737 Pilot Gouge 15 Jan 13 pg.1

CAUTION! This gouge is a compilation of information that is NOT endorsed by

anyone. The material may be out of date or incorrect. If there is any

discrepancy, the Flight Manual and Flight Operations Manual ALWAYS

take precedence over any information here.

The gouge is free as a service to my fellow 737 pilots! You can find the

latest at: www.brucesprague.com/qrc This gouge is an updated continuation

of Bruce Sprague’s (now retired) classic QRC. Please email any comments, questions, or inputs to:

gleisner@satx.rr.com I also recommend Bill Bulfer’s excellent 737 Cockpit Companion (and

other guides). These are available at: http://www.cockpitcompanion.com

Safe flight and soft landings,

Doug Gleisner, FO 737 IAH

• PREFLIGHT

FLIGHT KIT CONTENTS (FOM 1.35.2) CA: JEPPS Airway Manuals, FOM, WOM, Flashlight

FO: JEPPS, FM Ch. 1-5 (and TBs), Pilot Weight Manifest Worksheet, Flashlight IRO: JEPPS, Pilot Weight Manifest Worksheet, Flashlight To find Jepps online thru CCS: CCS “Other” tab … “Flying Together” … “My Department” (Flight Operations) … Near bottom of the screen under the “Subsidiary United” tab click on “Flight Operations Skynet.” On the right side under Easy Links under “sUA Flight Planning” click on “Jeppensen (yes, it’s misspelled) Chart Viewer.” In the Select Coverage prompt type identifier (either ICAO or IATA)

ALTERNATES (See FOM Quick Reference Guide)

FUEL REQUIREMENTS (See FOM Quick Reference Guide)

CHECKS / INSPECTIONS (FM 3.30) • 1st flight of the day checks O 2 mask (and after crew change), Fire tests, ACARS GMT (-500 only), Cockpit Voice Recorder, New Flt Deck Door (3.30.23) • Required briefing items – see FOM QRG for numerous changes

• VNAV & LNAV may be armed at the gate. After OAT is entered the autothrottle should be armed. VNAV for departure requires either the L2 or L3 method. NOTE: With the changeover to the PFD/ND displays, the flaps up bug speed is no longer visible parked at the gate. To manually calculate this speed for an L2 or L3 VNAV climb entry add 70 to Vref 40 speed (from APPROACH REF pg).

• NADP-2 (formerly known as ICAO-B); (FM 3.130.20)

- Without VNAV: @ 400’ AFE: “HDG SEL,” @ 800’ AFE (or local accel height): “LVL CHG, set clean maneuvering speed,” Flaps on schedule, after t/o check - For VNAV use FMC T/O REF pg 2 and set THR REDUCTION (LSK 5R) and ACCEL HT (LSK 4L) to 800 (or local acceleration height)

• NADP-1 (formerly known as ICAO-A); (FM 3.130.22) - Without VNAV: @ 400’ AFE: “HDG SEL,” @ 1500’ AFE: “LVL CHG, V2 + 20 to 3000’, “Set clean maneuvering speed,” Flaps on schedule, after t/o check

- For VNAV use FMC T/O REF pg 2 and set THR REDUCTION (LSK 5R) to 1500 and ACCEL HT (LSK 4L) to 3000

• For ALL VNAV takeoffs verify E/O ACCEL (4R) is set for local procedures

737 Pilot Gouge 15 Jan 13 pg.2

DEPARTURE PLANNING (FM 5-3)

• Full thrust takeoff is authorized with reduced thrust V speeds w/o correction • Accuload: Request new Accuload if pax count exceeds variance. Assumed temp, speeds & trim are valid if passenger count is within variance. Variance is valid for GTOW 2220lbs (-500) / 1665lbs (-7/-8/-9) above actual speeds on line 7. Correct ZFW (summer = 190; winter = 195) and compare to MGTOW. • Automated Runway Analysis Data (FM 5-6 / FOM 8.20.21)

- Always shows data with bleeds off; For bleeds on, you must add the weight penalty! -500 / -700 = 4000#; -800 / -900ER = 5100#; -900 = 5000# - For assumed temp, enter with actual GTOW (add weight penalty for bleeds on)

REDUCED THRUST (FM 3.130.18)

