Boeing 737 - 600/700/800/900. Flight Crew Training Manual (1999 year)

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Preface

Chapter 0

Model Identification

Section 1

General

The airplane models listed in the table below are covered in this Flight Crew

Training Manual.

Model

737-600

737-700

737-800

737-900

Model numbers are used to distinguish information peculiar to one or more, but

not all of the airplanes. Where information applies to all models, no reference is

made to individual model numbers.

If information is applicable to consecutively numbered models, a dash (-) is used

in the model designator. For example, if information is applicable to 737-400 and

737-500 and 737-600 and 737-700 models, the model designator will show

737-400 - 737-700.

If information is applicable to models that are not consecutively numbered, a

comma (,) is used in the model designator. For example, if information is

applicable to only 737-300 and 737-800 models, the model designator will show

737-300, 737-800.

0.1.1

Preface

Chapter 0

Introduction

Section 2

General

The Flight Crew Training Manual provides information and recommendations on

maneuvers and techniques. The manual is divided into eight chapters: General

Information; Ground Operations; Takeoff and Initial Climb; Climb, Cruise,

Descent and Holding; Approach and Missed Approach; Landing; Maneuvers; and

Non-Normal Operations.

General Information covers procedures and techniques not associated with a

particular maneuver or phase of flight. Ground Operations covers information

associated with airplane preflight, engine starting and taxi operations including

taxi operations in adverse weather conditions. Chapters 3 through 6 are titled by

phase-of-flight and contain information about airplane operations in each phase.

The Maneuvers chapter covers maneuvers associated with climb, cruise, and

descent, i.e., stall recovery and emergency descent. The Non-Normal Procedures

chapter covers non-normal situations that may occur during any phase of flight.

Each of the chapters has a preface which describes the chapter in more detail.

It is the responsibility of the individual airline to determine applicability of this

manual to its operation.

Any questions about the content or use of this manual can be directed to:

Chief Pilot - Training, Technical, and Standards

Flight Crew Operations

Boeing Commercial Airplane Group

P. O. Box 3707, M/C 14-HA

Seattle, Washington 98124-2207 USA

Airplane Configuration

The Flight Crew Training Manual (FCTM) is intended to provide information in

support of procedures listed in the Flight Crew Operations Manual (FCOM) and

techniques to help the pilot accomplish these procedures safely and efficiently.

The FCTM is written in a format that is more general than the FCOM. It does not

account for airplane configuration differences, unless these differences have an

impact on the procedure or technique being discussed. For example, the FCTM

states, "When the flaps are retracted and the airspeed approaches maneuvering

speed, ensure CLB thrust is set." This statement is not intended to tell the crew

how to set climb thrust, only to emphasize that the flight crew must ensure that

CLB thrust is set. It is recognized that crew actions required to set climb thrust are

different in different models. Reference to the applicable FCOM is required for

information on how to set climb thrust.

0.2.1

Preface

Chapter 0

Abbreviations

Section 3

Abbreviations

The following abbreviations may be found throughout the manual. Some

abbreviations may also appear in lowercase letters. Abbreviations having very

limited use are explained in the chapter where they are used.

ASA

Autoland Status

Annunciator

ACT

Active

ASI

Airspeed Indicator

ADF

Automatic Direction

Finder

ASR

Airport Surveillance

Radar

ADI

Attitude Director

Indicator

A/T

Autothrottle

ADIRU

Air Data Inertial

ATC

Air Traffic Control

Reference Unit

ATM

Assumed Temperature

AFDS

Autopilot Flight Director

Method

System

AFE

Above Field Elevation

B/CRS

Back Course

AFM

Airplane Flight Manual

B/C

(FAA approved)

AFM - DPI

Airplane Flight Manual -

Captain

Digital Performance

Celsius

Information

Center

AGL

Above Ground Level

Center of Gravity

Alert Height

CAA/JAA

Civil Aviation

ALT ACQ

Altitude Acquire

Authority/Joint Aviation

Authority

ALT HOLD

Altitude Hold

CDU

Control Display Unit

AMM

Aircraft Maintenance

Manual

CFIT

Controlled Flight Into

Terrain

ANP

Actual Navigation

Performance

CFP

Computer Flight Plan

A/P

Autopilot

CLB

Climb

APU

Auxiliary Power Unit

CON

Continuous

0.3.1

Preface -

Abbreviations

CRM

Crew Resource

Fahrenheit

Management

FCOM

Flight Crew Operations

CRT

Cathode Ray Tube

Manual

CRZ

Cruise

F/D

Flight Director

CWS

Control Wheel Steering

FAA

Federal Aviation

Administration

FAF

Final Approach Fix

D/D

Direct Descent

FAR

Federal Aviation

DDG

Dispatch Deviations

Regulation

Guide

FCC

Flight Control Computer

DES

Descent

FMA

Flight Mode Annunciator

DA(H)

Decision Altitude

(Height)

