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

General Information

Flap Operation

Acceleration Height - All Engines

The altitude selected for acceleration and flap retraction may be specified for each

airport. Safety, obstruction clearance, airplane performance or noise abatement

requirements are usually the determining factors. Some operators have adopted a

standard climb profile for all of their operations based on the airport which

requires the greatest height for level off to clear a close-in obstacle with an engine

failure.

The minimum altitude for flap retraction is 400 feet. Boeing recommends 1000

feet for the standard flap retraction altitude used in training.

Acceleration Height - Engine Out

Acceleration height for a takeoff with an engine failure after V1 is based on

accelerating to the recommended flaps up speed while retracting flaps and

selecting maximum continuous thrust limits within 5 minutes (10 minutes

optional) after initiating takeoff. Some combinations of high gross weight, takeoff

flap selection and airport elevation may require initiating flap retraction as low as

400 feet after takeoff with an engine failure.

At typical training weights, adequate performance exists to climb to 1000 feet

before beginning flap retraction. Therefore, during training, 1000 feet is used as

the acceleration height for engine failure after V1.

1.14

General Information

Command Speed

Command speed may be set by the pilot through the MCP or FMC and is

displayed by a magenta airspeed cursor on the airspeed indicator or by a magenta

speed bug on the PFD airspeed display.

Takeoff

Command speed remains set at V2 until changed by the pilot for acceleration and

flap retraction. Manually select flaps up maneuver speed at flap retraction altitude.

Climb, Cruise and Descent

Command speed is set to the appropriate speed by the FMC during VNAV

operation or manually using the MCP. The white airspeed bugs (if installed) are

positioned to the appropriate airspeeds for approach and landing.

Approach

Command speed is set to the maneuvering speed for the selected flap position by

the FMC during VNAV operation or manually using the MCP.

Landing

When using the autothrottle, position command speed to VREF + 5 knots.

Sufficient wind and gust protection is available with the autothrottle engaged

because the autothrottle is designed to adjust thrust rapidly when the airspeed

drops below command speed while reducing thrust slowly when the airspeed

exceeds command speed. In turbulence, the result is that average thrust is higher

than necessary to maintain command speed. This results in an average speed

exceeding command speed.

If the autothrottle is disengaged, or is planned to be disengaged prior to landing,

the recommended method for approach speed correction is to add one half of the

reported steady headwind component plus the full gust increment above the steady

wind to the reference speed. One half of the reported steady headwind component

can be estimated by using 50% for a direct headwind, 35% for a 45° crosswind,

zero for a direct crosswind and interpolation in between.

When making adjustments for wind additives, the maximum command speed

should not exceed VREF + 20 knots or landing flap placard speed minus 5 knots,

whichever is lower. This technique provides sufficient low speed maneuver

margin and reduces the possibility of flap load relief activation. Margin to load

relief activation may also be increased by using a reduced landing flap setting. The

following table shows examples of wind additives with a runway heading of 360°.

1.15

General Information

Reported Winds

Wind Additive

Approach Speed

360 at 16

VREF + 8 knots

Calm

VREF + 5 knots

360 at 20 Gust 30

10 + 10

VREF + 20 knots*

060 at 24

VREF + 6 knots

090 at 15

VREF + 5 knots

090 at 15 Gust 25

0 + 10

VREF + 10 knots

* If VREF + 20 exceeds landing flap placard speed minus 5 knots, use landing flap

placard speed minus 5 knots.

The minimum command speed setting with autothrottle disconnected is VREF +

5 knots. The gust correction should be maintained to touchdown while the steady

headwind correction should be bled off as the airplane approaches touchdown.

Note: Do not apply wind corrections for tailwinds. Set command speed at VREF

+ 5 knots (autothrottle engaged or disconnected).

Non-Normal Conditions

Occasionally, a non-normal checklist instructs the flight crew to use a VREF

speed that also includes a speed additive such as VREF 15 + 15. When VREF has

been adjusted by the non-normal procedure, the new VREF is called the adjusted

VREF and becomes the new VREF for landing (adjusted VREF does not include

wind corrections). For example, if a non-normal checklist specifies “Use flaps 15

and VREF 15 + 10 for landing”, the flight crew would select flaps 15 as the

landing flaps and look up the VREF 15 speed in the FMC or QRH and add 10

knots to that speed.

If the autothrottle is disengaged, or is planned to be disengaged prior to landing,

appropriate wind corrections must be added to the adjusted VREF to arrive at

command speed, the speed used to fly the approach. For example, if the checklist

states “use VREF 40 + 30 knots”, command speed should be positioned to

adjusted VREF (VREF 40 + 30) + wind correction (5 knots minimum, 20 knots

maximum).

If a flaps 15 landing is performed and VREF ICE is required, (VREF ICE = VREF

15 + 10), the wind correction should not exceed 10 knots.

1.16

General Information

Reference Bugs

The following figure shows the positioning of the reference bugs on the airspeed

indicator for takeoff and approach.

Bug Setting (MASI or PFD/ND)

400

100

400

100

350

120

300

140

VREF

250

123

Command

250

152

240

160

Speed (V2 )

240

160

Command

220

180

220

180

200

+ 15

200

Speed

Flap

Maneuvering

+ 15 *

REF

Takeoff

Speeds

Landing

180

Flap Maneuvering

210

Speed

160

190

+ 15

170

140

Command Speed (V

)

+ 15 *

REF

V1VR

123

Command

Speed

REF

100

130

VREF

110

Takeoff

Landing

737-800, 737-900

* VREF + 20 with CDS Block Point 2004 and later. Refer to the FCOM for correct

configuration.

1.17

General Information

Takeoff

When V1, VR and gross weight are entered into the FMC, airspeed bugs are

automatically displayed at V1, VR and the minimum flap retraction speed for the

next flap position. Command speed is set at V2 using the MCP. V2 is the minimum

takeoff safety speed and provides at least 30° bank capability (15° + 15°

overshoot) for all takeoff flaps. An airspeed bug is automatically set 15 knots

above command speed. V2 + 15 provides 40° bank capability (25° + 15°

overshoot) for all takeoff flaps.

