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

Takeoff and Initial Climb

Initial Climb - One Engine Inoperative

The initial climb attitude should be adjusted to maintain a minimum of V2 and a

positive climb. After liftoff the flight director provides proper pitch guidance.

Cross check indicated airspeed, vertical speed and other flight instruments. The

flight director commands a minimum of V2, or the existing speed up to a

maximum of V2 + 20.

If the flight director is not used, indicated airspeed and attitude become the

primary pitch references.

Retract the landing gear after a positive rate of climb is indicated on the altimeter.

The initial climb attitude should be adjusted to maintain a minimum of V2. If an

engine fails at an airspeed between V2 and V2 + 20, climb at the airspeed at which

the failure occurred. If engine failure occurs above V2 + 20, increase pitch to

reduce airspeed to V2 + 20 and maintain until flap retraction altitude.

The flight director roll mode commands wings level or HDG SEL (as installed)

after liftoff until LNAV engagement or another roll mode is selected. If ground

track is not consistent with desired flight path, use HDG SEL/LNAV to achieve

the desired track.

Indications of an engine fire, impending engine breakup or approaching or

exceeding engine limits, should be dealt with as soon as possible. Accomplish the

appropriate recall checklist items as soon as the airplane is under control, the gear

has been retracted and a safe altitude (typically 400 feet AGL or above) has been

attained. Accomplish the reference checklist items after the flaps have been

retracted and conditions permit.

If an engine failure has occurred during initial climb, accomplish the appropriate

checklist after the flaps have been retracted and conditions permit.

Immediate Turn after Takeoff - One Engine Inoperative

Obstacle clearance or departure procedures may require a special engine out

departure procedure. If an immediate turn is required, initiate the turn at the

appropriate altitude (normally at least 400 feet AGL). Maintain V2 to V2 + 15

with takeoff flaps while maneuvering.

Note: Limit bank angle to 15° until V2 + 15 knots. Bank angles up to 30° are

permitted at V2 + 15 knots with takeoff flaps.

After completing the turn, and at or above flap retraction altitude, accelerate and

retract flaps.

Autopilot Engagement - One Engine Inoperative

When at a safe altitude above 400 feet AGL with correct rudder pedal or trim

input, the autopilot may be engaged.

3.31

Takeoff and Initial Climb

Flap Retraction - One Engine Inoperative

The minimum altitude for flap retraction with an engine inoperative is 400 feet

AGL. During training, flap retraction is initiated at 1,000 feet AGL.

At engine out flap retraction altitude, select flaps up maneuvering speed on the

MCP. Engine-out acceleration and climb capability for flap retraction are

functions of airplane thrust to weight ratio. The flight director commands a near

level or a slight climb (0-200 fpm) flap retraction segment. Accelerate and retract

flaps on the flap-speed schedule.

If the flight director is not being used at flap retraction altitude, decrease pitch

attitude to maintain approximately level flight while accelerating. Retract flaps on

the flap-speed schedule.

As the airplane accelerates and flaps are retracted, adjust the rudder pedal position

to maintain the control wheel centered and trim to relieve rudder pedal pressure.

Flaps Up - One Engine Inoperative

After flap retraction and at flaps up maneuvering speed, select LVL CHG, set

maximum continuous thrust (CON) and continue the climb to the obstacle

clearance altitude.

Initiate the appropriate engine failure non-normal checklist followed by the After

Takeoff checklist when the flaps are up and thrust is set. Remain at flaps up

maneuvering speed until all obstructions are cleared, then select the engine-out

schedule from the CDU CLB page (depending on the next course of action).

Ensure the autothrottle is disconnected before reaching level off altitude. After

level off, set thrust as needed.

Noise Abatement - One Engine Inoperative

When an engine failure occurs after takeoff, noise abatement is no longer a

requirement.

Engine Failure During an ATM Takeoff

A reduced thrust takeoff using the ATM is based on a minimum climb gradient

that clears all obstacles with an engine failure after V1. If an engine failure occurs

during an ATM takeoff, based on takeoff performance data, it is not necessary to

set maximum thrust on the remaining engine. However, if maximum thrust is

desired during an ATM takeoff, thrust on the operating engine may be increased

to go-around thrust by manually advancing the thrust levers. The takeoff

performance data provides a safe operating margin for minimum control speed on

the ground (VMCG) when go-around thrust is set.

3.32

Takeoff and Initial Climb

Advancing the operating engine to the maximum takeoff thrust provides

additional performance margin. This additional performance margin is not a

requirement of the reduced thrust takeoff certification and its use is at the

discretion of the flight crew.

Engine Failure During a Fixed Derate Takeoff

During a fixed derate takeoff, the takeoff performance data at low gross weights

may not provide a safe operating margin for VMCG if thrust levers are advanced

beyond the fixed derate limit. A thrust increase following an engine failure,

especially near V1, could result in a loss of directional control and should not be

accomplished unless, in the opinion of the captain, terrain contact is imminent.

Engine Failure During a Combined Takeoff

During a combined fixed derate and ATM takeoff, the takeoff performance data is

based on the fixed derate takeoff thrust before the assumed temperature reduction.

The takeoff performance data provides a safe operating margin for minimum

control speed on the ground (VMCG) when the fixed derate takeoff thrust is

selected, but not beyond the fixed derate limit. A thrust increase beyond the fixed

derate limit following an engine failure, especially near V1, could result in a loss

of directional control and should not be accomplished unless, in the opinion of the

captain, terrain contact is imminent.

3.33

Climb, Cruise, Descent and Holding

Chapter 4

Table of Contents

Section TOC

4.TOC Climb, Cruise, Descent and Holding-Table of Contents

Preface

4.1

Climb

4.1

Reduced Thrust Climb

4.1

Climb Constraints

4.1

Low Altitude Level Off

4.2

Transition to Climb

4.2

Climb Speed Determination

4.3

Engine Icing During Climb

4.3

Economy Climb

4.3

Economy Climb Schedule - FMC Data Unavailable

4.4

Maximum Rate Climb

4.4

Maximum Angle Climb

4.4

Engine Inoperative Climb

4.4

Cruise

4.5

Maximum Altitude

4.5

Optimum Altitude

4.6

Cruise Speed Determination

4.7

Step Climb

4.7

Cruise Using HUD System

4.8

Low Fuel Temperature

4.8

Cruise Performance Economy

4.9

Engine Inoperative Cruise/Driftdown

4.11

High Altitude High Speed Flight

4.12

ETOPS

4.12

Polar Operations

4.14

4.TOC.1

Climb, Cruise, Descent and Holding

Chapter 4

Preface

This chapter outlines recommended operating practices and techniques used

during climb, cruise, descent and holding. Loss of an engine during climb or cruise

and engine inoperative cruise/driftdown is also addressed. The recommended

operating practices and techniques discussed in this chapter improve crew

coordination, enhance safety, and provide a basis for standardization.

