAMAGE................................................................... NNC 1.13 WINDOW DAMAGE WINDOW 3 NOT HEATED (TC-SUL, M, O, U, V, Y, Z, NE, NF, NG, NH, NI) ...................... NNC 1.16 WINDOW OPEN ........................................................................ NNC 1.19

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AUTOMATIC UNLOCK

AUTO UNLK

AUTOMATIC UNLOCK

Condition:

The correct access code has been entered.

Objective:

To deny unauthorized access to the flight deck before the door automatically unlocks.

FLT DK DOOR lock selector......................................................... DENY Rotate and hold for 1 second [Prohibits unauthorized access to the flight deck.]

(END)

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QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 1.2

BOMB WARNING

BOMB WARNING • Reprint located in NAVKIT. • Bomb Search List located in NAVKIT. CAUTION!

Maintain present flight and cabin altitude. It is recommended to dislocate a suspicious article only after reaching differential pressure of 1 psi.

• The least risk bomb location for aircraft structure and systems is DOOR 3R. CABIN PROCEDURE........................................................INITIATE

[Inform purser about intention.]

PASSENGERS .................................................................. INFORM

[Make passenger address announcement.]

PASS SIGNS .......................................................................ON, ON

GALLEY POWER ..................................................................... OFF

NEAREST SUITABLE AIRPORT ...................................... SELECT

[Airport altitude should not be higher than present cabin altitude to prevent triggering an altitude fuse.]

FUEL RESERVES ...................................................... DETERMINE

[Flight to selected airport should be performed at a flight altitude 2500 ft above present cabin altitude (which gives a cabin differential pressure of approx. 1 psi) or MEA, whichever is higher.] [Pressurization System may be operated at AUTO MODE with LAND ALT set to present Cabin Altitude.]

LANDING ALTITUDE SELECTOR................................... SET TO PRESENT CABIN ALT

PRESSURIZATION MODE SELECTOR ............................... AUTO

DESCENT TO 2500 FT ABOVE PRESENT CABIN ALTITUDE OR MEA (whichever is higher) ..................PERFORM

[Avoid abrupt maneuvers and g-loads in order not to dislocate the explosive device. Do not use speed brakes.]

After reaching determined altitude: CABIN CREW.................................................................... INFORM

[Suspicious article may be dislocated.] [The next two actions intend to establish an in-trim-configuration, which would avoid handling problems and allow a successful landing, should an inflight explosion damage vital airplane systems. ] [Due consideration shall be given to time / fuel / range situation.] [In a clearly defined situation or if the explosive device has been secured at door 3R, a high cruising speed may be more appropriate to minimize flight time.]

FLAPS (fuel permitting) ........................................15, GRN LIGHT

LANDING GEAR (fuel permitting except for flight over sea)............................................. DOWN, 3 GREEN

Before starting approach: DISEMBARKATION........................................................ PREPARE

[Depending on situation and availability of facilities instruct purser to prepare cabin for intended method of disembarkation.]

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CARGO DOOR

CARGO DOOR FWD CARGO

Condition:

AFT CARGO

One or more cargo doors are not closed and secure.

PRESSURIZATION: NORMAL: Continue normal operation (END) NOT NORMAL: OXYGEN MASKS...................................................................DON, %100 CREW COMMUNICATION.................................................... ESTABLISH PASSENGER SIGNS ................................................................... ON, ON AIRPLANE: NOT REACHED THE PLANNED CRUISE ALTITUDE: Do NOT continue the climb. Reset the FLT ALT indicator to the actual airplane altitude REACHED THE PLANNED CRUISE ALTITUDE:

LAND ALT indicator .................................................................9,000 feet

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CARGO DOOR Continued from previous page MINIMUM SAFE ALTITUDE: AT OR BELOW 9,000 feet: Descend....................................................... 9,000 feet. Maintain a cabin differential pressure of 0 psi by limiting flight altitude to 9,000 feet. BETWEEN 9,000 feet AND 13,000 feet: Descend............................... minimum SAFE altitude. LAND ALT indicator.............. Select a higher altitude (maximum 13,000 feet) to maintain a cabin differential pressure of 0 psi Note:

The intermittent cabin altitude/ configuration warning horn will sound and the CABIN ALTITUDE lights (if installed and operative) will illuminate at a cabin altitude of approximately 10,000 feet.

AT OR ABOVE 13,000 feet: Descend .................................................. minimum SAFE altitude Pressurization mode selector .............................................. MAN Outflow VALVE switch ................................... Adjust to maintain a cabin differential pressure of 0 psi Note:

The intermittent cabin altitude/configuration warning horn will sound and the CABIN ALTITUDE lights (if installed and operative) will illuminate at a cabin altitude of approximately 10,000 feet.

If the cabin altitude exceeds 14,000 feet: PASS OXYGEN switch ......................................................... ON

Plan to land at the nearest suitable airport When the cabin altitude is below 10,000 feet: Oxygen masks may be removed. (END) May 15, 2008

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DITCHING

DITCHING Condition:

Airplane ditching and evacuation are needed.

Send distress signal. Determine position, course, speed, altitude, situation, intention, time and position of intended touchdown and transmit mayday. Report type of aircraft and request intercept. Alert the cabin crew to prepare for ditching and seat passengers as far forward as possible. Burn off fuel to reduce touchdown speed and increase buoyancy. Plan to touchdown on the windward side and parallel to waves and swells. Plan a flaps 40 landing unless another configuration is needed. Set VREF 40. Do not arm the autobrake. Do not accomplish the normal landing checklist. Time permitting review Expanded Non-normal Procedure. Do not extend landing gear. Note:

Normal Checklist Integrated. - APPROACH -

Passenger signs .................................................................................ON Ldg alt ............................................................................... SET â&#x20AC;&#x153;0â&#x20AC;? FEET Speed bugs......................................................................... VREF 40,___ Recall ................................................................................................ CKD Autobrake ..........................................................................................OFF Altimeters .................................................................................... ___,___ NAV AIDS ....................................................................................... IDENT Below 5,000 feet: LANDING GEAR AURAL WARN circuit breaker (P6-3:D18) ..............................................................PULL This prevents the warning horn with gear retracted and landing flaps selected. Engine BLEED air switches (both) ..................................................OFF This allows the airplane to be depressurized with the outflow valve closed. Pressurization mode selector........................................................MAN

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DITCHING Continued from previous page Outflow VALVE switch ................................................... Hold in CLOSE until outflow valve indicates fully closed This prevents water from entering the airplane. Note:

The outflow valve takes up to 20 seconds to close.

APU switch ........................................................................................OFF GROUND PROXIMITY GEAR INHIBIT switch ................................................................. GEAR INHIBIT GROUND PROXIMITY TERR INHIBIT switch .................................................................. TERR INHIBIT Life vests, shoulder harnesses and seat belts................................ ON Confirm that passenger cabin preparations are complete. CAUTION!

Do not open aft entry or service doors as they may be partially submerged

Transmit all pertinent information regarding final ditching position.

After impact procedure review ENGINE START LEVERS (BOTH)............................................. CUTOFF This closes fuel shutoff valves to prevent discharge of fuel from ruptured fuel lines. FLIGHT DECK WINDOWS..............................................................OPEN This ensures no cabin differential pressure prevents the opening of the doors or emergency exits. Start the evacuation. Proceed to assigned ditching stations, launch rafts and evacuate the airplane as soon as practicable. The airplane may stay afloat indefinitely if fuel load is minimal and no serious damage was sustained during landing.

Ditching Final LANDING GEAR lever ......................................................... UP and OFF Flaps .............................................................................____, Green light Advise cabin crew at approximately 500 feet “SAFETY POSITION” via PA to advice crew and passengers for imminent touchdown. Maintain airspeed at VREF. Flare the airplane to achieve the minimum rate of descent at touchdown. Maintain airspeed and rate of descent with thrust. At touchdown, reduce thrust to idle. (END) May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 1.7

ELT

Condition:

The emergency locator transmitter is on.

Objective:

To reset the ELT.

If an uncommanded ELT activation occurs: ELT switch.................................................................... ON, then ARM (END) EMERGENCY EXIT LIGHTS NOT ARMED

A N R O M T E D

Condition:

EMERGENCY EXIT LIGHTS NOT ARMED The emergency exit lights switch is not ARMED.

EMERGENCY EXIT LIGHTS switch: ON: Individual emergency exit light batteries supply a minimum of 10 minutes of lighting. (END) OFF: Emergency lighting is not available. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 1.8

ENTRY DOOR

ENTRY DOOR FWD ENTRY

Condition:

AFT ENTRY

One or more doors are not closed and secure.

Instruct the cabin crew to verify that the door handle is in the closed position or to move the handle to the closed position if possible HANDLE: NOT IN THE CLOSED POSITION: Plan to land at the nearest suitable airport. (END) IN THE CLOSED POSITION:

PRESSURIZATION: NORMAL: Continue normal operation (END) NOT NORMAL: Plan to land at the nearest suitable airport. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 1.9

EQUIPMENT DOOR

EQUIP

Condition:

The equipment door is not closed and secure.

LAND ALT indicator .................................................................9,000 feet

Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 1.10

EQUIPMENT DOOR Continued from previous page MINIMUM SAFE ALTITUDE AT OR BELOW 9,000 feet: Descend....................................................... 9,000 feet. Maintain a cabin differential pressure of 0 psi by limiting flight altitude to 9,000 feet. BETWEEN 9,000 feet AND 13,000 feet: Descend............................... minimum SAFE altitude. LAND ALT indicator.............. Select a higher altitude (maximum 13,000 feet) to maintain a cabin differential pressure of 0 psi Note:

The intermittent cabin altitude/ configuration warning horn will sound and the CABIN ALTITUDE lights (if installed and operative) will illuminate at a cabin altitude of approximately 10,000 feet.

AT OR ABOVE 13,000 feet: Descend .................................................. minimum SAFE altitude Pressurization mode selector ............................................... MAN Outflow VALVE switch .................................... Adjust to maintain a cabin differential pressure of 0 psi Note:

The intermittent cabin altitude/configuration warning horn will sound and the CABIN ALTITUDE lights (if installed and operative) will illuminate at a cabin altitude of approximately 10,000 feet.

If the cabin altitude exceeds 14,000 feet: PASS OXYGEN switch ......................................................... ON

Plan to land at the nearest suitable airport When the cabin altitude is below 10,000 feet: Oxygen masks may be removed. (END) May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 1.11

LOCK FAIL

Condition:

LOCK FAIL One or more of these occur: • The FLIGHT DECK ACCESS SYSTEM switch is OFF • The lock is failed.

Objective:

To remove power from the lock to prevent a possible overheat.

If conditions allow: FLIGHT DECK ACCESS SYSTEM switch ...................................OFF Note:

The door can be locked with the dead bolt. (END)

OVERWING DOOR

OVERWING DOOR LEFT FWD OVERWING

Condition:

LEFT AFT OVERWING

RIGHT FWD OVERWING

RIGHT AFT OVERWING

One or more overwing doors are not closed and secure.

PRESSURIZATION: NORMAL: Continue normal operation. (END) NOT NORMAL: Plan to land at the nearest suitable airport. (END) PASSENGER OXYGEN ON

Condition:

PASSENGER OXYGEN ON The passenger oxygen system is on. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 1.12

SERVICE DOOR

SERVICE DOOR FWD SERVICE

Condition:

AFT SERVICE

One or more service doors are not closed and secure.

PRESSURIZATION: NORMAL: Continue normal operation (END) NOT NORMAL: Plan to land at the nearest suitable airport. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 1.13

WINDOW DAMAGE

WINDOW DAMAGE A flight deck window has one or more of these: • An electrical arc • A delamination • A crack • Is shattered To remove electrical power, if needed, to prevent arcing. To reduce differential pressure and descend if a structural pane is shattered or cracked.

Condition:

Objective:

TC-SUG, H, I, J, L, M, O, U: L5

TC-SUV, Y, Z, NE, NF, NG, NH, NI:

TC-SUL, M, O, U, V, Y, Z, NE, NF, NG, NH, NI: If the damage is on window 3 not heated: ►►Apply NNC 1.16 WINDOW DAMAGE WINDOW 3 NOT HEATED (TC-SUL, M, O, U, V, Y, Z, NE, NF, NG, NH, NI). (END) WINDOW: DELAMINATED only: Continue normal operation. (END) ARCING, CRACKED or SHATTERED: SEAT BELT AND SHOULDER HARNESSES .....................................ON WINDOW HEAT switch (affected window)..............................................................................OFF Limit airspeed to 250 knots maximum below 10,000 feet. WINDSHIELD AIR controls.............................................................PULL This vents conditioned air to the inside of the windshield for defogging.

Continued on next page January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 1.14

WINDOW DAMAGE Continued from previous page CRACKED OR SHATTERED EXIST ON: Window 1 OR 2 OUTER pane: Window 3 HEATED OUTER pane (TC-SUG, H,I, J): Window 4 INNER pane (TC-SUG, H,I, J, L, M, O, U): Window 5 OUTER pane (TC-SUG, H,I, J, L, M, O, U): Continue normal operation. Shoulder harnesses may be removed. (END) Window 1 OR 2 INNER pane: Window 3 HEATED INNER pane (TC-SUG, H,I, J): Window 4 MIDDLE OR OUTER pane (TC-SUG, H,I, J, L, M, O, U): Window 5 INNER pane (TC-SUG, H,I, J, L, M, O, U): OXYGEN MASKS...................................................................DON, 100% CREW COMMUNICATION ....................................................ESTABLISH PASSENGER SIGNS........................................................................... ON AIRPLANE NOT REACHED THE PLANNED CRUISE ALTITUDE: Do NOT continue the climb. FLT ALT indicator ...................................... RESET airplane to the actual altitude REACHED THE PLANNED CRUISE ALTITUDE:

LAND ALT indicator ................................................................ 9,000 feet

Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 1.15

WINDOW DAMAGE Continued from previous page MINIMUM SAFE ALTITUDE BELOW 14,000 feet: Descend ...........................................below 14,000 feet. Maintain a cabin differential pressure of 2 psi or less by limiting flight altitude to 14,000 feet.

AT OR ABOVE 14,000 feet BUT less than 19,000 feet: Descend ................................ minimum SAFE altitude. LAND ALT indicator .............. Select a higher altitude (maximum 13,000 feet) to maintain a cabin differential pressure of 2 psi or less Note: The intermittent cabin altitude/ configuration warning horn will sound and the CABIN ALTITUDE lights (if installed and operative) will illuminate at a cabin altitude of approximately 10,000 feet.

AT OR ABOVE 19,000 feet: Descend ................................................... minimum SAFE altitude Pressurization mode selector ............................................... MAN Outflow VALVE switch..................................... Adjust to maintain a cabin differential pressure of 2 psi or less Note: The intermittent cabin altitude/configuration warning horn will sound and the CABIN ALTITUDE lights (if installed and operative) will illuminate at a cabin altitude of approximately 10,000 feet. If the cabin altitude exceeds 14,000 feet: PASS OXYGEN switch.......................................................... ON

Plan to land at the nearest suitable airport When the cabin differential pressure is 2 psi or less: Shoulder harnesses may be removed. When the cabin altitude is below 10,000 feet: Oxygen masks may be removed. Sustained flight below 10,000 feet is not recommended due to the greater risk of bird strike. (END) May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 1.16

WINDOW DAMAGE WINDOW 3 NOT HEATED (TC-SUL, M, O, U, V, Y, Z, NE, NF, NG, NH, NI)

WINDOW DAMAGE WINDOW 3 NOT HEATED (TC-SUL, M, O, U, V, Y, Z, NE, NF, NG, NH, NI) Condition:

The window 3 not heated has one or more of these: • A delamination • A crack • Is shattered.

Objective:

To reduce differential pressure to 0 psi if both panes are shattered or cracked.

WINDOW: DELAMINATED only: Continue normal operation (END) CRACKED or SHATTERED: SEAT BELT AND SHOULDER HARNESSES .................................... ON CRACKED OR SHATTERED CONDITION EXISTS ON: inner OR outer pane: Continue normal operation. Shoulder harnesses may be removed. (END) inner AND outer pane: Passenger signs................................................................................. ON AIRPLANE: NOT REACHED THE PLANNED CRUISE ALTITUDE: Do NOT continue the climb. FLT ALT indicator .......................................... RESET actual airplane altitude. REACHED THE PLANNED CRUISE ALTITUDE

LAND ALT indicator ................................................................ 9,000 feet

Continued on next page

January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 1.17

WINDOW DAMAGE WINDOW 3 NOT HEATED (TC-SUL, M, O, U, V, Y, Z, NE, NF, NG, NH, NI) Continued from previous page MINIMUM SAFE ALTITUDE: AT OR BELOW 9,000 feet: Descend ................................................................9,000 feet. Maintain a cabin differential pressure of 0 psi by limiting flight altitude to 9,000 feet. Shoulder harnesses may be removed. (END) Between 9,000 feet and 13,000 feet: Descend .......................................minimum SAFE altitude. LAND ALT indicator .......................Select a higher altitude (maximum 13,000 feet) to maintain a cabin differential pressure of 0 psi Note:

The intermittent cabin altitude/ configuration warning horn will sound and the CABIN ALTITUDE lights (if installed and operative) will illuminate at a cabin altitude of approximately 10,000 feet.

If the cabin altitude is AT or ABOVE 10,000 feet: Oxygen masks .......................................... DON, %100 Crew communication .............................. ESTABLISH When the cabin altitude is below 10,000 feet: Oxygen masks may be removed. Shoulder harnesses may be removed. (END) AT OR ABOVE 13,000 feet: Descend ............................................................minimum SAFE altitude Pressurization mode selector.........................................................MAN Outflow VALVE switch ..............................................Adjust to maintain a cabin differential pressure of 0 psi

Continued on next page

January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 1.18

WINDOW DAMAGE WINDOW 3 NOT HEATED (TC-SUL, M, O, U, V, Y, Z, NE, NF, NG, NH, NI) Continued from previous page Note:

The intermittent cabin altitude/configuration warning horn will sound and the CABIN ALTITUDE lights (if installed and operative) will illuminate at a cabin altitude of approximately 10,000 feet.

When the cabin altitude is at or above 10,000 feet: Oxygen masks ..................................................................DON, %100 Crew communication ......................................................ESTABLISH If the cabin altitude exceeds 14,000 feet: PASS OXYGEN switch .................................................................. ON When the cabin altitude is below 10,000 feet: Oxygen masks may be removed. Shoulder harnesses may be removed. (END)

January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 1.19

WINDOW OPEN

WINDOW OPEN Condition:

A side window opens during takeoff or in flight.

Maintain the maneuvering speed for existing flap setting until the window is closed. The force needed to close the window increases with airspeed. It may not be possible to close the window at speeds above 250 knots. Close and lock the window. WINDOW: LOCKS AND THE PRESSURIZATION IS NORMAL: Continue normal operation. (END) NOT LOCK OR THE PRESSURIZATION IS NOT NORMAL: Level off at the lowest safe altitude. The airplane can fly unpressurized and land safely with the window open. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

INTENTIONALLY LEFT BLANK

May 15, 2008

Pg.NNC 1.20

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 2.0

NNC 2

NNC 2. Air Systems Table of Contents AUTO FAIL or UNSCHEDULED PRESSURIZATION CHANGE ..................................................... NNC 2.1 BLEED TRIP OFF........................................................................ NNC 2.3

CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION ...............................................NNC 2.4 DUAL BLEED............................................................................... NNC 2.5

EMERGENCY DESCENT ..........................................NNC 2.6 EQUIPMENT COOLING OFF...................................................... NNC 2.7 OFF SCHEDULE DESCENT ....................................................... NNC 2.7 PACK ........................................................................................... NNC 2.8

SMOKE, FIRE or FUMES........►►NNC 8.7 WING-BODY OVERHEAT ......................................................... NNC 2.10 ZONE TEMP .............................................................................. NNC 2.11

May 15, 2008

INTENTIONALLY LEFT BLANK

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 2.1

AUTO FAIL or UNSCHEDULED PRESSURIZATION CHANGE

AUTO FAIL or UNSCHEDULED PRESSURIZATION CHANGE AUTO FAIL

Condition:

May or may not be illuminated One or more of these occur: • Automatic pressurization mode has failed. • The cabin altitude is not controllable.

Objective:

To maintain control of cabin altitude.

Increasing thrust may ensure sufficent air supply to control cabin altitude. One at a time. Engine BLEED air switches (both) .................................Verify ON One at a time. Allow cabin rate to stabilize before placing second switch to AUTO. Pack switches (both) .................................................. Verify AUTO AUTO FAIL light: Extinguished AND pressurization is controllable: (END) Illuminated OR pressurization is NOT controllable: Pressurization mode selector ..................................................ALTN AUTO FAIL light Extinguished AND pressurization is controllable: Continue normal operation. (END) Illuminated OR pressurization is NOT controllable: Pressurization mode selector.........................................................MAN Outflow VALVE switch ............................................... Adjust as needed to maintain correct cabin altitude and cabin rate of change

Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 2.2

AUTO FAIL or UNSCHEDULED PRESSURIZATION CHANGE Continued from previous page PRESSURIZATION: OUT OF CONTROL: OXYGEN MASKS ................................................DON, %100 CREW COMMUNICATIONS ...............................ESTABLISH Passenger signs .............................................................. ON If the cabin altitude exceeds or is expected to exceed 14,000 feet: PASS OXYGEN switch ................................................ ON ►►Apply NNC 2.6 EMERGENCY DESCENT. (END) Under CONTROL: Note:

Normal Checklist Integrated: - APPROACH -

OUTFLOW VALVE switch ...................... Adjust as needed to maintain correct cabin altitude and cabin rate of change Pass signs ................................................................................. ON ENGINE START switches..................................................... CONT Ldg elev.....................................................................................SET

Speed bugs ........................................................................___/SET

Recall........................................................................................CKD Autobrake ...................................................................AS NEEDED Altimeters............................................................................___ ___

At Pattern Altitude: Outflow VALVE switch.........................................Hold in OPEN until outflow VALVE position indicates fully open - FINAL Speedbrake .......................................................... ARMD/GREEN LIGHT Landing Gear ....................................................................... DOWN,3 GN Flaps ...............................................................................___, Green light (END)

September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 2.3

BLEED TRIP OFF

Condition:

BLEED TRIP OFF One or more of these occur: 窶｢ An engine bleed air overheat 窶｢ An engine bleed air overpressure.

WING ANTI窶的CE switch.....................................................................OFF TRIP RESET switch........................................................................ PUSH The BLEED TRIP OFF light extinguishes if the bleed air temperature has cooled below limits. BLEED TRIP OFF light: STAYS ILLUMINATED: PACK switch (affected side) ..........................................OFF This causes the operating pack to regulate to high flow in flight with flaps up. Avoid icing conditions. (END) EXTINGUISHES: WING ANTI窶的CE switch....................................................... AS NEEDED CAUTION!

Use of wing anti-ice above approximately FL350 may cause bleed trip off and possible loss of cabin pressure (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 2.4

CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION

CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION CABIN ALTITUDE

Condition:

One or more of these occur. • A cabin altitude exceedance • The intermittent cabin altitude/configuration warning horn is heard and the CABIN ALTITUDE lights (if installed and operative) illuminate in flight.

OXYGEN MASKS.........................................................DON, 100%

CREW COMMUNICATIONS .......................................ESTABLISH

Pressurization mode selector...............................................MAN

Outflow VALVE switch ......................................... Hold in CLOSE until outflow VALVE indicates fully closed

If pressurization is NOT controllable: Passenger signs...................................................................ON

If the cabin altitude exceeds or is expected to exceed 14,000 feet: PASS OXYGEN switch.....................................................ON ►►Apply NNC 2.6 EMERGENCY DESCENT. (END) If pressurization is controllable: Continue manual operation to maintain correct cabin altitude. When the cabin altitude is below 10,000 feet: Oxygen masks may be removed. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 2.5

DUAL BLEED

Condition:

DUAL BLEED The APU bleed valve is open and one of these occurs: • The No.1 engine BLEED air switch is on • The No.2 engine BLEED air switch is on and the ISOLATION VALVE is open.

Objective:

To prevent possible back pressure of the APU.

Limit engine thrust to idle while the light is illuminated. After engine start: APU BLEED air switch .................................................................OFF (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 2.6

EMERGENCY DESCENT

EMERGENCY DESCENT Condition:

One or more of these occur: • Cabin altitude cannot be controlled when the airplane is above 14,000 feet • A rapid descent is needed.

EMERGENCY DESCENT...................................... ANNOUNCE

CM1

The captain will advise the cabin crew, on the PA system, of impending rapid descent. The first officer will advise ATC, obtain the area altimeter setting, and minimum enroute altitude. PASSENGER SIGNS ............................................................ON

CM2

Without delay, descend to the lowest safe altitude or 10,000 feet, whichever is higher. ENGINE START switches (both) ....................................CONT

CM2

THRUST LEVERS (both).............................. Reduce thrust to CM1 minimum or as needed for anti-ice SPEED BRAKE ..............................................FLIGHT DETENT

CM1

If structural integrity is in doubt, limit speed as much as possible and avoid high maneuvering loads. TARGET SPEED............................................. Mmo/Vmo

CM1

When approaching the level off altitude: Smoothly lower the SPEED BRAKE lever to the DOWN detent and level off. Add thrust and stabilize on altitude and airspeed. CREW OXYGEN REGULATORS .....................................NORMAL

Flight crew must use oxygen when cabin altitude is above 10,000 feet. To conserve oxygen, move the regulator to NORMAL. ENGINE START switches (both) ...............................AS NEEDED

The new course of action is based on weather, oxygen, fuel remaining and available airports. Use of long range cruise may be needed. EMERGENCY DESCENT COMPLETED ................. ANNOUNCED CM1 (END)

January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 2.7

EQUIPMENT COOLING OFF

OFF

Condition:

EQUIPMENT COOLING OFF The equipment cooling supply or exhaust fan is failed.

EQUIP COOLING SUPPLY or EXHAUST switch (affected side) .....................................................................ALTN Note:

Illumination of the EQUIP COOLING SUPPLY or EXHAUST OFF light may be an indication of a pressurization problem. Ensure the pressurization system is operating normally.

No further action is necessary in flight if the equipment cooling OFF light does not extinguish. (END) OFF SCHEDULE DESCENT

OFF SCHED DESCENT

Condition:

OFF SCHEDULE DESCENT A descent is started before reaching the planned cruise altitude set in the FLT ALT indicator.

LANDING: AT AIRPORT OF DEPARTURE Continue normal operation. (END) NOT AT AIRPORT OF DEPARTURE FLT ALT indicator........................................................... Reset to actual airplane altitude (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 2.8

PACK

Condition:

One or more of these occur: • The primary and standby pack controls are failed • A pack overheat.

CABIN temperature selectors (all) ..............................................Select warmer temperature This reduces the workload on the affected air conditioning pack. TRIP RESET switch........................................................................PUSH If the PACK light illuminated as a result of the pack temperature exceeding limits, the light extinguishes if the pack temperature has cooled below limits. PACK LIGHTS: Both PACK lights extinguish: Continue normal operation. (END) ONE PACK light stays illuminated: ISOLATION VALVE switch........................................ CLOSE PACK switch (affected side) ..........................................OFF (END) Both PACK lights stay illuminated: Note:

Both pack valves may have closed resulting in a gradual loss of cabin pressure and an eventual CABIN ALTITUDE warning.

Monitor cabin altitude. CABIN ALTITUDE: STABLE: Continue normal operation. (END) INCREASES: Descend to the lowest safe altitude, or 10,000 feet, whichever is higher. Monitor cabin altitude and rate. AT LEVEL OFF: SPEED ................................................................ 290 KIAS minimum. Flight deck and cabin temperatures may increase rapidly at speeds below 290 knots.

