BOEING COMMERCIAL AIRPLANES

SEATTLE, WASHINGTON U. S. A.

737 FLIGHT CREW TRAINING MANUAL

DOCUMENT NUMBER FCT737 (TM)

REVISION 4

FEBRUARY 28, 1990

5 ‘ . ’}
PREPARED BY: “ Bove Cite x 7) Fe
W.H. Critch

APPROVEDBY: Wtrh, —s 3h if:40

W. F. Royce

APPROVED BY: CEP=D> a/r7/9%

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APPROVEDBY: (| ‘MA StL$—- slialg0

J/C. McRoberts
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APPROVEDBY: OCHO : 27 #9.

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APPROVED BY: 7d
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FOR TRAINING PURPOSES 0

NOT T0 Be KEPT UP TQ D
ATE
 REVISION HIGHLIGHTS
This is a complete revision and supersedes all previous editions. In addition to numerous
minor editorial
changes, the following changes have been made relative to Revision 3, dated August 31, 1989:

@ Where 737-500 changes are common to -300, -400 and -500, no change bars have been
shown.
Substantive changes unique to the 737-500 such as performance charts, are marked with change
bars
and arelisted below.
Page 2-9, New Target BodyAttitude After Liftoff chart for 737-500.
Page 2-20, Takeoff Rotation Times table reworked for 737-500.
Page 2-20, Additions to the Liftoff Body Attitude diagram for 737-500.
Pages 2-41 through 2-44, New Stick Shaker, Initial Buffet and Stall Speeds charts for 737-500.
Page 2-65, Visual Final Approach and Landing Geometry table amended for 737-500.
Page 2-67, New Pitch and Roll Limit Conditions chart for 737-500.
Page 3-9, Statement on 2,500 RAlimitation for go-around F/D commandsis deleted and now conforms
with airplane performance.
Page 3-9, Explanation amplified.

FEB 28/90
iit
 BOEING 737
FLIGHT CREW TRAINING MANUAL

INTRODUCTION
The Flight Crew Training Manual provides use of the Automatic Flight Systems. Each of the
information and recommendations on maneuvers chapters has a preface which describes the chapter
and techniques. The manual is divided into three in more detail. This information is not customized to
chapters: General Information, Manual Flight and any specific airplane configuration.
Automatic Flight. It is intended
General Information covers for use byall operators of 737-100/200/300/400/500
procedures and techniques which apply to both airplanes and contains information and
manual and automatic flight and are not associated recommendations for all 737 models.
with a particular maneuver. The Manual Flight
Chapter covers the procedures and techniques for It is the responsibility of the individual airline to
each maneuver without the use of the autothrottle, determine applicability of this manual to its
autopilot or flight director. The Automatic Flight operation.
Chapter covers procedures and techniques for the

FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL

REVISION RECORD

Revision [> Re
NUMBER..

ORIGINAL MAY 1/86

1
OCT 30/86

2 SEP 01/88

AUG 31/89

FEB 28/90

FEB 28/90
Vii
 BOEING 737
FLIGHT CREW TRAINING MANUAL

LIST OF EFFECTIVE PAGES

PAGE |=DATE| PAGE PAGE. | DATE

i (TITLE PAGE) FEB 28/90 2-7 FEB 28/90 2-59 FEB 28/90
il BLANK 2-8 FEB 28/90 2-60 FEB 28/90
iii FEB 28/90 2-9 FEB 28/90 2-61 FEB 28/90
iV BLANK 2-10 FEB 28/90 2-62 FEB 28/90
V FEB 28/90 2-11 FEB 28/90 2-63 FEB 28/90
vi BLANK 2-12 FEB 28/90 2-64 FEB 28/90
Vii FEB 28/90 2-13 FEB 28/90 2-65 FEB 28/90
Vili BLANK 2-14 FEB 28/90 2-66 FEB 28/90
ix FEB 28/90 2-15 FEB 28/90 2-67 FEB 28/90
Xx BLANK 2-16 FEB 28/90 2-68 FEB 28/90
xi FEB 28/90 2-17 FEB 28/90 2-69 FEB 28/90
xii FEB 28/90 2-18 FEB 28/90 2-70 FEB 28/90
xiii FEB 28/90 2-19 FEB 28/90 2-71 FEB 28/90
XIV FEB 28/90 2-20 FEB 28/90 2-72 FEB 28/90
xv FEB 28/90 2-21 FEB 28/90 2-73 FEB 28/90
xvi FEB 28/90 2-22 FEB 28/90 2-74 FEB 28/90
xvii FEB 28/90 2-23 FEB 28/90 2-75 FEB 28/90
xviii FEB 28/90 2-24 FEB 28/90 2-76 FEB 28/90
xix FEB 28/90 2-25 FEB 28/90 2-77 FEB 28/90
XX FEB 28/90 2-26 FEB 28/90 2-78 FEB 28/90
2-27 FEB 28/90 2-79 FEB 28/90
GEN. INFO. 2-28 FEB 28/90 2-80 FEB 28/90
TAB 2-29 FEB 28/90 2-81 FEB 28/90
1-1 FEB 28/90 2-30 FEB 28/90 2-82 FEB 28/90
1-2 FEB 28/90 2-31 FEB 28/90 2-83 FEB 28/90
1-3 FEB 28/90 2-32 FEB 28/90 2-84 BLANK
1-4 FEB 28/90 2-33 FEB 28/90
1-5 FEB 28/90 2-34 FEB 28/90 AUTOMATIC
1-6 FEB 28/90 2-35 FEB 28/90 FLIGHT TAB
1-7 FEB 28/90 2-36 FEB 28/90 3-1 FEB 28/90
1-8 FEB 28/90 2-37 FEB 28/90 3-2 FEB 28/90
1-9 FEB 28/90 2-38 FEB 28/90 3-3 FEB 28/90
1-10 FEB 28/90 2-39 FEB 28/90 3-4 FEB 28/90
1-11 FEB 28/90 2-40 FEB 28/90 3-5 FEB 28/90
1-12 FEB 28/90 2-41 FEB 28/90 3-6 FEB 28/90
1-13 FEB 28/90 2-42 FEB 28/90 3-7 FEB 28/90
1-14 FEB 28/90 2-43 FEB 28/90 3-8 FEB 28/90
1-15 FEB 28/90 2-44 FEB 28/90 3-9 FEB 28/90
1-16 FEB 28/90 2-45 FEB 28/90 3-10 FEB 28/90
1-17 FEB 28/90 2-46 FEB 28/90 3-11 FEB 28/90
1-18 FEB 28/90 2-47 FEB 28/90 3-12 FEB 28/90
1-19 FEB 28/90 2-48 FEB 28/90 3-13 FEB 28/90
1-20 BLANK 2-49 FEB 28/90 3-14 FEB 28/90
2-50 FEB 28/90 3-15 FEB 28/90
MANUAL 2-51 FEB 28/90 3-16 FEB 28/90
FLIGHT TAB 2-52 FEB 28/90 3-17 FEB 28/90
2-1 FEB 28/90 2-53 FEB 28/90 3-18 FEB 28/90
2-2 FEB 28/90 2-54 FEB 28/90 INDEX TAB
2-3 FEB 28/90 2-55 FEB 28/90 Index-1 FEB 28/90
2-4 FEB 28/90 2-56 FEB 28/90 Index-2 FEB 28/90
2-5 FEB 28/90 2-57 FEB 28/90 Index-3 FEB 28/90
2-6 FEB 28/90 2-58 FEB 28/90 Index-4 FEB 28/90

FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL

TABLE OF CONTENTS

Section 1

GENERAL INFORMATION «1.0.0. ccc eee

e eee cee eee 1-1
PREFACE socnvocssuecaenmamagpabaeae dean nnee $uuFHMWN GM pwWa
aman sneecgasaanwcn veces 1-1
OPERATIONAL PHILOSOPHY . 2... 06.0... ccc cee ce cece suesteteesenscce
eee e 1-1
TRAINING OBJECTIVES 20... ect e cece ccc e en cen enn e eee
tenenetene cece 1-1
QUALIFICATION REQUIREMENTS (CHECKRIDE) oan cn ncaes seumenae$dbacnnunumnanveeccces
FLIGHT CHECKS «0. ev ece ccc cn en eee cece cutee nas unecetsnecenevencucecll 1-1
1-1
POLICIES ON HEADPHONE AND COCKPIT SPEAKERUSE ......................0000000
0 1-1
FLAP MANEUVERING SPEEDS ........0. 00.00. c eee cece
cece eee 1-2
Flap Retraction... 2... e eee
eS 1-2
Flap Extension 2.0.20... e ence
eee eee 1-2
Speed Tape Flap Speeds (737-300/400 EFIS) ..........0..0..00.00000 00
PAP RSIGENON 1-2
«aecewy..< nome rere taN assy sa de¥onnboepy er puaaddand pddWsacanamcnne,
Flap Extension and Maneuvering Speeds ............................ os 1-2
So Np Diba Fs gon acm oer 1-2
FLAP RETRACTION ALTITUDE .. 6... e
eee
Flap Retraction Altitude - Engine Inoperative ...............0..0..00..0.000000000 1-3
FLAP RETRACTION AND EXTENSION MANEUVER MARGINS (FIXED 1-3
SPEED SCHEDULE) ......... 1-3
REFERENCE BUGS 2... cect eee
eee cee eee
TAROOH ns nr sean enanwsey teh cwmemes soesMeSBhaubvGWedunneesetedeedncccacce. 1-10
Approach - Landing ..... 1.2... kee cece cee 1-10
teen eee
AIRSPEED CURSOR USAGE .. «0... eee 1-10
TORCON. nar eres ash deed 1ermmnamae eet ORES HAELMH oun SURNOETE 1-10
FHeAdSu Ambon oa nc eccen., 1-10
Climb, Cruise, and Descent ...... 222.
APPFOBCN «cece ee cee cn eed e nes ne eae eset 1-10
enetens cece 1-10
LAGG oh ann wens ese Sea ek dey ye Seb aewn nee TMIERE RU we
EW ed nw ooerenecenccs, cc, ., 1-10
AUTOMATIC FLIGHT SYSTEM OPERATION .............0...00.00000000000
00 1-10
PRGORCA OGY sedien iim omony se2R Un eis pal déadwane erp eeeMUN Gaede esonnccnnccrce,
Automatic Flight... 66... cece cent n cnet ee s, 1-10
eee ee 1-11
PERFORMANCE DATA COMPUTER SYSTEM - PDCS (737-200) .... 2.
eee. 1-11
FLIGHT MANAGEMENT COMPUTER/CDU(S) (737-300/400/500)
.............00..0...0....... 1-11
STANDARD PHRASEOLOGY ..... 22.000... cee cece cece
Thrust Settings ©. 0. e eee 1-11
ee 1-11
Flap Settings... ene ete
teeter 1-11
STANDARD CALLOUTS .... 2.00... eee cece c eect
oe 1-11
RIECIVE goss cwewin ery eee ands eves Mnws vere ouERSENMRGURWeAenesda
neces cc, e 1-11
CMOS 29s2r savy OUUnen em PENTEL Stk hdoedeeuma sae
mre PpmeGGaddien cs onncanccce 1-11
Crew Concept ....... 2... eee cece eect teen
ee EE 1-11
TAA) snvwWeworer oot D 1a Gh ap ach uavemernePe era Rb aes
enecumgmertesvaenaagc... TL. 1-13
Nosewheel/Rudder Pedal Steering ..... 000... 0 000.00
BYOKES wae nswevinnnmeenng Pea dbanWs dene wewmuneEt 2 ewepentnncsumangncnce, 1-13
Le, 1-13
TONG HESS ce nace cs inne aR ORD EP RW Hid dw mane g¥GUBNSPapediuaaauacs.
scree... 1-14
Taxi In Adverse Weather «60.26. cece
Backing Up With Reverse Thrust ......... 00.00... 000 ee 1-14
eee 1-15
Taxi With One Engine .... 22.6... cece cece
TEES 1-15
TABEOPPBRIEFING 26 adc on-canmateaeeendttawnp4qquUMEnth
gh dé bddbecncssaccncce con, 1-15
TRIM TECHNIQUE oo eccee
ene 1-15
PILOT INCAPACITATION ......0......0.00.-00-020--0002..
Dee e cece cece cree ee ey 1-16
Crew Action (Upon Confirming Pilot Incapacitation) ............
0.00 eee 1-16
TURBULENT AIR PENETRATION ....................0000
00 0 1-16
MANDSHEAR sace oy ohs os bnacs so PmanaUie hed suenongeed
suns dadedabhuucecsescnrsce 1-17
GENERA ~~ rs evr taecny anew sonmasrriivanwa ose nnnnsgnumeueracaennc,
Airplane Performance In Windshear ..........00.20.000.000 0) LN 1-17
0c 1-17
FEB 28/90
xi
 BOEING 737
FLIGHT CREW TRAINING MANUAL

TABLE OF CONTENTS [continued]

Section 1 GENERAL INFORMATION [continued]

1-17
CREW ACTIONS «coc ew cane ee ees PREM EO SED TERE EEA EE eee REARS PH ee eT eS
e eee 1-17
AVOIDANCE «0. Re
Precautions - Takeoff... 00... eee eres 1-17
Precautions - Approach and Landing ........--.-. 2 see eee cent eee eee ee enna ene 1-18
Inflight Recovery Maneuver ........-- 2222 ee cee nee eee eet eee teen tenet ete ens 1-18
1-19
TERRAIN AVOIDANCE ..........----- 4 ce Penens ou 4 oe oreo pie APO PSEC REESE Es
ae RON HU EE EEL OM AERO RS Ee es 1-19
ERNIGINE OVERBOOST .2.ccscaacmee ee se aenE ret ee Cen eee

Section 2
2-4
MANUAL FLIGHT .. cc... 2 eee cc ne ee PPM REE Ee eee eee re een Ee ER Cea HE Ee
2-4
PREFACE 2... ceca ene ee ee FEEMERHS EE DENN Cee ee EER HE EE AEE Ce Eee cee
cece wee ebb bE dE RHE Hee eee eae EEE EY EEE M RE EH ee Ee news 2-2
TAKEOPE — 2. ccc
Takeotf Roll .. 0... c cect eer eens 2-2
SBMS 2-2
Aft Center of Gravity Effects. ........cccnsscs teams eee em ern een eek tb bans neae ees PERE
e e e nee eres 2-2
Rotation and Liftoff... 0...
e ee 2-3
Aft Fuselage Contact During Takeoff (737-1 OO/200/500) .....0ccce eee oe Rame
During Takeoff (737-300/40 0) ..... 2... 2. eee eee eet tne 2-3
Aft Fuselage Contact
2-10
INITIAL CLIMB... 0c ccc ene tet eee
2-10
Turn After Takeoff... 0... ee ee ee
su RMRE FURR Oe Hee HERA EE ERE TERN REE es 2-10
Fide Retraction 6... -<.-aecsnnacees
2-11
NOISE ABATEMENT TAKEOFF(737-100/200) ...... 0.22.0 cece eee tte ete
tte nes 2-12
Engine Failure/Abnormal Situations ..... 2.0... 6 eee ett nett
.. 1... 2... ee ee eee teens 2-12
NOISE ABATEMENT TAKEOFF (737-300/400/500)
c ee ce een ete ttt ents 2-13
FAR TAKEOFF FIELD LENGTH ........-.. 00
ner cree dew ween a eh ETERS EE ES eee ae 2-14
PEJECTED TAKEOFF (ATO) -..cccaccdes peewee
cowed edema ESE PMR ES REE PEEK TE Hee we eee 2-15
GarStap Decision NearV1 ....cssewneree epee
Rejected Takeoff Execution - Operational Margins .....---- 2... sree ee erent teens 2-16
2-17
Rejected Takéaif SUMMA c.c5s tev oso Week en ns Kme RARE ETH TEETER ene T HEE A Tea AM OE
2-17
REDUCED THRUST TAKEOFF ..... 1... ee cette etter ene
2-17
IMPROVED CLIMB PERFORMANCE TAKEOFF ..... 22-0. 2 eee tt ttt ees
s 2-17
ADVERSE RUNWAY CONDITIONS ........ 02000: e eee eet tene
ee ett 2-17
OPERATION WITH DEICING/ANTI-ICING FLUIDS... 02.2... - eee ee
des 2-18
CROSSWIND TAKEOFF .. bcc sees ces eaw eens n eee eee ee hae EE PR EERO RE REE eR
en e nt eet ene ete 2-18
Lateral Control .. 00... cece
ener es 2-18
Wind CorrectionS ...... 00. e cece etn te te ten
R EM EMO S Re ee 2-18
Rotation and TAKeOff ... uscaacacnusteeeaeor reg peers seem onb See PERE
TaD 2-19
TAKEOEF~ ENGINE FAILURE AFTER V1 .cwscuewssen cee eseunaibee fe ee eR EET Eee
ett s essen nes 2-19
Engine Failure Recognition .......-..- secre e eee eee ener
Rotation . 2... ance ee ee 6 eee De ee EE EET EE Sem ee cee em AE EE 2-20
RAO Oe 2-20
Initial Climb ...........2. 0020s eaeng DE PERA MMO NE PG4 EDs eee dmaaAE ETDS OE SERRE
TENOR ee ee 2-21
FiaG RE°ACHON ..2.0.-s0 ease sae se eee ee PERE R ORONO ETNA RRR ET ER TEE
2-21
CLIMB occ cece ccc cece ee eee en ee teen ener ee eee eaten tees
ee ee eee 2-21
Climb Thrust ......0 cee eee te ce ce ee eee eee EE EE ee ee
.......002 00 ccc te te eee ett trent 2-21
Reduced Climb Thrust
TERT ee mem ema e 2-21
Clims Speed Determination. 22.2... camnwererseers~ nhac a ERS TAM ERENT
ee SRR Een EE ERE 2-21
Normal Economy ClimG 2.2.2.0 ee remeron ene KERR eae
ee n et e 2-22
Maximum Rate Climb 1.0.0.0... 0c ce
«nc ec-s 01. c evans eee ae oe ETNA Re Ree eRe ES EEE TE Hee 2-22
Maxinnum ANGIE CUMD
eee ee eae Ra ag wh Boo 2-22
Engine inoperative Climb ....0.....-: eee ee cece reer enna rene ene B
FEB 28/90
xii
 BOEING 737
FLIGHT CREW TRAINING MANUAL

TABLE OF CONTENTS [continued]

Section 2 MANUAL FLIGHT [continued]

CRUISE, on wos es cnumentannecusneecsnemesnhtatuesesnu

censessoununcseauececcemerecs 2-22
ANNUGS SECTOR owas ee2sneinsueeraumnnes ree? 2 issasa
eedanowemmennenecccc ccc... 2-22
Cruise Performance Economy ..... 2.2.0
0. eee 2-22
Fuel for Enroute Climb 2.2.0.2... ce
ce 2-23
Engine Inoperative Cruise... 2. .. eee seee 2728
HIGH ALTITUDE HIGH SPEED FLIGHT ......000.2.000
0000..0000000.0000000 2-23
Airplane Flight Characteristics... 2.2.0
High Altitude Maneuvering, Mach Buffet 2.0.0.0... 2 0 2-23
. 2-23
DSCOSVOT crrscvousaew dsanep eee ses 156k ped dmagamawemr ened oueheoeccccc
ACCELERATION TO AND DECELERATION FROMVMO/MMO rccte,, 2-23
.................000000 2-23
COIEGIVE 22 ccm neon nsinneEEG es GaSe Adnwnese eee Andee
de oawenguarcs coo. rrrr TT 2-23
PIQQGUUEG wr ou ye sis ctnvcunanreeerss sb
ad¥bieenuyemnrsagypieaeuenessorsecccs vce, 2-23
STEEP TURNS 220... so cece cece eect e
ee eens 2-24
EUS 62 incon ak een Ee ts siKGS Osh many Gye He sednadpbd Jew ewmmmaetbivencacer
DUMGG TW nt n~ nse anem eee Tdawand ens unweneaMerya cct. t,t, 2-24
ndkubaves so; rrauecnccrr., JT 2-24
Attitude Director Indicator (ADI)... 2
. 2-24
Vertical Speed Indicator (VSI) (-100/200 Airplanes)..
. cee eee. 2-24
QHIMGIED awn ns eee EERE wed aden utp PERNEO Rew aw eRMwuum
Eesinaztnncccces, J... 2-24
AUSPCEE oo oyna nana ea eens tens dshle Haan eynsaengatad
sadwenseiawannbersacs. tees 2-24
ROUGUE wh sactnnaawns pe -2aUHEE De RSHGAna~ pen F4dE
KEG MIN hE Ian eenueredecen.cccc. 2-24
ENGINE INOPERATIVE FAMILIARIZATION ........0000
0000000000000000000 2-25
Rudder and Lateral Control... 2.2
... 2-25
INITIAL BUFFET - STALL WARNING - STICK SHAKER ......
...............0000 0) 2-26
Lateral and Directional Control... 2... c
ee 2-26
THOSE pe ediessuussdenwen spy Eres Resa xUWAMemae ness
¥ oad apAd dum ner gdunncecccr re 2-26
PUGStOT GES ae hay a6 ddd noe 5 GReTT ET Wh hho me o24p
PEBNEW ABA GY oi connccnccne Tee e, 2-26
Effect of Speedbr
akes 2-26
APPROACH TO STALL RECOVERY .............00000000
000 eS 2-27
OUSGHTS sac dttnanwon pets ME KES ERKOmenrpErTAePaH
ASS wd eenvngewurccenccrenl 2-27
AVSPERGCUISOR cones +sonununtsacasnas sare eeummu
stederssdeneosessser cece 2-27
EY, os mun resend 2 eQualnnmarg eaaURE nuda sdmnnmn
per teudsaoddorcn comnune ole 2-27
FROGOVENY sence teen bee eee une beneeeeenene
reientenen eee lees 2-27
EANGING GEA woos: essays eh ¥ewwy spd Sad eAwman
eveamynuUuErrewccnne TLL 2-27
PIGDS) ae spid ines n oveh unre gen auds doug e@eebini¥esd
uunes beteeaceccccc, TCO 2-27
Ground Contact Nota Factor... 0.
6 2-28
Ground Contact a Factor .. 2.2... cece eee ee eee een
eens ee eee 2-28
Autopilot Engaged «2.6...
EES 2-28
ENHOUTE DESCENT «.c0ssecaeceseussuunustteseten
auwanvannonens cc 2-45
DESGEMEPIARDING, «2... -vunaearcesedstumnnespsen
anadddwitcmannencrecscccc, 2-45
Speedbrake and Thrust Usage ....... 2
. 2-45
Flaps and Landing Gear ...... 00
. 2-45
Speed Restrictions oo... 6. eee
tee EEE 2-46
EMERGENCY DESCENT ...............00.00..00.0....
..0000000 0 ee ere 2-47
Use of the Autopilot ....... sf EP ERR R GG Eas ewww PEE
Degman e eee MWe ew aa ememnen 2-48
Control Wheel Steering (CVS) << name pow edadedson ep
yeenunageWsdbnnnnnagcrres cocccccr,, 2-48
AFS-Equipped Airplanes... 2.
.. 2-48
VertiGal Speed (VIS) wi. sscccsecsnansenwoss Ptsysu
uunusssarerunacccs ce. 2-48
Lee! CHANGE (ML GHG) .ccussrsvdnedewnpererswsanatnh
es umgunenccsccc. 2-48
After Level-Off le eee eee Ae ee
ee ee 2-48
DESCENT IN ICING CONDITIONS .... 0.0... e
es 2-48
MOLDING pocsnw none re ranacestinsanpiy res ieaneud
oo sewnenatnreuecscc 2-49
Halding Airspeeds (Maximum) 2... ce
e 2-49
FEB 28/90
xiii
 BOEING 737
FLIGHT CREW TRAINING MANUAL

TABLE OF CONTENTS[continued]

Section 2. MANUAL FLIGHT [continued]

ENA SEER ROE ERS 2-49
THD, ono vnveseeuemnngr et seen rs SU eee sesTe EERE EP Eee eeM SEIN TR Ee
LANDING AND MINIMUM GO-AROUND AIRSPEEDS SUMMARY, CONFIGURATION AND
Rees 2-50
SORES oun pquwvaed apa dd pat AMEE ETOP oOM oom sata dee ees Ae HM ETET ETE eN EO
tet ett e nents 2-51
INSTRUMENT APPROACHES ........-. cece cee eee nen
EN Ey ea se ama ee 2-51
Aperoach Bristing .....cawwervrs ee coweaet eee ew eaten bee eee seers ane
TAREE 2-51
Approaoh PSGAGUOS cn cnwareens one sekaevea Seem eRn aes eys ween d ace oae PeE EERE
2-51
Procedure Turn .........-----e eeshdagera pene fap gus wcos Skolt sige a TH STS HT FOE pow RAE
Eee Ts new ea 2°01
Approach CIGAVANCE ......-scenn crew eseuwes eter as renee tas nG anna SERRE EEE
rss e team aes 2-51
Mandatory Missed Approach .........0.seee eee seer ners en nen ne eb ee newmmeame
ae 2-51
Landing MINI, ....0ss0ccccemese esau weve SSE ETERS A ERRT REET TRE RAS EOE e TEN aaa
eee ete e ens 2-52
Radio Altimeter .......... 06 ce cee eee eee eee ee ee eee en ene ene nee en ne
tea ee ad aed eS PERNT SRA Eee eee REG Ramm OR REESE TEAS 2-52
Approach Category ..cecccenaauer nese
Missed Appréach Point (MAP) ......<vseecssapemmes ose rseeng eens renee nese we ERS Ee Hs Ho 2-52
REE MN ee Ts 2-52
PABIILS one ceemwanpe snes SAN SESW NE TERR MME RM Ee TORS d te OEE PRES
O UA a ERROR OTR a Tet Mh ee W OS 2-52
PSR wcnccagaueunt wi PURE US AMES ESS? TTT OTe ESAS CRP
ee tr tts 2-52
LOCAliZer oo een ee Ente
ee eR ERE R ES 2-52
Other NON-PreciSiON oc cc acne cece ne wene ee enna ENE EOE THEN Oem EN Te eee
CARRERE Ne 2-53
WS oan cce ous eed MER OUY SE £4 08 FSS KE Ma ERE TEMMER DERE Oe wd ee AAR ESTERS
ee en eer rete nee 2-53
Raw Data oo. cee ccc ccc ee eee ee ned eee nee een nnn
EERE ERED DE Rhee CORRE He a 2-53
LOGHUPER cnnas cc esee eed bAb Ys Wises OBUR ERT ETS Oe e Keon
ETERS wR 2-54
GHG SIOGE see neon cee ead ne dt CREE BOHN Teo n RR ee K ee REDE TINR ERE EEE
....cesc veseencr ne meee eR nae ee dE RAMA EH OSE EKO ae we ee eee En ReE 2-54
Decision Height (OH)
VE RGSS RRERT EE DETTE 2-54
Missed APSO «.crevescann vos sey eh Se SOR STTT FITS REE TTT RSM
Délayed Flap AMPROeN www scence eres BEM Re Sete eRe ene RE TERM RE REE eee eS He 2-54
ILS - ONE ENGINE INOPERATIVE ........0. 000 cece cee ee ttt ete eee t eens 2-55
EER 2-55
Missed ADDPORCH cnc .crecekcemr yr sent ts Rese e eR WEES TENOR MT ET Sa RRA a SRE TOE
eRe REE Ee 2-56
NON-PRECISION APPROACH ....<n00. ccue skein ee eee ese e wee mete de ne 2-56
PE OE Ewa RE aoe ee ee
Missed Approach etdvestnewtadwmaughl edt PRR RG RE we SEGRE 2-57
OREN eae EMER EEE PEE ee oR ER A
CIRCLING APPAOAGH nn. ...eccaat sees ri Ome ewes 2-58
r enn esseeep ey ee tae EER R ER ETO ease a meee EES
Circling Missed Approach ..-..<:.scucesre 2-59
ENGINE INOPERAT IVE ........ .22 0-0 s eee etree eet
NON-PRECISION APPROACH, ONE 2200
ONE ENGINE INOPERAT IVE eumuwe sa prqeuwnu kaewGepe seeuRsen ars+~
CIRCLING APPROACH, 2-61
APPROAC H ......
NON-PRECISION/CIRCLING APPROACH, ONE ENGINE INOPERATIVE MISSED 2-62
REE Em Re
VISUAL TRAFFIC PATTERN 2c... .ceesncunw ee fPeR MERE Tee MRNAS RET EER
RTM SE a Oe eR oem es 2-62
TAUSt ounce aaa ee cp ag ow wombs eH Eee RP OERE PETE EH ww HORST ea RRO
62. ce e ee tenet ee tee eee eee rene n eter scenes 2-62
Downwind and Base Leg... 2-63
eee EE EEA TREN
Pinal APPYOSCH oan. ee saemanape ses cw ors sae ey VENTER ETRE He ee dna 2-63
da eee REARS E TEE Pe ewe ee
ONE ENGINE INOPERATIVE ........---+ 0-5-2555 ody deem awe 2-63
02 eee cere etree tenner e cress
ENGINE FAILURE ON FINAL APPROACH .........---- 2-64
t Pesan eercnn dee ee eee eT SRST TEETER Teh Oe eae
VIGUAL AIM POINT ..2n..-scnsasuee 2-64
0. eecee ws sy peewee dw bene eee TREE ARE Re Te RRR Heke eT ETT ERS
THRESHOLD HEIGHT ..c5- Ee ee 2-66
eee ones RNR HER
PITCH AND ROLL LIMIT CONDITIONS ......-csnceeene ees pete eee A a 2-68
RE KO Hee eR Ee REET RS ERE REO
LANDINGS ..c.<caanew ews yes pee wn esd e We Dea ERE MH EG seer ass 2-68
e etter etter sere
Flare and Touchdown ...........- 0 cece eee ee eee eee PS 2-68
........ ..----- SA av AS ESRRRES HET SOs aPASS AASV
After Touchdown and Landing Roll
.....---- ++ +--+ eer eeeres 2-68
Thrust Reverser Contact With Runway During Landing (737-100/200)
2.0... eee ee eee 2-68
Fuselage Contact With Runway During Landing (737-300/400)
eee ett teen tents ttre nr ss 2-69
CROSSWIND LANDINGS ......... 000000 e
rceqen een eee ee Sd sone EEE EE Eee ERR eee TREN REET 2-69
Crab Crosewind Techmique <..cicec
yes enwenae ners FEET ERE e eee 2-69
Sideslip Crosswind T6¢HMiqde sence. ..-.nsavae ee ee ee emaaee ee
e ene e teen ens cree es 2-69
Crab and Sideslip Combined .......... 0... eee ee
... 2... 2... ee ee s 2-70
Speedbrakes, Lateral Control, and Directional Control
FEB 28/90
XIV
 BOEING 737
FLIGHT CREW TRAINING MANUAL

TABLE OF CONTENTS[continued]

Section 2. MANUAL FLIGHT [continued]

LANDING FACTOR CONSIDERATIONS 2.0.0... cen

ce cece cece 2-70
Wind Corrections - Final Approach .. 2.2.0.0... cece cece
eee eee! 2-70
Factors Affecting Landing Distance .........0.00..0..00.0000 000000 -. 2-70
Rudder Control and Nose Wheel Steering After Touchdown
.......................0....2.... 2-72
Speedbrakes cec
e 2-72
BRAKES o e e ete tener
Manual Brake Stopping . 02.22... c 2-72
cc 2-72
PRUISIG aes rv wom nee eee ed 66s es HEN Mmm me MAME DEV OSS Hayate
Yee eueemeunersssercecee, 2-72
Automatic BrakeS ... 1... 1. scence eee cnn eee eneessesutnuabenst
ansucecucncec cll! 2-73
REVERSE THRUST OPERATION ... 2.
.. 2-74
Reverse Thrust - Engine Inoperative ....... 000.0... ..0 0c c
ece 2-74
Reverse Thrust and Crosswind... 2.0.2... ce
ce 2-75
LANOING SUMIAAEN 914 ci—a<~: 0+ 725sRmDEUSEGn4s Sunmve
pga ieeedad seers oeenunecs.s,., 2-75
REJECTED LANDING . «0
. 2-76
OVERWEIGHT LANDING .. 1.02
... 2-76
TOUCH-AND-GO LANDING «2... cece
eee 2-77
ADPROAGH soywswatanwnuno4e4 eam on eeeeaHsmewnnre oy] PEN
MARod Yen oe oeamensncet ctw... 2-77
PGWOMG ops owas as 1090 2N os eoer BOR PRE Eh shod admaon aoaeuen
ereededsstuce.scccscccn.., 2-77
STOP-AND-GO LANDING «0.2
20 2-77
ASYMMETRICAL OR NO LEADING EDGE DEVICES LANDING
...................0000 2-78
TRAILING EDGE FLAPS UP LANDING ...............0000.0000
000000 oe 2-78
ASYMMETRICAL TRAILING EDGE FLAPS LANDING ..........
...........000000 2-78
FLAPS UP LANDING 6... e
eee 2-78
LOSS OF SYSTEMA LANDING 1.2.
2... 2-79
Taxiing With Loss of System A 1.2.0.2 2..
. 2-79
LOSS OF SYSTEM B LANDING (737-300/400/500) 2.0.
.. cece. 2-79
MANUAL TEVERSION aoa s.-—-c-aganneta $HanGh54 dwn n7
FREMNHET Eh HUHdK cece oncnetn.. 2-79
RUNAWAY AND MANUAL STABILIZER ....00 02.2000.
eee 2-80
Runaway Stabilizer 2... ce
ce 2-80
Manual Stabilizer Trim 2... e
eee ee 2-80
VAMMED STABILIZER... .ueencerveaistanaavarepepeueuanbedv
naavneurerseccce ...... 2-80
FLIGHT WITH THE SIDE WINDOW(S) OPEN ..............
000000000000 0 2-80
PASSENGER EVACUATION 2.2... eee c
ece 2-80
PARTIAL OR GEAR UP LANDING .... 2.2.0.2... e
ee 2-80
GONE! ave caeansvanunts Se paws ties wenas MORAN OA
VERd be mrnepyetmnnes.c cece, 2-80
LANGING FUNWBY yio sn enwes seem e ened NEES dumungeeeremne
anar¥entssceeuercsc... 1. 2-81
Landing Techniques ..... 2.2
... 2-81
Both Main Gear Down (Nose Gear MD) «om emu ne dew pA
ae yao emr AEP ER BWonagadtincaconeumesen 2-81
Nose Gear Only Extended ... 202
20. 2-81
All Gear Up or Partially Extended 0.0.
2... 2-81
One Main Gear Only Extended ©00
00. 2-81
One Main Gear Down and Nose Gear Extended ..........
............000000 2-81
AEE IOP crore rr aseemnasinedeumanncpareetadewagetiya
uevamwnererbvuncesc.c. ce, 2-81
DITGCEUNG: ans cinerea een arian Ganinne pam aMeEY
EPH SW aehunnnaen ooeeccccccrn.. 2-82
Send Distress Signals .... 62.6... eee
eee 2-82
Advise Crew and Passengers ........ 0.0000... 0...
cece eee 2-82
POCIBUMO cans cue awvivennunees PEN BS EY wd reeumw
asetet Peeccnccn. TT cee 2-82
Passenger Cabin Preparation 2.0000
02... 2-82
FOI sn rees sass innus seeeusnieassandumen te semmiu
sanwiebienerncorcccccec ee 2-82
RACH PWE! wan cvevewiannons eer rratgosdct¥venmeganun
rt ewGhanindnecoccccs, cen. 2-82
Initiate Evacuation... eee teen
eect ete eee EE 2-82
FLIGHT OPERATIONS WITH MINIMUM FUEL .......0
000000000000000000 2-83
FEB 28/90
xv
 BOEING 737
FLIGHT CREW TRAINING MANUAL

TABLE OF CONTENTS [continued]

Section 2 MANUAL FLIGHT [continued]

ree ees 2-83
Takeott 0.0 ccc ccc ce ee eee ene Ee nee
rR RRS TR EON eed ER SEMEN EE Pe Tene eS 2-83
(NMUGHE . ..ecced eee esscnnn nace ye UL EU EMM NERS Fen ee
NEE e TERS SER NOPE SETA RE RADE ETS HR Ree 2-83
LBAGIOG ccscneeennanek neg snp O06 CAM RENE
EN TE RTE EE 2-83
GieAPOUNE ...n.cvvvnscuew awe PE e Ee poe eee WENN OUTER SANTOR TST TE PSE E ee