Climb

Reduced Thrust Climb

Engine service life may be extended by operating the engines at less than full

climb rated thrust.

The FMC provides two reduced thrust climb selections on the N1 LIMIT page:

• CLB 1 is approximately a 10% derate of climb thrust

• CLB 2 is approximately a 20% derate of climb thrust

Reduced thrust climb may also be automatically selected by the FMC depending

upon the amount of thrust reduction made for takeoff by either the fixed derate or

assumed temperature method.

Climb thrust reductions are gradually removed as the airplane climbs until full

climb thrust is restored. If rate of climb should drop below approximately 500 feet

per minute, the next higher climb rating should be selected.

Prior to takeoff, the pilot may override the automatically selected climb thrust

limit after the takeoff selection has been completed by selecting another climb

thrust limit on the N1 LIMIT page. When the automatically selected climb thrust

limit is overridden, the previously selected takeoff derate is not affected.

Note: Use of reduced thrust for climb increases total trip fuel and should be

evaluated by each operator.

Climb Constraints

Climb constraints may be automatically entered in the route when selecting a

procedure, or manually entered through CDU entry. When the airplane levels off

at an MCP altitude, that altitude is treated as a climb constraint by the FMC.

All hard altitude climb restrictions, including “at or below” constraints, should be

set in the MCP altitude window. The next altitude may be set when the restriction

has been satisfied or further clearance has been received. This procedure provides

altitude alerting and ensures compliance with altitude clearance limits.

4.1

Climb, Cruise, Descent and

Holding

When relieved of constraints by ATC, use of LVL CHG or VNAV with MCP

altitude intervention (as installed) is recommended in congested areas, or during

times of high workload. Altitude intervention (as installed) is accomplished by

selecting the next desired altitude in the MCP altitude window, pushing the MCP

ALT INTV switch which deletes the altitude constraint and allows the airplane to

climb to the MCP altitude.

Low Altitude Level Off

Occasionally a low altitude climb restriction is required after takeoff. This altitude

restriction should be set in the MCP altitude window. When the airplane

approaches this altitude, the mode annunciation changes to VNAV ALT (as

installed) and the airplane levels off. For airplanes without VNAV ALT installed,

the mode annunciation initially changes to ALT ACQ, then ALT HOLD.

Note: If ALT ACQ occurs before N1 is selected, automatic thrust reduction

occurs and the autothrottle speed mode engages.

High Takeoff Thrust - Low Gross Weight

When accomplishing a low altitude level off following a takeoff using high takeoff

thrust and at a low gross weight, the crew should consider the following factors:

• altitude capture can occur just after liftoff due to the proximity of the level

off altitude and the high climb rate of the airplane

• the AFDS control laws limit F/D and autopilot pitch commands for

passenger comfort

• there may not be enough altitude below the intended level off altitude to

complete the normal capture profile and an overshoot may occur unless

crew action is taken.

To prevent an altitude and/or airspeed overshoot, the crew should consider doing

one or more of the following:

• use reduced thrust for takeoff at low weights whenever possible

• reduce from takeoff to climb thrust earlier than normal

• disconnect the AFDS and complete the level off manually if there is a

possibility of an overshoot

• use manual thrust control as needed to manage speed and prevent flap

overspeeds.

Transition to Climb

Maintain flaps up maneuvering speed until clear of obstacles or above minimum

crossing altitudes. If there are no altitude or airspeed restrictions, accelerate to the

desired climb speed schedule. The sooner the airplane can be accelerated to the

climb speed schedule, the more time and fuel efficient the flight.

4.2

Climb, Cruise, Descent and

Holding

Climb Speed Determination

Enroute climb speed is automatically computed by the FMC and displayed on the

climb page. It is also displayed as command speed when VNAV is engaged. Below

the speed transition altitude the FMC targets the transition speed limit stored in the

navigation data base for the departure airport (250 knots below 10,000 feet MSL

in FAA. airspace), or flaps up maneuvering speed, whichever is higher. The FMC

applies waypoint-related speed restrictions displayed on the LEGS pages, and

altitude-related speed restrictions displayed on the climb page.

The FMC provides optimum climb speed modes for economy (ECON) operation

and engine out (ENG OUT) operation. These optimum speeds can be changed

before or during the climb. Selectable climb speed modes are also provided for

maximum angle climb (MAX ANGLE) and maximum rate (MAX RATE)

operation.

The ECON climb speed is a constant speed/constant Mach schedule optimized to

obtain the minimum airplane operating cost. The constant Mach value is set equal

to the economy cruise Mach calculated for the cruise altitude entered in the FMC.

For very low cruise altitudes the economy climb speed is increased above normal

values to match the economy cruise speed at the entered cruise altitude. For ECON

climb, the speed is a function of gross weight (predicted weight at top of climb),

predicted top of climb wind, predicted top of climb temperature deviation from

ISA, and cost index.

Engine Icing During Climb

Engine icing may form when not expected and may occur when there is no

evidence of icing on the windshield or other parts of the airplane. Once ice starts

to form, accumulation can build very rapidly. Although one bank of clouds may

not cause icing, another bank, which is similar, may cause icing.

Note: The engine anti-icing system should be turned on whenever icing

conditions exist or are anticipated. Failure to follow the recommended

anti-ice procedures can result in engine stall, overtemperature or engine

damage.

Economy Climb

The normal economy climb speed schedule of the FMC minimizes trip cost. It

varies with gross weight and is influenced by cost index. The FMC generates a

fixed speed schedule as a function of cost index and weight.

Economy climb speed normally exceeds 250 knots for all gross weights. FMC

climb speed is limited to 250 knots below 10,000 feet (FAA Airspace), or a lower

waypoint speed restriction, if entered. If the use of a higher speed below 10,000

feet is allowed, ECON speed provides additional cost savings.

4.3

Climb, Cruise, Descent and

Holding

Economy Climb Schedule - FMC Data Unavailable

•

250 knots/VREF 40 + 70, whichever is higher - Below 10,000 feet

•

280 knots/0.76M - Above 10,000 feet

Maximum Rate Climb

A maximum rate climb provides both high climb rates and minimum time to

cruise altitude. Maximum rate climb can be approximated by using the following:

• flaps up Maneuver Speed + 50 knots until intercepting 0.76M

Note: The FMC provides maximum rate climb speeds.