• Not Authorized if: anti-skid inop, windshear, improved climb, rwy contaminated*, anti-ice on, ALTN EEC mode, PMC or FMC inoperative, or tailwind > 10kts *Contaminated = runway clutter - see FM 5-81 and FOM 7.20.7 • When using assumed temp, thrust levers are set to reduced thrust - The bugs will always show maximum thrust

IMPROVED CLIMB (FM 3.130.18)

• Not Authorized if: reduced thrust, rwy contaminated*, anti-skid inop • Improved Climb Takeoff: T/O speeds are increased to increase climb limit weight

RUNWAY CHANGE (FM 5-5)

• For rwy chg (original) Accuload V speeds are valid for new rwy ONLY if: - Same flap setting is used, AND - V speeds are not based on improved climb, AND - Rwy analysis for new rwy perf limited weight > GTOW line 7, AND

- Line 9 RMKS has no non-normals (i.e. PMC inop, wet rwy, etc.), AND - Rwy analysis assumed temp (from line 7 GTOW) ≥ line 9 assumed temp If ALL the above conditions cannot be met, new V speeds must be obtained from Load Planning, the Flt. Manual or the QRH prior to takeoff. Additionally, if original Accuload is based on assumed temp greater than 53°C a new Accuload must be obtained for the new rwy, OR weights and speeds must be recalculated based on using full power or an assumed temp within limits of runway analysis.

• PUSHBACK / TOW OUT

ENGINE START (FM 3.60) • High Altitude starts: allow eng to motor to 31% N2 prior to moving start lever

- High Alt (FM 2.7.27) = 7000 ft (-500) and 8400 ft (-700 / -800 / -900) • Starter duty cycle: 2 mins on, 20 seconds off, 2 mins on, 3 mins off • Do not engage starter if N2 above 20% • All doors (including flight deck) must be closed for push back

• Start Malfunctions: call ENGINE START–ABORTED START Checklist if:

- N1 or N2 does not increase or increases very slowly after EGT rise

- No oil pressure indication once engine is stable at idle

- EGT does not increase by 10 seconds after start lever to idle

- EGT quickly nears or exceeds the start limit (725° C)

737 Pilot Gouge 15 Jan 13 pg.3

TAXI • Engine warm-up = 2 mins if flown within 5 hrs; otherwise 5 mins • 45% N1 = max thrust

• Use wing anti-ice for taxi when icing conditions exist or are anticipated unless the aircraft is or will be protected by the application of Type II or type IV fluid

• TAKEOFF

LOW VIS TAKEOFFS and T/O ALTERNATE (see FOM QRG)

TAKEOFF (FM 3.130)

• Max TW = 10 kts (conditionally 15 kts); recommended max CW = 33 kts • Increase tail clnc in strong XW by increasing VROT IAW windshear procs (4.10.32)

WINDSHEAR (FM 4.10.32 and FOM 7.10)

Rule #1: AVOID IT! • Enhancements / Reactive = “windshear” on Ground Proximity test • Predictive = “windshear ahead” on radar test

When the words “microburst,” “microburst alert,” or “shears ≥ 30 kts” are broadcast, takeoffs or descents below 1000 AGL for the affected rwy are prohibited. If the decision is made to takeoff use longest rwy, flaps 5, max thrust, FDs on, autothrottle on, and increase VROT ≤ 20 kts (4.10.32)

WARNING: If VNAV is armed on the ground, it will remain armed even though TO/GA is pressed below 400’. At 400’ VNAV will engage and windshear guidance

will be lost. TO/GA must be pressed a second time to regain appropriate guidance.

• Recovery < 1000 AGL: [Flt path deviation guidelines from target: ± 15 kts; ± 500 VVI; ± 5 degrees pitch; ± 1 dot on GS; unusual thrust lever position] “MAX THRUST, STOW SPEEDBRAKE”, disconnect A/P and A/T, TOGA, 15° pitch then follow Flt Director pitch; no trim, no configuration changes; PM call

radar altitude and “Sink Rate”; respect stick shaker and buffet • Windshear ends when the tailwind component stops increasing • Windshear Gouge

- “Windshear Ahead” (alerts) = avoid, go-around (trim and clean up) - IN windshear = Perform Recovery

MANAGING EMERGENCIES (FM Sec 2 and FOM Ch 2)

• IF possible: F/O fly using A/P, Capt resolve problem • Declare Emergency IF: (see multi list in FOM 2.10.1)