Continued on next page May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 2.9

PACK Continued from previous page Airplane altitude is: ABOVE 10,000 feet: OXYGEN MASKS ........................................................... DON CREW COMMUNICATION ................................. ESTABLISH If airplane altitude is at or above 14,000 feet: PASS OXYGEN switch.................................................ON AT OR BELOW 10,000 feet:

Pressurization mode selector.........................................................MAN Outflow VALVE switch ............................................. Hold in OPEN until outflow VALVE position indicates fully open This increases airplane ventilation. R RECIRC FAN switch ................................................................... AUTO L RECIRC FAN switch.......................................................................OFF If flight deck and cabin temperatures are excessively warm: FLIGHT DECK DOOR ............................................................... OPEN This improves flight deck ventilation. FLIGHT DECK window shades.............................................. CLOSE Instruct the cabin crew to: CABIN LIGHTS ......................................................................... DIM CABIN window shades.......................................................CLOSE TC-SUZ, NE, NF, NG, NH, NI: Turn off in-flight entertainment systems. TC-SUG, H, I, J, Z, NE, NF, NG, NH, NI: CAB/UTIL switch ..........................................................................OFF TC-SUG, H, I, J, Z, NE, NF, NG, NH, NI: IFE/PASS SEAT switch.................................................................OFF TC-SUL, M, O, U, V, Y: GALLEY switch.............................................................................OFF (END)

January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 2.10

WING-BODY OVERHEAT

Condition:

An overheat from a bleed air duct leak occurs.

Objective:

To isolate and eliminate the source of the bleed air duct leak.

ISOLATION VALVE switch .......................................................... CLOSE WING ANTI-ICE switch......................................................................OFF This prevents possible asymmetrical ice buildup on the wings. Avoid icing conditions where wing anti-ice is needed. WING-BODY OVERHEAT LIGHT: Right WING-BODY OVERHEAT light illuminated: R PACK switch ................................................................OFF This causes the operating pack to regulate to high flow in flight with the flaps up. Engine No. 2 BLEED air switch .....................................OFF (END) Left WING-BODY OVERHEAT light illuminated: L PACK switch ...................................................................................OFF This causes the operating pack to regulate to high flow in flight with the flaps up. Engine No. 1 BLEED air switch........................................................OFF WING-BODY OVERHEAT LIGHT: EXTINGUISHES: ISOLATION VALVE switch ......................................AUTO Engine No. 1 BLEED air switch ................................. ON L PACK switch.........................................................AUTO WING ANTI-ICE switch ...............................AS NEEDED (END) STAYS ILLUMINATED:

Continued on next page

May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 2.11

WING-BODY OVERHEAT Continued from previous page APU RUNNING: APU BLEED air switch ...................................................OFF This stops the flow of bleed air from the APU to the left side of the pneumatic ducting. WING-BODY OVERHEAT light: EXTINGUISHES: ISOLATION VALVE switch ................... AUTO Engine No. 1 BLEED air switch................ON L PACK switch ...................................... AUTO WING ANTI-ICE switch.............. AS NEEDED (END) STAYS ILLUMINATED: APU switch......................................................................OFF NOT RUNNING:

Do NOT run the APU. (END) ZONE TEMP

ZONE TEMP

One or more of these occur: • A zone duct overheat • Flight deck temperature control is failed. CABIN temperature selector (affected cabin) ...............................................................Select a cooler temperature Condition:

This prevents the trim air modulating valve from returning to an overheat condition. TRIP RESET switch........................................................................ PUSH The ZONE TEMP light extinguishes if the duct temperature has cooled below limits. If duct temperature increases rapidly: TRIM AIR switch ...........................................................................OFF (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

INTENTIONALLY LEFT BLANK

May 15, 2008

Pg.NNC 2.12

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 3.0

NNC 3

NNC 3. Anti-Ice, Rain Table of Contents ENGINE COWL ANTI-ICE ........................................................... NNC 3.1 ENGINE COWL VALVE OPEN OR TAI INDICATION................. NNC 3.1 PROBE HEAT.............................................................................. NNC 3.2 WINDOW OVERHEAT ................................................................ NNC 3.2 WING ANTI-ICE VALVE OPEN ................................................... NNC 3.3

May 15, 2008

INTENTIONALLY LEFT BLANK

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 3.1

ENGINE COWL ANTI-ICE

COWL ANTI-ICE

ENGINE COWL ANTI-ICE

Condition:

An engine cowl anti-ice duct overpressure occurs.

Objective:

To reduce cowl duct pressure by reducing thrust.

If flight conditions allow: Autothrottle (if engaged) .................................................. Disengage Thrust lever (affected side) ......................................Retard until the COWL ANTI-ICE light extinguishes (END) ENGINE COWL VALVE OPEN OR TAI INDICATION

COWL VALVE OPEN

Condition:

ENGINE COWL VALVE OPEN OR TAI INDICATION

An engine COWL VALVE OPEN light stays illuminated bright blue and an amber TAI indication is shown if the cowl anti-ice valve is not in the commanded position.

ENGINE ANTI-ICE switch: ON: The COWL anti-ice valve is failed CLOSED. Avoid icing conditions. (END) OFF: The COWL anti-ice valve is failed OPEN. If TAT is ABOVE 10째 C: Limit thrust on the affected engine to 80% N1 if possible (END)

May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 3.2

PROBE HEAT

PROBE HEAT CAPT PITOT

L ELEV PITOT

L ALPHA VANE

TEMP PROBE

F/O PITOT

R ELEV PITOT

L ALPHA VANE

AUX PITOT

Condition:

One or more probe heats are failed.

Avoid icing conditions. Note:

Flight in icing conditions may result in erroneous flight instrument indications. (END)

WINDOW OVERHEAT

OVERHEAT

Condition:

A window overheat occurs.

WINDOW HEAT switch (affected window) ......................................OFF Wait 2 - 5 minutes. WINDOW HEAT switch (affected window) ....................................... ON OVERHEAT light: STAYS EXTINGUISHED: Continue normal operation. (END) ILLUMINATES AGAIN: WINDOW HEAT switch (affected window) ......................................OFF Limit airspeed to 250 knots maximum below 10,000 feet. WINDSHIELD AIR controls (both)................................................. PULL This vents conditioned air to the inside of the windshield for defogging. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 3.3

WING ANTI-ICE VALVE OPEN

WING ANTI-ICE VALVE OPEN L VALVE OPEN

Condition:

R VALVE OPEN

A wing anti-ice L VALVE OPEN or R VALVE OPEN light stays illuminated bright blue if the wing anti-ice valve is not in the commanded position.

WING ANTI-ICE switch: ON The wing anti-ice valve is failed closed. WING ANTI-ICE switch...................................................OFF Avoid icing conditions where wing anti-ice is needed. (END) OFF The wing anti-ice valve is failed open. If TAT is ABOVE 10째C OR there is NO visible moisture: ISOLATION VALVE switch ......................................................CLOSE Wing anti-ice is not available on the affected side with the ISOLATION VALVE switch closed. PACK switch (affected side)........................................................OFF This causes the operating pack to regulate to high flow in flight with the flaps up. Engine BLEED air switch (affected side) ...................................OFF (END)

May 15, 2008

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Rev 12

INTENTIONALLY LEFT BLANK

May 15, 2008

Pg.NNC 3.4

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 4.0

NNC 4

NNC 4. Automatic Flight Table of Contents AUTOPILOT DISENGAGE .......................................................... NNC 4.1 AUTOTHROTTLE DISENGAGE.................................................. NNC 4.1

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QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 4.1

AUTOPILOT DISENGAGE

AUTOPILOT DISENGAGE A/P P/RST

Condition:

All autopilots are disengaged. The red light flashes and the aural tone sounds.

Fly the airplane manually or re-engage an autopilot. (END) AUTOTHROTTLE DISENGAGE

AUTOTHROTTLE DISENGAGE A/T P/RST

Condition:

The autothrottle is disengaged. The red light flashes.

Control thrust manually or re-engage the authotrottle. (END)

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Rev 12

INTENTIONALLY LEFT BLANK

May 15, 2008

Pg.NNC 4.2

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 5.0

NNC 5

NNC 5. Communications, Datalink Table of Contents RADIO TRANSMIT CONTINUOUS (STUCK MICROPHONE SWITCH) ............................................. NNC 5.1

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QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 5.1

RADIO TRANSMIT CONTINUOUS (STUCK MICROPHONE SWITCH)

RADIO TRANSMIT CONTINUOUS (STUCK MICROPHONE SWITCH) Condition:

A radio transmits continuously without crew input.

MIC SELECTOR switches (all audio selector panels) .................................................................FLT This deselects radios and stops radio transmissions. Note:

The microphone/interphone with the stuck switch continuously transmits on interphone.

The associated audio selector panel should stay on flight interphone. All other audio selector panels may be used normally. (END)

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May 15, 2008

Pg.NNC 5.2

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 6.0

NNC 6

NNC 6. Electrical Table of Contents BATTERY DISCHARGE .............................................................. NNC 6.1 DRIVE .......................................................................................... NNC 6.1 ELEC............................................................................................ NNC 6.1 LOSS OF BOTH ENGINE DRIVEN GENERATORS................... NNC 6.2

SMOKE, FIRE or FUMES........►►NNC 8.7 SOURCE OFF ............................................................................. NNC 6.5 STANDBY POWERED COMPONENTS...................................... NNC 6.7 STANDBY POWER OFF ............................................................. NNC 6.8 TR UNIT....................................................................................... NNC 6.8 TRANSFER BUS OFF ................................................................. NNC 6.8

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QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 6.1

BATTERY DISCHARGE

BAT DISCHARGE

BATTERY DISCHARGE

Condition:

A battery discharge exceedance occurs.

Note:

Fully charged batteries supply a minimum of 60 minutes of standby power. (END)

DRIVE

Condition:

A generator drive malfunction occurs

Action is not reversible. Generator drive DISCONNECT switch (affected side) .............................. Confirm .................. Hold in the DISCONNECT position momentarily This prevents generator drive damage. APU AVAILABLE for start: APU............................................................................. START When APU is running: APU GEN switch (affected side) ..............................................................ON (END) NOT AVAILABLE Plan to land at the nearest suitable airport. Only one main AC power sorce remains. (END) ELEC

ELEC

Condition:

A standby power or DC system fault occurs.

Note:

The ELEC light illuminates on the ground only. (END)

May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev12a

Pg.NNC 6.2

LOSS OF BOTH ENGINE DRIVEN GENERATORS

LOSS OF BOTH ENGINE DRIVEN GENERATORS GEN 1 & 2

GEN 1 & 2

TRANSFER BUS OFF

SOURCE OFF

GEN OFF BUS

Condition:

Both engine driven generators are off.

Note:

At high altitude, thrust deterioration or engine flameout may occur.

Engine GEN switches (both) ..................................... ON, one at a time SOURCE OFF light: ONE light STAYS ILLUMINATED: YAW DAMPER switch ...................................................... ON APU: AVAILABLE for START: Note:

APU start attempts are not recommended above 25,000 feet.

APU........................................................... START When APU is running: APU GEN switch (affected side) ........................................... ON

NOT AVAILABLE: Plan to land at the nearest suitable airport. Only one main AC power source remaines.

BOTH lights STAY ILLUMINATED: APU: AVAILABLE for START: BUS TRANSFER switch..................... OFF ELEC HYD PUMP switches (both)................................... OFF

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January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 6.3

LOSS OF BOTH ENGINE DRIVEN GENERATORS Continued from previous page Note:

APU start attempts are not recommended above 25,000 feet. With both buses off, only one start attempts is recommended. Multiple start attempts reduce standby power capacity.

APU ................................................. START When APU is running: APU GEN switch (both) ................. ON, one at a time SOURCE OFF light A SINGLE or BOTH Lights EXTINGUISH BUS TRANSFER switch .............................AUTO This restores power to the remaining transfer bus if one BUS OFF light stays illuminated. ELEC HYD PUMP switches (both) ................. ON, one at a time YAW DAMPER switch ................................ ON, If REMOTE CONTROL circuit breaker (RCCB REMOTE) (STBY power control unit, P6-5:A4) is tripped: Reset circuit breaker. BOTH Lights STAY ILLUMINATED: APU IS NOT AVAILABLE:

Avoid icing conditions. Note:

Flight in icing conditions may result in erroneous flight instrument indications.

Continued on next page May 15, 2008

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QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 6.4

LOSS OF BOTH ENGINE DRIVEN GENERATORS Continued from previous page Plan to land at the nearest suitable airport. Note:

Fully charged batteries supply a minimum of 60 minutes of standby power.

The right IRS will operate on DC power for 5 minutes.

BOTH LIGHTS EXTINGUISH: YAW DAMPER switch................................................................ ON

PRIMARY ATTITUDE DISPLAYS: BOTH the Captain’s and F/O’s are OPERATIVE and ATT flags are NOT shown: (END) ONLY the F/O’s is FAILED: IRS TRANSFER switch ...................................... BOTH ON L Do NOT use either autopilot. If both SOURCE OFF lights are still illuminated: The left IRS will operate as long as battery power remains. Plan to land at the nearest suitable airport. (END) BOTH the Captain’s and F/O’s are FAILED: Action is not reversible. Do this step only if BOTH the captain’s and F/O’s primary attitude displays are failed. IRS MODE selectors(both)..................................................... ATT Maintain straight and level, constant airspeed flight until attitude displays recover (aproximately 30 seconds). Note:

The primary attitude displays will stay failed and SET IRS HDG prompt will not appear on the POS INIT page until the attitude mode alignment is complete.

Continued on next page

May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev12a

Pg.NNC 6.5

LOSS OF BOTH ENGINE DRIVEN GENERATORS Continued from previous page Enter magnetic heading on the POS INIT page or on the overhead IRS display unit by selecting HDG/STS. The MAP display is NOT available. Enter updated heading periodically on the POS INIT page or on the overhead IRS display unit by selecting HDG/STS. Do NOT use either autopilot. (END) SOURCE OFF

SOURCE OFF

Condition:

SOURCE OFF The transfer bus is not powered by the last selected source.

SOURCE OFF light: BOTH ILLUMINATED: ►►Apply NNC 6.2 LOSS OF BOTH ENGINE DRIVEN GENERATORS. (END) ONE ILLUMINATED: Engine GEN switch (affected side)....................................................ON SOURCE OFF light: EXTINGUISHES: (END) STAYS ILLUMINATED:

APU:

Continued on next page

January 20, 2009

QRH B737-800W NON - NORMALS

SunExpress

Rev12a

Pg.NNC 6.6

SOURCE OFF Continued from previous page APU NOT AVAILABLE Plan to land at the nearest suitable airport. Only one main AC power source remaines. ILS is not available on the failed side. (END) AVAILABLE for START APU................................................................................................ START When APU is running: APU GEN switch (affected side) ................................................................................ ON SOURCE OFF light: EXTINGUISHES: (END) STAYS ILLUMINATED: Plan to land at the nearest suitable airport. Only one main AC power source remaines. ILS is not available on the failed side. (END)

January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 6.7

STANDBY POWERED COMPONENTS

STANDBY POWERED COMPONENTS The following list identifies the significant equipments that operate when the main battery and the auxiliary battery are the only source of electrical power. Airplane General

Flight Instruments (Continuous)

• • • • •

• Standby instruments

standby compass light emergency instrument flood lights flight crew oxygen passenger oxygen

Air Systems

• • • • •

radio magnetic indicator (RMI), standby airspeed/altimeter, standby attitude indicator, standby magnetic compass

white dome lights

A/C pack valves BLEED TRIP OFF lights manual pressurization control altitude warning horn PACK lights

Anti-Ice

• Captain’s pitot probe heat Communications

• flight interphone system • passenger address system • VHF No.1

Flight Management, Navigation

• • • • • • • • • •

left CDU heading/track indications VHF NAV No.1 left IRS left GPS marker beacon ADF No.1 transponder No.1 ILS/DME No.1

Fuel

• • • STANDBY POWER OFF light • Engines, APU • • upper display unit:N1, N2, fuel flow • Electrical

FMC/Left FMC (O,U)

crossfeed valve engine fuel shutoff valves spar fuel shutoff valves FUEL VALVE CLOSED lights

fuel quantity indicators EGT, fuel quantity, oil pressure, oil Hydraulic Power temperature, oil quantity • engine hydraulic shutoff valves • right igniters • standby rudder shutoff valves • thrust reversers Landing Gear • starter valves • inboard antiskid system • APU operation (start attempts not • ANTISKID INOP light recommended above 25,000 feet) • parking brake Fire Protection • air/ground system • APU and engine fire extinguisher • landing gear indicator lights bottles • APU and engine fire detection system Warning

• stall warning system • aural warnings Flight Instruments • Captain’s outboard display unit with • master caution light recall • Cargo fire extinguisher bottles

primary flight display

• Captain’s inboard display unit with navigation display

• clocks • left EFIS control panel May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 6.8

STANDBY POWER OFF

STANDBY PWR OFF

Condition:

STANDBY POWER OFF One or more of these buses are not energized: • AC standby bus • DC standby bus • Battery bus.

STANDBY POWER switch ................................................................BAT (END) TR UNIT

TR UNIT

Condition:

One or more transformer rectifiers are failed.

Do NOT use the AFDS approach mode. Note:

Autoland is NOT available. (END)

TRANSFER BUS OFF

Condition:

TRANSFER BUS OFF The transfer bus is not energized.

Engine GEN switch (affected side)................................................... ON TRANSFER BUS OFF light: EXTINGUISHES: (END) STAYS ILLUMINATED:

APU: AVAILABLE for START: APU ........................................................................ START When APU is running: APU GEN switch (affected side)..........................................................ON (END) NOT AVAILABLE: (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.0

NNC 7

NNC 7. Engines, APU Table of Contents

ABORTED ENGINE START ......................................NNC 7.1 APU DETECTION INOPERATIVE........................................ ►►NNC 8.1 APU FAULT ................................................................................. NNC 7.1

APU FIRE ........................................................... ►►NNC 8.1 APU LOW OIL PRESSURE......................................................... NNC 7.1 APU OVERSPEED ...................................................................... NNC 7.2 EEC ALTERNATE MODE............................................................ NNC 7.2 ENGINE CONTROL..................................................................... NNC 7.2 ENGINE FAILURE or SHUTDOWN............................................. NNC 7.3

ENGINE FIRE or ENGINE SEVERE DAMAGE or SEPARATION .................................................... ►►NNC 8.3 ENGINE FIRE/OVERHEAT DETECTOR FAULT ................. ►►NNC 8.5 ENGINE FUEL LEAK.......................................................... ►►NNC 12.2 ENGINE HIGH OIL TEMPERATURE .......................................... NNC 7.4 ENGINE IN-FLIGHT START........................................................ NNC 7.5

ENGINE LIMIT or SURGE or STALL ........................NNC 7.8 ENGINE LOW OIL PRESSURE .................................................. NNC 7.9 ENGINE OIL FILTER BYPASS.................................................. NNC 7.10

ENGINE OVERHEAT ......................................... ►►NNC 8.5 ENGINE TAILPIPE FIRE.................................... ►►NNC 8.6 HIGH ENGINE VIBRATION....................................................... NNC 7.11

LOSS OF THRUST ON BOTH ENGINES................NNC 7.12 ONE ENGINE INOPERATIVE LANDING .................................. NNC 7.16 REVERSER ............................................................................... NNC 7.18 REVERSER UNLOCKED (IN FLIGHT) ..................................... NNC 7.18 START VALVE OPEN ............................................................... NNC 7.19 VOLCANIC ASH ........................................................................ NNC 7.20

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SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.1

ABORTED ENGINE START

ABORTED ENGINE START Condition:

During a ground start, an abort engine start condition occurs.

Objective:

To shut down the engine and motor it.

Engine start lever (affected engine)................................CUTOFF

ENGINE START switch: GRD: Motor the engine for 60 seconds. ENGINE START switch (affected engine).....................................................OFF

(END) OFF: After N2 decreases below 20%: ENGINE START switch (affected engine).................................................................GRD

Motor the engine for 60 seconds. ENGINE START switch (affected engine)..................................................................OFF

(END) APU FAULT

FAULT

APU FAULT

Condition:

An APU malfunction occurs.

Note:

The APU shuts down automatically.

APU switch ........................................................................................OFF If the APU FAULT light extinguishes after 5 minutes, restarts may be attempted. (END) APU LOW OIL PRESSURE

LOW OIL PRESSURE

APU LOW OIL PRESSURE

Condition:

An APU oil pressure is low.

Note:

The APU shuts down automatically.

APU switch ........................................................................................OFF The LOW OIL PRESSURE light extinguishes in 5 minutes. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.2

APU OVERSPEED

OVER SPEED

Condition:

APU OVERSPEED One of these occurs: • An APU RPM limit exceedance causes automatic shutdown • During a normal APU shutdown the overspeed shutdown protection logic fails a self-test.

APU switch ........................................................................................OFF The APU OVERSPEED light extinguishes in 5 minutes. (END) EEC ALTERNATE MODE

EEC ALTERNATE MODE

ALTN

Condition:

An EEC operates in the alternate control mode.

Autothrottle (if engaged) ................................................... DISENGAGE Thrust levers (both) ...........................................Retard to mid position This prevents exceeding thrust limits when switching to the EEC alternate mode. EEC mode switches (one at a time).............................................. ALTN This ensures both engines operate in alternate mode. Autothrottle (if needed) ........................................................... ENGAGE Note:

Maximum thrust limiting is available with autothrottle engaged.

Do NOT exceed engine limits. Engine limit protection in alternate mode is not the same as in normal mode. If the DSPLY SOURCE annunciation is shown and the DISPLAY SOURCE checklist has not been completed: ►►Apply NNC 10.4 DISPLAY SOURCE. (END) ENGINE CONTROL

ENGINE CONTROL

Condition:

An engine control system fault occurs.

Note:

An ENGINE CONTROL light illuminates on the ground only.

Do NOT takeoff. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.3

ENGINE FAILURE or SHUTDOWN

ENGINE FAILURE or SHUTDOWN Condition:

One of these occurs: • An engine failure • An ENG FAIL alert shows • An engine flameout • If an engine shutdown required by another procedure

Do an engine shutdown only when flight conditions allow. Autothrottle (if engaged) ................................................... DISENGAGE Thrust lever (affected engine) ..........................Confirm .................................CLOSE If conditions allow: Run the engine for three minutes at idle thrust. Engine start lever (affected engine) ..........................Confirm ...............................CUTOFF PACK switch (affected side) ............................................................OFF This causes the operating pack to regulate to high flow in flight with flaps up. APU: AVAILABLE FOR START: APU............................................................................. START When APU is running: APU GEN switch (affected side)...............................................................ON NOT AVAILABLE:

Balance fuel as needed. Transponder mode selector................................................................TA This prevents climb commands which can exceed single engine performance capability. If wing anti-ice is needed: ISOLATION VALVE switch ........................................................ AUTO Plan to land at the nearest suitable airport. ►►Apply NNC 7.16 ONE ENGINE INOPERATIVE LANDING. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.4

ENGINE HIGH OIL TEMPERATURE

ENGINE HIGH OIL TEMPERATURE Condition:

The engine oil temperature is high.

TEMPERATURE: AT or ABOVE THE REDLINE: ►►Apply NNC 7.3 ENGINE FAILURE or SHUTDOWN. (END) IN THE AMBER BAND: Authotrottle (if engaged) ................................................... DISENGAGE Thrust lever (affected engine) ..........................Confirm............................... RETARD slowly until engine oil temperature is within normal operating range or thrust lever is closed If temperature is in the amber band for more than 45 minutes: ►►Apply NNC 7.3 ENGINE FAILURE or SHUTDOWN. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.5

ENGINE IN-FLIGHT START

ENGINE IN-FLIGHT START Condition:

An engine start is needed after a shutdown with no fire or apparent damage.

Note:

Oil quantity indication as low as zero is normal if windmilling N2 RPM is below approximately 8%.

Do this checklist ONLY after completion of the ENGINE FAILURE or SHUTDOWN checklist or as directed by the LOSS OF THRUST ON BOTH ENGINES checklist. NNC 7.3 ENGINE FAILURE / SHUTDOWN checklist: NOT COMPLETED: Autothrottle (if engaged) ................................ DISENGAGE Thrust lever (affected engine).......................... Confirm...............CLOSE If conditions allow: Run the engine for three minutes at idle thrust. Engine start lever (affected engine).......................... Confirm.............CUTOFF APU(if available) ........................................................ START When APU is running: APU GEN switch (affected side) ..............................................................ON PACK switch (affected side) ..........................................OFF This causes the operating pack to regulate to high flow in flight with flaps up. FUEL ..................................................................... BALANCE Transponder mode selector .............................................TA This prevents climb commands which can exceed single engine performance capability. If wing anti-ice is needed: ISOLATION VALVE switch...................................... AUTO COMPLETED:

Check the IN-FLIGHT START ENVELOPE. Starts are not assured outside of the in-flight start envelope. Note:

For engines shut down more than one hour, a crossbleed start is needed.

Continued on next page May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 7.6

ENGINE IN-FLIGHT START Continued from previous page IN-FLIGHT START ENVELOPE 24 20 15

CROSSBLEED

140

230

WINDMILL

PRESSURE ALTITUDE 1000 FEET

275 300 320 340

INDICATED AIRSPEED â&#x20AC;&#x201C; KNOTS

Thrust lever (affected engine) ..........................Confirm................................. CLOSE Engine start lever (affected engine) ..........................Confirm............................... CUTOFF Note:

Engines may accelerate to idle very slowly, especially at high altitudes. Slow acceleration may be incorrectly interpreted as a hung start or an engine malfunction. If N2 is steadily increasing, and EGT stays within limits, the start is progressing normally.

START: CROSSBLEED START: PACK switch (affected side) ..........................................OFF DUCT PRESSURE ...................................... Minimum 30 PSI Advance the thrust lever to increase duct pressure if needed. ENGINE START switch (affected side).........................GRD

WINDMILL START: ENGINE START switch (affected side)........................................................................... FLT

When N2 is at or above 11%:

Continued on next page May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.7

ENGINE IN-FLIGHT START Continued from previous page Engine start lever (affected engine).............................................................. IDLE detent Monitor EGT to ensure it does not rise rapidly or exceed the start limit 725° C during the start attempt. If EGT does not increase in 30 seconds or another abort start condition as listed in the Normal Procedures occurs: Engine start lever (affected engine)......................Confirm ...............................CUTOFF ENGINE START switch (affected side) .......................................OFF Note:

If engine has been shutdown for more than 1 hour, multiple start attempts may be needed.

ENGINE: FAILS to START: ►►Apply NNC 7.16 ONE ENGINE INOPERATIVE LANDING. (END) STARTS and RUNS NORMALLY: Engine GEN switch (affected side)....................................................ON PACK switch (affected side) ......................................................... AUTO ENGINE START switch ..........................................................As needed APU .........................................................................................As needed FUEL........................................................................................ BALANCE Transponder mode selector......................................................... TA/RA (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.8

ENGINE LIMIT or SURGE or STALL

ENGINE LIMIT or SURGE or STALL Condition:

One or more of these occur: • Engine indications are unusual • Engine indications exceeding limits

are

rapidly

approaching

• Unusual engine noises are heard • There is no response to thrust lever movement Objective:

To attempt to recover normal engine operation or shut down the engine if recovery is not possible.

Authotrottle (if engaged) ................................................. DISENGAGE Thrust lever (affected side)............................... Confirm ............................RETARD until indications stay within limits or the thrust lever is closed. ENGINE INDICATIONS: STABILIZED and EGT DECREASES: Thrust lever (affected engine) .................................................. ADVANCE slowly while checking RPM and EGT follow thrust lever movement. Run the engine normally or at a reduced thrust setting which is surge and stall free. (END) NOT normal or EGT continues to INCREASE: Engine start lever (affected engine) ..........................Confirm............................... CUTOFF PACK switch (affected side).............................................................OFF This causes the operating pack to regulate to high flow in flight with flaps up.

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May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.9

ENGINE LIMIT or SURGE or STALL Continued from previous page APU: AVAILABLE FOR START: APU............................................................................. START When APU is running: APU GEN switch (affected side)...............................................................ON NOT AVAILABLE:

FUEL........................................................................................ BALANCE Transponder mode selector................................................................TA This prevents climb commands which can exceed single engine performance capability. If wing anti-ice is needed: ISOLATION VALVE switch ........................................................ AUTO Plan to land at the nearest suitable airport. ►►Apply NNC 7.16 ONE ENGINE INOPERATIVE LANDING. (END) ENGINE LOW OIL PRESSURE

ENGINE LOW OIL PRESSURE Condition:

The LOW OIL PRESSURE alert indicates the engine oil pressure is low.