Section 3
ET EET CTT Te Hee ee 3-4
AUTOMATIC PLIGHT ......:ccewseaen neds ee eg een eee NT esa e RES MME EET
ES RAT RHE SG 3-1
BRECACE . ou anncd ea baGee FOYE THERE OAT EE TAS SAM RA REDE TE EE TET OR TRON 3-2
EE tO S Oke eRe ESE ACTRESSES s
TAREOPE (APS) .ccasssnavercrecacr eu sin ac wna GRMN RNE STE 3-2
ewe Same os Cave TEES ER GMS RET HET STORE ERT eS
TAKEORP PROFILE cuxqanpsavsecur cou cacee Te eae aR 3-2
van ceseer Pes ees sees ee ee ee Dee EERE MERE ET Es ee ee
initiating TaKOOH AG nn qc.nsa sues 3-3
EEE EER ee rae
ROTATOR ccc ccc cece ewe mem ee ee ee PERE REE ee ete EEE 3-3
ERE EE coon awn ee aa ys Fame E
Frgage AUiopitt ...cccccnacneaes seete rer nade ees EMENET
RE ROT TEEN ERR amen eR ET EES ES TEES 3-3
Flap Retraction AlHUG® ce cces crear esse awman a ee REESE
n00see ee eeeen reer eae ee eeaaem eee eT enw 3-3
Noise Abatement Takeoff (737-100/200) .......n
mem EE Ree eee 3-3
End Noise Abatement Profil@ .......0-2:aenwee wep es ee senda anne eee Eee
eee EEE EE Ee ewnen ane naar es 3-4
Flight Director Only Takeoff ......020eee ce reewee rend een eam ne
ER ETT TAME SARTRE TEESE NY s 3-4
PMC OH (7S7-BO0/M00) c.cvccauwamscse ces eo Rede ee eee ER sere 3-4
Rejected Takeotf (RTO) .... 6-0 eee eee eee eee terete ee rete enna seen near
TAKEOFF - ENGINE FAILURE AFTER V1 (AFS) ... 1-22 eee ee tte reenter tees 3-5
tna N REST ES 3-9
ENGIN FANON anny acne ke see neoe stm eNEE SER EES ORAS THE RR TAAERE RH ETE Seema
S 3-5 _
Flag Retraction Altitude ~...cc.erceamemeresscseebasae ed see Epa mer ene Les meena RENEE
TT ee SS Keke HEE TERRE N TS 3-5
FIGS IG .-20+.sccongapmheenry gio ore sae AS EU ES ERUEN NETS
deoy aber Fe IME RET Ae tN Eo REGS ERTS SHE TT ERR aS 3-5
EMgROS AMIOPNGL ws 2unnunrs neyo so 3-6
ee SERN M ER EE Ee RO es
ADDITIONAL INFORMATION .2.....cvsennsuwesse ee pey new ada ee a ede 3-6
ened see need B SUH ER Ete Eee eas Rm TET ERASE ERO Te TE EES RAR
Flight DiVeCtOr USE: «cca vere
EER TED EERE TRAE SE TE eee HT EE 3-6
Gaduced THUSt ...6<-.cusenaese dae Caw ee mee PRT ROT
BRECISION APPROACH (AFS) ccc wners veueee eet eeo Hee RR ESSERE PSS Renee eRe ERE TE TREE 3-7
eh ema g RTE PRES RESON AeA ERA SRE RE REE TE Eee 3-7 -
AGOROAEH no-one e ores yan en ear ney a+
AEE EOE E BE ERS Seen 3-8
Fight CGH 2a auocer ce een meee o et eer ee eam amON Tea cone eae AT 3-8
Sasa R ETERS ER ES
Find! APPTOaCH ..cccaecreecenam reeds Nie e ee aw RMR RTT Dee
T ETE SETS ewe RRR S ETS 3-8
Single Channel APPNOACH ..,.-.+---cenue ee eranem emer e es ee Td ea Ema
ONES SEER AMET RE Tee NASR AEE SS 3-8
GIS CAGE cance er owes dvavesassaaenen es fae em AEN F ET 3-9
Teme Tree NTN Smee Reem
DeSSien Height ...a.ccnrneretaeear ner nen eRbaaaieaneT TERE
see besos US ORE ERT ESTOS TSS SMART TRANS EE ee 3-9
Gotpound (OA) cp cccnngevenccepe
KEENE ERE ERR ORR EE 3-9
Dual QChanmel ADPIGACN cxcauscs+--naseanceee Pe ee EHR Mer TET ERG
EWES ERATE MARES eee ASE NS 3-9
GIS Cage os vreecveen es sS¥ UNS Soe SU ENAE SETS see A a SES
siete nee eeee Ee SRR EET eRe ET A Oe EERE 3-10
B00 Peer Fado AlUde cc non cen sae semen ar ews
0. ccc et e eee et tts tte s 3-10
500 Feet Radio Altitude ...........
etn e tetas 3-10
400 Feet Radio Altitude 2.0.0.0... cece ett
H ETT ESTERASE RAE Oe ee te 3-10
Flare: ..ncccuaaeurade de pemwuwae Ue on ee TORERERG EES SRW 3-10
ES ET NESS EE aes
AP Go-Around MOd@ ......-ecscecsye soy peer coms aad ee aaGheRe PET 3-10
spe ert e eee e ee PER RAE OE Oe ES eee REE TE RETO
Pach Go-Arourd Control ...<caceveuer 3-10
caeu3c +s be dee ea aeen eye rece ewe Sey Sew eR eee MAE Tee
Fisll Go-Around Conttal ....+san t nee ener n ees 3-11
teete r
ILS - ONE ENGINE INOPERATIVE (AFS) ... 2-0... e ee eee ne aa ewe E TS 3-12
eee cee ER Peer eee
NON-PRECISION APPROACH (AFS) ...00ee 9 ee cceesew 3-12
aN RBH ERT
eee Pea
HSU Disaiay (7O7-SUOMOOBOO) 2 vrs emmenn anne aesseanernes Far menn RRC TE AEE NES 6-12
RENE TER
RNAV (727-Q00/400/500) cause c nec cesomaaenn ee PERU NRE Ene cern a eR HERO HERS Them E eee 3-13
/400/500) 2... svn einasuvenee scene eens eee EINER
Localizer (737-B00
FEB 28/90
xvi
 BOEING 737
FLIGHT CREW TRAINING MANUAL

TABLE OF CONTENTS[continued]

Section 3. AUTOMATIC FLIGHT [continued]

VOR (737-300/400/500) .....ec ec ete ccc c

cece eee, 3-13
NOREPIS Airplanes ....2scascseweve \aansunes eens deyeabbsearhavbunevas
seanncar,.c,. 3-13
SPPAMPIGUGS sueu vee cam eme ne ot EE eH nbd xde Edin new GER BEYO TEMG Aden oiwd
es aw maeersarr, 3-13
NDB (737-300/400/500) 0... ccc ec e
eee 3-13
Data Base Selection (737-300/400/500) ............ 0.0.0 ee
e 3-13
Manual Waypoint Entry (737-300/400/500) ..........0... 0.0 cece eee
eee 3-13
POPIOGGH 24. veo ne KOREN EN OE Baw ESR sed wee OURMEREES OG wien ekoeHan
eemmennuseensg,.g 3-14
PINAL AQOMOBEN puis dowmm gus o4e ME BOR AG Ee Geb eew ere ee sFERREK ERY
WEG ERHemer ones nnnn ee 3-14
Missed Approach ... 2.2... cece eee eee
cece eee! 3-14
ADDITIO NAL INFORMATION .... 0.00.
00! 3-14
Engine Inoperative Non-Precision Approach .............0 00. cece
eee eee e eee 3-14
FLIGHT DIRECTOR ILS (NON-AFS) «0.00.0. e tec eee
cece eee! 3-15
APPPOach «went e eee een ne
ers 3-15
Final Approach ©. 6... cece rete
eee eee 3-15
DECISION HEIGHE oo. 25 vs esumacceeN es enwwneey os PEARSE dew
Wubunnonsneewanencccoc.., 3-16
GOWIOUNG ceases pen ummen te Taw awd dens emunanuryees
amaauned .aenumenscnrre., 3-16
AUTOPILOT ILS (NON-AFS) 0.0.60. cece cece cece cee ev eet eeaeeneeencere
cccee eel 3-17
APPFoac h weet tte e ee
e 3-17
FUEL APDBTORCH! «6 vaieda mae pew ER Sok demand a GERNEECG WEN Mand
on veouneubhereouncca,, 3-17
' MISSGH APBICAGA smn cry a rye rad sa suv eH We nnmn se ee OESEREE
OU" ea EELOReenccsecsncn, 3-18

Index

FEB 28/90
xvii
 BOEING 737
FLIGHT CREW TRAINING MANUAL

LIST OF FIGURES
ttt e eens 1-4
1-1. MANEUVER MARGINS (737-200) 2... 6. ce eee cn ee ee ee
e eer e een n ene en nes 1-5
1-2. MANEUVER MARGINS (737-200)... 00... eee en
. te ne s 1-6
1-3. MANEUVER MARGINS (737-300) ©... 6 1-7
(737-300 ) «0.0 0... t n ne tt
1-4. MANEUVER MARGINS 1-8
eee newer eee ee EE ees
1«5. MANEUVER MARGINS (737-400)... 2... cn eee ee ee eee eee eee 1-9
e t t tees
1-6. MANEUVER MARGINS (737-500) 22.00. 1-10
ee ree ene neta ee eee eRe ees
4-7. REFERENCE BUG SETTINGS ........4 664 come
ee eet nes 1-14
4-8. TURNING RADIUS DIAGRAM ......... 0.000 c eee ee ett
ease CABR EMOTE TED ERR PRM RTE SE Cee Re Ea EE 2-2
D4. TAKEORP ..o0cancs ve
OS TO ee ER eda R RSET TS 2-4
Bo HOTATION PRECUTION cc¢orseem gaye css e Ue eee Ree eRe EHTS TPRREE
...0c. 00 vseuecawmenee xs 2-4
2-3. EFFECT OF ROTATION SPEED AND PITCH RATE ON LIFTOFF ANGLE
(ALL AIRPLAN ES) ....... 20cseeeawanee 2-5
2-4. TYPICAL ALL ENGINE TAKEOFF ROTATION PROFILE er 2-5
AIRPLAN ES) ...... 660-0 e epee eee ett
2-5. TAIL CLEARANCE - ALL ENGINE (ALL
erent tte 2-6
2-6. TARGET BODY ATTITUDE AFTER LIFTOFF (737-200) ....-..--. eee e
eee n eet ee nde e eeu nes 2-7
9.7. TASGET BODY ATTITUDE AFTER LIFTOFF (7S7-S00) 2...cancascere eee
sseweree nenedee a sdamanaee 2-8
9-4. TARGET BODY ATTITUDE AFTER LIFTOFF (737-400) «ec cxcmuwes
) 2.2 ccewwecn ret ern nm mannan pee ree m eens 2-9
9.6, TARGET BODY ATTITUDE AFTER LIFTOFF (737-500
0/200) «1.26.6 . eee eee ee nett tenes 2-11
2-10. NOISE ABATEMENT TAKEOFF (737-10
EMER MRE ETS Re eee 2-13
9-44. FAR TAKEOFF DEFINITION ....20. 0000 seen eer en eee Ree eee eee EE
FERRER NEE ee Te nen 2-15
9.12. GO/STOP DECISION NEAR V1 ..cscc eee ecee ew wenden ee ene Ne
2-13. REJECTED TAKEOFF EXECUTION OPERATIONAL MARGINS .. «2... 22.00 eee eee ee eens 2-16
- eee eee ee ten et ent e ees 2-19
9-14. TAKEOFF - ENGINE FAILURE AFTER V1 .....--.
ENGINE INOPERA TIVE ......-- 20-2 e eee eee eee tees 2-20
2-15. LIFTOFF BODY ATTITUDE- ONE
etree tts 2-25
2-16. ENGINE INOPERATIVE FAMILIARIZATION .....--.0 202+ sere cette
r eee ttt nts ens 2-27
9-17. APPROACH TO STALL RECOVERY .......---0 02sec reente
(737-2 00)... 1... 00 eee renee 2-29
2-18. STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS
STALL SPEEDS (737-200 ) ......-- -- +++ ee eset eees 2-30
2-19. STICK SHAKER, INITIAL BUFFET, AND
+--+ eee errr 2-31
2-20. STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS (737-200) .....---
ic cccwe ee eee tee eet 2-32
2-21. STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS (7372200)
) cece ar omset PERE roma ees 2-33
9-22. STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS (7872300
SPEEDS (737-30 0)... 1.0 e eee ree 2-34
2-23. STICK SHAKER, INITIAL BUFFET, AND STALL
AND STALL SPEEDS( 737-300 ) .....--- - 220-22 seers 2-35
9-94. STICK SHAKER, INITIAL BUFFET, es 2-36
......---- 2s secret
2-25. STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS (737-300) reer eee 2-37
---- 2-2
2-26. STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS(737-400)... r 2-38
) .....--- +--+ err
2-27. STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS (737-400 e 2-39
SPEEDS (737-400 ) ..---- +--+ +2 ee
9-28. STICK SHAKER, INITIAL BUFFET, AND STALL teers 2-40
AND STALL SPEEDS (737-400 ) ....- 2-2 e
2-29. STICK SHAKER, INITIAL BUFFET, eres 2-41
....---- +--+ eee
9-30. STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS (737-500) e seer s 2-42
) ....--- +s eee
5-31. STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS(737-500 e 2-43
(737-500 ) ....--- + sees e seren
9-32. STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS rere 2-44
SPEEDS( 737-500 ) ....---- 22-22 errr
2-33. STICK SHAKER, INITIAL BUFFET, AND STALL e ee ee 2-47
RALIN TEGRIT Y SATISFA CTORY aance.es eentawea
2-34. EMERGENCY DESCENT - STRUCTU Re ee 2-53
em Oe EER
9686. {LG APPROACH ..o<cwrunwue es cee ete naw ade BEGET EES UHC O Ca etre e 2-55
c reer rere erect
2-36. ILS APPROACH - ONE ENGINE INOPERATIVE .......- 02-02 EE Sree ee 2-56
e nese en shee mE Eee Ee
0.37. NON-PRECISION APPROACH .icccc er cccmeven SEN SES SHR 2-57
ayere+ 4 weGss econ ET ERN EER EHS COR eA
9298 CIRCLING APPROACH, ..caauns te ree eee sees 2-58
ner ee en seaba
9-89. CIRCLING MISSED APPROACH ..... 2.20... nnatewee yee com ee 02 errr rte 2-59
......-- 2 +2000
2-40. NON-PRECISION APPROACH - ONE ENGINE INOPERATIVE tees 2-60
......-- - +--+ sees reer
2-41. CIRCLING APPROACH - ONE ENGINE INOPERATIVE sin BA DEERE 2-62
. 02020 ce eee te en se
2-42. VISUAL TRAFFIC PATTERN .......- ea RTE EES Tes ee 2-64
enn eee ee
9.4%. APPROACH BODY ATIITUDES .....ccccn nee n deen ee mete enc tcc 2-65
+--+ 0250s eet
2-44. VISUAL FINAL APPROACH AND LANDING GEOMETRY ......-- errr crt 2-66
737-300) ....---- +--+
2-45. PITCH AND ROLL LIMIT CONDITIONS (737-200 AND tenes 2-67
(737-400 ) .....- 22-0 +2 eee e ete r
2-46. PITCH AND ROLL LIMIT CONDITIONS tense nse 2-67
ene tte
2-47. MANEUVER MARGINS (737-500) «00.6... eee eer RE Semmes a 2-68
pam e RR ES EEE
5.48. LANDING FLARE PROFILE ....0.0.- cncmwene ee eee ecb eased
FEB 28/90
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 BOEING 737
FLIGHT CREW TRAINING MANUAL

LIST OF FIGURES [continued]

2-49. FACTORS AFFECTING LANDING DISTANCE, MAX EFFORT STOP, FLAPS
2-50. REVERSE THRUST OPERATION ..... 02.2202 cece eee eee40ee ............... 274
2-51. REVERSE THRUST AND CROSSWIND ......0. 2.2.00 e 2-74
2-52. TOUCH-AND-GO OR STOP-AND-GO LANDING .................... .. . 2-75
3-1. TAKEOFF (AFS) .................... bee e cece cence .0000 000 2-77
3-2. TAKEOFF - ENGINE FAILURE AFTER V1 (AFS) ..........eee eee e eee e eee ee. a2
............00000000 3-5
3-3. PRECISION APPROACH (AFS) ......... DE RDAUREEHA~ om geueoad ese awetiad
3-4. ILS- ONE ENGINE INOPERATIVE (AFS) .......00...000.0000000000000 enamananuaes sens 3-7
3-5. NON-PRECISION APPROACH(AFS) .........0....000000 0 3-11
3-6. FLIGHT DIRECTORILS (NON-AFS) 0.00000 3-72
LoneeVamaMaet Shes veeamn ogeesemeRdaancewnenc., S-45
3-7. AUTOPILOT ILS (NON-AFS) .. 2... cec
e 3-17

FEB 28/90
xix
 BOEING 737
FLIGHT CREW TRAINING MANUAL

LIST OF TABLES
ttt etree 1-2
1-1. FLAP MANEUVERING SPEED SCHEDULE ......... eee reece eee rt
0500 e ee eet renee terete r nett eens cee 1-12
1-2. STANDARD CALLOUTS IFR AND VFR .......---
... 1. ee eee ttt nes 1-12
4-3. ADDITIONAL CATEGORY II AND IIA CALLOUTS
DET ee RHE eR ATEN Te GR eR EET EF 2-11
a4. CUTPBACK THRUST WTBO=15) secaueeerss1tseuscceno
ce REeR EMO Rese 2-20
9.8. TAKEOFF ROTATION TIMES VR TOSS FEET ..csanenner reer scree awnrna
EERE EEE SE eae 2-21
9-3. ECONOMY CLIMB SPEEDS ........-..aceesieee meron ese Rebeca ena 2-22
cron nee See ne de RETR PE eee nee
5.4. MAXIMUM RATE CLIMB SPEEDS ....ceewrey ery er 2-49
.....-...-2 20s ee ete cere t ttre terns
2-5. ICAO HOLDING AIRSPEEDS (MAXIMUM) ents 2-49
........---0 02 ee rere etter tres n
2-6. FAA HOLDING AIRSPEEDS (MAXIMUM) ees 2-50
eee r seer renee
2-7. LANDING CONFIGURATION AND SPEED SUMMARY .....--- +--+ sss tns 2-75
+0 steer rete
9-8. MAXIMUM CROSSWIND COMPONENT GUIDELINES .......----

FEB 28/90
XX
 BOEING 737
FLIGHT CREW TRAINING MANUAL
GENERAL INFORMATION
PREFACE
This chapter provides information not associated
with any particular maneuver or phase offlight. The
discussion applies to both manual and automatic
flight. It outlines the Boeing operational policies that
will be followed during training, and recommended
procedures with regards to crew coordination,
flap-speed schedule, thrust management, turbulent
air penetration, windshear, etc., and provides a basis
for standardization.
OPERATIONAL PHILOSOPHY
The normal procedures are designed for use by
trained flight crewmembers. The procedure
sequence follows a definitive panel scan pattern,
insofar as practical. Each crewmember is assigned
a cockpit area to initiate action in accordance with
Normal and Supplementary Normal Procedures.
Emergency/Abnormal and Non-Normal procedural
actions, and actions outside the crewmembers area
of responsibility are initiated at the direction of the
Captain.
Supplementary Normal Procedures are normal
procedures that are accomplished as required rather
than on each flight sector. They include anti-ice,
systems tests, PDCS/FMS procedures required to
comply with ATC instructions, and others. They are
not included in the Quick Reference Handbook
(QRH).
Emergency/Abnormal and Non-Normal Procedures
are used to cope with system faults and conditions
adversely affecting safe flight. Emergency/
Abnormal and Non-Normal Checklists are provided
to address emergency/abnormal and non-normal
situations, on the groundor inflight.
Additional operational philosophy is contained in the
introduction to the chapters of the Operations
Manual.
TRAINING OBJECTIVES
The flight training program prepares the student for
Airplane Qualification and/or the FAA rating
checkride (or equivalent) emphasizing flight safety,
passenger comfort and operational efficiency.
FEB 28/90
GENERAL INFORMATION
QUALIFICATION REQUIREMENTS (CHECKRIDE)
Following satisfactory completion of transition
training and when recommended byhis instructor,
each pilot will be required to satisfactorily
demonstrate his ability to perform maneuvers and
procedures prescribed in the approved syllabus
check flight including additional maneuvers
prescribed by the examiner.
Throughout the prescribed maneuvers, command
ability and good judgment commensurate with a high
level of safety must be demonstrated. In
determining whether such judgment has been
shown, the check pilot will consider adherence to
approved procedures, actions based on the analysis
of situations for which there is no prescribed
procedure or recommended practice, and qualities
of prudence and care in selecting the course of
action.
FLIGHT CHECKS
Flight checks will be given in both the simulator and
the airplane at the end of each respective phase of
training. The content of the flight checks will vary
with the capabilities of the simulator used and the
requirements of the governing regulatory agency.
POLICIES ON HEADPHONE AND COCKPIT
SPEAKER USE
Headphones or boom microphone/headsets will be
worn during takeoff until the top of climb, and from
the start of descent throughout approach and
landing.
Cockpit speakers may be used. Speaker volume
should be kept at minimum usable level to avoid
interference with normal crew conversation within
the cockpit.
GENERAL INFORMATION BOEING 737
FLIGHT CREW TRAINING MANUAL

ABOVE 117,000 LB
AT & BELOW 117,000 LB (53,070 KG) ABOVE 138,500 LB (62,823
Pie POSITION (53,070 KG) UP TO 138,500 LB KG)
(62,823 KG)
FLAPS UP 210 220 230
FLAPS 1 190 200 210
FLAPS 5 170 180 190
FLAPS 10 160 170 180
FLAPS 15 150 160 170
FLAPS 25 140 150 160

TABLE 1-1 FLAP MANEUVERING SPEED SCHEDULE

FLAP MANEUVERING SPEEDS Speed Tape Flap Speeds (737-300/400 EFIS)

The Flap Maneuvering Speed Schedule provides the
recommended maneuvering speeds for various flap
settings. The schedule provides adequate buffet
margin for an inadvertent 15 degree overshoot
beyond the normal 30 degree bank, when
recommended procedures are followed.
To simplify speeds, a Fixed Flap Maneuvering
Speed Schedule is used.
Flap Retraction
Since the speeds computed for takeoff are based on
the actual gross weight, full maneuvering capability
is available at the takeoff flap setting with V2 + 15
knots. After takeoff, with a speed of at least V2 +15
knots (and accelerating), flap retraction may be
initiated, except for a flaps 1 takeoff. Subsequent
flap retractions are made upon reaching the
maneuvering speed for the existing flap setting and
accelerating. For example, for a flaps 5 takeoff at
117,000 Ibs (53,070 Kgs) or below, select flaps 1 at
V2 + 15; select flaps up when accelerating through
190 Kts.
For a flaps 1 takeoff, the initial flap retraction is
made at the flaps 1 maneuvering speed.
Flap Extension
Extend the flaps to the next setting prior to
decelerating below the maneuvering speed for the
existing flap setting. When landing with flaps 15,
maintain the flap speed schedule while
maneuvering.
The flap speeds depicted on the Speed Tape
represent the minimum speeds for flap retraction,
extension and maneuvering. Speeds are displayed
at which stick shaker would occur at a 40 degree
bank angle. In level flight at the displayed minimum
speed, pitch attitudes are high enough to reduce
normal forward down-vision out of the cockpit
window. Normally, approximately 15 to 20 knots
above the minimum speed is recommendedfor flap
extension and maneuvering when using the Speed
Tape displayed speeds. This additive speed not only
provides better cockpit forward vision but also
provides climb gradients nearer optimum, better
speed stability, and, in most cases, lowerfuel flow
than when flying at the minimum speed displayed.
Flap Retraction
Full maneuvering capability is available at the takeoff
flap setting at.V2+15 knots. After takeoff, with a
speed of at least V2+15 knots (and accelerating) flap
retraction may be initiated, except for flaps 1
takeoffs. Subsequent flap retractions are initiated
upon reaching the minimum flap retraction speed,
displayed as a green "F" on the Speed Tape. For
example: For a flaps 5 takeoff, select flaps 1 at
V2+15; select flaps UP at the Speed Tape flap
retraction speed. For a flaps 1 takeoff, initial flap
retraction is initiated at the Speed Tape flap
retraction speed.
Flap Extension and Maneuvering Speeds
Select flaps 1 when decelerating through the
flaps-up maneuvering speed, displayed on the
Speed Tape as a green "0". Extend flaps to the next
setting when approximately 15 to 20 knots above the
minimum maneuvering speed for the existing flap
setting, and decelerating. Maintain approximately 15
to 20 knots above the minimum maneuvering speed
while maneuvering with flaps extended. The

1-2 FEB 28/90

 BOEING 737
FLIGHT CREW TRAINING MANUAL
displayed flaps-up maneuvering speed provides
good maneuver margins, flaps up, and is near
optimum for efficiency. It is the recommended
maneuver speed for flaps up on two engines as well
as one engine inoperative.
FLAP RETRACTION ALTITUDE
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 airlines have adopted a single climb
profile for all of their operations based on the field
which requires the greatest height for level-off to
clear a close-in obstacle with an engine failure.
The minimum altitude for flap retraction according to
regulations is 400 feet. However, to be consistent
with most world-wide noise abatement procedures,
1000 feet is the standard flap retraction altitude used
in training.
Flap Retraction Altitude - Engine Inoperative
Flap retraction altitude for takeoff with an engine
failure after V1 is predicated on the ability to
accelerate to flaps-up maneuvering speed while
retracting flaps and selecting maximum continuous
thrust limits within five minutes after initiating takeoff.
FEB 28/90
GENERAL INFORMATION
Some combinations of high gross weight, takeoff flap
selection and airport elevation may requireinitiating
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. However, during training,
800 feet is used as the flap retraction altitude for
engine failure after V1.
FLAP RETRACTION AND EXTENSION MANEUVER
MARGINS (FIXED SPEED SCHEDULE)
The charts on the following pages illustrate the
maneuver margin to stick shaker relative to the fixed
speed schedule.
During flap retraction/extension, movement of the
flaps to the next position should be initiated when
speed reaches the maneuvering speed for the
existing setting. Normally the airplane should be
accelerating when retracting flaps to the next
position; however, acceptable maneuver margin is
retained at the previous lower flap maneuvering
speed.
Forward C.G. is depicted since that represents the
mostcritical condition in terms of maneuver margin.
For the 737-300/400, autoslats are assumed to be
inoperative.
1-3
GENERAL INFORMATION BOEING 737
FLIGHT CREW TRAINING MANUAL ie

MANEUVER MARGINS
¢ 117,000 LBS/53,070 K6S7~45
10
MANEUVER MARGIN - G'S

MAX LOAD FACTOR

FLAPS EXTENDED
GEAR UP UP

45° BANK

30° BANK
—
_13°_BANK

120 140 160 180 200 220 240

SPEED = KTS s

Zso

MANEUVER MARGINS
© 120,000 LBS/54,432 KGS
MANEUVER MARGIN - G'S

2.0
MAX LOAD FACTOR
FLAPS EXTENDED
GEAR UP

1.5 45° BANK

30° BANK
a
15° BANK
Tal

120 140 160 180 200 220 240

SPEED - KTS -_

Figure 1-1 MANEUVER MARGINS (737-200)

1-4 FEB 28/90

 BOEING 737 GENERAL INFORMATION
FLIGHT CREW TRAINING MANUAL

MANEUVER MARGINS
° 128,000 LBS/58,060 KGS
MANEUVER MARGIN - G'S

MAX LOAD FACTOR

FLAPS EXTENDED
GEAR UP

45° BAN

30° BANK
+++
15° BANK

120 140 160 180 200 220 240

SPEED - KTS

Figure 1-2 MANEUVER MARGINS (737-200)

FEB 28/90 1-5

GENERAL INFORMATION BOEING 737
FLIGHT CREW TRAINING MANUAL

FLAP EXTENSION
e 114,000 LBS/51,710 KGS

MAX LOAD FACTOR

“ FLAPS EXTENDED
© GEAR UP
=a

©
a
<x
=

oi &
5Ww a
S :
= \ 45
40° BANK
30° BANK
+ |
15° B
VeeF=1.3 Vs

120 140 160 180 200 220 240

SPEED - KTS

FLAP EXTENSION
* 125,000 LBS/56,700 KGS

MAX LOAD FACTOR

” FLAPS EXTENDED
. GEAR UP
a
oO
ce
x
=
we
uJ
>
=)
uJ

= 45° BANK

30° BANK

V = 1.2 Vg

120 140 160 180 200 220 240

SPEED - KTS

Figure 1-3 MANEUVER MARGINS (737-300)

1-6 FEB 28/90

 BOEING 737 GENERAL INFORMATION
FLIGHT CREW TRAINING MANUAL

MANEUVER MARGINS
© 135,000 LBS/61,236 KGS
e ONE ENGINE INOPERATIVE

is MAX LOAD FACTOR

. FLAPS EXTENDED
=a
GEAR UP
o
we
<x
=

&
>
=
jo
=a
<=
=

45° BANK
40° BANK
30° BANK

V =1.2 Vs

120 140 160 180 200 220 240

SPEED -KTS

Figure 1-4 MANEUVER MARGINS (737-300)

FEB 28/90 1-7

GENERAL INFORMATION BOEING 737
FLIGHT CREW TRAINING MANUAL

FLAP RETRACTION
e 150,000 LBS/68,039 KG
© ONE ENGINE INOPERATIVE
MANEUVER MARGIN - G'S

MAX LOAD FACTOR

FLAPS EXTENDED
GEAR_UP

45° BANK
= >
40° BANK
30° BANK
=a - =
15° BANK
¥o71.2 V2

120 140 160 180 200 220 240 260

SPEED - KTS

Figure 1-5 MANEUVER MARGINS (737-400)

1-8 FEB 28/90

 BOEING 737 GENERAL INFORMATION
FLIGHT CREW TRAINING MANUAL

MANEUVER MARGINS
© 136,000 LBS/61,678 KGS
© ONE ENGINE INOPERATIVE
MAX LOAD FACTOR
MANEUVER MARGIN - G'S

FLAPS EXTENDED
GEAR UP

45° BANK
40° BANK

Vo=1.26 Vo
140 160 180 200 220 240
SPEED -KkTS
Figure 1-6 MANEUVER MARGINS (737-500)

FEB 28/90 1-9

GENERAL INFORMATION BOEING 737
FLIGHT CREW TRAINING MANUAL

SPEED (CURSOR)
Veer + S (minimum)

rer * 15
MANEUVERING LANDING
TAKEOFF
SPEED

Figure 1-7 REFERENCE BUG SETTINGS

REFERENCE BUGS Approach

The illustration, REFERENCE BUG SETTINGS, Position the cursor to the maneuvering speed for the
describes the positioning of the reference bugs on selected flap position. For airplanes without
the airspeed indicator for takeoff and landing. autothrottle or fast slow indicators, the cursor may
be positioned to the appropriate landing speed.
Takeoff
Landing
Position a white movable reference bug at V1, VR,
V2 +15, and at Flaps-Up Maneuvering Speed. V2 + Position the cursor to VREF + 1/2 the reported
15 is minimum maneuvering speed for all takeoff headwind component and. all the gust. Headwind
flaps and also initial flap retraction speed for takeoff corrections are made for any steady wind in the
with flaps greater than 1. forward quadrants, plus or minus 90 degrees on
each side of the runway heading. The minimum
Approach - Landing setting is VREF + 5 knots. The maximum cursor
setting is VREF + 20 knots. Do not apply wind
Place two white bugs at VREF, or the recommended correction for final approach speed (VREF) for
approach speed for a non-normal configuration tailwinds.
Landing. Place one white bug at VREF + 15
(Go-Around Flaps Maneuvering Speed) and one Examples: Reported wind 15 gusting to 20. Cursor
bug at Flaps-Up Maneuvering Speed. setting is VREF + 12 knots. Reported wind calm,
minimum cursor setting is VREF + 5 knots. When
AIRSPEED CURSOR USAGE using autothrottie, position the cursor to VREF +5
knots.
Takeoff
AUTOMATIC FLIGHT SYSTEM OPERATION
Leave the cursor set at V2 until initiating flap
retraction. The crewmembers must coordinate their actions so
the airplane is operated safely and efficiently at all
Climb,Cruise, and Descent times, both during Manual and Automatic Flight.

Position the cursor to the desired target speed. All
the white bugs may be positioned to the appropriate
airspeed settings for the approach and landing as
per the planned landing weight.
Flight Director Only
The pilot not flying should make flight director mode
selections and PDCS/FMC changes only at the
request of the pilot flying. Heading, altitude and
speed selections associated with flap position
changes or ATC clearances may be made without

FEB 28/90
 BOEING 737 GENERAL INFORMATION
FLIGHT CREW TRAINING MANUAL

specific directions. Both pilots should be awareofall have an exact meaning to all crew members. Some
selections, while still allowing one pilot to concentrate other recommended words and phrases are the
on flignt path control. PDCS or FMC/CDU changes following:
should be made by the pilot not flying; executing
after confirmation with the pilot flying. Thrust Settings

Automatic Flight "Set takeoff thrust"

"Set go-around thrust"
When the autopilot is in use, the pilot flying should "Set maximum continuous thrust"
make the autopilot mode selections to ensure timely "Set climb thrust"
compliance with ATC clearances. The pilot not flying "Set cruise thrust"
may select new altitudes if crew duties permit.
PDCS or FMC/CDU changes should be made bythe Flap Settings
pilot not flying; executing after confirmation with the
pilot flying. "Flaps up"
"Flaps five"
PERFORMANCEDATA COMPUTERSYSTEM- "Flaps fifteen"
PDCS (737-200) "Flaps twenty five"
"Flaps thirty"
The Performance Data Computer System provides
the crew with performance information which can STANDARD CALLOUTS
result in a significant crew workload reduction. This
workload reduction is only fully realizable when the Objective
system is operated as intended, including proper
preflight and timely changes in flight. PDCS Ensure that all crewmembers are aware of airplane
guidance should be monitored after any inflight altitude, position and instrument indications. Casual
changes. and nonessential conversation can be distracting,
and may interfere with normal communications, and
FLIGHT MANAGEMENT COMPUTER/CDU(S) is prohibited by FAR when below 10,000 feet.
(737-300/400/500) Unnecessary conversation reduces crew efficiency
and alertness to the problem at hand, i.e., the
The Flight Management System provides the crew approach andlanding.
with navigation and performance information which
can result in a significant crew workload reduction. Callouts
This workload reduction is only fully realizable when
the system is operated as intended, including proper The pilot not flying will accomplish the appropriate
preflight and timely changesin flight. FMC guidance callout based on_ instrument indications or
must always be monitored after any inflight changes. observations for the condition indicated on the
In the event flight plan changes occur at inopportune following chart. The pilot flying will verify the
times or in areas of high traffic density, the crew condition/location from his instruments and
should not hesitate to use conventional navigation acknowledge. If the pilot not flying does not make
and flight path control methods. the required callout the pilot flying should make it.