- The CA and/or dispatcher may declare an emergency - Give: Brief reason (HEFOE-P [Hydraulics, Electrics, Fuel, Oxygen, Engines,

Presurization]), Souls on board, Fuel (in minutes to ATC; in pounds to Fire/Rescue), Hazmat, Squawk 7700

FF (avg) ~ 6000 pph = 100 ppm, so take fuel quantity (i.e. 12K) and add a zero for “120” minutes (2 hours @ 6000 pph) • Notify company and Cabin Crew (TEST) and complete Irregularity Report

737 Pilot Gouge 15 Jan 13 pg.4

TRANSPONDER • Hijack = 7500 (do NOT use 7700) • Lost Comm = 7600 (stay VFR & land, or fly last clearance)

• Emergency = 7700

REJECTED TAKEOFF (RTO) (FM 2.0.22)

• Below 100 kts (fire, smoke, equip. failures, config, windshear, etc)

• After 100 kts (Eng Fail, any Fire indication, Unsafe/unable to fly)

• Capt calls “CONTINUE” OR “REJECT” and accomplishes:

- Close thrust levers, A/T off, RTO (or manual brakes), SBs, max T/Rs,

• Consider: RTO reason, a/c and people status, exit rwy, hold or set brakes,

evacuation, hot brakes, blown tires, other checklists

• F/O: confirm idle, speedbrakes, T/Rs, and note abort speed, call ATC and

make PA “Remain seated, remain seated”

• CA call “Rejected Takeoff” Checklist, RTO cause (other checks),

evacuation (see signals), brake cooling; fill out irregularity report

ENG FAILURE AFTER V1 (FM 2.7) (must be briefed FFOD) • Adequate performance is provided at reduced thrust. Max takeoff thrust may be selected but use caution for additional asymmetry

Maintain rwy centerline and rotate to target of 7 - 11° (FM 2.7.9)

DO NOT use FD commands until established in the climb

Positive rate and gear up, call “HDG SEL/LNAV*” as appropriate (*If VNAV is armed on the ground without LNAV, HDG SEL will engage at 400’. If LNAV was armed on the ground, LNAV will engage at 400’.

Fly appropriate ground track. Maintain rwy centerline (do not accept a

vector until 1500’ AFE) or follow engine-failure procedure track.

Maintain V2 - V2 + 20. Limit bank angle to 15° until V2 + 15

800’ AFE (or nonstandard accel altitude):

PF calls for “clean maneuvering speed” (unless VNAV armed for takeoff)

Decrease pitch, follow FD, accel in level flight or slight climb (< 300

fpm) to clean maneuvering speed and retract flaps on schedule

At clean maneuvering speed:

PF commands “Set Max Continuous Thrust”

At a safe altitude: (The Engine Failure Takeoff profile ends at 1500’)

Accomplish the appropriate non-normal procedure. If engine fire

conditions exist, do not delay accomplishing the checklist items to

combat the fire, but no lower than 400’ AGL

737 Pilot Gouge 15 Jan 13 pg.5

• APPROACH

LANDING BUGS (FM 3.170.5)

• 80 kts, set bug (-500 only) for 80 kt call out on landing roll • VREF [R] bug for landing flaps (from INIT REF page OR QRH)

- Normally flaps 30 or 40; single engine is flaps 15

• Target = VREF + ½ wind + gust (total wind additive should not exceed VREF + 20 knots or landing flap placard speed - 5 knots, whichever is lower.)

- With A/T on for autoland approach and landing, add only 5kts - For -500 aircraft VREF ICE Procs are applied for all landing flap settings

- For NG VREF ICE procs ONLY apply to flaps 15 landings (VREF ICE=VREF 15 + 10) Target = VREF ICE + wind additive (max 10 knots)

Target is the “go around” speed for single engine - do not use A/T • VREF + 15 [white bug] (for flaps 30 or 40)

- This is the “go around” speed with both engines operating

-- This is also engine failure in landing configuration speed • VM Flaps 0 [UP] (“clean maneuvering speed”: 210, 220, or UP (NG))

Maneuvering Speeds Flap GW ≤ 117 < GW

F 0 210 220 F 1 190 200 F 5 180 190 F 10 170 180 F 15 150 160 F 25 140 150

HOLDING NOTES (FOM 6.70 and QRG for speeds) • Slow within 3 mins of fix to holding speed: > FL250 min speed ~ VREF 40 + 100 kts • Inbound times: at or below 14,000’ = 1 min; > 14,000’ = 1 ½ mins

