1.)  Additional items: ● Spare Aircraft Logbook pages ● Headsets (2)—located in the seat back pockets (must be entered in the Aircraft Logbook as a defect if either headset is missing or inoperative); the plastic pouches contain the following: – Plantronics MS-50 headset – Earbuds ● Current QRH—First Officer’s side (only one is required for flight) ● Current Quick Reference Card (2) (only one is required for flight) ● Normal Checklist (2) (not required for flight) ● Deice/Anti-Ice Procedures Card (2) (not required for flight) ● Winter Operations Reference Card (2) (not required for flight) ● Reference Card (2) (not required for flight) Note: Refer to 20 Flight Deck Cards for copies of the flight deck checklists. Pilots are authorized to use these copies in the event that they are not on the aircraft. ● Flight Deck Jumpseat Briefing Card (not required for flight) ● EFB Suction Cup Mounts (2) (if missing, refer to 5.1.7 EFB Mount Broken or Missing) (AOM, 6.3.1, pg 6-12) 2.) 'All approaches' items? 'AP, B4, RC' - ATIS - PWB - Box, Bugs, Brakes, Brief - Re-cruise - Checklist 3.) When should you set the MCP to zero for ILS Approaches: Only after : • Cleared for the approach • On a published segment of the approach • VOR/LOC captured • GS captured (AOM B737, 11-3) 4. ) When should you set the MCP to zero for  Non-precision approaches with vertical guidance: Only after: • Cleared for the approach • On a published segment of the approach • LNAV is engaged • Prior to GP intercept • VNAV is engaged; VNAV PATH is verified (AOM B737, 11-3) 5.) When should you set the MCP to zero for Non-precision approaches without vertical guidance: Only after: • Cleared for the approach • On a published segment of the approach • At the FAF altitude, if there are no restrictions inside of the FAF • After compliance with stepdown restrictions inside of the FAF  is ensured   (AOM B737, 11-3) 6.) The Pilot Flying must execute a go-around/missed approach if? ● Any Flight Deck Crew Member directs or calls for a go-around. ● ATC directs a go-around. ● The approach does not meet stabilized approach criteria. ● The CDI exceeds a 2-dot deflection while on the FAS in IMC. ● The expanded LOC pointer becomes “unfilled” while on the FAS in IMC. ● A 2-dot low glideslope deflection on the FAS in IMC is exceeded. ● The VOR pointer exceeds 10º from the desired course on a VOR approach inside the FAF in IMC. ● Sufficient visual references for landing are not present and any of the following occur: – (ILS) Radio Altitude display flashes and turns amber. – The aircraft altimeter indicates that the DA or DDA is reached. – The missed approach point, if applicable, is reached. ● The Pilot initially has sufficient visual references but then loses them below DA, DDA, or MDA. ● The Pilot determines that a landing in the touchdown zone cannot be safely accomplished because of one or both of the following: – The required descent or maneuvering will exceed the stabilized approach criteria. – The aircraft touches down beyond 1,500 ft with an insufficient PWB System-computed stopping margin. ● Before reaching DA, DDA, or MDA, any required portion of ground equipment/system elements become inoperative, unless adequate and appropriate backup exists for the type of approach being flown. ● An HGS malfunction occurs during an HGS approach and adequate runway visual references have not been established. ● An APCH WARN or HGS FAIL occurs and the Captain does not have the runway in sight (actual runway is in sight, not just part of the runway environment, such as lead-in lights or other approach lights). ● For CAT III operations, if any controlling RVR is reported below the lowest authorized minima. ● During an RNAV (RNP) or RNAV (GPS) approach, when a visual approach cannot be accomplished: – From the IAF to the MAP. ○ Lateral Navigation Performance Scale ANP bar amber indication or NPS