STANDARD PHRASEOLOGY Crew Concept

Standardization of crew communications is desired One of the basic fundamentals of the "Crew
to increase the efficiency of crew coordination during Concept" is that each crewmember must be able to
times of high crew workload such as takeoff, supplement or act as a back-up for another
emergency/abnormal and non-normal conditions, crewmember. Proper adherence to Standard
instrument approaches, landing in adverse Callouts will stimulate more meaningful and
conditions and detecting partial incapacitation. The standardized crew communications and provide for
normal standard callouts are one example of early detection of crewmember incapacitation during
Standard phraseology used to convey vital critical phasesofflight. :
information with a minimum number of words that

FEB 28/90 11
GENERAL INFORMATION BOEING 737
FLIGHT CREW TRAINING MANUAL

TNOTFLYING)
APPROACHING: TRANSITION ALTITUDE/FLIGHT “TRANSITION, ALTIMETERS RESET"
LEVEL
1,000 FT ABOVE/BELOW ASSIGNED “1,000 TO LEVEL OFF"
| ALTITUDE/FLIGHT LEVEL (IFR)
10,000 FT MSL (REDUCE AIRSPEED’) (IFR AND VFR) "410,000 "
1,000 FEET ABOVE INITIAL APPROACH ALTITUDE "4,000 ABOVE INITIAL"
(IFR)
FIRST POSITIVE INWARD MOTION OF LOCALIZER "LOCALIZER"
BAR (IFR)
FIRST POSITIVE MOTION OF GLIDE SLOPE BAR "GLIDE SLOPE"
(IFR)
FINAL FIX INBOUND (ALTIMETER, INSTRUMENT, AND "OUTER MARKER/VOR/NDB/ETC., TIME,
FLAG CROSS CHECK)(IFR) FEET, ALTIMETERS AND
INSTRUMENTS CROSS-CHECKED"
1,000 AND 500 FT ABOVE FIELD ELEVATION "4 000/500"

AFTER 500 FT ABOVE FIELD ELEVATION (IFR AND CALL OUT SIGNIFICANT DEVIATIONS
| VFR) FROM PROGRAMMED AIRSPEED,
: DESCENT, AND INSTRUMENT
INDICATIONS
100 FT ABOVE DH/MDA(IFR) "100 ABOVE"
VISUAL DESCENT POINT (VDP) "VISUAL DESCENT POINT"
REACHING DECISION HEIGHT (DH) OR MISSED "MINIMUMS, APPROACH/STROBE/
APPROACH POINT (MAP) (IFR) CENTERLINE LIGHTS - RUNWAY (OR NO
RUNWAY)"
"IF REQUIRED

TABLE 1-2 STANDARD CALLOUTS IFR AND VFR

— eaLtout
[200 FT ABOVE DH/AHBASEDONAIRPLANE DRIFT TPF: "LOOK LEFT/RIGHT/AHEAD"
ANGLE - PNF STARTS LOOKING FOR VISUAL CUES
INDIVIDUAL SEQUENCE FLASHER LIGHTS VISIBLE PNF: "STROBE"
INDIVIDUAL APPROACH LIGHT BARS VISIBLE PNF: "APPROACH"
DECISION BAR (1,000 FT FROM THRESHOLD-IF PNF: "WHITE BAR"
INSTALLED)
TERMINATION BAR (IF AVAILABLE) PNF: "RED BAR"
THRESHOLDLIGHTS (IF AVAILABLE) PNF: "THRESHOLD"
AT DH - VISUAL REFERENCE ESTABLISHED PF: "CONTACT"
AT DH - VISUAL REFERENCE NOT ESTABLISHED, PF: "GO AROUND"
|.E., PNF DOES NOT CALL ANY VISUAL CUES OR
| ONLY CALLS "STROBE"

TABLE 1-3 ADDITIONAL CATEGORYII AND IITA CALLOUTS

FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL
TAXI
The pilot's seat and 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.
Airplane response to thrust change is_ slow,
particularly at high gross weights. Idle thrust is
adequate. for taxiing under most conditions. <A
slightly higher thrust setting is required to start
taxiing. Allow time for airplane response to each
thrust change.
To break away from the ramp, release the brakes,
smoothly increase thrust to the minimum required for
the airplane to roll forward, and reduce thrustto idle.
Do not start a turn until sufficient forward speed has
been attained to carry the airplane through the turn
at idle thrust.
Thrust use during ground operation demands sound
judgment and technique. The air blast effects at
relatively low thrust can be destructive and cause
injury. Avoid following other airplanes too closely.
Jet blast is a major cause of foreign object damage.
The tendency is to taxi faster than desired. This is
especially true during runway turnoff after landing.
The appropriate taxi speed will depend on turn
radius and surface condition. Nose wheel scrubbing
indicates excessive steering angle and/or taxi speed
for surface condition. The normal straight-away taxi
speed should not exceed approximately 20 knots.
Speeds in excess of this when combined with long
taxi distances cause heat build-up in the tires.
When approaching a turn, speed should be slowed
to the appropriate speed for the conditions. Ona
dry surface, use approximately 8 to 12 knots. On
the 737-300/400/500, ground speed indication is
available on the HSI.
FEB 28/90
GENERAL INFORMATION
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 will reduce or
eliminate the vibration and increase passenger
comfort.
Idle reverse may be used on the 737-100/200 to
slow taxi speed and reduce brake heating. Reverse
thrust on the 737-300/400/500 high bypass engine
is not recommended during taxi. At low speeds,
reverse thrust can cause loose objects on the
taxiway to be ingested, causing engine damage.
Do not be diverted from the primary task of safely
taxiing the airplane. The flight crew should avoid all
unnecessary activity and duties (including
paperwork) that can be accomplished at another
time.
Nosewheel/Rudder Pedal Steering
Maintain a positive pressure on the nose steering
wheel in both directions to prevent the nose gear
from returning to center abruptly. Straight ahead
steering and large radius turns may be
accomplished with rudder pedal steering only. If
nose wheel "scrubbing" occurs while turning, reduce
steering angle and/or taxi speed. Avoid stopping the
airplane in a turn as excessive thrust will be required
to start taxiing again. Differential thrust may be
required for heavy airplanes during tight turns but
should only be used as required to maintain the
desired speed in the turn. Center the nose wheel
andallow the airplane to roll straight ahead to relieve
stress on the main and nose gear structure and oleo
strut seals prior to stopping after completing a turn.
Brakes
Avoid riding the brakes to control taxi speed as
brake heat buildup could become excessive. /f taxi
speed is too high, reduce speed with a steady brake
application and then release the brakes to allow
them to cool. Continuous braking should be
avoided. Allow for decreased braking effectiveness
on slick surfaces.
GENERAL INFORMATION BOEING 737
FLIGHT CREW TRAINING MANUAL

MINIMUM
WIDTH OF
PAVEMENT
FOR 180° TURN

COUTSIDE TO
OUTSIDE OF
TIRE)

THEORETICAL CENTER OF TURN

FOR MINIMUM TURNING RADIUS.
SLOW CONTINUOUS TURNING AT
A MINIMUM THRUST ON ALL
ENGINES. NO DIFFERENTIAL
BRAKING.

NOTE: 3 DEGREE TIRE SLIP ANGLE APPROXIMATE ONLY FOR 78 DEGREE TURN ANGLE

MODEL TL ee
737-100 34.3] 10.5] 9.2] 2.8] 56.1} 17.2} 36.5] 11.1] 57.2] 17.4) 48.2) 14.7] 54.0] 16.5

737-200 37.3| 11.4] 10.0] 3.0] 60.0] 18.3] 39.6] 12.1] 58.2] 17.7| 51.3] 15.6] 57.0) 17.4
737-300 75
neanegs 20-8] 12-4| 11.0] 3.4] 64.6| 19.7] 43.3) 13.2] 60.2| 18.3] 55.0] 16.8) 64.0] 19.5
737-400 46.8} 14.3] 12.5] 3.8) 72.4) 22.1} 49.4] 15.1] 61.8] 18.8] 61.3) 18.7} 68.3| 20.8

737-500 36.3] 11.1] 9.7] 3.0] 58.7] 17.9] 38.5] 11.7] 59.1] 18.0] 50.4) 15.4] 60.6} 18.5

Figure 1-8 TURNING RADIUS DIAGRAM

Turning Radius

The Turning Radius illustration shows the minimum Taxi In Adverse Weather
turning radius capability. The tail of the
737-300/400/500 and the wing tip of the Taxi under adverse weather conditions requires
737-100/200 describe the largest arc while turning more awareness of surface conditions. If the
and determine the minimum obstruction clearance taxiways and runways are covered with snow, slush,
path. or ice, consideration should be given to the use of
anti-ice. Taxi with the flaps up until entering the
it should be noted from the table that wing tip radius active runway for takeoff, then select takeoff flaps
and tail radius are approximately 5 to 10 feet greater and complete the BEFORE TAKEOFF checklist.
than nose radius. Plan for a short delay on the runway to complete the

1-14 FEB 28/90

 BOEING 737
FLIGHT CREW TRAINING MANUAL
before takeoff procedures and to ensure proper
engine operation by crosschecking all engine
instruments.
When taxiing on a slick surface at reduced speeds,
use of differential engine thrust will assist in
maintaining airplane momentum through a turn.
Differential braking may be moreeffective than nose
wheel steering on very slick surfaces. Reduce
speed prior to initiating a turn.
Backing Up With Reverse Thrust
This maneuver is not recommended for the
737-300/400/500.
For the 737-100/200, with no other means to move
the airplane, thrust reversers may be used to back
the airplane. Wing flaps should be retracted to
provide maximum clearance and visibility for the
ground crew giving hand signals.
The air conditioning should be switched OFF to
prevent ingestion of exhaust gases.
Ramp area must be free of debris to prevent engine
damage due to ingestion of foreign objects.
It is recommendedthat the airplane be backed only
at very low speeds. The amount of reverse thrust
required will vary with ramp slope and "set"oftires.
lf possible, allow the airplane to roll forward slightly
to unset the tires, then apply idle reverse to begin
backing, modulating as required to obtain the
desired taxi speed. Avoid high reverse thrust power
levels during backing up.
Use forward thrust to stop. The amount varies with
ramp slope and taxi speed. Application of brakes
while moving backwards may cause the airplane to
tip ontoits tail.
Taxi With One Engine
Because of additional operational procedural
requirements and crew workload, Boeing does not
recommend taxiing out for flight with an engine shut
down. If taxiing in after landing with an engine shut
down, the crew should be aware of systems
requirements, i.e., hydraulics, brakes, and electrical.
In some operational environments, uphill slope, soft
asphalt, high gross weights, congested ramp areas,
or wet/slippery ramps and taxiways, it would be
advisable to taxi with both engines operating.
FEB 28/90
GENERAL INFORMATION
The engines on the 737 require warm-up and
cool-down prior to applying takeoff thrust or shutting
down. If the engine has been shut downfor several
hours, it is generally desirable to operate at as low a
thrust setting as practicable for several minutes prior
to takeoff.
TAKEOFF BRIEFING
The takeoff briefing is a description of the departure
flight path with emphasis on anticipated track and
altitude restrictions. It assumes normal operating
procedures will be used. Therefore, it is not
necessary to brief normal or standard takeoff
procedures.
Additional briefing may be required when any
elements of the takeoff and departure are different
from those routinely used. These may include
inclement weather, adverse runway conditions,
unique noise abatement requirements, dispatch
using the minimum equipment list or any other
situation where it is necessary to review or define
crew responsibilities.
The takeoff briefing shall be accomplished as soon
aS practical so as not to interfere with the final
takeoff preparations.
TRIM TECHNIQUE
To trim the airplane, set and maintain a balanced
thrust condition. Check fuel quantities for lateral
balance.
With an autopilot engaged, allow the airplane to
Stabilize on a constant heading. Trim the rudder in
the direction of the down wing. Apply trim
incrementally, allowing the bank to stabilize after
each trim input. When the bank is zero, rudder trim
iS Correctly set.
With the autopilot disengaged, hold the wings level
with the control wheel using the ADI for reference.
Use rudder to correct any heading drift. When the
heading is stable with the wings level, trim out any
rudder pedal force using rudder trim. Trim out any
control wheelforces using aileron trim.
These trim techniques will result in minimum trim
drag. The aircraft should be in trim for autoland
approaches to assure autopilot authority limit is not
degraded.
GENERAL INFORMATION BOEING 737
FLIGHT CREW TRAINING MANUAL
PILOT INCAPACITATION
Pilot incapacitation occurs more frequently than any
other emergency which is routinely trained for as
part of a normal training program. 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. They occur the most frequently.
Their effects can range from loss of function to
unconsciousness or death.
The key to early recognition of pilot incapacitation is
contained in regular use of the "crew coordination
concept" of cockpit 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 also should
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. During
flight, both crewmembers also should be alert for
incapacitation of the other crewmember. If you do
not feel well, say so!! Let the other pilot know andlet
him fly the airplane.
Crew Action (Upon Confirming Pilot
incapacitation)
The other pilot shall take over the controls and check
the position of essential controls and switches.
e An emergency should be declared and the
autopilot used to reduce workload.
e After the autopilot is engaged and the airplane
is under control, notify and utilize the cabin
crew,if practicable, to restrain the incapacitated
pilot and slide the seat to the full aft position.
1-16
® Cockpit duties should be organized to prepare
for landing.
@ Consider using help from other pilots or
crewmembers who may be among the
passengers
To summarize, once incapacitation is recognized,
keep the airplane flying, care for the incapacitated
pilot and prepareto land.
TURBULENTAIR PENETRATION
The turbulent air penetration speed (280 KNOTS TO
MACH 0.70) was selected to provide low/high speed
buffet margins in severe turbulent air. When
encountering severe turbulence, maintain wings
level and smoothly control attitude. Use the ADI as
the primary instrument. In extreme vertical currents,
large altitude changes may occur. Do not use
sudden or large control inputs.
After establishing the trim setting for penetration
speed, do not change the stabilizer trim. Allow
altitude and airspeed to vary and maintain attitude.
Set thrust for penetration speed and avoid large
thrust changes. Ignition should be ON. Autopilot
CWSuse is recommended. Maneuver in turbulence
at bank angles below those normally used. The A/T
should be OFF in severe turbulence.
Normally no changes to cruise altitude or airspeed
are required when encountering moderate
turbulence. If operating at cruise thrust limits, it may
be difficult to maintain cruise speed. Do not allow
the airspeed to decrease and remain below the
turbulent penetration speed as buffet margin will be
reduced and considerable time and fuel will be
required to regain cruise speed.
Severe turbulence should be avoided if at all
possible. If severe turbulence cannot be avoided, an
increased buffet margin is recommended. This can
be obtained by descending approximately 4,000 feet
below optimum altitude.
FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL
WINDSHEAR
General
Improper or ineffective flight path control has been
one of the primary factors in many cases offlight into
terrain. Low altitude windshear encounters are
especially significant because windshear can place
the crew in a situation which will require the
maximum performance capability of the airplane.
Windshear encounters below 500 feet are the most
threatening because there is very little time or
altitude to respond to and recover from an
inadvertent encounter.
Airplane Performance In Windshear
Knowledge of how windshear affects airplane
performance can be essential to the successful
application of the proper vertical flight path control
techniques during an_ inadvertent windshear
encounter.
The wind componentis mostly horizontal at altitudes
below 500 feet. Horizontal windshear may improve
or degrade vertical flight path performance.
Windshear that improves performance will be first
indicated in the cockpit by increasing airspeed. This
type of windshear may be a precursor of a shear
that will decrease airspeed and degrade vertical
flight path performance.
Airspeed decreases if the tailwind increases faster
than the airplane is accelerating. As the airspeed
decreases, the airplane normally tends to pitch down
to maintain or regain the in-trim speed, although
during takeoff at aft c.g. loadings, the airplane pitch
response to a decreasing airspeed may be small or
even nose up. The magnitude of pitch change is a
function of the airplane configuration, weight, speed,
center of gravity, thrust and encountered airspeed
change. If the pilot attempts to regain lost airspeed
by lowering the nose, the combination of decreasing
airspeed and decreasing pitch attitude produces a
high rate of descent. Unlessthis is countered by the
pilot, a critical flight path control situation may
develop very rapidly. Aslittle as 5 seconds may be
available to recognize and react to a degrading
vertical flight path.
In critical low altitude situations, flight path control
must be maintained through the useofpitch attitude
and thrust. An increase in pitch attitude, even
though the airspeed may be decreasing, will
increase the lifting force and improvethe flight path
angle. In other words, trade airspeed for altitude, if
required. Maximum available thrust, combined with
FEB 28/90
GENERAL INFORMATION
proper pitch control will utilize the total airplane
performance capability.
The crew must be aware of the normal values of
airspeed, altitude, rate of climb, pitch attitude and
control column forces. Unusual control column force
may be required to maintain or increase pitch
attitude when airspeed is below the in-trim speed. If
significant changes in airspeed occur and unusual
control forces are required, the crew should be
alerted to a possible windshear encounter and be
prepared to take action.
Crew Actions
Crew actions are divided into three areas:
Avoidance, Precautions, and Recovery.
Avoidance
Windshears which exceed the performance
capabilities of commercial transport airplanes have
been observed below 500 feet. The flight crew
should search for any clues to the presence of wind
shear along the intended flight path. Carefully
assess all available information such as pilot reports
of windshear or turbulence, low level windshear
alerts, and weather reports, including thunderstorm
and virga activity. Avoid areas of known severe
windshear. Severe windshear is that which
produces uncommanded airspeed changes greater
than 15 knots. If severe windshear is indicated,
delay takeoff or do not continue an approach until
conditions improve.
Assist other pilots by reporting windshear encounters
precisely and promptly. Accurate pilot reports can
be a valuable clue to the severity of a windshear
condition. If windshear is suspected, be especially
alert to any of the danger signals and be prepared
for the possibility of an inadvertent encounter.
Precautions - Takeoff
Use maximum takeoff thrust instead of reduced
thrust. If practical, use the longest suitable runway
provided it is clear of areas of known windshear.
Unless the airplane is equipped with a windshear
guidanceflight director, do not use the flight director
for takeoff in suspected windshear conditions. The
attitude indicator is the primary reference for pitch
attitude.
Be alert for airspeed fluctuations during takeoff and
initial climb. Such fluctuations may be the first
indication of windshear. Control column forces may
1-17
 GENERAL INFORMATION BOEING 737
FLIGHT CREW TRAINING MANUAL
be different from those expected during a normal
takeoff, especially if airspeed is below the in-trim
speed.
Know the all-engine initial climb pitch attitude.
Rotate at the normal pitch rate to this attitude for all
takeoffs when engine failure is not a_ factor.
Minimize reductions from the initial climb attitude
until terrain and obstruction clearance is assured.
Smooth steady control of pitch attitude is essential.
Crew coordination and awareness are very
important. Develop an awareness of the normal
values of airspeed, attitude, vertical speed, and
airspeed increase. Closely monitor vertical flight
path instruments such as vertical speed and
altimeters. The pilot not flying should be especially
aware of vertical flight path instruments and cail out
any deviations from normal.
Should airspeed decrease below the in-trim speed,
unusual control column forces may be required to
maintain the desired pitch attitude. Stick shaker
must be respected at all times. If stick shaker is
activated, pitch attitude should be reduced just
enough to silence the stick shaker. Flight with
intermittent stick shaker may be required to maintain
a positive rate of climb.
jf windshear should be encountered near the normal
rotation speed and the airspeed suddenly
decreases, there may not be sufficient runwayleft to
accelerate back to normal takeoff speeds. If there is
insufficient runway left to stop, initiate a normal
rotation at least 2000 feet before the end of the
runway even if airspeed is low. Higher than normal
attitudes may be required to lift off in the remaining
runway. Ensure maximum thrustis set.
Above 500 feet AGL, pitch attitude adjustments are
acceptable to assist in controlling airspeed providing
terrain contact does not become a factor.
Precautions - Approach and Landing
Use all available means in the cockpit that might be
an alert for the presence of windshear, including
visual clues, pilot reports, and flight instruments.
Select the minimum landing flap position consistent
with field length and add an appropriate wind
correction (correction applied in the same manner as
gust) up to a maximum of 20 knots.
Avoid large thrust reductions or trim changes in
response to sudden airspeed increases as these
may be followed by airspeed decreases.
1-18
In suspected windshear conditions, crosscheckflight
director commands using vertical flight path
instrument displays. These instruments are the
primary references for vertical flight path control.
Crew coordination and awareness is very important,
particularly at night or in marginal weather
conditions, to ensure immediate recognition of a
deteriorating flight path. Closely monitor the vertical
flight path instruments, such as vertical speed,
altimeters, and glideslope displacement. The pilot
not flying should call out any deviation from normal.
Use of the autopilot and autothrottle for the
approach may provide more monitor and recognition
time.
Inflight Recovery Maneuver
The following action should be taken when
precautionary action is not successful, or whenever
flight path control becomes marginal below 500 feet
above the ground on takeoff or landing. The flight
crew must make the determination of marginal flight
path control using ail the information available in the
cockpit.
This determination is subjective and based on the
pilots’ judgment of the situation. As a guideline,
marginal flight path control may be indicated by
uncontrolled changes from normal steady state flight
conditions in excess of:
@ 15 knots indicated airspeed
e@ 500 feet per minute vertical speed
e 5 degrees pitch attitude
e 1 dot displacement from the glideslope
Whenever flight path control becomes marginal
below 500 feet above the ground, or when a
"WINDSHEAR" or "PULL UP" warning occurs,
simultaneously:
Aggressively position the thrust levers forward to
ensure maximum thrustis attained.
Disengage the autopilot and rotate smoothly at a
normal rate toward an initial pitch attitude of 15
degrees. Pitch attitudes in excess of 15 degrees
may be required to avoid terrain. Stop rotation
immediately if stick shaker or buffet occur. Stick
shaker may occur at pitch attitudes below 15
degrees if very severe windshear is encountered.
Unless the airplane is equipped with a windshear
guidance flight director, do not follow flight director
FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL
commands. When possible, without interfering with
other tasks of monitoring the vertical flight path, the
flight director should be turned off to eliminate
continuous display of inappropriate commands
(unless the airplane is equipped with windshear
guidance).
lf the airplane is equipped with windshear guidance,
pressing TOGA provides flight director guidance
similar to the manually flown maneuver.
When thrust is added, the nose may tendto pitch up.
This natural pitching characteristic can aid in a
smooth increase in pitch attitude. However,
significant push force can be required, even at the
in-trim speed, if large thrust increases are made.
Additional nose down trim may be required to
adequately control the pitch attitude.
Monitor vertical speed and altitude. If the airplane is
descending, increase the pitch attitude smoothly and
in small increments to stop the descent. Stick
shaker must be respected at all times. lf stick
shaker activates, reduce the pitch attitude just
enough to silence the shaker. Flight at intermittent
stick shaker may be required to obtain a positive rate
of climb.
Smooth, steady pitch attitude control is very
important during the recovery, especially if pitch
attitudes close to stick shaker or buffet are required.
Smooth, steady control of pitch attitude will ensure
that high pitch rates do not develop and will avoid an
overshoot of the pitch attitude at which stall warning
iS initiated. Respecting stick shaker or buffet will
ensure that appropriate maneuver and stall-margins
are maintained.
Do not attempt to regain lost airspeed until terrain
contact is no longer a factor. Also, do not change
gear or flap configuration until the vertical flight path
iS under control.
TERRAIN AVOIDANCE
The Ground Proximity Warning System (GPWS)
"PULL UP" warning occurs for unsafe closure rate
with the terrain. Anytime the warning occurs or
when safe terrain clearance is in doubt, disengage
the autothrottle and aggressively position the thrust
levers forward to ensure maximum thrustis attained.
FEB 28/90
GENERAL INFORMATION
Disengage the autopilot and rotate smoothly at a
normal rate toward an initial pitch attitude of 15
degrees (This is identical to the inflight recovery
maneuver performed in an inadvertent windshear
encounter).
Be prepared to trim to overcome the push force after
adding thrust. Pitch attitudes in excess of 15
degrees may be required to avoid terrain.
lf the GPWS warning continues, continue to rotate
while monitoring airspeed andvertical speed.
Sustained climbs at speeds slower than flaps-up
maneuvering speeds do not result in an appreciable
climb gradient improvement; however, if required to
avoid terrain, continue to rotate until stick shaker or
buffet occurs, then reduce the pitch attitude just
enough to silence the shaker or fly out of buffet.
Smooth, steady control of pitch attitudes will ensure
that high pitch rates do not develop and will avoid an
overshootof the pitch attitude at which stall warning
iS initiated. Respecting stick shaker or buffet will
ensure that appropriate maneuver and stall margins
are maintained. Do not attempt to regain lost
airspeed until terrain contact is no longer a factor.
ENGINE OVERBOOST
The 737 airplane has a significant thrust overboost
capability which could possibly be used to advantage
in emergencysituations. This overboost capability
should only be considered during emergency
situations when all other available actions have been
taken and ground contact is imminent.
Overboosting the engines when the situation is not
sufficiently serious, or prior to performing all other
recovery actions available, would unnecessarily
shorten engine life and increases the potential for
engine failure proportionate to the time and amount
of overboost, engine condition and environment.
In an emergency situation "firewalling the thrust
lever" should be considered. This condition could
result in an EGT or N1 over the redline.
lt must also be emphasized that the airplane should
be landed at the nearest suitable airport following a
“firewalling" thrust overboost.
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

MANUAL FLIGHT

PREFACE The maneuvers will normally be accomplished as

illustrated during training. However, due to
This chapter provides a quick reference summary of conflicting traffic at training airports, ATC traffic
operating procedures and training maneuvers for separation requirements, and radar vector
manual flight operations. The discussion portion of advisories, modifications may be necessary.
each illustration presents pertinent considerations
not normally included in the Operations Manual. Conditions beyond the control of the flight crew may
preciude following an illustrated maneuver exactly.
The flight profile illustrations represent the Boeing The maneuvers are not intended to replace good
recommended basic configuration during the judgment and logic.
accomplishment of the flight maneuvers, and
provides a basis for standardization and crew
coordination.

FEB 28/90
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

(—

TAKEOFF 7

ABOVE 3000 FT
NORMAL CLIMB

e~FLAPS-UP
a ELAPS-UP
Ka
X MANEUVERING SPEED
FLAP RETRACTION ALTITUDE
SET CLIMB THRUST
—?— >= ——"” Vo + 15 TO 25 KTS RETRACT FLAPS ON SCHEDULE

SET TAKEOFF VR POSITIVE RATE

THRUST PRIOR ROTATE OF CLIMB
TO 60 KNOTS GEAR UP

\ S
Figure 2-1 TAKEOFF

TAKEOFF he can respond quickly to a rejected takeoff

condition. Keep the airplane on centerline with
rudder pedal steering and rudder. The rudder
Takeoff becomeseffective between 40 and 60 knots.
A rolling takeoff is recommended. Advance the
thrust levers to near vertical for 737-100/200 (just Aft Center of Gravity Effects
above idle - approximately 40% N1 for the
737-300/400/500) as the airplane is aligned with the At aft CG and light weights, nose wheel steering
runway. This permits the engines to accelerate to a effectiveness may be reduced, especially on slippery
point from where uniform acceleration to takeoff runways. Hold the control column forward to
thrust will occur on both engines. The exact amount improve nose wheel steering. Application of takeoff
of the initial setting is not as important as setting thrust and sudden brake release maytendto lighten
symmetrical thrust. After the engines are stabilized, the nose wheel loading. With this condition a rolling
advance the thrust levers to takeoff thrust during takeoff is preferred.
acceleration. Final takeoff thrust shouid be set by 60
knots. Rotation andLiftoff

lf required to hold in takeoff position, stop the
airplane aligned with the runway. To begin takeoff
roll, release the brakes and advance the thrust
levers in the same manner as described above.
Above 60 knots, do not reduce thrust except as
required to maintain engine parameters within their
limits (red line). Thrust setting values for takeoff and
maximum continuous thrust are not considered
limiting.
The pilot who actually would perform the RTO should
keep one hand on the thrust levers until V1 so that
2-2
At VR, rotate smoothly with one continuous motion at
a rate of no more than approximately 3 degrees per
second up to target pitch attitude. Correct rotation
execution is important to ensure adequate
performance is obtained. Liftoff will occur prior to
reaching initial climb target body attitude. After
target pitch attitude is reached, indicated airspeed in
conjunction with other vertical flight instruments is
used for pitch control.
Normally, if rotation rate is correct, the target pitch
attitude will result in an airspeed of approximately V2
+20 knots for normal gross weights. If the vertical
FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL
speed is acceptable, adjust the pitch attitude
Smoothly, as required, to maintain an airspeed of V2
+15 to 25 knots up to flap retraction altitude. Any
speed between V2 +15 to V2 +25 knots will not
significantly affect the takeoff profile.
Aft Fuselage Contact During Takeoff
{737-100/200/500)
Aft fuselage contact with the runwayis unlikely in the
737-100/200/500 due to the short fuselage length.
Aft Fuselage Contact During Takeoff
(737-300/400)
Due to the geometry of the 737-300 and 737-400,
aft fuselage contact with the runway is possible if
takeoff attitudes higher than normal are reached
beforeliftoff.
The usual causes for aft fuselage contact with the
runway during takeoff are early rotation (prior to VR)
and/or a rapid rotation rate in excess of 3 degrees
FEB 28/90
MANUAL FLIGHT
per second. Airplane acceleration characteristics at
light gross weights may result in the pilot initiating
early and/or fast rotation in an effort to prevent
overshooting the initial climb speed of V2 + 20 knots
after liftoff.
Flap position also affects att fuselage to runway
Clearance during takeoff. Flaps 1 (-300) and Flaps
5 (-400/-500) takeoffs yield the least clearance.
Consider using flaps 5 (-300) and Flaps 15
(-400/-500) takeoffs for light gross weights.
Be aware of airplane attitude. Aft fuselage contact
with the runway will occur at approximately 13
degrees (-300) and 11.5 degrees (-400), and 14.5
degrees (-500) of body attitude if liftoff has not
occurred.
With a normal rotation rate, the all-engine liftoff
attitude is 9-10 degrees. The engine-out liftoff
attitude is 10-11 1/2 degrees.
2-3
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

NORMAL ROTATION
3°/SEC

VR VLOF
ALTITUDE - FT

SLOW ROTATION
1 1/2°/SEC Vi gp + 4 TO 6 KTS
R

10 15

40
UNDER ROTATION
3°/SEC TO 10° NOSE UP
Ve Vigor + 0 TO 1 KTS

0 5 10 15 #1350 FI--——+15
DISTANCE - 100 FT

Figure 2-2 ROTATION EXECUTION

GEOMETRY LIMIT
GEAR EXTENDED
737-200
15 =
737=
n
tad
Lad
a
6
tad)
a
; 10 LIFTOFF
tad
a
2
Ke
=
-
<
=z 5
oO
fea
a

0 a
-4 -2 0 2 4 6
TIME FROM NORMAL ROTATION — SECONDS

ANGLE
Figure 2-3 EFFECT OF ROTATION SPEED AND PITCH RATE ON LIFTOFF

FEB 28/90
2-4
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

Ve LIFTOFF Vo + 20

9-10° (12° 737-200 ADV)

L A, .
3 6.5
TIME SECONDS

Figure 2-4 TYPICAL ALL ENGINE TAKEOFF ROTATION PROFILE (ALL AIRPLAN
ES)
HEIGHT ABOVE RUNWAY

TAIL CLEARANCE HEIGHT

C.G. HEIGHT

GEAR HEIGHT
SJ

| - | TIME

MINIMUM TAIL CLEARANCE

CAPPROX. 20 IN)

Figure 2-5 TAIL CLEARANCE - ALL ENGINE (ALL AIRPLANES)

FEB 28/90
2-5
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

REDUCE BODY ATTITUDE 2° ALL ENG OR 1° ENG INOP FOR EACH

45°C TEMPERATURE INCREASE ABOVE THE ENGINE FLAT RATING
25 6000 FT ALTITUDE
STANDARD DAY
TAKEOFF THRUST
GEAR UP
CG = 20% MAC

20

ALL ENGINE
Va + 15
15
TARGET BODY ALTITUDE AFTER LIFTOFF - DEGREES

ENGINE OUT
V2
10

80 90 100 . 110 120

BRAKE RELEASE GROSS WEIGHT - 1000 LBS

SEA LEVEL ALTITUDE

STANDARD DAY
TAKEOFF THRUST
GEAR UP
CG = 20% MAC

ALL ENGINE
V> + 15
ENGINE OUT
Va

80 90 100 120
BRAKE RELEASE GROSS WEIGHT - 1000 LBS

Figure 2-6 TARGET BODY ATTITUDE AFTER LIFTOFF (737-200)

FEB 28/90
2-6
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

REDUCE BODY ATTITUDE 2° ALL ENG OR 1° ENG INOP FOR EACH

15°C TEMPERATURE INCREASE ABOVE THE ENGINE FLAT RATING
6000 FT ALTITUDE
STANDARD DAY
+ 40 °F AND BELOW
TAKEOFF THRUST
GEAR UP

ALL ENGINE
Vo + 20

ENGINE OUT
V2
TARGET BODY ALTITUDE AFTER LIFTOFF - DEGREES

80 90 100 110 120 130

BRAKE RELEASE GROSS WEIGHT - 1000 LBS

SEA LEVEL
ALTITUDE
STANDARD DAY
+27° AND
BELOW
TAKEOFF
THRUST
GEAR UP

ALL ENGINE
Vo + 20

ENGINE OUT
Vo

80 90 100 110 120 130 140

BRAKE RELEASE GROSS WEIGHT - 1000 LBS

Figure 2-7 TARGET BODY ATTITUDE AFTER LIFTOFF (737-30

0)

FEB 28/90
2-7
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

REDUCE BODY ATTITUDE 2° ALL ENG OR 1° ENG INOP FOR EACH

15°C TEMPERATURE INCREASE ABOVE THE ENGINE FLAT RATING

25
6,000 FT ALTITUDE
STANDARD DAY
+ 40°F AND BELOW
TAKEOFF THRUST
ALL ENGINE naeou vs
20 V> + 20

45 a‘ OUT
TARGET BODY ATTITUDE AFTER LIFTOFF - DEGREES

10
80 90 100 110 120 130 140 150 160

BRAKE RELEASE GROSS WEIGHT - 1000 LBS

SEA LEVEL ALTITUDE

STANDARD DAY
25 + 27°F AND BELOW
TAKEOFF THRUST
ALL ENGINE GEAR DOWN
Vo + 20

20

ENGINE OUT
V2
15

10
100 110 120 130 140 150 160
80 90

BRAKE RELEASE GROSS WEIGHT - 1000 LBS

Figure 2-8 TARGET BODY ATTITUDE AFTER LIFTOFF (737-400)

FEB 28/90
2-8
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

REDUCE BODY ATTITUDE BY 2 DEG ALL ENG OR 1 DEG ENG INOP FOR
EACH 15 DEG C RISE IN TEMPERATURE ABOVE THE ENGINE FLAT RATING

6000 FT ALTITUDE
STD DAY + 40 DEG F AND BELOW
CFMS6 381, 20K ENGINE
TAKEOFF THRUST
ALL ENGINE GEAR DOWN
Vo + 20
TARGET BODY ATTITUDE AFTER LIFTOFF - DEGREES

ENGINE OUT
Vv

80 90 100 110 120 130° 140 150

BRAKE RELEASE GROSS WEIGHT - 1000 LBs

SEA LEVEL ALTITUDE

STD DAY + 27 DEG F AND BELOW
ALL ENGINE CFMS6 3B1, 20K ENGINE
Vo + 20 TAKEOFF THRUST
GEAR DOWN

ENGINE OUT
V

80 90 100 110 120 130 140 150

BRAKE RELEASE GROSS WEIGHT - 1000 LBS

Figure 2-9 TARGET BODY ATTITUDE AFTER LIFTOFF (737-500)

FEB 28/90 2-9

MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
INITIAL CLIMB
With all engines operating, maintain V2 + 15 to 25
knots and takeoff flaps to the flap retraction altitude.
Do notretract the landing gearuntil a positive rate of
climb is indicated on the flight instruments. V2 + 15
is approximately the maximum angle climb speed
with takeoff flaps. A speed up to approximately V2 +
25 knots will not significantly affect the climb profile.
lf airspeed exceeds V2 + 15 knots during the initial
climb, increase body angle to stop the acceleration
and climb outat the slightly higher speed (up to V2 +
25). Body attitudes may exceed 20 degrees atlight
weights and small flap settings. This is not
considered limiting, and may be required at certain
noise sensitive areas.
Turn After Takeoff
Obstruction clearance, noise abatement or
departure procedures may require an immediate
turn after takeoff. For a minimum radius turn
maintain V2 + 15 to 25 knots with takeoff flaps. Set
climb thrust at 1000 feet. After completion of the
turn and at or aboveflap retraction altitude, adjust
the pitch attitude to accelerate and completethe flap
retraction sequence.
Flap Retraction
At flap retraction altitude, set climb thrust and adjust
the pitch attitude to maintain approximately 1000
fpm climb rate while accelerating. With a speed of at
least V2 + 15 and accelerating, begin retracting
flaps. Continue retracting flaps on the flap retraction
schedule discussed in Chapter 1 of this manual.
Maintain flaps-up maneuvering speed until reaching
3000 feet if noise abatement is a consideration.
FEB 28/90
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

(—

NOISE ABATEMENT TAKEOFF (737-100/200) 7

ABOVE 3000 FT
SET CLIMB THRUST
NORMAL CLIMB
SPEED LP

e
—— FLAPS-UP
A
FLAPS-UP MANEUVERING
SPEED
° SET CUTBACK THRUST
—> 5 #15 10 25 TS
J
SET TAKEOFF VR POSITIVE RATE \FLAP RETRACTION ALTITUDE
THRUST PRIOR ROTATE OF CLIMB ACCELERATE
TO 60 KNOTS GEAR UP RETRACT FLAPS ON SCHEDULE

\ /
Figure 2-10 NOISE ABATEMENT TAKEOFF (737-1 00/200)

NOISE ABATEMENT TAKEOFF (737-100/200)

The noise abatement takeoff profile is intended to

satisfy the requirements of the "typical" noise 80,000 13 - 1.50
abatement takeoff. The noise abatement profile 85,000 13 1.53
shown satisfies the guidelines established by U.S.
FAA A.C. 91-53 and is used as a typical noise 90,000 12 1.55
abatement takeoff for the 737-100/200. Some 95,000 12 1.58
airports may have special procedures which require
modification of this profile. 100,000 11 1.61
105,000 11 1.65
For the noise abatement takeoff, the takeotf
procedure up to flap retraction altitude is the same 110,000 1 1.69
as described for the normal takeoff. 115,000 10 1.73
Upon reaching flap retraction altitude (1,000 feet), 120,000 10 177
reduce pitch attitude to maintain approximately 500 125,000 10 1.81
to 1,000 feet per minute rate of climb while
accelerating. Do not lower the nose to less than 1/2
the pitch attitude that was required to maintain V2 + TABLE 2-1 CUTBACK THRUST (JT8D-15)
20 knots during the initial climb after takeoff.
Continue to accelerate and retract the flaps on the Note: This table is only valid for JT8D-15 equipped
flap/speed schedule. When 210-220 knots is airplanes and is for training purposes only.
reached, set reduced thrust for noise abatement and
continue to climb to 3,000 feet.

The following table shows target cleanup attitude

and reduced thrust (cutback) EPR for various
airplane weights.