FMC

Flight Management

Computer

DIR

Direct

FMS

Flight Management

DME

Distance Measuring

System

Equipment

F/O

First Officer

FPA

Flight Path Angle

EADI

Electronic Attitude

Director Indicator

FPM

Feet Per Minute

ECON

Economy

FPV

Flight Path Vector

EEC

Electronic Engine

Control

Go-Around

EFB

Electronic Flight Bag

GLS

GPS Landing System

EGT

Exhaust Gas Temperature

Glide Path

EHSI

Electronic Horizontal

GPS

Global Positioning

Situation Indicator

System

EICAS

Engine Indication and

GPWS

Ground Proximity

Crew Alerting System

Warning System

ENG OUT

Engine Out

G/S

Glide Slope

EPR

Engine Pressure Ratio

Ground Speed

ETOPS

Extended Range

Operation With Twin

Engine Airplanes

HAA

Height Above Airport

EXT

Extend

HDG SEL

Heading Select

0.3.2

Preface -

Abbreviations

HSI

Horizontal Situation

LOC

Localizer

Indicator

LRC

Long Range Cruise

HUD

Head Up Display

Mach

IAF

Initial Approach Fix

MAP

Missed Approach Point

IAN

Integrated Approach

MASI

Mach/Airspeed Indicator

Navigation

MCP

Mode Control Panel

IAS

Indicated Airspeed

MCT

Maximum Continuous

IFR

Instrument Flight Rules

Thrust

IGS

Instrument Guidance

MDA(H)

Minimum Descent

System

Altitude (Height)

ILS

Instrument Landing

MEA

Minimum Enroute

System

Altitude

Inner Marker

MEL

Minimum Equipment

IMC

Instrument

List

Meteorological

MFD

Multifunction Display

Conditions

Middle Marker

Instructor Pilot

MMO

Maximum Mach

IRS

Inertial Reference

Operating Speed

System

MOCA

Minimum Obstruction

IRU

Inertial Reference Unit

Clearance Altitude

ISFD

Integrated Standby Flight

MOD

Modify

Display

MORA

Minimum Off Route

Altitude

Knots

MSL

Mean Sea Level

KCAS

Knots Calibrated

Airspeed

Navigation Display

KGS

Kilograms

Nautical Mile

KIAS

Knots Indicated Airspeed

NNC

Non-Normal Checklist

NNM

Non-Normal Maneuver

LBS

Pounds

NPS

Navigation Performance

LDA

Localizer-type

Scales

Directional Aid

LNAV

Lateral Navigation

0.3.3

Preface -

Abbreviations

Outer Marker

SPD

Speed

PAPI

Precision Approach Path

TAC

Thrust Asymmetry

Indicator

Compensation

PAR

Precision Approach

Trailing Edge

Radar

Traffic Advisory

Pilot Flying

TACAN

Tactical Air Navigation

PFD

Primary Flight Display

TCAS

Traffic Alert and

Performance Inflight

Collision Avoidance

System

PIP

Product Improvement

Package

Takeoff

PMC

Power Management

T/D

Top of Descent

Control

TO/GA

Takeoff /Go-Around

Pilot Monitoring

Traffic Resolution

TRK

Track

QRH

Quick Reference

Handbook

U.S.

United States

Radio Altitude

Resolution Advisory

VASI

Visual Approach Slope

Indicator

RAT

Ram Air Turbine

VDP

Visual Descent Point

RNV

Area Navigation (RNAV)

VEF

Speed at Engine Failure

RNP

Required Navigation

Performance

VFR

Visual Flight Rules

RSEP

Rudder System

VHF

Very High Frequency

Enhancement Program

VLOF

Lift Off Speed

RTO

Rejected Takeoff

VMC

Visual Meteorological

RVR

Runway Visual Range

Conditions

RVSM

Reduced Vertical

VMCA

Minimum Control Speed

Separation Minimum

Air

VMCG

Minimum Control Speed

Ground

SAT

Static Air Temperature

VMO

Maximum Operating

SDF

Simplified Directional

Speed

Facility

0.3.4

Preface

Chapter 0

Revision Record

Section 4

Revision Record

No.

Revision Date

Date

No.

Revision Date

Date

Filed

Initial

April 1, 1999

October 31, 2001

October 31, 2002

October 31, 2003

October 31, 2004

General

The Boeing Company issues FCTM revisions to provide new or revised

recommendations on maneuvers and techniques, or information supporting

changes in FCOM procedures. Revisions may also incorporate appropriate

information from previously issued Flight Operations Technical Bulletins.

Revisions reflect the most current information available to The Boeing Company

through the subject revision date.

Formal revisions include a new Revision Record, Revision Highlights, and a

current List of Effective Pages. Use the information on the new Revision Record

and List of Effective Pages to verify the Flight Crew Training Manual content.

Pages containing revised technical material have revision bars associated with the

changed text or illustration. Editorial revisions (for example, spelling corrections)

may have revision bars with no associated highlight.

This revised Flight Crew Training Manual is provided in quantities as specified in

each operator’s contract. Additional copies are available through the Boeing Data

and Services Management (DSM) Catalog. The manual is also available in

FRAME© format for use in airline modification. Advise if information about

FRAME© format is required.