Approach - Landing

737-600, 737-700

VREF and VREF + 15 are displayed upon entry of landing flaps/speed in the

FMC. The maneuvering speed for the current flap position and the next flap

position are automatically displayed on the airspeed display.

737-800, 737-900

VREF and VREF + 15 (VREF + 20 for airplanes with CDS Block Point 2004 and

later) are displayed upon entry of landing flaps/speed in the FMC. The

maneuvering speed for the current flap position and the next flap position are

automatically displayed on the airspeed display.

Bug Setting with FMC Inoperative

With FMC inoperative, the speed reference selector is used to set V1, VR and

VREF. Refer to the FCOM, Section SP.10, for details.

1.18

General Information

Callouts

Both crewmembers should be aware of altitude, airplane position and situation.

Avoid nonessential conversation during critical phases of flight, particularly

during taxi, takeoff, approach and landing. Unnecessary conversation reduces

crew efficiency and alertness and is not recommended when below 10,000 feet

MSL / FL100. At high altitude airports, adjust this altitude upward, as required.

The Pilot Monitoring (PM) makes callouts based on instrument indications or

observations for the appropriate condition. The Pilot Flying (PF) should verify the

condition/location from the flight instruments and acknowledge. If the PM does

not make the required callout, the PF should make it.

The PM calls out significant deviations from command airspeed or flight path.

Either pilot should call out any abnormal indications of the flight instruments

(flags, loss of deviation pointers, etc.).

One of the basic fundamentals of Crew Resource Management is that each

crewmember must be able to supplement or act as a back-up for the other

crewmember. Proper adherence to standard callouts is an essential element of a

well-managed flight deck. These callouts provide both crewmembers required

information about airplane systems and about the participation of the other

crewmember. The absence of a standard callout at the appropriate time may

indicate a malfunction of an airplane system or indication, or indicate the

possibility of incapacitation of the other pilot.

The PF should acknowledge all GPWS voice callouts during approach except

altitude callouts while below 500 feet AFE. The standard callout of "CONTINUE"

or "GO-AROUND" at minimums is not considered an altitude callout and should

always be made. If the automatic electronic voice callout is not heard by the flight

crew, the PM should make the callout.

Note: If automatic callouts are not available, the PM may call out radio altitude

at 100 feet, 50 feet and 30 feet (or other values as required) to aid in

developing an awareness of eye height at touchdown.

1.19

General Information

Standard Callouts - ILS Approach

CONDITION / LOCATION

CALLOUT

(Pilot Monitoring, unless noted)

First positive inward motion of localizer pointer

“LOCALIZER ALIVE”

First positive motion of Glide Slope pointer

“GLIDE SLOPE ALIVE”

Final approach fix inbound

“OUTER MARKER/FIX, ____FT”

500 ft. AFE (Check autoland status

“500 FEET” (F/D or single autopilot

annunciator, if applicable)

approach)

Autoland status “FLARE ARMED”

(Autoland callout only)

Autoland status “LAND 2 or LAND

3 or NO AUTOLAND”

100 ft. above DA(H) (fail passive airplanes)

“APPROACHING MINIMUMS”

Individual sequence flasher lights visible

“STROBE LIGHTS”

At AH (fail operational airplanes) - check

“ALERT HEIGHT”

autoland status annunciator

At DA(H) with individual approach light bars

“MINIMUMS - APPROACH

visible

LIGHTS / RED BARS” (if installed)

At DA(H) - Suitable visual reference

PF: “CONTINUE”

established, i.e., PM calls visual cues

At DA(H) - Suitable visual reference not

PF: “GO AROUND”

established, i.e., PM does not call any visual

cues or only strobe lights

At minimums callout - If no response from PF

“I HAVE CONTROL______”

(state intentions)

Below DA(H) - Suitable visual reference

“THRESHOLD/RUNWAY

established

TOUCHDOWN ZONE”

Below DA(H) - Suitable visual reference

PF: “LANDING”

established

Below DA(H) - Suitable visual reference not

PF: “GO AROUND”

established, i.e., PM does not call any visual

cues

1.21

General Information

Standard Callouts - Non-ILS Approach

CONDITION / LOCATION

CALLOUT

(Pilot Monitoring, unless noted)

First positive inward motion of VOR or LOC

“COURSE/LOCALIZER ALIVE”

course deviation indication

Final approach fix inbound

“VOR/NDB/FIX”

500 ft. AFE

“500 FEET”

100 ft. above DA(H) or MDA(H)

“APPROACHING MINIMUMS”

Individual sequence flasher lights visible

“STROBE LIGHTS”

At DA(H) or MDA(H) with individual

“MINIMUMS - APPROACH

approach light bars visible

LIGHTS / RED BARS” (if installed)

At DA(H) or MDA(H) - Suitable visual

PF: “CONTINUE”

reference established, i.e., PM calls visual cues

At DA(H) or MDA(H)- Suitable visual

PF: “GO AROUND”

reference not established, i.e., PM does not call

any visual cues or only strobe lights

At minimums callout - If no response from PF

“I HAVE CONTROL______”

(state intentions)

Below DA(H) or MDA(H)- Suitable visual

“THRESHOLD/RUNWAY

reference established

TOUCHDOWN ZONE”

Below DA(H) or MDA(H)- Suitable visual

PF: “LANDING”

reference established

Below DA (H) or MDA(H)- Suitable visual

PF: “GO AROUND”

reference not established, i.e., PM does not call

any visual cues

1.22

General Information

Standard Phraseology

A partial list of recommended words and phrases follows:

Thrust:

•

“SET TAKEOFF THRUST”

•

“SET GO-AROUND THRUST”

•

“SET MAXIMUM CONTINUOUS THRUST”

•

“SET CLIMB THRUST”

•

“SET CRUISE THRUST”

Flap Settings:

•

“FLAPS UP”

•

“FLAPS ONE”

•

“FLAPS FIVE”

•

“FLAPS TEN”

•

“FLAPS FIFTEEN”

•

“FLAPS TWENTY-FIVE”

•

“FLAPS THIRTY”

•

“FLAPS FORTY”

Airspeed:

•

“80 KNOTS”

•

“V1”

•

“ROTATE”

•

“SET _____ KNOTS”

•

“SET VREF PLUS (additive)”

•

“SET FLAPS _____ SPEED”

1.23

General Information

Electronic Flight Bag (EFB)

This section provides guidance on the use of the optional Electronic Flight Bag

(EFB).