FEB 28/90
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

Engine Failure/Abnormal Situations departure area. A slower rate of climb due to

reduced thrust settings could significantly increase
The noise abatement procedure will be abandonedif ice accumulations.
an engine failure occurs or for any abnormal
situation that may compromise safety. In the event NOISE ABATEMENT TAKEOFF (737-300/400/500)
an engine failure occurs while at reduced thrust,
immediately set go-around thrust on the operating For the noise abatement takeoff for the
engine. Noise abatement procedures with engine 737-300/400/500, the NORMAL takeoff profile
power settings less than climb thrust should not be satisfies the typical noise abatement requirements.
used if severe icing conditions prevail in the

FEB 28/90
2-12
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

THE FAR TAKEOFF FIELD LENGTH IS THE LONGER OF:

® BALANCED FIELD LENGTH

Vv >F

35!
BRAKE 60 ONE ENGINE
aLEASE VEF ACCELERATION -

ALL ENGINE ACCELERATION V4

ots goo en
STOP STOP
TRANSITION STOPPING
OR
® 1.15 X ALL ENGINE DISTANCE TO 35 FEET

Figure 2-11 FAR TAKEOFF DEFINITION

FAR TAKEOFF FIELD LENGTH
The F.A.R. takeoff field length is the longer of the
balanced field length or 1.15 times the all engine
distance to 35 feet.
The balanced field length is the all engines
acceleration distance to engine failure speed,
continuing the takeoff with one engine and achieving
a height of 35 feet by the end of the runway or
stopping.
Certified RTO stopping distances do not include the
use of reverse thrust. Use of reverse thrust provides
additional stopping capability.
NOTE: Past experience has shown that
rejecting a takeoff at or close to V1 speeds
has, in too many cases, ended in the aircraft
Stopping beyond the end of the runway. This
is usually caused by delaying the maneuver
after recognizing the problem. Additionally,
decreased braking(i.e., tire failure) and delay
in using full reverse thrust haveall contributed
to increasing the stopping distance.
The decision to reject the takeoff is the responsibility
of the Captain.

FEB 28/90
2-13
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
REJECTED TAKEOFF (RTO)
A rejected takeoff is a maneuver performed during
the takeoff roll to expeditiously stop the airplane on
the runway.
As the airplane accelerates during the takeoff roll
energy increases rapidly. The energy increaseis in
proportion to the square of the increase in speed.
This energy must be dissipated to stop the airplane.
At low speeds, up to approximately 80 knots, energy
developed is not sufficient to cause difficulty in
stopping the airplane.
As airspeed approaches V1 for the balanced field
condition, the effort required to stop the airplane on
the runway for an RTO approaches maximum. After
V1 it may not be possible to stop the airplane on the
runway. The decision to reject the takeoff must be
made prior to V1 so that the maneuver can be
initiated no later than V1 and must be accompanied
by immediate accomplishment of the rejected takeoff
maneuver.
Prior to V1, a takeoff should be rejected in the event
of engine failure, engine fire, unsafe configuration or
any adverse condition significantly affecting the
safety of flight.
In the event any of the above occur, the pilot not
flying makes the appropriate announcement, such
as "Engine Failure.”
Simultaneously close the thrust levers (disengage
the autothrottle, if required) and apply maximum
brakes. If RTO autobrakes are selected, monitor
system performance and apply manual wheel brakes
if the AUTO BRAKE DISARM light illuminates or
deceleration is not adequate. Rapidly raise the
speedbrakes and apply maximum reverse thrust
consistent with the conditions. Maintain reverse
thrust and braking until runway length remaining
permits transition to normal landing roll procedures.
Boeing recommends arming the RTO feature (if
installed) on all takeoffs as it will ensure brake
application early in the rejected takeoff.
Once thrust is set and takeoff roll has been
established, rejecting a takeoff solely for illumination
of the amber MASTER CAUTION light is not
recommended.
FEB 28/90
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

r AVAILABLE RUNWAY
CORRE
CORRECT PROCEEDURE:
CT _PROC
ail
V1 VR a 35 FT
WV
GRAKE ENGINE ONE ENGINE ACCELERATION
‘
|
ae eat See FULL BRAKES
v Y +VgSPOILERS
ALL ENGINE ACCELERATION
y STOP
TRANSITION STOPPING
EARLYDECISION: |
—+| —-01 sec
V4 -5 KT (-1 SEC) |

BRAKE ENGINE
|
[|
¥ oe
RELEASE FAILURE
Vv ,
v | |
| VB 400 FT
Liv .. |
L
+
LATE DECISION:
en — b»-— +¢1) SEC | EF
| Vgta—vy
—y, + #5 KT CH+ SEC) | —T
~~F_
|
BRAKE ENGINE
RELEASE FAILURE
v |
jp 400-500 FT
VB ,

y_ | > STOP
* A decision at Vz + (1) second will result
in VR being exceeded by 3 to 5 knots.

Figure 2-12 GO/STOP DECISION NEAR V1

Go/Stop Decision Near V1 : decision one second before or after V1. Engine
failure is one second prior to V1 and correct RTO
This chart shows the effect on RTO distance and execution is assumed.
height over the end of the runway for a go/stop

FEB 28/90
2-15
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL o~

AVAILABLE RUNWAY |
CORRECT PROCEDURE:
Wor
all
V4 Vp
35 FT
v Y
BRAKE
ae ENGINE
ENGINE| ONE ENGINE ACCELERATION
w W FULL BRAKES
ALL ENGINE ACCELERATION */gPOrLeRs
YS sor
TRANSITION STOPPING
FULL BRAKES + SPOILERS Vp (1) REVERSER |
+ 1 THRUST REVERSER e ¥ x 7-100 FT
|
|
INCORRECTPROCEDURES: SCHEDULED
V
| |
1 |
1/2 BRAKE PRESSURE V LS —__
+ SPOILERS a i weed Fe
—= \ = 80 KTS ~
FULL BRAKES ONLY _ 4600-600 FT
(NO SPOILERS) A
—= v = 60-70 K
FULL BRAKES ae
+ SPOILERS
FULL BRAKES + SPOILERS a SEG. Lyng cy 4
2 SECONDS ADDITIONAL |
TRANSITION DELAY
—= V = 60 KTS

Figure 2-13 REJECTED TAKEOFF EXECUTION OPERATIONAL MARGINS

Rejected Takeoff Execution - Operational Margins reverse and the consequences of using incorrect
procedures, such as half brake pressure, no
This chart shows the operational margin available spoilers, or delayed execution.
using the correct RTO procedure with one engine in

FEB 28/90
2-16
 BOEING 737
FLIGHT CREW TRAINING MANUAL
Rejected Takeoff Summary
A successful rejected takeoff, at or near V1, is
dependent upon the pilot making quick decisions
and using the correct procedures, particularly if at or
near runway limited conditions. The use of reverse
thrust will provide additional stopping capability.
When recognition of conditions requiring a rejected
takeoff are within a second of V1, the balance ofrisk
shifts in favor of continuing the takeoft.
Continued takeoff after recognition of enginefailure
slightly below V1 will result in a reduction in aircraft
height above the end of the runway. This is less of a
consequence than over-running the runway from
rejecting the takeoff at too high a speed.
REDUCED THRUST TAKEOFF
Many airlines use a reduced thrust takeoff whenever
performance limits and noise abatement procedures
will permit. Reduced thrust takeoffs lower EGT,
which will extend engine life. If conditions are
encountered during the takeoff where additional
thrust is desired, such as: a temperature inversion,
windshear, or engine failure, the crew should not
hesitate to advance thrust.
CAUTION: DO NOT USE REDUCED THRUST
IF CONDITIONS EXIST THAT AFFECT
BRAKING; 1.E., SLUSH, ICE PATCHED
RUNWAY, OR IF POTENTIAL WINDSHEAR
CONDITIONSEXIST.
When using reduced thrust for takeoff predicated on
assumed temperature, select takeoff speeds from
the reference column associated with the assumed
temperature in the QRH.
IMPROVED CLIMB PERFORMANCE TAKEOFF
When notfield length limited, an increased climb limit
weight is achieved by using the excess field length to
accelerate to higher takeoff and climb speeds. This
improves the climb gradient, thereby raising the
second segment weight limit. V1, VR and V2 are
increased to maintain consistent performance
relationships. When calculating the improved climb
performance, it is necessary to check the tire and
brake energylimits.
FEB 28/90
MANUAL FLIGHT
ADVERSE RUNWAY CONDITIONS
Slush, standing water, or deep snow can increase
takeoff distance significantly due to increased rolling
resistance. This resistance increases as speed is
increased during the takeoff roll. Slush or standing
water may cause damage to the airplane. Most
airlines specify the maximum depth of powdery snow
for no takeoff distance corrections and a specified
depth where the takeoff should not be attempted.
They also specify maximum depths of slush, wet
snow and standing water for takeoffs. The Boeing
recommendedlimit is standing water, slush or wet
snow equivalent to 1/2 in. (13 mm.) of water.
Takeoff performance and critical takeoff data are
adjusted to fit the existing conditions. If there is an
element of uncertainty concerning the safety of an
operation with adverse runway conditions, do not
take off until the element of uncertainty is removed.
Do not use reduced thrust for takeoff under adverse
conditions.
OPERATION WITH DEICING/ANTI-ICING FLUIDS
Testing of undiluted deicing/anti-icing fluids has
shown that some of the fluids remain on the wing
during takeoff rotation and initial climb out. The
residual fluid causes a temporary decrease in litt and
increase in drag. These effects are moresignificant
at lower ambient temperatures (approaching -20
degrees C) wherethe fluid tends to stay on the wing
longer.
No performance adjustments are required for the
737-200 ADV/-300/-400/-500. For the
737-100/200 NON ADV models, takeoff weight
reductions and speed increases are necessary to
ensure adequate stall margins are maintained.
These adjustments are provided in the Operations
Manual performance chapter (23.10 or 4A.2).
To minimize the impact of fluid effects on airplane
performance, do not use reduced thrust for takeotf
using the assumed temperature method. Where
applicable, operation at approved takeoff derate
thrust levels is acceptable. Ensure that the
recommended takeoff rotation rate is observed. For
the 737-200 ADV model, use a takeoft flap setting of
position 10 or greater whenever possible.
2-17
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

CROSSWIND TAKEOFF Large aileron inputs can have an adverse effect on

the VMCG due to the additional drag of the extended
There is good crosswind control capability during spoilers.
takeoff. Initial runway alignment and smooth
symmetrical thrust application are important. Wind Corrections
Directional deviations should be corrected
immediately with smooth and positive control inputs. Wind corrections are not made to VR and V2
speeds. V1 is corrected as shown in the Operations
Engine surge can occur with a strong crosswind Manual for headwind or tailwind components.
component if takeoff thrust is rapidly applied at low
speed. Rotation and Takeoff

Lateral Control During rotation, hold the control wheel in the

displaced position to keep the wings level during
Smooth rudder control inputs combined with small liftoff. The airplane is in a sideslip with crossed
control wheel inputs will result in a normal takeoff controls at this point. A slow, smooth recovery from
with no overcontrolling directionally or laterally. this sideslip is accomplished after liftoff.

FEB 28/90
2-18
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

r
TAKEOFF - ENGINE FAILURE AFTER V1 4

SF
e ZO
aan
FLAPS-UP
SET MAXIMUM

mentee
CONTINUOUS THRUST
FLAPS-UP MANEUVERING
SPEED
SET TAKEOFF VR positive ~ \) 10 vo + 20 \ uae RETRACTION ALTITUDE
THRUST PRIOR ROTATE RATE OF ACCELERATE
TO 60 KNOTS CLIMB RETRACT FLAPS ON
GEAR UP SCHEDULE
o A
Figure 2-14 TAKEOFF - ENGINE FAILURE AFTER V1

TAKEOFF - ENGINE FAILURE AFTER V1
Engine Failure Recognition
An engine failure at or after V1 will initially affect yaw
much like a crosswind effect.
Engine failure due to turbine failure or other internal
Causes usually results in the same yawing moment;
however, vibration and noise from the affected
engine may be apparent and the onset of the yaw
may be morerapid.
The airplane heading is the best indicator of the
correct rudder pedal input. To counter the thrust
asymmetry due to an engine failure, stop the yaw
with rudder. Flying with lateral control wheel
displacement or with aileron trim causes spoilers to
be raised.
Under instrument conditions the pilot's scan is
centered around the attitude indicator. This results
in roll being the first indication of an asymmetric
condition and the contro! wheel being applied first to
hold the wings level or maintain the desired bank
angle. Control wheel displacement will indicate not
only the correct rudder, but the correct amountof
rudder to apply.
The control wheel will be approximately centered
(level) when the proper amount of rudder is applied.
Full lateral control will be available in both directions
and spoiler drag will be eliminated.

FEB 28/90
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

(737-200) FLAP 1, 2, 5, 10, 15, OR 25 AND 75,000 LB/34,020 KG TO 128,000 LB/58,060 KG GROSS
WEIGHT
WEIGHT
(737-300) FLAP 1, 5, OR 15 AND 95,000 LB/43,092 KG TO 139,500 LB/63,277 KG GROSS
(737-400) FLAP 5 OR 15 AND 95,000 LB/43,092 KG TO 150,000 LB/68,039 KG GROSS WEIGHT
(737-500) FLAP 5 OR 15 AND 85,000 LB/38,556 KG TO 136,500 LB/61,916 KG GROSS WEIGHT
BASIC TAKEOFF SPEED SCHEDULE

CONDITION |
ALL ENGINES OPERATING 5TO6
ONE ENGINE INOPERATIVE 6TO9

TABLE 2-2 TAKEOFF ROTATION TIMESVR TO 35 FEET

10°(-400) 11°(-300/500)
Z 12°(-200)

MINIMUM TAIL CLEARANCE

APPROX. 24 IN. (737-200) 12 IN. ¢€737-300) 10 IN. ¢737-400)
32 IN. (737-500)

Figure 2-15 LIFTOFF BODY ATTITUDE- ONE ENGINE INOPERATIVE

Rotation Initial Climb

If an engine fails between Vi and lift-off, maintain
directional control by smoothly applying rudder
proportionate with thrust decay to maintain the
desired heading or track.
Rotate normally at VR, using the required amount of
control column and control wheel if necessary, to
hold the wings level.
The rotation should be executed smoothly with one
continuous motion. Do not rotate early or rapidly.
The rate of rotation should be no faster than for a
normal takeoff.
If the engine failure occurs at or after liftoff, apply
aileron to momentarily establish wings level. Add
rudder to center the control wheel. To center the
contro! wheel, rudder will be required in the direction
that the control -wheel is displaced. This
approximates a minimum drag configura tion.
Indicated airspeed and vertical speed are the
primary instruments for pitch control after the initial
target pitch attitude has been established,
consequently, the initial climb attitude should be
immediately adjusted to maintain a minimum of V2
and a positive climb. If an engine fails at an
airspeed between V2 and V2 + 25, climb at the
airspeed at which the failure occurred. If engine
failure occurs above V2 + 25, increase pitch attitude
in order to reduce airspeed to V2 + 25 and maintain
airspeed until flap retraction altitude.
Retract the landing gear after attaining a positive
rate of climb. Hold a minimum of V2 and takeoff flap
setting to flap retraction altitude.
Obstacle clearance or departure clearance may
require a turn. shortly after takeoff. Climb
performance is slightly reduced while turning but is
accounted for in the airport procedure.

FEB 28/90
2-20
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

Flap Retraction for Climb 1 and 6%for Climb 2 (approximately 10%

and 20%thrust reduction). Reduced climb thrust
At flap retraction altitude, decrease pitch attitude to may also be automatically selected by the FMS
level flight or a slight climb (100-200 FPM) to depending upon the amount of thrust reduction
accelerate and retract flaps on schedule. made for takeoff. Climb thrust reductions are
automatically programmed to be removed by 15,000
After flap retraction, and reaching flaps up feet.
maneuvering speed, set maximum continuous thrust
and continue climb at flaps up maneuvering speed The use of reduced climb thrust will result in an
(max angle airspeed and approximately max rate) to increase in the climb distance and block fuel. These
obstacle clearance altitude, then set required thrust. increases are dependent upon performance
variables and the extent to which a thrust reduction
When making a reduced thrust takeoff all is used. .
performance requirements are met with reduced
thrust. If desired the operating engine may be Climb Speed Determination
increased to go-around thrust to improve
performance. Maintain flaps-up maneuvering speed until clear of
obstacles or above minimum crossing altitudes or
Indications of fire, impending engine breakup, etc., above 3000 feet for noise abatement.
should be dealt with as soon as the airplane is under
control and at a safealtitude (typically 400 feet AGL lf there are no altitude or airspeed restrictions,
or above). accelerate to the desired climb speed schedule. The
sooner the airplane can be accelerated to the climb
Methodically accomplish the Engine Fire Recall speed schedule, the better the overall flight
Action items after the airplane is under control, gear efficiency from a fuel conservation and enroute flight
has been retracted and a safe altitude has been time standpoint.
attained. Accomplish the checklist after the flaps
have been retracted and conditions permit. However, if considerable maneuvering is required
during the departure, the flaps-up maneuvering
CLIMB speed is recommendeduntil the maneuvering phase
is complete and the airplane is enroute towards the
Climb Thrust destination.

With all engines operating, set initial climb thrust of lf turbulence is encountered, the turbulent air
approximately 90% N1. penetration speed should be used.

Once climb thrust is set, the PMC(if installed) will
automatically compensate for the various changes in
environmental conditions during the climb.
With the PMC's off or not installed, thrust should be
adjusted as necessary during acceleration and while
climbing to prevent exceeding maximum climb thrust
and to ensure that full climb thrust is maintained.
Reduced Climb Thrust
Normal Economy Climb
The Performance Data computer or Flight
Management System computed economy climb
speed schedule minimizes trip cost. It varies with
gross weight, cost index, and other factors.
In the event computed climb speeds are unavailable,
the following schedule approximates an average
economy speed at a zero cost index.

Benefits in the area of engine maintenance may be

realized by operating the enginesat less than the full S.L. to 10,000ft. 250 kts
climb ratings. 10,000 and above 280 kts/M.74

The PDCS provides a reduced thrust takeoff option,

using the assumed temperature method to calculate TABLE 2-3 ECONOMY CLIMB SPEEDS
EPR for a reduced thrust takeoff.
lf use of a higher speed below 10,000 tt. is
The FMC provides two prescheduled reduced climb permitted, use of ECON speed (or 280 kts) may
thrust selections on the N1 limit page. provide additional fuel savings.
Selecting
Reduced Climb 1 or 2 will reduce the climb N1 3%
FEB 28/90
2-21
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

Maximum Rate Climb as close to optimum as possible. Optimum altitude

is the altitude that gives the best fuel mileage for a
Maximum rate climb speed provides both high climb given configuration and gross weight. It normally
rates and good minimum time to cruise altitude. provides at least a |.40g (approximately 44 degrees
Maximum rate of climb speeds are approximately 20 of bank to buffet onset) or better buffet margin. If
knots slower than economy climb speeds depending altitude changes enroute are difficult to obtain, some
on performance variables and cost index (if thought should be given to selecting an initial cruise
PDCS/FMC is installed). The following tabulation altitude based on maximum cruise thrust limits.
shows the maximum rate climb speeds for several Selecting a cruise thrust limited altitude is dependent
gross weights: upon the cruise level temperature. Some loss of
buffet margin can be expected above optimum
altitude. The higher the airplane flies above
80,000 Lbs (36,288 Kgs) 260 KTS/M.72
optimum altitude, the more buffet margin is reduced.
110,000 Lbs (49,896 Kgs) 270 KTS/M.72 Before accepting an altitude above optimum,
130,000 Lbs (58,968 Kgs) 280 KTS/M.72 determine that it is, and will continue to be,
acceptable as the flight progresses under projected
150,000 Lbs (68,039 Kgs) 315 KTS/M.72 conditions of temperature and turbulence.

Cruise Performance Economy

TABLE 2-4 MAXIMUM RATE CLIMB SPEEDS
Maximum Angle Climb
Maximum angle climb speed is normally used for
obstacle clearance, minimum crossing altitude or to
reach a specified altitude/flight level in a minimum
distance. lt varies with gross weight and is
approximately the same as_ the flaps-up
maneuvering speed.
Engine Inoperative Climb
lf a thrust loss occurs at other than Maximum
Continuous Thrust or Maximum Takeoff Thrust, add
thrust on the operative engine as necessary to
maintain appropriate airspeed. If the failure occurs
when at a thrust limit, lower the nose slowly to
maintain airspeed as the thrust loss occurs. The
recommended engine inoperative climb speed is
about the same as the maximum angle climb speed.
{f computed climb speeds are not available, use
maximum
flaps-up maneuvering speed and
continuous thrust for engine inoperative climbs.
CRUISE
The dispatch computed fuel burn from departure to
destination is based on certain assumed conditions,
i.e., takeoff gross weight, cruise altitude, route of
flight, temperature, wind enroute, and cruise speed.
The planned fuel burn can increase due to:
a lowercruise altitude than planned.
® more than 2,000 feet above optimum altitude.
speed faster than planned or appreciably
slower than long-range cruise if planned for
long-range cruise.
a stronger headwind componert.
unbalancedfuel.
an improperly trimmed airplane.
excessive thrust lever adjustments.
Some appropriate cruise fuel penalties are:
altitude, 1%
@ 2,000 feet above optimum
decreasein fuel mileage.
e 2,000 feet below optimum altitude, 1%
decrease in fuel mileage.
@ 4,000 feet below optimum altitude, 3%
decrease in fuel mileage.
e cruise speed M.01 above schedule, 1-2%
decrease in fuel mileage.

The objective of this section is to furnish general

For cruise within 2,000 feet of optimum, long-range
guidance for the cruise portion of the flight for
cruise speed can be approximated by M.74 for
maximum passenger comfort and economy. Airwork
737-300/400/500 and M.72 for 737-200. Long
training maneuvers are also included.
range cruise also provides best buffet margin at all
cruise altitudes.
Altitude Selection

The altitude selected for cruise should normally be

FEB 28/90
2-22
 BOEING 737
FLIGHT CREW TRAINING MANUAL
Fuel for Enroute Climb
When altitude capability permits, a 4000 foot climb to
2000 feet above optimum altitude results in reduced
trip fuel. The fuel saved at the higher altitude does
not normally justify a step climb unless the cruise
time at the higher altitude is approximately one hour
or greater.
Engine Inoperative Cruise
Engine inoperative cruise information pertaining to
altitude capability, thrust setting and target airspeed
is available from the PDCS or FMC. The airplane
Should be trimmed for the engine inoperative
condition, making sure that the control wheel is
centered so that spoilers are not extended causing
additional drag. If an engine failure occurs while
cruising at high altitude, it will be necessary to follow
the driftdown procedure as outlined in the
Performance Section of the Operations Manual.
HIGH ALTITUDE HIGH SPEED FLIGHT
Airplane Flight Characteristics
The airplane exhibits excellent stability throughout
the high altitude/Mach range. Normally Mach butfet
is not encountered at high Mach cruise; however,
even in Mach buffet control response is smooth and
normal.
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. These trim
changes are normally compensated by the Mach
trim system. When the Mach trim system is
operative, the nose down trim change is nearly
imperceptible except by referencing the control
column position.
High Altitude Maneuvering, Mach Buffet
It is possible to experience high speed, or Mach
buffet at high altitudes at speeds less than MMO
during turbulentflight conditions or at high altitudes
with heavy weights and more than normal bank
angles. Buffet is inducedin this training maneuver to
demonstrate the handling qualities of the airplane in
Mach buffet. Establish airspeed of M .80. Induce
buffet by smoothly increasing the bank angle until
the buffet is noticeable. Increase the rate of descent
FEB 28/90
MANUAL FLIGHT
while increasing the bank angle to maintain
airspeed. Do not exceed 45 degrees of bank. If
buffet does not occur by 45 degrees of bank,
increase control column back pressure until buffet
occurs. When buffet is felt, smoothly roll out to
straight and level flight. Notice that buffet onset is
smooth and gradual and controls are fully effective
at all times.
Deceleration
It takes approximately one minute to decelerate from
VMO to 280 knots and one minute from 280 knots to
210 knots in level flight, without speedbrakes and
thrust at idle. These lead times are useful in
approach planning, when descending in clean
configuration, or at turbulence penetration speed to
determine the time/distance required to slow to flap
extension speed.
Airplanes at maximum landing weight require
approximately 12NM to slow from VMO to 210 knots
in level flight without speedbrakes.
Using speedbrakes to aid in deceleration will reduce
these times and distances by approximately 50%for
the 737-100/200 and 30%for the 737-300/400/500.
ACCELERATION TO AND DECELERATION FROM
VMO/MMO
Objective
This maneuver demonstrates elevator-stabilizer
control characteristics and demonstrates flight up to
limit airspeed. It also familiarizes the pilot with
airplane performance capabilities in acceleration and
deceleration.
Procedure
Stabilize at 250 knots in level flight. Set maximum
continuous thrust. Accelerate in level flight to limit
airspeed. This maneuver demonstrates that the
airplane can easily exceed limit airspeed in level
flight. Maneuver at VMO or MMO, then reduce
thrust to idle. Decelerate to 210 knots. Maintain
altitude and heading during the deceleration, and
note the deceleration time to 280 knots. Repeat the
deceleration using speedbrakes in the flight detent
with thrust at idle. Note the times and compare with
the clean deceleration.
2-23
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
STEEP TURNS
The objective of the steep turn maneuver is to
familiarize the pilot with airplane handling
characteristics and improve panel scan.
During training, 45 degrees of bank will be used for
this maneuver. It is not intended that the pilot should
bank greater than 30 degrees for normal,
emergency/abnormal or non-normal procedures.
Entry
Stabilize in-trim at 250 knots on heading and
altitude. Avoid abrupt aileron inputs. The steep turn
entry is accomplished in the same way as a normal
turn entry. An increasein lift is required as the bank
angle is increased at a constant airspeed and
altitude to balance the increase in load factor ("g").
The additional lift is obtained by increasing the angle
ot attack (pitch attitude). Leaving trim set facilitates a
smooth roll-out when the maneuver is complete.
The increased lift causes increased drag as the pitch
attitude is increased to maintain altitude. An
increase in thrust is required to maintain airspeed.
During Turn
Pitch and thrust control are the same as for a normal
turn; however, larger pitch adjustments will be
required for a given altitude deviation. Varying the
angle of bank while turning makes pitch control more
difficult. If altitude loss becomes excessive, reduce
the angle of bank as necessary to regain positive
pitch control. Precision is secondary to smooth and
positive control. A rapid instrument scan is required
to detect deviations early enough to be corrected by
smail adjustments.
Attitude Director Indicator (ADI)
Precession error is not apparent on the ADI if an IRS
or INS is the source of attitude information. The ADI
is reliable for accurate pitch and bank information
throughoutthe turn.
lf the IRS or INS is not the source of attitude
information, the ADI has cyclical precession in pitch
during steep turns. Although the actual airplane
pitch attitude will remain constant in a perfect steep
turn, the instrument indication of pitch attitude will
2-24
slowly vary throughout the turn. Do not rely upon it
for pitch attitude other than for small corrections
based on short-period observations.
Vertical Speed Indicator (VSI) (-100/200 Airplanes)
The vertical speed indicator interprets the change of
acceleration and displays this as a change to vertical
speed. Thus, a rapid increase in “g" forces as a
steep turn is entered causes a transient display of
approximately 200 FPM climb, even though the
airplane is maintaining altitude perfectly.
Conversely, a transient of approximately 200 FPM
descent appears due to the reduction in "g" force
during a fast rollout. Allow for this feature by relying
on the VSI for correct indications only during periods
of steady "g" force.
Altimeter
The altimeter is accurate and useful during the turn.
Be alert to the direction and rate of altimeter needle
movement, and make smooth minor changes to the
pitch attitude for corrections.
Airspeed
The airspeed is very slow to change as a result of
small changes in thrust and drag. Anticipate the
requirements for thrust changes and apply them at
the first positive indication of change on the airspeed
indicator. A slight increase in thrust will be required
as bank angle increases.
NOTE: If the Airspeed Cursor is rotated to
250 knots on the airspeed indicator, the
Airspeed Fast/Slow indicator on the ADI, if
installed, will indicate a need for a change in
thrust to maintain airspeed with the
autothrottle off.
Rollout
Be alert to correct for the more than normal pitch
attitude and power used during the turn. Roll out at
the same rate as used with normal turns. Normally
the desired heading should be led by 15 degrees;
however, rate of rollout will determine the exact
amountof lead.
FEB 28/90
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

3.9 CONDITIONTWO._
AIRSPEED V2 (VREF 40)
LANDING GEAR DOWN
FLAPS 15
THRUST AS REQUIRED MCT
WHENIN TRIM RETARD ONE THRUST LEVER TO IDLE
CONTROLS APPLY TO MAINTAIN HEADING, WINGS LEVEL
RUDDER APPLY TO CENTER CONTROL WHEEL
AIRSPEED MAINTAIN WITH THRUST, MAINTAIN WITH PITCH
TRIM AS REQUIRED TO RELIEVE CONTROL FORCES

(oo) (a5)
Go| [aa]
a6
(ee)
oo
(83
oo
B8)
oo
es
oo
ss ee
aa
— = =
L_] | __
CORRECT INCORRECT INCORRECT INCORRECT
CRECOMMENDED ) WHEEL ONLY NOT ENOUGH TOO MUCH
CONTROL WHEEL LEVEL, NO RUDDER RUDDER RUDDER
BALL SLIGHTLY OUT,
RUDDER ONLY

Figure 2-16 ENGINE INOPERATIVE FAMILIARIZATION

ENGINE INOPERATIVE FAMILIARIZATION Rudder and Lateral Control

These exercises are performed to develop To counter the thrust asymmetry due to an engine
proficiency in handling the airplane with an engine failure, compensate for yaw with rudder. Rudder
inoperative and for familiarization with rudder control application should always be smooth and at the
requirements. same rate as thrust changes.

Engine out controllability is excellent during takeoff
roll and after liftoff. Minimum control speeds in the
air (VMCA) are well below VR and VREF. Any
engine failure should trigger the same sequence of
actions:
Establish or maintain control of flight path and
airspeed, in other words, "fly the airplane”.
Under instrument conditions the instrument®scan is
centered around the attitude indicator. Roll is
usually the first indication of an asymmetric
condition. Roll control (ailerons) should be used to
hold the wings level or maintain the desired bank
angle. The rudder should be applied to
approximately center the wheel.
Make turns at a constant airspeed and hold the
rudder displacement constant. Do not attempt to
coordinate rudder and lateral control in turns.

FEB 28/90
2-25
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
Rudder pedal inputs will excite roll due to yaw and
induce the pilot to counter his own rudder oscillations
with opposite control wheel.
INITIAL BUFFET - STALL WARNING - STICK
SHAKER
Stall speeds are defined as the minimum steady
flight speed demonstrated at an entry rate of 1 knot
per second atidle thrust. During initial stages of a
stall, local airflow separation results in buffeting,
giving natural warning of an approachto stall. This
is referred to as"initial buffet”.
Initial buffet is caused by airflow separation. Stall
warning is considered to be any warning readily
identifiable by the pilot, either artificial (stick shaker)
or initial buffet (stabilizer shake, aileron shake or
wing shake). Recovery from an approachtostall will
be initiated at the earliest recognizable stall warning,
initial buffet or stick shaker (See charts, this chapter,
for stall and stall warning relationships).
Lateral and Directional Control
Lateral control is maintained with ailerons and
spoilers, which remain effective throughout the
maneuver. Rudder control should not be used to
help maintain wings level. A rudder input will cause
yaw and the resultant roll due to yaw is undesirable.
Thrust
Some thrust is used during entry to provide
reasonable deceleration and positive engine
acceleration for the recovery. During the recovery,
apply thrust smoothly to the maximum allowable
thrust. Nose up pitching is noticeable with thrust
application. Pressure the control column to smoothly
adjust the pitch attitude as necessary during the
recovery.
2-26
Effect of Flaps
With the flaps up, the airplane exhibits normal stall
characteristics. As airflow separation begins to
occur, a light buffeting is felt which continues to
increase as angle of attack is increased. Asthe stall
is continued beyondinitial buffet, any sideslip that
develops will have a tendency to induce roll-off.
‘Heading and wings level attitude can effectively be
controlled with lateral control inputs.
With the flaps down, the stall characteristics are very
docile. The design of the leading edge devices
ensures the inboard wing will stall prior to the
outboard wing, resulting in a nose down pitch
tendencyatstall.
Light buffeting is felt as airflow separation begins to
occur which continues to increase as
angle-of-attack is increased. There is very little
roll-off tendency, and normal lateral controls remain
effective, even at full stall.
The 737-300/400/500 autoslat system: with flaps at
the 1, 2 or 5 position, the slats will automatically
move to the fully extended (gapped) position as the
angle-of-attack approaches within 3-4 degrees of
the stick shaker angle of attack trigger point. When
the angle-of-attack is reduced, the slats will return
to the partially extended position when the angle of
attack is 1 degree less than the point of activation.
Effect of Speedbrakes
Although speedbrakes increase the stick shaker
speeds, the actual effect on stall speed is small.
FEB 28/90
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

APPROACH
INITIAL CONDITIONS TO STALL RECOVERY
1 syne
Flaps Geer Trin Speed Bank | ~100/200|-300/600 At Buffet or Stick Shaker
uP uP STI 0° 50-55 35-45 Apply Limit thrust
45 ON SHAKER age | 35-0 60-70 If ground contact {s not a factor:
30 ON BUFFET 0e | 70-75
-
| 60-70
=
|
Smoothly decrease pitch attttude
toward approximately 5° above the
frapproxinate Ni horizon y
settings to
establish 1 If ground contact is a_factor:
knot second | Smoothly adjust attitude as
deceleration necessary to avoid terrain.
| rate.
Level the wings.
Accelerate to maneuvering speed for the
flap position.
Level off.

S>——_a-L»
Establish initial
condi tions
| Note piteh
atti tude at
+> Maneuver coaplete
Ignition On | trim speed.

Figure 2-17 APPROACH TO STALL RECOVERY

APPROACHTO STALL RECOVERY Recovery

Objective All recoveries from approaches to stall are

These maneuvers are performed to familiarize the
Student with stall warning and the correct recovery
technique. The instructor pilot should set the initial
conditions.
Airspeed Cursor
The Command Cursor should be set to the
maneuvering speed for the flap setting prior to
Starting these maneuvers.
Entry
Set the thrust and decelerate, keeping the airplane
in trim. For flaps down stall practice, extend the
flaps on the normal flap extension speed schedule.
Maintain approximately level flight during the entry
So that an appropriate deceleration rate will occur.
Note the pitch attitude as airspeed reaches the
maneuvering speed.
performedas if an actual stall has occurred.
Landing Gear
lf the entry has been made with the landing gear
extended, do not raiseit until after the recovery has
been effected and a positive rate of climb has been
established.
Flaps
Less altitude is lost and the recovery is simplified by
not changing flap position. Retracting the flaps from
the landing position is not recommended, especially
when near the ground, as a greater altitude loss will
result during the recovery. Flap extension above
20,000 feet is not permitted.