Filing Instructions

This revision is a complete reprint of the FCTM as indicated on the List of

Effective Pages (0.5). Remove all old pages and replace all new pages. However,

retain all tabs. There are no replacement tabs included with this revision.

Revision Highlights

This section (0.4) replaces the existing section 0.4 in your manual.

0.4.1

Preface -

Revision Record

This manual is published from a database; the text and illustrations are marked

with configuration information. Occasionally, because data base markers are

rearranged, or because items are marked with configuration information due to the

additions of new database content, some pages may contain revision bars when

content appears to be unchanged. Pages may also be republished without revision

bars due to slight changes in the flow of the document.

Chapter 1 - General Information

Pilot Area of Responsibility

1.2 - Removed section titled Pilot Area of Responsibility. The information in

this section is covered in more detail in the Normal Procedures Introduction

section (NP.10) of the FCOM.

Flap Usage

1.3 - Corrected the chapter reference for the "Typical Takeoff Tail Clearance"

table.

Maneuver Margins to Stick Shaker

1.5 - Added a bullet to explain that illustrations do not reflect adjustments that

are made to maneuver margins for the use of anti-ice.

1.5 - Added a note to clarify that the graphics are for training purposes only.

Callouts

1.19 - Changed the requirement for the PF to acknowledge all GPWS callouts

during approach except altitude callouts below "minimums" to below "500

feet AFE". The 500 feet AFE altitude is more compatible with low visibility

approach operations.

AFDS Guidelines

1.35 - Modified section title to more accurately indicate that this section

contains guidelines rather than procedures.

Crew Action Upon Confirming Pilot Incapacitation

1.38 - Modified the first three bullets for clarity. Removed the double

reference to autopilot engagement.

Turbulent Air Penetration

1.38 - Removed reference to setting ignition as directed by the operations

manual. Not all engine manufacturers recommend setting ignition in

turbulent air. If an ignition setting is recommended, it is listed in the

supplementary procedure.

0.4.2

Preface -

Revision Record

Chapter 2 - Ground Operations

Taxi Speed and Braking

2.4 - Modified thrust required for taxi after the airplane begins to roll forward

from "idle thrust" to "thrust as required to maintain normal taxi speed".

Although idle thrust is usually sufficient for taxi, conditions such as high

gross weight and slope of the taxi surface may require sustained thrust above

idle to maintain normal taxi speed.

Turns of 180 Degrees

2.9-11 - Changed "tiller" to "steering wheel" to match FCOM nomenclature.

Taxi - Adverse Weather

2.12 - Added the recommendation to place both engines to idle when

completing a turn during taxi on a slippery or contaminated surface. This

technique reduces the potential for nose gear skidding, especially during

crosswinds and while using differential thrust.

Taxi - One Engine

2.13 - Clarified the Boeing recommendation to start the APU anytime taxi is

accomplished with an engine shutdown.

Chapter 3 - Takeoff and Initial Climb

Takeoff Profile

3.2

- Modified the text indicating where autopilot engagement is

recommended to address both the normal takeoff and takeoff with one engine

inoperative.

Rotation and Liftoff - All Engines

3.7 - Changed the word "adjusted" to "developed" to clarify that there is no

adjustment made by the pilot.

3.8 - Removed reference to a takeoff flaps 1 restriction for some airplanes.

This note applies to the 737-300 through 737-500 only. All 737-600 through

767-900 and BBJ models are certified for a Flaps 1 takeoff.

Crosswind Takeoff

3.12 - Added "piloted simulation evaluations" to the references used for

crosswind guidelines.

Takeoff Crosswind Guidelines

3.12 - Modified explanation of takeoff crosswind guidelines to clarify that

proper pilot technique was assumed for dry and slippery runway conditions.

0.4.3

Preface -

Revision Record

3.12 - Modified the Takeoff Crosswind Guidelines based upon the results of

piloted evaluations in an engineering simulator at the Boeing Company.

These new guidelines are more consistent with the methods and guidelines

used by other Boeing models.

Reduced Thrust Takeoff

3.14 - Added clarification that the reduced thrust takeoff may be done using

a combination of the Assumed Temperature Method and a Fixed Derate.

Assumed Temperature Method (ATM)

3.14 - Added an explanation of why the assumed temperature method

provides equal to or better performance than if the takeoff was actually done

at the assumed temperature.

Fixed Derate

3.15 - Changed reference from an "emergency" to be more specific about

when thrust levers may be advanced beyond the fixed derate limit.

Combination Fixed Derate and ATM

3.15 - Added new section to provide information not previously covered in

the FCTM.

Improved Climb Performance Takeoff

3.15 - Added that improved climb performance takeoff can be used to

increase obstacle limited weights as well as climb limited weights.

Adverse Runway Conditions

3.16 - Modified structure to place the information that should be emphasized

in a note. No change made to the text.

Federal Aviation Regulation (FAR) Takeoff Field Length

3.18 - Modified the text to make it clearer and more informative. Added that

use of QRH and FMC speeds are not appropriate in all cases.

Rejected Takeoff Maneuver

3.20 - Modified note to accurately describe new chapter titles in the QRH.