• Send ACARS “Approach Delay” message

WX MINS for FINAL APPROACH SEGMENT (FAS) • An approach may not be initiated if the reported visibility is below published mins • ILS FAS = at “published” Glide Slope Intercept Altitude (GSIA) (or at glide slope intercept if lower than the GSIA)

• NP FAS = at FAF (if no FAF, then at point where PT intercepts inbound course) • All approaches based on visibility, ceiling is advisory - Approach minimums vary based on available lighting (see 10-9A) • Nat’l Weather Service vis mins govern visibility. Use RVR, RVV, PV in that order • RVR: reported only if 6000 or less or prevailing visibility 1 ½ mi or less • Do not continue an approach past the FAF or FAS unless reported visibility is at or above published minimums. Exclude “variable” RVR values. • After FAS, and visibility goes below minimums, may continue to DA / DDA / MDA (and land if visibility OK)

GENERAL APPROACH INFO (FM 3.200.6) • Level Change should not be used for descent after FAF or below 1500’ AGL • Arrival Briefing (other pilot flies, you brief): See FOM QRG for req’d items • “Established” on course = ILS / LOC: 1 dot; VOR: 1 dot (± 5°); RNAV: Magenta

course line centered on aircraft symbol in the 10 nm scale or less

737 Pilot Gouge 15 Jan 13 pg.6

APPROACH WX Criteria: (FOM 6.100)

Visibility conversions (from QRH)

RVR 500 600 700 1000 1200 1600 1800 2000 2400 3200 4000 4500 5000

VIS (SM) 1/4 1/2 5/8 3/4 7/8 1

METERS 150 175 200 300 350 500 550 600 720 960 1200 1400 1500

Visibility ranges and requirements:

• If RVR < 4000 (3/4 SM): FD must be used OR coupled approach must be flown

• 4000 > RVR > 2400: Flight Director must be used

• 2400 > RVR ≥ 1800 = CAT I but brief approach with lowest mins (crew or a/c)

- Requires Monitored Approach Brief (N/A for single engine) - Coupled monitored approach should be used (max crosswind = 15 kts) - DH = 200’ (Baro controlling); DA is MAP - TDZ RVR is controlling

• 1800 > RVR ≥ 1000 = CAT II (Autoland required)

- Flaps 40 should be used if practical - DH = 100’ (RA controlling); DH is MAP

• 1800 > RVR ≥ 1600 TDZ RVR must be at least 1600 (mid and rollout NR) • 1600 > RVR ≥1000 in order to start the approach the RVR must be ≥ 1000 AND either mid or rollout RVR must be reported (zero is ok)

• 600 ≤ RVR < 1200 = CAT III (Autoland required)

- TDZ RVR AND Mid RVR are controlling; Roll-out RVR must be > 300’ (75 m) - DH = 50’ (RA is controlling)

• RVR < 600 (175m) = “Low Visibility”; SMGCS or ICAO equivalent req’d

MONITORED APPROACH (FM 3.200.16)

• Monitored Approach IF: ≤ 2400 RVR or for NP ≤ 1sm / 5000 RVR

• If RVR ≤ 2400, brief to lowest cat mins capable (ie: Cat II, even if Cat I is legal) • Capt briefs Monitored Approach from QRH for set up, call outs, mins, etc; • FO briefs Jeppesen plate • CAT III approaches in NG aircraft only • Flaps 40° (should be used if RVR<1800), seat up, LL off until after touchdown • CAT II, III require autoland with both autopilots • Autoland = use both A/Ps: “B” A/P 1st, then “A” after “APP” mode; For MAP, “A” A/P disconnects, “B” A/P is now the master

ILS CAT I may be flown with RVR ≥ 1800, but RVR ≤ 2400 requires MAP brief

- Single Engine: at 1 dot below GS: “Gear Down, Flaps 15, Target, Ldg

Check”; Target = VREF 15 + additive (wind and/or configuration) • ILS PRM: Precision Runway Monitor (use QRH briefing matrix) (FM 3.210.19)