FEB 28/90
2-27
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
Ground Contact Not a Factor
At the first indication of stall, buffet or stick-shaker,
advance the thrust levers to limit thrust, smoothly
decrease pitch attitude toward approximately 5
degrees above the horizon, then level the wings. Be
prepared to begin trimming immediately as thrust
and airspeed increase.
As the airplane accelerates, continue to adjust pitch
attitude as required to minimize altitude loss and
return to maneuvering speed. At high altitudes
(above 20,000 feet), pitch attitudes less than 5
degrees may be necessary to achieve acceptable
acceleration, and an altitude loss of up to
approximately 1500 feet may be expected.
Accelerate to maneuvering speed and stop the rate
of descent.
Ground Contact a Factor
At the first indication of stall warning, buffet or
stick-shaker, immediately and simultaneously
advance the thrustleversto limit thrust and smoothly
reduce pitch attitude slightly (approximately 1 to 2
degrees) to silence the stick shaker. If in a turn,
slowly and smoothly roll wings level avoiding
2-28
excessive aileron inputs. As airspeed increases,
readjust pitch attitude upward to minimize terrain
closure, avoiding steady stick shaker.
Avoid large, abrupt control inputs which may induce
a secondary stall during the recovery. Ensure that
pitch attitude changes are consistent with the rate of
change of airspeed and vertical speed, and ensure
that thrust is adequate while ground contact is a
threat. Be prepared to begin trimming immediately
as thrust and airspeed increase.
When terrain contact is no longer a_ threat,
accelerate to normal maneuvering speed for the flap
setting and return to the desired altitude.
Autopilot Engaged
lf an approach to stall is encountered with the
autopilot engaged, and sufficient altitude is available,
apply thrust and allow the airplane to return to
normal speed. At high altitude, it may be necessary
to initiate a shallow descent to regain maneuvering
speed. If autopilot response is not acceptable, or if
terrain is at all a consideration, such as during
- approach, the autopilot should be disengaged.
FEB 28/90
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

200
1.2V5
FLAPS UP yi8
GEAR UP Ss
180 FORWARD CG

”
1.07V¢
<

= V
' 160 ?
a
uJ
tu
a
”

140

120

70 80 90 100 110 120 130

GROSS WEIGHT - 1000 LBS

180

FLAP 1
GEAR UP 1.2V¢
160 FORWARD CG
2 VvIB
oo Vgg
"' 140 1.07V¢
a
Lu Vg
w
120

100

70 80 90 100 110 120 130

GROSS WEIGHT - 1000 LBS

Figure 2-18 STICK SHAKER,INITIAL BUFFET, AND STALL SPEEDS (737-200)

FEB 28/90
2-29
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

180

FLAP 5
GEAR UP
160 FORWARD CG
1.2Vg
Vgg
140 Vig
SPEED - KEAS

1.07V¢

120

100

70 80 90 100 110 120 130

GROSS WEIGHT - 1000 LB

160

FLAP 15
GEAR UP
1.2Vg
140 FORWARD CG
Vgg
ViB
1.07Vg
SPEED -KEAS

120

100

80

70 80 90 100 110 120 130

GROSS WEIGHT - 1000 LB

Figure 2-19 STICK SHAKER,INITIAL BUFFET, AND STALL SPEEDS(737-200)

FEB 28/90
2-30
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

160

FLAP 15
GEAR DOWN
140 FORWARD CG

”
wy
“~ 120
'

a
uu
uu
a.
”
100

70 80 90 100 110 120

GROSS WEIGHT - 1000 LB

160

FLAP 30
GEAR DOWN
140 FORWARD CG

“
a
~ 120
a
uu
uu
a.
”
100

70 80 90 100 110 120

GROSS WEIGHT - 1000 LB

Figure 2-20 STICK SHAKER, INITIAL BUFFET, AND

STALL SPEEDS (737-200)

FEB 28/90 . 2-314

MANUALFLIGHT BOEING 737 Fat
FLIGHT CREW TRAINING MANUAL

160

FLAP 40
GEAR DOWN
140 FORWARD CG
SPEED - KEAS

120

100

80

70 80 90 100 110 120

GROSS WEIGHT - 1000 LB

Figure 2-21 STICK SHAKER,INITIAL BUFFET, AND STALL SPEEDS(737-200)

FEB 28/90
2-32
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

FLAPS UP
GEAR UP .07V.
16 FORWARD CG
wn
<=
uu
3

G16
lu
a.
wn

12

80 90 100 110 120 130 140

GROSS WEIGHT - 1000 LB

160 FLAPS 1
GEAR UP
FORWARD C&G

140
ww
<=
Lu
2

G 120
Qa
w

100

80 90 100 110 120 130 140

GROSS WEIGHT - 1000 LB

Figure 2-22 STICK SHAKER, INITIAL BUFFET, AND STALL

SPEEDS (737-300)

FEB 28/90
2-33
MANUAL ELIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

160

FLAP 5S
GEAR UP
140 FORWARD CG
yn
<x
LJ
af
t

Gq
Lu
120
a
yn

100

80 90 100 110 120 130 140

GROSS WEIGHT - 1000 LB

160

FLAP 15
GEAR UP
140 FORWARD CG
2
is .07Vs
I

Gq 120
&
wn

100

80 90 100 110 120 130 140

GROSS WEIGHT - 1000 LB

737-300)
Figure 2-23 STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS(

FEB 28/90
2-34
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

160

FLAP 15
GEAR DOWN
140 FORWARD CG
Y
<
Lu
MZ
1

ri 120
Qa
wY

100

80 90 100 110 120 130

GROSS WEIGHT - 1000 LB

140
FLAP 30
GEAR DOWN
FORWARD CG
120
wn
<x
Liu
ww

a 100
a.
wn

80 90 100 110 120 130

GROSS WEIGHT - 1000 LB

Figure 2-24 STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS (737-300
)

FEB 28/90
2-35
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

140
FLAP 40
GEAR DOWN
FORWARD CG
120
SPEED - KEAS

80

80 90 100 110 120 130

GROSS WEIGHT - 1000 LB

Figure 2-25 STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS(737-300)

FEB 28/90
2-36
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

180 FLAPS UP
GEAR UP
FORWARD CG
wn
<=

SZ 160
a
us
Lu
a
”
140

120

80 90 100 110 120 130 140 150

GROSS WEIGHT - 1000 LB

180

FLAPS 1
GEAR UP
160 FORWARD CG
wn”
<
Ww
a

' 440
a
uJ
Lu

&

120

100

80 90 100 110 120 130 140 150

GROSS WEIGHT - 1000 LB

Figure 2-26 STICK SHAKER, INITIAL BUFFET, AND STALL

SPEEDS (737-400)

FEB 28/90
2-37
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

Alls 3V5

160 FLAPS 5
GEAR UP
WAR’ C6
FORWARD Veg

<
Lu
140
a
1

a
Ww
uJ
Be 420

100

80 90 100 110 120 130 140 150

GROSS WEIGHT - 1000 LB

160
1.3Vg
FLAPS 15
GEAR UP Vip
140 FORWARD CG Vsg
: e
”

120
a.
wn

100

80 90 100 110 120 130 140 150

GROSS WEIGHT - 1000 LB

Figure 2-27 STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS (737-400)

2-38 FEB 28/90

 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

1.28V5

1 FLAPS 15
GEAR DOWN
2 FORWARD CG
Ww
a
V1B
14 Vg
a
WW
Vg
a.
n

80 90 100 110 120 130 140 150

GROSS WEIGHT - 1000 LB

ql
1.28Vs5
FLAPS 30
GEAR DOWN
4 FORWARD CG
n
<
x ViB
Vss
! Vs

a
WwW
1
o

80 90 100 110 120 130 140 150

GROSS WEIGHT - 1000 LB

Figure 2-28 STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS (737-400)

FEB 28/90
2-39
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

1.23Vg
FLAPS 40
GEAR DOWN
FORWARD CG
VIB
< Vsg
wv Vs

a
lu
lu
Qa
WY

80 90 100 110 120 130 140 150

GROSS WEIGHT - 1000 LB

Figure 2-29 STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS(737-400)

2-40 FEB 28/90

 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

200
1.13V¢
FLAPS UP
GEAR UP
tae FORWARD CG "ss
Vig
2
Lu Vg
~ 160
a
lw
tu
oO

? 140

120

80 90 100 110 120 130 140

GROSS WEIGHT - 1000 LB

180

FLAPS 1
185 GEAR UP 1.13Vg
FORWARD C6
Yigg
<
Lu
Vig
~ 140 Vg
a
Lud
Lu

a
120

100.

80 90 100 118 120 130 140

GROSS WEIGHT - 1000 LB

Figure 2-30 STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS

(737-500)

FEB 28/90
Dea
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

180

FLAPS 5
; GEAR UP
i FORWARD CG 1.13Vg
2 Vss
140 Vi
Vg
a
uJ
Ww
a

? 120

100

80 90 100 110 120 130 140

GROSS WEIGHT - 1000 LB

170

FLAPS 10 ao
4.13Ve
GEAR UP
130 FORWARD CG s
Vgs
Vig
<
~ 130 Vs
‘

a
LJ
uJ
a
”
110

98

80 90 100 110 120 138 140

GROSS WEIGHT - 1800 LB

S (737-500)
Figure 2-31 STICK SHAKER, INITIAL BUFFET, AND STALL SPEED

FEB 28/90
2-42 ,
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

170

FLAPS 30
_ GEAR UP
FORWARD CG 1.23V¢
wn
Vg
y 130 4
; Vg
a
Lud
lu

5
110

90

80 90 100 110 120 130 140

GROSS WEIGHT - 1000 LB

170
‘l »23Vg
FLAPS 15
_ GEAR DOWN
FORWARD CG
Vie
< Vgs
~ 130 s
a
tu

a
wn
118

=)

80 98 100 110 12@ 130 140

GROSS WEIGHT - 100@ LB

Figure 2-32 STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS (737-500)

FEB 28/90
2-43
MANUALFLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

160

FLAPS 30 nGaNG
GEAR DOWN
140 FORWARD CG
Vss
< Vig
~ 120 Vs
t

a
Ww
Ls

3
100

80

80 90 100 110 120 130 140

GROSS WEIGHT - 1000 LB

160
FLAPS 4 Ada
GEAR DOWN
140 FORWARD CG
Vss
< Vig
2‘
120 Ys
a
Ww
WwW
3
100

88

80 98 100 110 120 130. 140

GROSS WEIGHT - 10@@ LB

)
Figure 2-33 STICK SHAKER, INITIAL BUFFET, AND STALL SPEEDS (737-500

FEB 28/90
2-44
 BOEING 737
FLIGHT CREW TRAINING MANUAL
ENROUTE DESCENT
Proper descentplanning is necessary to arrive at the
desired altitude at the proper speed and
configuration. The distance required for the descent
is approximately three miles per thousand feet of
altitude.
The approximate descent rates available below
20,000 feet, with idle thrust and flaps up at 250 knots
are:
© Speedbrakes Retracted - 1500 feet per minute
® Speedbrakes Extended - 2500 feet per minute
Excess airspeed is slow to dissipate and generally
requires a level flight segment.
Use the speed as indicated on the Descent page of
the PDCS/FMC. If the information is not available
trom the PDCS/FMC, use Mach 0.74/250 for best
average fuel economy descent.
Descent Planning
Adjust the top of descent point for knownfactors that
will affect descent distance. From a typical cruise
altitude, it will require 2 miles extra for each 10 knots
of tailwind during the descent and for the
737-100/200, 2 miles for each 1000 feet of anti-ice
use.
Normally, descend with idle thrust and in the 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 the descent. Deviations
from this schedule can 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 the destination. Each additional minute
of maneuvering consumes approximately 100 Ibs
(45 kgs) of fuel flaps-up, or 200 Ibs (90 kgs) flaps
down. Use speedbrakes or airspeed to correct the
descent profile if required. For small adjustments,it
iS preferable to allow the airspeed to vary initially,
using speedbrakes at a lower altitude if further
speed adjustments are required. The
DESCENT-APPROACH Checklist will be
commenced during descent and should be
completed prior to arriving over the initial approach
fix.
For planning purposes, it requires approximately
35
sec. and 3 miles to decelerate from 290 to 250
knots in level flight without speedbrakes and
an
additional 35 sec. and 3 miles to decelerate to 210
FEB 28/90
MANUAL FLIGHT
knots.
Plan the descent to arrive attraffic pattern altitude at
flaps-up maneuvering speed about 12 miles out
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, with a speed of 250 knots.
Maintaining the desired descent and maintaining
awareness of position will ensure a more efficient
Operation. The crew should maintain an awareness
of the destination weather andtraffic situation and
consider the requirements of a potential diversion. A
review of the airport approach charts and a plan for
the approach and landing should be conducted.
Complete the approach briefing as soon as practical,
preferably before arriving at top of descent so the
crew may give full attention to airplane control.
Speedbrake and Thrust Usage
It is recommended that whenever using the
speedbrakes in flight that the Captain keep his right
hand on the Speedbrake Lever to preclude
forgetting that the speedbrakes are extended.
While using the speedbrakes in descent, allow
sufficient margin in altitude and/or airspeed so that a
smooth level-off can be accomplished while lowering
the speedbrakes and adding thrust without Causing
Passenger discomfort or overshooting the desired
altitude. Lower the speedbrakes before adding
thrust.
The use of speedbrakes with the wing flaps
extended is not prohibited, but should be avoided. If
circumstances such as descent in icing conditions
dictate the use of speedbrakes with flaps extended,
speedbrakes may be used. It is recommended that
Speedbrake use be terminated when extending the
flaps greater than 15 degrees to prevent buffeting.
High sink rates during the approach should be
avoided, and speedbrake usage should be
terminated by no lower than 1000 feet above the
surface.
Flaps and Landing Gear
Extend the flaps when terminal area maneuvering
considerations require a reduction in airspeed below
flaps-up maneuvering speed. Normally select flaps 4
prior to the approach fix going outbound, or prior to
entering downwind on a visual approach.
The flaps are not used for increasing the descent
rate. Normal descents are made in the clean
configuration to pattern or instrument approach
2-45
MANUALFLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

altitude. If greater descent rates are desired, extend Speed Restrictions

the speedbrakes. When thrust requirements for
anti-icing result in less than the normal descent
rates with speedbrakes extended, or if required by
ATG clearance, the landing gear can be lowered to
increase the rate of descent.
Rate of descent is primarily dependent upon thrust,
drag, airspeed schedule and gross weight.
Operational factors and/or terminal area procedures
may not permit following the optimum descent
schedule. Terminal area requirements can be
incorporated into basic flight planning but ATC,
weather, icing and other traffic may require further
adjustments.
250 knots is the maximum indicated airspeed below
10,000 feet MSL in manyareas.
200 knots is the maximum speed within an airport
traffic area (5 mile radius, up to 3,000 feet above the
airport).
Other speeds may be requested by Air Traffic
Control. Pilots complying with speed adjustment
requests will be expected to maintain a speed within
plus or minus 10 knots of the specified speed. All
speed adjustment requests will be predicated on
indicated airspeed in knots.

FEB 28/90
2-46
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

NOTES 1¢ structural dunace {s

suspected, limit airspeed,
i ° Descend straight ahead or
initiate turn'(if desired),
© Anno unce ® Close ® Extend maximum bank 45°
and avoid high maneuvering
loads. Emer
Desc ant Thrust Speed-
Levers brakes | over nose (no negative g,
be smooth, do not -rush,
keep in trin)
° Target speed M40/VMO
© NOTIFY ATC
® Request altineter setting
© Call out altitude

© Level off at the lowest safe

altitude or 14,000 ft (10,000 ft
for Airplanes with Chemical
oxygen Generators installed)
whichever is higher
° Speedbrakes DOWN detent

Figure 2-34 EMERGENCY DESCENT - STRUCTURAL INTEGRITY SATISFACTORY

EMERGENCY DESCENT to idle. Extend the speedbrakes, disconnect the

This maneuver is designed to bring the airplane
down smoothly to a safe cabin altitude in the
minimum time with the least possible passenger
discomfort. It is intended as a specialized case to
cover an uncontrollable loss of cabin pressurization.
If the descent is performed because of a rapid loss
of cabin pressure, don oxygen masks and establish
crew communication atthe first indication of a loss of
cabin pressurization. Verify that cabin pressure is
uncontrollable, and if so, communicate with the cabin
crew to determine if obvious structural damage
exists. Structural damage may require limiting the
descent speed.
All recall action items are to be accomplished by
memory. The pilot not flying will verify that all recall
items have been accomplished and call out any
items not completed.
Emergency descent will be made with the landing
gear up. Autopilot use is recommended. In training,
descent will be practiced both with and without
autopilot.
To manually fly the maneuver, disconnect the
autothrottle (if installed) and retard the thrust levers
autopilot and smoothly lower the nose down toinitial
descent attitude, (approximately 10 degrees nose
down). About 10 knots before reaching target speed
(MMO/VMO) slowly reduce the pitch attitude to
maintain target speed. Keepthe airplane in trim atall
times. If MMO/VMO is inadvertently exceeded,
change pitch smoothly to decrease speed.
The pilot not flying will check minimum enroute
altitude, notify ATC, obtain altimeter setting (QNH)
and call out altitudes approaching level-off. Level
off altitude should be chosen based on the oxygen
system capacity or the lowest safe altitude,
whichever is higher. The lowest safe altitude is the
Minimum Enroute Altitude (MEA), Minimum
Off-Route Altitude (MORA), or any other altitude
based on terrain clearance, navigation aid reception,
or other appropriatecriteria. The pilot not flying will
call out 2,000 feet above and 1,000 feet above
level-off altitude.
When turbulent air is encountered or expected,
reduceto turbulent air penetration speed (280 IAS or
.70 Mach).
lf descending into icing conditions, use thermal
anti-ice and thrust as required.

FEB 28/90
2-47
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
If structural integrity is in doubt limit speed as much
as possible, preferably at or below the existing
speed, and avoid high maneuvering loads.
Approaching level-off altitude, smoothly adjust pitch
attitude to reduce the rate of descent. The
be returned to the down detent
speedbrak es should
when approaching the desired level-off altitude.
After reaching levelflight add thrust to maintain long
range cruise or other desired speed.
Use of the Autopilot
Control Wheel Steering (CWS)
CWS may be used to reduce pilot workload and
allow the pilot flying to divert more of his attention
away from basic airplane control. Follow the
manually flown procedure, but instead of
disengaging the autopilot, engage CWS.
AFS-EquippedAirplanes
On the 737-300/400/500 and 737-200 AFCS
equipped airplanes, at the Pilot's discretion, the
autopilot may remain engaged and used to
accomplish the descent. If the autopilot is used for
descent, heading select may be used if desired to
turn during the entry. A turn is not required but is
optional.
Combinations of pitch modes may be used.
Vertical Speed (V/S).
V/S can be used by selecting an altitude lower than
current altitude and selecting maximum rate of
descent on the V/S wheel (-7900). Raise the
speedbrakes and ensure the thrust levers retard to
idle. Airspeed will increase above cursor speed
during the descent. Select LVL CH prior to
increasing cursor speed to preclude autothrottle
movement. After LVL CH is engaged, the airspeed
cursor may be set to the appropriate target airspeed.
If the autothrottle was disconnected, it may be
rearmedat this time.
Check that the altitude selector is properly set for the
planned level-off altitude.
The altitude acquire mode should automatically
engage and command a smooth level-off if the
altitude selector has been preset during the descent.
During the level-off maneuver, set the airspeed
cursor as desired and smoothly return the
speedbrakes to the down detent.
2-48
Level Change (LVL CHG)
LVL CHG mode may be used for the entire
procedure; however, entry rates are slower. As in
the V/S mode entry, the altitude selector must be set
to the lower altitude, and then LVL CHG can be
engaged. Next, extend the speedbrakes. The
autopilot will smoothly pitch the airplane down to
capture the target speed while the thrust levers
retard to idle for maximum descent rate. Set the
airspeed cursor to the target airspeed depending
upon the conditions. Ensure proper altitude is set in
the altitude display. When approaching the altitude
set in the altitude display, altitude acquire will
engage automatically. The pitch mode will then
control altitude and the thrust levers will advance to
hold speed which should be set as desired on the
airspeed cursor. Smoothly return the speedbrakes
to the down detent during the level-off maneuver.
After Level-Off
Recheck the pressurization system and evaluate the
situation.
Do not remove the crew oxygen masks if cabin
altitude remains above 10,000 feet.
Determine new course of action based on weather,
oxygen, fuel remaining and available airports.
Obtain new ATC clearance.
DESCENTIN ICING CONDITIONS
The use of anti-ice and the associated thrust
required will increase the distance required.
Therefore, proper descent planning is required to
arrive at the initial approach fix at the proper altitude,
speed, and configuration.
Engine icing often forms when not expected and
may occur when there is no evidence of icing on the
windshield or other parts of the airplane. Once ice
commences to form, an appreciable accumulation
can build with surprising rapidity. Although one bank
of clouds may not cause icing, another bank, which
to all appearances is similar, may induce icing.
Therefore it is required that the engine anti-icing
system be turned on whenever Icing Conditions exist
or are anticipated.
When engine Icing Conditions exist or are
anticipated, accomplish the Engine Anti-lce
procedure.
If ice accumulates on the engine guide vanes and
N1 compressor blades, airflow through the engine
FEB 28/90
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

will be reduced which mayresult in a stalled engine. Advise air traffic control if unable to comply with the
The engine may not recover from the stall even if the above speeds.
ice is dissipated.
Timing
Failure to follow the recommended engine anti-ice
procedures can result in engine stall, The initial outbound leg should be flown for 1 minute
overtemperature or engine damage. or 1 1/2 minutes as required byaltitude. Timing for
subsequent outbound legs should be adjusted as
HOLDING necessary to achieve proper inboundlegtiming.

Start reducing to holding airspeed three minutes Advise ATC immediately if an increase in airspeed is
before estimate for the holdingfix. necessary due to turbulence or if unable to
accomplish any part of the holding procedure.
Check holding data for the thrust setting, if
prolonged holding is required. Flaps-up
maneuvering speed approximates minimum fuel
burn holding speed.

Holding Airspeeds (Maximum)

THROUGH 14,000 FEET 230

ABOVE 14,000 TO 20,000 FT MSL 240

ABOVE 20,000 TO 34,000 FT MSL 265

ABOVE 34,000 FT MSL 283

TABLE 2-5 ICAO HOLDING AIRSPEEDS

(MAXIMUM)

THROUGH 6,000 FT MSL 200

ABOVE 6,000 TO 14,000 FT MSL 210

ABOVE 14,000 FT MSL 230

TABLE 2-6 FAA HOLDING AIRSPEEDS

(MAXIMUM)

FEB 28/90
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MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

VREF40 VREF30 VREFI5

NORMAL LANDING
(SEE NOTES 1&2) GO-AROUND FLAPS 15, VREF40° FLAPS 15, VREFSO" FLAPS 15, VREF1S
VREFI5
1 ENGINE LANDING
INOPERATIVE FLAPS 1,"
GO-AROUN VREF15+5
(SEE NOTE 3) B
VREF15
HYD SYS A (737-1/200) LANDING
HYD SYS B (737-3/4/500)
INOPERATIVE GO-ARGUND Taorie
VREF15+5""
ASYM OR NOLE LANDING
DEVICES ss FLAPS 15°*
(SEE NOTE 4) GO-AROUND VREF15#5
LANDING - FOR FLAP POSITIONS BETWEEN UP ANDO 1, USE TE FLAPS UP PROCEDURE
ASYM TE FLAPS - FOR FLAP POSITIONS BETWEEN 1 AND 15, USE VREF40+30 THE SMALLEST
FOR FLAP POSITIONS BETWEEN 15 AND 40, USE VREF FOR
GO-AROUND \woicaTeD FLAP POSITION
VREF15
LANDING
JAMMED STABILIZER FLAPS 15, VREF15
GO-AROUND

MANUAL REVERSION LANDING Wer ts

(HYD SYS A&B INOP) GO-AROUND FLAPS 15, VREF15
VREF40+40°"
TE FLAPS UP LANDING
GO-AROUND VREF40+40""
(SEE NOTE 5)
VREF40 + 55
LANDING
ALL FLAPS UP VREF40 +55
GO-AROUND
REACHING VREF + 15 KTS
* LIMIT BANK ANGLE TO MAXIMUM 15 DEGREES UNTIL
-UP MANEUVERING SPEEDS
**LIMIT BANK ANGLE TO MAXIMUM 15 DEGREES BELOW FLAPS
:
NOTES (FOR 737-100/200 BASIC AIRPLANES ONLY)
D FLAPS 15 VREF25°
1. NORMAL - FLAPS 25: LANDING VREF25, GO-AROUN
2. NORMAL FLAPS 15 - N/A
3. 1 ENG INOP - FLAPS 15, GO-AROUND FLAPS 1 VREF 15°
ROUND FLAPS 15, VREF15**
4, ASYM OR NO LE DEVICES - LANDING FLAPS 15, VREF15, GO-A
5. TE FLAPS UP - LANDING VREF40+45*°

TABLE 2-7 LANDING CONFIGURATION AND SPEED SUMMARY

LANDING AND MINIMUM GO-AROUND
AIRSPEEDS SUMMARY, CONFIGURATION AND
SPEEDS
The chart shows configurations and minimum
speeds for normal, non-normal landings and
go-arounds. Landing speeds and configurations are
shown on each flight profile illustration. Minimum
speeds should be considered reference speeds and
adjusted for headwind component and gusts (see
Chapter 1, Reference Bug Settings).

FEB 28/90
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 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

INSTRUMENT APPROACHES ground speed outbound must be accounted for.

Adjust time outbound for wind effects and/or location
All instrument approaches have certain basics in of radio facility, especially if the VOR/NDB is located
common. These are good descentplanning, careful on or very near the field. The published procedure
review of the approach procedure, accurate flying turn altitudes are minimums.
and good crew coordination.
Approach Clearance
Approach Briefing
lf operating on an unpublished route or while being
Thorough planning and briefing is the key to a safe, radar vectored when an approach clearance is
unhurried, professional approach. Prior to the start given, comply with the minimum altitudes for IFR
of an instrument approach, the pilot flying will brief operations (FAR-91.119) and maintain the - last
the other pilot as to his intentions in conducting the assignedaltitude until established on a segmentof a
approach and both pilots will review the approach published route or instrument approach procedure.
procedure. All pertinent approach information After established, comply with the published
including minimums and missed approach minimum altitudes for each subsequent approach
procedures should be reviewed and alternate segment unless assfgned a differentaltitude by ATC.
courses of action considered. The procedure turn of an_ instrument approach
procedure is not considered a segment until the
Approach Preparations airplane reachesthe initial approach fix or navigation
facility upon which the procedureturn is predicated.
The Descent-Approach Checklist is accomplished When conducting an instrument approach from the
after passing transition altitude and before the initial holding pattern, continue on the same pattern as
approach fix. holding, extend the flaps on the flap speed schedule
but fly the outbound track parallel to the final
Both pilots will have the instrument approach chart approach course approximately one and one haif
available. minutes and turn inbound on the procedure turn
heading. This type of approach is also referred to as
Complete the approach preparations before arrival a race track approach.
in the terminal area.
Mandatory Missed Approach
Tune and identify the ILS and/or VOR and
associated NDBs as soon as practical. Do not On all instrument approaches, execute an immediate
completely abandon enroute navigation procedures missed approach:
even though ATCis providing radar vectors to the
initial or final approach fix. The crew must be aware @ if a Nav radio, transmitter, or flight instrument
of aircraft position and terrain clearance failure occurs which will affect the ability to
requirements. Check the VOR/ADF RMI switches safely complete the approach in instrument
set to the proper position. conditions.
@ When on an ILS approach and either localizer
Check marker beacon selected on the audio selector and/or glide slope indicator show full deflection,
panel. The course and glide slope signals are in instrument conditions.
reliable only when their warning flags are not @ When the instruments show significant
displayed, deviation pointers are in view and the disagreement and visual contact has not been
identifier is received. Set the published inbound made.
approach course in the course selector so that the
proper airplane heading/course relationship is Landing Minima
displayed. Set decision height (DH) or minimum
descent altitude (MDA). Cross-check radio and Visibility is the only requirement for tanding minima.
pressure altimeters whenever practical. Ceilings are no longer required (except where noted
in the procedure). However, there arestill limits on
Procedure Turn how far an airplane can descend without visual
contact with the runway environment when making
On some approaches the procedure turn must be an approach. Descent limits are based on a
completed within specified limits such as within 10 decision height (DH) for precision approaches
NM of the radio fix, beacon or outer marker. utilizing a glide slope (ILS or PAR); or a minimum
Considerations as to airplane configuration and descent altitude (MDA) for non-precision

FEB 28/90
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MANUALFLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

approaches that do not have a glide slope. When ASR

runway visual range (RVR) is reported for the
landing runway, it shall be used, regardless of the The radar controller is required to discontinue
reported meteorological visibility. This applies to all approach guidance whentheairplane is at the MAP
types of approaches. or one mile from the runway, whicheveris greater.
From the pilot's standpoint, perform the missed
Radio Altimeter approach whenever the controller instructs you to do
so. This will be no less than one mile from the
The radio altimeter may be used to cross-check the runway.
pressure altimeter over knownterrain in the terminal
area. The Decision Height (DH) pointer is used to Localizer
trigger the DH light for Category Il and IIIA
approaches when specified in the approach The MAP for a localizer approach is not necessarily
procedure. The DH pointer should not be used for the same as for the corresponding ILS approach.
MDA on non-precision approaches or DH on The depiction on the approach chart supports the
Category Il approaches wherethe radio altimeteris ILS and not the localizer procedure. The timing
not authorized (RA NOT AUTHORIZED) as the table, when included, will show the distance from the
primary means of indicating MDA/DH.~ If the DH LOC final approach fix to the MAP. For most
pointer is set for a safety backup in the event the approaches this distance is to the threshold of the
airplane is inadvertently descended through the DH runway. The common method of determining the
or below the MDA, it should be discussed in the MAP is by timing from the final approach fix, though
approach briefing. other methods may be used (DME, middle marker,
etc..).
Approach Category
Other Non-Precision
For straight-in approaches, the approach category
for this airplane is C. For circling approaches, The MAP for all other non-precision approaches is
applicable weather minima depend on the actual as depicted on the approach chart. If the procedure
approach speed to be used. These speeds are now has a final approachfix, the MAP may be well short
provided on the revised approach charts. of the runway threshold or at the runway threshold.
For on-airport facilities (VOR or NDB) which do not
Missed Approach Point (MAP) have a final approach fix, the facility itself is the MAP
and in most cases is past the runway threshold.
PAR/ILS
It is erroneous to assume that you will be in a
The missed approach point (MAP) is the geographic position to make a normal landing if you reach MDA
point where the glide slope intersects the decision and the MAP simultaneously. When the MAP is at or
height. For a PAR approach, decision height is beyond the runway threshold, you must reach MDA
determined in the cockpit either as read on the prior to arrival at the MAP if a normal landing is to be
altimeter or as observed by the radar controller, made.
whichever occurs first. The MAP for an ILS
approach will normally be very close to the middle
marker if one is installed. In some cases, however,
there is a considerable distance between the two.
For this reason, the middle marker should be used
only as a reminder that you are very near the MAP.
Determination of the MAP is made solely with
reference to the altimeter and glide slope indicator.
DH is normally indicated on the pressure altimeter
unless the approach procedure specifically
authorizes the use of the radio altimeter.

FEB 28/90
2-52

FLIGHT CREW TRAINING MANUAL
7 ILS
APPROACHING
INTERCEPT
HEADING
FLAPS 5 Nie 1
FLAPS 5
oo
| GLIDE SLOPE INTERCEPT
LANDING FLAPS
GLIDE SLOPE ALIVE
GEAR DOWN
FLAPS 15
LOM
Ne
Figure 2-35 ILS APPROACH
ILS
During training, pilots will fly ILS approaches down to
100 feet when using flight director system and 200
feet when using raw data, provided the ILS facility
has reliable course and glide slope guidance to the
lower altitude. Airplane procedures are covered in
the above flight pattern. This pattern may be
modified to suit local traffic and ATC requirements.
Flight Director ILS and Autopilot ILS are essentially
the same. See the description of ILS approach in
Chapter 3 for Flight Director procedures.
Raw Data
ILS navigation signals are displayed on the ADI. The
course deviation displays on the ADI will indicate
only 1 dot deviation from the ILS beam center. Set
the applicable NAV switches so that the HSI also
indicates ILS navigation signals. The course
deviation displays on the HSI will indicate the full 2
dot deviation from the ILS beam center.
The HSI is the primary navigation instrument used
during a raw data ILS approach. Lateral navigation
is performed by maneuvering the airplane so as to
place the symbolic airplane, on the center of the HSI,
FEB 28/90
BOEING 737 MANUAL FLIGHT
~
Loe
MISSED APPROACH
GO-AROUND THRUST
60-AROUND ATTITUDE
FLAPS 15
POSITIVE RATE OF CLIMB
GEAR UP
RETRACT FLAPS ON SCHEDULE
NU
in the correct relationship to the course deviation
bar. The course deviation bar will represent the ILS
localizer when the localizer front course is selected
using the course selector.
When maneuvering to intercept the localizer,
decelerate and extend the flaps to be at flaps 5 and
flaps 5 maneuvering speedprior to localizer capture.
When inbound in the procedure turn the localizer
intercept angle can be easily determined by the
relationship of the symbolic airplane to the course
deviation bar. Keep the nose of the symbolic
airplane pointed at the top of the course deviation
bar. This will place the airplane on the correct
intercept angle/course with very little reference to the
actual heading required.
On the 737-300/400, if the ILS facility is DME
equipped, the FMC position will be updated during
the approachbylocalizer information and DME.
Localizer
The magnetic bearing information on the RMI should
be used to supplement the course deviation bar
indications during the initial course interception. As
2-53
MANUALFLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
the course deviation bar starts to center, bank the
airplane to keep the nose of the symbolic airplane
pointed at the top of the course deviation bar. This
technique will provide a very smooth intercept and
roll-out on course. In a crosswind it will be
necessary to adjust the heading a few degrees into
the wind. The drift angle pointer in the HSI may be
used to assist establishing the proper drift correction
and maintain the localizer.
To make correction back toward the course deviation
bar, bank toward the bar until it starts moving toward
the center then level the wings. To stop an inward
movementof the bar, bank away from it until it stops,
then again level the wings. Large bank angles will
rarely be required while maneuvering to track the
localizer. Use only a 5 to 10 degree bank angle.
Glide Slope
As the glide slope comes alive, lower the landing
gear and extend the flaps to 15. At, or just prior to
glide slope intercept, extend the flaps to the final
landing setting. This may be accomplished in steps,
pausing at intermediate settings so that large trim
changes are not required at once. The airplane
should be stabilized on approach speed no lower
than 800 feet.
Establish the airplane on the glide slope and on the
selected approach speed and get in trim. To
stabilize on the final approach speed as early as
possible, it will be necessary to exercise good speed
contro! during the glide slope intercept phase of the
approach.
When stabilized on the glide slope, note the rate of
descent, body attitude and thrust required. Use the
values noted as a reference for the rest of the
approach.
The rate of descent will vary with the glide slope
angle, approach speed and wind. Immediate and
smooth corrections should be made on the ADI
based on the glide slope indications. Apply
corrections at approximatel y the same rate and
amountastheflight path deviations.
2-54
Decision Height (DH)
The pilot not flying should expand his instrument
scan to include outside visual cues when
approaching DH. Do not continue the approach
below decision height unless the airplane is in a
position from which a normal approach to the
runway of intended landing can be made and
adequate visual reference can be maintained. if
upon arrival at decision height, or any time
thereafter, any of the above requirements are not
met, immediately execute the missed approach
procedure. The published decision height will apply
unless the instructor pilot specifies a lower height for
training. When visual contact with the runway is
established, maintain the glide path to flare. Do not
descend below the glide path.
Missed Approach
Accomplish the missed approach procedure, as
illustrated, at flaps 15 and "cursor" speed.
Simultaneously apply go-around thrust, call for flaps
15 and rotate towards 15 degrees pitch attitude. At
a positive rate of climb call "gear up". If a turning
missed approach is required, accomplish the missed
approach procedure through gear up before
initiating the turn. Delay further flap retraction until
initial maneuvering is complete and a safe altitude
and appropriate maneuvering speed are attained.
The minimum altitude for flap retraction during
takeoff is not normally applicable to a missed
approach; however, obstacles in the missed
approach path must be taken into consideration.
Delayed Flap Approach
Delaying the final landing flap selection provides
advantages in terms of fuel savings and approach
corridor noise levels, both of which are not significant
in the 737. If a delayed flap approach is desired,
use the normal approach technique described,
except maintain the flaps at 15 at glide slope
intercept. At no lower than 1000 feet, select landing
flaps and decelerate to approach speed. Due to the
trim change required from flaps 15 to landing flaps,
this procedure is not recommended when ceilings
are at or near minimums.
FEB 28/90
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

(—
>

ILS - ONE ENGINE INOPERATIVE

APPROACHING
INTERCEPT
HEADING
FLAPS 5

MISSED APPROACH
GO-AROUND THRUST
GO-AROUND ATTITUDE
FLAPS 1
POSITIVE RATE OF CLIMB
GEAR UP
RETRACT FLAPS ON SCHEDULE
GLIDE SLOPE ALIVE me
GEAR DOWN | ws
LANDING FLAPS (15)

\
Figure 2-36 ILS APPROACH - ONE ENGINE INOPERATIVE

ILS - ONE ENGINE INOPERATIVE Missed Approach

Thorough planning is the key to a safe, unhurried,
professional approach. Complete the approach
preparations before arrival in the terminal area.
Adequate thrust and normal maneuvering margins
are available if the approach is flown as illustrated.
Good speedcontrol is mandatory. Allowing airspeed
to decrease below that recommended increases
drag and could result in inadequate thrustfor altitude
control.
Intercept the localizer with flaps 5 and flaps 5
maneuvering speed. When the glide slopeis alive,
lower the landing gear, extend the flaps to 15 and
arm the speedbrakes. Decelerate to VREF 15 plus
wind correction in levelflight.
The airspeed cursor should be set at VREF 15 +5
kts minimum, depending on wind and gusts. Vref 15
+ 5 kts is approximately V2 for flags 1. Do not
decelerate below Vref 15 + 5 kts during the
— approach.
See the discussion of One Engine Inoperative
Landing.
Accomplish the missed approach procedure, as
illustrated, at flaps 1 and "cursor" speed.
Simultaneously apply go-around thrust, rotate
toward 15 degrees pitch attitude and call for flaps 1.
At a positive rate of climb call "gear up" and adjust
the pitch attitude to maintain "cursor" speed. At a
safe altitude, accelerate to the appropriate speed
and retract the flaps.
lf a turning missed approach is required, accomplish
the missed approach procedure through gear up
beforeinitiating the turn. Delay further flap retraction
until initial maneuvering is complete and a safe
altitude and appropriate speed are attained. Limit
bank angle to 15 degrees while maintaining @ursor
speed with go-around flaps.
Normal maneuvering bank angles may be usedafter
accelerating to VREF 15 plus 15 knots. For Speed
Tape equipped airplanes, this is approximately
equivalent to the displayed minimum maneuvering
speed. Accelerate to the normal flaps 1
maneuvering speed when practical.