Maximum Angle Climb

The FMC provides maximum angle climb speeds. Maximum angle climb speed is

normally used for obstacle clearance, minimum crossing altitude or to reach a

specified altitude in a minimum distance. It varies with gross weight and provides

approximately the same climb gradient as flaps up maneuvering speed.

Engine Inoperative Climb

The engine inoperative climb speed is approximately maximum angle climb speed

and varies with gross weight and altitude. After flap retraction and all obstructions

are cleared, on the FMC ACT ECON CLB page, select ENG OUT followed by

the prompt corresponding to the failed engine. This displays the MOD ENG OUT

CLB page (ENG OUT CLB for FMC U10.3 and later) which provides advisory

data for an engine out condition.

If a thrust loss occurs at other than takeoff thrust, set maximum continuous thrust

on the operative engine and adjust the pitch to maintain airspeed.

Note: Selecting CON on the FMC N1 LIMIT page moves the N1 bug to

maximum continuous thrust until another mode is selected or

automatically engaged. Thrust must be manually set.

The MOD ENG OUT CLB (ENG OUT CLB for FMC 10.3 and later) page

displays the N1 for maximum continuous thrust, maximum altitude and the engine

out climb speed to cruise altitude, or maximum engine out altitude, whichever is

lower. Leave thrust set at maximum continuous thrust until airspeed increases to

the commanded value.

Note: If computed climb speeds are not available, use flaps up maneuvering

speed and maximum continuous thrust.

4.4

Climb, Cruise, Descent and

Holding

Cruise

This section provides general guidance for the cruise portion of the flight for

maximum passenger comfort and economy.

Maximum Altitude

Maximum altitude is the highest altitude at which the airplane can be operated. It

is determined by three basic characteristics, which are unique to each airplane

model. The FMC predicted maximum altitude is the lowest of:

• maximum certified altitude (structural) - determined during certification

and is usually set by the pressurization load limits on the fuselage.

• thrust limited altitude - the altitude at which sufficient thrust is available

to provide a specific minimum rate of climb. (Reference the Long Range

Cruise Maximum Operating Altitude table in the PI chapter of the QRH).

Depending on the thrust rating of the engines, the thrust limited altitude

may be above or below the maneuver altitude capability.

• buffet or maneuver limited altitude - the altitude at which a specific

maneuver margin exists prior to buffet onset. This altitude provides at

least a 0.2g margin (33° bank) for FAA operations or a 0.3g margin (40°

bank) for CAA/JAA operations prior to buffet.

Although each of these limits are checked by the FMC, available thrust may limit

the ability to accomplish anything other than relatively minor maneuvering. The

amber band limits do not provide an indication of maneuver capability as limited

by available thrust.

To get the most accurate altitude limits from the FMC, ensure the following entries

are accurate:

• airplane weight

• cruise CG

• temperature deviation at the cruise altitude.

For LNAV operation, the FMC provides a real-time bank angle limiting function.

This function will protect the commanded bank angle from exceeding the current

available thrust limit. This bank angle limiting protection is only available when

in LNAV.

For operations other than LNAV, fly at least 10 knots above the lower amber band

and use bank angles of 10° or less when operating at or near maximum altitude. If

speed drops below the lower amber band, immediately increase speed by doing

one or more of the following:

• reduce angle of bank

• increase thrust up to maximum continuous

• descend.

4.5

Climb, Cruise, Descent and

Holding

Turbulence at or near maximum altitude can momentarily increase the airplane’s

angle-of attack and activate the stick shaker. When flying at speeds near the lower

amber band, any maneuvering will increase the load factor and further reduce the

margin to buffet onset and stick shaker.

FMC fuel predictions are not available above the FMC maximum altitude and are

not displayed on the CDU. VNAV is not available above FMC maximum altitude.

Fuel burn at or above maximum altitude increases. Flight above this altitude is not

recommended.

Optimum Altitude

Optimum altitude is the cruise altitude for minimum cost when operating in the

ECON mode, and for minimum fuel burn when in the LRC or pilot-selected speed

modes. In ECON mode, optimum altitude increases as either airplane weight or

cost index decreases. In LRC or selected speed modes, optimum altitude increases

as either airplane weight or speed decreases. On each flight, optimum altitude

continues to increase as weight decreases during the flight.

For shorter trips, optimum altitude as defined above may not be achievable since

the top of descent (T/D) point occurs prior to completing the climb to optimum

altitude.

Trip altitude, as defined on the FMC PERF INIT page, further constrains optimum

altitude by reducing the altitude for short trips until minimum cruise segment time

is satisfied. This cruise time is typically one minute, but is operator selectable in

the FMC by maintenance action. For short trips, operation at the trip altitude

results in the minimum fuel/cost while also satisfying the minimum cruise time

requirement.

Flight plans not constrained by short trip distance are typically based on

conducting the cruise portion of the flight within plus or minus 2000 feet of

optimum altitude. Since the optimum altitude increases as fuel is consumed during

the flight, it is necessary to climb to a higher cruise altitude every few hours to

achieve the flight plan fuel burn. This technique, referred to as Step Climb Cruise,

is typically accomplished by initially climbing 2000 feet above optimum altitude

and then cruising at that flight level until 2000 feet below optimum. For most

flights, one or more step climbs may be required before reaching T/D. It may be

especially advantageous to request an initial cruise altitude above optimum if

altitude changes are difficult to obtain on specific routes. This minimizes the

possibility of being held at a low altitude/high fuel consumption condition for long

periods of time. The requested/accepted initial cruise altitude should be compared

to the thrust limited or the maneuver margin limited altitudes. Remember, a cruise

thrust limited altitude is dependent upon the cruise level temperature. If the cruise

level temperature increases above the chart value for gross weight, maximum

cruise thrust will not maintain desired cruise speed.

4.6

Climb, Cruise, Descent and

Holding

The selected cruise altitude should normally be as close to optimum as possible.

Optimum altitude is the altitude that gives the minimum trip cost for a given trip

length, cost index, and gross weight. It provides approximately a 1.5 load factor

(approximately 48° bank to buffet onset) or better buffet margin. As deviation

from optimum cruise altitude increases, performance economy deteriorates.

Some loss of thrust limited maneuver margin can be expected above optimum

altitude. Levels 2000 feet above optimum altitude normally allows approximately

45° bank prior to buffet onset. The higher the airplane flies above optimum

altitude, the more the thrust margin is reduced. Before accepting an altitude above

optimum, determine that it will continue to be acceptable as the flight progresses

under projected conditions of temperature and turbulence.

On airplanes with higher thrust engines, the altitude selection is most likely

limited by maneuver margin to initial buffet. Projected temperature and turbulence

conditions along the route of flight should be reviewed when requesting/accepting

initial cruise altitude as well as subsequent step climbs.