3.20 - Removed reference to the first officer callout. The callout is a

procedural step.

RTO Execution Operational Margins

3.21 - Removed date for Takeoff Safety Training Aid (TOSA) because not all

data is derived from the 1992 version and the TOSA is undergoing revision

now.

0.4.4

Preface -

Revision Record

3.22-23 - Modified condition descriptions and illustrations to improve clarity.

Changed the label "Engine fail" to "Event" because the RTO may be initiated

for an event other than an engine fail. These changes will appear in the next

revision of the Takeoff Safety Training Aid.

General

3.27 - Removed reference to VMCA.VMCA is not always the limiting factor

for minimum control speed in the air.

Rotation and Liftoff - One Engine Inoperative

3.27 - Title changed to more accurately reflect section contents. Section

reorganized to more closely parallel the similar section earlier in this chapter

titled Rotation and Liftoff - All Engines. Static diagram replaced with a

dynamic diagram showing typical pitch attitude and time from start of takeoff

at both liftoff and at 35 feet. Added a diagram that shows tail clearance is at

a minimum just after liftoff during takeoff. Added tail strike pitch attitude to

the table.

Autopilot Engagement - One Engine Inoperative

3.31 - Relocated section to more closely match the sequence of the all engines

operating section.

Engine Failure During an ATM Takeoff

3.32 - Section previously titled Engine Failure during Reduced Thrust

Takeoff expanded to include information about engine failure during ATM,

Fixed Derate, and Combination of ATM and Fixed Derate takeoffs. Provided

more specific information about when thrust m

Engine Failure During a Fixed Derate Takeoff

3.33 - Section previously titled Engine Failure during Reduced Thrust

Takeoff expanded to include information about engine failure during ATM,

Fixed Derate, and Combination of ATM and Fixed Derate takeoffs. Provided

more specific information about when thrust m

Engine Failure During a Combined Takeoff

3.33 - Section previously titled Engine Failure during Reduced Thrust

Takeoff expanded to include information about engine failure during ATM,

Fixed Derate, and Combination of ATM and Fixed Derate takeoffs. Provided

more specific information about when thrust m

Chapter 4 - Climb, Cruise, Descent and Holding

Reduced Thrust Climb

4.1 - Clarified text about overriding the automatically selected climb derate.

0.4.5

Preface -

Revision Record

Low Altitude Level Off

4.2 - Added some factors that should be considered when a low altitude level

off following takeoff with high thrust settings and low gross weight is

anticipated.

Economy Climb

4.3 - Modified text to indicate that the use of ECON speed always provides

additional cost savings.

Engine Inoperative Climb

4.4 - Modified text to clearly indicate that pitch is adjusted to maintain

airspeed regardless of the rate of thrust loss.

Step Climb

4.7 - Removed reference to a "step up" or "step down" step altitude. The step

up is the only practical training issue here.

Low Fuel Temperature

4.9 - Added a more specific reference for the location of fuel temperature

limitations.

ETOPS

4.13 - Added a more detailed explanation of how critical fuel reserves and

other ETOPS planning information are calculated and received by the flight

crew.

Descent Preparation Using HUD System

4.13 - Added new section to provide information for airplanes equipped with

a HUD system..

Chapter 5 - Approach and Missed Approach

Instrument Approaches

5.1 - Modified the note to place confirmation of the correct alphabetical

identifier before aural identification of the navaid. This visual confirmation is

the method normally used while aurally identifying the navaid is normally an

alternate method.

Approach Category

5.3 - Removed the discussion about Vat and how VREF is determined. This

discussion was beyond the purpose of this section. Changed landing mass to

landing weight. Landing weight is the standard term used throughout this

manual.

0.4.6

Preface -

Revision Record

5.3 - Added an explanation of how approach categories are determined and

used for the circling approach.

Stabilized Approach Recommendations

5.5 - Modified definition of a stabilize approach for the ILS in accordance

with a change to PAA Practical Test Standards. This change allows the crew

to accurately interpret the localizer tolerance when the localizer display is in

the expanded mode. A full scale/one dot deflection in the expanded mode

represents a ¼ scale deflection (1/2 dot) on a normal ILS display.

Mandatory Missed Approach

5.5 - Modified section to indicate that the conditions requiring a missed

approach apply only where visual reference with the runway has not been

established and is not expected to be maintained. Added expanded

information about the RNP based approach.

Approach

5.12 - Removed reference to "INTERCEPT LEG TO".

5.13 - Removed Caution about using LNAV to intercept the final approach

course. This information is now provided in paragraph form. A Warning has

been added to the Landing Procedure in NP.20 of the FCOM about this

potential hazard. An additional step has also been added to the Landing

Procedure describing what roll mode may be used to avoid this hazard.

AFDS Autoland Capabilities

5.17 - Modified discussion about vehicle and aircraft operation in ILS critical

areas. Deleted specific restrictions used by the airfield controlling agency.

Specific requirements for U.S. operations are located in the Air Navigation

Aids chapter of the Aeronautical Information Manual.