Airport Moving Map

The airport map display is intended to enhance crew positional awareness while

planning taxi routes and while taxiing. The system is not intended to replace

normal taxi methods including the use of direct visual observation of the taxiways,

runways, airport signs and markings and other airport traffic. Prior to taxi,

NOTAMS and airport charts (using EFB terminal charts or paper) should be

consulted for the latest airport status to include closed taxiways, runways,

construction, etc., since these temporary conditions are not shown on the airport

map.

Note: Crews must avoid fixation on the display or distraction from primary crew

duties while using any EFB application.

Crews must use direct visual observation out flight deck windows as the primary

taxi navigation reference. Use the airport Heading-Up or North-Up map to provide

enhanced positional awareness by:

• verifying taxi clearance and assisting in determining taxi plan (both

pilots)

• monitoring taxi progress and direction (both pilots)

• alerting and updating the pilot taxiing with present position and upcoming

turns and required stops (pilot not taxiing).

In flight, the airport North-Up (fixed) fixed map may be used to aid in runway exit

planning and anticipating the taxi route to the gate or parking spot.

If one airport map display is inoperative at dispatch, the crewmember with the

inoperative display may wish to keep a paper copy of the airport diagram readily

available. During taxi in this situation, one pilot should continue to use the airport

map display for positional awareness while the other pilot monitors progress on

the paper chart. If an airport map display fails after dispatch and no paper backup

airport diagrams are available, the crew should consider having the pilot not

taxiing provide progressive taxi and positional updates to the pilot taxiing or

request progressive taxi instruction from ground control. In any case, the pilot

taxiing should always devote primary attention to taxiing the airplane by external

visual observation. If the airport map display is inoperative on both sides, use

normal taxi procedures.

Note: GPS position must be available to use the Heading-Up map.

1.24

General Information

Terminal Charts

Electronic terminal charts may be used in place of paper charts. Enroute charts are

not available in the EFB at this time. Should the airplane dispatch with one or both

displays inoperative, the crew should comply with the provisions of the MEL

regarding the use of backup charts.

Airplane Performance

When all appropriate entries are made, the airplane performance application

provides runway specific performance information equivalent to AFM-DPI data

or airline airport analysis. During approach preparation, the system can provide

advisory landing distance information.

Video Surveillance

The video surveillance display may be used at the discretion of the crew to identify

individuals requesting flight deck entry or for other airline-specific purposes such

as passenger cabin or cargo compartment observation.

Electronic Logbook and Other Documents

The electronic logbook and other electronic documents should be used as defined

by operator policy and procedures.

Flight Path Vector (FPV)

The FPV displays Flight Path Angle (FPA) relative to the horizon line and drift

angle relative to the center of the pitch scale on the attitude display. This indication

uses inertial and barometric altitude inputs. The vertical flight path angle

displayed by the FPV should be considered unreliable with unreliable primary

altitude displays. The FPV can be used by the pilot in several ways:

• as a reference for establishing and maintaining level flight when the F/D

is not in use or not available. When maneuvering the airplane, adjust pitch

to place the FPV on the horizon. This results in zero vertical velocity

• as a cross-check of the vertical flight path angle when established in a

climb, descent, or on a visual final approach segment

Note: When on final approach, the FPV does not indicate airplane glide path

relative to the runway. ILS glide slope, VASI/PAPI or other means must

be used for a proper glide path indication.

• in climbs or descents, radar tilt can be adjusted to an appropriate elevation

based on the displayed FPA. Radar tilt, like the FPV, is referenced to the

horizon. Example: Adjusting the radar tilt to the same angle relative to the

horizon as the FPV during climb results in the radar beam centered on the

existing flight path

1.25

General Information

• as a qualitative indication of airplane lateral drift direction if the map is

not available. The FPV moves left or right of the pitch scale to indicate

the relative position of the ground track to the present heading. The

amount of drift cannot be determined from this display unless the airplane

is equipped with heading marks on the horizon line. Example: FPV

displaced to the left indicates wind component from the right and

corresponding drift to the left

• as a reference by the pilot in maintaining proper pitch control with

unreliable airspeed indications. Adjust pitch to establish desired flight

path by placing the FPV just above, below or on the horizon line.

Note: The FPV should not be used in reference to the PLI, which is a pitch

attitude referenced display.

Cold Temperature Altitude Corrections

If the outside air temperature (OAT) is different from standard atmospheric

temperature (ISA), barometric altimeter errors result due to non-standard air

density. Larger temperature differences from standard result in larger altimeter

errors. When the temperature is warmer than ISA, true altitude is higher than

indicated altitude. When the temperature is colder than ISA, true altitude is lower

than indicated altitude. Extremely low temperatures create significant altimeter

errors and greater potential for reduced terrain clearance. These errors increase

with higher airplane altitudes above the altimeter source.

Generally, operators should consider altitude corrections when altimeter errors

become appreciable, especially where high terrain and/or obstacles exist near

airports in combination with very cold temperatures (-30°C/ -22°F or colder).

Further, operators should also consider correcting en route minimum altitudes

and/or flight levels where terrain clearance is a factor. In some cases corrections

may be appropriate for temperatures between 0°C and -30°C.

Operators should coordinate with local and en route air traffic control facilities for

each cold weather airport or route in their system. Coordination should include:

• confirmation that minimum assigned altitudes or flight levels provide

adequate terrain clearance for the coldest expected temperatures

• cold weather altitude correction procedures to be used for published

procedures, to include the table being used

• a determination of which procedures or routes, if any, that have been

designed for cold temperatures and can be flown as published (without

altitude corrections).