- Brief Jepp pg, MEL (All must work: ILS, Transponder, 2 VHFs) - #2 VHF on “Monitor”; transmit on #1 VHF (Tower), set volume to hear both - TCAS on “TA/RA” (unless contrary to Jepp 11-0) - Hand fly “Breakouts,” A/P OFF, A/T ON, DO NOT push TOGA, de-config after

new hdg, FDs off, reset MCP (Hdg, Alt), FDs on, LVL CHG, HDG SEL

737 Pilot Gouge 15 Jan 13 pg.7

STABILIZED APPROACH (FOM 6.80.4)

• An approach with a charted vertical path steeper than 5.0° is not authorized

- Exceeding any parameter requires immediate corrective action:

• By 1500 feet AGL/RA or the FAF, whichever occurs later:

- Gear down, airspeed no greater than 180 KIAS • By 1000 feet AGL/RA:

- Final landing configuration - Landing Checklist / Final Descent Checklist complete - Airspeed within +15 and-5 knots of target airspeed - On lateral profile - On vertical profile, or correcting with maneuvers not to exceed:

o ± 300 FPM from planned vertical speed o ± 1°

o Sustained vertical speed greater than 1200 FPM • At or below 500 feet AGL/RA: (Momentary deviations are ok) The PM will direct a go-around if any of the planned parameters are not met: Vertical profile: With glideslope aids (ILS, VASI, PAPI, or FMC) use normal maneuvers to stay at or above vertical path until 200 ft, then do not exceed slightly low until the runway threshold. On ILS do not descend below LOC MDA if more than 1 dot below or 2 dots above glideslope. RNAV (RNP): ± 75’ from the PDI inside the FAF (PROG. p. 4)

Lateral profile: visual: safe to land; ILS/LOC/BC: ± 1 dot of LOC course dev; RNAV: normal lateral limits; RNAV (RNP): ± RNP value (ex: 0.15) inside the IAF (PROG. p. 4); VOR/NDB: ± 5° of course or 1 dot displacement

LANDING (FM 3.200.23)

To continue below DH, DA, DDA, or MDA: - CAT I / NPA: sufficient “visual reference to the intended runway” (visual

reference = one of ten items: lights, markings, etc) - CAT II: sufficient “visual reference with the approach lighting system to safely

continue the approach by visual reference alone - CAT III: sufficient “visual reference with the touchdown zone or touchdown

lights” to verify landing in the touchdown zone and required RVRs

NON-PRECISION APPROACH (NPA) (FM 3.220.1)

• If wx ≤ 1sm / 5000 RVR must fly monitored app and use autopilot, if available • Follow NPA setup matrix in QRH • Use of VNAV on Final Approach to DA (a gradient path (PDI) must exist for app)

- NPAs are authorized to be flown using a DA if one of the following is true:

o Procedure has published LNAV/VNAV DA minimum o A ball note is published allowing the MDA to be used

- Altimeter Barometric DA / DDA / MDA (DDA = Derived DA = MDA + 50’) - May use “ballflag note” authorizing VNAV DA in lieu of MDA (ie: do not add 50’ to MDA for DDA, just use the published MDA) - Verify GP passes above any step-down fix altitude. If not, use V/S to cross restriction; use descent Page! DO NOT add ANY fixes after FAF!

• If no GP, use pre-briefed Vertical Speed (V/S) on MCP (V/S = ½ Gnd Speed and

add a “zero” i.e. GS=150; 150 x ½ = 75; then add a zero for V/S = 750) - V/S is not authorized with RNAV (RNP) approaches

• Single Engine: 1 ½ mi from FAF, “Gear Dn, F15, Target, Ldg Chk,”

737 Pilot Gouge 15 Jan 13 pg.8

• 2 mi from FAF: normally flaps 30 or 40 - Use V/S (not LVL CHG) to descend to next altitudes at 1000 to 1500 fpm - Descent rate < 1500 fpm (or GPWS will go off!) • Descent below 1000’ above TDZE shall NOT exceed 1000 fpm • If “VNAV SPD” shows, select PATH on DES pg; will revert at GP intercept • If problems, use V/S to follow PDI (path deviation indicator) • Disengage A/P by 50’ below DA / DDA / MDA, disengage A/T > 50’ AGL

• RNAV (NG only) with VNAV use DA (Don’t Add); without VNAV use DDA

- 500 = RNAV Prohibited - R – RNP (set required value as required) - N – Nav (GPS updating ON) - A – Altimeters (± 100 ft. of each other) - V – VOR/DME (updating OFF) • MCP to “0” ONLY AFTER cleared, established, and in VNAV Path • Missed approach altitude MUST be set during MAP!