Non - ILS Instrument Approaches - General

5.33 - Removed reference to "INTERCEPT LEG TO".

5.34 - Clarified use of LNAV relating to fix or radial data displayed on the

map.

5.35 - Changed format about ILS approaches coded with threshold crossing

height from a note to a paragraph. Most or all ILS approaches have now been

coded.

5.35 - Added explanation that the published GP angel refers to the LEGS

page.

5.35 - Clarified paragraph that provides examples of approaches that do not

have features permitting construction of a normal glide path.

0.4.7

Preface -

Revision Record

Vertical Path Construction

5.38 - Added a technique that enables the airplane to make a shallower path

to the FAF when both the FAF and FACF are coded with "at or above" altitude

constraints.

Instrument Approach Using VNAV

5.40 - Moved selection of landing flaps to the point where descent is initiated

to DA(H) or MDA(H). This aligns the sequence more closely to the ILS

Approach profile and is more fuel efficient than selecting landing flaps in

level flight.

5.42 - Diagram relocated from the "Minimum Descent Altitude (MDA (H))/

Decision Altitude (DA(H))" which has been deleted.

5.43 - Modified diagram to match a typical approach procedure.

Instrument Approach Using V/S

5.50 - Moved selection of landing flaps to the point where descent is initiated

to MDA(H). This aligns the sequence more closely to the ILS Approach

profile and is more fuel efficient than selecting landing flaps in level flight.

Changed the title of the position where the missed approach altitude is set

from "Approaching MDA(H)" to "Approximately 300 feet above MDA(H)".

This should help prevent setting the missed approach altitude after altitude

capture. These changes will also be made to the Instrument Approach Using

Vertical Speed (V/S) procedure in the Supplementary Procedures section,

Vol. 1 of the FCOM and to the Maneuvers section of the QRH.

Minimum Descent Altitude (MDA (H))/ Decision Altitude (DA(H))

5.52

- Deleted section titled "Minimum Descent Altitude

(MDA (H))/

Decision Altitude (DA(H))". Most of this information was already contained

in the sections titled "Instrument Approach Using VNAV" or "Instrument

Approach Using V/S". The diagram illustrating an approach procedure

containing DA(H) and MDA(H) minimums moved to the "Instrument

Approach Using VNAV" section.

Circling Approach

5.55 - Moved guidance for initiating a missed approach from the normal

runway position to a box at the top of the graphic. This change is intended to

emphasize that the missed approach can be initiated anytime during the

circling maneuver.

5.55 - Changed heading to indicate that actions may be accomplished either

before turning base or when initiating the turn to base. Some pilots use the

technique of completing configuration changes prior to beginning the base

leg. Removed the parenthetical phrase "(if not previously selected)".

Selecting landing flaps prior to this point is not recommended.

0.4.8

Preface -

Revision Record

Circling Approach - General

5.56 - Modified the circling approach discussion to remove the option of

accomplishing the circling maneuver in VNAV ALT (as installed). This

avoids the unwanted pitch mode reversion to CWS P when maneuvering for

the approach with a higher altitude is set in the MCP. This change will appear

in the Supplementary Procedure during the next FCOM revision.

5.56 - Changed text to indicate that actions may be accomplished either

before turning base or when initiating the turn to base.

5.56 - Modified note for clarity. The corresponding flight director command

bars are affected when a go-around is selected with any flight director switch

in the OFF position. As previously written, it appeared that both F/D switches

needed to be in the OFF position to affect the command bars.

Circling Approach - One Engine Inoperative

5.57 - Changed text to indicate that actions may be accomplished either

before turning base or when initiating the turn to base.

Missed Approach - Circling

5.57 - Clarified the purpose of the initial turn and which missed approach

procedure is flown.

Touch and Go Landings

5.62 - Modified the Entering Downwind block to do the "Descent" checklist

instead of the "Approach" checklist. The NC has been revised to include a

Descent checklist and these items are appropriate entering downwind.

Modified the Stabilized on Downwind block to do the "Approach" checklist

instead of the "Recheck VREF" step. VREF is checked during the Descent

checklist.

Go-Around and Missed Approach - All Engines Operating

5.67 - Added the option of selecting VNAV when the flaps are up. This

matches the revised normal procedure.

Go-Around after Touchdown

5.67 - Section relocated here from Chapter 6. Section reorganized for clarity.

Removed the technique used by some operators of selecting 500 feet as the

commit point. The FCTM normally provides one technique although it is

recognized that other techniques may be used by operators.

Chapter 6 - Landing

Non-Normal Landing Distance

6.2 - Added specific location for non-normal configuration landing distance.

0.4.9

Preface -

Revision Record

VASI Landing Geometry

6.5 - Modified title because this section provides two bar VASI landing

geometry only.

Rejected Landing

6.11 - Moved section titled Go-Around after Touchdown to the Go-Around

section in Chapter 5. Added a new section titled Rejected Landing.

Landing Roll

6.22 - Modified title for simplicity.

Reverse Thrust Operation

6.32 - Modified instruction after the reverser interlock releases for clarity.