Cruise Speed Determination

Cruise speed is automatically computed by the FMC and displayed on the CRZ

page. It is also displayed by the command air speed when VNAV is engaged. The

default cruise speed mode is economy (ECON) cruise. The pilot can also select

long range cruise (LRC), engine out modes, or overwrite fixed Mach or CAS

values on the CRZ page target speed line.

ECON cruise is a variable speed schedule that is a function of gross weight, cruise

altitude, cost index, and headwind component. It is calculated to provide

minimum operating cost for the entered cost index. Entry of zero for cost index

results in maximum range cruise.

Headwinds increase the ECON CRZ speed. Tailwinds decrease ECON CRZ

speed, but not below the zero wind maximum range cruise airspeed.

LRC is a variable speed schedule providing fuel mileage 1% less than the

maximum available. The FMC does not apply wind corrections to LRC.

Required Time of Arrival (RTA) speed is generated to meet a time required at an

RTA specified waypoint on the FMC LEGS page.

Step Climb

Optimum step points are a function of the route length, flight conditions, speed

mode, present airplane altitude, STEP to altitude and gross weight.

The FMC does not compute an optimum step point. The crew must enter a STEP

to altitude. The FMC then computes the ETA and distance to step climb point

based upon gross weight. A fuel savings or penalty to destination is computed

assuming the step climb is performed. Initiate a cruise climb to the new altitude as

close as practicable to the step climb point.

4.7

Climb, Cruise, Descent and

Holding

Fuel for Enroute Climb

The additional fuel required for a 4,000 foot enroute climb varies from 300 to 500

lbs (135 to 225 kgs) depending on the airplane gross weight, initial altitude, air

temperature, and climb speed. The fuel increment is largest for high gross weights

and low initial altitudes. Additional fuel burn is offset by fuel savings in the

descent. It is usually beneficial to climb to a higher altitude if recommended by

the FMC or the flight plan, provided the wind information used is reliable.

Note: The fuel saved at higher altitude does not normally justify a step climb

unless the cruise time of the higher altitude is approximately 20 minutes or

longer.

Cruise Using HUD System

The HUD may be used at any altitude but horizon accuracy is limited above

25,000 feet.

Low Fuel Temperature

Fuel temperature changes relative to total air temperature. For example, extended

operation at high cruise altitudes tends to reduce fuel temperature. In some cases

the fuel temperature may approach the minimum fuel temperature limit.

Fuel freezing point should not be confused with fuel ice formation caused by

frozen water particles. The fuel freezing point is the temperature at which the

formation of wax crystals appears in the fuel. The Jet A fuel specification limits

the freezing point to -40°C maximum, while the Jet A-1 limit is -47°C maximum.

In the Former Soviet Union, the fuel is TS-1 or RT, which has a maximum freezing

point of -50°C, which can be lower in some geographical regions. The actual

uplifted freezing point for jet fuels varies by the geographical region in which the

fuel is refined.

Unless the operator measures the actual freezing point of the loaded fuel at the

dispatch station, the maximum specification freezing point must be used. At most

airports, the measured fuel freezing point can yield a lower freezing point than the

specification maximum freezing point. The actual delivered freezing temperature

can be used if it is known. Pilots should keep in mind that some airports store fuel

above ground and, in extremely low temperature conditions, the fuel may already

be close to the minimum allowable temperature before being loaded.

For blends of fuels, use the most conservative freezing point of the fuel on board

as the freezing point of the fuel mixture. This procedure should be used until 3

consecutive refuelings with a lower freezing point fuel have been completed. Then

the lower freezing point may be used. If fuel freezing point is projected to be

critical for the next flight segment, wing tank fuel should be transferred to the

center wing tank before refueling. The freezing point of the fuel being loaded can

then be used for that flight segment.

4.8

Climb, Cruise, Descent and

Holding

Fuel temperature should be maintained within AFM limitations as specified in the

Limitations chapter of the FCOM.

Maintaining a minimum fuel temperature should not be a concern unless the fuel

temperature approaches the minimum temperature limit. The rate of cooling of the

fuel is approximately 3° C per hour, with a maximum of 12° C per hour possible

under the most extreme conditions.

Total air temperature can be raised in the following three ways, used individually

or in combination:

• climb or descend to a warmer air mass

• deviate to a warmer air mass

• increase Mach number.

Note: In most situations, warmer air can be reached by descending but there have

been reports of warmer air at higher flight levels. Air temperature forecasts

should be carefully evaluated when colder than normal temperatures are

anticipated.

It takes from 15 minutes to one hour to stabilize the fuel temperature. In most

cases, the required descent would be 3,000 to 5,000 feet below optimum altitude.

In more severe cases, descent to altitudes of 25,000 feet to 30,000 feet might be

required. An increase of 0.01 Mach results in an increase of 0.5° to 0.7° C total air

temperature.

Cruise Performance Economy

The flight plan fuel burn from departure to destination is based on certain assumed

conditions. These include takeoff gross weight, cruise altitude, route of flight,

temperature, enroute winds, and cruise speed.

Actual fuel burn should be compared to the flight plan fuel burn throughout the

flight.

The planned fuel burn can increase due to:

• temperature above planned

• a lower cruise altitude than planned

• cruise altitude more than 2,000 feet above optimum altitude

• speed faster than planned or appreciably slower than long range cruise

speed when long range cruise was planned

• stronger headwind component

• fuel imbalance

• improperly trimmed airplane

• excessive thrust lever adjustments.

4.9

Climb, Cruise, Descent and

Holding

Cruise fuel penalties include:

• ISA + 10° C: 1% increase in trip fuel

•

2,000 feet above/below optimum altitude: 1% to 2% increase in trip fuel

•

4,000 feet below optimum altitude: 3% to 5% increase in trip fuel

•

8,000 feet below optimum altitude: 8% to 14% increase in trip fuel

• cruise speed 0.01M above LRC: 1% to 2% increase in trip fuel.

For cruise within 2,000 feet of optimum, long range cruise speed can be

approximated by using 0.78M. Long range cruise also provides the best buffet

margin at all cruise altitudes.

Note: If a discrepancy is discovered between actual fuel burn and flight plan fuel

burn that cannot be explained by one of the items above, a fuel leak should

be considered. Accomplish the applicable non-normal checklist.

4.10

Climb, Cruise, Descent and

Holding

Engine Inoperative Cruise/Driftdown

Performance of a non-normal checklist or sudden engine failure may lead to the

requirement to perform a single engine driftdown.

If an engine failure occurs while at cruise altitude, it may be necessary to descend.