Pilots should note that for very cold temperatures, when flying published

minimum altitudes significantly above the airport, altimeter errors can exceed

1000 feet, resulting in potentially unsafe terrain clearance if no corrections are

made.

1.26

General Information

Operation in Icing Conditions

Boeing airplanes are certified to all applicable airworthiness regulations regarding

flight in icing conditions. Operators are required to observe all operational

procedures concerning flight in these conditions.

Although the process of certifying jet transport airplanes for operation in icing

conditions involves many conservative practices, these practices have never been

intended to validate operations of unlimited duration in severe icing conditions.

The safest course of action is to avoid prolonged operation in moderate to severe

icing conditions.

Training Flights

Multiple approaches and/or touch and go landings in icing conditions may result

in significant ice accumulations beyond those experienced during typical revenue

flights. This may result in fan blade damage as a result of ice accumulation on

unheated surfaces shedding into the engines.

1.27

General Information

Recommended Rudder Trim Technique

This section describes two techniques for properly trimming the rudder. It is

assumed that the airplane is properly rigged and in normal cruise. The primary

technique uses rudder trim only to level the control wheel and is an acceptable and

effective method for trimming the airplane. It is approximately equal to a

minimum drag condition. This technique is usable for normal as well as many

non-normal conditions. For some non-normal conditions, such as engine failure,

this technique is the preferred method and provides near minimum drag.

The alternate technique may provide a more accurate trim condition when the roll

is caused by a roll imbalance. In addition, this technique outlines the steps to be

taken if the primary trim technique results in an unacceptable bank angle or

excessive rudder trim. The alternate technique uses both rudder and aileron trim

to neutralize a rolling condition using the bank pointer as reference.

Note: Large trim requirements should be documented for maintenance. Refer to

the maintenance manual for guidance.

Drag Factors Due to Trim Technique

If the control wheel is displaced to the point of spoiler deflection a significant

increase in aerodynamic drag results. Additionally, any rigging deviation that

results in early spoiler actuation causes a significant increase in drag per unit of

trim. These conditions result in increased fuel consumption. Small out of trim

conditions affect fuel flow by less than 1%, if no spoilers are deflected.

Note: Aileron trim may be required for significant fuel imbalance, airplane

damage, or flight control system malfunctions.

Primary Rudder Trim Technique

It is recommended that the autopilot remain engaged while accomplishing the

primary rudder trim technique (using rudder trim only). After completing this

technique, if the autopilot is disconnected, the airplane should maintain a constant

heading.

The following steps define the primary rudder trim technique:

• set symmetrical thrust

• balance fuel if required

1.28

General Information

• ensure the autopilot is engaged in HDG SEL and stabilized for at least 30

seconds

• trim the rudder in the direction corresponding to the down (low) side of

the control wheel until the control wheel indicates level. The indices on

top of the control wheel should be used to ensure a level wheel condition.

The airplane is properly trimmed when the control wheel is level, (zero

index). As speed, gross weight, or altitude change, trim requirements may

also change. In a proper trim condition, there may be a slight forward slip

(slight bank angle indicated on the bank pointer) and a slight deflection of

the slip/skid indicator, which is acceptable.

Alternate Rudder Trim Technique

The alternate rudder trim technique is used if the primary trim technique results in

an unacceptable bank angle, excessive rudder trim, or if a more accurate dual axis

trim is required.

The following steps define the alternate rudder trim technique:

• set symmetrical thrust

• balance fuel if required

• verify rudder trim is zero

• ensure the autopilot is engaged in HDG SEL and stabilized for at least 30

seconds

• trim the rudder in the direction corresponding to the down (low) side of

the control wheel until the bank indicates level (no bank angle indicated

on the bank pointer). Apply rudder trim incrementally, allowing the bank

to stabilize after each trim input. Large trim inputs are more difficult to

coordinate. The airplane is properly trimmed when the bank angle on the

bank pointer indicates zero. If the airplane is properly rigged, the control

wheel should indicate approximately level. The resultant control wheel

condition indicates the true aileron (roll) trim of the airplane being used

by the autopilot.

After completing the alternate rudder trim technique, if the autopilot is disengaged

the airplane may have a rolling tendency. Hold the wings level using the sky

pointer as reference. Trim out any control wheel forces using the aileron trim

switches. If properly trimmed, the airplane holds a constant heading and the

aileron trim reading on the wheel/column agrees with what was seen while the

autopilot was engaged. Aileron trim inputs require additional time and should be

accomplished prior to final approach.

1.29

General Information

Flight Management Computer(s)/CDUs

The Flight Management System provides the crew with navigation and

performance information that can result in a significant crew workload reduction.

This workload reduction is fully realized when the system is operated as intended,

including proper preflight and timely changes in flight. FMC guidance must

always be monitored after any in flight changes. If flight plan changes occur

during periods of high workload or in areas of high traffic density, the crew should

not hesitate to revert to modes other than LNAV/VNAV.

During preflight, all flight plan or performance related FMC CDU entries made

by one pilot must be verified by the other pilot. In flight FMC CDU changes

should be made by the PM and executed only after confirmation by the PF.

FMC Route Verification Techniques

After entering the route into the FMC, the crew should verify that the entered route

is correct. There are several techniques that may be used to accomplish this. The

crew should always compare:

• the filed flight plan with the airways and waypoints entered on the

ROUTE pages

• the computer flight plan total distance and estimated fuel remaining with

the FMC-calculated distance to destination and the calculated fuel

remaining at destination on the PROGRESS page.

For longer flights and flights that are planned to transit oceanic airspace, the crew

should cross-check each leg on the LEGS page with the computer flight plan to

ensure that the waypoints, magnetic or true tracks, and distances between

waypoints match.

If there is a discrepancy noted in any of the above, correct the LEGS page to match

the filed flight plan legs. A cross check of the map display using the plan mode

may also assist in verification of the flight plan.