Landing Crosswind Guidelines

6.34 - Modified explanation of landing crosswind guidelines to clarify that

airplane loading is not a variable used when entering the table.

Overweight Landing

6.36 - Modified the description of where the landing distance charts are

located to be more specific.

Chapter 7 - Maneuvers

Preface

7.1 - Modified to provide more accurately describe chapter contents. Added

general guidance when maneuvering results in deviation from the ATC

clearance.

Engine Out Familiarization

7.2 - Removed reference to VMCA.VMCA is not always the limiting factor

for minimum control speed in the air.

Rapid Descent

7.5 - Added information about the possible need for special planning or

company procedures for routes flown over mountainous terrain.

7.5 - Added the word "normally" to the note. The rapid descent can be done

with the gear down as described in the new section titled Landing Gear

Extended Descent.

7.6 - Modified text to indicate that a reduction to turbulent air penetration

speed is only required when severe turbulent air is encountered.

0.4.10

Preface -

Revision Record

Landing Gear Extended Descent

7.7 - New section added to address a rapid descent when airspeed must be

limited due to structural integrity.

Rollout

7.22 - Added more specific information about adjusting pitch and thrust

during rollout.

Traffic Advisory (TA)

7.23 - Added the goal of the TA as described in ICAO regulations.

Resolution Advisory (RA)

7.23 - Added "particularly at night" to the sentence describing that visual

perception of an RA encounter can be misleading.

7.23 - Removed the note that indicated visual acquisition of a target is reason

to not comply with an RA command. As stated, this note was possibly in

conflict with current regulatory guidance. The subject of visual acquisition is

discussed in the first paragraph of this section.

General

7.27 - Removed specific AFM load factor limit. The crew has no flight deck

indication showing actual load factor.

Chapter 8 - Non-Normal Operations

Troubleshooting

8.2 - Added new section to emphasize the Boeing recommended policy on

troubleshooting.

Approach and Landing

8.3 - Added an explanation about why autobrakes are recommended during

approach and landing unless precluded by the NNC.

8.3 - Modified last sentence for clarity.

Air Systems

8.4 - New section added to help make crews more aware of crew caused cabin

altitude warning alerts and confusion about what caused the alert.

Approach and Landing on Standby Power

8.6 - Changed reference to normal approach procedures because an approach

on standby power requires actions beyond those required on a normal

approach.

8.6 - Clarified that the list of equipment powered by standby power is not all

inclusive. Only significant items are included.

0.4.11

Preface -

Revision Record

Engine Failure vs Engine Fire After Takeoff

8.6 - Removed the first sentence. Engine failure due to severe damage or

separation could be interpreted as a failure requiring recall NNC items.

Loss of Thrust on Both Engines

8.8 - Changed "driftdown" to "descent" to avoid any implication that the

engine inoperative driftdown discussion in chapter 4 was applicable in this

situation.

Discharging Fire Bottles during an Evacuation

8.10 - Added new section with considerations regarding the discharge of fire

bottles while accomplishing the Evacuation NNC. An evacuation can be

conducted for many different events, not all of which can be fully explained

in the NNC.

Stabilizer Trim Inoperative

8.15 - Modified title to match the revised NNC title.

8.15 - Modified section to removed information duplicated in the NNC, to

include additional reasons why a stabilizer may become inoperative, and to

explain consequences of each failure mode.

Fuel Balance

8.19 - Removed note that indicated fuel balancing should be terminated prior

to final approach. This restriction has been removed from the AFM.

Partial or Gear Up Landing

8.23 - Section extensively rewritten to remove steps that are not supported by

the NNC and those that are adequately described in the NNC, provide more

general techniques for approach and landing, add specific recommendations

on where to touchdown for applicable gear malfunctions, standardization

across all models where applicable, and improve the clarity of the section.

8.24 - Added new section to explain why the NNC specifies how and when

the speedbrakes are to be used.

8.24 - Added new section to explain why the NNC specifies when reverse

thrust is to be used.

8.25 - Removed reference to placing the start lever to OFF when landing with

one main gear only extended. This action is not supported by the NNC.

Overspeed

8.25

- Modified section to incorporate information from

777 Flight

Operations Tech Bulletin #11 dated December 2002. The information in this

section applies to all models, but more frequently to those models that

normally operate near VMO/MMO.

0.4.12

Preface

Chapter 0

List of Effective Pages

Section 5

0.5 Preface-List of Effective Pages

Page

Date

Page

Date

FCTM

Maneuvers (tab)

* 7.TOC.1-2

* Title Page

* 7.1-30

* Copyright

* 0.0.1-2

Non-Normal Operations (tab)

* 0.1.1-2

* 8.TOC.1-4

* 0.2.1-2

* 8.1-34

* 0.3.1-6

Index (tab)

Revision Record (tab)

* Index.1-8

* 0.4.1-12

(blank tab)

* 0.5.1-2

General Information (tab)

* 1.TOC.1-4

* 1.1-40

Ground Operations (tab)

* 2.TOC.1-2

* 2.1-14

Takeoff, Initial Climb (tab)