pointer cannot be maintained at less than 1 x RNP (NPS full scale deflection). ○ Both Pilots’ primary altimeters differ by more than 100 ft at the FAF. ○ FMC Alert message UNABLE REQD NAV PERF—RNP appears. ○ Dual FMC failure. ○ Dual CDU failure. ○ Dual GPS failure. ○ Loss of MAP display. ○ Autopilot failure with RNP less than 0.30 NM. – From the FAF to the MAP, unless a safer course of action can be taken. ○ If any required aircraft equipment fails ○ Vertical Navigation Performance Scale pointer cannot be maintained between the ANP bar limits. ○ The following FMC alert messages appear: FMC DISAGREE, & VERIFY POSITION or VERIFY POS: XXX-XXX ● For a Predictive Windshear (PWS) caution or warning. On approach, initiate a normal go-around. Be prepared to execute a windshear recovery. ● For a Ground Proximity Warning System (GPWS) warning or caution: – Warning—Any time, immediately initiate the Terrain Avoidance Maneuver. – Caution—On approach, initiate a go-around in any of the following situations: ○ At night ○ In IMC ○ If unable to acquire terrain visually (AOM [NG&MAX], 11.8.1, pg 11-65) 7.) Pilot Flying Briefing? (PF) Complete the following briefing: ● Clearance—Review the assigned ATC clearance and resolve any discrepancies. ● MCP and VHF NAV radio— – Verify MCP and NAV radios are set for the departure. – For runways with an engine failure procedure, ensure the appropriate VOR/ILS frequency and course are set (HGS-required takeoffs: N/A). ● FMC route— – Brief the planned runway, assigned departure, transition, and initial en route waypoint by referencing the resources available to the Flight Deck Crew (e.g., Jeppesen charts, SIPs). – To verify proper programming, the Pilot Flying reads the waypoint sequence and restrictions from the FMC, while the Pilot Monitoring crosschecks the appropriate chart. – When an ATC clearance does not contain an en route portion (e.g., SID to a STAR), brief the assigned arrival and transition from the FMC by reviewing each waypoint on the LEGS page before departure. – For non-charted departures, review the initial heading or course, applicable restrictions to altitudes and turns, NAV setup, and DME restrictions. – Manage discontinuities. Refer to B737NG AOM 4.9.2 Managing Discontinuities or B737MAX AOM 4.9.2 Managing Discontinuities. ● Automation and navigation—Whenever there are multiple options, brief planned engagement of LNAV, VNAV, or other navigation modes. If the plan is not clearly covered by FOM normal procedures, the Pilot Monitoring should be made aware of how the Pilot Flying intends to fly the aircraft. ● HGS takeoff— – Discuss whether HGS takeoff is required (i.e., RVR below 500). – Review HGS takeoff set-up requirements. Refer to B737NG AOM 9.2.7 HGS Takeoff and Departure or B737MAX AOM 9.2.7 HGS Takeoff and Departure for procedures and specific information. ● Required minimum climb gradient—If applicable, brief the required minimum climb gradient for the planned and alternate runways and/or departure procedures. This information may be included in the SID and/or Jeppesen -9A page. Note: If a runway or departure other than the planned runway or departure is assigned and not previously briefed, reassess any required minimum climb gradient. ● Engine failure procedure— – PWB ACARS engine failure procedures take precedence over the Jeppesen 10-7 series page. – For an engine failure after V1, discuss the planned airport or runway for the return. Refer to B737NG AOM 17.5 PWB Engine Failure Procedures or B737MAX AOM 17.5 Engine Failure Procedures for more information. ● Transition altitude (if other than 18,000 ft). Note: The Captain may wish to amend or revise some of these briefing items before takeoff. Note: Re-accomplish the Pilot Flying Briefing if an amended clearance is received, or if changes are made to FMC programming or takeoff performance prior to completion of the Before