FMC Performance Predictions - Non-Normal Configuration

FMC performance predictions are based on the airplane being in a normal

configuration. These predictions include:

• climb and descent path predictions including top of climb and top of

descent

• ECON, LRC, holding, and engine out speeds

• altitude capability

• step climb points

• fuel remaining at waypoints and destination or alternate

• estimated time of arrival at waypoints and destination or alternate

• holding time available.

1.30

General Information

If operating in a non-normal configuration, such as gear down, flaps extended,

spoilers extended, gear doors open, etc., these performance predictions are

inaccurate. FMC predictions for the climb and descent path are not usable.

Do not use FMC fuel predictions. Cruise fuel predictions are based on a clean

configuration. Fuel consumption may be significantly higher than predicted in

other configurations.

Note: VNAV PTH operation for approaches is usable for non-normal

configurations.

An accurate estimated time of arrival is available if current speed or Mach is

entered into the VNAV cruise page. Estimates of fuel remaining at waypoints or

the destination may be computed by the crew based upon current fuel flow

indications, but should be updated frequently. Performance information for gear

down altitude capability and gear down cruise performance is available in the PI

chapter of the QRH.

Holding time available is accurate only in the clean configuration provided the

FMC holding speed is maintained.

RNP and RNAV Operations

This section describes the basic concepts of RNP and provides information on

RNAV operations by phase of flight to include terminal (SIDs and STARs),

en-route, and approach.

Basic RNP Concept

RNP has been developed through international cooperation as a means of

identifying the navigation performance required for a specified area, route,

airspace, procedure or operation. RNP supports use of RNAV systems that use

multi-sensor position updating methods such as the flight management computer

(FMC). This accuracy is specified in NM (e.g., RNP 0.3 means the performance

required is “within 0.3 NM”). RNP values are usually smaller for terminal area

procedures (SIDs, STARs, approach transitions, and approaches) than en-route

procedures. Small RNP values normally require navigation performance that is

more precise than current VOR/ADF navigation, allowing lower weather minima

for departures and/or approaches.

1.31

General Information

The FMC uses one of the following as the displayed RNP:

• default RNP - FMC default values are set by the FMC and are displayed if

no RNP is available from the navigation data base or one has not been

manually entered

• navigation Data Base RNP - RNP values (if available) are displayed

based on values associated with the procedure. These values may be

unique for certain segments or terminal procedures

• manually entered RNP - remains until changed or deleted.

The crew may need to make a manual RNP entry if the displayed RNP for the

route or procedure is incorrect. Setting an RNP smaller than what is specified for

the procedure, airspace, or route, may cause nuisance crew alerts. If the RNP is

larger than required for a procedure or segment, inadequate alerting results if

needed. Operators should select FMC default values that meet the requirements of

their route structure or terminal area procedures. However, AFM requirements

may specify RNPs for certain approaches. (For example, RNP 0.3 is required for

RNAV (GPS) approaches).

The FMC calculates and displays its Actual Navigation Performance (ANP) as

described in the FCOM. When the ANP exceeds the RNP a crew alert is provided.

When this occurs on a route or terminal area procedure where an RNP is

published, the crew should verify position, confirm updating is enabled, and

consider requesting an alternate clearance. This may mean changing to a non-RNP

procedure or route or changing to a procedure or route with a RNP higher than the

displayed ANP value. Crews should note that ANP is only related to the accuracy

of FMC position. Lateral deviation from the route or procedural track is indicated

by the XTK ERROR (cross-track error) value shown by the FMC. LNAV should

be used with the autopilot engaged to minimize cross-track error. Excessive XTK

ERROR does not result in a crew alert.

Note: The NPS system (as installed) provides an alert on the PFD when lateral or

vertical deviation exceeds preset limits. Reference the FCOM for specific

NPS system indications and description.

The following illustration shows the FMC position and displayed ANP and shows

the relationship of ANP to RNP for a particular route segment. Normally, a route

segment or procedural leg is defined by its required width (the illustration shows

2.0 NM either side of the centerline). RNP is normally set at 50% of the allowed

maximum deviation from the route centerline. Required width is determined by

minimum terrain or traffic clearance requirements. The probability of exceeding

this maximum deviation while in LNAV with the autopilot engaged is very small.

For each airplane type, minimum demonstrated RNPs are given in the AFM.

These minimum values vary depending on LNAV, flight director and autopilot

use.

1.32

General Information

RNAV Route and RNP/ANP

Required Route Width

(4.0 NM example)

2.0 NM

example

FMC

Position

ANP

RNP

(1.0 NM example)

Route or Procedure

Centerline

RNAV Operations: En-route, Terminal, and Approach

All Boeing FMCs are capable of performing RNAV operations. Regarding

navigation accuracy, these FMCs differ only by demonstrated RNP capabilities

and the ability to use GPS updating.

En-route operations can be defined as oceanic and domestic. Oceanic RNAV

requirements are described in detail in the applicable MNPS guidance material

such as the Pacific or North Atlantic manuals. Specific routes or areas of operation

are given RNPs based on route separation requirements. RNP 10 routes are

suitable for all FMCs that are capable of GPS updating and those FMCs that

cannot update from GPS but have received the last radio update within the

previous six hours.

In general, oceanic operations require dual navigation systems (dual FMC or

single FMC in combination with alternate navigation capability).

1.33

General Information

Domestic en-route RNAV operations depend on the availability of radio updating

(DME-DME) sources to support domestic RNPs. The following domestic RNP

operations are fully supported by any Boeing FMC with DME-DME or GPS

updating active:

• USA and Canada - RNP 2.0 or higher

• Europe - B-RNAV (RNP 5.0)

• Asia - As specified for the route or area (e.g. RNP 4 or RNP 10 routes)

• Africa - As specified for the route or area

Terminal RNAV operations (SIDs, STARs and Transitions) are fully compatible

with all FMCs with DME-DME or GPS updating active and are defined as:

• USA and Canada - RNP 1.0 SIDs and STARS

• Europe - P-RNAV (RNP 1.0)

RNAV approaches are compatible with all FMCs provided DME-DME or GPS

updating is active at the beginning of the approach and the approach RNP is equal

to or greater than the minimum demonstrated RNP in the AFM. Restrictions

published on some RNAV approaches may preclude their use without GPS

updating active.