ENGINE OIL PRESSURE: in the AMBER BAND with TAKEOFF THRUST set: Do NOT takeoff. (END) AT or BELOW THE REDLINE: ►►Apply NNC 7.3 ENGINE FAILURE or SHUTDOWN. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.10

ENGINE OIL FILTER BYPASS

ENGINE OIL FILTER BYPASS Condition:

The OIL FILTER BYPASS alert indicates oil filter contamination can cause oil to bypass the oil filter.

Authotrottle (if engaged) ................................................... DISENGAGE Thrust lever (affected engine) ..........................Confirm............................... RETARD until the OIL FILTER BYPASS alert extingusihes or the thrust lever is closed OIL FILTER BYPASS: EXTINGUISHES: Run the engine at reduced thrust to keep the alert extinguished. (END) STAYS ILLUMINATED: ►►Apply NNC 7.3 ENGINE FAILURE or SHUTDOWN. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.11

HIGH ENGINE VIBRATION

HIGH ENGINE VIBRATION Condition:

Both of these occur: • The vibration level is more than 4.0 units • Airframe vibrations.

ICING CONDITION: EXISTS: If in moderate to severe icing conditions during descent or holding, do the following on one engine at a time at approximately 15 minute intervals: ENGINE START switch (affected engine) ........................................................ FLT Thrust (affected engine)......................Adjust to 45% N1 for 5 seconds, then advance slowly to a minimum of 80% N1 for 1 second VIBRATION: DECREASES: Continue normal operation. (END) does NOT DECREASE: NOT EXIST:

Authotrottle (if engaged) ................................................... DISENGAGE Thrust Lever (affected side)...............................Confirm .............................. RETARD to maintain vibration levels below 4 units Note:

If the VIB indication does not decrease when the thrust lever retarded, check other engine indications. If other engine indications are normal, no further action is needed. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.12

LOSS OF THRUST ON BOTH ENGINES

LOSS OF THRUST ON BOTH ENGINES Condition:

Both of these occur: • Both engines have a loss of thrust • Both ENG FAIL alerts show

Objective:

To restart at least one engine.

ENG START switches (both) ................................................. FLT

Engine start levers (both).............................................. CUTOFF

When EGT decreases: Engine start levers (both) ................................... IDLE detent

If EGT reaches 950°C or there is no increase in EGT within 30 seconds: Engine start lever (affected engine) ...................................................... CUTOFF, then IDLE detent

If EGT again reaches 950°C or there is no increase in EGT within 30 seconds, repeat as needed. Note:

Engines may accelerate to idle very slowly, especially at high altitudes or in heavy precipitation. If N2 is steadily increasing and EGT stays within limits, do not interrupt the start.

At or above FL270, set airspeed to 275 knots. Below FL270, set airspeed to 300 knots.

Continued on next page

May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 7.13

LOSS OF THRUST ON BOTH ENGINES Continued from previous page APU: AVAILABLE for START: Do NOT wait for successful engine start(s) before starting the APU. APU.................................................................... START When APU is running: APU GEN switches (both).....................................................ON, one at a time NOT AVAILABLE

ENGINE RESTART: ONE or BOTH engines STARTED:

NOT SUCCESSFUL N2: Above 11%: Attempt a windmill start. Thrust Levers (both) .......................................... Close Engine start lever (either)....................... Confirm ............. CUTOFF then IDLE detent Note:

The engine may accelerate to idle very slowly. If N2 is steadily increasing and EGT stays within limits, do NOT interrupt the start.

AT OR BELOW 11%: Attempt a starter assisted start.

When engine parameters have stabilized:

Continued on next page May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.14

LOSS OF THRUST ON BOTH ENGINES Continued from previous page ENGINE START switch (operating engine) ....................................................As needed Thrust lever (operating engine) ...........................................Advance slowly Engine GEN switch (operating engine side)........................................................ ON Note:

Checklist on NNC 7.5 ENGINE IN-FLIGHT START will be used to start the other engine, if needed.

Thrust levers(both) ...............................................................Close Wing ANTI-ICE switch............................................................. OFF PACK switches (both) ............................................................. OFF APU BLEED air switch.............................................................. ON Ignition select switch........................................................... BOTH Engine start lever (either)..................................Confirm...................... CUTOFF ENGINE START switch............................................................GRD When N2 is at or above 11%: Engine start lever ...................................................IDLE detent Note:

The engine may accelerate to idle very slowly. If N2 is steadily increasing and EGT stays within limits, do not interrupt the start.

When engine parameters have stabilized: APU BLEED air switch ....................................................... OFF ENGINE START switch (operating engine) ................................................... As needed Thrust lever (operating engine) ...........................................Advance slowly Engine GEN switch (operating engine side) ........................................................ ON PACK switch (operating engine side) ................................................... AUTO Note:

Checklist on NNC 7.5 ENGINE IN-FLIGHT START will be used to start the other engine, if needed.

Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.15

LOSS OF THRUST ON BOTH ENGINES Continued from previous page

PRIMARY ATTITUDE DISPLAY: BOTH OPERATIVE and ATT flags are NOT shown:

ONLY the F/O primary attitude display is FAILED: IRS TRANSFER switch............................. BOTH ON L Do NOT use either autopilot.

BOTH FAILED: Action is not reversible. Do this step only if BOTH the captain’s and first officer’s primary attitude displays are FAILED. IRS MODE selectors (both) ............................................ ATT Maintain straight and level, constant airspeed flight until attitude displays recover (approximately 30 seconds). Note:

The primary attitude displays will stay failed and the SET IRS HDG prompt will not appear on the POS INIT page until the attitude mode alignment is complete. Enter magnetic heading on the POS INIT page or on the overhead IRS display unit by selecting HDG/STS. The MAP display is not available. Enter updated heading periodically on the POS INIT page or on the overhead IRS display unit by selecting HDG/STS. Do NOT use either autopilot.

ENGINE: BOTH engines are RUNNING: Run the APU as needed. (END) ONE engine stays FAILED: ►►Apply NNC 7.5 ENGINE IN-FLIGHT START. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.16

ONE ENGINE INOPERATIVE LANDING

ONE ENGINE INOPERATIVE LANDING Condition:

Landing must be made with one engine inoperative.

Plan a flaps 15 landing. Set VREF 15 or VREF ICE. If any of the following conditions apply, set VREF ICE = VREF 15 + 10 knots: Engine anti–ice will be used during landing Wing anti–ice has been used any time during the flight Icing conditions were encountered during the flight and the landing temperature is below 10° C. Note:

When VREF ICE is needed, the wind additive should not exceed 10 knots.

Maintain VREF 15 + 5 knots or VREF ICE + 5 knots minimum on final approach to assure sufficient maneuver margin and speed for go-around. Use engine anti-ice on the operating engine only. Note:

Normal checklist integrated: - APPROACH -

FLAP INHIBIT switch............................................... FLAP INHIBIT RECALL...............................................................................CHECK AUTOBRAKE ...........................................................................____ CABIN CONTROL .....................................................................SET ENGINE START switch (operating engine ......................... CONT SPEED BUGS........................................................................._____ (VREF 15 or VREF ICE)

Continued on next page

May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 7.17

ONE ENGINE INOPERATIVE LANDING Continued from previous page If additional go-around thrust is needed: ADDITIONAL THRUST: NOT NEEDED:

NEEDED: Configure the pressurization system for a no engine bleed landing when below 10,000 feet. WING ANTI-ICE ....................................................................OFF ISOLATION VALVE switch ............................................ CLOSE Engine No.1 BLEED air switch...........................................OFF Do NOT open the APU bleed air valve if the engine fire warning switch is illuminated. APU BLEED air switch.................................................. ON Left PACK switch..............................................................AUTO Engine No. 2 BLEED air switch..........................................OFF

ALTIMETERS ......................................................................___ ___

Go-Around Procedure Review Do the normal go–around procedure except: Use flaps 1. Maintain VREF 15 + 5 knots or VREF ICE + 5 knots until reaching flap retraction altitude. Limit bank angle to 15° when airspeed is less than VREF 15 + 15 knots or VREF ICE + 5 knots or the minimum maneuver speed, whichever is lower. Accelerate to flaps 1° maneuvering speed before flap retraction. - FINAL SPEED BRAKE ........................................ ARMED, GREEN LIGHT LANDING GEAR ................................................DOWN, 3 GREEN

FLAPS ............................................................... 15, GREEN LIGHT

(END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 7.18

REVERSER

Condition:

A fault occurs in the thrust reverser system.

Note:

Additional system deployment.

failures

may

cause

in-flight

Expect normal reverser operation after landing. (END) REVERSER UNLOCKED (IN FLIGHT)

REVERSER UNLOCKED (IN FLIGHT) Condition:

The amber REV indication shows with uncommanded reverse thrust.

Note:

Only multiple failures could allow the engine to go into reverse thrust. Unstowed reverser sleeves produce buffet, yaw, roll and increased airplane drag.

Check movement of the forward thrust lever on the affected engine. The EECs prevent power above idle if the related thrust reverser has moved from the stowed position. WARNING:

Do NOT actuate the reverse thrust lever.

ENGINE: RESPONDS to forward thrust lever movement AND NO buffet or yaw exists: Continue normal operation. (END) Does NOT RESPOND to forward thrust lever movement OR buffet or yaw EXISTS: ►►Apply NNC 7.3 ENGINE FAILURE or SHUTDOWN. (END)

January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 7.19

START VALVE OPEN

START VALVE OPEN Condition:

The START VALVE OPEN alert indicates the start valve fails to close.

ENGINE START switch .....................................................................OFF START VALVE OPEN alert: EXTINGUISHES: (END) STAYS ILLUMINATED: ISOLATION VALVE switch ...........................................................CLOSE PACK switch (affected side) ............................................................OFF This causes the operating pack to regulate to high flow in flight with flaps up. Engine BLEED air switch (affected engine) ...............................................................................OFF START VALVE OPEN alert for: ENGINE No 1 APU BLEED air switch ...................................................OFF ENGINE No 2

AIRPLANE: IN FLIGHT: (END) ON THE GROUND: Ground air source (if in use) ................................................................................Disconnect Engine start lever (affected engine) ........................................................................CUTOFF (END)

January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.20

VOLCANIC ASH

VOLCANIC ASH Condition:

Volcanic ash is suspected when one or more of these occur: • A static discharge around the windshield • A bright glow in the engine inlets • Smoke or dust on the flight deck • An acrid odor

Objective:

To exit the ash cloud and restart engines if needed.

CAUTION!

Exit volcanic ash as quickly as possible. Consider a 180 degree turn.

Oxygen Masks and Smoke Goggles(as needed) ..........................DON Crew communications(as needed).....................................ESTABLISH Autothrottle (if engaged) ................................................... DISENGAGE If conditions allow, run the engines at idle thrust. Thrust levers (both) ........................................................... CLOSE This reduces possible engine damage or flameout, or both, by decreasing EGT. ENG START switches (both) ............................................................ FLT PACK switches ................................................................................HIGH

The next two steps increase bleed air extraction to improve engine stall margin WING ANTI–ICE switch...................................................................... ON ENGINE ANTI–ICE switches (both)................................................... ON If the APU is available for start: APU (If APU available)............................................................ START This supplies backup electrical and pneumatic source, if needed. Note:

Volcanic ash can cause non–normal system indications such as: • Engine malfunctions, increasing EGT, engine stall or flameout • Decrease or loss of airspeed indications • Equipment cooling OFF light.

Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 7.21

VOLCANIC ASH Continued from previous page ENGINES: RUN NORMALLY: Plan to land at the nearest suitable airport. (END) FLAMMED OUT OR STALLED, or EGT is rapidly APPROACHING or EXCEEDING LIMIT: Engine may accelerate to idle very slowly, especially at high altitudes. Slow acceleration may be incorrectly interpreted as a hung start or an engine malfunction. If N2 is steadily increasing, and EGT stays within limits, the start is progressing normally. Plan to land at the nearest suitable airport. ►►Apply NNC 7.12 LOSS OF THRUST ON BOTH ENGINES. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

INTENTIONALLY LEFT BLANK

May 15, 2008

Pg.NNC 7.22

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.0

NNC 8

NNC 8. Fire Protection Table of Contents APU DETECTION INOPERATIVE............................................... NNC 8.1

APU FIRE ...................................................................NNC 8.1 CARGO FIRE............................................................................... NNC 8.2 CARGO FIRE DETECTOR FAULT ............................................. NNC 8.2

ENGINE FIRE or ENGINE SEVERE DAMAGE or SEPARATION ............................................................NNC 8.3 ENGINE FIRE/OVERHEAT DETECTOR FAULT ........................ NNC 8.5

ENGINE OVERHEAT .................................................NNC 8.5 ENGINE TAILPIPE FIRE............................................NNC 8.6

SMOKE, FIRE or FUMES...............NNC 8.7 SMOKE or FUMES REMOVAL.................................................. NNC 8.11 WHEEL WELL FIRE .................................................................. NNC 8.14

May 15, 2008

INTENTIONALLY LEFT BLANK

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.1

APU DETECTION INOPERATIVE

APU DET INOP

APU DETECTION INOPERATIVE

APU fire detection is inoperative. APU switch ........................................................................................OFF Condition:

CAUTION!

Do not run the APU. An APU fire would not be detected and the APU would continue to run. (END)

APU FIRE

APU FIRE Condition:

Fire is detected in the APU.

APU fire switch ............................ Confirm ............. Pull, rotate to the stop, and hold for 1 second APU switch......................................................................................OFF APU FIRE SWITCH: EXTINGUISHES: (END) STAYS ILLUMINATED: Plan to land at the nearest suitable airport. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.2

CARGO FIRE

CARGO FIRE FWD

Condition:

AFT

Fire is detected in the related cargo compartment.

CARGO FIRE ARM switch (affected compartment) ...............Confirm...................................PUSH, Verify ARMED CARGO FIRE DISCH switch ....................................... PUSH and HOLD for 1 second Note: DISCH light may need up to 30 seconds to illuminate. RECIRC FAN switches (both)...........................................................OFF PACK switches (both) .....................................................................HIGH Plan to land at the nearest suitable airport. WARNING:

After landing, inform ground personnel NOT to open the cargo door until all passengers and crew have exited the airplane and fire fighting equipment is nearby. (END)

CARGO FIRE DETECTOR FAULT

DETECTOR FAULT

CARGO FIRE DETECTOR FAULT

Fire detection is inoperative in one or both cargo compartments. The fire detection system in one or both cargo compartments is inoperative. Condition:

(END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.3

ENGINE FIRE or ENGINE SEVERE DAMAGE or SEPARATION

ENGINE FIRE or ENGINE SEVERE DAMAGE or SEPARATION Condition:

One or more of these occur: • Engine fire warning • Airframe vibrations with unusual engine indications • Engine separation.

Autothrottle (if engaged)........................................... DISENGAGE Thrust lever (affected engine) .......................... Confirm ............................ CLOSE Engine start lever (affected engine) .......................... Confirm .......................... CUTOFF Engine fire switch (affected engine) .......................... Confirm ............................... PULL To manually unlock the engine fire warning switch, press the override and pull. ENGINE FIRE switch or ENG OVERHEAT light stays: ON: Engine fire switch .......................Rotate to the stop and hold for 1 second • Verify BOTTLE DISCHARGE light is ON. After 30 seconds: ENGINE FIRE switch or ENG OVERHEAT light stays ON: Engine fire switch.................. Rotate to the other stop and hold for 1 second • Verify BOTTLE DISCHARGE light is ON. OUT:

If high airframe vibration occurs and continues after engine is shut down: Without delay, reduce airspeed and descend to a safe altitude which results in an acceptable vibration level. If high vibration returns and further airspeed reduction and descent are not practicable, increasing airspeed may reduce vibration.

Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.4

ENGINE FIRE or ENGINE SEVERE DAMAGE or SEPARATION Continued from previous page ISOLATION VALVE switch .......................................................... CLOSE PACK switch (affected side).............................................................OFF This causes the operating pack to regulate to high flow in flight with the flaps up. APU BLEED air switch......................................................................OFF APU: AVAILABLE FOR START: APU ............................................................................. START When APU is running: APU GEN switch (affected side) .............................................................. ON NOT AVAILABLE:

FUEL........................................................................................ BALANCE Transponder mode selector ............................................................... TA This prevents climb commands which can exceed single engine performance capability. If wing anti-ice is needed: ISOLATION VALVE switch (after fire has been extinguished) ............................................AUTO Plan to land at the nearest suitable airport. ►►Apply NNC 7.16 ONE ENGINE INOPERATIVE LANDING. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.5

ENGINE FIRE/OVERHEAT DETECTOR FAULT

FAULT

Condition:

ENGINE FIRE/OVERHEAT DETECTOR FAULT Engine fire and overheat detection is inoperative.

The fire detection system in one or both engines is inoperative. (END) ENGINE OVERHEAT

ENGINE OVERHEAT ENG 1 OVERHEAT

Condition:

ENG 2 OVERHEAT

An overheat is detected in the engine.

Autothrottle (if engaged).............................................. DISENGAGE Thrust lever (affected engine) .......................... Confirm ........................... CLOSE ENG OVERHEAT light: ON: ►►Apply NNC 8.3 ENGINE FIRE or ENGINE SEVERE DAMAGE or SEPARATION. (END) OUT: Run the engine at reduced thrust to keep the light extinguished. (END)

May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 8.6

ENGINE TAILPIPE FIRE

ENGINE TAILPIPE FIRE Condition:

An engine tailpipe fire occurs on the ground with no engine fire warning.

Engine start lever (affected engine) ...................................... CUTOFF Advise the cabin. BLEED AIR: NOT AVAILABLE: Advise the tower. (END) AVAILABLE: PACK switches (both) .......................................................................OFF ISOLATION VALVE switch .............................................................AUTO Engine BLEED air switches (both) ................................................... ON APU: RUNNING: APU BLEED AIR switch .................................................. ON NOT RUNNING:

AFFECTED ENGINE START SWITCH: NOT in GRD: Allow the affected N2 to decrease below 20%. ENGINE START switch (affected side) ................................................................GRD GRD:

Advise the tower. Continue to motor the engine until the tailpipe fire is extinguished. ENGINE START switch (affected side) ............................................OFF (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 8.7

SMOKE, FIRE or FUMES

SMOKE, FIRE or FUMES Smoke, fire or fumes is identified. Diversion may be needed. Condition:

OXYGEN MASKS........................ DON, 100% B SMOKE GOGGLES................................ DON B CREW and CABIN COMMUNICATIONS................... ESTABLISH B BUS TRANSFER switch......................... OFF CAB/UTIL switch (TC-SUG, H, I, J, Z, NE, NF, NG, NH, NI) ..................................................... OFF IFE/PASS SEAT switch (TC-SUG, H, I, J, Z, NE, NF, NG, NH, NI) ..................................................... OFF GALLEY switch (TC-SUL, M, O, U, V, Y)........................... OFF RECIRC FAN switches (both)................ OFF Instruct the cabin crew to turn off the IFE and PC power switches (as installed). APU BLEED air switch........................... OFF ANYTIME the smoke or fumes becomes the greatest threat: ►►Apply NNC 8.11 SMOKE or FUMES REMOVAL. Continued on next page

September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.8

SMOKE, FIRE or FUMES Continued from previous page

SOURCE OF THE SMOKE, FIRE OR FUMES: OBVIOUS AND CAN BE EXTINGUISHED QUICKLY: Isolate and extinguish the source. If possible, remove power from the affected equipment by switch or circuit breaker in the flight deck or cabin. SOURCE: VISUALLY CONFIRMED TO BE EXTINGUISHED AND THE SMOKE OR FUMES ARE DECREASING: Continue the flight at the captain’s discretion. Restore unpowered items at the captain’s discretion. ►►Apply NNC 8.11 SMOKE or FUMES REMOVAL. (If needed) (END)

NOT VISUALLY CONFIRMED TO BE EXTINGUISHED OR SMOKE OR FUMES ARE NOT DECREASING: NOT OBVIOUS OR CANNOT BE EXTINGUISHED QUICKLY:

EQUIP COOLING SUPPLY and EXHAUST switches (both) ................. ALTN Continued on next page September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.9

SMOKE, FIRE or FUMES Continued from previous page

Instruct the cabin crew to: Turn on cabin reading lights. Turn on galley attendants work lights. Turn off cabin fluorescent light switches. Divert to the nearest suitable airport while continuing the checklist. Consider an immediate landing if the smoke, fire or fumes situation becomes uncontrollable. Do NOT delay landing in an attempt to complete all of the following steps. ISOLATION VALVE switch ...................... CLOSE R PACK switch ............................................. OFF Wait 2 minutes unless the smoke or fumes are increasing. This allows time for the smoke or fumes to clear. Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.10

SMOKE, FIRE or FUMES Continued from previous page

SMOKE OR FUMES: DECREASING: ►►Apply NNC 8.11 SMOKE or FUMES REMOVAL. (If needed) (END)

CONTINUE OR INCREASING: R PACK switch .......................................... AUTO L PACK switch.............................................. OFF Wait 2 minutes unless the smoke or fumes are increasing. This allows time for the smoke or fumes to clear. SMOKE OR FUMES: DECREASING: ►►Apply NNC 8.11 SMOKE or FUMES REMOVAL. (If needed) (END)

CONTINUE OR INCREASING: L PACK switch........................................... AUTO Consider an immediate landing. ►►Apply NNC 8.11 SMOKE or FUMES REMOVAL. (If needed) (END)

September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.11

SMOKE or FUMES REMOVAL

SMOKE or FUMES REMOVAL Condition: Smoke or fumes removal is needed. Do this checklist ONLY when directed by the Smoke, Fire or Fumes checklist. Do NOT delay landing in an attempt to complete the following steps. FLIGHT DECK DOOR .............................. CLOSE PACK(S): BOTH PACKS ARE OFF: Smoke or fumes source is confirmed to be: OUTSIDE the flight deck: (END) ON the flight deck: CAUTION! Window should not be opened unless the source is confirmed to be on the flight deck. Establish normal holding speed. High airspeed may prevent opening the window. Open the first officer’s sliding window. ►►Apply NNC 8.7 SMOKE, FIRE or FUMES. And do the remaining steps. (END) A SINGLE or BOTH PACKS ARE IN AUTO: Continued on next page May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.12

SMOKE or FUMES REMOVAL Continued from previous page A SINGLE or BOTH PACKS ARE IN AUTO: Do NOT turn on any PACK switch that was turned off by the Smoke, Fire or Fumes checklist. Operating PACK switch(es) ...................HIGH LAND ALT indicator .......................... 10,000 feet Note: The intermittent cabin altitude/ configuration warning horn will sound and the CABIN ALTITUDE lights (if installed and operative) will illuminate at a cabin altitude of approximately 10,000 feet. Engine BLEED air switches (both) .................................................... Verify ON Set thrust to maximum practical N1 (minimum 45%). Open flight deck air conditioning and gasper outlets. CAUTION!Do not open any flight deck window. Keep the flight deck door closed. Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.13

SMOKE or FUMES REMOVAL Continued from previous page SMOKE OR FUMES: CONTROLLABLE: ►►Apply NNC 8.7 SMOKE, FIRE or FUMES. And do the remaining steps. (END) NOT CONTROLLABLE: Descend to the lowest safe altitude or 10,000 feet, whichever is higher. When at 14,000 feet or below: Pressurization mode selector................. MAN Outflow VALVE switch ......Hold in OPEN until the outflow VALVE position indicates fully OPEN This causes the cabin airflow to carry smoke or fumes aft. Note: The outflow valve can take up to 20 seconds to open. ►►Apply NNC 8.7 SMOKE, FIRE or FUMES. And do the remaining steps. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 8.14

WHEEL WELL FIRE

WHEEL WELL

Condition:

WHEEL WELL FIRE Fire is detected in the main wheel well.

Do NOT exceed the gear EXTEND limit speed (270K/.82M) LANDING GEAR lever .................................................................DN Note:

Do NOT use FMC fuel predictions with landing gear extended.

GEAR: DOES NOT NEED TO BE RETRACTED FOR AIRPLANE PERFORMANCE: Plan to land at the nearest suitable airport. (END) MUST BE RETRACTED FOR AIRPLANE PERFORMANCE: When the WHEEL WELL light extinguishes: Wait 20 minutes. 235K maximum. LANDING GEAR lever .................................................................UP When the landing gear indicator lights extinguish: LANDING GEAR lever ..................................................................OFF Plan to land at the nearest suitable airport. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.0

NNC 9

NNC 9. Flight Controls Table of Contents ALL FLAPS UP LANDING ........................................................... NNC 9.1 AUTO SLAT FAIL ........................................................................ NNC 9.2 FEEL DIFFERENTIAL PRESSURE............................................. NNC 9.2 FLIGHT CONTROL LOW PRESSURE........................................ NNC 9.2 JAMMED or RESTRICTED FLIGHT CONTROLS....................... NNC 9.3 LEADING EDGE FLAPS TRANSIT ............................................. NNC 9.6 MACH TRIM FAIL ........................................................................ NNC 9.8

RUNAWAY STABILIZER...........................................NNC 9.9 SPEED BRAKE DO NOT ARM.................................................. NNC 9.10 SPEED TRIM FAIL .................................................................... NNC 9.10 SPEEDBRAKES EXTENDED.................................................... NNC 9.10 STABILIZER OUT OF TRIM ...................................................... NNC 9.11 STABILIZER TRIM INOPERATIVE ........................................... NNC 9.12 STANDBY RUDDER ON ........................................................... NNC 9.14 TRAILING EDGE FLAP ASYMMETRY ..................................... NNC 9.15 TRAILING EDGE FLAP DISAGREE.......................................... NNC 9.18 TRAILING EDGE FLAPS UP LANDING.................................... NNC 9.22

UNCOMMANDED RUDDER / YAW or ROLL .........NNC 9.24 YAW DAMPER .......................................................................... NNC 9.26

May 15, 2008

INTENTIONALLY LEFT BLANK

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.1

ALL FLAPS UP LANDING

ALL FLAPS UP LANDING Condition:

The leading edge devices fail to extend and trailing edge flaps are less than 1.

Objective:

To configure for a landing with leading edge devices retracted and trailing edge flaps less than 1.

Note:

Normal Checklist integrated.

Do this checklist only when directed by the Trailing Edge Flaps Up Landing checklist. Burn off fuel to reduce touchdown speed. Set VREF 40 + 55 knots. Check the Non–Normal Configuration Landing Distance table in the Advisory Information section of the Performance chapter. Maintain flaps up maneuvering speed until established on final approach. Limit bank angle to 15° when airspeed is less than the flaps up maneuvering speed. - APPROACH FLAP INHIBIT switch .............................................. FLAP INHIBIT RECALL .............................................................................. CHECK CABIN CONTROL.....................................................................SET ENGINE START switches .....................................................CONT AUTOBRAKE ..............................................................AS NEEDED SPEED BUGS .......................................... SET VREF 40 + 55,____ B ALTIMETERS ..................................................................____,____ B Go-Around Procedure Review Do the normal go-around procedure except: Limit bank angle to 15° when the airspeed is less than the flaps up maneuvering speed. Accelerate to FLAPS UP maneuvering speed. Go-around thrust, rotate to Go-around attitude. Positive Climb, Gear up. - FINAL SPEED BRAKE ........................................ ARMED, GREEN LIGHT TC-SNF, TC-SNG Note: The SPEED BRAKE lever will not move beyond FLIGHT DETENT on landing and the spoilers will not fully deploy. GEAR...................................................................DOWN, 3 GREEN B FLAPS ....................................................................UP, NO LIGHTS B (END) September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.2

AUTO SLAT FAIL

Condition:

AUTO SLAT FAIL The auto slat system is failed.

Continue normal operation. (END) FEEL DIFFERENTIAL PRESSURE

FEEL DIFF PRESS

Condition:

FEEL DIFFERENTIAL PRESSURE High differential pressure is measured by the elevator feel computer.

Continue normal operation. (END) FLIGHT CONTROL LOW PRESSURE

LOW PRESSURE

FLIGHT CONTROL LOW PRESSURE

Condition:

Hydraulic system pressure to the ailerons, elevators and rudder is low.

Objective:

To activate the standby hydraulic system and standby rudder PCU.

FLT CONTROL switch (affected side)...............................Confirm........................... STBY RUD (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.3

JAMMED or RESTRICTED FLIGHT CONTROLS

JAMMED or RESTRICTED FLIGHT CONTROLS Condition:

A flight control is jammed or restricted in roll, pitch, or yaw.