Push checklist. (FOM 3.4.3, pg 3-15) 8.) What are the recommended flap setting speeds on a normal approach? Use the following flap extension speeds whenever possible: • Decelerating through flaps Up maneuvering speed (UP), select flaps 5. • Decelerating through flaps 5 maneuvering speed (5), select flaps 15. • Decelerating through flaps 15 maneuvering speed (15), select flaps 25, or final landing flaps. Flap Position   Flap Maneuver Speeds                                         [NG] 0/UP                              Vref40 + 70 1 or 2                             Vref 40 + 50 5                                   Vref 40 + 30 10                                  Vref 40 + 30 15                                 Vref 40 + 20 25                                 Vref 40 + 10 (AOM [NG&MAX], 11.2, pg 11-5) 9.) At minimum cleanup altitude, what speed should the PM set in the speed window? Flaps up maneuvering speed. - It is displayed as “UP” (AOM, 9-8) 10.) Before Pushback Flow? “TAPP” 1 – Push back Time, NOTE. 2 – Anti-collision light – ON 3 – Packs  -  OFF 4 – ISOL switch  -  AUTO 5 – Recirc   -  AUTO 6 – Gasper (if installed)  - ON 7 – Start Pressure   -   ADEQUATE (AOM, 7-3) 11.) Engine Start Sequence? 1 – “Start #____”  ---  “oil pressure” 2 – “Light Off”  ---  “Roll Back” 3 – Start switch  -  CONT 4 – “Isolate, Ventilate”   -   PACKs / BLEEDs 5 – IGN Switch (After Both)    -    LEFT 6 – START #____ or Single Engine taxi. (AOM, 7-9) 12.) AFTER start Flow? 1 – ELEC PNL  -  Gens On ENG 2 – APU   -   As required 3 – Probe/Pitot Heat  -  ON 4 – Eng & Wing A-ICE   -   As REQ 5 – HYD PNL  -  A Sys ON 6 – A/C & Press   -   SET 7 – Wheel Well Light  -   OFF 8 – Oil Qty  -  Check 9– Start Levers  -  Verify IDLE 10 – FLAP Lever  -  “Standing by Flaps” (AOM, 7-14) 13.) DESCENT FLOW (Approaching FL180) (FO)? "PLASH" 1 – PACKS    - - - - - -  - - - - - -    AUTO 2 – Lts. WING/LOGO(night)  - -  ON 3 – ALTIMETER    - - - - - - - - - -  SET 4 – SHOULDER HARNESS  - - FASTEN (AOM, 10-26) 14.) After LANDING FLOW? "3,3,5" FLOW, (3 low, 3 mid, 5 high) 1 – FLAPS   - - - - - - - - - - -   UP 2 – RADAR  - - - - - - - - - - -  TEST/OFF 3 – AUTOBRAKE Switch - OFF 4 – APU   - - - - - - - - - - - - -   START 5 – ENG START Sw.  - - - -  OFF 6 – LIGHTS   - - - - - - - - - - -  AS REQ 7 – ANTI-ICE  - - - - - - - - - -  SET 8 – PROBE HEAT   - - - - -   OFF 9 – WINDOW HEAT  - - - - OFF 10 – APU GENS   - - - - - - -  ON 11 – OPERATIONS   - - - -   CALL (AOM, 13-1) 15.) Parking FLOW? - Transponder   - -  STBY (Aprchng gate) (AOM, 13-2) 16.) Engine Shut Down Flow? ‘HEATT’Hydraulic Pump ELEC Switches  - - - - - OFF - Environmental Controls - - - - - - - - - - - -  As Required - Anti-Collision Light Switch - - - - - - - - - - OFF - Transponder - - - - - - - - - - - - - - - - - - - - Select All Zeros - TIME   - - - - - - - - - - - - - - - - - - - - - - - -   Note (AOM, 13-6) 17.) Go Around/ Missed Approach Calls? - Initially:    - Press TOGA, & Advance Thrust Levers    - “Go Around, Flaps 15” or (“Flaps 1” if Single eng.)    - “Landing gear UP, Set missed approach altitude”    - Rotate smoothly toward 15° (13° Sing. Eng.) pitch attitude, then follow FD commands. - At 400’:    - “HDG SEL or LNAV” - At MCA (usually 1000’):    - raise flaps on speed    - (If Sing. Eng. say Set Speed" (Up) - Out of TOGA:    - “Set Speed”    - "Climb Thrust" - (If Sing. Eng.; at Up speed)    - Call “Level Change, set CON” (Continuous Thrust) - Engage Autopilot (AOM [NG & MAX], 11.8.3, 11-68, QRH -700, MAN.2.2) 18.) Engine Failure on TO, (V1 cut)? - Initially:    - Accelerate to V2, rotate, & when + rate,    - “Landing gear UP” Climb at V2 to V2+20, follow FD commands. - At 400’:    - “HDG SEL or LNAV” - At MCA (usually 1000’):    - “Set Speed”    - raise flaps on speed - At Up speed:    - Call “Level Change, set CON” (Continuous Thrust)    - "What happened?"    - QRC/QRH (QRH -700, P-12)