B737 NG BRIEFINGS

EMERGENCY DESCENT

This maneuver is designed to bring the airplane down smoothly to a safe altitude, in the minimum
time, with the least possible passenger discomfort.
Note: Use of the autopilot is recommended by Boeing to cover any possible pilot
incapacitation (Time of Useful Consciousness is dramatically reduced at high altitude).

This briefing addresses basic techniques and procedures for a rapid descent. Some routes over
mountainous terrain require careful operator planning to include carrying additional oxygen,
special procedures, higher initial level off altitudes, and emergency routes in the event a
depressurization is experienced. These requirements are normally addressed in an approved
company route manual or other document that addresses route specific depressurization
procedures.

An emergency descent is generally preceded by a cabin altitude warning or a rapid

depressurization. Both problems are related to Boeing Recall Items (see below)

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Rapid descents are normally made with the landing gear up. However, when structural integrity is
in doubt and airspeed must be limited, extension of the landing gear may provide a more
satisfactory rate of descent. If the landing gear is to be used during the descent, comply with the
landing gear placard speeds.

A generic emergency descent scenario is presented by Boeing in the FCTM:

An emergency descent could be exceptionally flown manually even though this scenario is not
recommended by Boeing. In this case:
The entry may be accomplished on heading or a turn may be made to clear the airway or
controlled track. However, since extending the speedbrakes initially reduces the maneuver
margin, it is recommended that turns not be initiated until the airplane is established in the
descent.
- disconnect the autothrottles and retard thrust levers to idle.
- Smoothly extend the Speedbrakes
- Disconnect the autopilot
- Smoothly lower the nose to initial descent attitude (approximately 10 degrees nose down).
- About 10 knots before reaching target speed, slowly raise the pitch attitude to maintain target
speed.
- Keep the airplane in trim at all times.
- If MMO/VMO is inadvertently exceeded, change pitch smoothly to decrease speed.
- Approaching level off altitude, smoothly adjust pitch attitude to reduce rate of descent.
- The speedbrake lever should be returned to the down detent when approaching the desired
level off altitude. After reaching level flight add thrust to maintain long range cruise or 300
knots.
Note: Control Wheel Steering CWS (if installed) may be used to reduce pilot workload.
Follow the manually flown procedure but instead of disengaging the autopilot, engage CWS.

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Think fast and perform the procedure deliberately and methodically.

RAPIDE DEPRESSURIZATION
CAPTAIN

FIRST OFFICER

REMARKS
Captain takes control

- Call CABIN ALTITUDE WARNING OR RAPID

DEPRESSURIZATION RECALL ITEMS
I HAVE CONTROL
Oxygen masks and regulators ON, 100%
Crew Communication Establish

- Headset off (around the neck)

- Oxygen mask on

- Select MASK on ASP

- SPK ON (volume)

- Headset on

- Talk to each other

Perform a Situational Awareness Check:

- Position? check ND
- Terrain? Verify TERR information and check
MORA (Jeppesen)
- Traffic? Verify CTR MAP on ND and check
TFC ON

- Pressurization mode selector to MAN.

- Outflow valve switch to CLOSE.

Evaluate the situation

Evaluate the situation

Call CABIN CONTROLLABLE

or CABIN NOT CONTROLLABLE

Crewmembers should place oxygen

masks on and establish communication at
the first indication of a loss of cabin
pressurization.

- If the Outflow valve is fully closed and

cabin pressure continues to climb or
equals the actual flight altitude,
structural damage or open door can be
suspected (pressurization cannot be
recovered > Emergency descent
should be initiated ASAP)
- If pressurization is restored, continue
manual operation to maintain proper
cabin altitude (consider descent to a
lower altitude)
Captain will try to confirm the information

IF CABIN ALTITUDE IS NOT CONTROLLABLE

- Initiate Emergency decent

- Passenger Oxygen switch to ON.

Activate passenger oxygen if cabin

altitude exceeds or is expected to exceed
14,000 ft.

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EMERGENCY DESCENT

Based on RYANAIR Procedures

CAPTAIN

FIRST OFFICER

REMARKS

- Call EMERGENCY DESCENT RECALL ITEMS

- Select START switches to CONT

- Advise ATC MAYDAY, MAYDAY,
MAYDAY, RYANAIR XYZ EMERGENCY
DESCENT,REQUEST LOCAL QNH
- Squawk 7700
- Verify MSA on flight documentation

- The local QNH is requested to adapt

the level-off altitude

- Announce EMERGENCY DESCENT,

EMERGENCY DESCENT, EMERGENCY
DESCENT

- Verify autopilot engaged

- Select lower MCP altitude

- Select HDG SEL and fly straight ahead or

initiate a turn using HDG SEL (to clear the
airway or according to obstacles).