Autopilot (if engaged)........................................................ DISENGAGE Autothrottle (if engaged) .................................................DISENGAGE Verify that the thrust is symmetrical. RUDDER: JAMMED or RESTRICTED: ►►Apply NNC 9.24 UNCOMMANDED RUDDER / YAW or ROLL. (END) NOT JAMMED or RESTRICTED: JAMMED or RESTRICTED system ................................. OVERPOWER Use maximum force, including a combined effort of both pilots, if needed. A maximum two-pilot effort on the controls will not cause a cable or system failure. Do NOT turn off any flight control switches. If the failure could be due to freezing water and conditions allow: Consider descent to a warmer temperature and attempt to overpower the jammed or restricted system again.

Continued on next page

May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 9.4

JAMMED or RESTRICTED FLIGHT CONTROLS Continued from previous page CONTROLS: NORMAL: (END) NOT NORMAL: Use stabilizer or rudder trim to offload control forces. If electric stabilizer trim is needed: STABILIZER TRIM OVERRIDE switch ............................ OVERRIDE Do not make abrupt thrust changes. Extend or retract speedbrake slowly and smoothly. Limit bank angle to 15°. Plan to land at the nearest suitable airport. Note:

Normal Checklist integrated.

Plan a flaps 15 landing. - APPROACH PASSENGER SIGNS.................................................................. ON FLAP INHIBIT switch............................................... FLAP INHIBIT RECALL...............................................................................CHECK CABIN CONTROL .....................................................................SET ENGINE START switches..................................................... CONT AUTOBRAKE ..............................................................AS NEEDED SPEED BUGS............................................................ SET VREF 15 or VREF ICE ____

If any of the following conditions apply, set VREF ICE = VREF 15 + 10 knots: Engine anti–ice will be used during landing Wing anti–ice has been used any time during the flight Icing conditions were encountered during the flight and the landing temperature is below 10° C. Note:

When VREF ICE is needed, the wind additive should not exceed 10 knots.

ALTIMETERS...................................................................____,____ Check Landing Distance.

Continued on next page September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.5

JAMMED or RESTRICTED FLIGHT CONTROLS Continued from previous page Go-Around Procedure Review Do the normal go-around procedure. Advance thrust to go-around smoothly and slowly to avoid excessive pitch-up. Positive Climb, Gear up. Limit bank angle to 15째 when airspeed is less tahn VREF 15+15 knots or VREF ICE + 5 knots or the minimum maneuvering speed, whichever is lower. Accelerate to Flaps 1째 maneuvering speed prior to flap retraction. - FINAL SPEED BRAKE ........................................ ARMED, GREEN LIGHT GEAR...................................................................DOWN, 3 GREEN

FLAPS ............................................................... 15, GREEN LIGHT

(END)

September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.6

LEADING EDGE FLAPS TRANSIT

LE FLAPS TRANSIT

Condition:

LEADING EDGE FLAPS TRANSIT One or more of these occur • The leading edge devices are not in the commanded position • A leading edge device asymmetry is detected • A leading edge device skew is detected.

Note:

Normal Checklist integrated.

Note:

Do not use FMC fuel predictions with any flaps or slats extended.

TRAILING EDGE FLAPS: EXTENDED and the trailing edge flap position indication DISAGREES with the flap handle position: ►►Apply NNC 9.18 TRAILING EDGE FLAP DISAGREE. (END) EXTENDED and the trailing edge flap position indication AGREES with the flap handle position:

UP: Limit airspeed to 230 knots maximum. ROLL: ENCOUNTERED:

NOT ENCOUNTERED: Note:

Roll may be difficult to identify with the autopilot engaged.

Flaps ...................................................................Extend to flaps 1, then retract to flaps up LE FLAPS TRANSIT light: EXTINGUISHES after the flaps are up: Continue normal operation. (END) STAYS ILLUMINATED after the flaps are up: Check LE DEVICES annunciator panel.

Continued on next page

September 18, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 9.7

LEADING EDGE FLAPS TRANSIT Continued from previous page LIGHT(S): ONLY ONE leading edge device is illuminated: Limit airspeed to 300 knots (280 knots for turbulent air penetration) or .65 Mach, whichever is lower.

MORE THAN ONE leading edge device is illuminated: Limit airspeed to 230 knots maximum.

Plan a flaps 15 landing. Set VREF 15 + 15 knots. Limit bank angle to 15° when airspeed is less than the flaps up maneuvering speed. Check the Non–Normal Configuration Landing Distance table in the Advisory Information section of the Performance chapter. - APPROACH FLAP INHIBIT switch .............................................. FLAP INHIBIT RECALL .............................................................................. CHECK CABIN CONTROL.....................................................................SET ENGINE START switches .....................................................CONT AUTOBRAKE ..............................................................AS NEEDED SPEED BUGS ............................................ SET VREF 15+15,____

ALTIMETERS ..................................................................____,____

TC-SUL, M, O, U, V, Y: Note:

V/S and VNAV PTH modes may revert to LVL CHG mode.

Continued on next page

September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.8

LEADING EDGE FLAPS TRANSIT Continued from previous page - FINAL SPEED BRAKE ........................................ARMED, GREEN LIGHT GEAR.................................................................. DOWN, 3 GREEN

FLAPS ............................................ 15, GREEN or AMBER LIGHT

Note:

The light may be green or amber depending on the cause of the failure.

Note:

The amber LE FLAPS TRANSIT light may be illuminated. Operation within the lower amber airspeed band for landing is normal for this condition. (END)

MACH TRIM FAIL

Condition:

MACH TRIM FAIL The mach trim system is failed.

Limit airspeed to 280 knots/.82 Mach. (END)

September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 9.9

RUNAWAY STABILIZER

RUNAWAY STABILIZER Condition:

Uncommanded continuously.

stabilizer

trim

movement

occurs

Control column ............................................................. HOLD FIRMLY Autopilot (if engaged) ..................................................... DISENGAGE Do NOT re-engage the autopilot. Control airplane pitch attitude manually with control column and main electric trim as needed. RUNAWAY: STOPS: (END) CONTINUES: STAB TRIM CUTOUT switches (both) ...................................CUTOUT If the runaway continues: Stabilizer trim wheel ......................................... GRASP and HOLD Stabilizer ..................................................................... TRIM MANUALLY Anticipate trim requirements. Establish correct airspeed and in-trim condition early on final approach. Complete the normal Approach & Final checklist. (END)

January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.10

SPEED BRAKE DO NOT ARM

Condition:

An automatic speedbrake fault occurs.

Note:

Speedbrakes may be used in flight.

Complete the normal APPROACH and FINAL checklists. Do NOT ARM the speedbrake for landing. LEAVE at DOWN DETENT position. Manually deploy the speedbrakes immediately upon landing. (END) SPEED TRIM FAIL

SPEED TRIM FAIL

Condition:

SPEED TRIM FAIL The speed trim system is failed.

Continue normal operation. (END) SPEEDBRAKES EXTENDED

SPEEDBRAKES EXTENDED

AIRPLANE: ON THE GROUND: Condition:

The SPEED BRAKE lever is DOWN detent and the speedbrakes are extended

Do NOT takeoff. (END) IN FLIGHT: Condition:

In flight, the speedbrakes are extended beyond the ARMED position and one or more of these occur: • The radio altitude is below 800 feet • The flap lever setting is more than flaps 10.

SPEED BRAKE lever......................................ARMED or DOWN detent (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.11

STABILIZER OUT OF TRIM

STAB OUT OF TRIM

STABILIZER OUT OF TRIM

Condition:

The autopilot does not set the stabilizer trim correctly.

Note:

Momentary illumination of the STAB OUT OF TRIM light during large changes in trim requirements is normal.

STABILIZER: TRIMMING: Continue normal operation. (END) NOT TRIMMING: Control Column................................................................HOLD FIRMLY Autopilot ............................................................................. DISENGAGE Stabilizer trim ...................................................................... AS NEEDED STABILIZER: RESPONDS to electric trim inputs: (END) DOES NOT RESPOND to electric trim inputs: ►►Apply NNC 9.12 STABILIZER TRIM INOPERATIVE. (END)

September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.12

STABILIZER TRIM INOPERATIVE

STABILIZER TRIM INOPERATIVE The main electric and autopilot stabilizer trim are inoperative. STAB TRIM CUTOUT switches (both)...................................... CUTOUT The autopilot is not available. MANUAL TRIM.............................................................................. APPLY Apply steady pressure on the manual trim handles until the needed trim is attained. If needed: Use force to cause the disconnect clutch to disengage. Approximately 1/2 turn of the stabilizer trim wheel may be needed. Note: A maximum two-pilot effort on the trim wheels will not cause a cable or system failure. Condition:

The handle(s) should be folded inside the stabilizer trim wheel when manual trim is no longer needed. If the failure could be due to ice accumulation, descend to a warmer temperature and attempt again. STABILIZER: CAN be trimmed manually: Maintain in-trim airspeed until the start of the approach. Use an airspeed which results in an in-trim condition. This will reduce the force that is needed to move the stabilizer. Continue to trim manually for the rest of the flight. Establish the landing configuration early.

CAN NOT be trimmed manually: Anticipate higher than normal elevator forces during approach and landing. The thrust reduction at flare will cause a nose down pitch. Note:

Elevator control is sufficient to safely land the airplane regardless of stabilizer position.

Note: Normal Checklist integrated. Check Landing Distance. Plan a flaps 15 landing.

Continued on next page May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.13

STABILIZER TRIM INOPERATIVE Continued from previous page - APPROACH PASSENGER SIGNS ................................................................. ON FLAP INHIBIT switch .............................................. FLAP INHIBIT RECALL .............................................................................. CHECK CABIN CONTROL.....................................................................SET ENGINE START switches .....................................................CONT AUTOBRAKE ..............................................................AS NEEDED If any of the following conditions apply, set VREF ICE = VREF 15 + 10 knots: Engine anti–ice will be used during landing Wing anti–ice has been used any time during the flight Icing conditions were encountered during the flight and the landing temperature is below 10° C. Note:

When VREF ICE is needed, the wind additive should not exceed 10 knots.

SPEED BUGS .......................................................SET VREF 15 or VREF ICE,____

ALTIMETERS ..................................................................____,____

Go-Around Procedure Review Do the normal go-around procedure. Advance thrust to go-around smoothly and slowly to avoid excessive pitch-up. Positive climb, Gear up. - FINAL SPEED BRAKE ........................................ ARMED, GREEN LIGHT GEAR...................................................................DOWN, 3 GREEN

FLAPS ............................................................... 15, GREEN LIGHT

(END)

September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.14

STANDBY RUDDER ON

STBY RUD ON

Condition:

STANDBY RUDDER ON The standby rudder hydraulic system is commanded on.

STBY RUD ON light: ON with NO OTHER FLIGHT DECK INDICATIONS: Avoid large or abrupt rudder pedal inputs. (END) ON due to the PILOT MOVING the FLT CONTROL A or B switch to STBY RUD: (END) ON in response to a hydraulic system NON-NORMAL situation: (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.15

TRAILING EDGE FLAP ASYMMETRY

TRAILING EDGE FLAP ASYMMETRY Condition:

One or more of these occur: • An uncommanded roll occurs when the flaps change position • The left and right flap indications disagree.

Objective:

To configure the airplane for landing.

FLAPS ................................................................................................ SET Set the flap lever to the nearest detent that is equal to or less than the smallest indicated flap position. CAUTION!

Note:

Do not attempt to move the trailing edge flaps with the ALTERNATE FLAPS switch because there is no asymmetry protection. Do not use FMC fuel predictions with any flaps or slats extended.

Continued on next page

May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 9.16

TRAILING EDGE FLAP ASYMMETRY Continued from previous page FLAP LEVER set to: UP: ►►Apply NNC LANDING.

9.22 TRAILING

EDGE

FLAPS

(END) 1 or GREATER and LESS THAN 15: Set VREF 40 + 30 knots.

15 or 25: Set VREF 15 or VREF ICE If any of the following conditions apply, set VREF ICE = VREF 15 + 10 knots: Engine anti–ice will be used during landing Wing anti–ice has been used any time during the flight Icing conditions were encountered during the flight and the landing temperature is below 10° C. Note:

When VREF ICE is needed, the wind additive should not exceed 10 knots. VREF + wind additive, or VREF ICE + wind additive if needed, must not exceed the flap placard speed for the next larger flap setting.

30 or GREATER: Set VREF 30. Note:

VREF + wind additive must not exceed the flap placard speed for the next larger flap setting.

Check the Non–Normal Configuration Landing Distance table in the Advisory Information section of the Performance chapter.

Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.17

TRAILING EDGE FLAP ASYMMETRY Continued from previous page Note:

Normal Checklist integrated. - APPROACH -

FLAP INHIBIT switch .............................................. FLAP INHIBIT RECALL .............................................................................. CHECK CABIN CONTROL.....................................................................SET ENGINE START switches .....................................................CONT AUTOBRAKE ..............................................................AS NEEDED SPEED BUGS .............................................. VREF AS DIRECTED BY CHECKLIST

ALTIMETERS ..................................................................____,____

- FINAL SPEED BRAKE ........................................ ARMED, GREEN LIGHT GEAR...................................................................DOWN, 3 GREEN

FLAPS ........................................ ____, GREEN or AMBER LIGHT

Note:

The light may be green or amber depending on the cause of the failure. (END)

September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 9.18

TRAILING EDGE FLAP DISAGREE

TRAILING EDGE FLAP DISAGREE Condition:

Both of these occur: • The trailing edge flaps are not in the commanded position

Objective:

To configure the airplane for landing.

Note:

Normal Checklist Integrated

TRAILING EDGE FLAP ASYMMETRY: EXIST: ►►Apply NNC 9.15 TRAILING EDGE FLAP ASYMMETRY. (END) NOT EXIST:

INDICATED FLAP POSITION: 30 or GREATER and LESS THAN 40: Land using existing flaps. Set VREF 30 for landing. Note:

VREF 30 + wind additive must not exceed the flap placard speed for flaps 40.

15 or GREATER and LESS THAN 30: Land using existing flaps.

LESS THAN 15: Plan to extend flaps to 15 using alternate flap extension. Note:

Alternate falp extension time to flaps 15 is approximately 2 minutes. The drag penalty with the leading edge devices extended may make it impossible to reach an alternate field.

Set VREF 15 or VREF ICE for landing.

Continued on next page

January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 9.19

TRAILING EDGE FLAP DISAGREE Continued from previous page If any of the following conditions apply, set VREF ICE = VREF 15 + 10 knots: Engine anti-ice will be used during landing Wing anti-ice has been used any time during the flight Icing conditions were encountered during the flight and the landing temperature is below 10째 C. Note:

When VREF ICE is needed, the wind additive should not exceed 10 knots. VREF 15 + wind additive, or VREF ICE + wind additive if needed, must not exceed the flap placard speed for the next larger flap setting.

Check Landing Distance. - APPROACH RECALL .............................................................................. CHECK CABIN CONTROL.....................................................................SET ENGINE START switches .....................................................CONT AUTO BRAKE .............................................................AS NEEDED SPEED BUGS ........................................................................ VREF As directed by checklist ALTIMETERS ...........................................................................____

B B

INDICATED FLAP POSITION: 30 or GREATER: Speedbrake ........................... ARMED, GREEN LIGHT Landing gear...................................... Down, 3 GREEN

Flaps ................................................ ____, Green Light

(END) 15 or GREATER and LESS THAN 30: FLAP INHIBIT switch............................. FLAP INHIBIT Speedbrake ............................ARMED, GREEN LIGHT Landing gear...................................... Down, 3 GREEN

Flaps ................................................ ____, Green Light

(END) LESS THAN 15:

Continued on next page January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 9.20

TRAILING EDGE FLAP DISAGREE Continued from previous page LESS THAN 15: FLAP INHIBIT switch........................................................ FLAP INHIBIT Alternate Flap Extension During flap extension, set the flap lever to the desired flap position. 230 knots maximum during alternate flap extension. ALTERNATE FLAPS master switch .......................................ARM Note:

The landing gear configuration warning may sound if the flaps are between 10 and 15 and the landing gear are retracted.

TC-SNF, NG: Note:

The amber LE FLAPS TRANSIT light will stay illuminated until the flaps approach the flaps 15 position.

TC-SUG, H, I, J, L, M, O, U, V, Y, Z, NE, NH, NI: Note 1:

The amber LE FLAPS TRANSIT light will stay illuminated until the flaps approach the flaps 10 position.

Note 2:

Operation within the lower amber band may be needed until the LE FLAPS TRANSIT light extinguishes.

If flap asymmetry occurs, release the switch immediately. There is no asymmetry protection. ALTERNATE FLAPS position switch ........................................................... Hold DOWN to extend flaps to 15 on schedule As flaps are extending, slow to respective maneuvering speed.

Continued on next page

January 20, 2009

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 9.21

TRAILING EDGE FLAP DISAGREE Continued from previous page TRAILING EDGE FLAPS: ASYMMETRY OCCURS: ►►Apply NNC 9.15 TRAILING EDGE FLAP ASYMMETRY. (END) EXTEND to 15: - FINAL Speedbrake ............................ARMED, GREEN LIGHT Landing gear...................................... Down, 3 GREEN

Flaps ................................................ ____, Green Light

(END) Indicated flap position is LESS THEN 1 after attempting alternate flap extension: ►►Apply LANDING.

NNC

9.22 TRAILING

EDGE

FLAPS

(END) Indicated flap position is 1 OR GREATER AND LESS THAN 15 after attempting alternate flap extension: Land using existing flaps. Set VREF 40 + 30 knots for landing. Check Landing Distance. - FINAL Speedbrake.............................................. ARMED, GREEN LIGHT Landing gear ....................................................... Down, 3 GREEN

Flaps...................................................................____, Green Light

(END)

September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.22

TRAILING EDGE FLAPS UP LANDING

TRAILING EDGE FLAPS UP LANDING Condition:

The trailing edge flaps are less than 1.

Objective:

To configure for a landing with trailing edge flaps less than 1.

Note:

Normal Checklist integrated.

TRAILING EDGE FLAP ASYMMETRY: DOES NOT EXIST: Do this checklist ONLY when directed by the Trailing Edge Flap Disagree checklist.

EXISTS: 230K maximum. ALTERNATE FLAPS master switch ............................. ARM Note:

This procedure is to allow the leading edge devices to extend only.

ALTERNATE FLAPS position switch ................................................ Momentary DOWN Verify that the LE DEVICES annunciator indicates FULL EXT for all leading edge slats and flaps. Note:

The LE FLAPS TRANSIT light may stay illuminated after the LE devices are fully extended.

LE DEVICES annunciator: does NOT show FULL EXT: ►►Apply NNC 9.1 ALL FLAPS UP LANDING. (END) SHOWS FULL EXT: Burn off fuel to reduce touchdown speed. Set VREF 40 + 40 knots. Check the Non–Normal Configuration Landing Distance table in the Advisory Information section of the Performance chapter. Maintain flaps up maneuvering speed until on final. Limit bank angle to 15° when airspeed is less than the flaps up maneuvering speed.

Continued on next page

May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 9.23

TRAILING EDGE FLAPS UP LANDING Continued from previous page - APPROACH FLAP INHIBIT switch .............................................. FLAP INHIBIT RECALL .............................................................................. CHECK CABIN CONTROL.....................................................................SET ENGINE START switches .....................................................CONT AUTOBRAKE ..............................................................AS NEEDED SPEED BUGS .................................................. SET VREF 40 + 40

ALTIMETERS ..................................................................____,____

Go-Around Procedure Review Do the normal go-around procedure except: Limit bank angle to 15째 when the airspeed is less than the flaps up maneuvering speed. Accelerate to flaps up maneuvering speed. Do not exceed 230 knots with leading edge devices extended. Note:

A nuisance stick shaker may occur when slowing to VREF 40 + 40 knots at high gross weights and/or bank angles greater than 15째. Operation within the lower amber airspeed band for landing is normal for this condition.

TC-SUL, M, O, U, V, Y: Note:

V/S and VNAV PTH modes may revert to LVL CHG mode. - FINAL -

SPEED BRAKE ........................................ ARMED, GREEN LIGHT TC-SNF, NG: Note:

The SPEED BRAKE lever will not move beyond the FLIGHT detent on landing and the spoilers will not fully deploy.

GEAR...................................................................DOWN, 3 GREEN

FLAPS ........................................ ____, GREEN or AMBER LIGHT

Note:

The light may be green or amber depending on the cause of the failure. (END)

September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.24

UNCOMMANDED RUDDER / YAW or ROLL

UNCOMMANDED RUDDER / YAW or ROLL Condition:

Uncommanded rudder pedal displacement or pedal kicks, or uncommanded yaw or roll occurs.

Autopilot (if engaged)........................................... DISENGAGE

Maintain control of the airplane with all available flight controls. If roll is uncontrollable, immediately reduce pitch/angle of attack and increase airspeed. Do not attempt to maintain altitude until control is recovered. Autothrottle (if engaged) ...................................... DISENGAGE

Verify thrust is symmetrical. NNC 9.3 JAMMED or RESTRICTED FLIGHT CONTROLS: NOT APPLIED: ►►Apply NNC 9.3 JAMMED or RESTRICTED FLIGHT CONTROLS. (END) APPLIED: YAW DAMPER switch........................................................................OFF YAW or ROLL: STOPS: Autopilot (if needed).............................................. ENGAGE Autothrottle (if needed) ......................................... ENGAGE (END) DOES NOT STOP: Rudder trim................................................................................ CENTER Rudder pedals ......................................................... FREE and CENTER Use maximum force including a combined effort of both pilots, if needed, to free and center the rudder pedals.

Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.25

UNCOMMANDED RUDDER / YAW or ROLL Continued from previous page RUDDER PEDAL POSITION : AND MOVEMENT NORMAL: YAW DAMPER switch.......................................................ON (END) OR MOVEMENT NOT NORMAL: SYSTEM B FLIGHT CONTROL switch ...................................................................STBY RUD Land at the nearest suitable airport. Consider checking rudder freedom of movement at a safe altitude using slow rudder inputs while in the landing configuration and at approach speed. Note:

A slight rudder deflection may remain, but continued rudder pedal pressure may help maintain an in-trim condition. Sufficient directional control is available on landing using differential braking and nose wheel steering. Crosswind capability may be reduced.

AUTOBRAKE .....................................................................................OFF Use MANUAL BRAKES on landing. Apply the normal APPROACH and FINAL checklists, EXCEPT autobrake. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 9.26

YAW DAMPER

Condition:

YAW DAMPER The yaw damper is disengaged.

YAW DAMPER switch.........................................................OFF then ON YAW DAMPER LIGHT: EXTINGUISHES: (END) STAYS ILLUMINATED: YAW DAMPER switch........................................................................OFF Avoid areas of predicted moderate or severe turbulence. If turbulence is encountered and passenger comfort becomes affected, reduce airspeed and/or descend to a lower altitude. Do NOT exceed flaps 30 if the crosswind exceeds 30 knots. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 10.0

NNC 10

NNC 10. Flight Instruments, Displays Table of Contents

AIRSPEED UNRELIABLE .......................................NNC 10.1 ALT DISAGREE......................................................................... NNC 10.2 AOA DISAGREE (TC-SUZ, NE, NF, NG) .................................. NNC 10.2 CDS FAULT ............................................................................... NNC 10.2 DISPLAY FAILURE.................................................................... NNC 10.3 DISPLAYS CONTROL PANEL .................................................. NNC 10.3 DISPLAY SOURCE ................................................................... NNC 10.4 FLIGHT RECORDER OFF ........................................................ NNC 10.4 IAS DISAGREE.......................................................................... NNC 10.4

May 15, 2008

INTENTIONALLY LEFT BLANK

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 10.1

AIRSPEED UNRELIABLE

AIRSPEED UNRELIABLE Condition:

The pitch attitude is not consistent with the phase of flight, altitude, thrust and weight, or noise or low frequency buffeting is experienced.

Objective:

To establish the normal pitch attitude and thrust setting for the phase of flight.

AIRPLANE ATTITUDE / THRUST ........................................... ADJUST Maintain airplane control. Attitude and thrust information is located in the Performance section. PROBE HEAT switches ......................................................CHECK ON Cross check the MACH/AIRSPEED indicators. Cross check the IRS and FMC ground speed and winds to determine airspeed accuracy if indicated airspeed is questionable. Note:

Erroneous or unreliable airspeed indications may be caused by blocked or frozen pitot-static system(s), or a severely damaged or missing radome.

The flight path vector is based on inertial sources and may be used as a reference in maintaining proper path control. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 10.2

ALT DISAGREE

ALT DISAGREE Condition:

The ALT DISAGREE alert indicates the captain’s and first officer’s altitude indications disagree by more than 200 feet.

ALTIMETER BAROMETRIC SETTINGS...................................... CHECK Check all altimeters are set to correct barometric setting for phase of flight. ALT DISAGREE ALERT: EXTINGUISHES: Continue normal operation. (END) STAYS ILLUMINATED: Flight is not allowed in RVSM airspace. Standby altimeter is available. Transponder altitude received by ATC may be unreliable. Maintain visual conditions if possible. Establish landing configuration early. Radio altitude reference is available below 2,500 feet. Use electronic and visual glide slope indicators, where available, for approach and landing. (END) AOA DISAGREE (TC-SUZ, NE, NF, NG)

AOA DISAGREE (TC-SUZ, NE, NF, NG) Condition:

The AOA DISAGREE alert indicates the left and right angle of attack vanes disagree by more than 10 degrees for more than 10 continuous seconds.

Airspeed errors and the IAS DISAGREE alert may occur. Altimeter errors and the ALT DISAGREE alert may occur. (END) CDS FAULT

CDS FAULT Condition:

The CDS FAULT annunciation indicates a CDS fault occurs.

Note:

CDS FAULT annunciates on the ground only, before the second engine start.

Do NOT takeoff. (END) May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 10.3

DISPLAY FAILURE

DISPLAY FAILURE Condition:

A display in the common display system is failed.

DISPLAY: A single display is not usable and automatic switching has occurred: Continue normal operation. (END) A single display is not usable and automatic switching has NOT occured: MAIN PANEL DUs selector................................................. AS NEEDED LOWER DU selector............................................................ AS NEEDED (END) DISPLAYS CONTROL PANEL

DISPLAYS CONTROL PANEL Condition:

The DISPLAYS CONTROL PANEL annunciation indicates the EFIS control panel is failed.

Note:

The altimeter blanks and an ALT flag illuminates on the side corresponding to the failed control panel.

CONTROL PANEL select switch........................................................... BOTH ON 1 or BOTH ON 2 Select the operating control panel. Verify that the DISPLAYS CONTROL PANEL annunciation and ALT flag extinguish. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 10.4

DISPLAY SOURCE

DISPLAY SOURCE Condition:

The DSPLY SOURCE annunciation indicates only one DEU is supplying display information. Indications may include: • No hydraulic pressure indication on the failed side • Speed limit flag shown on the failed side • Minimum maneuver speed and stick shaker band removed on the failed side • Both EEC ALTN lights illuminated.

Note:

Flight director indications may be autoflight mode reversions may occur.

removed

and

Dual autopilot approach is not available. If the DEU fails on the same side as the engaged autopilot: Select the opposite autopilot. Verify that the correct flight director indications and flight mode annunciations are shown on the same side as the operating autopilot. If the EEC ALTERNATE MODE checklist has not been completed: ►►Apply NNC 7.2 EEC ALTERNATE MODE. (END) FLIGHT RECORDER OFF

FLIGHT RECORDER OFF

OFF

Condition:

The flight recorder is off.

Continue normal operation. (END) IAS DISAGREE

IAS DISAGREE Condition:

The IAS DISAGREE alert indicates the captain’s and first officer’s airspeed indications disagree by more than 5 knots for 5 continuous seconds .