The autothrottle should be disconnected and the thrust manually set to CON. On

the FMC CRZ page, select the ENG OUT prompt, followed by the prompt

corresponding to the failed engine. This displays MOD ENG OUT CRZ (ENG

OUT CRZ for FMC U10.3 and later) and the FMC calculates engine out target

speed and maximum engine out altitude at the current gross weight. The fields are

updated as fuel is burned.

Set the MAX altitude in the MCP altitude window and the engine out target

airspeed in the MCP IAS window. Allow airspeed to slow to engine out speed then

engage LVL CHG. If the engine out target airspeed and maximum continuous

thrust (MCT) are maintained, the airplane levels off above the original MAX

altitude. However, the updated MAX altitude is displayed on the ENG OUT CRZ

page. After viewing engine out data, select the ERASE prompt to return to the

active CRZ page. With the MOD ENG OUT CRZ page selected, no other FMC

data pages can be executed.

After level off at the target altitude, maintain MCT and allow the airplane to

accelerate to the single engine long range cruise speed. Maintain this speed with

manual thrust adjustments. Entering the new cruise altitude and airspeed on the

ECON CRZ page updates the ETAs and Top of Descent predictions. Refer to

Engine Out Familiarization, chapter 7, for trim techniques.

• Select ENG OUT CRZ

• Set engine out altitude and airspeed on MCP

Engine

• Slow to ENG OUT airspeed

failure

• Select LVL CHG

•

• Non-normal checklist

• Disconnect

autothrottle

•

• Select CON

• Notify ATC

•

thrust in FMC

• Initiate turn

• Manually set

• Maintain CON

with HDG SEL

limit thrust

(if required)

• Accelerate to single engine

long range cruise speed

• Determine course of action

Note: If the airplane is at or below maximum ENG OUT altitude when an engine

becomes inoperative, select the MOD ENG OUT CRZ (ENG OUT CRZ

for FMC U10.3 and later). Maintain engine out cruise speed using manual

thrust adjustments.

4.11

Climb, Cruise, Descent and

Holding

High Altitude High Speed Flight

The airplane exhibits excellent stability throughout the high altitude / high Mach

range. Mach buffet is not normally encountered at high Mach cruise. The airplane

does not have a Mach tuck tendency.

With Mach trim inoperative, the airplane exhibits a slight nose down trim change

when accelerating to speeds approaching MMO, however, control force changes

are light and easily managed. When the Mach trim system is operative, the nose

down trim change is nearly imperceptible except by referencing the control

column position.

As speed nears MMO, drag increases rapidly. At high weights, sufficient thrust

may not be available to accelerate to MMO in level flight at normal cruising

altitudes.

ETOPS

Extended Range Operation with Two Engine Airplanes (ETOPS) are those flights

which include points at a flying distance greater than one hour (in still air) single

engine cruise speed from an adequate airport. Improved technology and the

increased reliability of two engine airplanes has prompted a re-examination of the

rules governing their flights over oceans or desolate areas.

ETOPS Requirements and Approval

Operators conducting ETOPS are required to comply with the provisions of FAA

Advisory Circular 120-42A or other applicable governing regulations. An airline

must have an ETOPS configured airplane, and approved flight operations and

maintenance programs in place to support ETOPS operations.

The Minimum Equipment List (MEL) and the Dispatch Deviations Guide (DDG)

include dispatch relief levels appropriate to ETOPS.

The airline ensures that the ETOPS airplane is in compliance with the

requirements of the appropriate Boeing Configuration, Maintenance and

Procedures (CMP) documents. The airline's maintenance department must

develop programs which monitor and report reliability of the engines, airframe

and components. The Minimum Equipment List (MEL) and the Dispatch

Deviations Guide (DDG) have been expanded to address the improved

redundancy levels and the additional equipment unique to ETOPS configured

airplanes.

4.12

Climb, Cruise, Descent and

Holding

Flight and Performance

Crews undertaking ETOPS flights must be familiar with the suitable enroute

alternates listed in the flight plan. These airports must meet ETOPS weather

minima which require an incremental increase above conventional alternate

minimums, and be located so as to ensure that the airplane can divert and land in

the event of a system failure requiring a diversion.

Planning an ETOPS flight requires an understanding of the area of operations,

critical fuel reserves, altitude capability, cruise performance tables and icing

penalties. The Flight Planning and Performance Manual (FPPM) provides

guidance to compute critical fuel reserves which are essential for the flight crew

to satisfy the requirements of the ETOPS flight profile. The FPPM also provides

single engine altitude capability and cruise and diversion fuel information at

ETOPS planning speeds. This information is not included in the FCOM/QRH.

Fuel reserve corrections must be made for winds, non-standard atmospheric

conditions, performance deterioration caused by engines or airframe, and when

needed, flight through forecast icing conditions.

Note: Critical fuel calculations are part of the ETOPS dispatch process and are

not normally calculated by the flight crew. The crew normally receives

ETOPS critical fuel information in the Computer Flight Plan (CFP).

Procedures

Normal procedures on ETOPS flights do not differ from standard normal

procedures. However, during the last hour of ETOPS cruise, the FAA currently

requires that a fuel crossfeed valve check be performed on airplanes with a single

crossfeed valve. This verifies that the crossfeed valve is operating so that on the

subsequent flight, if an engine fails, fuel feed is available from both main tanks

through the crossfeed valve.

Before entering the ETOPS phase of flight, the APU must be operating.

ETOPS engine-out procedures may be different from standard non-normal

procedures. Following an engine failure the crew performs a modified

“driftdown” procedure determined by the ETOPS route requirements. This

procedure typically uses higher descent and cruise speeds, and a lower cruise

altitude following engine failure. This allows the airplane to reach an alternate

airport within the specific time limits authorized for the operator. These cruise

speeds and altitudes are determined by the airline and approved by its regulatory

agency and usually differ from the engine-out speeds provided by the FMC. The

captain, however, has the discretion to modify this speed if actual conditions

following the diversion decision dictate such a change.

4.13

Climb, Cruise, Descent and

Holding

Polar Operations

Refer to the FMC Polar Navigation section in Volume 2 of the FCOM for specifics

about operations in polar regions and a description of the boundaries of the polar

regions.

During preflight planning extremely cold air masses should be noted and cold fuel

temperatures should be considered. See the Low Fuel Temperature section in this

chapter for details regarding recommendations and crew actions.

Operators should establish a remote airport diversion plan to include supporting

the airplane, passengers and crew. Airplane equipment and document needs to be

considered:

• cold weather clothing to enable one or more crewmembers to exit the

airplane at a diversion airport with extreme cold conditions

• comprehensive instructions on securing the airplane for cold weather to

include draining water tanks, etc.