- Call RAPID DEPRESSURIZATION

CHECK-LIST COMPLETE (if applies)

4 - Select LVL CHG

5
6

- Read all recall items in silence to check

all items have been correctly done
(announce any deviation)

- Close thrust levers manually (do not

disengage autothrottles)
- Extend smoothly the speedbrakes

- Anticipate turbulence and icing

requirements.

7 - Adjust MCP Speed

- Call every 10,000 feet during descent.

8 - Reset MCP altitude at 10, 000 ft MORA /

- Call 2000 FEET TO GO

and 1000 FEET TO GO

MEA whichever is higher and respond to

altitude calls by CHECKED
- Retract Speedbrakes and reduce speed
when approaching level-off altitude

- When descending with the A/P engaged

and S/B extended at speeds near VMO/
MMO, the airspeed may momentarily
increase to above VMO/MMO if S/B are
retracted quickly. Retracting smoothly and
slowly retract S/B to allow the A/P
sufficient time to adjust the pitch attitude
to maintain the airspeed within limits.
- The MCP speed has to be adjusted
either to M.82/340 kts or to be limited to
current speed (or less) if structural
integrity exists or is suspected. Do not
assume structural integrity unless it can
be positively assured from the flight deck.
- High maneuvering loads to be avoided
- During descent, the IAS/MACH speed
window changes from MACH to IAS at
approximately 300 KIAS. Manually reset
to VMO as needed.

LEVEL OFF
If indicated CABIN altitude is at or below 10,000 ft,
announce: I HAVE ATC, REMOVE OXYGEN
MASK

- Reply when appropriate: YOU HAVE

ATC
1 - Remove headset (around neck)

- Remove oxygen mask

- Press to reset oxygen mask and

Replace headset

- Switch to BOOM on ASP

- Establish communication
with Captain

- F/O verifies pressurization system and

advise captain when CABIN ALTITUDE is
below 10,000 feet.
- Communication capabilities may be
significantly enhanced if and when the
flight crew can remove oxygen masks.

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CAPTAIN
- Announce: YOU HAVE ATC AND CONTROL

- Remove headset (around neck)

- Remove oxygen mask

- Press to reset oxygen mask and

Replace headset

- Switch to BOOM on ASP

- Establish communication with F/O

- Determine new course of action based on weather,

oxygen, fuel remaining, system status, medical
condition of crew and passengers and available
airports.

FIRST OFFICER

REMARKS

- Reply when appropriate: I HAVE ATC

AND CONTROL

- Both pilots have to evaluate the

situation: if pressurization is restored,
continue manual operation. Emergency
descent may be terminated if cabin
altitude is controllable.

- Obtain a new ATC clearance.

- Complete NNC.

- Announce over the PA NUMBER 1 TO THE

FLIGHT DECK IMMEDIATELY .
- When in contact with CSS initiate NITS drill by
saying THIS IS A NITS DRILL PLEASE LISTEN
CAREFULLY .

- NUMBER 1 TO THE FLIGHT DECK

IMMEDIATELY
indicates
an
emergency and the CSS will
immediately go to the cabin interphone
and ask the Captain for NITS.
The Captain at this time may decide to
unlock the flight deck door and allow
the CSS to enter the flight deck for the
NITS drill or he may decide to keep the
door locked and continue all
communication via the interphone. This
is at Captains discretion.

- Make PA announcement to PAX, when time

permits.

In conducting the NITS, the Captain

shall clearly state the individual
components of the drill, i.e.
THE NATURE OF THE . .
MY INTENTIONS ARE . .
THE TIME AVAILABLE IS . .
THE NATURE OF THE . .
SPECIAL INSTRUCTIONS. .
The CSS will acknowledge the
Captains briefing by repeating back the
NITS given and must ask for
clarification on anything not understood
or omitted.

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Avoid high maneuvering loads. If structural integrity is suspected, remember that use of
speedbrakes at speeds in excess of 320 kts could result in a severe vibration which, in turn, could
cause extreme damage to the horizontal stabilizer.

Do not be distracted from flying the aircraft.

Use of the V/S mode is not recommended.

Do not forget to take into account cold temperature altitude corrections

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