►►Apply NNC 10.1 AIRSPEED UNRELIABLE. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 11.0

NNC 11

NNC 11. Flight Management, Navigation Table of Contents FMC DISAGREE (TC-SUO, U, Z, NE, NF, NG, NH, NI)............ NNC 11.1 FMC FAIL (TC-SUG, H, I, J, L, M, V, Y) .................................... NNC 11.1 FMC FAIL (TC-SUO, U, Z, NE, NF, NG, NH, NI)....................... NNC 11.2 FMC/CDU ALERTING MESSAGE............................................. NNC 11.3 GPS ........................................................................................... NNC 11.3 IRS DC FAIL .............................................................................. NNC 11.3 IRS FAULT................................................................................. NNC 11.4 IRS ON DC ................................................................................ NNC 11.5 UNABLE REQD NAV PERF - RNP (TC-SUG, H, I, J, L, M, O, U, V, Y, NH, NI) ............................... NNC 11.6 UNABLE REQD NAV PERF - RNP (TC-SUZ, NE, NF, NG) .............................................................. NNC 11.6

January 20, 2009

INTENTIONALLY LEFT BLANK

QRH B737-800W NON - NORMALS

SunExpress

Rev12a

Pg.NNC 11.1

FMC DISAGREE (TC-SUO, U, Z, NE, NF, NG, NH, NI)

M S G

FMC

Condition:

Data needed for dual FMC operation disagree.

P/RST

Flying an approach: WITH an RNP alerting requirement: Go-around unless suitable visual references can be established and maintained. (END) WITHOUT an RNP alerting requirement: Verify position. (END) FMC FAIL (TC-SUG, H, I, J, L, M, V, Y)

FMC P/RST

Condition:

FMC FAIL (TC-SUG, H, I, J, L, M, V, Y) One or more of these occur: • Loss of FMC data on a CDU • Loss of FMC data on a navigation display map mode • Illumination of the FMC alert light.

Resume conventional navigation. Without an operating FMC, LNAV and VNAV are not available. When preparing for approach: Use the SPD REF selector to set the reference airspeed bugs. Use the N1 SET selector to set the N1 bugs. (END)

January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 11.2

FMC FAIL (TC-SUO, U, Z, NE, NF, NG, NH, NI)

FMC P/RST

Condition:

Dual FMC failure: • Loss of FMC data on both CDUs • Loss of FMC data on the captain’s and first officer’s navigation display MAP modes. Left FMC failure: • Loss of FMC data on both CDUs • Loss of FMC data on the captain’s navigation display MAP mode.

Right FMC failure: • Illumination of the FMC message light • Loss of FMC data on the first officer’s navigation display MAP mode • SINGLE FMC OPERATION scratchpad message. Objective: To restore dual FMC operation, configure for single FMC operation or resume conventional navigation. FMC FAILURE: Only ONE FMC has failed: FMC source select switch ............................ BOTH ON L or BOTH ON R Select the operating FMC. DUAL FMC OP RESTORED message: DOES NOT APPEAR: (END) APPEARS: FMC source select switch..................................... NORMAL (END) BOTH FMC FAILURE has occured: Resume conventional navigation. Without an operating FMC, LNAV and VNAV are not available TC-SUZ, NE, NF, NG Verify position relative to terrain using conventional navigation Note: EGPWS may use inaccurate GPS position data or an inappropriate value of RNP. This could result in a VSD terrain display that is incorrectly positioned relative to the airplane track When preparing for the approach: Use the SPD REF selector to set the reference airspeed bugs. Use the N1 SET selector to set the N1 bugs. (END) January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 11.3

FMC/CDU ALERTING MESSAGE

M S G

FMC/CDU ALERTING MESSAGE

FMC

Condition:

An alert message is in the FMC scratchpad.

P/RST

Take action as needed by the message. (END) GPS

GPS

Condition:

One or both GPS receivers are failed.

Note:

The FMC uses only IRS or radio inputs. Look-ahead terrain alerting and display are unavailable due to position uncertainty.

Continue normal operation if ANP meets the requirements for the phase of flight. (END) IRS DC FAIL

IRS DC FAIL

DC FAIL

Condition:

IRS backup DC power is failed.

If all other IRS lights are extinguished: Continue normal operation. Note:

With both IRS DC FAIL lights illuminated, the switched hot battery bus is not powered or the battery is nearly discharged. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 11.4

IRS FAULT

FAULT

Condition:

One or more of these occur: • An IRS fault occurs • On the ground, if the ALIGN light is also illuminated, the present position entry is possibly incorrect.

IRS FAULT: IN FLIGHT: Note:

The IRS ATT and/or NAV mode(s) may be inoperative.

Action is not reversible. Do this step only if the captain’s or first officer’s primary attitude display is failed. IRS mode selector (failed side) ............................................................... ATT Maintain straight and level, constant airspeed flight until the attitude display recovers (approximately 30 seconds). Note:

The primary attitude display will stay failed and the SET IRS HDG prompt will not appear on the POS INIT page until the attitude mode alignment is complete.

FAULT LIGHT: EXTINGUISHES: Enter magnetic heading on the POS INIT page or on the overhead IRS display unit by selecting HDG/STS. The MAP display on the failed side is not available. Enter updated heading periodically on the POS INIT page or on the overhead IRS display unit by selecting HDG/STS. Do NOT use either autopilot. (END) STAYS ILLUMINATED: IRS transfer switch ............................................ BOTH ON L or BOTH ON R Note:

Autopilot(s) cannot be engaged. (END)

ON THE GROUND:

Continued on next page May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 11.5

IRS FAULT Continued from previous page ALIGN LIGHT: EXTINGUISHED: Notify maintenance. (END) ILLUMINATED: IRS mode selector.............................................................................OFF The FAULT light extinguishes immediately and the ALIGN light extinguishes after approximately 30 seconds. After the ALIGN light extinguishes: IRS mode selector ........................................................................NAV Enter present position. If the ALIGN light is flashing: Re-enter present position. FAULT LIGHT: ILLUMINATES AGAIN: Notify maintenance. (END) DOES NOT ILLUMINATE AGAIN: (END) IRS ON DC

ON DC

IRS ON DC

Condition:

IRS AC power is failed and operating from the switched hot battery bus.

Power to the right IRS is removed after 5 minutes. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 11.6

UNABLE REQD NAV PERF - RNP (TC-SUG, H, I, J, L, M, O, U, V, Y, NH, NI)

UNABLE REQD NAV PERF - RNP (TC-SUG, H, I, J, L, M, O, U, V, Y, NH, NI) Condition:

UNABLE REQD NAV PERF-RNP is shown in MAP or Center MAP. The required navigation performance is not sufficient.

UNABLE REQD NAV PERF - RNP (TC-SUZ, NE, NF, NG) Condition:

UNABLE REQD NAV PERF-RNP is shown. The required navigation performance is not sufficient.

Flying on a procedure or airway: WITH an RNP alerting requirement: Select an alternate procedure or airway. During an approach, go-around unless suitable visual references can be established and maintained. (END) WITHOUT an RNP alerting requirement: Verify position. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 12.0

NNC 12

NNC 12. Fuel Table of Contents CONFIG (TC-SUZ, NE, NF, NG, NH, NI) .................................. NNC 12.1 CONFIG (TC-SUG, H, I, J, L, M, O, U, V, Y) ............................. NNC 12.1 CROSSFEED SELECTOR INOPERATIVE ............................... NNC 12.2 ENGINE FUEL LEAK................................................................. NNC 12.2 FUEL FILTER BYPASS ............................................................. NNC 12.4 FUEL PUMP LOW PRESSURE ................................................ NNC 12.5 FUEL QUANTITY INDICATION INOPERATIVE........................ NNC 12.6 FUEL TEMPERATURE LOW .................................................... NNC 12.6 IMBAL ........................................................................................ NNC 12.7 LOW........................................................................................... NNC 12.8

May 15, 2008

INTENTIONALLY LEFT BLANK

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 12.1

CONFIG (TC-SUZ, NE, NF, NG, NH, NI)

CONFIG (TC-SUZ, NE, NF, NG, NH, NI) Condition:

All of these occur: • Both center tank fuel pump switches are OFF • There is more than 726 kgs of fuel in the center tank • An engine is running.

Do not accomplish this procedure until established in a level flight attitude. CTR FUEL PUMP switches (both) .....................................................ON Verify that the LOW PRESSURE lights extinguish. When both LOW PRESSURE lights illuminate: CTR FUEL PUMP switches (both)...............................................OFF (END) CONFIG (TC-SUG, H, I, J, L, M, O, U, V, Y)

CONFIG (TC-SUG, H, I, J, L, M, O, U, V, Y) Condition:

All of these occur: • Both center tank fuel pump switches are LOW • There is more than 726 kgs of fuel in the center tank • An engine is running.

January 20, 2009

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 12.2

CROSSFEED SELECTOR INOPERATIVE

VALVE OPEN

Condition:

CROSSFEED SELECTOR INOPERATIVE The crossfeed VALVE OPEN light stays illuminated bright blue if the fuel crossfeed valve is not in the commanded position.

CROSSFEED selector: CLOSED Crossfeed valve is failed open. Maintain fuel balance with selective use of fuel pumps. (END) OPEN Crossfeed valve is failed closed. If flight conditions allow: Vary thrust to maintain fuel balance. If unable to maintain acceptable balance: Plan to land at the nearest suitable airport. (END) ENGINE FUEL LEAK

ENGINE FUEL LEAK Condition:

An inflight engine fuel leak is suspected or confirmed. One or more of the following may be an indication of a fuel leak: Visual observation of fuel spray from strut or engine Excessive fuel flow Total fuel quantity decreasing at an abnormal rate Fuel IMBAL alert USING RSV FUEL message INSUFFICIENT FUEL message CHECK FMC FUEL QUANTITY message.

Objective:

To verify that there is an engine fuel leak and to take corrective action, if needed.

CTR FUEL PUMP switches (both)....................................................OFF The fuel CONFIG alert may show with fuel in the center tank. CROSSFEED selector ................................................................. CLOSE Identify an engine fuel leak by observing one main fuel tank quantity decreasing faster than the other. An increase in fuel imbalance of approximately 230 kgs or more in 30 minutes should be considered an engine fuel leak.

Continued on next page May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 12.3

ENGINE FUEL LEAK Continued from previous page If conditions allow: Visually check for an engine fuel leak. Both main tank quantities decrease: at the same rate: Resume normal fuel management procedures. If the FMC message USING RSV FUEL, INSUFFICIENT FUEL, or CHECK FMC FUEL QUANTITY is shown on the CDU scratch pad: Select PROGRESS page 1. Check destination fuel estimate. Compare FMC fuel quantity with fuel gauges and flight plan fuel. FUEL QUANTITY INDICATOR: INOPERATIVE: Enter and periodically update the manually calculated FUEL weight on the FMC PERF INIT page, if needed. OPERATIVE:

FUEL LOW ALERT: NOT SHOWN: (END) SHOWN: MAIN TANK FUEL PUMP switches (all) ..........................ON CROSSFEED selector ................................................. OPEN Apply thrust changes slowly and smoothly. If a climb is needed: Maintain the minimum pitch attitude needed for safe flight. This minimizes the possibility of uncovering the fuel pumps. (END) at different rates as described above or an engine fuel leak is confirmed: AUTOTHROTTLE................................................................ DISENGAGE

Continued on next page September 18, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 12.4

ENGINE FUEL LEAK Continued from previous page THRUST LEVER (affected engine) ..........................Confirm................................. CLOSE ENGINE START LEVER (affected engine) ..........................Confirm............................... CUTOFF PACK switch (affected side).............................................................OFF This causes the operating pack to regulate to high flow in flight with the flaps up. APU: AVAILABLE FOR START: APU ............................................................................. START When APU is running: APU GEN switch (affected side) .............................................................. ON NOT AVAILABLE:

TRANSPONDER MODE selector........................................................ TA This prevents climb commands which can exceed single engine performance capability. FUEL........................................................................................ BALANCE After engine shutdown, all remaining fuel can be used for the operating engine. Plan to land at the nearest suitable airport. ►►Apply NNC 7.16 ONE ENGINE INOPERATIVE LANDING. (END) FUEL FILTER BYPASS

FILTER BYPASS

FUEL FILTER BYPASS

Condition:

Fuel contamination can cause fuel to bypass the fuel filter.

Note:

Erratic engine operation and flameout may occur due to fuel contamination. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 12.5

FUEL PUMP LOW PRESSURE

LOW PRESSURE

FUEL PUMP LOW PRESSURE

Condition:

The fuel pump pressure is low.

Note:

Fuel pump LOW PRESSURE lights may flicker when tank quantity is low and the airplane is in turbulent air or during climb or descent.

FUEL PUMP LOW PRESSURE LIGHT: One main tank FUEL PUMP LOW PRESSURE LIGHT is illuminated: Main tank FUEL PUMP switch (affected pump) ..............................................................OFF Sufficient fuel pressure is available for normal operation. (END) Both main tank FUEL PUMP LOW PRESSURE LIGHTS are illuminated: Note:

At high altitude, thrust deterioration or engine flameout may occur. (END)

One CTR tank FUEL PUMP LOW PRESSURE LIGHT is illuminated: CROSSFEED selector ................................................. OPEN This prevents fuel imbalance. CTR FUEL PUMP switch (affected side).......................OFF When the other CTR tank fuel pump LOW PRESSURE light illuminates: CROSSFEED selector...........................................CLOSE Remaining CTR FUEL PUMP switch ........................OFF (END) Both CTR tank FUEL PUMP LOW PRESSURE LIGHTS are illuminated: CTR FUEL PUMP switches (both) ...................................................OFF Fuel CONFIG alert may show with fuel in the center tank. Center tank fuel is unusable. Main tank fuel may not be sufficient for the planned flight. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 12.6

FUEL QUANTITY INDICATION INOPERATIVE

FUEL QUANTITY INDICATION INOPERATIVE Condition:

The fuel quantity indication is blank.

Enter and periodically update the manually calculated FUEL weight on the FMC PERF INIT page. (END) FUEL TEMPERATURE LOW

FUEL TEMPERATURE LOW Condition:

Fuel temperature is near the minimum.

When fuel temperature is approaching the fuel temperature limit (3 degrees C above the fuel freeze point or - 43 degrees C whichever is higher): Increase speed, change altitude and/or deviate to a warmer air mass to achieve a TAT equal to or higher than the fuel temperature limit. TAT will increase approximately 0.5 to 0.7 degrees C for each .01 Mach increase in speed. In extreme conditions, it may be necessary to descend as low as FL250. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 12.7

IMBAL

IMBAL Condition:

There is a fuel imbalance between the main fuel tanks of more than 453 kgs.

Objective:

To balance fuel if there are no indications of an engine fuel leak.

The fuel imbalance may be caused by an engine fuel leak. For indications of an engine fuel leak, check: Total fuel remaining compared to planned fuel remaining. Fuel flow indications for an engine with excessive fuel flow. Individual tank quantities. ENGINE FUEL LEAK: There is an indication of an ENGINE FUEL LEAK: ►►Apply NNC 12.2 ENGINE FUEL LEAK. (END) There is no indication of an ENGINE FUEL LEAK: FUEL........................................................................................ BALANCE (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 12.8

LOW

LOW Condition:

The fuel quantity in a main tank is less than 907 kgs.

Objective:

To check for indications of an engine fuel leak and ensure all remaining fuel is available to both engines.

The fuel LOW indication may be caused by an engine fuel leak. For indications of an engine fuel leak, check: Total fuel remaining compared to planned fuel remaining. Fuel flow indications for an engine with excessive fuel flow. Individual tank quantities. Indication of an ENGINE FUEL LEAK: EXIST: ►►Apply NNC 12.2 ENGINE FUEL LEAK. (END) NOT EXIST: Main tank FUEL PUMP switches (all) ............................................... ON CROSSFEED selector ....................................................................OPEN Apply thrust changes slowly and smoothly. If a climb is needed: Maintain the minimum pitch attitude needed for safe flight. This minimizes the possibility of uncovering the fuel pumps. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 13.0

NNC 13

NNC 13. Hydraulics Table of Contents HYDRAULIC PUMP LOW PRESSURE..................................... NNC 13.1 HYDRAULIC PUMP OVERHEAT .............................................. NNC 13.1 LOSS OF SYSTEM A ................................................................ NNC 13.2 LOSS OF SYSTEM B ................................................................ NNC 13.4 MANUAL REVERSION or LOSS OF SYSTEM A AND SYSTEM B ..................................................... NNC 13.7 STANDBY HYDRAULIC LOW PRESSURE ............................ NNC 13.11 STANDBY HYDRAULIC LOW QUANTITY.............................. NNC 13.11

May 15, 2008

INTENTIONALLY LEFT BLANK

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 13.1

HYDRAULIC PUMP LOW PRESSURE

LOW PRESSURE

Condition:

HYDRAULIC PUMP LOW PRESSURE The hydraulic pump pressure is low.

HYD PUMP switch(affected side) ....................................................OFF Note:

Loss of an engine-driven hydraulic pump and a high demand on the system may result in an intermittent illumination of the LOW PRESSURE light for the remaining electric motor-driven hydraulic pump. (END)

HYDRAULIC PUMP OVERHEAT

OVERHEAT

Condition:

HYDRAULIC PUMP OVERHEAT The hydraulic pump temperature is high.

ELEC HYD PUMP switch(affected side)..........................................OFF Note:

One pump supplies sufficient pressure for normal system operation. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 13.2

LOSS OF SYSTEM A

LOSS OF SYSTEM A FLT CONTROL

A HYD PUMPS

ENG 1

ELEC 2

LOW PRESSURE

Condition:

Hydraulic system A pressure is low.

Note:

Normal Checklist integrated.

System A FLT CONTROL switch ..................Confirm........................... STBY RUD System A HYD PUMP switches (both)..............................................................OFF Inoperative Items: • Autopilot A inop Autopilot B is available. • Flight spoilers (two on each wing) inop Roll rate and speedbrake effectiveness may be reduced in flight. • Main landing gear normal hydraulic system inop Manual gear extension is needed. • Ground spoilers inop Landing distance will be increased. • Alternate brakes inop Normal brakes are available. • Engine No. 1 thrust reverser normal hydraulic pressure inop Thrust reverser will deploy and retract at a slower rate and some thrust assymmetry can be anticipated during thrust reverser deployment. • Normal nose wheel steering inop Alternate nose wheel steering is available. Check Landing Distance. Plan for manual gear extension. Note:

When the gear has been lowered manually, it cannot be retracted. The drag penalty with gear extended may make it impossible to reach an alternate field.

Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 13.3

LOSS OF SYSTEM A Continued from previous page - APPROACH PASSENGER SIGNS ................................................................. ON NOSE WHEEL STEERING switch ........................................... ALT RECALL .............................................................................. CHECK CABIN CONTROL.....................................................................SET ENGINE START switches .....................................................CONT AUTOBRAKE ..............................................................AS NEEDED SPEED BUGS ..........................................................................____ ALTIMETERS ..................................................................____,____

B B

LANDING GEAR lever..............................................................OFF Manual Gear Extension: Manual gear extension handles........................................... PULL The uplock is released when the handle is pulled to its limit. The related red landing gear indicator light illuminates, indicating uplock release. Wait 15 seconds after the last manual gear extension handle is pulled: LANDING GEAR lever .................................................... DOWN - FINAL SPEED BRAKE ........................................ ARMED, GREEN LIGHT LANDING GEAR .................................................DOWN, 3 GREEN FLAPS ............................................................. ___, GREEN LIGHT

(END)

May 15, 2008

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 13.4

LOSS OF SYSTEM B

LOSS OF SYSTEM B FLT CONTROL

B HYD PUMPS

ELEC 1

ENG 2

LOW PRESSURE

Condition:

Hydraulic system B pressure is low.

Note:

Normal Checklist integrated.

System B FLT CONTROL switch ..................Confirm........................... STBY RUD System B HYD PUMP switches (both)..............................................................OFF Inoperative Items: • Autopilot B inop Autopilot A is available. • Flight spoilers (two on each wing) inop Roll rate and speedbrake effectiveness may be reduced in flight. • Yaw damper inop • Trailing edge flaps normal hydraulic system inop The trailing edge flaps can be operated with the alternate electrical system. Alternate flap extension time to flaps 15 is approximately 2 minutes. • Leading edge flaps and slats normal hydraulic system inop The leading edge flaps and slats can be extended with standby pressure. Once extended, they can not be retracted. • Autobrake inop Use manual braking. • Normal brakes inop Alternate brakes are available. • Engine No. 2 thrust reverser normal hydraulic pressure inop Thrust reverser will deploy and retract at a slower rate and some thrust asymmetry can be anticipated during thrust reverser deployment. • Alternate nose wheel steering inop Normal nose wheel steering is available.

Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 13.5

LOSS OF SYSTEM B Continued from previous page Note: Normal Checklist integrated. Plan for a flaps 15 landing. Check weather and plan to extend flaps to 15 using alternate flap extension. Note: The drag penalty with the leading edge devices extended may make it impossible to reach an alternate field. Check Landing Distance. Do NOT arm the autobrake for landing. Use manual braking. - APPROACH PASSENGER SIGNS ................................................................. ON FLAP INHIBIT switch .............................................. FLAP INHIBIT RECALL .............................................................................. CHECK CABIN CONTROL.....................................................................SET ENGINE START switches .....................................................CONT AUTOBRAKE ............................................................................OFF SPEED BUGS ............................ SET VREF 15 or VREF ICE,____ B If any of the following conditions apply, set VREF ICE = VREF 15 + 10 knots: Engine anti–ice will be used during landing Wing anti–ice has been used any time during the flight Icing conditions were encountered during the flight and the landing temperature is below 10° C. Note: When VREF ICE is needed, the wind additive should not exceed 10 knots. ALTIMETERS ..................................................................____,____ B Alternate Flap Extension 230 knots maximum during alternate flap extension. ALTERNATE FLAPS master switch ........................................ ARM AIRSPEED..........................................................................MAX. 230KTS Note:

The landing gear configuration warning may sound if the flaps are between 10 and 15 and the landing gear are retracted.

TC-SNF, NG Note:

The LE FLAPS TRANSIT light will stay illuminated until the flaps approach the flaps 15 position.

Continued on next page

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 13.6

LOSS OF SYSTEM B Continued from previous page TC-SUG, H, I, J, L, M, O, U, V, Y, Z, NE, NH, NI Note 1:

The LE FLAPS TRANSIT light will stay illuminated until the flaps approach the flaps 10 position.

Note 2:

Operation within the lower amber band may be needed until the LE FLAPS TRANSIT light extinguishes.

FLAP LEVER.............................................................................SET During flap extension, set the flap lever to the desired flap position. If flap asymmetry occurs, release the switch immediately. There is no asymmetry protection. ALTERNATE FLAPS position switch ............................................................ Hold DOWN to extend flaps to 15 on schedule As flaps are extending, slow to respective maneuvering speed - FINAL SPEED BRAKE ........................................ARMED, GREEN LIGHT GEAR.................................................................. DOWN, 3 GREEN FLAPS ............................................................... 15, GREEN LIGHT (END)

January 20, 2009

B B

QRH B737-800W NON - NORMALS

SunExpress

Pg.NNC 13.7

Rev 12

MANUAL REVERSION or LOSS OF SYSTEM A AND SYSTEM B

MANUAL REVERSION or LOSS OF SYSTEM A AND SYSTEM B FLT CONTROL

HYD PUMPS

ENG 1 ELEC 2

ELEC 1 ENG 2

LOW PRESSURE

Condition:

Hydraulic system A and B pressures are low.

Note:

Normal Checklist integrated.

System A and B FLT CONTROL switches (both).............................Confirm ...........................STBY RUD YAW DAMPER switch .........................................................................ON System A and B HYD PUMPS switches (all) ...............................................................OFF Inoperative Items: • Autopilots A and B inop • All flight spoilers inop Roll rate will be reduced and speedbrakes will not be available in flight. • Trailing edge flaps normal hydraulic system inop The trailing edge flaps can be operated with the alternate electrical system. Alternate flap extension time to flaps 15 is approximately 2 minutes. • Leading edge flaps and slats normal hydraulic system inop The leading edge flaps and slats can be extended with standby hydraulic pressure. Once extended, they can not be retracted. • Main landing gear normal hydraulic system inop Manual gear extension is needed. • Autobrake inop • Ground spoilers inop Landing distance will be increased. • Normal and alternate brakes inop Inboard and outboard brakes have accumulator pressure only. On landing, apply steady brake pressure without modulating the brakes. • Both thrust reversers normal pressure inop Thrust reversers will deploy and retract at a slower rate. • Nose wheel steering inop Do not attempt to taxi the airplane after stopping.

Continued on next page May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 13.8

MANUAL REVERSION or LOSS OF SYSTEM A AND SYSTEM B Continued from previous page Plan to land at the nearest suitable airport. Plan for flaps 15 landing. Set VREF 15 or VREF ICE. If any of the following conditions apply, set VREF ICE = VREF 15 + 10 knots: Engine anti–ice will be used during landing Wing anti–ice has been used any time during the flight Icing conditions were encountered during the flight and the landing temperature is below 10° C. Note:

When VREF ICE is needed, the wind additive should not exceed 10 knots.

Plan to extend flaps to 15 using ALTERNATE FLAP EXTENSION. Note:

The drag penalty with the leading edge devices extended may make it impossible to reach an alternate field.

Plan for MANUAL GEAR EXTENSION. Note:

When the gear has been lowered manually, it cannot be retracted. The drag penalty with gear extended may make it impossible to reach an alternate field.

Check the Non–Normal Configuration Landing Distance table in the Advisory Information section of the Performance chapter. Note:

The crosswind capability of the airplane is greatly reduced.

Do NOT arm the autobrake for landing. Do NOT arm the speedbrakes for landing. On touchdown, apply steady brake pressure without modulating the brakes Do NOT attempt to taxi the airplane after stopping - APPROACH FLAP INHIBIT switch............................................... FLAP INHIBIT RECALL...............................................................................CHECK CABIN CONTROL .....................................................................SET ENGINE START switches..................................................... CONT AUTOBRAKE ........................................................................... OFF SPEEDBRAKE ......................................................DOWN DETENT

Continued on next page May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev12a

Pg.NNC 13.9

MANUAL REVERSION or LOSS OF SYSTEM A AND SYSTEM B Continued from previous page SPEED BUGS ............................ SET VREF 15 or VREF ICE,____

If any of the following conditions apply, set VREF ICE = VREF 15 + 10 knots: • Engine anti–ice will be used during landing • Wing anti–ice has been used any time during the flight • Icing conditions were encountered during the flight and the landing temperature is below 10° C. Note:

When VREF ICE is needed, the wind additive should not exceed 10 knots. ALTIMETERS ..................................................................____,____ B Alternate Flap Extension: 230 knots maximum during alternate flap extension. ALTERNATE FLAPS master switch ........................................ ARM AIRSPEED..........................................................................MAX. 230KTS Note:

The landing gear configuration warning may sound if the flaps are between 10 and 15 and the landing gear are retracted.

TC-SNF, NG Note:

The LE FLAPS TRANSIT light will stay illuminated until the flaps approach the flaps 15 position.

TC-SUG, H, I, J, L, M, O, U, V, Y, Z, NE, NH, NI Note 1:

The LE FLAPS TRANSIT light will stay illuminated until the flaps approach the flaps 10 position.

Note 2:

Operation within the lower amber band may be needed until the LE FLAPS TRANSIT light extinguishes.

Continued on next page January 20, 2009

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 13.10

MANUAL REVERSION or LOSS OF SYSTEM A AND SYSTEM B Continued from previous page Go-Around Procedure Review Do the normal go-around procedure except: • Advance thrust to go-around smoothly and slowly to avoid excessive pitch-up. • Be prepared to trim. • Limit bank angle to 15° when airspeed is less than the minimum maneuver speed. - FINAL LANDING GEAR lever ............................................................. OFF Manual Gear Extension Manual gear extension handles........................................... PULL The uplock is released when the handle is pulled to its limit. The related red landing gear indicator light illuminates, indicating uplock release. Wait 15 seconds after the last manual gear extension handle is pulled: LANDING GEAR lever ....................................... DOWN, 3 GREEN FLAPS ............................................................... 15, GREEN LIGHT

B B

LANDING REVIEW • At approximately 500 ft. announce “SAFETY POSITION” via PA to advice crew and passengers for imminent touchdown. • On touchdown apply steady brake pressure without modulating brakes. • Do NOT attempt to taxi the airplane after stopping. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 13.11

STANDBY HYDRAULIC LOW PRESSURE

LOW PRESSURE

STANDBY HYDRAULIC LOW PRESSURE

Condition:

The standby hydraulic pump pressure is low.

Note:

With a loss of hydraulic system A and B, the rudder is inoperative.