• diversion airport data to include airport diagrams, information on nearby

terrain and photographs (if available), emergency equipment availability,

etc.

• cold temperature altitude correction table.

Due to limited availability of alternate airports relative to other regions, special

attention should be given to diversion planning including airport conditions and

availability of compatible fuel. Crews should be prepared to operate in QFE and

metric altitude where required. Expect changes in assigned cruising levels enroute

since standard cruising levels vary by FIR. Some airports provide QNH upon

request, even if their standard is QFE. Metric wind speed (m/sec) may be all that

is available. A simple approximation: 1 m/sec = 2 knots. A feet to meters

conversion chart may be useful for planning step climbs, converting minima, etc.

Use caution when using ADF and/or VOR raw data. ADF orientation (true or

magnetic) is determined by the heading reference selected by the crew. VOR

radials are displayed according to the orientation of the VOR station.

Communications should be handled according to the applicable enroute charts.

Above 82 degrees N, SATCOM is unavailable. HF frequencies and HF SELCAL

must be arranged by the flight crew prior to the end of SATCOM coverage.

Routine company communications procedures should include flight following to

enable immediate assistance during a diversion or other emergency.

Note: To use SATCOM on the ground, the IRUs must be aligned.

4.14

Climb, Cruise, Descent and

Holding

When navigating in the polar regions, magnetic heading should be considered

unreliable or totally useless for navigation. Magnetic variations typically are

extreme, often are not constant at the same point and change rapidly as airplane

position changes. Ensure the computer flight plan shows true tracks and true

headings. Grid headings may also be used as a reference for those airplanes

equipped with grid heading indicators although no airplane systems use grid

heading. For some high latitude airports, grid headings are shown on the

instrument approach procedures. Note that unmapped areas in the GPWS terrain

data base display as magenta dots on the map, regardless of the airplane altitude.

The primary roll mode for polar operations should be LNAV, which may be used

with the heading reference switch in the NORM position. HDG SEL/HOLD are

functional but require the manual selection of TRUE heading reference.

Deviations from planned route may be accomplished in HDG SEL.

Note: Do not use HDG SEL or ROLL CWS north of 89 degrees 30 minutes North

latitude or south of 89 degrees 30 minutes South latitude, due to rapid

heading and track changes occurring near either pole. At latitudes north of

N85 or south of S85, the true heading on the RMI may differ from the True

Heading displayed on the MAP(s), due to position differences between

IRU-L and FMC.

Loss of both GPS units results in an increased ANP and possible display of the

UNABLE REQD NAV PERF-RNP message but normally does not prevent

continuing the polar flight.

If neither IRU is operating in the NAV mode, the airplane heading/track on the

PFD and map is invalid. The GPS-L True Track on CDU PROGRESS 3/3 page

provides a source of airplane track, which can be used as a secondary reference to

update the heading for any IRS in ATT mode.

4.15

Climb, Cruise, Descent and

Holding

Descent

Descent Speed Determination

The default FMC descent speed schedule is an economy (ECON) descent from

cruise altitude to the airport speed transition altitude followed by a descent at ten

knots less than this speed. The speed schedule is adjusted to accommodate

waypoint speed/altitude constraints displayed on the LEGS pages, and

speed/altitude constraints displayed on the DES page. If desired, the ECON speed

schedule can be modified by alternate Mach, Mach/IAS, or IAS values on the DES

page target speed line. If the FMC information is not available, use target speeds

from the Descent Rates table in this chapter.

Descent Path

An FMC path descent is the most economical descent method. At least one

waypoint-related altitude constraint below cruise altitude on a LEGS page

generates a descent guidance path. The path is built from the lowest constraint

upward, assuming idle thrust, or approach idle below the anti-ice altitude entered

on the DESCENT FORECAST page.

The path is based on the descent speed schedule, any entered speed/altitude

constraints or forecast use of anti-ice. The path reflects descent wind values

entered on the DESCENT FORECAST page.

Descent Constraints

Descent constraints may be automatically entered in the route when selecting an

arrival procedure, or manually entered through the CDU.

Set all mandatory altitude restrictions and “at or above” constraints in the Mode

Control Panel (MCP) altitude window. The next altitude may be set when the

restriction has been assured or further clearance has been received.

Shallow vertical path segments may result in the autothrottle supplying partial

power to maintain the target speed. Vertical path segments steeper than an idle

descent may require the use of speedbrakes for speed control. Deceleration

requirements below cruise altitude (such as at 10,000 MSL) are accomplished

based on a rate of descent of approximately 500 fpm. When a deceleration is

required at top of descent, it is performed in level flight.

Speed Intervention (As installed)

VNAV speed intervention can be used to respond to ATC speed change

requirements. VNAV SPD pitch mode responds to speed intervention by changing

airplane pitch while the thrust remains at idle. VNAV PTH pitch mode may require

the use of speedbrakes or increased thrust to maintain the desired airspeed.

4.16

Climb, Cruise, Descent and

Holding

Descent Preparation Using HUD System

If the combiner was previously stowed, the combiner should be positioned and the

pilot should verify that it is properly aligned with the overhead unit. For night

landings, set combiner brightness high enough to ensure that the symbology is

visible over bright touchdown zone lights.

Descent Planning

Flight deck workload typically increases as the airplane descends into the terminal

area. Distractions must be minimized and administrative and nonessential duties

completed before descent or postponed until after landing. Perform essential

duties early in the descent so more time is available during the critical approach

and landing phases.

Operational factors and/or terminal area requirements may not allow following

the optimum descent schedule. Terminal area requirements can be incorporated

into basic flight planning but ATC, weather, icing and other traffic may require

adjustments to the planned descent schedule.

Proper descent planning is necessary to arrive at the desired altitude at the proper

speed and configuration. The distance required for the descent is approximately 3

NM/1000 feet altitude loss for no wind conditions using ECON speed. Rate of

descent is dependent upon thrust, drag, airspeed schedule and gross weight.

Descent Rates

Descent Rate tables provide typical rates of descent below 20,000 feet with idle

thrust and speedbrakes extended or retracted.

Rate of Descent (Typical)

Target Speed

Clean

With Speedbrake

0.78M / 280 knots

2200 fpm

3100 fpm

250 knots

1700 fpm

2300 fpm

VREF 40 + 70

1100 fpm

1400 fpm

Normally, descend with idle thrust and in clean configuration (no speedbrakes).

Maintain cruise altitude until the proper distance or time out for the planned

descent and then hold the selected airspeed schedule during descent. Deviations

from this schedule may result in arriving too high at destination and require

circling to descend, or arriving too low and far out requiring extra time and fuel to

reach destination.