For published RNAV approaches, all Boeing FMCs have RNP 0.5 capability with

DME-DME updating active without GPS updating. See the Approach section of

this manual for further details regarding the techniques for flying RNAV

approaches.

GPS Use in Non-WGS-84 Reference Datum Airspace

In non-WGS-84 airspace, the local datum (position basis) used to survey the

navigation data base position information may result in significant position errors

from a survey done using the WGS-84 datum. To the pilot, this means that the

position of runways, airports, waypoints, navaids, etc., may not be as accurate as

depicted on the map display and may not agree with the GPS position. Operators

should consult appropriate sources to determine the current status of airspace in

which they operate.

A worldwide survey has been conducted which determined that using the FMC

while receiving GPS position updating during SIDS, STARS and enroute

navigation meets the required navigation accuracy in non-WGS-84 airspace. This

navigation position accuracy may not be adequate for approaches, therefore the

AFM requires the crew to inhibit GPS position updating while flying approaches

in non-WGS-84 airspace “unless other appropriate procedures are used.”

1.34

General Information

Boeing's recommendations for operators are as follows:

• Provided operational approval has been received and measures to ensure

their accuracy have been taken, RNAV approaches may be flown with

GPS updating enabled. Options available to operators may include

surveys of the published approaches to determine if significant

differences or position errors exist, developing special RNAV procedures

complying with WGS-84 or equivalent, or inhibiting GPS updating

• For approaches based upon ground-based navigation aids such as ILS,

VOR, LOC, NDB, etc., the GPS updating need not be inhibited provided

that appropriate raw data is used throughout the approach and missed

approach as the primary navigation reference. LNAV and VNAV may be

used. As always, when a significant difference exists between the airplane

position, raw data course, DME and/or bearing information, discontinue

use of LNAV and VNAV. Provided the FMC is not used as the primary

means of navigation for approaches, this method can be used as the “other

appropriate procedure” in lieu of inhibiting GPS updating.

Operators are encouraged to survey their navigation data bases and have all

non-WGS-84 procedures eliminated or modified to WGS-84 standards.

Weather Radar and Terrain Display Policy

Whenever the possibility exists for adverse weather and terrain/obstacles near the

intended flight path, one pilot should monitor the weather radar display and the

other pilot should monitor the terrain display. The use of the terrain display during

night or IMC operations, on departure and approach when in proximity to

terrain/obstacles, and at all times in non-radar environments is recommended.

Note: It may be useful to show the terrain display at other times to enhance

terrain/situational awareness.

AFDS Guidelines

Crewmembers must coordinate their actions so that the airplane is operated safely

and efficiently.

Autopilot engagement should only be attempted when the airplane is in trim, F/D

commands (if the F/D is on) are essentially satisfied and the airplane flight path is

under control. The autopilot is not certified or designed to correct a significant out

of trim condition or to recover the airplane from an abnormal flight condition

and/or unusual attitude.

Autothrottle Use

Autothrottle use is recommended during takeoff and climb in either automatic or

manual flight. During all other phases of flight, autothrottle use is recommended

only when the autopilot is engaged.

1.35

General Information

Autothrottle ARM Mode

The autothrottle ARM mode is normally not recommended because its function

can be confusing. The primary feature the autothrottle ARM mode provides is

minimum speed protection in the event the airplane slows to minimum

maneuvering speed. Other features normally associated with the autothrottle, such

as gust protection, are not provided. The autothrottle ARM mode should not be

used with Non-Normal Checklists. Some malfunctions that affect maneuvering

speeds cause the autothrottle to maintain a speed above approach speed.

Manual Flight

The PM should make AFDS mode selections at the request of the PF. Heading and

altitude changes from ATC clearances and speed selections associated with flap

position changes may be made without specific directions. However, these

selections should be announced, such as, “HEADING 170 SET”. The PF must be

aware such changes are being made. This enhances overall safety by requiring that

both pilots are aware of all selections, while still allowing one pilot to concentrate

on flight path control.

Ensure the proper flight director modes are selected for the desired maneuver. If

the flight director commands are not to be followed, the flight director should be

turned off.

Automatic Flight

Autoflight systems can enhance operational capability, improve safety, and reduce

workload. Automatic approach and landing, Category III operations, and

fuel-efficient flight profiles are examples of some of the enhanced operational

capabilities provided by autoflight systems. Maximum and minimum speed

protection are among the features that can improve safety while LNAV, VNAV,

and instrument approaches using VNAV are some of the reduced workload

features. Varied levels of automation are available. The pilot decides what level of

automation to use to achieve these goals by selecting the level that provides the

best increase in safety and reduced workload.

Note: When the autopilot is in use, the PF makes AFDS mode selections. The PM

may select new altitudes, but must ensure the PF is aware of any changes.

Both pilots must monitor AFDS mode annunciations and the current FMC

flight plan.

1.36

General Information

Automatic systems give excellent results in the vast majority of situations.

Deviations from expected performance are normally due to an incomplete

understanding of their operations by the flight crew. When the automatic systems

do not perform as expected, the pilot should reduce the level of automation until

proper control of path and performance is achieved. For example, if the pilot failed

to select the exit holding feature when cleared for the approach, the airplane will

turn outbound in the holding pattern instead of initiating the approach. At this

point, the pilot may select HEADING SELECT and continue the approach while

using other automated features. A second example, if the airplane levels off

unexpectedly during climb or descent with VNAV engaged, LVL CHG may be

selected to continue the climb or descent until the FMC can be programmed.

Early intervention prevents unsatisfactory airplane performance or a degraded

flight path. Reducing the level of automation as far as manual flight may be

necessary to ensure proper control of the airplane is maintained. The pilot should

attempt to restore higher levels of automation only after airplane control is

assured. For example, if an immediate level-off in climb or descent is required, it

may not be possible to comply quickly enough using the AFDS. The PF should

disconnect the autopilot and level off the airplane manually at the desired altitude.