Continue normal operation. (END) STANDBY HYDRAULIC LOW QUANTITY

LOW QUANTITY

Condition:

STANDBY HYDRAULIC LOW QUANTITY The standby hydraulic quantity is low.

Continue normal operation. (END)

May 15, 2008

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

INTENTIONALLY LEFT BLANK

May 15, 2008

Pg.NNC 13.12

SunExpress

QRH B737-800W NON - NORMALS

Rev 12

Pg.NNC 14.0

NNC 14

NNC 14. Landing Gear Table of Contents ANTISKID INOPERATIVE ........................................................ NNC 14.1 AUTO BRAKE DISARM............................................................ NNC 14.1 BRAKE PRESSURE INDICATOR ZERO PSI .......................... NNC 14.2 LANDING GEAR LEVER JAMMED IN THE UP POSITION..... NNC 14.2 LANDING GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF..................................................................... NNC 14.4 MANUAL GEAR EXTENSION .................................................. NNC 14.6 PARTIAL or ALL GEAR UP LANDING ..................................... NNC 14.8 WHEEL WELL FIRE ........................................................... ►►NNC 8.14

May 15, 2008

INTENTIONALLY LEFT BLANK

QRH B737-800W NON - NORMALS

SunExpress

Rev 12

Pg.NNC 14.1

ANTISKID INOPERATIVE

ANTISKID

Condition:

An antiskid system fault occurs.

Note:

Locked wheel protection is not available.

AUTO BRAKE select switch.............................................................OFF Do NOT arm the speedbrakes for landing. Manually deploy the speedbrakes immediately upon landing. Automatic speedbrake extension may be inoperative. Do NOT apply brakes until weight on wheels has been achieved. Use minimum braking consistent with runway conditions to reduce the possibility of a tire blowout. Check Landing Distance. (END) AUTO BRAKE DISARM

AUTO BRAKE DISARM

Condition:

AUTO BRAKE DISARM

The autobrake system disarms after being set.

AIRPLANE: ON THE GROUND: AUTO BRAKE select switch .........................................OFF AUTO BRAKE DISARM light: EXTINGUISHES: (END) STAYS ILLUMINATED: Do NOT takeoff. (END) IN FLIGHT AUTO BRAKES select switch .................................. OFF, then reselect AUTO BRAKE DISARM light: STAYS EXTINGUISHED (END) ILLUMINATES AGAIN: AUTO BRAKE select switch.............................................................OFF Use manual brakes for landing. (END)

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BRAKE PRESSURE INDICATOR ZERO PSI

BRAKE PRESSURE INDICATOR ZERO PSI Condition:

The brake accumulator has NO nitrogen precharge.

Accumulator braking is not available. Note:

If hydraulic systems indications are normal, brake operation is unaffected. (END)

LANDING GEAR LEVER JAMMED IN THE UP POSITION

LANDING GEAR LEVER JAMMED IN THE UP POSITION Condition:

The LANDING GEAR lever will not move from the position.

Note:

Start this checklist ONLY when ready to extend the gear for landing. Once the gear is extended, do NOT retract.

270K/.82M Maximum. LANDING GEAR override trigger .......................................... PULL LANDING GEAR lever .........................................................................DN LANDING GEAR lever: moves DOWN: Note:

If a green landing gear indicator light is illuminated on either the center main panel or the overhead panel, the related landing gear is down and locked.

LANDING GEAR INDICATOR lights: ALL DOWN and LOCKED: Plan to land at the nearest suitable airport. (END) ONE or TWO DOWN and LOCKED: ►►Apply NNC 14.6 MANUAL GEAR EXTENSION. (END) does NOT move DOWN: NOSE WHEEL STEERING switch ..................................... Verify NORM Nose wheel steering is NOT available. WARNING:

Do NOT use alternate nose wheel steering because the landing gear may retract on the ground.

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Pg.NNC 14.3

LANDING GEAR LEVER JAMMED IN THE UP POSITION Continued from previous page 270K/.82M maximum. Manual gear extension handles (all) ...........................................................PULL Do not wait for an indication that a landing gear is down and locked before pulling the next handle. Note:

The uplock is released when the handle is pulled to its limit. The related red landing gear indicator light illuminates, indicating uplock released. With the LANDING GEAR lever in the UP position, the red landing gear indicator lights will stay illuminated.

LANDING GEAR INDICATOR lights: ONE or TWO DOWN and LOCKED: ►►Apply NNC 14.8 PARTIAL or ALL GEAR UP LANDING. (END) ALL DOWN and LOCKED: GEAR INHIBIT switch ......................................................GEAR INHIBIT Note:

Nose wheel steering is not available.

WARNING:

Do not use alternate nose wheel steering because the landing gear may retract on the ground. (END)

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Pg.NNC 14.4

LANDING GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF

LANDING GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF Condition:

The LANDING GEAR lever cannot be moved to the UP position due to one or more of the following: • Failure of the landing gear lever lock solenoid • Failure of the air/ground system • Failure of the ground spoiler bypass valve to close.

Note:

Normal checklist integrated.

Note:

Do NOT use FMC fuel predictions.

LANDING GEAR lever .........................................................................DN Retract the flaps on schedule. INTERMITTENT CABIN ALTITUDE/CONFIGURATION WARNING HORN: STAYS SILENT and the TAKEOFF CONFIG lights (if installed and operative) do NOT illuminate after the flaps are fully retracted and the thrust levers are beyond the normal takeoff position: Note:

This indicates a failure of the landing gear lever lock solenoid.

235K maximum. LANDING GEAR override trigger .................................................... PULL LANDING GEAR lever ......................................................UP When the landing gear indicator lights extinguish: LANDING GEAR lever................................................OFF Continue normal operation. (END) SOUNDS and the TAKEOFF CONFIG lights (if installed and operative) ILLUMINATE when the flaps are fully retracted: Note:

This indicates either a failure of the air/ground system or a failure of the ground spoiler bypass to close.

Do NOT retract the gear. LANDING GEAR TAKEOFF WARNING CUTOFF circuit breaker (P6-3:C18).............................................................. PULL Note:

The intermittent cabin altitude/configuration warning horn may still sound and the TAKEOFF CONFIG lights (if installed and operative) may still illuminate depending on thrust lever and flap position.

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LANDING GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF Continued from previous page CAUTION!

Do NOT use the speedbrakes in flight.

Plan to land at the nearest suitable airport. - APPROACH RECALL .............................................................................. CHECK CABIN CONTROL.....................................................................SET ENGINE START switches .....................................................CONT AUTOBRAKE ............................................................................OFF Do NOT arm the autobrake for landing. Use manual braking. SPEED BUGS ..........................................................................____ ALTIMETERS ..................................................................____,____

B B

- FINAL Do NOT arm the speedbrakes for landing. Manually deploy the speedbrakes immediately upon landing. SPEED BRAKE ..................................................... DOWN DETENT Note:

Manually deploy the speedbrakes immediately upon touchdown. Use manual braking.

LANDING GEAR lever........................................DOWN, 3 GREEN FLAPS ............................................................. ___, GREEN LIGHT

B B

(END)

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QRH B737-800W NON - NORMALS

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Pg.NNC 14.6

MANUAL GEAR EXTENSION

MANUAL GEAR EXTENSION Condition:

One of these occurs: • Any landing gear is not down and locked when the LANDING GEAR lever is down • The LANDING GEAR lever is jammed in the OFF position.

Note:

If a green landing gear indicator light is illuminated on either the center main panel or the overhead panel, the related landing gear is down and locked.

LANDING GEAR lever ................................................. OFF (if possible) 270K/.82M maximum. Manual gear extension handles (affected gear) ........................................ PULL The uplock is released when the handle is pulled to its limit. The related red landing gear indicator light illuminates, indicating uplock released. Wait 15 seconds after the last manual gear extension handle is pulled: LANDING GEAR lever .............................................. DN (if possible) Note:

If the LANDING GEAR lever is in the OFF position, the red landing gear indicator lights will also be illuminated.

LANDING GEAR INDICATOR lights: ONLY ONE or TWO LANDING GEAR INDICATE DOWN and LOCKED: ►►Apply NNC 14.8 PARTIAL or ALL GEAR UP LANDING. (END) ALL LANDING GEAR INDICATE DOWN and LOCKED:

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MANUAL GEAR EXTENSION Continued from previous page LANDING GEAR lever: DOWN: Land normally. (END) OFF: GROUND PROXIMITY GEAR INHIBIT switch.................GEAR INHIBIT Land normally. Note:

Nose wheel steering is not available. (END)

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PARTIAL or ALL GEAR UP LANDING

PARTIAL or ALL GEAR UP LANDING Condition:

All landing gear are not down and locked after attempting manual gear extension.

Note:

Normal checklist integrated.

MANUAL GEAR EXTENSION: HAS NOT been attempted: ►►Apply NNC 14.6 MANUAL GEAR EXTENSION. (END) HAS been attempted: Brief the crew and passengers on emergency landing and evacuation procedures. Burn off fuel to reduce touchdown speed. Plan a flaps 40 landing. - APPROACH LANDING GEAR AURAL WARN circuit breaker (P6-3:D18) .......................... PULL This prevents the warning horn with gear retracted and landing flaps selected. GEAR INHIBIT switch............................................. GEAR INHIBIT FLIGHT CONTROL AUTO SPEED BRAKE circuit breaker (P6-2:B19) .................................................... PULL This prevents inadvertent deployment of ground spoilers after landing. RECALL...............................................................................CHECK CABIN CONTROL .....................................................................SET ENGINE START switches..................................................... CONT AUTOBRAKE ........................................................................... OFF Do NOT arm the autobrake for landing. Use manual braking. SPEED BUGS................................................... SET VREF 40,____ ALTIMETERS...................................................................____,____ CABIN REPORT............................................................ RECEIVED LANDING TECHNIQUE..................................................... REVIEW

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Pg.NNC 14.9

PARTIAL or ALL GEAR UP LANDING Continued from previous page - FINAL EMERGENCY EXIT LIGHTS...................................................... ON ENGINE BLEED AIR switches (on approach)........................OFF This ensures the airplane is depressurized at touchdown. SPEED BRAKE ..................................................... DOWN DETENT Do NOT arm the speedbrakes for landing. APU switch ...............................................................................OFF Available LANDING GEAR.......................... EXTEND IF DESIRED Landing gear ............................................................. _____DOWN GREEN LIGHT(S) FLAPS ....................................................................40, Green Light

B B

Landing Procedure Review • At approximately 500 ft announce “SAFETY POSITION”via PA to advice crew and passengers for imminent touchdown. • Turn all fuel pump switches OFF just before the flare. • Do NOT extend the speedbrakes unless stopping distance is critical. When stopping distance is critical, extend the brakes after all landing gear, the nose or the engine nacelle have contacted the runway. • Do NOT use the thrust reversers unless stopping distance is critical. • After stopping, do the Evacuation checklist, if needed. (END)

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NNC 15

NNC 15. Warning Systems Table of Contents ALTITUDE ALERT ..................................................................... NNC 15.1 GROUND PROXIMITY INOPERATIVE ..................................... NNC 15.1

OVERSPEED ...........................................................NNC 15.1 PSEU ......................................................................................... NNC 15.2 TAILSTRIKE ON TAKEOFF ...................................................... NNC 15.3

TAKEOFF CONFIGURATION .................................NNC 15.3 WARNING HORN - CABIN ALTITUDE OR CONFIGURATION ...................................................NNC 15.4

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ALTITUDE ALERT

ALTITUDE ALERT Condition:

The ALT ALERT indication shows that one of these occurs: • The airplane is about to reach the MCP altitude • A deviation from the MCP altitude.

Reset the selected altitude (if needed). Maintain the correct altitude. (END) GROUND PROXIMITY INOPERATIVE

INOP

GROUND PROXIMITY INOPERATIVE

Condition:

A ground proximity warning system fault occurs:

Note:

Some or all GPWS alerts are not available. GPWS alerts which occur valid. (END)

OVERSPEED

OVERSPEED Condition:

Airspeed is more than Vmo/Mmo.

Reduce thrust and, if needed, adjust attitude to reduce airspeed to less than Vmo/Mmo. (END)

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Pg.NNC 15.2

PSEU

Condition:

A proximity switch electronics unit fault occurs.

Note:

The PSEU light illuminates on the ground only.

AIRPLANE: TC-SUL, M, V, Y: Do NOT takeoff. (END) TC-SUG, H, I, J, O, U, NH, NI: If the PSEU light stays illuminated when the Master Caution system is reset: Do NOT takeoff. (END) TC-SUZ, NE, NF, NG: If the PSEU light stays illuminated when the parking brake is set OR when both engines are shut down: Do NOT takeoff. (END)

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Pg.NNC 15.3

TAILSTRIKE ON TAKEOFF

TAILSTRIKE ON TAKEOFF Condition:

CAUTION!

The tail hits the runway on takeoff. Do NOT pressurize the airplane due to possible structural damage.

Pressurization mode selector.........................................................MAN Outflow VALVE switch .......................................Hold in OPEN until the outflow VALVE position indicates fully open Plan to land at the nearest suitable airport. (END) TAKEOFF CONFIGURATION

TAKEOFF CONFIGURATION Condition:

The intermittent cabin altitude/configuration warning horn sound and the TAKEOFF CONFIG lights (if installed and operative) illuminate on the ground when advancing the thrust levers to takeoff thrust.

Assure corect airplane takeoff configuration. (END)

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Pg.NNC 15.4

WARNING HORN - CABIN ALTITUDE OR CONFIGURATION

WARNING HORN - CABIN ALTITUDE OR CONFIGURATION Condition:

One of these occurs: • In flight, an intermittent horn sounds and the CABIN ALTITUDE lights (if installed and operative) illuminate, when the cabin altitude is at or above 10,000 feet • On the ground, an intermittent horn sounds and the TAKEOFF CONFIG lights (if installed and operative) illuminate, when the takeoff configuration is not correct during takeoff • In flight, a steady horn sounds when the landing configuration is not correct.

AN INTERMITTENT HORN SOUNDS: ON THE GROUND AND TAKEOFF CONFIG LIGHTS (IF INSTALLED AND OPERATIVE) ILLUMINATE: Assure corect airplane takeoff configuration. (END) IN FLIGHT AND THE CABIN ALTITUDE LIGHTS (IF INSTALLED AND OPERATIVE) ILLUMINATE OXYGEN MASKS and REGULATORS ............................ DON, 100% CREW COMMUNICATION................................................. ESTABLISH ►►Apply NNC 2.4 CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION. (END) IF A STEADY WARNING HORN SOUNDS IN FLIGHT: Assure corect airplane landing configuration. (END)

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MANEUVERS

MANEUVERS Table of Contents INTRODUCTION ............................................................................MAN.1 General....................................................................................... MAN.1 Non-Normal Maneuvers ............................................................. MAN.1 Flight Patterns ............................................................................ MAN.1 NON-NORMAL MANEUVERS .......................................................MAN.3 Approach to Stall Recovery........................................................ MAN.3 Rejected Takeoff ........................................................................ MAN.4 Terrain Avoidance ...................................................................... MAN.7 Ground Proximity Caution...................................................... MAN.7 Ground Proximity Warning..................................................... MAN.8 Traffic Avoidance........................................................................ MAN.9 Upset Recovery........................................................................ MAN.11 Nose High Recovery............................................................ MAN.12 Nose Low Recovery ............................................................ MAN.12 Windshear ................................................................................ MAN.13 Windshear Caution .............................................................. MAN.13 Windshear Warning ............................................................. MAN.13 Windshear Escape Maneuver.............................................. MAN.14

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INTRODUCTION General Non-Normal Maneuvers and Flight Patterns are included for training and review purposes.

Non-Normal Maneuvers Flight crews are expected to do non-normal maneuvers from memory.

Flight Patterns Flight patterns show procedures for some all engine inoperative situations. Flight patterns do not include all procedural items but show required/ recommended: •

configuration changes

•

thrust changes

•

Mode Control Panel (MCP) changes

•

pitch mode and roll mode changes

•

checklist calls.

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QRH B737-800W MANEUVERS

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NON-NORMAL MANEUVERS Approach to Stall Recovery The following is immediately accomplished at the first indication of stall buffet or stick shaker. Pilot Flying

Pilot Monitoring

•

Advance thrust levers to maximum thrust*,

•

Verify maximum thrust

•

Monitor altitude and airspeed

•

Smoothly adjust pitch attitude** to avoid ground contact or obstacles

•

Call out any trend toward terrain contact

•

Level the wings (do not change flaps or landing gear configuration),

•

Retract the speedbrakes

Verify all required actions have been completed and callout any omissions.

When ground contact is no longer a factor: •

Adjust pitch attitude to accelerate while minimizing altitude loss,

•

Return to a speed appropriate for the configuration

Note 1:

*If an approach to stall is encountered with the autopilot engaged, apply maximum thrust and allow the airplane to return to the normal airspeed.

Note 2:

**At high altitude, it may be necessary to descend to accelerate.

Note 3:

If autopilot response is not acceptable, it should be disengaged.

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Rejected Takeoff The captain has the sole responsibility for the decision to reject the takeoff. The decision must be made in time to start the rejected takeoff maneuver by V1. If the decision is to reject the takeoff, the captain must clearly announce “STOP,” immediately start the rejected takeoff maneuver, and assume control of the airplane. If the first officer is making the takeoff, the first officer must maintain control of the airplane until the captain makes a positive input to the controls. Prior to 80 knots, the takeoff should be rejected for any of the following: •

activation of the master caution system

•

system failure(s)

•

unusual noise or vibration

•

tire failure

•

abnormally slow acceleration

•

takeoff configuration warning

•

fire or fire warning

•

engine failure

•

predictive windshare warning

•

if a side window opens

•

if the airplane is unsafe or unable to fly

Above 80 knots and prior to GO(V1-3Kts), the takeoff should be rejected for any of the following: •

fire or fire warning

•

engine failure

•

predictive windshare warning

•

if the airplane is unsafe or unable to fly.

During the takeoff, the crew member observing the non-normal situation will immediately call it out as clearly as possible. Note 1:

During a rejected takeoff below 90 knots, autobraking is not initiated and the AUTOBRAKE DISARM light does not illuminate.

Note 2:

If during T/O run a warning occurs and CM1 decides to continue the takeoff, he shall announce “CONTINUE”.

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Continued from previous page Captain

First Officer

Without delay:

Verify actions as follows:

Simultaneously; “STOP” .........................ANNOUNCE

Autothrottle ................... DISENGAGE

Thrust Levers ...................... CLOSE Verify operation of RTO autobrakes.

Auto Brake ......................... MONITOR

If RTO autobrakes is selected, monitor In case of Autobrake malfunction system performance and apply manual announce “AUTOBRAKE” (1) wheel brakes if the AUTO BRAKE DISARM light illuminates or deceleration is not adequate. Speed Brake...................... EXTEND

Speed Brake....................... MONITOR In case Speedbrake lever is not moved into UP position call: “SPEEDBRAKE” (2)

Reversers .................................OPEN Reversers ........................... MONITOR Apply maximum reverse consistent with conditions.

thrust In case Reverser(s) do not open announce “REVERSER” (3) Engine Instruments ...........MONITOR

Note:

For an engine fire up to full In case of any engine limit being reverse thrust may be applied exceeded or any non-normalities; call on pilot’s discretion. CM1.

Continue maximum braking until certain the airplane will stop on the runway ANNOUNCE.............................. SIXTY Field length permitting:

ATC ........................................INFORM

Initiate movement of the reverse Communicate the reject decision to thrust levers to reach the reverse idle the control tower and appropriate detent by taxi speed. crew members as soon as practical. AFTER STOP Reversers ................................STOW Speed Brake............DOWN DETENT Situation..........................EVALUATE Review Brake Cooling Schedule for brake cooling time and precautions (refer to Performance chapter). (1)

This is trigger for CM1 to apply maximum manual pedal braking.

(2)

This is trigger for CM1 to pull the speed brake lever.

(3)

This is trigger for CM1 to open reverser(s).

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Continued from previous page Consider the following: •

The possibility of wheel fuse plugs melting

•

The need to clear the runway

•

The requirement for remote parking

•

Wind direction in case of fire

•

Alerting fire equipment

•

Not setting the parking brake unless passenger evacuation is necessary

•

Advising the ground crew of the hot brake hazard

•

Advising passengers of the need to remain seated or evacuate

•

Completion of Non–Normal checklist (if appropriate) for conditions which caused the RTO

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Terrain Avoidance Ground Proximity Caution Accomplish the following maneuver for any of these aural alerts*: •

SINK RATE

•

TERRAIN

•

DON’T SINK

•

TOO LOW FLAPS

•

TOO LOW GEAR

•

TOO LOW TERRAIN

•

GLIDESLOPE

•

BANK ANGLE

•

CAUTION TERRAIN Pilot Flying

Pilot Monitoring

Correct the flight path or the airplane configuration. The below glideslope deviation alert may be cancelled or inhibited for: •

localizer or backcourse approach

•

circling approach from an ILS

•

when conditions require a deliberate approach below glideslope

•

unreliable glideslope signal.

Note 1:

If a terrain caution occurs when flying under daylight VMC, and positive visual verification is made that no obstacle or terrain hazard exists, the alert may be regarded as cautionary and the approach may be continued.

Note 2:

Some aural alerts repeat.

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Ground Proximity Warning Accomplish the following maneuver for any of these conditions: •

activation of the “PULL UP” or “TERRAIN TERRAIN PULL UP” warning

•

other situations resulting in unacceptable flight toward terrain. Pilot Flying

Pilot Monitoring

“PULL UP”.....................ANNOUNCE Verify all required actions have been completed and call out any omissions. This announcement initiates the execution of the GPWS encounter procedure. A/P and A/T ..................DISENGAGE Simultaneously: Maximum* Thrust ................. APPLY Assure maximum thrust. AGGRESSIVELY Airplane Attitude.................. ADJUST Simultaneously roll wings level and rotate to an initial pitch attitude of 20°. Speed Brake ........... DOWN DETENT Check speedbrakes down detent If terrain remains a threat, continue rotation up to the pitch limit indicator (if available) or stick shaker or initial buffet. Do not change gear or flap Monitor vertical speed and altitude configuration until terrain separation is (radio altitude for terrain clearance and assured. barometric altitude for a minimum safe Monitor radio altimeter for sustained altitude). or increasing terrain separation. When clear of the terrain, slowly decrease pitch attitude and accelerate.

Call out any trend toward terrain contact.

Note 1:

Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude that results in intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be required to obtain positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.

Note 2:

Do not use flight director commands.

Note 3:

* Maximum thrust can be obtained by advancing the thrust levers full forward if the EEC’s are in the normal mode. If terrain contact is imminent, advance thrust levers full forward.

Note 4:

If positive visual verification is made that no obstacle or terrain hazard exists when flying under daylight VMC conditions prior to an obstacle or terrain warning, the alert may be regarded as cautionary and the approach may be continued.

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Traffic Avoidance Immediately accomplish the following by recall whenever a TCAS traffic advisory (TA) or resolution advisory (RA) occurs. WARNING:

Comply with the RA if there is a conflict between the RA and air traffic control.

WARNING:

Once an RA has been issued, safe separation could be compromised if current vertical speed is changed, except as necessary to comply with the RA. This is because TCAS II–to–TCAS II coordination may be in progress with the intruder aircraft, and any change in vertical speed that does not comply with the RA may negate the effectiveness of the other aircraft’s compliance with the RA.

Note 1:

If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the APPROACH TO STALL RECOVERY procedure.

Note 2:

If high speed buffet occurs during the maneuver, relax pitch force as necessary to reduce buffet, but continue the maneuver.

Note 3:

Do not use flight director commands until clear of conflict.

For TA: Pilot Flying

Pilot Monitoring

Look for traffic using traffic display as a guide. Call out any conflicting traffic. If traffic is sighted, maneuver as Try to identify traffic. required. Consider range on map display

For RA, except a climb in landing configuration: WARNING:

A DESCEND (fly down) RA issued below 1,000 feet AGL should not be followed.

TCAS Announcements ..............................................e.g.”CLIMB, CLIMB”, or “DESCEND, DESCEND”, or “MONITOR VERTICAL SPEED” Pilot Flying

Pilot Monitoring

If maneuvering is required; A/P and A/T ................... DISENGAGE Monitor manueuver and Intruder. TCAS Command ................. FOLLOW • •

Smoothly adjust pitch and thrust to ATC ........................................ ADVISE satisfy the RA command. SXS______“TCAS RA” Follow the planned lateral flight path unless visual contact with the conflicting traffic requires other action.

Attempt to establish visual contact. Call out any conflicting traffic.

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Continued from previous page TCAS Announcements ............................................“CLEAR OF CONFLICT” Pilot Flying

Pilot Monitoring

Flight Path ................ REESTABLISH ATC ...................................... ADVISE: ACCORDING “CLEAR OF CONFLICT, (assigned TO ATC CLEARANCE clearance) RESUMED

For a climb RA in landing configuration: TCAS Announcements.......................................................... “CLIMB, CLIMB” Pilot Flying

Pilot Monitoring

A/P and A/T ................... DISENGAGE Thrust Lever................ MAX THRUST Max Thrust..............................VERIFY Flaps 15 .......................... ANNOUNCE Flap Lever........................................15 Smoothly adjust pitch to satisfy the RA command. Follow the planned lateral flight path unless visual contact with the conflicting traffic requires other action. Positive Rate Of Climb on the altimeter CALL ........................ POSITIVE RATE Gear Up........................... ANNOUNCE Gear Lever ................... POSITION UP Attempt to establish visual contact. Call out any conflicting traffic.

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Upset Recovery An upset can generally be defined as unintentionally exceeding the following conditions: •

Pitch attitude greater than 25 degrees nose up, or

•

Pitch attitude greater than 10 degrees nose down, or

•

Bank angle greater than 45 degrees, or

•

Within above parameters but flying at airspeeds inappropriate for the conditions.

The following techniques represent a logical progression for recovering the airplane. The sequence of actions is for guidance only and represents a series of options to be considered and used depending on the situation. Not all actions may be necessary once recovery is under way. If needed, use pitch trim sparingly. Careful use of rudder to aid roll control should be considered only if roll control is ineffective and the airplane is not stalled. These techniques assume that the airplane is not stalled. A stalled condition can exist at any attitude and may be recognized by continuous stick shaker activation accompanied by one or more of the following: •

Buffeting, which could be heavy at times

•

Lack of pitch authority and/or roll control

•

Inability to arrest descent rate.

If the airplane is stalled, recovery from the stall must be accomplished first by applying and maintaining nose down elevator until stall recovery is complete and stick shaker activation ceases.

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Nose High Recovery Pilot Flying •

Pilot Monitoring

Recognize and confirm the situation.

A/P and A/T ................... DISENGAGE •

Apply as much as full nose down elevator.

•

*Apply appropriate stabilizer trim.

nose

•

Reduce thrust.

•

*Roll (adjust bank angle) to obtain a nose down pitch rate.

•

Complete the recovery: - When approaching the horizon, roll to wings level -Check airspeed and adjust thrust -Establish pitch attitude.

•

Call out attitude, airspeed and altitude throughout the recovery.

•

Verify all required actions have been completed and call out any omissions.

down

Nose Low Recovery Pilot Flying •

Pilot Monitoring

Recognize and confirm the situation.

A/P and A/T ................... DISENGAGE •

Recover from stall, if required.

•

*Roll in the shortest direction to wings level (unload and roll if bank angle is more than 90 degrees).

•

Recover to level flight: - Apply nose up elevator - *Apply nose up trim, if required -Adjust thrust and drag as required.

WARNING:

May 15, 2008

•

Call out attitude, airspeed and altitude throughout the recovery.

•

Verify all required actions have been completed and call out any omissions.

* Excessive use of pitch trim or rudder may aggravate an upset situation or may result in loss of control and/or high structural loads.

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Windshear Windshear Caution For predictive windshear caution alert:(“MONITOR RADAR DISPLAY” aural). Pilot Flying

Pilot Monitoring

Maneuver as required to avoid the windshear.

Windshear Warning Predictive windshear warning during takeooff roll: (“WINDSHEAR AHEAD, WINDSHEAR AHEAD” aural) •

prior to GO(V1-3 knots) speed, reject takeoff

•

after GO(V1-3 knots) speed, perform the Windshear Escape Maneuver.