FEB 28/90
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MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

(—

NON-PRECISION APPROACH 7
APPROACHING
INTERCEPT
HEADING
FLAPS 5 FLAPS 1

FLAPS 5 ™s,-
\
MISSED APPROACH

ee
GO-AROUND THRUST
| DESCEND TO MDA GO-AROUND ATTITUDE
FLAPS 15
POSITIVE RATE OF CLIMB
GEAR UP
GEAR DOWN | RETRACT FLAPS ON SCHEDULE
FLAPS 15. PRIOR TO
DESCENT FOR
STRAIGHT-IN —)
APPROACH |
LANDING RUNWAY IN SIGHT
FLAPS . FAR INITIATE CIRCLING APPROACH
‘a OR a

INTERCEPTING PROFILE yy,

BEGIN DESCENT ~~
\

Figure 2-37 NON-PRECISION APPROACH

NON-PRECISION APPROACH runwayis in sight, adjust the profile as required and

The non-precision approach is similar to the ILS.
Localizer or localizer back course approaches are
non-precision approaches if glide path information is
not available. Set the published front course in the
ILS course selector in both cases. Extend the
landing gear andselect flaps 15 approximately 1-1/2
miles or 30-45 seconds prior to the final approach
fix.
Just prior to starting descent at the final approach
fix, extend flaps to the final landing flap setting and
reduce speed to approach speed. If a circling
approach is planned, it is recommended to maintain
flaps 15 and flaps 15 maneuvering speed on final
approach.
Complete the LANDING Checklist. At the final
approach fix, descend at an appropriate rate to
arrive at MDAprior to the visual descent point. If the
continue the visual profile for landing.
Missed Approach
If the runway is not in sight when approaching the
visual descent point, or the airplane is not in a
position to safely intercept the visual profile, execute
a missed approach. Accomplish the missed
approach procedure, as illustrated, at flaps 15 and
"cursor" speed.
Simultaneously apply go-around thrust, rotate
toward 15 degrees pitch attitude and call for flaps
15. Ata positive rate of climb call "gear up". If a
turning missed approachis required, accomplish the
missed approach procedure through gear up before
initiating the turn. Delay further flap retraction until a
safe altitude and. appropriate maneuvering speed
are attained.

2-56 FEB 28/90

 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

CIRCLING APPROACH

|
—
e—_—

TURNING BASE LEG MINIMUM DESCENT

LANDING FLAPS ALTITUDE (MDA)
Cif not RreviouRLy
selected MISSED APPROACH
G0-AROUND THRUST
e GO-AROUND ATTITUDE
FLAPS 15
INTERCEPTING LANDING PROFILE POSITIVE RATE OF CLIMB
BEGIN DESCENT GEAR UP.
RETRACT FLAPS ON SCHEDULE

XN
Figure 2-38 CIRCLING APPROACH

CIRCLING APPROACH attitude to ensure the airplane does not descend

lf a circling approach is anticipated, selection of
landing flaps is normally delayed until just prior to
turning base. Just prior to turning base, select
landing flaps and begin decelerating to approach
speed. This may be accomplished in steps,
pausing at intermediate settings so that large trim
changes are not required at once. Monitor the pitch
until arriving on the visual profile. As the airplane
decelerates, the turning radius decreases for a
constant bank angle. Adjust the turn as required to
aim initially for the inside corner of the threshold to
avoid overshooting, readjusting the aim point for a
normal landing once on final. Do not descend below
MDAuntil arriving on the visual profile.

FEB 28/90
2-57
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

DECISION
TO MISS ee
HERE ””
=, CLIMBING
TURN
a

DECISION
TO MISS HERE
\
CIRCLING ed
MANEUVER
(When cleared in
right-hand traffic @o-——rar FIX
pattern) 6

Figure 2-39 CIRCLING MISSED APPROACH

Circling Missed Approach missed approach course depending on the airplane

lf a missed approach is required at any time while
circling, turn toward the runway to reach the missed
approach heading, even if the turn is more than 180
degrees (not the shortest direction). This procedure
will ensure proper clearance of obstructions in the
vicinity of the airport. Maintain missed approach flap
setting until close-in maneuvering is completed.
Since the circling maneuver may be accomplished in
more than one direction, different patterns will be
required to become established on the prescribed
position at the time the missed approach is
commenced.
The illustration above shows a missed approach
procedure which assumes the missed approach
track lies in the direction of the navigation aid from
which the approach was conducted. Adherence to
the published procedure, as illustrated by the
examples, will assure that the airplane will remain
within the circling and missed approach obstruction
clearance areas.

FEB 28/90
2-58
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

(— NON-PRECISION APPROACH \

ONE ENGINE INOPERATIVE

APPROACHING
INTERCEPT
HEADING
——
FLAPS 5

MISSED APPROACH
60-AROUND THRUST
GO-AROUND ATTITUDE
| FLAPS 1
POSITIVE RATE OF CLIMB
| DESCEND TO MOA GEAR UP
RETRACT FLAPS ON SCHEDULE

PRIOR TO eg A
|

FF
FOR STRAIGHT-IN
APPROACH |
GEAR DOWN
FLAPS 15 | RUNWAY IN SIGHT
@
COPTION
GEAR UP FAF INTERCEPTING PROFILE
FLAPS 10/5) REDUCE TO APPROACH SPEED
BEGIN DESCENT

=>
COPTION
GEAR DOWN
XN FLAPS 15)

_ Figure 2-40 NON-PRECISION APPROACH - ONE ENGINE INOPERATIVE

NON-PRECISION APPROACH, ONE ENGINE
INOPERATIVE
Intercept the final approach course with flaps 5 and
flaps 5 maneuvering speed. Extend the landing gear
and select flaps 15 approximately 1 1/2 miles from
the final approach fix. Decelerate in levelflight to
flaps 15 maneuvering speed. Complete the
Non-Normal Landing Checklist.
If the runway is not in sight at MAP or the airplane is
not in a position to make a safe landing, execute a
missed approach.
Airplanes operating above max landing gross weight
at temperatures in excess of 80 degrees F and
pressure altitudes greater than 2,000 feet may be
unable to maintain the level flight portion of the
approach with gear down andflaps 15.

lf the approach is conducted using a radio facility on,
or very near, the airport, allow sufficient time to
descend to MDAafter intercepting the final approach
course.
Descend at an appropriate rate to allow arrival at, or
just prior to, the visual descent point at MDA.
Maintain flaps 15 maneuvering speed until MAP or
the runway environmentis sighted. With the runway
in sight, intercept the landing profile and reduce
speed to VREF15 plus wind correction (minimum
VREF15 + 5 knots).
To preclude this situation, an option is to descend
from the final approach fix with the gear up, flaps 10
or 5, and at the appropriate maneuvering speed.
When the runwayis in sight and the airplane is on
the visual profile and a safe landing is assured,
select gear down and flaps 15 and reduce speedto
VREF15 plus wind correction (minimum VREF15 +5
knots). -

FEB 28/90
2-59
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

(— CIRCLING APPROACH
ONE ENGINE INQPERATIVE

<a
ao FLAPS 10/5
MINIMUM DESCENT
PRIOR TO TURNING BASE ALTITUDE (MDA)
GEAR DOWN
FLAPS 15 MISSED APPROACH
60-AROUND THRUST
G0-AROUND ATTITUDE
FLAPS 1
POSITIVE RATE OF CLIMB
GEAR UP.
RETRACT FLAPS ON SCHEDULE
INTERCEPTING LANDING PROFILE
BEGIN DESCENT

‘ >
Figure 2-41 CIRCLING APPROACH - ONE ENGINE INOPERATIVE

CIRCLING APPROACH, ONE ENGINE
INOPERATIVE
lf a circling approach is anticipated, maintain gear
up, flaps 10, and flaps 10 maneuvering speed from
the final approach fix to just prior to turning base. As
an option, or if flaps 10 selection is not available, use
flags 5, and flaps 5 maneuvering speed as the
approach flaps setting for the circling approach.
Prior to turning base, select gear down and flaps 15
and begin reducing speed to flaps 15 maneuvering
speed. Intercept the landing profile and reduce
speed to VREF15 plus wind correction (minimum
VREF 15 + 5 knots). Do not descend below MDA
until on the visual profile.
The approach requires enough thrust be maintained
to the go-around point so that an immediate thrust
response will be available. If the thrust has been
reduced to idle, the initial engine acceleration may
be slow.

FEB 28/90
2-60
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

NON-PRECISION/CIRCLING APPROACH, ONE lf a turning missed approach is required, accomplish

ENGINE INOPERATIVE MISSED APPROACH
lf an approach is misjudged, execute a missed
approach without delay.
Accomplish the missed approach procedure, as
illustrated, at flaps 1 and "cursor" speed.
the missed approach procedure through gear up
before initiating the turn. Limit bank angle to 15
degrees until accelerating to VREF 15 plus 15 knots,
or to the minimum maneuvering speed displayed on
Speed Tape airplanes. Delay further flap retraction
until initial maneuvering is complete and a sate
altitude and appropriate speed are attained.

Apply go-around thrust, rotate towards 15 degrees
and call for flaps 1. At a positive rate of climb call
"gear up’, adjust the pitch attitude to maintain
"cursor" speed. At a safe altitude and appropriate
speed, retract flaps on the speed schedule.
Accomplish the missed approach procedure as
illustrated on the approach chart.
The minimum altitude for flap retraction during
takeoff is not normally applicable to a missed
approach procedure; however, obstacles in the
missed approach flight path must be taken into
consideration.

FEB 28/90
2-61
MANUALFLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

(—

VISUAL TRAFFIC PATTERN

ENTERING DOWNWIND a
FLAPS 5 *
PRIOR TO TURNING BASE
GEAR DOWN
FLAPS 15 MISSED APPROACH
TURNING BASE
GO-AROUND THRUST
START DESCENT go ax 60-AROUND ATTITUDE
* FLAPS 25 FLAPS 15 (FLAPS 1, ONE
ENGINE INOP)
POSITIVE RATE OF CLIMB
GEAR UP
ETRACT FLAPS ON SCHEDULE

* LANDING
FLAPS

hs _/
Figure 2-42 VISUAL TRAFFIC PATTERN

VISUAL TRAFFIC PATTERN
The recommended landing approach profile is
approximately 2 1/2 to 3 degrees. Once the final
approach is established, the airplane configuration
remains fixed and only small adjustments need be
made to the glide path, approach speed and trim.
This results in the same approachprofile under all
conditions regardless of weather.
Anticipate trim changes. During approach and
landing, good technique and discipline will permit the
pilot to repeat the proper approach and landing
maneuvers under all conditions.
Thrust
Use the thrust levers for speed control in
coordination with elevator to control attitude, rate of
descent and approach profile. Adjust thrust slowly in
small increments. Large, sudden thrust changes are
indicative of an unstable approach and the related
trim changes make airplane control more difficult.
No large changes should be necessary except when
performing a go-around. large thrust change is
not required when extending landing gear or when
extending flaps on base leg and final approach. Due
to the low drag of the airplane, close attention to
speed and thrust control is necessary. A thrust
increase may be required when stabilizing on speed
on final approach.
Downwind and Base Leg
Fly at an altitude of 1,500 feet above the runway
elevation and enter downwind with flaps 5 and flaps
5 maneuvering speed. Maintain a track parallel to
the landing runway approximately 1 1/2 miles
abeam. Prior to turning base leg, extend the landing
gear, position the flaps to 15 and slow to flaps 15
maneuvering speed. With one engine inoperative,
this is the final flap setting for landing. If the
approach pattern must be extended, delay lowering
the gear and selecting flaps 15 until approaching the
normal glide path. Turning on base leg, extend the
flaps to 25, adjust thrust as required, while
descending 600-700 FPM. Extend landing flaps
prior to turning final. During extension to landing
flaps, hold the same approximate nose attitude
maintaining the flight profile with pitch control.

2-62 FEB 28/90

 BOEING 737
FLIGHT CREW TRAINING MANUAL
Final Approach
Roll out on runway centerline and maintain the
appropriate approach speed. Make thrust changes
as required to hold approach speed and the desired
rate of descent. Retrim the stabilizer to maintain
zero elevator force on final. Stabilize the airplane on
the selected approach airspeed with a constant rate
of descent between approximately 600 and 800 feet
per minute on the desired glide path, in trim.
Stabilize on the profile by 500 feet above the field
elevation. Descent rates above 1000 feet per
minute should be avoided.
ONE ENGINE INOPERATIVE
Maintain flaps 15 maneuvering speed until on final
approach. Intercept the landing profile and reduce
speed to VREF15 plus wind correction (minimum
VREF 15 +5 knots).
With one engine inoperative, centering the rudder
trim prior to landing allows most of the rudder pedal
pressure to be removed when the thrust of the
operating engine is retarded to idle at touchdown.
Full rudder authority and rudder pedal steering
capability are not affected by rudder trim, however.
Depending on factors including crew workload and
possibility of a missed approach, it may not be
advisable to trim the rudder to zero. If touchdown
occurs with the rudder still trimmed for the approach,
be prepared for the higher rudder pedal forces
required to track the centerline on rollout.
ENGINE FAILURE ON FINAL APPROACH
Loss of an engine on final approach with the airplane
in the two engine landing configuration is an
Wc”
FEB 28/90
MANUAL FLIGHT
extremely remote possibility. However, should this
Situation arise, the following is given as a guide to
the pilot. Upon recognition of engine failure,
continue the approach unless conditions require a
go-around. Retract the flaps to 15 and adjust thrust
on the operating engine to maintain VREF + 15
knots (VREF + 20 knots for -100/-200 Basic and
-400/500), which is equal to at least VREF for flaps
15,
The decision to go-around or continue the approach
is based on the Captain's judgment. A go-around is
required if weather conditions are below Category |
minima.
If the approach can be continued, adjust thrust to
maintain VREF + 15 knots (VREF + 20 for -100/200
Basic and -400/500) and continue the engine
inoperative landing. In the event of a go-around
maintain VREF + 15 knots (VREF + 20 knots for
-100/-200 Basic and -400/500) and accomplish the
engine out go-around procedure.
For -300/400/500 airplanes, if an engine fails during
a go-around below 200 feet RA, apply go-around
thrust, rotate to go-around attitude, and retract the
landing gear. Maintain flaps 15, VREF 30 or 40
speed and 15 degrees maximum bank angle until a
safe altitude is reached, then retract the flaps on the
normal flap/speed schedule.
NOTE: Operators using CAA rules must
comply with weight and pressure altitude
restrictions prior to operation: to CAT 2/3A
minima to ensure engine inoperative
go-around performance criteria are met.
2-63
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

GEAR DOWN
BODY PITCH ATTITUDE - DEGREES

3° GLIDE SLOPE

ATTITUDES ARE BASED ON Veer AND

SHOULD BE REDUCED ONE DEGREE FOR-
EACH 5 KNOTS ABOVE Vper

So
~t

cub” 4.5° 6.0°

Figure 2-43 APPROACH BODYATTITUDES

VISUAL AIM POINT
During the visual phase of an approach, many
techniques and methods are used to ensure main
landing gear touchdownat the desired point on the
runway. One of the more common methodsusedis
to aim at the desired gear touchdown point on the
runway, then adjust the final approach glide path
until the selected point is stationary in relation to the
airplane (the point does not move up or down while
the airplane is approaching it). This method is
acceptable because of the small difference between
landing gear path and eye level path. Flare distance
accounts for the small difference in paths and gear
touchdown occurs very near the visual aim point.
Pilot's eye height and gear height are shown in the
table "Visual Final Approach and Landing
Geometry". Note that pilots eye height over gear
height increases as glide slope angle or flap angle
decreases. The pilot must accountfor this difference
in order to ensure an adequate gear height over the
threshold.
THRESHOLD HEIGHT
Height over the threshold is a function of glide path
angle and landing gear touchdowntarget. During a
typical 3 degree visual approach, with a 1,000 foot
touchdown point, the main landing gear will cross the
threshold at approximately 35 feet for all normal
glide path angles. Special attention must be given to
establishing a final approach that will assure safe
threshold clearance and gear touchdown at least
1,000 feet down the runway. Do not deviate from
the visual glide path in an attempt to touch down
shorter than normal. Go around if threshold
clearance is doubtful. Recommended standard
callouts will assist the pilot in determining a proper
profile.

2-64 FEB 28/90

 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

a _
3
=
=
=
” 4d
ug
ee a
= =>
- ce
HORIZON PITCH ATTITUDE
4
DOWN VISION A\

VISUAL SEGMENT

CONDITIONS|= GEOMETF | ‘737-300 | 737-400| 737-500

3 DEG G/S” PITCHATTITUDE ~ 34DEG 34DEG 31DEG 3.4 DEG
FLAPS 30 THRSHLD TO RVR LIMIT 45 FT 49 FT 51FT 44 FT
VREF+5 GEAR HT AT THRSHLD 33 FT 32 FT 32 FT 33 FT
THRSHLD TO TOUCHDOWN 622 FT 615 FT 606 FT 623 FT
EYE HT ABOVE GEAR 16.2 FT 16.3 FT 16.5 FT 16.1 FT
3 DEG G/S PITCH ATTITUDE 5.4 DEG 5.5 DEG 4.7 DEG 5.7 DEG
FLAPS 15 THRSHLD TO RVR LIMIT 75 FT 84 FT 81FT 78 FT
VREF+5 GEAR HT AT THRSHLD SIFT 30 FT 30 FT 31 FT
THRSHLD TO TOUCHDOWN 592 FT 580 FT 576 FT 590 FT
EYE HT ABOVE GEAR 17.6 FT 18.0 FT 18.0 FT 17.7 FT
2.5 DEG G/S PITCH ATTITUDE 3.9 DEG 3.9 DEG 3.6 DEG 3.9 DEG
FLAPS 30 THRSHLD TO RVR LIMIT 303 FT 308 FT 312 FT 302 FT
VREF+5 GEAR HT AT THRSHLD 33 FT 32 FT 32 FT 33 FT
THRSHLD TO TOUCHDOWN 746 FT 738 FT 728 FT 748 FT
EYE HT ABOVE GEAR 16.5 FT 16.7 FT 17.0 FT 16.5 FT
GROSSWT: 97,000 LB (737-200 ADV); 110,000 LB (737-300); 121,000 LB (737-400); 110,000 LB (737-500)

Figure 2-44 VISUAL FINAL APPROACH AND LANDING GEOMETRY

FEB 28/90
2-65
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

BODY PITCH ANGLE - DEGREES

0 5 10 15 20

BODY ROLL ANGLE - DEGREES (737-200)

45
BODY PITCH ANGLE - DEGREES

10

0 5 10 15 20

BODY ROLL ANGLE - DEGREES (737-300)

Figure 2-45 PITCH AND ROLL LIMIT CONDITIONS (737-200 AND 737-300)

Note: These charts assume struts

PITCH AND ROLL LIMIT CONDITIONS
, compressed, flaps 40, and are valid for all sink
rates, approximately one second after
The charts illustrate the combination of pitch and roll
touchdown. For flaps 15 and 30, greater
angles at which airplane structure will contact the
runway. clearances exist at some roll angles.

FEB 28/90
2-66
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

2 4
wo
& NOTES:
STRUTS COMPRESSED
ws VALID FOR ALL SINK
RATES
z DATA APPROXIMATELY
= 1 SECOND AFTER
2 TOUCHDOWN
= FLAP POSITION 40
>

“5
;
0 5 10 15 20

BODY ROLL ANGLE DEGREES (737-400)

Figure 2-46 PITCH AND ROLL LIMIT CONDITIONS (737-400)

'

wn
Lu

% 10
a NOTES:
' STRUTS COMPRESSED
Ww VALID FOR ALL SINK
3 RATES
z DATA APPROXIMATELY
= 1 SECOND AFTER
2 TOUCHDOWN
FLAP POSITION 40
>»

8
[os]
0

-5
0 5 10 15 20
BODY ROLL ANGLE DEGREES (737-500)

Figure 2-47 PITCH AND ROLL LIMIT CONDITIONS (737-500)

FES 28/90 B67

MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
TIME SECONDS
Figure 2-48 LANDING FLARE PROFILE
LANDINGS
Flare and Touchdown
After the end of the runway goes out of sight under
the nose, shift the visual sighting point to
approximately 3/4 the runway length while
maintaining descent. This will assist in determining
the flare point. Initiate the flare when the main gear
is approximately 15 feet above the runway by
increasing pitch attitude approximately 3 degrees,
then smoothly reduce the thrust levers to idle. Do
not allow the airplane to float, but fly the airplane
onto the runway and accomplish the landing roll
procedure.
lf the airplane should bounce, hold or re-establish a
normal landing attitude and add thrust as necessary
to control the rate of descent. Thrust need not be
added for a shallow bounce or skip. When a high
hard bounce occurs, initiate a go-around. Apply
go-around thrust and use normal go-around
procedures. A second touchdown may occur during
the go-around. Do not retract the landing gear until
a positive rate of climb is established.
After Touchdown and Landing Roll
At touchdown, if the speedbrakes have not
automatically extended, immediately move the
Speed Brake Lever to the UP position, and for
maximum effectiveness, simultaneously apply
braking and reverse thrust. Apply wheel brakes
smoothly with steadily increasing pedal pressure as
required for runway condition and runway length
available. Maintain deceleration rate with constant
or increasing brake pressure, as required until
, Landing flap selection also affects
stopped, or desired taxi speed is reached.
2-68
Thrust Reverser Contact With Runway During
Landing (737-100/200
The usual causes for thrust reverser contact with the
runway on landing are early or high flare, with a
subsequent excessive nose-up_ attitude on
touchdown, followed by excessive nose-up control
after touchdown in order to control derotation.
Data showsthat derotation, in degrees per second,
about the pitch axis after touchdown is about the
same as the nose attitude at touchdown. For
example, if the nose position at touchdown was 7
degrees above the horizon and the noseis not held
off the runway, the natural dynamic forces cause the
airplane to derotate at the rate of approximately 7
degrees per second. Approximately 11/2 seconds
are required to deploy the thrust reverser doorsafter
touchdown, considering normal reaction time and
mechanical operation of the thrust reverser doors. If
the nose is started down immediately atter
touchdown and before initiating reverse thrust, the
normal dynamic leveling actions of the airplane
should preclude the contact of the thrust reverser
doors with the runway.
Fuselage Contact With Runway During Landing
(737-300/400)
The usual causes for an aft fuselage contact with the
runway during landing are: early (high) flare, early
thrust reduction, low airspeed or rapid speed
reduction during flare, prolonged flare or holding the
airplane off the runway in an attempt to achieve a
soft landing and/or applying excessive nose-up
elevator after touchdown to control derotation.
fuselage-
to-runway clearance during landing. Flap 15
FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL
attitudes are generally higher than normal landing
flap attitudes so fuselage to runway clearance is
reduced.
To assure adequate aft fuselage clearance on
landing, fly the airplane onto the runway at the
desired touchdown point. DO NOT hold the airplane
off the runway for a soft landing. Prolonged flare or
holding the airplane off results in touchdown speeds
significantly below VREF and nose high attitudes
which reduce aft fuselage-to-runway clearances.
At speeds near VREF, main landing gear touchdown
will occur at approximately 5 to 6 degrees airplane
nose up. Bleeding off 10 knots of airspeed prior to
touchdown, instead of flying the airplane onto the
runway, will increase the body attitude 3 degrees or
more and increase susceptibility to aft fuselage
contact with the runway.
After main gear touchdown, adjust the control
column to achieve a smooth nose whee! touchdown.
Normal derotation time from main to nose gear
touchdown is approximately 4 seconds. DO NOT
anticipate nose pitch down due to autobrakes. "Fly"
the nose wheel to the runway.
Maintain pitch attitude awareness during flare and
landing. Aft fuselage contact on landing will occur at
approximately 11 degrees (-300) and 9.5 degrees
(-400).
CROSSWIND LANDINGS
There are three accepted methods used in
performing an approachto a landing in a crosswind.
They are the crab, sideslip and a combination of the
two. Use the same crosswind approach technique
as with previously flown airplanes.
In crosswind conditions, the crosswind crab angle
should be maintained to touchdown on very slippery
runways. Allowing the airplane to touch down
without removing the crab angle will reduce drift
toward the downwind side of the runway on wet or
icy runways. Auto spoilers and autobrakes will
Operate sooner when all main gear touch down
simultaneously, thus establishing main gear crab
effect sooner and reducing pilot workload.
Crab Crosswind Technique
The objective of the crab crosswind technique is to
maintain wings level throughout the approach,
touchdown andlanding roll.
FEB 28/90
MANUAL FLIGHT
On final approach, a crab angle is established with
wings level to hold the airplane on the desired
course. Application of downwind rudder is started
just prior to touchdown to eliminate the crab and
align the airplane with the runway centerline.
As the rudder is applied, the upwind wing will sweep
forward, developing roll. Hold the wings level by
simultaneous application of lateral control into the
wind. The touchdown is made with cross controls.
The lateral control input can be held nearly constant
during touchdown and the start of the landing roll.
A properly performed maneuver will result in the
rudder and lateral controls being positioned in the
correct position for the start of the crosswind landing
roll.
Sideslip Crosswind Technique
The objective of the sideslip crosswind technique is
to hold the airplane longitudinal axis aligned with the
course and runway centerline during the final phase
of the approach and touchdown.
The initial phase of the sideslip method utilizes the
crab method to correct for wind drift.
The final phase of the landing approach is made on
course with the airplane's centerline aligned on or
parallel to the runway centerline. Downwind rudder is
used to align the longitudinal axis parallel to the
desired track as lateral control is applied into the
wind to prevent wind drift. Thus, a steady sideslip is
established to hold the desired course. Retain to
touchdown.
A properly coordinated maneuver will result in nearly
fixed rudder and lateral control positions during the
final phase of the approach, touchdown, and start of
landing roll.
Crab and Sideslip Combined
In the event the crosswind component necessitates
a large bank or crab angle, it may be necessary to
combine the crab method with the sideslip method.
Touchdown is madebya slight increase in downwind
rudder as lateral control is changed to level the
wings. Touchdown may be made with the upwind
wheels touching down first. Lower the downwind
and nose wheels to the runway, and apply aileron
into the wind.
2-69
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
With any method, the control requirements at
touchdown and start of landing roll are the same.
Use speedbrakes, brakes, and reverse thrust
normally after touchdown.
Speedbrakes, Lateral Control, and Directional
Control
If auto speedbrakes do not deploy, manually raise
the speedbrakes rapidly after touchdown while
holding a constant lateral contro! wheel position.
Lateral control and directional control are effective
down to approximately 50 knots. Use rudder and
rudder pedal steering to hold the airplane on
centerline.
lf a skid develops across the runway using normal
stopping procedures, release pressure to both
brakes, reduce reverse thrust on both engines,
returning them to forward thrust at low power, if
necessary. Keep the wings level. Immediately apply
rudder and differential braking to bring the airplane
back to the centerline. When the airplane is again
rolling parallel with the runway and near the
centerline, apply reverse thrust and maximum
steady braking, as required, until a safe stop is
assured. Application of differential braking will
automatically disarm the autobrake system and will
allow full manual brake control.
LANDING FACTOR CONSIDERATIONS
Wind Corrections - Final Approach
On final approach, the airplane will react to wind
shear gradients and gusts for both the headwind and
crosswind components of the wind. These further
complicate the crosswind problem and, unless
compensatedfor, the airplane may land short.
The Boeing recommended approach speed wind
correction is 1/2 the steady headwind component
plus all of the gust value, based on tower reported
winds. The maximum wind correction should not
exceed 20 knots. In all cases, the gust correction
should be maintained to touchdownwhile the steady
wind correction should be bled off as the airplane
approaches touchdown.
When the wind is reported calm or light and variable,
and no wind shear exists, VREF + 5 knots is the
recommended airspeed on final, bleeding off the 5
knots as the airplane approaches touchdown. If this
normal 5 knots is being carried above VREF on final
approach, do not add any additional speed for a
headwind component of up to 10 knots.
2-70
Do not apply wind correction on final approach
speed (VREF) for tailwinds.
Example
Headwind component = 18 knots, gusting to
25 knots. Add 9 knots for headwind
component and 7 knots for gust effect,
resulting in an approach speed equal to
VREF+16 knots.
\f the total exceeds 20 knots, use a maximum of 20
knots.
Factors Affecting Landing Distance
The field length requirements are contained in the
performance section of the Operations Manual.
Actual stopping distances for a maximum effort stop
are approximately 60% of the field length
requirement on a dry runway. Some factors that
affect stopping distance are altitude and speed at
the threshold, glide slope, use of thrust reversers,
speedbrakes and brakes. Floating just off the
runway surface before touchdown must be avoided,
as this procedure uses a large portion of the
available runway. The airplane should be landed as
near the normal touchdown point as possible rather
than be allowedto float in the air to bleed off speed.
Airplane deceleration on the runway is about three
times greater than in the air.
Height of the airplane over the end of the runway
also has a very significant effect on total landing
distance. For example, flying over the end of the
runway at 100 feet altitude rather than 50 feet could
increase the total landing distance by 950 feet on a3
degree glide path. This change in total landing
distance results primarily because of the length of
runway used up before the airplane actually touches
down. Glide path angle also affects total landing
distance. Even while maintaining proper height over
the end of the runway, total landing distance is
increased as the approach path becomesflatter.
Stopping distance will also vary with wind conditions
and any deviation from recommended approach
speeds.
At high speeds, reverse thrust and speedbrake drag
are most effective. Make the speedbrake actuation
and reverse thrust lever manipulation rapidly, with as
little time delay as possible.
FEB 28/90
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

. |
| NOTE: AUTO SPOILERS AND
an oh | AUTOBRAKES SET
PRIOR TO TOUCHDOWN
! stop
FLY AIRPLANE ONTO RUNWAY.
PROPER VERIFY SPEEDBRAKE EXTENSION.
APPLY MANUAL BRAKING AND REVERSE
THRUST SIMULTANEOUSLY. ADISTANCE = INCREASE IN
MAINTAIN STEADY FULL BRAKE LANDING DISTANCE DUE TO
PEDAL PRESSURE. IMPROPER LANDING TECHNIQUE

OVEREXTENDED FLARE
(3_SEC. FLOAT AFTER FLARE)

IMPROPER
HIGH OVER THRESHOLD
(100 FT. ALTITUDE)

SPEEDBRAKES NOT EXTENDED

SPEEDBRAKES NOT EXTENDED |

AND THRUST REVERSERS NOT |
DEPLOYED
1999-2359:
| ee
|
1/2 BRAKE PRESSURE a
q
——650'-gsq!
5 50 rH"

HIGH APPROACH SPEED |

(#10 KTS) |
fF—++-—250'-350!
| i
LANDING DISTANCE VARIES WITH RUNWAY CONDITION. WET OR DRY.
DATA DOES NOT INCLUDE CONTAMINATED RUNWAY CONSIDERATIONS.

Figure 2-49 FACTORS AFFECTING LANDING DISTANCE, MAX EFFORT STOP, FLAPS 40

FEB 28/90 2-71

MANUALFLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
Rudder Control and Nose Wheel! Steering After
Touchdown
Rudder control is effective down to approximately 60
knots. Rudder pedal steering is sufficient for
maintaining directional contro! during the rollout. In
a crosswind, displace aileron into the wind.
Speedbrakes
The speedbrakescan be fully raised after touchdown
while the nose wheel is lowered to the runway with
no adverse pitch effects. The speedbrakes spoil the
lift over the wing which places the airplane weight on
the main landing gear, providing excellent brake
effectiveness.
If the speedbrakes are not raised after touchdown,
braking effectiveness may be reduced initially as
much as 60%, since very little weight will be on the
wheels and brake application may cause rapid
anti-skid modulation.
Normally, the speedbrakes will be armed to extend
automatically. Both pilots should monitor speedbrake
extension after touchdown and if auto extension
fails, the Captain should immediately extend them
manually.
Brakes
The braking force available from the tires is
proportional to the area in contact with the runway,
the force on the tires perpendicular to the runway,
and coefficient of friction between the tires and
runway. The contact area normally changes little
during the braking cycle. The coefficient of friction
depends on tire condition and runway surface
(concrete, asphalt, dry, wet or icy). The
perpendicular force comes from airplane weight and
any downward aerodynamic force.
Manual Brake Stopping
The following recommended procedure for using
manual braking will give optimum braking for all
runway conditions:
Immediately after main gear touchdown,
smoothly apply a constant brake pedal
pressure for the desired braking.
For short or slippery runways,-: use full brake
pedal.
2-72
Do not attempt to modulate, pump or improve
the braking by any special techniques.
Do not release the brake pedal pressure until
airplane speed has been reduced to a safe
taxi speed.
The antiskid system will stop the airplane for all
runway conditions in a shorter distance than is
possible with either antiskid off or brake pedal
modulation. The antiskid system adapts pilot applied
brake pressure to runway conditions by sensing an
impending skid condition and adjusting the brake
pressure to each individual wheel for maximum
braking effort. When brakes are applied on a
slippery runway, several skid cycles will occur before
the antiskid system establishes the right amount of
brake pressure for the most effective braking. Ifthe
pilot modulates the brake pedals, the antiskid system
is forced to readjust the brake pressure to establish
optimum braking. During this readjustment time,
braking efficiencyis lost.
Due to the low available braking coefficient of friction
on extremely slippery runways at high speeds, the
pilot is confronted with a rather gradual buildup of
deceleration and may interpret the lack of an abrupt
sensation of deceleration as a total antiskid failure.
His natural response might be to pump the brakes or
turn off the antiskid system. Either action will
degrade braking effectiveness.
Do not modulate the brake pedals during
brake application, but keep a_ steadily
increasing pressure applied, allowing the
antiskid system to function at its optimum.
Antiskid
The antiskid system prevents excessive skidding or a
locked wheel condition under all runway conditions.
A sensor in each wheel senses a wheel skid and
automatically modulates brake pressure to the
appropriate wheels to prevent skidding. The amount
of brake pressure modulation is a function of pedal
displacement and the coefficient of friction between
the tire and runway surface. Full brake pedal travel
is required to obtain maximum braking and minimum
stopping distances.
The antiskid system should normally remain on atall
times.
FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL
Automatic Brakes
It is estimated that manual braking techniques
frequently involve a four to five second delay
between main gear touchdown and brake pedal
application, even when actual conditions reflect the
need for a more rapid initiation of braking. This
delayed braking can result in the loss of 800 to 1,000
feet of runway. Directional control requirements for
crosswind conditions and low visibility may further
increase the above delays as can the distraction
arising from a malfunctioning reverser system. For
these reasons, it is strongly recommended that the
autobrake system be used in preference to manual
braking whenever runwaylimited, landing on slippery
runwaysor landing in a crosswind.
For normal operation of the autobrake system, it is
only necessary to arm it by selecting a deceleration
setting.
The following is offered as selection criteria:
Max This setting should be used when maximum
deceleration rates are required or minimum
distance. The deceleration rate is less than that
producedbyfull manual braking.
Med (2 or 3, as installed) These settings should be
used when moderate deceleration rates are required
for wet and slippery runways or when landing rollout
distanceis limited.
Min_ (1, as_ installed) This setting will provide a
nominal deceleration rate suitable for most routine
operations.
Select the setting prior to landing according to
circumstances and in accordance withairline policy.
Flight crew/airline experience with airplane
characteristics relative to the various runways
routinely used will provide initial guidance as to the
desirable level of deceleration selected.
Use of reverse thrust will allow the autobrake system
FEB 28/90
MANUAL FLIGHT
to reduce brake pressure to the minimum level, thus
minimizing brake and tire wear and keeping brake
temperatures in the normal range.
The importance of establishing the desired reverse
thrust level as soon as possible after touchdown to
minimize brake temperatures and tire and brake
wear and to reduce stopping distance on very
slippery runways cannot be overemphasized. Since
the autobrake system senses deceleration and
modulates brake pressure accordingly, the proper
application of reverse thrust will result in reduced
braking for a large portion of the landingroll.
The use of minimum reverse thrust will almost
double the brake energy requirements and can
result in brake temperatures much higher than
normal.
During the landing roll if the deceleration is not
suitable for the desired stopping distance, take over
manual braking.
The autobrakes should be released by smoothly
applying brake pedal force, as in a normal stop, until
the autobrake system disarms, as noted by
illumination of the AUTO BRAKE DISARM/INOP light,
and then smoothly releasing brake pedal pressure.
NOTE: Both crew members should bealert
for the amber AUTO BRAKE DISARM/INOP
light during the landing roll so that timely
manual braking procedures can be initiated.
The airplane speed at which the transition from
autobrakes to manual braking is made varies with
airplane deceleration and stopping requirements.
For runway conditions that produce good
deceleration, the transition from autobrakes to
manual brakes should be made at about 60 knots.
The transition speed should be closer to a safe taxi
speed on very slippery runways or when runway
limited.
2-73
MANUALFLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

REVERSE THRUST OPERATION

Reverse thrust reduces the manual brakes stopping

distance and brake and tire wear. Reversethrust is e
mosteffective at high speeds. 7
—
\ REVERSER

Ong
After touchdown, immediately start lowering the nose INTERLOCK
wheel to the runway, ensure thrust is at idle, check
speedbrakes up, and initiate braking. After the
speedbrakes are raised, rapidly raise the Reverse
Thrust Levers aft to the interlock position, then to the
reverse thrust No. 2 detent. Conditions permitting, AT TOUCHDOWN:
limit reverse thrust to the No. 2 detent. The pilot not Up & Aft Rapidly To Interlock.
flying should monitor engine operating limits andcall Maintain Light Pressure On Interlock.
out any limits being approached or exceeded and
any other abnormalities.

At 60 knots start reducing reverse thrust. Idle

reverse should be reached by taxi speed. After the
eer|
engines have decelerated to idle, cancel reverse
Zz
=
thrust.