After level off, set the desired altitude in the MCP, select an appropriate pitch

mode and re-engage the autopilot.

Recommended Pitch and Roll Modes

If the LEGS page and map display reflect the proper sequence and altitudes,

LNAV and VNAV are recommended. If LNAV is not used, use an appropriate roll

mode. When VNAV is not used, the following modes are recommended:

LVL CHG is the preferred mode for altitude changes of 1,000 feet or more. V/S is

preferred if the altitude change is less than 1,000 feet.

If unplanned speed or altitude restrictions are imposed during the arrival, the

continued use of VNAV may induce an excessive workload. If this occurs, use

LVL CHG or V/S as appropriate.

Pilot Incapacitation

Pilot incapacitation occurs frequently compared with other routinely trained

non-normal conditions. It has occurred in all age groups and during all phases of

flight. Incapacitation occurs in many forms ranging from sudden death to subtle,

partial loss of mental or physical performance. Subtle incapacitations are the most

dangerous and they occur the most frequently. Incapacitation effects can range

from loss of function to unconsciousness or death.

1.37

General Information

The key to early recognition of pilot incapacitation is the regular use of crew

resource management concepts during flight deck operation. Proper crew

coordination involves checks and crosschecks using verbal communications.

Routine adherence to standard operating procedures and standard profiles can aid

in detecting a problem. Suspicion of some degree of gross or subtle incapacitation

should also be considered when a crewmember does not respond to any verbal

communication associated with a significant deviation from a standard procedure

or standard flight profile. Failure of any crewmember to respond to a second

request or a checklist response is cause for investigation.

If you do not feel well, let the other pilot know and let that pilot fly the airplane.

During flight, crewmembers should also be alert for incapacitation of the other

crewmember.

Crew Action Upon Confirming Pilot Incapacitation

If a pilot is confirmed to be incapacitated, the other pilot shall take over the

controls and check the position of essential controls and switches.

• after ensuring the airplane is under control, engage the autopilot to reduce

workload

• declare an emergency

• use the cabin crew (if available). When practical, try to restrain the

incapacitated pilot and slide the seat to the full-aft position. The shoulder

harness lock may be used to restrain the incapacitated pilot

• flight deck duties should be organized to prepare for landing

• consider using help from other pilots or crewmembers aboard the

airplane.

Turbulent Air Penetration

Severe turbulence should be avoided if at all possible. However, if severe

turbulence is encountered, use the Severe Turbulence procedure listed in the

Supplementary Procedures section of the FCOM. Turbulent air penetration speeds

provide high/low speed margins in severe turbulent air.

During manual flight, maintain wings level and smoothly control attitude. Use the

attitude indicator as the primary instrument. In extreme updrafts or downdrafts,

large altitude changes may occur. Do not use sudden or large control inputs. After

establishing the trim setting for penetration speed, do not change pitch trim. Allow

altitude and airspeed to vary and maintain attitude. However, do not allow the

airspeed to decrease and remain below the turbulent air penetration speed because

stall/buffet margin is reduced. Maneuver at bank angles below those normally

used. Set thrust for penetration speed and avoid large thrust changes. Flap

extension in an area of known turbulence should be delayed as long as possible

because the airplane can withstand higher gust loads with the flaps up.

1.38

Ground Operations

Chapter 2

Preface

This chapter outlines the recommended operating practices and techniques during

ground operations, including pushback, engine start and taxi. Taxi operations

during adverse weather are also addressed. The recommended operating practices

and techniques discussed in this chapter improve crew coordination, enhance

safety and provide a basis for standardization.

Takeoff Briefing

The takeoff briefing should be accomplished as soon as practical so it does not

interfere with the final takeoff preparations.

The takeoff briefing is a description of the departure flight path with emphasis on

anticipated track and altitude restrictions. It assumes normal operating procedures

are used. Therefore, it is not necessary to brief normal or standard takeoff

procedures. Additional briefing items may be required when any elements of the

takeoff and/or departure are different from those routinely used. These may

include:

• adverse weather

• adverse runway conditions

• unique noise abatement requirements

• dispatch using the minimum equipment list

• special engine out departure procedures (if applicable)

• any other situation where it is necessary to review or define crew

responsibilities.

2.1

Ground Operations

Push Back

Each operator should develop specific pushback procedures and policies which

are tailored for their specific operations. The flight operations and maintenance

departments need to be primary in developing these procedures.

Pushbacks present a serious hazard to ground personnel. There have been many

accidents where personnel were run over by the airplane wheels during the

pushback process.

Pushback or towing involves three phases:

• positioning and connecting the tug and tow bar

• moving the airplane

• disconnecting the tow bar.

Proper training of both pilots and ground maintenance and good communication

between the flight deck and ground personnel are essential for a safe pushback

operation.

The headset operator, who is walking in the vicinity of the nose wheels, is usually

the person injured or killed in the majority of the accidents. Procedures that do not

have personnel in the vicinity of the nose wheels help to reduce the possibility of

these type accidents.

Note: Pushback or tow out is normally accomplished with all hydraulic systems

pressurized and the nose wheel steering locked out.

The captain should ensure that all appropriate checklists are completed prior to

airplane movement. All passengers should be in their seats, all doors closed and

all equipment away from the airplane. After the tow tractor and tow bar have been

connected, obtain a pushback clearance from ground control. Engine start may be

accomplished during the pushback or delayed until the pushback is completed.

Ground personnel should be on headset to observe and communicate any possible

safety hazards to the flight crew.

Note: The airplane should not be taxied away from a gate, or pushback position,

unless the marshaller clears the airplane to taxi.

Backing with Reverse Thrust

Backing with reverse thrust is not recommended.

Taxi

Taxi General

An airport diagram should be kept in a location readily available to both

crewmembers during taxi. The following guidelines aid in conducting safe and

efficient taxi operations:

2.2

Ground Operations

Prior to Taxi

• both pilots verify the correct airplane parking position is entered into the

FMC

• brief applicable items from airport diagrams and related charts

• ensure both crewmembers understand the expected taxi route

• write down the taxi clearance when received.