Windshear encountered during takeoff roll: •

If windshear is encountered prior to GO(V1-3 knots) speed, there may not be sufficient runway remaining to stop if an RTO is initiated at GO(V1-3 knots) speed. At VR, rotate at a normal rate toward a 15 degree 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 takeoff speed. If there is insufficient runway left to stop, initiate a normal rotation at least 2,000 feet 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.

Predictive windshear warning during approach: (“GO-AROUND, WINDSHEAR AHEAD” aural) •

perform the Windshear Escape Maneuver, or, at pilot’s discretion, perform a normal go-around.

Windshear encountered in flight: •

perform the Windshear Escape Maneuver.

Note:

The following are indications the airplane is encountering a windshear: •

Windshear Warning (two-tone siren followed by “WINDSHEAR, WINDSHEAR, WINDSHEAR”) or

•

unacceptable flight path deviations.

Unacceptable flight path deviations; recognized as uncontrolled changes from normal steady state flight conditions below 1,000 feet AGL, in excess of any of the following: •

15 knots indicated airspeed

•

500 FPM vertical speed

•

5° pitch attitude

•

1 dot displacement from the glideslope

•

unusual thrust lever position for a significant period of time.

May 15, 2008

SunExpress

QRH B737-800W MANEUVERS

Rev 12

Pg.MAN.14

Windshear Escape Maneuver Pilot Flying MANUAL FLIGHT

Pilot Monitoring •

WINDSHEAR................. ANNOUNCE

Verify all required actions have been completed and call out any omissions.

This announcement initiates the execution of the windshear encounter procedure A/T ................................ DISENGAGE A/P ................................ DISENGAGE TO/GA........................ PRESS TWICE •

Assure maximum* thrust.

Aggressively apply maximum* thrust. Disconnect autothrottle. Airplane Attitude .................ADJUST Simultaneously roll wings level and rotate toward an initial pitch attitude of 15°. Speedbrake............. DOWN DETENT

Verify SPEED BRAKE down detent.

F/D and TO/GA Guidance ........................... FOLLOW AUTOMATIC FLIGHT TO/GA**..................... PRESS TWICE

Verify TO/GA announciation and thrust advances to GA power.

Speedbrake............. DOWN DETENT

Verify SPEED BRAKE down detent. Monitor system*** performance.

•

Do not change flap or gear configuration until windshear is no longer a factor.

•

Monitor vertical speed and altitude. •

Monitor vertical speed and altitude.

•

Do not attempt to regain lost • airspeed until windshear is no longer a factor.

Call out any trend toward terrain contact, descending flight path, or significant airspeed changes.

WARNING:

*** Severe windshear may exceed the performance of the AFDS. The pilot flying must be prepared to disconnect the autopilot and autothrottle and fly manually.

Note 1:

Note 2:

* Maximum thrust can be obtained by advancing the thrust levers full forward if the EEC’ s are in the normal mode. If terrain contact is imminent, advance thrust levers full forward.

Note 3:

** If TO/GA is not available, disconnect autopilot and autothrottle and fly manually.

May 15, 2008

SunExpress

QRH B737-800W OPERATIONS

Rev 12

Pg.O.0

OPERATIONS

OPERATIONS Table of Contents REQUIREMENTS FOR LOW VISIBILITY TAKEOFF (LVTO) ............. O.1 LOW VISIBILITY TAKEOFF (LVTO).................................................... O.1 RUNWAY LIGHTING FACILITIES VS RVR / VISIBILITY FOR TAKEOFF.................................................................................... O.2 TAKEOFF ALTERNATE AERODROME.............................................. O.2 PLANNING MINIMA / ALTERNATE AERODROMES ......................... O.2 LIST OF REQUIRED AIRBORNE EQUIPMENT ................................. O.3 EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT........................................... O.4 LANDING MINIMA ............................................................................... O.5 WIND COMPONENTS FOR TAKEOFF & LANDING (KM/H-KT-M/S) ................................................................. O.10 MAXIMUM ALLOWABLE CROSSWIND ........................................... O.11 CAT I AND DUAL CHANNEL CAT II/III LANDING WIND COMPONENT LIMITS ....................................................................... O.13 RECOMMENDED CROSWIND LIMIT AND RUNWAY BRAKING ACTION SCALES ............................................................. O.13 SNOWTAM ........................................................................................ O.14 DECODE OF EIGHT FIGURE GROUP APPENDED TO ROUTINE MOTNE / OPMET BROADCAST....................................................... O.15

May 15, 2008

INTENTIONALLY LEFT BLANK

SunExpress

QRH B737-800W OPERATIONS

Rev 12

Pg.O.1

REQUIREMENTS FOR LOW VISIBILITY TAKEOFF (LVTO)

REQUIREMENTS FOR LOW VISIBILITY TAKEOFF (LVTO) RVR Note 3 REQUIREMENTS

RWY edge lights. Note 2

Less than 500 m Note 1

Less than 400 m

Less than Less than Less than 150 m to 250 m 200 m 125 m

X (or)

Plainly visible RWY centerline marking

X (day only)

“Low Visibility operation in progress”

RWY centerline lights

CM 1 performs takeoff

90 m visual segment from cockpit at start of takeoff run

Runway not contaminated

Max. CWC component 10 kts.

RVR values along required FAR takeoff field length: Not less than required minimum

X Note 4

Auto Brake System (RTO)

FD On

RWY edge lights, high intensity, max 60 m spacing

RWY centerline lights, high intensity, max spacing 15 m.

Takeoff alternate

If any of these requirements cannot be complied with, the relevant higher minimum shall be applied. Note 1:

For RVR at or above 500 m there are no specific requirements for authorized airports.

Note 2:

For night operations at least RWY edge and end lights are required.

Note 3:

Pilot RVR assessment of initial part of takeoff run is allowed.

Note 4:

Assessment of all RVR values required by measurement.

LOW VISIBILITY TAKEOFF (LVTO)

LOW VISIBILITY TAKEOFF (LVTO) LVTO is a take-off where the RVR is less than 400m. The commander shall ensure that: 1. Low Visibility Procedures (LVP) are in force, 2. The flight crew members are properly qualified for LVO. Prior to each low visibility take-off careful consideration shall be given to the possible effects of runway contamination, i.e. by ice, snow, slush and standing water, and to cross wind conditions. The take-off minimum shown on the IAL chart is the lowest permissible for the particular runway of the aerodrome concerned, taking into consideration the requirements for low visibility takeoff specified in the table and the airborne equipment as prescribed in table. If any of these cannot be complied with, the relevant higher minimum shall be applied.

May 15, 2008

SunExpress

QRH B737-800W OPERATIONS

Pg.O.2

Rev 12

RUNWAY LIGHTING FACILITIES VS RVR / VISIBILITY FOR TAKEOFF

RUNWAY LIGHTING FACILITIES VS RVR / VISIBILITY FOR TAKEOFF Facilities Nil (Day only)

RVR / Visibility (Note 2) 500 m

Runway Edge Lighting and/or Centerline Marking Runway Edge and Centerline Lighting Runway Edge and Centerline Lighting and Multiple RVR Information

250 m (Note 1) 200 m 150 m (Note 3)

Note 1:

For night operations at least Runway Edge and Runway End Lights are required. Runway End Lights may be substituted by color coded Runway Edge or Runway Centerline Lights.

Note 2:

The reported RVR / Visibility value representative of the initial part of the take off run can be replaced by pilot assessment.

Note 3:

The required RVR value must be achieved for all of the relevant RVR reporting points with the exception given in Note 2 above.

Subject to the approval of authority, and provided the requirements below have been satisfied an operator may reduce the take-off minima to 125 m RVR (Category A, B, C Aeroplanes) when: 1. LVP are in force, 2. High intensity Runway Centerline Lights spaced 15 m or less and High Intensity Edge Lights spaced 60 m or less are in operation, 3. Flight crew members have satisfactorily completed training in a simulator approved for this procedure, 4. A 90 m visual segment is available from the cockpit at the start of the take-off run, and 5. The required RVR value has been achieved for all of the relevant RVR reporting points. The LVTO RVR values for SunExpress are 125 m / 125 m / 125 m. Note:

The reported RVR/Visibility value representative of the initial part of the take-off run can be replaced by commander assessment with 90m.

TAKEOFF ALTERNATE AERODROME

TAKEOFF ALTERNATE AERODROME Whenever meteorological conditions at the aerodrome of departure are below the minimum applicable for landing with one engine inoperative or other performance restrictions, take-off is permitted only if a suitable take-off alternate which must be located within 1-hour flight time or 410 NM ( .79 M / 310 KIAS) for Boeing 737-800W aeroplane. If a ‘' take-off alternate'’ has been selected, it shall be specified in the OFP. PLANNING MINIMA / ALTERNATE AERODROMES

PLANNING MINIMA / ALTERNATE AERODROMES

Note:

Type of Approach Usable

Planning Minima

CAT II or III

CAT I RVR

CAT I / PAR

Non-Precision MDH – RVR

Non-Precision

Non-Precision MDH - RVR + (200ft - 1000m)

Circling

Circling MDH - Vis (Note)

The ceiling must be at or above the MDH

May 15, 2008

QRH B737-800W OPERATIONS

SunExpress

Pg.O.3

Rev 12

LIST OF REQUIRED AIRBORNE EQUIPMENT

LIST OF REQUIRED AIRBORNE EQUIPMENT Check the aircraft logbook to confirm that no write-up during previous flights affects equipment required for CAT II / CAT III operation. Maintenance release statement for CAT II / CAT III may be indicated in the logbook. TYPE OF APPROACH

CAT I

CAT II

CAT III A

LANDING MINIMA

200 ft DH 550 m RVR

100 ft DH 300 m RVR

50 ft DH 200 m RVR

AIRCRAFT EQUIPMENT

AP Channels (including APP mode)

1(A)(PF)

Flight Director (incuding FD bars)

1(A)(PF)

AP Disengage Lights

AP Disengage Aural Warning

A/T System including both Disengage Lights

1(B)

Flight Mode Annunciator (FMA)

ILS Receiver (Localizer And Glide Slope)

1(PF)

ILS Indicator (Localizer And Glide Path)

1(PF)

ADIRU

1(PF)

RA (Radio Altimeter)

2(C)

RA Indication and DH Display

Digital Air Data Computers Generators Engine Inoperative Landing allowed Windshield Wipers

1(PF)

2(D)

Yes

1(PF) If required

2 If required

(A) One autopilot or one flight director is required. Note:

With no autopilot and no flight director; 300 ft. decision height, 800 m RVR is required.

(B) Not required for CAT II (C) If automatic voice callouts are not available, callouts have to be performed by CM2. (D) The APU generator may be used as an independent power source.

May 15, 2008

QRH B737-800W OPERATIONS

SunExpress

Pg.O.4

Rev 12

EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT

EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT Effect on Landing Minima

Failed or Downgraded Equipment

CAT III A

ILS Stand-by Transmitter

Not allowed

Outer Marker

CAT II

CAT I

NON PRECISION

No effect if replaced by published equivalent position Not applicable

No effect unless used as MAPT

Middle Marker

•

May be temporarily replaced with midpoint RVR if approved by State of Aerodrome.

•

RVR may be reported by human observation.

Touch Down Zone RVR Assessment System

Midpoint or Stop end RVR Anemometer for RWY in use

If other ground source is available: No effect

Ceilometer Approach Lights (ALS)

No allowed for operations with DH > 50 ft

ALS except the last/inner 210m

Not allowed

Minima as for NIL facilities.

Not allowed

Minima as for NIL facilities.

ALS except the last/inner 420m

Minima as for IF.

Stand-by Power for ALS Whole RWY Light System

Not allowed

Edge Lights Centerline Lights (CL)

Day - Minima as for NIL facilities

Night - Not allowed

Day only; Night - Not allowed. Day-RVR 300m Day-RVR 300m Night-not Night-RVR allowed 550m

CL spacing increased to 30m Touch Down Zone Lights

Day - RVR 300m Night - RVR 550m

Stand-by power for RWY Lights TWY Light System

Not allowed No effect - except delays due to reduced movement rate.

Conditions applicable to this table:

1. Grey shaded areas indicate: No effect. 2. Multiple failures of RWY lights other than indicated in this table are not acceptable. 3. Deficiencies of approach and runway lights are treated separately. 4. CAT II or CAT III operations: A combination of deficiencies in RWY lights and RVR assessment equipment is not allowed. 5. Failures other than ILS affect RVR only and not decision height.

May 15, 2008

SunExpress

QRH B737-800W OPERATIONS

Pg.O.5

Rev 12

LANDING MINIMA

LANDING MINIMA Landing Minima for Precision Approaches Landing Minima (applicable in DH - RVR) Type of Approach

ICAO Cat C

Requirements

B 737

ILS CAT III

ILS CAT II

DH or MDH (Cat C)

RVR (Cat C)

50 ft

200 m (700 ft)

100 - 120 ft 121 - 140 ft 141 ft and above

300 m (1000 ft) 400 m (1300 ft) 450 m (1500 ft)

Full Facilities (FF)

200 ft 201 - 250 ft 251 - 300 ft 301 ft and above

550 m (1800 ft) 600 m (2000 ft) 650 m (2100 ft) 800 m (2400 ft)

Intermediate Facislities (IF)

200 - 250 ft 251 - 300 ft 301 ft and above

700 m (2400 ft) 800 m (2400 ft) 900 m (3000 ft)

Basic Facilities (BF)

200 - 250 ft 251 - 300 ft 301 ft and above

800 m (2400 ft) 900 m (3000 ft) 1000 m (3300 ft)

NIL

200 - 250 ft 251 ft and above

1000 m (3300 ft) 1200 m (4000 ft)

N/A

300 ft

1200 m (4000 ft)

CAT III symbol on IAL RWY officially designated CAT II symbol on IAL RWY officially designated

ILS CAT I

PAR

Non-Precision Approach Lowest MDH (Full facility) Type of Approach

Lowest MDH

RVR/Vis

LOC (GS out) GPS VOR / DME VOR NDB SRE

400* ft

1000 m

ICAO Category

Aeroplane Type

Ceiling / Visibility (ft / m)

B737

600 - 2400

* Company requirements

Lowest Permissible Circling Minimum

May 15, 2008

SunExpress

QRH B737-800W OPERATIONS

Rev 12

Pg.O.6

LANDING MINIMA Non-Precision Approach Requirements, MDH vs. RVR / VIS Non – Precision Approach Requirements

Full Facilities (FF)

Intermediate Facilities (IF)

Basic Facilities (BF)

NIL

MDH

RVR / VIS

400* – 449 ft

1000 m

450 – 649 ft

1200 m

650 ft and above

1400 m

400* – 449 ft

1400 m

450 – 649 ft

1600 m

650 ft and above

1800 m

400* – 449 ft

1600 m

450 – 649 ft

1800 m

650 ft and above

2000 m

400* – 449 ft

1800 m

450 – 649 ft

2000 m

650 ft and above

2000 m

* Company requirements

Note 1:

If no SRE minimum is published on the IAL, an OCA will be provided by the radar controller.

Note 2:

An operator shall not use an RVR of less than 800 m for a visual approach.

The above table is only applicable to conventional approaches with a nominal descent slope of not greater than 4°. Greater descent slopes will usually require visual glide slope guidance (e.g. PAPI) is also visible at the minimum descent height. The above figures are either reported RVR or MET visibility converted to RVR in accordance with table Conversion of reported meteoroligical visibility to RVR. Runway end lights may be substituted by color coded runway edge or runway centerline lights. For NDB+NDB (2 NDB, NDB+LCTR or 2 LCTR) approaches special minima shall be observed when planning or performing those procedures with 1-ADF Aeroplane. If a single NDB/LCTR minimum is not published by state authority, the 1-ADF Aeroplaneminimum shall be taken from the circling MDA applicable for the respective runway and the straight-in RVR/Visibility of the non-precision minima table. If circling is not authorized for this runway 250 ft shall be added to the MDA in order to obtain the 1-ADF-aeroplaneminimum. Facilities FF (Full Facilities)

Full facilities comprise runway markings, 720 m or more of HI/MI approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.

IF (Intermediate Facilities)

Intermediate facilities comprise runway markings, 420-719m of HI/MI approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.

BF (Basic Facilities)

Basic facilities comprise runway markings, <420 m of HI/MI approach lights, any length of LI approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.

NIL

Nil facilities comprise runway markings, runway edge lights, threshold lights , runway end lights or no lights at all.

May 15, 2008

SunExpress

QRH B737-800W OPERATIONS

Pg.O.7

Rev 12

LANDING MINIMA Conversion of VIS to RVR MET VIS may only be converted into RVR (refer to table) when: 1. Conducting a non-precision or CAT I/PAR approach and, 2. No RVR reported and, 3. An RVR minimum (prefix 'R') is shown on IAL and, 4. A VIS value (prefix 'V') is not shown on the IAL. Reported MET VIS X Factor = RVR

Factor

Lighting elements in operation

Day

Night

High intensity approach and High Intensity Runway Lights

1,5

2,0

Any type of lighting installation other than above

1,0

1,5

No lighting

1,0

N/A

Commencement and Continuation of Instrument Approach The policy regarding this subject may differ from country to country. An instrument approach may be commenced or continued regardless of the reported RVR / horizontal visibility / ceiling until OM or equivalent position. The final approach segment shall not be continued beyond the OM or equivalent position if the reported RVR is less than applicable minima. The equivalent position can be established by means of a DME distance, a suitably located NDB or VOR, SRE or PAR fix or any other suitable fix that independently establishes the position of the aeroplane. Where RVR is not available, the Commander may derive an RVR value by converting the reported visibility in accordance with the Table above (not for CAT II and CAT III approaches) A runway visual range (RVR) value specified for a particular runway shall not be used for other runways. For possible exception see Route Manual (OM-C). At the OM or equivalent position the reported RVR / horizontal visibility shall be at or above the applicable minimum. If the reported RVR / Visibility is less than the applicable minimum, the approach shall not be continued beyond the OM or equivalent position. If after passing th OM or equivalent position the reported RVR / Visibility falls below the applicable minimum, the approach may be continued to DA/H or MDA/H provided; If the mid point and stop end RVRs reported and relevant, the minimum RVR values for : •

The mid-point 125 m

•

The stop-end 75 m

Note:

“Relevant”, means the part of the runway used during the high speed phase of the landing down to a speed of approximately 60 knots.

A commander may continue the approach below DA/H or MDA/H and the landing may be completed provided that the required visual reference is established at the DA/H or MDA/ H and is maintained. Where no OM or equivalent position exists, the commander shall make the decision to continue or abandon the approach before descending below 1000 ft above the aerodrome elevation on the final approach segment. For differing country regulations refer to OM-C.

May 15, 2008

SunExpress

QRH B737-800W OPERATIONS

Rev 12

Pg.O.8

LANDING MINIMA VISUAL REFERENCE: It should be stressed that the DH is the lower limit of the decision zone during which, in limiting conditions, the CM1 will be assessing the visual references. CM1 should come to this zone prepared for a go around but with no pre-established judgment. CM1 should make a decision according to the quality of the approach and the way the visual references develop as DH is approached. CAT II Operations: •

In CAT II operations the conditions required at DH to continue the approach are that the visual references should be adequate to monitor the continued approach and landing, and that the flight path should be acceptable. If both of these conditions are not satisfied, it is mandatory to initiate a go around.

The visual references required at DH in CAT II operations to continue the approach may be any of the following references containing a segment of at least three consecutive lights: •

The centerline of the approach lights, or

•

Touchdown zone lights, or

•

Runway centerline lights, or

•

Runway edge lights, or

•

A combination of these is attained and can be maintained.

Note:

These visual references must include a lateral element of the ground pattern i.e. an approach lighting crossbar or the landing threshold or a barrette of touch down zone lighting.

CAT III Operations: In CAT III operations with DH, the condition required at DH is that there should be visual references, which confirm that the aircraft is over the touchdown zone. Go-around is mandatory if the visual references do not confirm this. The visual references required at DH in CAT IIIA (Fail-Passive Flight Control Systems) operations to continue the approach might be any of the following references containing a segment of at least three consecutive lights: •

The centerline of the approach lights, or

•

Touchdown zone lights, or

•

Runway centerline lights, or

•

Runway edge lights, or

•

A combination of these is attained and can be maintained.

May 15, 2008

SunExpress

QRH B737-800W OPERATIONS

Rev 12

Pg.O.9

LANDING MINIMA Special Provisions for ILS Approaches Where 2 or more RVR measurements are performed along a runway, the first reported figure - valid for the touch-down zone, shall be the controlling one. The second and following figures; the mid-point and stop-end along the required FAR Landing Field Length shall also be controlling if they are reported and relevant. Landing RVR values for SunExpress Operations: Touch down

: Applicable Minima

Mid-point

: 125 m

Stop-end

: 75 m

All relevant RVR values shall be considered and taken into account for that specific FAR Landing Field Length. Flight Parameters Deviation Calls The following calls would normally be made by the PM and acknowledged by the PF. However, any crew member who sees a deviation outside the following limits should make the appropriate call. If any of these limits are exceeded approaching DH, a goaround should be considered. PARAMETERS IAS Rate of descent Localizer Glide slope Note:

IF DEVIATION EXCEEDS + 5 Kt - 5 Kt

(Note)

> 1000 ft/min Excess deviation warning

½ DOT ½ DOT (CAT III) 1 DOT (CAT II)

CALL REQUIRED "SPEED HIGH/ LOW" "SINK RATE" "LOCALIZER" "GLIDESLOPE"

Disregard rapid fluctuations due to turbulence.

Autoland touchdown Performance; shall fulfill limits below: •

Longitudinal touchdown not earlier than a point on the runway 60 m (200 ft) from threshold.

•

Longitudinal touchdown inside the end of the touchdown zone lighting, 900 m (3000 ft) from threshold.

•

Lateral touchdown with the outboard landing gear less than 21 m (70 ft) from runway centerline. Thin value assumes a 45 m (150 ft) runway.

May 15, 2008

QRH B737-800W OPERATIONS

SunExpress

Pg.O.10

Rev 12

WIND COMPONENTS FOR TAKEOFF & LANDING (KM/H-KT-M/S)

D IN

TY CI

40 25 20

WIND COMPONENT PARALLEL TO RUNWAY (KTS)

W LO

VE 50 45

55 S) T (K

ANGL EB 10 AND RETWEEN W UNWA IND D IR Y (D EGREECTION ES) 20

100

-10

110

May 15, 2008

170

160

-20

20 30 40 CROSSWIND COMPONENT (KTS)

SunExpress

QRH B737-800W OPERATIONS

Rev 12

Pg.O.11

MAXIMUM ALLOWABLE CROSSWIND

MAXIMUM ALLOWABLE CROSSWIND Takeoff Maximmum Allowable Crosswind - Knots B737 - 800W Runway Condition

Runway Width 45 m (148 ft) or Greater

Runway Width 30 m (100 ft)

Dry

Wet

Standing Water-Slush

Snow-No Melting

Ice-No Melting

•

The steady crosswind component and GUST component for takeoff and landing shall not exceed the values specified above.

•

For takeoff in gusty and strong crosswind conditions, maximum takeoff thrust is recommended.

•

The rolling takeoff procedure is strongly advised when crosswind exceeds 20 knots.

•

Minimum runway width for regular SunExpress operation is 30m(100ft)

•

Linear interpolation is acceptable for runway width between 45m(148ft) and 30m(100ft)

•

Takeoff on untreated ice or snow should only be attempted when no melting is present.

Note: CAUTION!

Ask for and use lowest braking action value for the whole runway in terms of friction coefficient, if obtainable. With braking action less than medium, neither tail wind landings nor tailwind takeoff shall be performed.

May 15, 2008

QRH B737-800W OPERATIONS

SunExpress

Pg.O.12

Rev 12

MAXIMUM ALLOWABLE CROSSWIND Landing Maximmum Allowable Crosswind - Knots B737 - 800W De-Crab During Flare and Touchdown in Crab Landing Runway Condition

Runway Width 45 m (148 ft) or Greater

Runway Width 30 m (100 ft)

Dry

Wet

Standing Water-Slush

Snow-No Melting

Ice-No Melting

Maximmum Allowable Crosswind - Knots B737 - 800W Sideslip (Wing Low) Landing Runway Width 45 m (148 ft) or Greater

Runway Condition

Runway Width 30 m (100 ft)

Flap 15

Flap 30

Flap 40

Flap 15

Flap 30

Flap 40

Dry

Wet

Standing Water-Slush

Snow-No Melting

Ice-No Melting

Note 1:

Reduce crosswind guidelines by 5 knots on wet or contaminated runways whenever asymmetric reverse thrust is used.

Note 2:

With the yaw damper inoperative do not exceed flap 30 if crosswind exceed 30 knots.

•

The steady crosswind component and GUST component for takeoff and landing shall not exceed the values specified above.

•

Minimum runway width for regular SunExpress operation is 30m(100ft)

•

Linear interpolation is acceptable for runway width between 45m(148ft) and 30m(100ft)

•

Landing on untreated ice or snow should only be attempted when no melting is present. Tailwind

Component (Knots)

Maximum for Takeoff and Landing

CAUTION!

May 15, 2008

With braking action less than medium, neither tail wind landings nor tailwind takeoffs shall be performed.

SunExpress

QRH B737-800W OPERATIONS

Pg.O.13

Rev 12

CAT I AND DUAL CHANNEL CAT II/III LANDING WIND COMPONENT LIMITS

CAT I AND DUAL CHANNEL CAT II/III LANDING WIND COMPONENT LIMITS Boeing 737-800W CAT I and Dual Channel CAT II/III Landing Wind Component Limits HEAD WIND

CROSSWIND

TAILWIND

CAT I (RVR<800 m)

20 kt

10 kt

CAT II

25 kt

15 kt

10 kt

CAT III

25 kt

10 kt

LVTO Crosswind Limit

10 kt

RECOMMENDED CROSWIND LIMIT AND RUNWAY BRAKING ACTION SCALES

RECOMMENDED CROSWIND LIMIT AND RUNWAY BRAKING ACTION SCALES On a contaminated runway, the effects of crosswinds have to be especially considered at speeds below VMCG. In these cases, nose wheel steering must assure complete controllability. Although there is no FAA certificated crosswind limitation, some recommendations can be provided. These recommendations are related to measured and reported braking actions Measured / Calculated Coefficient

Estimated Braking Action

ICAO Weather Code

Recommended X-Wind Limitation

0.4 & Above

Good

25 kts

0.39 to 0.36

Medium to Good

20 kts

0.35 to 0.30

Medium

15 kts

0.29 to 0.26

Medium to Poor

5 kts

0.25 & Below

Poor

Takeoff & Landing not recommended

Unreliable

Note 1:

Generally a WET runway has an estimated braking action of GOOD.

Note 2:

There is no exact relationship between the coefficient of friction and actual stopping capability.

•

Reports of braking action are used on advisory information and do supply on additional piece of information for the pilots to evaluate when considering runway condition for landing,

•

Crews should evaluate these readings in conjunction with “pilot reports” and physical description of the runway (snow, slush, ice etc) when planning the landing.

Special care should be taken in evaluating all the information available when braking action is reported POOR or if slush/standing water is present on runway Note:

Ask for and use lowest braking action value for the whole runway in terms of friction coefficient, if obtainable.

Use lineer interpolation between above figures.

May 15, 2008

SunExpress

QRH B737-800W OPERATIONS

Rev 12

Pg.O.14

SNOWTAM

SNOWTAM REPORTS ON SNOW, SLUSH AND ICE ON RUNWAYS (SNOWTAM) During winter, conditions of aerodrome movement areas, whenever affected by snow, slush and ice are reported by SNOWTAM. The following ICAO standard format will be used: A B C D E

Aerodrome

Deposits over total runway length (Observed on each third of the runway, starting from threshold having the lower runway designation number)

Date/Time of Observation (Time of completion of measurement in UTC) Runway Designators Cleared Runway Length, if less than published length (m) Cleared Runway Width, if less than published width (m, if offset left or right of centerline "L" or "R" is added).

NIL - Clear and Dry 1. 2. 3. 4. 5. 6. 7. 8. 9.