* 3.TOC.1-2

* 3.1-34

Climb, Cruise, Descent, Holding (tab)

* 4.TOC.1-2

* 4.1-22

Approach, Missed Approach (tab)

* 5.TOC.1-4

* 5.1-68

Landing (tab)

* 6.TOC.1-2

* 6.1-38

* = Revised, Added, or Deleted

0.5.1

General Information

Chapter 1

Table of Contents

Section TOC

1.TOC General Information-Table of Contents

Preface

1.1

Operational Philosophy

1.1

Events Requiring Maintenance Inspection

1.1

Training Objectives

1.2

Qualification Requirements (Checkride)

1.2

Evaluation

1.2

Crew Resource Management (CRM)

1.2

Headphone and Flight Deck Speaker Use

1.3

Flap Usage

1.3

Flap - Speed Schedule/Maneuvering Speeds

1.3

Maneuver Margins to Stick Shaker

1.5

Flap Operation

1.14

Command Speed

1.15

Takeoff

1.15

Climb, Cruise and Descent

1.15

Approach

1.15

Landing

1.15

Non-Normal Conditions

1.16

Reference Bugs

1.17

Bug Setting (MASI or PFD/ND)

1.17

Callouts

1.19

Standard Callouts

1.20

Standard Phraseology

1.23

1.TOC.1

General Information -

Table of Contents

Electronic Flight Bag (EFB)

1.24

Airport Moving Map

1.24

Terminal Charts

1.25

Airplane Performance

1.25

Video Surveillance

1.25

Electronic Logbook and Other Documents

1.25

Flight Path Vector (FPV)

1.25

Cold Temperature Altitude Corrections

1.26

Operation in Icing Conditions

1.27

Training Flights

1.27

Recommended Rudder Trim Technique

1.28

Drag Factors Due to Trim Technique

1.28

Primary Rudder Trim Technique

1.28

Alternate Rudder Trim Technique

1.29

Flight Management Computer(s)/CDUs

1.30

FMC Route Verification Techniques

1.30

FMC Performance Predictions - Non-Normal Configuration

1.30

RNP and RNAV Operations

1.31

Basic RNP Concept

1.31

RNAV Operations: En-route, Terminal, and Approach

1.33

GPS Use in Non-WGS-84 Reference Datum Airspace

1.34

Weather Radar and Terrain Display Policy

1.35

AFDS Guidelines

1.35

Autothrottle Use

1.35

Manual Flight

1.36

1.TOC.2

General Information

Chapter 1

Preface

This chapter outlines Boeing operational policies used during training.

Recommended procedures for Crew Coordination, Flap/Speed Schedule, Thrust

Management, Turbulent Air Penetration, and Crew Resource Management are

covered. This provides a basis for standardization. Conditions beyond the control

of the flight crew may preclude following a maneuver exactly. The maneuvers are

not intended to replace good judgment and logic.

Operational Philosophy

The normal procedures are designed for use by trained flight crewmembers. The

procedure sequence follows a definitive panel scan pattern. Each crewmember is

assigned a flight deck area to initiate action in accordance with Normal and

Supplementary Procedures. Non-normal procedural actions and actions outside

the crewmembers’ area of responsibility are initiated at the direction of the

captain.

Non-normal checklists are provided to cope with or resolve non-normal situations

on the ground or in flight.

Supplementary Procedures are accomplished as required rather than on each flight

sector. They are not included in the Quick Reference Handbook (QRH).

Events Requiring Maintenance Inspection

During ground or flight operations, events may occur which require a maintenance

inspection after flight. Most operators have established a procedure/policy to

ensure that aircrews document these events so that proper maintenance can take

place.

Chapter 5 of the Aircraft Maintenance Manual (AMM) refers to such events as

“Conditional Inspections”. These include, but are not limited to:

• hard landing

• severe turbulence

•

(landing gear, flap/slat, MMO/VMO) overspeed

• high-energy stop (refer to the AMM for guidance)

• lightning strike

• extreme dust

• tail strike

• overweight landing

1.1

General Information

Additional events, that are not listed in chapter 5 but may require maintenance

inspection, should also be reported. An example of such an event is an overly

aggressive pitch up during a TCAS event or a Terrain Avoidance maneuver that

could cause structural damage. If in doubt, the best course of action is to report it.

Training Objectives

The flight-training program prepares the student for airplane qualification and/or

the FAA rating checkride (or equivalent). Flight safety, passenger comfort and

operational efficiency are emphasized.

Qualification Requirements (Checkride)

Following satisfactory completion of transition training and when recommended

by an authorized instructor, each pilot must satisfactorily demonstrate the ability

to perform maneuvers and procedures prescribed in FAA or other applicable

governing regulations. Throughout the prescribed maneuvers, command ability

and good judgment commensurate with a high level of safety must be

demonstrated. In determining whether such judgment has been shown, the

evaluator considers adherence to approved procedures, actions based on the

analysis of situations, and care and prudence in selecting the course of action.

Evaluation

An evaluation may be given at the end of simulator training. The content of the

evaluation varies with the capabilities of the simulator used and the requirements

of the governing regulatory agency.