The pilot not flying should call out 60 knots to assist

the pilot flying in programming the reverse thrust. If
an engine surges during reverse thrust operation,
quickly select reverse idle on both engines and be
prepared to position the Start Lever to CUTOFF for
the affected engine if it does not return to normal AFTER REVERSER INTERLOCK RELEASE:
operation.
Normal Reverse Until 60 Knots.
Reverse Thrust - Engine Inoperative

Asymmetrical reverse thrust may be used with one

engine inoperative. Use normal reversing
*e,
procedures and techniques. If it appears that rudder
authority is becoming limited during deceleration, » —
return the lever to the reverse idle detent.
“ \ IDLE
\ REVERSE
“| DETENT

AT 60 KNOTS:
Lower To Idle Reverse By Taxi Speed.

Figure 2-50 REVERSE THRUST OPERATION

FEB 28/90
2-74
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

Crosswind Component
Reverse
Thrust
Vector Reverse Thrust Side Force Component

NN

( Cross- .
| | | Wind | | |
| | Component | |

Wind Crab Down Reverse Reverse Roll Path Thrust and Full
Prior to Thrust Thrust With Rudder Brakes *
Touchdown Steering and
Differential
Braking

Figure 2-51 REVERSE THRUST AND CROSSWIND

Reverse Thrust and Crosswind

This diagram shows a directional control problem cS SNPITON |” COMPONENT

during a landing rollout on a slippery runway with a
crosswind. As the airplane starts to weathervane
into the wind, the reverse thrust side-force
component adds to the crosswind component and
drifts the airplane to the downwind side of the
runway. Main gear tire cornering forces available to
counteract this drift will be at a minimum when the
antiskid system is operating at maximum braking
effectiveness for existing conditions. To correct back
to the centerline, reduce reverse thrust to reverse
idle and release the brakes. This will minimize the
reverse thrust side force component without the
requirement to go through full reverser actuating
cycle and provide the total tire cornering forces for
realignment with the runway centerline. Use rudder,
steering and differential braking, as required, to
prevent over correcting past the runway centerline.
When re-established near the runway centerline,
re-apply maximum braking and reverse thrust to
stop the airplane.
On slippery runways, control capability will vary with
runway surface condition, airplane loading, andpilot
technique. The following represent reasonable
MAXIMUM CROSSWIND COMPONENT
GUIDELINESandare not considered limiting. These
Crosswinds have been determined by analysis and
have not been substantiated by demonstration. A
range of values is given to accountfor variations in
slipperiness that can be encountered within the
qualitative runway surface descriptions and for
varying pilot technique.
FEB 28/90
Wet, no standing water 15 to 23 KTS
Icy, slush, or wet
standing water 5to 13 KTS
TABLE 2-8 MAXIMUM CROSSWIND COMPONENT
GUIDELINES
LANDING SUMMARY
In summary, the pilot should check runway
conditions prior to approach. If the runwayis very
slippery, the airplane should then be handled before
touchdown in a manner that will minimize the total
landing distance and use as much of the total
runway as possible without risking a "short" landing.
During the approach, the pilot should:
® Arm the autobrake system and select the
desired deceleration level.
® Arm the speedbrakes.
@ Plan for a touchdown at 1,000 feet beyond the
threshold.
® Stay on the recommended glide path (3
degrees). While it is important not to land long,
it is also important not to land short of the
runway.
e@ Maintain accurate speed control.
2-75
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
Make the necessary corrections for wind shear and
gust. The majority of long landings and tail scrapes
during landings are the result of holding the airplane
off the runway for a smooth touchdown. The
airplane should be flown onto a runway at the
desired point even if the speedis high.
Immediately after touchdown, expeditiously
accomplish the landing roll procedure.
REJECTED LANDING
The rejected landing procedure is identical to the
go-around procedure. Apply go-aroundthrust and
select flaps 15 while rotating to go-around attitude.
Retract the landing gear aiter a positive rate of climb
is established and retract the flaps on schedule at a
safe altitude.
Auto speedbrakes will retract and autobrakes will
disarm as the thrust levers are advanced for a
rejected landing initiated after touchdown.
WARNING: AFTER REVERSE THRUST HAS
BEEN INITIATED, A FULL STOP LANDING
MUST BE MADE.
2-76
OVERWEIGHT LANDING
Overweight landings up to maximum takeoff weight
may be safely accomplished by using normal landing
procedures and techniques. There are no adverse
handling characteristics associated with heavier than
normal landing weights. Compute the landing
distance required to assure that the runway length is
adequate for the higher threshold speed. Observe
flap placard speeds and do not carry excess
airspeed on final. This is especially important when
landing with flaps 15 degrees during an engine
inoperative or other non-normal condition.
A smooth touchdownis desirable but do not hold it
off waiting for a smooth touchdown. Apply maximum
reverse thrust expeditiously after touchdown to help
prevent brake temperatures from becoming
excessive.
FEB 28/90
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

~
TOUCH-AND-GO LANDING OR
STOP-AND-GO LANDING
Prior to Turning Bases Stabilized on Downwind
Flaps 15 Rereneck VRE Ax
Flaps 5S
Check Gear Down Thrust as
necessary;
1,500 ft

org Base Final Approachs 1-1 1/2 mi

Stat Landing Flaps
Descent V pert Gust + 1/2 Wind Climb
Flaps 2S Complete LANDING €Stop-and-60 only)
Checklist (Do not ara
Speedbr akes
Speedbrakes for Moderate Braking Rotate at
touch-and-go ) Reverse VREF.
Autobrake OFF
500-700 NO
Stabilized After Touchdown:
Touchdown
Flaps 15
\—— - 11/2 at Target, Minimun
1,000 Fe Check Speedorakes
a DOWN
V pert Gust Thrust Levers
Vertical

Me Reset Tria
60-around Thrust

Figure 2-52 TOUCH-AND-GO OR STOP-AND-GO LANDING

TOUCH-AND-GO LANDING move the thrust levers to vertical (so the engineswill
Stabilize before applying go-around thrust). When
A touch-and-go landing is a maneuver peculiar to the engines have stabilized, the instructor will
airplane training. The primary objective of command the trainee to set thrust and the trainee
touch-and-go landings is approach and landing will apply go-around thrust. At VREF the instructor
practice. It is not intended for landing roll and will call "Rotate" and the trainee will rotate smoothly
takeoff proceduretraining. and climb at VREF + 15 knots.
Approach WARNING: AFTER REVERSE THRUST HAS
BEEN INITIATED, A FULL STOP LANDING
Accomplish the pattern and approach procedure as MUST BE MADE.
illustrated. The landing gear may remain extended
throughout the maneuver for brake cooling, but be STOP-AND-GO LANDING
prepared to retract the landing gear if an actual
engine failure occurs during go-around. For During training, after performing a normal full stop
touch-and-go landings, do not arm the speedbrakes landing, a straight-ahead takeoff may be performed
or select autobrakes. if adequate runwayis available (FAR field length
must be available). Autobrakes may be used after
Landing proficiency is attained using manual brakes.
Accomplish the final approach and landing as CAUTION: AT HIGH ALTITUDE AIRPORTS,
described under "Normal Landing". At touchdown, OR ON EXTREMELY HOT DAYS, REPEATED
reduce the thrustto idle, lower the nose wheel to the
STOP-AND-GO LANDINGS ARE NOT
runway and maintain directional control of the RECOMMENDED WITHOUT BRAKE
airplane. The instructor will select flaps 15, set
COOLING.
Stabilizer trim, ensure the speedbrakes are DOWN
and at the appropriate time instruct the trainee to
FEB 28/90
2-77
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
After stopping, check the speedbrakes DOWN and
the autobrakes OFF. Set the airspeed bugs for the
flap setting to be used for the next takeoff. Set the
stabilizer and rudder trim. Advance the Thrust
Levers to stabilize at approximately 70% N1 (just
above idle - approximately 40% Ni for the
737-300/400), then advance the Thrust Levers to
the takeoff setting. Perform a normal takeoff using
predetermined V1, VR, and V2 speeds for the flap
setting.
CAUTION: DO NOT MAKE REPEATED FULL
STOP LANDINGS WITHOUT ALLOWING TIME
FOR BRAKE COOLING. BRAKE HEATING IS
CUMULATIVE AND BRAKE ENERGY LIMITS
MAY BE EXCEEDED. FLAT TIRES MAY
RESULT. FLYING THE PATTERN WITH GEAR
EXTENDED WILL ASSIST IN BRAKE
COOLING.
ASYMMETRICAL OR NO LEADING EDGE DEVICES
LANDING
Follow the procedure in the QRH. Do nothold the
airplane off during landing flare. Floating just above
the runway surface to deplete the additional
threshold speed wastes available runway.
TRAILING EDGE FLAPS UP LANDING
Follow the procedure in the QRH.
Burn off fuel to as low a gross weight as practicable
to reduce touchdown groundspeed.
Set the landing airspeed reference bugs as specified
in the QRH. This speed will provide an adequate
margin above stall (at least 1.3 VS in all cases).
Nuisance stick shaker actuation may occur at the
higher gross weights and/or at bank angles greater
than 15 degrees.
Maintain flaps-up maneuvering speed as a minimum
and fly a large pattern. Turning radius at 210 knots
is double the turning radius for 140 knots. Extend
downwind so a long, straight-in final can be made.
Wheninbound onfinal approach, in level flight, slow
the airplane to flaps-up maneuvering speed in
preparation for extending the leading edge devices.
Do not hesitate to use speedbrakes if required to
decelerate (the landing gear may also be used if
required).
Extend the leading edge devices ONLY using the
Alternate Flap System. (Momentary actuation of the
switch to DOWN will extend all the leading edge
2-78
devices). Lower the landing gear and complete the
TRAILING EDGE FLAPS-UP LANDING checklist.
Prior to intercepting the profile, decrease speed to
cursor + the wind correction and maintain this speed
until the landing is assured.
The nose attitude will be higher than normal on final.
Do not make a flat approach or aim for the end of
the runway. This may result in the main gear
touching down short of the runway.
Plan to touch down at the 1,000 foot point. At
touchdown, check the speedbrakes UP. Hold
forward yoke pressure and apply maximum braking
and maximum allowable reverse thrust immediately
on touchdown.
No maximum crosswinds have been established as
limiting for flaps-up landings; however, it iS
recommended that where possible, flaps-up
landings should not be conducted on runways where
the crosswind component exceeds 20 knots.
ASYMMETRICAL TRAILING EDGE FLAPS
LANDING
Follow the procedure in the QRH.
Full maneuvering capability exists even if the
asymmetry occurred at flaps just out of the full UP
position.
Any excess airspeed will be difficult to dissipate,
especially when descendingon final approach. Pitch
attitude and rate of descent on final will be higher
than for a normal landing. Duringflare, airspeedwill
not bleed off as readily as normal. Do not hold the
airplane off during flare. Floating just above the
runway surface to deplete the additional threshold
speed wastes available runway and increases the
possibility of a tail strike.
FLAPS UP LANDING
Follow the procedure in the QRH.
System reliability and design have reduced the need
for some traditional abnormal landing procedures.
For several years, the FAA has recognized this and
has not requiredtraining for flaps-up landings on the
B-727, 737, 747, and 757/767 airplanes.
If training to a flaps-up landing is required by
non-U.S. regulatory authorities, the following
procedures should be used:
FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL
@ Use VREF 40 + 55 knots for the final approach
speed. Maneuver at flaps-up maneuvering
speed until established on final.
@ Make a wide pattern to allow for the required
increased speed. Establish final approximately
10 miles from the runway. This will allow time
to extend the gear and decelerate to the target
speed while in levelflight.
@ On AFS airplanes, the ALPHA annunciator on
the MCP and the stick shaker will give correct
indications for the flaps-up configuration.
@ Fly the airplane onto the runway. Do not allow
the airplane to float in ground effect.
LOSS OF SYSTEM A LANDING
Follow the procedure in the QRH.
The landing gear can be lowered at the normal time
using the Manual Gear Extension procedure. Once
extended, the gear cannot be raised.
On the 737-100/200, using a final flap setting of 15
improves the go-around capability of the airplane.
Good planning is important as flap extension rate is
noticeably slower (approx. 2 minutes to flaps 15).
Maximum airspeed is 210 knots when utilizing the
alternate flap system. The leading edge flaps cannot
be retracted once extended. In the event of a
go-around, limit speed to 210 knots. The airplane
may tend to float during the landing flare. Do not
waste runway by holding it off waiting tor a smooth
landing. Fly the airplane onto the runway.
Taxiing With Loss of System A
The loss of system A pressure to the nose wheel
steering system will leave the nose wheel free to
caster and it will not resist any tendency of the
airplane to turn. Differential braking and/or
asymmetric thrust may be used for directional
control and turning the airplane.
LOSS OF SYSTEM B LANDING (737-300/400/500)
Follow the procedure in the QRH.
The flaps are extended by the alternate system.
Using a final flap setting of 15 improves the
go-around capability of the airplane. Good planning
is important as flap extension rate is noticeably
Slower (approx. 2 minutes to flaps 15). Maximum
airspeed is 210 knots when utilizing the alternate flap
system. In the event of a go-around, limit speed to
210 knots. Autobrakes are not available. The
FEB 28/90
MANUAL FLIGHT
leading edge flaps cannot be retracted once
extended. In the event of a go-around, limit speed
to 210 knots.
MANUAL REVERSION
Follow the procedurein the QRH.
Good planning is important as the flaps are
extended using the alternate system. The leading
edge devices and landing gear cannot be retracted.
With the loss of both Hydraulic System A and B, the
ailerons are controlled manually. High control forces
will be required for turns and the contro! wheel must
be forcibly returned to the aileron neutral position.
Bank angle should be limited to 20 degrees
maximum. Because the rudder is powered by the
Standby hydraulic system, it is still very effective and
caution must be used not to overcontrol. The
elevator is also controlled manually and the pilotwill
observe a noticeable dead band. Electrical and
manual trim are still functional. Overtrimming can
result due to the effects of the control dead band.
To minimize the effect of the dead band, the airplane
may be trimmedslightly nose up and a light forward
pressure held on the control column. Fly a large
landing pattern, with a long straight-in final
approach. Keep thrust changes small and slow to
allow for pitch trim changes. Landing configuration
and approach airspeed should be established in
trim, in level flight and on the runway centerline so
that only a slight reduction in thrust will be required
to achieve the landing profile. Do not make flat
approach. Keep thrust andflight control movements
smooth and moderate. Anticipate a pitch down as
thrust is reduced just prior to touchdown and correct
aS necessary. On touchdown, thrust reverser
operation will be slow; apply steady brake pressure,
do not modulate the brakes. Do not apply excessive
forward pressure to the control column. Without the
speedbrakes deployed, this will result in reduced
weight on the main gear and reduced braking
Capability. When stopped, do not attemptto taxi.
For go-around, apply thrust smoothly and in
coordination with stabilizer trim. Rapid thrust
application will result in maximum nose-up pitch
forces.
No maximum crosswind has been established as
limiting for a manual reversion landing, however,it is
recommended that where possible, a manual
reversion landing should be made on runways where
‘the crosswind componentis less than 15 knots.
2-79
 MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
RUNAWAY AND MANUAL STABILIZER
Runaway Stabilizer
The normalpilot reaction to a runawaystabilizeris to
use opposite control column force and main electric
trim to maintain the desired pitch angle. Control the
airplane first. This will most probably resolve any
mis-trim due to runaway. Continued trimming in
opposition is not recommended since excessive trim
clutch wear and subsequentslipping or binding can
occur. Follow the procedures in the QRH, moving
the Stabilizer Trim Switches to CUTOUT. If the trim
wheel continues to rotate, grasp the wheel and hold
itin place. Extend the manual trim handles andtrim
manually.
Manual Stabilizer Trim
Ensure both Stabilizer Trim Switches are in CUTOUT
prior to extending the manual trim wheel handles.
Personal injury can occur if electrical trim is initiated
with the handles extended. The handles extend 90
degrees apart in order to facilitate manual trimming
by both pilots. Excessive airloads on the stabilizer,
caused by a severe mis-trim, may require effort by
both pilots at once to correct the mis-trim. In an
extreme mis-trim condition it may be necessary to
aerodynamically relieve the airloads to allow manual
trimming. Accelerate or decelerate towards the
_ in-trim speed while attempting to trim manually. Do
not exceed speed limitation or decelerate below
maneuvering speed. Onceintrim, maintain stable
airspeed and thrust settings in order to minimizetrim
change requirements. Anticipate trim changes
required for the approach. If necessary, configure
early in order to avoid the requirement for large flap
and thrust changes. The amount of trim required
per knot of airspeed increases as airspeed
decreases andis additive to the trim required for flap
changes during the approach. Once in the landing
configuration, maintain as constant a thrust setting
as possible.
If a go-around is required, anticipate the trim
changes and be ready to immediately begin
trimming once the go-around is initiated.
JAMMED STABILIZER
Follow the procedure in the QRH.
The 737 was certificated for the most extreme
conditions, i.e., CG at forward limit, trim for speed at
VMO and airplane at maximum landing weight when
jammed stabilizer was experienced. Under more
favorable C.G.s, weight, and trim, airplane control
2-80
will be easier.
Regardless of the speed at which stabilizer jams,
the pilot still has sufficient elevator control to land the
airplane.
The stabilizer may jam because of dirt or ice on the
stabilizer jackscrew or because of mechanical
failure. If the stabilizer jammed at high altitude,
attempt to break it loose at low altitude.
Both pilots should simultaneously attempt to break
loose a jammed stabilizer by exerting maximum
force on the manual trim handles.
FLIGHT WITH THE SIDE WINDOW(S) OPEN
lf the need arises, the No. 2 windows may be
openedinflight after depressurizing the airplane. It is
recommendedthat the airplane be slowed to pattern
speed, however, since the resultant noise increases
with an increase in the airspeed. Intentions should
be briefed before opening the window as the noise
level is high, even at slow speed, and will interfere
with crew communications.
Because of the design, there is an area of relatively
calm air over the open window.
PASSENGER EVACUATION
if the evacuation is planned, as in a partial or gear
up landing, thorough briefing and preparation of the
crew and passengers is essential to a successful
evacuation.
Availability of various exits will differ for each
situation. Crewmembers on the scene must make
the decision as to which exits are usable for the
prevailing circumstances.
Quick actions in a calm and methodical manner will
assure a successful passenger evacuation.
PARTIAL OR GEAR UP LANDING
General
Follow the proceduresin the QRH.
Circumstances will influence the pilot's decision as to
whether an all gear-up landing or partial gear-up
landing should be made. If a choice of configuration
is available, the decision will be determined by the
amount of landing gear available, the conditions at
the landing field, time of landing, available facilities,
airplane load distribution and controllability. In all
FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL
cases, reduce weight as much as practicable by
burning off fuel to provide the slowest possible
touchdown speed. Minimum damage will occur if the
airplane is kept on a surfaced landing area.
Fuel pressure to the engines should be shut off
before the engines contact the ground to reduce the
possibility of fire. If the APU is running, it also should
be shut downprior to landing.
Landing Runway
Consideration should be given to the best suitable
airport with adequate runway and fire fighting
capability. Foaming the runway is not specifically
recommended. Tests have ‘shown that foaming
provides minimal benefit and it takes approximately
‘30 minutes to replenish the fire trucks foam supply.
Landing Techniques
Plan a normal approach, extending maximum (for
configuration) flaps as for a normal landing and
normal rate of descent. Use the normal VREF
speed plus wind velocity and gustfactor corrections.
Every effort should be made to keep the aircraft on
the hard surfaced runway. This will minimize
damage to the aircraft and facilitate passenger
evacuation.
Both Main Gear Down (Nose Gear Up)
If possible, move the C.G. aft by relocating
passengers.
Stabilize VREF speed early and maintain a normal
rate of descent. With touchdown at the normal
1,000 foot point, check the speedbrakes up. Use
normal reverse. Hold the nose up as long as
possible after touchdown, but lower the nose gently
before losing elevator effectiveness. Normal braking
can be used to minimize structural damage. When
the airplane is stopped, place the Start Levers to
CUTOFF, pull the engine and APU Fire warning
switches and discharge the fire bottles.
Nose Gear Only Extended
Establish a normal approach with flaps maximum
(for configuration). Land in the center of the runway.
Use a normal approach and flare attitude
maintaining back pressure on the control column
until ground contact.
The engines will contact the ground prior to the nose
gear. Move the Speed Brake Lever to Up atter
FEB 28/90
MANUAL FLIGHT
touchdown. Select Fuel Pumps to OFF, Speed
Brake Lever DOWN and the Start Levers to
CUTOFF. Pull the engine and APU fire switches and
discharge the fire bottles.
All Gear Up or Partially Extended
Use a normal approach and flare attitude. The
engines will contact the ground first. After
touchdown, move the Speed Brake Lever to UP.
There is adequate rudder available to maintain
directional contro! during initial ground slide. Select
Fuel Pumps to OFF, Speed Brake Lever DOWN and
the Start Levers to CUTOFF. Pull the engine and
APU fire switches and discharge fire bottles.
One Main Gear Only Extended
Establish a normal approach with flaps maximum
(for configuration).
Land the airplane on the side of the runway that
corresponds to the available gear down. DO NOT
arm the speedbrakes. At touchdown, extend the
Speedbrakes to the FLIGHT DETENT only for
maximum lateral control, and maintain wings level as
long as possible. Use braking as required to keep
the airplane rolling straight. Reverse thrust is
available on the gear extended side if desired.
Select Fuel Pumps to OFF, Speed Brake Lever
DOWN, and the Start Levers to CUTOFF prior to the
engine touching the ground. Pull engine and APU
fire switches and discharge fire bottles.
One Main Gear Down and Nose Gear Extended
Establish a normal approach and flare profile with
flaps maximum (for configuration) but do not arm the
speedbrakes. The landing gear will absorb the initial
shock and delay touchdown of the engine. At
touchdown position the Speed Brake Lever to the
FLIGHT DETENT only for maximum lateral control.
Use rudder and nose wheel steering for directional
control. Braking and reverse thrust on the engine
opposite the unsupported wing should be used as
required to keep the airplane rolling straight.
Maintain the wings level as long as possible. Place
the Start Levers to CUTOFF prior to the engine
contacting the ground. Pull the engine and APU fire
switches and dischargefire bottles.
After Stop
Initiate the PASSENGER EVACUATION procedure.
2-81
MANUAL FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
DITCHING
Follow the procedure in the QRH.
Send Distress Signals
Transmit mayday, establish position, course, speed,
altitude, situation, intention, time and position of
intended touchdown, type of airplane and request
ASR_ intercept using prevailing air to ground
frequency. Set transponder code 7700 and, if
practical, advise the Captain of a course to the
nearest ship or landfall.
Advise Crew and Passengers
Alert the crew and passengers to prepare for
ditching. Assign life raft positions and order all loose
equipment in the airplane secured. Put on life vest,
shoulder harness and seat belts. Do notinflate life
vest until after exiting the airplane.
Fuel Burnoff
Consider burning off fuel prior to ditching if the
emergency permits. This will provide greater
buoyancy and a lower VREF. However, do not
reduce the fuel to a critical amount as ditching with
thrust available improves the ability to properly
control the touchdown.
Passenger Cabin Preparation
Confer with cabin personnel either by interphone or
by personal report to the cockpit to assure that
2-82
passenger cabin preparations for ditching are
complete.
Radio
Transmit final position. Transmit ail pertinent
information pertaining to: final ditching position,
weather and sea conditions, rescue instructions and
information if a ship or other available rescue unit is
standing by and any other necessary information.
Ditching Final
Extend the flaps to 40 or the appropriate landing flap
for an existing emergency or non-normal condition.
Advise the cabin crew of imminent touchdown. At
500 feet announce that ditching is imminent; at 50
feet advise the crew and passengers to brace for
Maintain airspeed at VREF. Use the
impact.
appropriate bug setting for the flaps selected.
Maintain 200 300 fom rate of descent. Plan to touch
down on the windward side and parallel to waves or
swells, if possible. To accomplish the flare and
touchdown, rotate smoothly to touchdownattitude of
8 10 degrees, maintain airspeed and rate of descent
with thrust. After touchdown, reducethrust to idle.
Initiate Evacuation
After the airplane has come to rest, proceed to the
assigned ditching stations and evacuate as soon as
possible, assuring that all passengers are out of the
airplane.
FEB 28/90
 BOEING 737 MANUAL FLIGHT
FLIGHT CREW TRAINING MANUAL

FLIGHT OPERATIONS WITH MINIMUM FUEL
Takeoff
On very short flights, trip fuel plus reserves may be
less than required to prevent forward boost pump
Low Pressurelights from illuminating after takeoff. If
any main tank fuel pump Low Pressure light
illuminates, do not turn off the fuel pump switches.
Avoid rapid acceleration and reduce nose-up body
attitude. Maintain minimum pitch attitude required
for safe climb gradient.
Inflight
A minimum fuel condition exists when indicated fuel
quantity in any main tank is 1,000 Ibs/454 kgs or
less. The procedure is then to open the crossteed
and turn on all fuel pump switches. Maintain a
proper body attitude to prevent uncovering of the
fuel pumps. Avoid sustained high nose-up attitudes.
A normal landing configuration and appropriate
airspeed for wind condition is recommended.
Runway conditions permitting, heavy braking and
high levels of reverse thrust should be avoided to
prevent uncovering all fuel pumps and possible
engine flameout during landing roll.
Go-Around
If a go-around is necessary, apply thrust slowly and
smoothly and maintain minimum nose-up body
attitude required for a safe climb gradient. Avoid
rapid acceleration of the airplane. If any wing tank
fuel pump Low Pressurelight illuminates, do not turn
off the fuel pump switches.

Landing

With minimum fuel quantity, the "clean" configuration

should be maintained as long as possible during the
descent and approach to conserve fuel. However,
initiate configuration change early enough to provide
a smooth, slow deceleration to final approach speed
to prevent fuel running forwardin the tanks.

FEB 28/90
2-83
 BOEING 737 AUTOMATIC FLIGHT
FLIGHT CREW TRAINING MANUAL

AUTOMATIC FLIGHT
PREFACE
The first portion of this Chapter covers Automatic
Flight for those airplanes with the 737-200 SP-177
AFCSor the 737-300/400/500 SP-300 AFDS. For
continuity, the two systems are referred to as the
Automatic Flight System, or AFS, and include both
the autopilot and flight director as well as the
autothrottle unless specifically noted otherwise. The
last portion of this Chapter contains information
concerning the use of the SP-77 autopilot and
typical flight director systems associated with that
autopilot. The discussion portion presents
information not normally included in the Operations
Manual.
The procedures recommended are based on
minimum crew workload, crew coordination and
operational safety and provide a basis for
standardization.
In an environmentthat provides technology to do the
work for us automatically, we are faced with a
man-machine interface problem referred to as
"automatic complacency."
Be synchronized with your automatic systems. Plan,
program, confirm, monitor and correct if necessary.
Proper monitoring of AFS modes is essential. Both
pilots should monitor flight mode annunciation. Do
not refer to the Mode Control Pane! for mode status.
e
Ensure the flight director is programmed for the
desired maneuver. If the flight director commands
are not to be followed, it should be turnedoff.

FEB 28/90
AUTOMATIC FLIGHT BOEING737
FLIGHT CREW TRAINING MANUAL

ABOVE 3000 FT
NORMAL CLIMB
SPEED
~~

a
FLAP RETRACTION
ALTITUDE
F/D ON PRESS EPR/N1
A/T ARM SY SELECT FLAPS-UP
‘. MANEUVERING SPEED
—ee
MANUALLY ADVANCE VR BeSTTEVE ABOVE 400 FT
THRUST ROTATE RATE OF SELECT APPROPRIATE
PRESS TO/6A CLIMB ROLL MODE
GEAR
ABOVE MIN ALTITUDE
FOR A/P ENGAGEMENT
\ A/P CMD

Figure 3-1 TAKEOFF (AFS)

TAKEOFF(AFS) Initiating Takeoff Roll

The above illustrated profile depicts a normal takeoff.
It satisfies typical noise abatement requirements for
the 737-300/400 without compromising performance
efficiency, but is not intended to replace the specific
noise abatement procedures associated with many
airports.
The flight director is recommended for all takeoffs for
737-300/400 airplanes. For 737-100/200 airplanes,
flight director is recommended only when windshear
is not suspected. When the airspeed cursor is
properly set at V2, the flight director commands an
attitude that will achieve optimum ‘second segment
‘climb speeds.
TAKEOFF PROFILE
While taxiing toward the takeoff position, ensure the
appropriate flight director MA light ds illuminated and
PDC/N1 limit is TO or REDUCED. When clear of
congested areas, prior to initiating takeoff roll, arm
the autothrottle. Observe the A/T mode annunciates
ARM.
Manually advance the thrust levers to near vertical
(just above idle - approximately 40% N1 for the
737-300/400) until the engines have stabilized, then
press the TO/GAswitch.
A/T annunciates EPR/N1 and F/D & A/P annunciate
TO/GA. Observe the thrust levers drive forward and
the Flight Director Bars command 10 degrees nose
down. The F/D does not provide runway steering
guidance or rotation commands. However, at
approximately 60 knots the F/D will command 15
degrees nose up. At 64 knots, the A/T annunciates
THR HOLD.
The change to throttle hold is based on IAS from the
ADC. In cases of extreme headwind or light weights
and cold days, the thrust levers may not advance to
full T.O. thrust especially if a rolling takeoff is made.
In this case, manually advance the thrust levers as
required.
The pilot not flying verifies that takeoff thrust has
been set and the autothrottle is inthe Throttle Hold
Mode (THR HLD). This mode protects againstthrust
lever movement if a system fault occurs. If the THR
HLD mode annunciation does not appear, no crew
action is required unless a subsequent systemfault

FEB 28/90
3-2
 BOEING 737
FLIGHT CREW TRAINING MANUAL
Causes unwanted thrust lever movement. Lack of
the THR HLD annunciation means the protective
feature may not be active.
The throttle hold mode remains engaged for
approximately 18 seconds after littoff and until a
radio altitude of 400 feet. The A/T mode cannot be
changed during this time because power is taken off
the throttle drives to ensure no A/T movement
occurs during the takeoff phase. At the completion
of the 18 second period and above 400 feet RA, the
A/T will automatically annunciate ARM andthrustwill
remain at the TO setting. A/T mode can be changed
only after the ARM annunciation appears. If full
thrust is desired during a reduced thrust takeoff,
manually position the thrust levers to the maximum
thrust limit.
Rotation
Rotate at approximately 3 degrees per second
toward a 15 degree attitude, transitioning to the flight
director pitch command atter littoff. Crosscheck
indicated airspeed for proper second segment
speed. The flight director pitch commandis not used
for rotation.
Initially the F/D will command 15 degrees nose up.
As radio altitude and vertical speed increase, the F/D
will command pitch to maintain V2 + 20 kts.
For initial climbout at speeds in excess of V2 + 20
kts, a slight difference between airplane symbol and
F/D pitch command will exist. Accept this slight
variation and fly pitch attitude to maintain the desired
airspeed.
In roll, the F/D commands wings level to 400 ft RA,
or, if the heading select T/O configuration is installed,
4 degrees maximum bank angle until 400 ft, then
selected bank angle limit to the selected heading.
Selection of pitch and roll modes other than takeoff
are inhibited below 400 ft.
Engage Autopilot
The autopilot may be engaged any time above
minimum engage altitude. After the initial climb is
established, ensure the airplane is stabilized on the
desired speed and the F/D commandsare satisfied,
then select an autopilot to COMMAND (CMD). If the
Captain is flying, A/P "A" is normally engaged,
and
A/P "B" when the First Officer is flying. This will give
the pilot flying and the engaged A/P the primar
y
FEB 28/90
AUTOMATIC FLIGHT
navigational information and FMA display. The A/P
will automatically engage in LVL CHG. The F/D &
A/P annunciate MCP SPD and the engaged roll
mode.
For those airplanes with the wings level takeoff
mode (HDG SEL does not annunciate on takeoff), if
an immediate turn after takeoff is necessary, the
heading may be preselected for takeoff. Use the
HDG SEL mode when the turn is desired.
On the 737-300/400, if SID or route tracking is
required after takeoff, select LNAV no sooner than
passing 400 ft. This assumes the procedure or route
is shown on the legs page.
If the departure
procedure or route does not commence at the
takeoff end of the runway, it may be necessary to
use the HDG SEL mode to intercept the desired
track for LNAV capture. When the departure
procedureis not a part of the active FMC flight plan,
use HDG SEL or VOR LOC mode for tracking.
Flap Retraction Altitude
At flap retraction altitude, normally 1000 tt, press the
EPR/N1 switch to select climb thrust.
Select flaps-up maneuvering speed, retract the flaps
on schedule and continue the climb until no further
Speed restrictions are anticipated.
Noise Abatement Takeoff (737-1 00/200)
The noise abatement takeotf discussed in section
02.10 is performed in the same manner as the
normal takeoff up to flap retraction altitude. At flap
retraction altitude, select flaps-up maneuvering
speed. Do not select EPR. The autothrottle will
remain in THR HOLD since climb thrust was not
selected. When flaps are up and speed is at
flaps-up maneuvering speed, manually retard the
thrust to cutback power for noise abatement. At the
end of the noise abatementprofile, select EPR.
End Noise Abatement Profile
At 3,000 feet, when noise is no longer a factor,
select PDC Speed. Speed will gradually increase to
the speed restriction value until passing the altitude
restriction (250 kts to 10,000 feet in the U.S.). The
AFS IAS/Mach display will blank, indicating speed is
being controlled by the Performance Data Computer
System.
3-3
AUTOMATIC FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
Flight Director Only Takeoff
The same mode selections used for the full AFS
takeotf maneuver are used when the autopilot is not
engaged. Initiating takeoff roll and rotation are the
same as described for the AFS takeoff.
At flap retraction altitude, press EPR/N1 to select
climb thrust. Then select flaps-up maneuvering
speed and retract flaps on the flap speed schedule.
It should be noted that, although the same mode
selections are used as in the full AFS takeoff, the
flight director pitch commands remain in TO/GAuntil
another mode is selected or the autopilot is
engaged. Theflight director TO/GA pitch modeis
the recommended pitch mode for use duringall flight
director only takeoff segments. Under some
conditions of low takeoff weight and high thrust, flight
director acceleration commands may be slower than
desired. If this occurs, selecting LVL CHG will give
more.positive acceleration commands.
PMC Off (737-300/400)
When a takeoff is performed with the PMC's OFF or
inoperative, engine RPM may be expected to
increase as speed increases during the takeoff roll.
This increase in RPM may be as much as 7%at high
airport elevations.
3-4
The takeoff performance charts for PMC OFF take
into account the RPM change. Normal thrust setting
technique for takeoff should be employed, with thrust
set by 60 kts. DO NOT reduce thrust during takeoff
after once correctly setting thrust, unless engine
parameters increase above maximum limits (red
radials).
PMC OFF takeoffs may be performed with the
autothrottle.
Rejected Takeoff (RTO)
The RTO considerations described in Chapter 2 of
this manual apply here also. Only the autothrottle
engaged considerations are addressed in this
section.
If the takeoff is rejected prior to the THR HLD
annunciation, the autothrottle should be disengaged
as the thrust levers are retarded. If not, they will
advance to the selected takeoff thrust position when
released.
After THR HLD is annunciated, the Thrust Leverswill
remain in IDLE. However, for procedural
consistency, disengage the autothrottle as the thrust
levers are retardedfor all rejected takeoff situations.
FEB 28/90
 BOEING 737 AUTOMATIC FLIGHT
FLIGHT CREW TRAINING MANUAL

7 TAKEOFF - ENGINE FAILURE AFTER V1 CAFS)

oF

POSITIVE RA TE FLAPS UP
OF CLIMB, LVL CHE
GEAR UP SET MAXIMUM
_.—_—.___,_.>
—_—* CONTINUOUS THRUST
x

MANUALLY ADVANCE Ve \ Vp TO Vy + 20 ee RETRACTION ALTITUDE

THRUST MANUALLY SELECT FLAPS UP
PRESS T0/6A ROTATE TO MANEUVERING SPEED
TAKEOFF PITCH RETRACT FLAPS ON SCHEDULE
\ ATTITUDE

Figure 3-2 TAKEOFF - ENGINE FAILURE AFTER V1 (AFS)

TAKEOFF - ENGINE FAILURE AFTER V1 (AFS) Flap Retraction Altitude

The engine failure profile assumes the autothrottle
and flight director have been used for takeoff.
Differences between the normal and engine
inoperative profile are few. All actions and
observations up to the engine failure point are
identical.
Engine Failure
The rotation technique is the same as for all engines
operating. The Flight Director pitch mode will
command a minimum of V2, or the existing speed if
the engine failure occurred between V2 and V2 + 20
kts. If the engine failure speed was greater than V2
+ 20, V2 + 20 ig commanded. The Flight Director
roll modes are the same as for both engines
operating.
The autothrottle will remain engaged until manually
disengaged on the 737-30G/400/500, or until the
thrust lever is retarded on the 737-200. Disengage
the autothrottle prior to altitude capture or selection
‘of LVL CHG.
At flap retraction altitude select flaps-up
maneuvering speed on the MCP speed window.
Leave the thrust set at the selected takeoff limit.
As the airplane accelerates and flaps are retracted,
adjust rudder pedal position to maintain the control
wheel level and apply trim to relieve rudder pedal
pressure.
Flaps Up
At flaps-up maneuvering speed, select LVL CHG
mode and maximum continuous thrust, then initiate
the checklists. Remain in LVL CHG mode until all
obstructions are cleared. Select the engine
inoperative schedule from the climb page
(depending on the next course of action).
Engage Autopilot
When above the minimum altitude for autopilot
engagement and with the rudder positioned to
eliminate yaw, the autopilot may be engaged. Zero
yaw is indicated by the control wheel being centered.
Use trim to relieve rudder pedal pressure,
recognizing that maximum rudder trim may not
relieve all pedal pressure if the speed is near V2 and

FEB 28/90
3-5
AUTOMATIC FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

the operating engine is at the takeoff thrustlimit.
lf the autopilot is engaged when an engine failure
occurs, determine which engine has failed. Add
thrust as required and use rudder trim to center the
contro! wheel. It is not necessary to disengage the
autopilot while applying rudder trim.
path control while the pilot not flying programs the
FD at his command.
lf neither the autopilot norflight directors are used,
remove theflight director from view.
Reduced Thrust

ADDITIONAL INFORMATION lf reduced thrust is used and an engine failure

occurs, it is not necessary to set maximum thrust on
Flight Director Use the remaining engine. Reduced thrust is based on a
minimum legal climb gradient that will clear all
When used independently of the autopilot, the Flight obstructions with an engine failure after V1.
Director must be programmed to provide valid
However, if increased climb performance or
commands. FD and autopilot programming are
essentially the same. The FD remainsin the takeoff maximum thrust is desired after the engine failure,
pitch mode to flap retraction altitude. Then select simply position the thrust levers forward, up to the
flaps-up maneuvering speed on the MCP speed rated thrustlimit.
window. The pilot flying should concentrate on flight

FEB 28/90
3-6
 BOEING 737 AUTOMATIC FLIGHT
FLIGHT CREW TRAINING MANUAL

*
7 PRECISION APPROACH CAFS)
APPROACHING
INTERCEPT
HEADING
SELECT APP
SECOND A/P CMD
CDUAL CHANNEL )

oo
LNAV OR HDG SEL
APPROPRIATE
PITCH MODE

MISSED APPROACH
Loc PRESS T0/6A
CAPTURE 60-AROUND ATTITUDE
‘ AND THRUST
SET APPROPRIATE
HEADING 6LIDE SLOPE 50 FEET
INBOUND ce (DISENGAGE AUTOPILOT
CSINGLE CHANNEL ) =

e FLAPS 15 APPROACH ‘FINAL APPROACH SPEED

ALTITUDE | Vv REFt 5
500 FEET
CHECK FLARE

SSE
LOM TOUCHDOWN ;

\
ARMED (DUAL ISENGAGE AUTOPILOT
CHANNEL > (DUAL CHANNEL )

Figure 3-3 PRECISION APPROACH(AFS)

PRECISION APPROACH(AFS) disengage andaltitude hold may engage.
A typical multi-channel automatic approach is
ATC imposed airspeedrestrictions may require the
illustrated and assumes ail preparations for the
use of LVL CHG or vertical speed. LVL CHG is the
approach (radios, review approach procedure, etc..)
preferred mode for altitude changes greater than
were completed during the cruise or descent phase.
1000 feet if PDC/VNAVis not available. For smalle
It focuses generally on crew actions and r
altitude changes, V/S provides better control of rate
observations and avionic systems information.
It and thrust.
also includes unique considerations of Category
Ill
and Il approaches. The information provided is Prior to commencing the approach, set the
based on airplane certification limitations
and applicable HSI/NAV switches so that the HS! for the
equipment requirements.
pilot flying indicates ILS navigation signals
(Non-EFIS 737-300/400/500).
Approach
When operating in an autothrottle speed mode,
The approach phase may be completed using any
timely speed selections will minimize thrust lever
applicable roll and pitch mode. On the movement during the approach, reducing cabin
737-300/400/500, LNAV and VNAV may be
usedif a noise level changes and increasing fuel efficie
complete arrival procedure, to the localizer ncy.
and When flaps and landing gear are extended,
glideslope capture point, has been selected be
via the prepared to select the next lower speed just as
FMC/CDU. If so, the legs page sequence and the
additional configuration drag takes eftect. Delaying
altitude restrictions must reflect the ATC clearance.
the speed selection will cause an increase in thrust,
while selecting the lower speed too quickly will
Prior to each altitude change point in the appro cause
ach thrust to first decrease, then increase.
Procedure, a lower altitude must be set
in the
altitude display. If this step is delayed beyon
d the The VHF NAVradio on the same side as the A/P
altitude change point, the PDC/VNAV mode in
will use must be tuned to the primary approach facili
ty.