CIRCLING APPROACH (FOM 6.100; FM 3.220.30)

• Ceiling/vis must be at or above circle-to-land MDA, but not less than 1000’ / 3 miles • The approach category is determined by the Vref speed at max landing weight

• Both ceiling and vis required (OpsSpec C075) • For MAP, turn toward landing runway and fly MAP of original approach

MISSED APPROACH (FM 3.240.1) • A go-around will be initiated for various reasons including many FMC / EGPWS alert

messages, however they may be disregarded unless in IMC conditions • Procedure: Press TO/GA and ensure throttles advance, then call “Flaps 15, Check thrust; Positive Rate, Gear Up, Check Missed Approach Altitude”

- Single Engine: Flaps 1, then same calls

• Fly VREF + 15 (white bug); single engine - fly target [Note: VREF provides adequate

buffet margin for an inadvertent 15° overshoot beyond 15° bank]

• At 400’: “HDG SEL” or “LNAV” • At 800’: “Level Chg, Set Clean Maneuvering Speed, Flaps 5,” flaps on sched

- Single Engine at 800’ or OCA: “Set CMS, Flaps, Max Continuous Thrust,”

ABBREVIATED AFTER TAKEOFF Checklist (15° bank until V2 + 15) • Rejected land: same as GA; DO NOT attempt if T/Rs were used (3.250.18)

• LANDING

LANDING INFORMATION • VASI (3 bar) - use near 2 (far 2 VASI for wide body) • For “Land and hold short”, you must have special LAHSO Jepp plate • Braking action: poor = no room for error! NIL = do not land! • Check QRH for actual landing distance

LANDING WITH ENGINE OUT ON FINAL (FM 2.7.14) • (Off, 15, 15, 15) AT / AP Off, “Flaps 15”, add power (~15%), VREF+15k.

Continue w/GPWS inhibit OR GA using one-engine inoperative procs

737 Pilot Gouge 15 Jan 13 pg.9

• If on short final and stable, consider leaving bad engine (with fire or failure) running, then take care of it after landing

• SUPPLEMENTARY

CFIT RECOVERY (FM 4.70.13)

• “Max Thrust, Stow Speedbrake”, A/T / A/P off, roll level, 20° pitch, no configuration change. PM monitors vertical speed and altitude and call trends toward terrain contact

WINDSHEAR (FM 4.10.32 and FOM 7.10) • See Windshear - Takeoff section • Target speed will be the higher of normal wind additive or reported airspeed loss VREF + “A/S loss additive” OR target (≤ 20k). Do not use A/T.

• Example: “Loss of A/S on final 10k”: - With wind 12G20 normal target = VREF +14; FLY VREF +14 - With wind 12k normal target = VREF +6; FLY VREF +10

737 Pilot Gouge 15 Jan 13 pg.10

Information / changes: • Updated the increasingly frequent Flight Manual and FOM changes • NOTE: Numerous and frequent FOM changes at times conflict with the Flight Manual. As previously noted the FM takes precedence. • See FOM and FM summary of changes

Current for:

Flight Operations Manual

Rev 21 dated 12/07/12 (Update A)

737 Aircraft Flight Manual

Vol 1 Rev 60 dated 01/04/13

Flight Manual Bulletin 13-03 dated 01/04/13

Abbreviations may be non-standard and are used generally only as necessary to make text fit. Some page references are listed. Blue font is gouge (i.e. hints / techniques / common practices).

Red Comic Sans MS font is emergency/single engine information.

Printing instructions: The half page format is designed to fit in the trip (Jepp) book.

Any standard printer should support the formatting. Print pp. 1 and 3 on the first sheet of paper. (Two pages per sheet.)

1 3 5 7 9 11

Feed that sheet back in the printer and print pp. 4 and 2 (in that order) so that page 2 prints on the back of page 1, and page 4 on the back of page 3.

4 2 8 6 12 10

Continue this for the all pages. (This is why last 2 pp. are blank) Otherwise print each page separately then cut to fit. CPO office has 7-hole punch.

737 Pilot Gouge 15 Jan 13 pg.11

737 Pilot Gouge 15 Jan 13 pg.12