During Taxi

•

progressively follow taxi position on the airport diagram

•

during low visibility conditions, call out all signs to verify position

•

if unfamiliar with the airport consider requesting a FOLLOW ME vehicle

or progressive taxi instructions

•

use standard radio phraseology

•

read back all clearances. If any crewmember is in doubt regarding the

clearance, verify taxi routing with the written clearance or with ATC. Stop

the airplane if the clearance is in doubt

•

when ground/obstruction clearance is in doubt, stop the airplane and

obtain a wing-walker

•

avoid distractions during critical taxi phases; plan ahead for checklist

accomplishment and company communications

•

consider delaying checklist accomplishment until stopped during low

visibility operations

•

do not allow ATC or anyone else to rush you

•

verify the runway is clear (both directions) and clearance is received prior

to entering a runway

•

be constantly aware of the equipment, structures, and airplanes behind

you when the engines are above idle thrust

•

consider using the taxi light to visually indicate movement

•

at night use all appropriate airplane lighting

•

when entering any active runway ensure the exterior lights specified in

the FCOM are illuminated.

Prior to Landing

• plan/brief the expected taxiway exit and route to parking.

After Landing

• ensure taxi instructions are clearly understood, especially when crossing

closely spaced parallel runways

• delay company communications until clear of all runways.

2.3

Ground Operations

Flight Deck Perspective

There is a large area near the airplane where personnel, obstacles or guidelines on

the ground cannot be seen, particularly in the oblique view across the flight deck.

Special care must be exercised in the parking area and while taxiing. When

parked, the pilot should rely on ground crew communications to a greater extent

to ensure a safe, coordinated operation.

The pilot’s seat should be adjusted for optimum eye position. The rudder pedals

should be adjusted so that it is possible to apply maximum braking with full rudder

deflection.

During taxiing, the pilot’s heels should be on the floor, sliding the feet up on the

rudder pedals only when required to apply brakes to slow the taxi speed, or when

maneuvering in close quarters on the parking ramp.

Thrust Use

Thrust use during ground operation demands sound judgment and technique. Even

at relatively low thrust the air blast effects from the large, high bypass engines can

be destructive and cause injury. Airplane response to thrust lever movement is

slow, particularly at high gross weights. Engine noise level in the flight deck is low

and not indicative of thrust output. Idle thrust is adequate for taxiing under most

conditions. A slightly higher thrust setting is required to begin taxiing. Allow time

for airplane response before increasing thrust further.

Excess thrust while taxiing may cause foreign objects to deflect into the lower aft

fuselage, stabilizer, or elevators, especially when the engines are over an

unimproved surface. Run-ups and taxi operations should only be conducted over

well maintained paved surfaces and runways.

Taxi Speed and Braking

To begin taxi, release brakes, smoothly increase thrust to minimum required for

the airplane to roll forward, and then reduce thrust as required to maintain normal

taxi speed. A turn should normally not be started until sufficient forward speed has

been attained to carry the airplane through the turn at idle thrust.

The airplane may appear to be moving slower than it actually is due to the flight

deck height above the ground. Consequently, the tendency may be to taxi faster

than desired. This is especially true during runway turnoff after landing. The

ground speed display on the flight instruments may be used to determine actual

taxi speed. The appropriate taxi speed depends on turn radius and surface

condition.

Note: Some taxi speeds, usually between 10 and 20 knots, can cause an increase

in airplane vibration, especially on rough taxiways. If this occurs, a slight

increase or decrease in speed reduces or eliminates the vibration and

increases passenger comfort.

2.4

Ground Operations

Taxi speed should be closely monitored during taxi out, particularly when the

active runway is some distance from the departure gate. Normal taxi speed is

approximately 20 knots, adjusted for conditions. On long straight taxi routes,

speeds up to 30 knots are acceptable, however at speeds greater than 20 knots use

caution when using the nose wheel steering wheel to avoid overcontrolling the

nose wheels. When approaching a turn, speed should be slowed to an appropriate

speed for conditions. On a dry surface, use approximately 10 knots for turn angles

greater than those typically required for high speed runway turnoffs.

Note: High taxi speed combined with heavy gross weight and a long taxi distance

can result in tire sidewall overheating.

Avoid prolonged brake application to control taxi speed as this causes high brake

temperatures and increased wear of brakes. If taxi speed is too high, reduce speed

with a steady brake application and then release the brakes to allow them to cool.

Braking to approximately 10 knots and subsequent release of the brakes results in

less heat build-up in the tires and brakes than when the brakes are constantly

applied.

Under normal conditions, differential braking and braking while turning should be

avoided. Allow for decreased braking effectiveness on slippery surfaces.

Avoid following other airplanes too closely. Jet blast is a major cause of foreign

object damage.

During taxi, the use of reverse thrust above reverse idle is not recommended due

to the possibility of foreign object damage and engine surge. Momentary use of

idle reverse thrust may be necessary on slippery surfaces for airplane control while

taxiing. Consider having the airplane towed rather than relying on extended use of

reverse thrust for airplane control.

Antiskid Inoperative

With antiskid inoperative, tire damage or blowouts can occur if moderate to heavy

braking is used. With this condition, it is recommended that taxi speed be adjusted

to allow for very light braking.

Nose Wheel/Rudder Pedal Steering

The captain’s and first officer’s (if installed) positions are equipped with a nose

wheel steering wheel. The nose wheel steering wheel is used to turn the nosewheel

through the full range of travel at low taxi speeds. Maintain positive pressure on

the nose wheel steering wheel at all times during a turn to prevent the nose wheels

from abruptly returning to center. Rudder pedal steering turns the nose wheels

through a limited range of travel. Straight ahead steering and large radius turns

may be accomplished with rudder pedal steering.

2.5

Boeing 737 - 600/700/800/900. Flight Crew Training Manual (1999 year) - page 2