The speedbrake may be used to correct the descent profile if arriving too high or

too fast. The Descent Procedure is normally initiated before the airplane descends

below the cruise altitude for arrival at destination, and should be completed by

10,000 feet MSL. The Approach Procedure is normally started at transition level.

4.17

Climb, Cruise, Descent and

Holding

Plan the descent to arrive at traffic pattern altitude at flaps up maneuvering speed

approximately 12 miles from the runway when proceeding straight-in or about 8

miles out when making an abeam approach. A good crosscheck is to be at 10,000

feet AGL, 30 miles from the airport, at 250 knots.

Losing airspeed can be difficult and may require a level flight segment. For

planning purposes, it requires approximately 25 seconds and 2 NM to decelerate

from 280 to 250 knots in level flight without speedbrakes. It requires an additional

35 seconds and 3 NM to decelerate to flaps up maneuvering speed at average gross

weights. Using speedbrakes to aid in deceleration reduces these times and

distances by approximately 50%.

Maintaining the desired descent profile and using the map mode to maintain

awareness of position ensures a more efficient operation. Maintain awareness of

the destination weather and traffic conditions, and consider the requirements of a

potential diversion. Review the airport approach charts and discuss the plan for the

approach, landing, and taxi routing to parking. Complete the approach briefing as

soon as practical, preferably before arriving at top of descent. This allows full

attention to be given to airplane control.

Speedbrakes

The PF should keep a hand on the speedbrake lever when the speedbrakes are used

in-flight. This helps prevent leaving the speedbrake extended when no longer

required.

Use of speedbrakes between the down detent and flight detent can result in rapid

roll rates and normally should be avoided. While using the speedbrakes in descent,

allow sufficient altitude and airspeed margin to level off smoothly. Lower the

speedbrakes before adding thrust.

Note: In flight, do not extend the speedbrake lever beyond the FLIGHT detent.

The use of speedbrakes with flaps extended should be avoided, if possible. With

flaps 15 or greater, the speedbrakes should be retracted. If circumstances dictate

the use of speedbrakes with flaps extended, high sink rates during the approach

should be avoided. Speedbrakes should be retracted before reaching 1,000 feet

AGL.

The flaps are normally not used for increasing the descent rate. Normal descents

are made in the clean configuration to pattern or instrument approach altitude.

When descending with the autopilot engaged and the speedbrakes extended at

speeds near VMO/MMO, the airspeed may momentarily increase to above

VMO/MMO if the speedbrakes are retracted quickly. To avoid this condition,

smoothly and slowly retract the speedbrakes to allow the autopilot sufficient time

to adjust the pitch attitude to maintain the airspeed within limits.

4.18

Climb, Cruise, Descent and

Holding

When the speedbrakes are retracted during altitude capture near VMO/MMO, a

momentary overspeed condition may occur. This is because the autopilot captures

the selected altitude smoothly by maintaining a fixed path while the thrust is at or

near idle. To avoid this condition, it may be necessary to reduce the selected speed

and/or descent rate prior to altitude capture or reduce the selected speed and delay

speedbrake retraction until after level off is complete.

Flaps and Landing Gear

Normal descents are made in the clean configuration to pattern or instrument

approach altitude. If greater descent rates are desired, extend the speedbrakes.

When thrust requirements for anti-icing result in less than normal descent rates

with speedbrakes extended, or if higher than normal descent rates are required by

ATC clearance, the landing gear can be lowered to increase the rate of descent.

Extend the flaps when in the terminal area and conditions require a reduction in

airspeed below flaps up maneuvering speed. Normally select flaps 5 prior to the

approach fix going outbound, or just before entering downwind on a visual

approach.

Note: Avoid using the landing gear for increased drag. This minimizes passenger

discomfort and increases gear door life.

Speed Restrictions

Speed restrictions below specific altitudes/flight levels and in the vicinity of

airports are common. At high gross weights, minimum maneuvering speed may

exceed these limits. Consider extending the flaps to attain a lower maneuvering

speed or obtain clearance for a higher airspeed from ATC.

Other speeds may be assigned by ATC. Pilots complying with speed adjustments

are expected to maintain the speed within plus or minus 10 knots.

Engine Icing During Descent

The use of anti-ice and the increased thrust required increases the descent

distance. Therefore, proper descent planning is necessary to arrive at the initial

approach fix at the correct altitude, speed, and configuration. The anticipated

anti-ice use altitude should be entered on the DESCENT FORECAST page to

assist the FMC in computing a more accurate descent profile.

4.19

Climb, Cruise, Descent and

Holding

Engine icing may form when not expected and may occur when there is no

evidence of icing on the windshield or other parts of the airplane. Once ice starts

to form, accumulation can build very rapidly. Although one bank of clouds may

not cause icing, another bank, which is similar, may induce icing.

Note: The engine anti-icing system should be turned on whenever icing

conditions exist or are anticipated. Failure to follow the recommended

anti-ice procedures can result in engine stall, overtemperature or engine

damage.

Holding

Start reducing to holding airspeed 3 minutes before arrival time at the holding fix

so that the airplane crosses the fix, initially, at or below the maximum holding

airspeed.

If the FMC holding speed is greater than the ICAO or FAA maximum holding

speed, holding may be conducted at flaps 1, using flaps 1 maneuvering speed.

Flaps 1 uses approximately 10% more fuel than flaps up. Holding speeds in the

FMC provide an optimum holding speed based upon fuel burn and speed

capability; but are never lower than flaps up maneuvering speed.

If holding speed is not available from the FMC, refer to the PI section of the QRH.

Recommended holding speeds can be approximated by using the following

guidance until more accurate speeds are obtained from the QRH:

• flaps up maneuvering speed approximates minimum fuel burn speed and

may be used at low altitudes

• above FL250, use VREF 40 + 100 knots to provide adequate buffet

margin.

Procedure Holding

When a procedure holding pattern is selected from the navigation data base and

the FMC shows PROC HOLD on the legs page, the following is true when the

PROC HOLD is the active leg:

• exiting the holding pattern is automatic; there is no need to select EXIT

HOLD

• if the crew desires to remain in holding a new holding pattern must be

entered.

4.20

Climb, Cruise, Descent and

Holding

ICAO Holding Airspeeds (Maximum)

Altitude

Speed

Through 14,000 feet

230 knots

Above 14,000 to 20,000 feet MSL

240 knots

Above 20,000 to 34,000 feet MSL

265 knots

Above 34,000 feet MSL

0.83M

FAA Holding Airspeeds (Maximum)

Altitude

Speed

Through 6,000 feet MSL

200 knots

6,001 feet MSL through

230 knots

14,000 feet MSL

(210 knots Washington D. C. & New York FIRs)

14,001 feet MSL and above

265 knots

Maintain clean configuration if holding in icing conditions or in turbulence.