An evaluation in the airplane may be required if the training has not been

accomplished under the prescribed requirements of FAA or other applicable

governing regulations.

Crew Resource Management (CRM)

Crew resource management is the application of team management concepts and

the effective use of all available resources to operate a flight safely. In addition to

the aircrew, it includes all other groups routinely working with the aircrew who

are involved in decisions required to operate a flight. These groups include, but

are not limited to, airplane dispatchers, flight attendants, maintenance personnel,

and air traffic controllers.

Throughout this manual, techniques that help build good CRM habit patterns on

the flight deck are discussed. For example, situational awareness and

communications are stressed. Situational awareness, or the ability to accurately

perceive what is going on in the flight deck and outside the airplane, requires on

going questioning, crosschecking, communication, and refinement of perception.

1.2

General Information

It is important that all flight deck crewmembers identify and communicate any

situation that appears unsafe or out of the ordinary. Experience has proven that the

most effective way to maintain safety of flight and resolve these situations is to

combine the skills and experience of all crewmembers in the decision making

process to determine the safest course of action.

Headphone and Flight Deck Speaker Use

In the airplane, headphones or boom microphones/headsets are worn during

takeoff until the top of climb and from the start of descent throughout approach

and landing. During cruise, flight deck speakers may be used. Speaker volume

should be kept at the minimum usable level adequate to avoid interference with

normal crew flight deck conversation, but still assure reception of relevant

communications.

Flap Usage

For takeoffs, when conditions permit, consider using larger flap settings to provide

shorter takeoff distance. Refer to the Typical Takeoff Tail Clearance table, chapter

3, to determine minimum tail clearance for different takeoff flap settings.

During maneuvering for an approach, when the situation dictates an earlier than

normal speed reduction, the use of flaps 10 with the gear up is acceptable.

For normal landings, use flaps 30. When required, use flaps 40 to minimize

landing speed and landing distance.

Flap - Speed Schedule/Maneuvering Speeds

The flap maneuvering speed schedule provides the recommended maneuvering

speed for various flap settings. When recommended maneuvering speeds are

followed, the schedule provides margin to stick shaker for at least an inadvertent

15° overshoot beyond the normal 25° angle of bank.

The schedule provides speeds that are close to minimum drag and in climb are

close to maximum angle of climb speed. In level flight it provides relatively

constant pitch attitudes and requires little change in thrust at different flap settings.

Flap Maneuvering Speed Schedule

The flap maneuvering speed schedule is based upon VREF 40 and provides

adequate maneuver margin to stick shaker at all weights.

Flap Position

All Weights

Flaps UP

VREF 40 + 70

Flaps 1

VREF 40 + 50

Flaps 5

VREF 40 + 30

1.3

General Information

Flap Position

All Weights

Flaps 10

VREF 40 + 30

Flaps 15

VREF 40 + 20

Flaps 25

VREF 40 + 10

Flaps 30

VREF 30

Flaps 40

VREF 40

During flap retraction/extension, selecting the next flap setting should be initiated

when reaching the maneuver speed for the existing flap position. The airplane

should be accelerating when flaps are retracting to the next position. Adequate

maneuver margin is retained at a speed 20 knots below the recommended speed

for all bank angles up to 30°. During flap extension, selection of the flaps to the

next position should be made prior to decelerating below the recommended flap

speed for the current flap setting.

The maneuver speed for the existing flap position is indicated by the numbered

flap maneuvering speed bugs.

1.4

General Information

Maneuver Margins to Stick Shaker

The following figures illustrate airplane maneuvering capability or margin to stick

shaker as a function of airspeed. This includes an engine inoperative departure

scenario (Takeoff) and an all engine approach scenario (Landing).

When reviewing the maneuver margin illustrations, note that:

• there is a direct correlation between bank angle and load factor (G's) in

level, constant speed flight. For example, 1.1G corresponds to 25° of

bank, 1.3G ~ 40°, 2.0G's ~ 60°

• the illustrated bank maneuver capability assumes a constant speed, level

flight condition

• stick shaker activates prior to actual stall speed

• the bold line designates flap configuration changes at the scheduled flap

transition speeds

• maneuver margins are based upon basic stick shaker schedules and do not

include adjustments for the use of anti-ice.

The distance between the bold line representing the flap retraction (Takeoff) or

extension schedule (Landing) and a given bank angle represents the maneuver

margin between stick shaker and the flap schedule for level constant speed flight.

Where the flap extension/retraction schedule extends below a depicted bank

angle, stick shaker activation can be expected prior to reaching that bank angle.

The takeoff figures assume a single engine climbout and takes into account the

vertical component of the thrust vector of one engine at full power. These figures

are an example of a heavy weight, sea level standard day condition. The unshaded

region of the chart represents the area within the certified structural load factor for

flaps down operation.

Note: The Maneuver Margins to Stick Shaker figures are to be used for training

purposes only. This data is not suitable for engineering analysis.

1.5

Boeing 737 - 600/700/800/900. Flight Crew Training Manual (1999 year) - page 1