G H

DAMP WET or Water patches RIME or FROST COVERED (Depth normally less than 1 mm) DRY SNOW WET SNOW SLUSH ICE COMPACTED or ROLLED SNOW FROZEN RUTS or RIDGES

Mean Depth (mm) for each third of runway and measuring equipment Measured or calculated coefficient

Estimated breaking action

0.40 and above

GOOD

– 5

0.39 to 0.36

MEDIUM/GOOD

– 4

0.35 to 0.30

MEDIUM

– 3

0.29 to 0.26

MEDIUM/POOR

– 2

0.25 and below

POOR

– 1

9 – unreliable

UNRELIABLE

– 9

The following abbreviations to indicate the type of measuring equipment are used: DBV

Diagonal Braked Vehicle

JBD

James Brake Decelerometer

MUM Mu-Meter SFT

Friction Tester

SKH

Skiddometer (High Pressure Tire)

SKL

Skiddometer (Low Pressure Tire)

TAP

Tapley-Meter

Critical Snow banks (Height (cm)/distance from the edge of runway (m) followed by "L", "R" or "LR" if applicable)

K L

Runway Lights (if obscured, indicated by "YES" followed by "L", "R" or "LR" if applicable)

M N P R S T

Further Clearance expected to be completed by... (UTC)

Further Clearance (length (m)/width (m) to be cleared or if to full dimension, indicated by "TOTAL") Taxiways (if no appropriate taxiway is available, indicated by "NO") Taxiway Snow banks (if more than 60 cm, indicated by "YES" followed by distance apart (m)) Apron (if unusable indicated by "NO") Next Planned Observation/Measurement is for... (Month/Day/Hour in UTC) Plain language Remarks (including contaminant coverage and other operationally significant information, e.g. sanding, de-icing)

May 15, 2008

SunExpress

QRH B737-800W OPERATIONS

Rev 12

Pg.O.15

DECODE OF EIGHT FIGURE GROUP APPENDED TO ROUTINE MOTNE / OPMET BROADCAST

DECODE OF EIGHT FIGURE GROUP APPENDED TO ROUTINE MOTNE / OPMET BROADCAST JEPPESEN

METEOROLOGY

25 FEB 05

Pg. 97

The first two digits indicate the Runway Designator. The third digit indicates the Runway Deposits. The fourth digit indicates the extent of runway contamination. The fifth and sixth digits indicate the depth of deposit. The seventh and eighth digits indicate the friction co-efficient or Braking Action. Runway Designator (First and Second Digits) The two digits correspond to the runway designator, e.g. 09. 27 etc. in the case of parallel runways the 'Left" runway is indicated by the designator only (e.g. 09L as 09) while the 'Right' runway has 50 added so that 09R becomes 59 and 27R becomes 77. Whenever all runways are affected the figure group 88 will be used. Note:

99 may sometimes appear as the first two digits. This does not purport to be a runway indicator but means that the information is a repetition of the last message because no new message has been received in time for transmission.

Runway Deposits (Third Digit) The runway deposit expressed as a single figure as follows: 0–

Clear and dry

6–

Slush

1–

Damp

7–

Ice

2–

Wet or water patches

8–

Compacted or rolled snow

3–

Rime of frost covered (Depth normally less than 1mm)

9–

Frozen ruts or ridges

4–

Dry snow

/–

Type of deposit not reported (e.g. due to runway clearance in progress).

5–

Wet snow

Extent of Runway Contamination (Fourth Digit) The extent of runway contamination is expressed as a single digit in accordance with the following scale. 1–

Less than 10% of runway contaminated (covered)

2–

11% to 25% of runway contaminated (covered)

5–

26% to 50% of runway contaminated (covered)

9–

51% to 100% of runway contaminated (covered)

/–

Not reported (e.g. due to runway clearance in progress).

Depth of Deposit (Fifth and Sixth Digits) The depth of deposit is indicated by two digits in accordance with the following scale. 00

less than

1 mm

2 mm

15 20

etc. 10

10 mm

etc.

15 mm

etc

20 mm

etc.

up to

90 mm

(NOTE: Code 91 is not used)

Thereafter, the depth is indicated by: 92 =

10 cm

96 =

30 cm

93 =

15 cm

97 =

35 cm

94 =

20cm

98 =

40 cm or more

95 =

25 cm

99 =

runway or runways non-operational due to snow, slush, ice, large drifts or runway clearance, but depth not reported.

// =

Depth of deposit operationally not significant or not measurable. The quoted depth is the mean of a number of readings or, if operationally significant, the greatest depth measured.

Continued on next page May 15, 2008

QRH B737-800W OPERATIONS

SunExpress

Rev 12

Pg.O.16

DECODE OF EIGHT FIGURE GROUP APPENDED TO ROUTINE MOTNE / OPMET BROADCAST Continued from previous page Friction Co-efficient or Braking Action (Seventh and Eighth Digits) The friction co-efficient is denoted by two digits or, if the co-efficient is not available, the braking action is denoted by two digits. a. Friction co-efficient e.g.

28 -

friction co-efficient 0.28

35 -

friction co-efficient 0.35 etc.

b. Braking action 95 -

Good

94 -

Medium/Good

93 -

Medium

92 -

Medium/Poor

91 -

Poor

99 -

Unreliable

// -

Braking action not Reported; Runway not Operational; Aerodrome Closed; etc.

Note 1:

Where Braking Action is assessed at a number of points along a runway, the mean value will be transmitted or, if operationally significant, the lowest value.

Note 2:

If measuring equipment does not allow measurement of friction with satisfactory reliability, which may be the case when a runway is contaminated by wet snow, slush, or loose snow, the figures 99 will be used.

Examples: Note:

The occasion may arise when a new report or a valid report is not available in time for dissemination with the appropriate METAR message. In this case, the previous runway state report will be repeated, this will be indicated by the figures 99 in place of the runway designator.

99421594

Dry Snow covering 11% to 25% of the runway: depth 15 mm; braking action medium to good.

14//99//

Runway 14 non-operational due to runway clearance in progress.

14IIIIII

Runway 14 contaminated but reports are not available or are not updated due to aerodrome closure or curfew, etc.

88IIIIII

All runways are contaminated but reports are not available or are not updated due to aerodrome closure or curfew, etc.

14CLRDII

Runway 14 contamination has ceased to exist. (No further reports will be sent unless recontamination occurs).

May 15, 2008

SunExpress

QRH B737-800W PERFORMANCE

Rev 12

Pg.PW.0

PERFORMANCE

PERFORMANCE Table of Contents GENERAL ........................................................................................ PW.1 Takeoff Speeds ............................................................................ PW.1 Takeoff Speeds - Dry Runway................................................. PW.1 Takeoff Speeds - Wet Runway ................................................ PW.2 VREF............................................................................................ PW.3 Flap Maneuver Speeds ................................................................ PW.3 Takeoff %N1................................................................................. PW.4 Assumed Temperature Reduced Thrust ...................................... PW.5 Maximum Climb %N1................................................................... PW.6 Go-around %N1 ........................................................................... PW.7 Flight With Unreliable Airspeed/Turbulent Air Penetration ........... PW.8 ALL ENGINES................................................................................ PW.10 Long Range Cruise Maximum Operating Altitude ...................... PW.10 Long Range Cruise Control........................................................ PW.11 Long Range Cruise Enroute Fuel and Time - Low Altitudes ...... PW.12 Long Range Cruise Enroute Fuel and Time - High Altitudes ..... PW.14 Long Range Cruise Wind-Altitude Trade.................................... PW.16 Descent (.78/280/250)................................................................ PW.16 Holding ....................................................................................... PW.17 ADVISORY INFORMATION........................................................... PW.18 Normal Configuration Landing Distances................................... PW.18 Non-Normal Configuration Landing Distance............................. PW.20 Recommended Brake Cooling Schedule ................................... PW.28 ENGINE INOP ................................................................................ PW.30 Initial Max Continuous %N1 ....................................................... PW.30 Max Continuous %N1................................................................. PW.31 Driftdown Speed/Level Off Altitude ............................................ PW.35 Driftdown/LRC Cruise Range Capability .................................... PW.36 Long Range Cruise Altitude Capability....................................... PW.37 Long Range Cruise Control........................................................ PW.38 Long Range Cruise Diversion Fuel and Time ............................ PW.39 Holding ....................................................................................... PW.40 Go-Around Climb Gradient......................................................... PW.41 Landing Field Limit Weight - Dry Runway .................................. PW.42 Landing Field Limit Weight - Wet Runway ................................. PW.44 Landing Climb Limit Weight........................................................ PW.46 TEXT............................................................................................... PW.47 May 15, 2008

INTENTIONALLY LEFT BLANK

QRH B737-800W PERFORMANCE

SunExpress

Pg.PW.1

Rev 12

GENERAL Takeoff Speeds Takeoff Speeds - Dry Runway V1, VR, V2 for Max Takeoff Thrust FLAPS 1 WEIGHT (1000 KG) V1 VR V2 90 169 171 175 85 163 166 171 80 158 160 167 75 153 155 162 70 147 149 158 65 141 143 153 60 135 136 148 55 128 129 143 50 121 122 137 45 113 114 131 40 105 106 125 Check V1(MCG).

V1 161 157 152 147 141 135 129 123 116 109 101

FLAPS 5 VR V2 163 168 159 164 154 160 148 156 143 152 137 147 131 143 124 137 117 132 110 126 102 120

FLAPS 10 VR V2

156 151 146 140 134 128 122 115 108 100

157 152 147 141 136 129 123 116 108 101

162 158 154 150 146 141 136 130 125 119

FLAPS 15 VR V2

148 142 137 131 125 119 112 105 98

149 144 138 133 126 120 113 106 99

155 151 147 143 138 133 128 122 117

FLAPS 25 VR V2

145 140 135 129 123 117 110 103 96

146 141 136 130 124 118 111 104 97

153 149 145 140 136 131 126 120 115

V1, VR, V2 Adjustments* TEMP 째C 70 60 50 40 30 20 -60

째F 158 140 122 104 86 68 -76

-2 5 4 2 1 0 0 0

V1 PRESS ALT (1000 FT) 0 2 4 6 8 6 5 6 7 3 4 5 6 7 1 3 4 5 6 0 1 2 4 5 0 1 2 3 4 0 1 2 3 4

9 7 6 5 5

-2 4 3 2 1 0 0 0

VR PRESS ALT (1000 FT) 0 2 4 6 8 5 4 5 6 3 4 5 6 7 1 3 4 5 6 0 1 3 4 5 0 1 2 3 4 0 1 2 3 4

8 7 6 5 5

-2 -3 -2 -2 -1 0 0 0

V2 PRESS ALT (1000 FT) 0 2 4 6 8 -3 -3 -3 -4 -2 -3 -3 -4 -5 -1 -2 -2 -3 -4 0 -1 -2 -2 -3 0 -1 -1 -2 -3 0 -1 -1 -2 -2

-6 -5 -4 -3 -3

Slope and Wind V1 Adjustments* SLOPE (%) WEIGHT (1000 KG) -2 -1 0 90 -4 -2 0 80 -3 -2 0 70 -2 -1 0 60 -2 -1 0 50 -1 0 0 40 0 0 0 *V1 not to exceed VR

1 1 1 1 1 0 0

2 1 1 1 1 1 0

-15 -2 -2 -2 -2 -2 -2

-10 -2 -1 -1 -1 -1 -1

-5 -1 -1 -1 -1 0 0

WIND (KTS) 0 10 0 0 0 0 0 0 0 0 0 0 0 0

20 0 0 1 1 1 0

30 0 1 1 1 1 0

40 1 1 1 1 1 0

V1(MCG) Max Takeoff Thrust TEMP 째C 째F 70 158 60 140 50 122 40 104 30 86 20 68 -60 -76

-2000 95 95 97 101 104 104 106

0 93 93 95 99 103 104 105

PRESSURE ALTITUDE (FT) 2000 4000 6000 92 92 96 100 101 102

90 90 93 96 98 99

88 89 92 94 95

8000

10000

86 86 88 90 92

83 83 85 87 89

September 18, 2008

QRH B737-800W PERFORMANCE

SunExpress

Pg.PW.2

Rev 12

GENERAL Takeoff Speeds - Wet Runway V1, VR, V2 for Max Takeoff Thrust FLAPS 1 WEIGHT (1000 KG) V1 VR V2 90 164 171 175 85 157 166 171 80 151 160 167 75 145 155 162 70 139 149 158 65 133 143 153 60 126 136 148 55 119 129 143 50 111 122 137 45 104 114 131 40 96 106 125 Check V1(MCG).

V1 156 150 145 139 133 127 121 114 107 99 92

FLAPS 5 VR V2 164 168 159 164 154 160 148 156 143 152 137 148 131 143 124 137 117 132 110 126 102 120

FLAPS 10 VR V2

151 145 139 133 127 120 113 106 99 91

157 152 147 141 136 129 123 116 108 101

162 158 154 150 146 141 136 130 125 119

FLAPS 15 VR V2

141 136 130 124 117 111 104 96 89

149 144 138 133 126 120 113 106 99

155 151 147 143 138 133 128 122 117

FLAPS 25 VR V2

140 134 128 122 115 109 102 95 87

146 141 136 130 124 118 111 104 97

153 149 145 140 136 131 126 120 115

V1, VR, V2 Adjustment* TEMP 째C 70 60 50 40 30 20 -60

째F 158 140 122 104 86 68 -76

-2 7 5 3 1 0 0 0

V1 PRESS ALT (1000 FT) 0 2 4 6 8 8 6 7 9 4 5 6 8 9 2 3 4 6 7 0 1 3 4 6 0 1 2 4 5 0 1 2 4 5

12 9 7 6 7

-2 4 3 2 1 0 0 0

VR PRESS ALT (1000 FT) 0 2 4 6 8 5 4 5 6 3 4 5 6 7 1 3 4 5 6 0 1 3 4 5 0 1 2 3 4 0 1 2 3 4

8 7 6 5 5

-2 -3 -2 -2 -1 0 0 0

V2 PRESS ALT (1000 FT) 0 2 4 6 8 -4 -3 -3 -4 -2 -3 -3 -4 -5 -1 -2 -2 -3 -4 0 -1 -2 -2 -3 0 -1 -1 -2 -2 0 -1 -1 -2 -2

-6 -5 -4 -3 -3

Slope and Wind V1 Adjustment* SLOPE (%) WEIGHT (1000 KG) -2 -1 0 90 -5 -3 0 80 -5 -2 0 70 -4 -2 0 60 -3 -1 0 50 -2 -1 0 40 -1 0 0 *V1 not to exceed VR

1 3 3 2 2 1 1

2 6 5 4 3 3 2

-15 -3 -4 -4 -4 -4 -5

-10 -2 -2 -2 -3 -3 -3

-5 -1 -1 -1 -1 -1 -1

WIND (KTS) 0 10 0 1 0 1 0 1 0 1 0 1 0 1

20 2 2 1 2 2 3

30 2 2 2 2 3 4

40 3 3 3 3 4 5

V1(MCG) Max Takeoff Thrust TEMP 째C 째F 70 158 60 140 50 122 40 104 30 86 20 68 -60 -76

May 15, 2008

-2000 95 95 97 101 104 104 106

0 93 93 95 99 103 104 105

PRESSURE ALTITUDE (FT) 2000 4000 6000 92 92 96 100 101 102

90 90 93 96 98 99

88 89 92 94 95

8000

10000

86 86 88 90 92

83 83 85 87 89

QRH B737-800W PERFORMANCE

SunExpress

Rev 12

Pg.PW.3

GENERAL VREF WEIGHT (1000 KG)

40 160 155 151 146 141 135 128 122 115 108

85 80 75 70 65 60 55 50 45 40

FLAPS 30 168 163 158 153 148 142 136 129 122 115

15 177 172 167 161 156 149 143 136 128 121

Flap Maneuver Speeds FLAP POSITION UP 1 5 10 15 25 30 40

MANEUVER SPEED VREF40 + 70 VREF40 + 50 VREF40 + 30 VREF40 + 30 VREF40 + 20 VREF40 + 10 VREF30 VREF40

May 15, 2008

SunExpress

QRH B737-800W PERFORMANCE

Rev 12

Pg.PW.4

GENERAL Takeoff %N1 Based on engine bleeds for packs on, engine and wing anti-ice on or off OAT (째C) 60 55 50 45 40 35 30 25 20 15 10 5 0 -5 -10 -15 -20 -25 -30 -35 -40 -45 -50

AIRPORT PRESSURE ALTITUDE (FT) -2000 -1000 0 1000 2000 3000 4000 5000 6000 7000 94.8 95.4 95.8 95.9 96.0 96.1 96.2 96.3 96.2 95.9 95.4 96.0 96.5 96.6 96.7 96.8 96.9 97.1 96.9 96.6 96.0 96.6 97.1 97.3 97.4 97.6 97.7 97.8 97.7 97.4 96.8 97.4 97.8 98.0 98.1 98.3 98.4 98.5 98.4 98.1 97.4 98.1 98.6 98.7 98.8 98.9 99.0 99.2 99.1 98.8 98.0 98.7 99.4 99.5 99.6 99.7 99.8 99.9 99.8 99.5 97.6 98.8 100.3 100.3 100.4 100.4 100.5 100.5 100.4 100.3 96.8 98.1 99.5 100.1 100.7 100.8 100.7 100.7 100.7 100.7 96.0 97.3 98.8 99.3 99.9 100.2 100.5 100.8 100.8 100.9 95.2 96.5 98.0 98.6 99.2 99.5 99.8 100.1 100.5 100.9 94.5 95.8 97.2 97.8 98.4 98.7 99.0 99.4 99.7 100.1 93.7 95.0 96.4 97.0 97.6 98.0 98.3 98.6 99.0 99.4 92.9 94.2 95.6 96.3 96.9 97.2 97.5 97.9 98.2 98.6 92.0 93.4 94.8 95.5 96.1 96.4 96.7 97.1 97.5 97.9 91.2 92.6 94.0 94.7 95.3 95.6 96.0 96.3 96.7 97.1 90.4 91.7 93.2 93.9 94.5 94.8 95.2 95.6 95.9 96.3 89.6 90.9 92.4 93.0 93.7 94.0 94.4 94.8 95.2 95.6 88.7 90.1 91.6 92.2 92.9 93.2 93.6 94.0 94.4 94.8 87.9 89.2 90.7 91.4 92.0 92.4 92.8 93.2 93.6 94.0 87.0 88.4 89.9 90.5 91.2 91.6 91.9 92.4 92.8 93.1 86.1 87.5 89.0 89.7 90.3 90.7 91.1 91.5 91.9 92.3 85.3 86.6 88.2 88.8 89.5 89.9 90.3 90.7 91.1 91.5 84.4 85.7 87.3 87.9 88.6 89.0 89.4 89.9 90.3 90.6

8000 95.8 96.3 97.1 97.8 98.5 99.2 100.0 100.6 100.8 101.1 100.5 99.8 99.0 98.3 97.5 96.7 95.9 95.2 94.3 93.5 92.7 91.9 91.0

9000 95.7 95.7 96.6 97.5 98.4 99.1 99.9 100.6 100.8 101.1 101.0 100.3 99.5 98.7 98.0 97.2 96.4 95.6 94.8 94.0 93.1 92.3 91.5

10000 95.7 95.0 96.1 97.1 98.1 99.0 99.9 100.7 100.8 101.1 101.5 100.7 100.0 99.2 98.4 97.6 96.8 96.0 95.2 94.4 93.6 92.7 91.9

%N1 Adjustments for Engine Bleeds BLEED CONFIGURATION PACKS OFF

-2000 -1000 0 0.7 0.7 0.7

September 18, 2008

AIRPORT PRESSURE ALTITUDE (FT) 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 0.7 0.7 0.7 0.8 0.8 0.8 0.8 0.8 0.9 1.0

QRH B737-800W PERFORMANCE

SunExpress

Pg.PW.5

Rev 12

GENERAL Assumed Temperature Reduced Thrust Maximum Assumed Temperature (Table 1 of 3) Based on 25% Takeoff Thrust Reduction OAT (°C)

-1000 55 73 50 73 45 73 40 73 35 71 30 69 25 69 20 69 15 69 10 & BELOW 69

0 71 71 71 71 71 67 67 67 67 67

1000 69 69 69 69 69 67 66 66 66 66

AIRPORT PRESSURE ALTITUDE (FT) 2000 3000 4000 5000 6000 7000 67 67 65 63 67 65 63 61 59 57 67 65 63 61 59 57 67 65 63 61 59 57 67 65 63 61 59 57 64 65 63 61 59 57 64 64 63 61 59 57 64 64 63 61 59 57 64 64 63 61 59 57

8000

9000

10000

55 55 55 55 55 55 55

53 53 53 53 53 53

51 51 51 51 51

Takeoff %N1 (Table 2 of 3) Based on engine bleed for packs on and engine anti-ice on or off AIRPORT PRESSURE ALTITUDE (FT) ASSUMED TEMP (°C) -1000 0 1000 2000 3000 4000 5000 6000 7000 75 93.4 93.7 94.2 94.7 95.4 96.1 96.9 97.3 97.6 70 94.1 94.4 94.4 94.4 94.7 95.4 96.2 96.6 96.9 65 94.8 95.1 95.2 95.2 95.3 95.4 95.5 96.0 96.2 60 95.4 95.8 95.9 96.0 96.1 96.2 96.3 96.2 95.9 55 96.0 96.5 96.6 96.7 96.8 96.9 97.1 96.9 96.6 50 96.6 97.1 97.3 97.4 97.6 97.7 97.8 97.7 97.4 45 97.4 97.8 98.0 98.1 98.3 98.4 98.5 98.4 98.1 40 98.1 98.6 98.7 98.8 98.9 99.0 99.2 99.1 98.8 35 98.7 99.4 99.5 99.6 99.7 99.8 99.9 99.8 99.5 30 98.8 100.3 100.3 100.4 100.4 100.5 100.5 100.4 100.3 25 98.1 99.5 100.1 100.7 100.8 100.7 100.7 100.7 100.7 20 97.3 98.8 99.3 99.9 100.2 100.5 100.8 100.8 100.9 15 96.5 98.0 98.6 99.2 99.5 99.8 100.1 100.5 100.9 10 95.8 97.2 97.8 98.4 98.7 99.0 99.4 99.7 100.1 MINIMUM ASSUMED 32 30 28 26 24 22 20 18 16 TEMP (°C) With engine bleed for packs off, increase %N1 by 1.0.

8000 97.8 97.1 96.5 95.8 96.3 97.1 97.8 98.5 99.2 100.0 100.6 100.8 101.1 100.5 15

9000 10000 97.8 97.7 97.1 97.1 96.4 96.4 95.7 95.7 95.7 95.0 96.6 96.1 97.5 97.1 98.4 98.1 99.1 99.0 99.9 99.9 100.6 100.7 100.8 100.8 101.1 101.1 101.0 101.5 12

%N1 Adjustment for Temperature Difference (Table 3 of 3) ASSUMED OUTSIDE AIR TEMPERATURE (°C) TEMP MINUS -40 -20 0 5 10 15 20 25 30 35 40 45 50 55 OAT (°C) 110 14.9 100 14.9 10.9 90 14.0 11.7 80 12.9 11.6 7.8 70 11.2 10.7 8.6 7.8 6.3 60 9.2 9.5 8.5 8.4 7.1 6.3 4.9 50 7.8 7.8 7.5 7.1 6.9 7.0 5.6 4.9 3.4 40 6.0 6.2 6.1 5.9 5.8 5.7 5.6 4.7 4.4 5.3 30 4.6 4.6 4.6 4.6 4.5 4.4 4.3 4.3 4.2 4.1 4.0 3.9 20 2.9 3.0 3.0 3.0 3.0 3.0 2.9 2.9 2.8 2.8 2.7 2.6 10 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.4 1.4 1.4 1.4 0 0 0 0 0 0 0 0 0 0 0 0 0 1. Determine Maximum Assumed Temperature allowed from Table 1. 2. Find Maximum %N1 from Table 2 using the desired assumed temperature (no greater than temperature from Table 1). 3. Use the difference between assumed temperature and OAT to determine the %N1 adjustment from Table 3. 4. Subtract %N1 adjustment from Maximum %N1 in Table 2.

September 18, 2008

QRH B737-800W PERFORMANCE

SunExpress

Rev 12

Pg.PW.6

GENERAL Maximum Climb %N1 Based on engine bleed for packs on or off and anti-ice off TAT (째C) 60 55 50 45 40 35 30 25 20 15 10 5 0 -5 -10 -15 -20 -25 -30 -35 -40

0 280 90.2 91.0 91.7 92.4 93.1 93.6 92.9 92.2 91.4 90.6 89.9 89.1 88.3 87.6 86.8 86.0 85.2 84.3 83.5 82.7 81.8

5000 280 90.5 91.2 92.0 92.6 93.3 94.0 94.8 94.8 94.0 93.2 92.5 91.7 90.9 90.1 89.3 88.5 87.6 86.8 86.0 85.1 84.3

PRESSURE ALTITUDE (FT)/SPEED (KIAS/MACH) 10000 15000 20000 25000 30000 35000 280 280 280 280 280 .78 90.4 90.6 90.4 92.1 93.8 95.1 91.3 91.4 90.8 91.5 93.1 94.4 92.1 92.2 91.7 91.5 92.4 93.7 92.8 93.0 92.6 92.4 92.4 93.0 93.6 93.8 93.4 93.2 93.2 92.3 94.3 94.5 94.3 94.0 94.0 93.0 95.0 95.2 95.1 94.8 94.7 93.9 95.7 95.9 95.9 95.5 95.4 94.7 96.5 96.7 96.6 96.2 96.1 95.4 95.9 97.5 97.4 96.9 96.7 96.2 95.1 97.8 98.3 97.7 97.4 96.9 94.3 97.0 99.2 98.6 98.1 97.7 93.5 96.2 98.6 99.6 99.1 98.5 92.7 95.4 97.8 99.6 100.0 99.2 91.9 94.6 97.1 98.8 100.3 100.2 91.0 93.8 96.3 98.0 99.6 101.1 90.2 93.0 95.5 97.2 98.7 100.8 89.4 92.2 94.7 96.4 97.9 100.0 88.5 91.3 93.9 95.6 97.1 99.1 87.7 90.5 93.1 94.8 96.3 98.3 86.8 89.6 92.3 93.9 95.4 97.4

37000 .78 95.2 94.5 93.8 93.1 92.4 92.4 93.3 94.1 94.9 95.7 96.5 97.3 98.2 99.0 99.8 100.8 101.3 100.5 99.6 98.8 97.9

41000 .78 93.5 92.8 92.1 91.4 90.7 90.8 91.8 92.8 93.7 94.6 95.6 96.5 97.5 98.4 99.4 100.4 101.0 100.1 99.3 98.4 97.6

%N1 Adjustments for Engine Bleeds BLEED CONFIGURATION ENGINE ANTI-ICE ENGINE & WING ANTI-ICE* *Dual bleed sources

May 15, 2008

0 -0.6 -1.8

PRESSURE ALTITUDE (1000 FT) 10 20 30 35 -0.8 -0.9 -0.9 -0.8 -2.1 -2.5 -2.7 -3.0

41 -0.8 -3.0

SunExpress

QRH B737-800W PERFORMANCE

Pg.PW.7

Rev 12

GENERAL Go-around %N1 Based on engine bleed for packs on, engine and wing anti-ice on or off AIRPORT OAT 째C 째F 57 134 52 125 47 116 42 108 37 99 32 90 27 81 22 72 17 63 12 54 7 45 2 36 -3 27 -8 18 -13 9 -17 1 -22 -8 -27 -17 -32 -26 -37 -35 -42 -44 -47 -53 -52 -62

TAT (째C) 60 55 50 45 40 35 30 25 20 15 10 5 0 -5 -10 -15 -20 -25 -30 -35 -40 -45 -50

AIRPORT PRESSURE ALTITUDE (FT) -2000 95.0 95.9 96.6 97.4 98.0 98.1 97.3 96.6 95.8 95.0 94.2 93.4 92.6 91.8 91.0 90.2 89.3 88.5 87.6 86.8 85.9 85.0 84.1

0 96.2 96.7 97.6 98.4 99.1 99.9 99.8 99.1 98.3 97.5 96.8 96.0 95.2 94.4 93.6 92.8 92.0 91.1 90.3 89.4 88.6 87.7 86.8

1000 96.8 96.6 97.8 98.5 99.2 100.0 100.4 99.7 98.9 98.1 97.4 96.6 95.8 95.0 94.2 93.4 92.6 91.8 90.9 90.1 89.2 88.4 87.5

2000

3000

4000

5000

6000

7000 8000