If the holding pattern has not been programmed in the FMC, the initial outbound

leg should be flown for 1 minute or 1 1/2 minutes as required by altitude. Timing

for subsequent outbound legs should be adjusted as necessary to achieve proper

inbound leg timing.

In extreme wind conditions or at high holding speeds, the defined holding pattern

protected airspace may be exceeded. However, the holding pattern depicted on the

map display will not exceed the limits. Advise ATC if an increase in airspeed is

necessary due to turbulence, if unable to accomplish any part of the holding

procedure, or if unable to comply with speeds listed in the tables above.

4.21

Approach and Missed Approach

Chapter 5

Table of Contents

Section TOC

5.TOC Approach and Missed Approach-Table of Contents

Preface

5.1

Approach

5.1

Instrument Approaches

5.1

Approach Briefing

5.2

Approach Category

5.2

Approach Clearance

5.3

Procedure Turn

5.4

Stabilized Approach Recommendations

5.4

Mandatory Missed Approach

5.5

Landing Minima

5.6

Radio Altimeter (RA)

5.6

Missed Approach Point (MAP)

5.6

Determination of a MAP

5.7

Instrument Landing System (ILS)

5.7

Instrument Approach using VNAV or IAN (As installed)

5.7

Localizer

5.7

Other Non-ILS Approaches

5.8

Precision Approach Radar (PAR)

5.8

Airport Surveillance Radar (ASR)

5.8

ILS Approach

5.9

ILS Approach - Fail Passive

5.9

ILS Approach - Fail Operational

5.10

ILS Approach - General

5.11

Decision Altitude/Height - DA(H)

5.11

Alert Height - AH

5.11

Fail Operational

5.11

5.TOC.1

Approach and Missed Approach -

Table of Contents

Fail Passive

5.11

Procedure Turn and Initial Approach

5.12

Approach

5.12

Decision Altitude/Height - DA(H)

5.15

Raw Data - (No Flight Director)

5.15

AFDS Autoland Capabilities

5.16

Low Visibility Approaches

5.18

AFDS Faults

5.21

ILS Approach/Landing Geometry

5.24

Non-Normal Operations

5.25

Non - ILS Instrument Approaches

5.29

Non - ILS Instrument Approaches - General

5.29

Procedure Turn and Initial Approach

5.37

Vertical Path Construction

5.37

Instrument Approach Using VNAV

5.40

Instrument Approach Using IAN (As installed)

5.45

Instrument Approach Using V/S

5.50

Visual Descent Point

5.53

Missed Approach - Non-ILS

5.54

Circling Approach

5.55

Circling Approach - General

5.56

Obstruction Clearance

5.56

Circling Approach - One Engine Inoperative

5.57

Missed Approach - Circling

5.57

Visual Traffic Pattern

5.59

Visual Approach - General

5.60

Thrust

5.60

Downwind and Base Leg

5.60

Final Approach

5.61

5.TOC.2

Approach and Missed Approach

Chapter 5

Preface

This chapter outlines recommended operating practices and techniques for ILS,

non-ILS, circling and visual approaches, and the Go-Around and Missed

Approach maneuver. Flight profile illustrations represent the recommended basic

configuration for normal and non-normal flight maneuvers and provide a basis for

standardization and crew coordination.

The maneuvers are normally accomplished as illustrated. However, due to

conflicting traffic at training airports, air traffic separation requirements, and radar

vectors, modifications may be necessary. Conditions beyond the control of the

flight crew may preclude following an illustrated maneuver exactly. The

maneuver profiles are not intended to replace good judgment and logic.

Approach

Instrument Approaches

All safe instrument approaches have certain basic factors in common. These

include good descent planning, careful review of the approach procedure, accurate

flying, and good crew coordination. Thorough planning is the key to a safe,

unhurried, professional approach.

Ensure the waypoint sequence on the LEGS page, altitude restrictions, and the

map display reflect the air traffic clearance. Last minute air traffic changes or

constraints may be managed by appropriate use of the MCP heading and altitude

selectors. Updating the waypoint sequence on the LEGS page should be

accomplished only as time permits.

Complete the approach preparations before arrival in the terminal area. Set

decision altitude/height DA(H) or minimum descent altitude/height MDA(H).

Crosscheck radio and pressure altimeters whenever practical. Do not completely

abandon enroute navigation procedures even though air traffic is providing radar

vectors to the initial or final approach fix. Check ADF/VOR selector set to the

proper position. Verify ILS, VOR and ADF are tuned and identified if required for

the approach.

Note: The requirement to tune and identify navaids can be satisfied by

confirming that the tuned navaid frequency is replaced by the correct

alphabetical identifier on the PFD/ND (as installed) or by aurally

identifying the navaid.

5.1

Approach and Missed Approach

Check that the marker beacon is selected on the audio panel. The course and glide

slope signals are reliable only when their warning flags are not displayed, localizer

and glide slope pointers are in view, and the ILS identifier is received. Confirm the

published approach inbound course is set or displayed.

Do not use radio navigation aid facilities that are out of service even though flight

deck indications appear normal. Radio navigation aids that are out of service may

have erroneous transmissions that are not detected by airplane receivers and no

flight deck warning is provided to the crew.

Approach Briefing

Before the start of an instrument approach, the PF should brief the PM of his

intentions in conducting the approach. Both pilots should review the approach

procedure. All pertinent approach information, including minimums and missed

approach procedures, should be reviewed and alternate courses of action

considered.

As a guide, the approach briefing should include at least the following:

• weather and NOTAMS at destination and alternate, as applicable

• type of approach and the validity of the charts to be used

• navigation and communication frequencies to be used

• minimum safe sector altitudes for that airport

• approach procedure including courses and heading

• vertical profile including all minimum altitudes, crossing altitudes and

approach minimums

• determination of the Missed Approach Point (MAP) and the missed

approach procedure

• other related crew actions such as tuning of radios, setting of course

information, or other special requirements

• taxi routing to parking

• any appropriate information related to a non-normal procedure

• management of AFDS.

Approach Category

FAA Category

Speed

121 knots or more but less than 141 knots

141 knots or more but less than 166 knots

Speed - based upon a speed of VREF in the landing configuration at

maximum certificated landing weight.

5.2

Approach and Missed Approach

Range of

Max Speeds

Max Speeds for

ICAO

Speeds at

Speeds for

for Visual

Missed Approach

Boeing 737 - 600/700/800/900. Flight Crew Training Manual (1999 year) - page 4