FEB 28/90
3-7
AUTOMATIC FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

following will occur:

The remaining NAV radio may be used for
determination of intersections and continued enroute
e F/D and A/P annunciate VOR/LOC captured
navigation when necessary. Both should be tuned to
and G/S armed. A/P STATUS annunciates
the primary approach facility as soon as conditions
permit. SINGLE CH. (Early capture of false localizer or
glide slope signals is possible if APP is selected
prematurely.)
Go-around mode (GA) is armed when the radio
altitude is less than 2000 ft. Below this altitude an e Deselect APP mode by pressing the APP mode
switch and select Heading Select mode if this
unintentional GA switch movementwill interrupt the
approach routine. occurs.
e If both LOC and G/S have captured, the A/P
When turning to the localizer intercept heading,
and F/D's must be OFF to deselect APP.
select the APP mode and observe the LOC and GS
arm annunciations on the FMA. When one or both After LOC capture, select a heading to match the
A/P's are in CMD, both Flight Mode Annunciators are approach course or missed approach heading.
driven from the A/P in CMD regardless of F/D status. Maximum bank angle is reduced to 8 degrees after
LOC capture.
Thus the Flight Mode Annunciators will always
annunciate the engaged A/P mode. The A/P on the
The A/P should be engaged in CMD, the Approach
same side as the pilot flying should be engaged.
This will give the pilot flying and the engaged A/P the Mode selected and the airplane stabilized on
primary navigational and FMA display. After the APP localizer and glide path prior to descending below
800 feet RA.
mode has been selected, if A/P charfgeover is
desired, the A/P must be disengaged, then the
Single Channel Approach
desired A/P engaged.

Flight Director
G/S Capture

G/S capture occurs at approximately 2/5 dot

When the AVPis in CWS or OFF, and both F/D's are
deviation. At this point the following occur:
ON, the Captain's Flight Mode Annunciator is driven
from the "A" FCC andthe First Officer's Flight Mode
e F/D & A/P annunciate G/S capture.
Annunciator is driven from the "B" FCC when in the
In all other e@ ALT HOLD and altitude alert deactivate.
Approach mode after LOC capture.
e APP mode switch extinguishes indicating APP
modes, both Flight Mode Annunciators are driven
from the master F/D. mode can only be deactivated by disengaging
the A/P and both F/D's, detuning the ILS,
exceeding the high detent override or pressing
The Captain's F/D command bars are always driven
TO/GA.
from the "A" FCC. The F/O's F/D commandbars are
always driven from the "B" FCC. Both F/Ds should @ PDC/N1 Limit annunciates GA.
A/T maintains selected speed using GA limits.
be on for the approach to provide F/D guidance in
the event of a GA. (The pilot flying should place his
F/D switch ON first.) Missed approach altitude should now be selected
with the altitude selector.
Final Approach
NOTE: Glide slope may be captured from
above. Howeve r, the selected altitude must
A 45 degree intercept angle is optimum. Higher
be set sufficiently below the anticipated G/S
intercept angles and airspeeds may cause course
intercept altitude to preclude entering ALT
overshoot. Approach mode should be established
prior to 5 degrees of course centerline. Otherwise ACQ mode prior to G/S capture.
the adaptive capture feature may not be able to
When established in landing configuration select
capture the course correctly, resulting in undesirable
overshoots. VREF + 5 with the airspeed selector.

The autothrottle design features include automatic

Localizer capture occurs at a variable point
dependent on intercept angle, speed and LOC gust compensation; therefore, it is not necessary to
set gust or wind strength corrections on the speed
deviation and rate, but never at less than 1/2 dot.
selector. The system will handle the normal wind
During’ LOC capture, bank limit is 30 degrees
regardless of bank limit selection. At capture the conditions encountered during the final approach

FEB 28/90
3-8
 BOEING 737
FLIGHT CREW TRAINING MANUAL
and landing. However,flight crews must be alert for
any unusual or extreme wind shear conditions and
be ready to take manual control of the airplane to
complete the approach and landing or execute a
go-around.
At 400 feet RA and below, the A/T provides engine
power levels sufficient to place the enginesin a rapid
acceleration range.
Decision Height
Single channel autopilot operation is limited to FAA
Category || operation, and thus the automatic
approach is terminated at Category II minimums.
The pilot flying disengages the autopilot by pressing
the A/P disconnect switch located on the wheel, at
no lower than 50 feet radio altitude. Disengagement
results in a flashing red A/P disengage light and an
aural warning. A second activation of the switch
resets the light and the, horn. The disengage light
and aural warning remain attive for a minimum of
two seconds. The remaining portion of the
approach, including flare and decrab (if necessary),
is performed manually.
Flight Director guidance is available until reaching
flare altitude at which time the F/D bars bias out of
view. At 27 feet RA, the A/T annunciates RETARD
and closes the thrust levers at a rate which will reach
the closed position in six seconds (approximately at
touchdown). Approximately two seconds after
touchdown the A/T disengages automatically.
Go-Around (G/A)
On some airplanes, both F/D switches must be ON
to engage either F/D in G/A. On -300/400 airplanes
equipped with the F/D "pop-up" option, G/A flight
director commands are available after TO/GA is
engaged, F/D switches ON or OFF. F/D and
autothrottle G/A is available any time below 2000
feet. No autopilot G/A is available from a single
channel approach.
To execute the go-around, press either TO/GA
switch. The autopilot automatically disengages and
G/A is annunciated. The F/D commands 15 degrees
nose up and the A/T advances to achieve a nominal
climb rate.
Manually rotate to G/A attitude and retract the flaps
to the go-around flap setting. Speed command
automatically sets to a precomputed maneuvering
speed for the selected flap position. If full G/A thrust
is desired after thrust for the nominal climb rate has
been established, press TO/GA a second time. The
A/T then advances to G/Alimit.
FEB 28/90
AUTOMATIC FLIGHT
After reaching a safe altitude, continue retracting the
flaps. Speed command will be automatic while in
G/A pitch control.
Below 400 feet RA, the only way to exit F/D G/Ais to
turn both F/D switches OFF.
Above 400 feet radio altitude with the F/D switches
ON, other F/D modes: may be selected. The
appropriate A/T mode will be automatically engaged.
Approaching a preselected go-around altitude, FMA
annunciates ALT ACQ, HDG SEL and MCP SPD and
the A/T reduces to climb limit. On -300/400
airplanes equipped with the F/D "pop-up" option, if
TO/GA was initiated with F/D switches OFF, F/D
TO/GA operation will terminate approaching MCP
altitude and the command bar(s) will retract from
view unless an autopilot is re-engaged or at least
one F/D switch is placed ON prior to ALT ACQ.
The A/P may be re-engaged at pilot's discretion
after the airplane is in trim. Normal mode selection
iS available.
NOTE: If A/P is re-engaged during TO/GA,
AFS engages in LVL CHG and HDG SEL. A/T
will reduce to CLBlimit.
Dual Channel Approach
G/S Capture
G/S capture occurs as described under single
channel operation. The first channel ‘engaged in
COMMAND will capture the glide slope in dual
channel operation.
At ten seconds after glide slope capture and 1500 ft,
the second engaged autopilot pitch channel is
engaged and the Pitch Monitor Confidence Testis
performed. If an autopilot fails the test, it will
automatically disengage. Additionally, if a system
failure occurs during dual channel operation, the
inputs from the malfunctioning channel will be
countered and canceled out by the other channel
and the autopilot will automatically disengage. lf
weather minimums require dual Channel Autoland,
immediately initiate a missed approach. Autoland is
not certified with single channel operation.
After the confidence tests have been completed, the
second channel is fully engaged. The SINGLE CH
annunciation disappears and FLARE armed is
annunciated.
3-9
AUTOMATIC FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
800 Feet Radio Altitude
The second autopilot must be engaged in
COMMAND bythis point. If the second engage
switch has not been engaged by800 feet,it is locked
down.
500 Feet Radio Altitude
FLARE armed must be checked for annunciation. If
not annunciated, the dual approach should be
terminated as beam tracking accuracy cannot be
guaranteed.
The A/P disconnect warning light on each FMA
illuminates steady RED if the stabilizer is out of trim
below 800 feet in a dual channel approach. Check
that this light is extinguished at 500 feet and
terminate the dual channel approach if the light is
illuminated at any time.
400 Feet Radio Altitude
A purposeful nose-up mis-trim of the stabilizer is
introduced at this point. The stabilizer typically starts
to trim nose-up a few secondslater and is complete
within 20 seconds. Should an A/P fault occur after
the mis-trim takes place, the airplane will begin to
pitch up even before automatic disconnect occurs.
After automatic disconnect, the Pilot Flying will
“typically find that a slight push on the column is
required to maintain constant flight path. If the
disconnect occurs in flare, it may not be necessary
to take any corrective action as the aircraft will tend
to "flare" by itself.
Flare
The flare commandis a function of radio altitude and
results in a gradual reduction in flight path angle to
touchdown. The sink rate at touchdown will be 150
feet per minute. The touchdown will be
approximately 450 feet past the glide slope
transmitter. After FLARE engaged is annunciated,
the A/T will close the thrust levers at a rate which will
reach the closed position at touchdown. The A/T will
disengage automatically two seconds after
touchdown.
3-10
A/P Go-Around Mode
An automatic go-around mode is enabled in dual
channel operation when FLARE armed is
annunciated. Selection of the mode is through the
TO/GA switches.
Pitch Go-Around Control
When go-around mode is selected, the thrust levers
move forward toward the go-around limit to
establish a 2000 FPM climb. The autopilot
commands a 15 degree nose-up attitude. When the
rate of climb reaches 600 feet per minute, the
autopilot will begin to commandpitch attitudes which
provide airspeeds as a function of flap position.
When rate of climb exceeds 1200 fpm the autopilot
control is fully on the speed function. The built in
airspeed schedule is fully compatible with the normal
airplane flap retraction speed schedule. In case ot
an extreme adverse windshear and/or downdraft,
the autopilot will temporarily pitch-up to trade
airspeed for altitude. This trade off is limited to an
angle of attack just below that which activates the
stick shaker. However, momentary periods of stick
shaker action can be expected.
Roll Go-Around Control
When the go-around mode is selected, the autopilot
will maintain track.
When above 400 feet radio altitude, other roll and
pitch modes may be selected. If a roll cruise mode
is selected, the autopilot reverts to that single
channel roll cruise mode. Pitch will remain in the
dual channel go-around mode.
The pitch mode cannot be changed from G/A unless
stabilizer trim is satisfactory for single A/P operation.
If the pitch mode is the first to be changed from G/A,
the selected pitch mode engages in single A/P
operation and is controlled by the A/P which was first
in CMD. The second A/P disengages, the roll mode ~
changes to CWS ROLL and the PDC EPR
LIMIT/FMC N1 LIMIT and A/T engage in compatible
modes.
FEB 28/90
 BOEING 737 AUTOMATIC FLIGHT
FLIGHT CREW TRAINING MANUAL

{—

ILS - ONE ENGINE INOPERATIVE CAFS)

APPROACHING
INTERCEPT

ae
HEADING
SELECT APPROACH

LNAV OR HOG SEL

_—
APPROPRIATE
PITCH MODE

|
MISSED APPROACH (MANUAL )
PRESS TO/GA
GO-AROUND ATTITUDE
CAPTURE AND THRUST
SET APPROPRIATE
HEADING GLIDE SLOPE 50 FEET
CAPTURE
SET | DISENGAGE AUTOPILOT
INBOUND MISSED |
© GEAR DOWN APPROACH FINAL APPROACH SPEED
e FLAPS 15 ALTITUDE | V rept 5
LOM

‘
Figure 3-4 ILS - ONE ENGINE INOPERATIVE (AFS)
ILS - ONE ENGINE INOPERATIVE (AFS)
The airplane is approvedfor Flight Director or single
autopilot operations to Cat | minimums with an
engine initially inoperative and the airplane trimmed
for the condition.
The autothrottle system may be used for engine
inoperative operation. However, increased
autothrottle activity during speed/configuration
changes may cause yaw and resultantroll that may
occur at an inopportune time. The pilot should
Closely monitor airplane performance to ensure that
proper flight path control is maintained.
Approach and landing flap configurations are the
same as described for the manually flown engine
inoperative approach.
Both the flight director and/or autopilot may be used,
and mode programmingfor either is the same.
Attempt to minimize Thrust Lever movements as the
resulting asymmetry and speed changes complicate
yaw control. Airplane configuration changes are such
thatlittle thrust change is required until capturing the
glideslope.
The pilot must control yaw during the entire
approach. Use rudder pedal pressure, followed by
rudder trim to maintain a zero yaw condition. In-trim
is indicated by the control whee! at neutral.
The approach may be continued to minimums, but
no lower than CAT | minimums. At DH, continue the
landing or perform the go-around as appropriate.
Disconnect the autopilot no lower than 50 feet.
The landing and the go-around are performed
manually. Use the same procedures discussed in
ILS - One Engine Inoperative (Manual Flight).
The use of dual autopilots with an engine initially
inoperative is not intended and has not been
demonstrated. System logic does notexist to permit
proper speed control during the go-around.

FEB 28/90
AUTOMATIC FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

NON-PRECISION APPROACH CAFS)

——
ee

LNAV OR HOG SEL

APPROPRIATE
HDG SEL PITCH MODE
CVOR/LOC ARMED . oe
F APPROPRIATE)
|
I
MISSED APPROACH
PRESS T0/6A
GO-AROUND ATTITUDE
— Oe, | W/S
We AND THRUST
ALT HOLD ENGAGED
:
SELECT MDA TS

eS a
MDA
ALT HOLD
|
| RUNWAY IN SIGHT

ww
FAF INITIATE CIRCLING APPR OACH
- OR -
INTERCEPTING PROFILE

\ DISENGAGE AUTOPILOT

Figure 3-5 NON-PRECISION APPROACH(AFS)

NON-PRECISION APPROACH (AFS) HSI Display (737-300/400/500)

A typical non-precision single channel approach to
Minimum Descent Altitude (MDA) is illustrated. It
assumes all preparations for the approach (radios,
approach procedure review, etc.) were completed
during the cruise or descent phase.
Use of the autopilot and autothrottle reduces crew
workload, particularly in respect to flight path control,
and allows more time for management and
monitoring the approach. Also, correct use of the
autoflight altitude select feature can help prevent
descents below the authorized altitudes.
Although flight director commands coupled with
manual flight path control can be used, automatic
flight is the preferred method. Manually tracking
flight director commands that must be programmed
in the same way as the autoflight system increases
the total workload without a significant increase in
efficiency and protection that is provided by the
automatic systems.
The HSI may be used to display NAV data when the
approach is included in the FMC data base.
However, VOR, localizer and NDB approaches all
require monitoring of raw data navigation
information. The NAV mode and LNAVtracking can
be used, but appropriate raw data navigation
information must be monitored. If a disagreement
between the NAV and the raw data information
exists, use of LNAV must be terminated and raw
data information followed.
Recommendations for each type of non-precision
approach are:
RNAV (737-300/400/500)
Published RNAV approaches, if included in the FMC
data base, are flown by use of LNAV and an
appropriate pitch mode. Flying such approaches not
in the data base is prohibited.

FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL
Localizer (737-300/400/500)
Localizer (front and back course) information is
displayed on both pilots ADI's.
The front course localizer is normally tracked by use
of the VOR LOC or LNAV mode, while the back
course is normally tracked in LNAV or HDG SEL.
VOR (737-300/400/500)
From the final approach fix inbound, at least one
pilot must monitor raw data on the HSI by use of
VOR/ILS mode. Inbound course tracking may be by
the use of VOR LOC, HDG SEL or L NAV as long as
raw data reflects accurate tracking of the inbound
course. When raw data VOR information is required
for an approach, manually preselect the VOR
frequency, select the inbound course and proceed
as follows:
Non-EFIS Airplanes
The VHF NAV radio AUTO-MANUAL switch may
remain in AUTO. When required for the approach,
selection of the VOR/ILS mode on the HS! will
activate the manually preset frequency.
EFIS Airplanes
Manual must be selected on the VHF NAV radio
AUTO-MANUAL switch.
NDB (737-300/400/500)
Raw data NDB information must be monitored, but
both pilots may be in the HSI NAV mode. Asin the
VOR approach, LNAV may be used for tracking as
long as no disagreementis noted on raw data.
For localizer, VOR and NDB approaches, when
Stepdown fixes exist (VOR radials, DME distances,
etc.) they must be verified by reference to
appropriate raw data information.
In order to use LNAV, a proper series of
legs/waypoints which describe the approach route
~
FEB 28/90
AUTOMATIC FLIGHT
must be present on the Legs page. Several
methods of loading such waypoints may be
available.
The commonly used methods are:
Data Base Selection (737-300/400/500)
When the FMC Arrivals page contains the desired
procedure, this provides the simplest method of
selecting proper waypoints. Current data bases
include only RNAV non-precision approaches,
however, sometimes other approaches may be
used. For example, an ILS procedure might be
selected if the plan view (route) is identical to an
NDB approach which is to be accomplished.
Manual Waypoint Entry (737-300/400/500)
When no procedure is available from the FMC
Arrivals page, manual entry of a series of waypoints
may be accomplished to define the approach
routing. The waypoints may be conveniently defined
by using names of waypoints or navaids in the data
base, bearing/distance off such fixes, intersections of
radials or latitude/longitude information. As this type
of entry requires higher pilot workload, it should,
when possible, be accomplished prior to top of
descent and in any case prior to descent below
10,000 feet.
Since procedure turns and DME arcs are not
contained in the data base, these maneuvers will
require the use of HDG SEL. Such deviation trom
the defined route may require use of ‘direct to’ or
‘intercept leg to' when intercepting the inbound
course.
It is important to emphasize that pilots must not allow
themselves to become involved in excess time with
‘heads down' to build LNAV routes at low altitude.
Raw data VOR, ILS and ADF displays should be
used in the traditional manner when necessary to
avoid such distractions during higher workload
phases offlight.
 AUTOMATIC FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL
Approach
The approach phase may be completed using any
applicable roll and pitch mode. On the
737-300/400/500, LNAV and VNAV may be usedif a
complete arrival procedure, to the localizer and
glideslope capture point, has been selected via the
FMC/CDU. If so, the Legs page sequence, and
altitude restrictions must reflect the ATC clearance.
Prior to each altitude change point in the approach
procedure, a lower altitude must be set in the
altitude display. If this step is delayed beyond the
altitude change point, the PDCS/VNAV mode will
disengage and altitude hold will engage.
ATC imposed airspeedrestrictions may require the
use of LVL CHG or vertical speed. LVL CHG is the
preferred mode for altitude changes greater than
1000 feet if PDCS/VNAV is not available. For
smaller altitude changes, V/S provides better control
of rate and thrust.
Prior to commencing the approach, set the
applicable NAV/HSI switches so that the HSI for the
- pilot flying indicates ILS navigation signals.
Final Approach
If operating in HDG SEL, turn to position the drift
angle pointer over the inbound course on the HSI.
This will eliminate wind drift effects during the final
approach.
Prior to the FAF, set the altitude window to the
nearest 100 feet increment above MDA, then select
the V/S mode and an appropriate vertical speed.
Less than 1,000 feet per minute may be selectedifit
is a long final approach. The objective is to arrive at
MDAat a distance from the runwaythat will permit a
normal 3 degree profile to the touchdown zone after
maneuvering to the runwaycenterline.
With the altitude window set at the nearest one
hundred feet above MDA, ALT ACQ engageshigh
enough to permit a programmedrate of leveloff at
the MCP altitude. This should be taken into account
when selecting a vertical speed to descend to MDA,
so that the MDA is reached prior to arrival at the
visual descent point. If the weather conditions
require a descent below the selected altitude to the
published MDA, use CWSor disconnect the autopilot
and fly manually.
Reset the altitude window to the missed approach
altitude after leveling off at or above MDA. The
autopilot may be returned to CMD at this time if
desired. Use of the autopilot is recommended if
circling is required.
Maintain MDA until a 3 degree profile can be
established to the touchdown zone. Approaching
the point of visual profile intercept, establish the
landing configuration. When leaving MDA,
disconnect the autopilot and autothrottle and
complete the landing. Both flight directors may be
cycled OFF then ON after intercepting the visual
profile to eliminate unneeded commands and permit
normal TO/GA guidance should a go-around
become necessary.
if a circle to land is required, maintain MDA (ALT
HLD mode), and use HDG SEL for tracking.
Missed Approach
Accomplish a missed approach if the required visual
conditions do not exist for landing or the circling
maneuver.
When TO/GA is pressed, the autopilot disengages
and the speed cursor resets to the fixed G/A flap
maneuvering speed.
The F/D and the A/T go-around is the same as for a
single channel ILS missed approach.
Flaps may be retracted when safe terrain clearance
is assured or delayed until arriving at the missed
approach altitude.
At the missed approachaltitude, ALT ACQ and HLD
will occur and the autothrottles will revert to MCP
SPD mode from the GA mode. It is not necessary to
use LVL CHG or V/S modesfor flap retraction or
altitude acquire and speed control.
ADDITIONAL INFORMATION
Engine Inoperative Non-Precision Approach
A single autopilot can be usedfor engine inoperative
non-precision approach.
Use the same techniques to control yaw as
described for an Engine Inoperative ILS Approach.
FEB 28/90
 BOEING 737 AUTOMATIC FLIGHT
FLIGHT CREW TRAINING MANUAL

(~ FLIGHT DIRECTOR ILS CNON-AFS) 7

HEADING CURSOR-INTERCEPT HEADING
APPROACH MODE-ARMED
ALT HOLD-AS REQUIRED
—_

a
HDG HOLD-AS REQUIRED
‘ ALT HOLD-AS REQUIRED
CV a

“|

LOC CAPTURE |
MISSED APPROACH
SET APPROPRIATE
HEADING | PRESS 60-AROUND SWITCH
GO-AROUND ATTITUDE
AND THRUST
6LIDE SLOPE CAPTURE |
SET MISSED APPROACH LOM

=F
ALTITUDE

SN
NN >
Figure 3-6 FLIGHT DIRECTOR ILS (NON-AFS)
FLIGHT DIRECTOR ILS (NON-AFS)
Final Approach

A typical flight director approach is illustrated and

Continue in heading mode with AUTO APP armed
assumes all preparations for the approach (radios
until localizer capture. After localizer Capture, set the
set, approach reviewed, etc.) have been previously
heading selector to the runway heading or the
accomplished. missed approach heading as desired. If the glide
Slope is intercepted before localizer Capture, select
Approach
MAN GS. MANGS should also be usedif above the
glide slope or AUTO APP doesnot capture the glide
The initial approach phase may be completed using
slope. When MAN GS is selected, the flight director
any appropriate heading mode andpitch or altitude
commands an immediate turn and pitch to capture
hold as required. As soon as practicable, set the
both the localizer and the glide slope.
front inbound course on the HSI. The HSI should
be
monitored to remain on the localizer outbound when
At glide slope capture, roll commands are reduced.
accomplishing a procedure turn. A crosswind Glide ‘slope sensitivity is reduced during the
correction may be established by keeping the course
approachas a function ofaltitude.
deviation bar centered. When turning to the localizer
intercept heading and below the glide slope,
select After glide slope capture set the altitude alert for the
AUTO APP.
missed approach altitude and, if MAN GS was used
to capture the glide slope, the mode selector may be
returned to AUTO APP if desired.

FEB 28/90
AUTOMATIC FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

Decision Height director go-around modeis intended solely as an

if the runway environment is in view at decision
height, and the airplane is in a position to land,
continue the approach visually while monitoring the
flight director and raw data.
Go-Around
aid in establishing an attitude appropriate for the
initial phase of the go-around. This attitude is not
optimum for all conditions, nor is it suitable guidance
for continuation of the go-around. Once initial
rotation has been made and a positive rate of climb
established, readjust the pitch attitude if required or
turn the flight director off.

The fixed pitch attitude commanded by the flight

FEB 28/90
 BOEING 737 AUTOMATIC FLIGHT
FLIGHT CREW TRAINING MANUAL

r ~
AUTOPILOT ILS CNON-AFS)

a
APPROACHING INTERCEPT HEADING
AUTO APPROACH-ARMED

MAN OR AUTO APP-AS REQUI

ALT HOLD-AS REQUIRED

“| MISSED APPROACH:
LOC CAPTURE USING AUTOPILOT
| ROTATE TO 60-AROUND
SET APPROPRIATE
ATTITUDE (CWS)
HEADING | OR
6LIDE SLOPE CAPTURE | DISCONNECT AUTOPILOT
FLY MANUALLY
LOM

OF
SET MISSED APPROACH
ALTITUDE

DECISION HEIGHT
DISCONNECT AUTOPILOT
sy
FLY MANUALLY

ae OR
ACCOMPLISH MISSED APPROACH

Figure 3-7 AUTOPILOT ILS (NON-AFS)

AUTOPILOT ILS (NON-AFS) When turning to the final intercept heading, select
AUTO APP.
A coupled approach with the autopilot to an ILS
facility may be utilized with all engines operating or
Final Approach
with one engine inoperative. In both cases the
operation of the autopilot is the same. For one
When maneuvering for localizer capture, the
engine inoperative, keep the rudder in trim.
available bank angle is 25 degrees at a roll rate of 7
degrees/second. When on course the available
A typical procedureis illustrated and assumesall
bank angle decreases to 8 degrees and the roll rate
preparations for the approach (radios set, approach
remains the same.
reviewed, etc..) were completed during cruise or
descent. The autopilot will automatically capture the glide
Slope with the mode selector in AUTO APP if the
Approach - glide slope is approached from below. If it is
necessary to capture from above, fly onto the glide
The initial approach phase may be completed using
slope, using pitch control CWS and capture the glide
any appropriate heading mode or CWS roll, and
Slope or select manual glide slope mode (MAN GS).
CWSpitch or altitude hold as required. As soon as
practicable, set the inbound course on the HSI. Do
To prevent a sudden airplane pitch toward glide
“not use autopilot localizer or approach mode when
slope, do not select MAN GS when the airplane is
tracking outbound for a procedure turn since the
more than 1/2 dot from the glide slope. It MAN GS is
autopilot will not track when sensing is reversed.
used to capture the glide slope, the mode selector

FEB 28/90
AUTOMATIC FLIGHT BOEING 737
FLIGHT CREW TRAINING MANUAL

may be reselected to AUTO APP if desired. depressions.

NOTE: Selecting MAN GS either above or
below glide slope will pitch the airplane nose
down for 10 seconds at approximately 700
fpm and then the autopilot will correct to the
glide slope. For smooth transition do not
select MAN GS when the airplane is. more
than 1/2 dot above the glide slope to prevent
excessive pitch down at the end of the
10-second period.
Gain programming of the localizer and glide slope
signals are automatically initiated after glide slope
engagement and at a radio altitude of 1,500 feet or
below. The radio altimeter controls gain
programming.
If no radio altimeter is operating, gain programming
is provided as a function of time. The time-based
programming decreases the gain of the glide slope
signal to a fixed value which is optimum for an
altitude of 200 feet. If the glide slope is captured
above 1500 feet and no radio altimeter is operating,
rearm AUTO APP at 1500 by selecting VOR LOC
mode and returning to AUTO APP.
Missed Approach
With autopilot connected, press TO/GA and rotate
the airplane to go-around attitude. Applying back
pressure will revert the autopilot to manual mode.
Fly the airplane with control wheel steering.

Between 100 feet and 50 feet, the glide slope gain is Without autopilot: Disengage, press TO/GA and fly
decreased linearly to zero. A ratcheting function of manually. Rotate to go-around attitude. Fly flight
the gain programmer prevents the gain from director commands.
increasing when there is an apparent increase in
altitude such as when flying over terrain

FEB 28/90
3-18
 BOEING 737
FLIGHT CREW TRAINING MANUAL

INDEX

Adverse runway conditions, 2-17 Checknide, 1-1

Adverse weather conditions, taxi in, 1-14, 1-15 Circling approach, 2-57
Aft fuselage contact during takeoff, 2-3 Circling approach, one engine inoperative, 2-60
Airspeed Circling missed approach, 2-58
cursor, 1-10 Climb, 2-21, 2-22
indicator, 1-10 economy, 2-21
Altitude engine inoperative, 2-22
ctuise, 2-22 enroute, 2-23
flap retraction, 1-3 initial, 2-10
flap retraction - engine out, 1-3 maximum rate, 2-22
minimum for flap retraction, 1-3 reduced thrust, 2-21
Antskid, operation during landing, 2-72 step, 2-23
Approach thrust, 2-21
delayed flap, 2-54 Climb speed determination, 2-21
ILS, 2-53 Cockpit speakers, 1-1
Approach briefing, 2-51 Contents, table of, xi
Approach category, 2-52 Crab crosswind technique, 2-69
Approach clearance, 2-51 Crosswind, 2-18
Approach speed wind correction, 2-70 Crosswind landings, 2-69
Approach to stall recovery, 2-27 Crosswind, maximum guidelines, 2-75
Approach, AFS Cruise, 2-22, 2-23
data base selection, 3-13 altitude, 2-22
localizer, 3-13 economy, 2-22
NDB, 3-13 engine inoperative, 2-23
VOR, 3-13
Asymmetrical or no leading edge devices, landing with, Deceleration, 2-23
2-78 Definitions, takeoff, 2-2
Asymmetrical trailing edge flaps, 2-78 Deicing/anti-icing fluids, operation with, 2-17
Autobrakes, 2-73 Delayed flap approach, 2-54
Automatic flight, 3-1 to 3-18 Descent
Automatic flight system procedures, 1-10 emergency, 2-47
Autopilot, 1-11 enroute, 2-45
use of during emergency descent, 2-48 in icing conditions, 2-48
Autopilot engagement, 3-3 planning, 2-45
Autopilot ILS (non-AFS), 3-17
use of gear and flaps, 2-45
use of landing gear, 2-46
Backing the airplane, 1-15 use of speedbrakes and thrust, 2-45
Balancedfield length, 2-13 Ditching, 2-82
Boom nticrophone, 1-1 Dual channel approach, 3-9
Brakes, use of during landing, 2-72
Brakes, use of during taxi, 1-13
Emergency descent, 2-47
Bugs, 1-10
Engine failure after V1, 2-19
Enginefailure during go-around, 2-63
Callouts, standard, 1-11 - Engine failure on final approach, 2-63
Category, approach, 2-52

FEB 28/90
INDEX-4

Engine inoperative
climb, 2-22
cruise, 2-23
familiarization, 2-25
flap retraction altitude, 1-3
landing, 2-63
non-precision approach, 3-14
Engine overboost, 1-19
Enroute climb, 2-23
Enroute descent, 2-45
Evacuation, passenger, 2-80
F.A.R.takeoff field length, 2-13
Factors affecting landing distance, 2-70° ae
Flap extension speeds, 1-2
Flap maneuvering speeds, 1-2
Flap retraction speeds, 1-2
Flaps up landings, 2-78
Flight checks, 1-1
Flight director ILS (non-AFS), 3-15
Flight director only takeoff, 3-4
Flight director operation during approach,3:‘8
Flight Management System, 1-11
FMC, 1-11
Fuel, minimum, 2-83
Fuselage contact with the runway during landing, 2-68
Gear up landings, 2-80
Go-around, dual channel AFS, 3-10
Go-around, single channel AFS, 3-9
Go/stop decision during takeoff, 2-15
Headphones, 1-1
Height over the threshold, 2-64
High altitude/high speedflight, 2-23
Holding, 2-49
Icing conditions, descent in, 2-48
ILS approach, 2-53
ILS approach (AFS), 3-7
ILS one engine inoperative, 2-55
ILS, one engine inoperative (AFS), 3-11.
Improved climb performance, 2-17
Incapacitation, pilot, 1-16
Initial buffet, 2-26
INDEX-2
BOEING 737
FLIGHT CREW TRAINING MANUAL
INDEX [continued]
Instrument approaches, 2-51
Introduction, v
Jammed stabilizer, 2-80
Landing distance, factors affecting, 2-70
Landing flare profile, 2-68
Landing minima, 2-51
Landings, 2-68
approach speed wind correction, 2-70
asymmetrical or no leading edge devices, 2-78
asymmetrical trailing edge flaps, 2-78
auto speedbrakes, use of, 2-70
crosswind, 2-69
Facadee factor considerations, 2-70
flaps up, 2-78
flare and touchdown, 2-68
fuselage contact with the runway during landing, 2-68
landing roll, 2-68
loss of system B (737-300/400), 2-79
a2 manualreversion, 2-79
overweight, 2-76
partial or complete gear up, 2-80
rejected, 2-76
ruddercontrol after touchdown, 2-72
stop-and-go, 2-77
thrust reverser contact with the runway on landing, 2-68
touch-and-go, 2-77
trailing edge flaps up, 2-78
with loss of system A, 2-79
Liftoff body attitude, one engine inoperative, 2-20
Limits, pitch and roll, 2-66
- List of effective pages, ix
os Loss of system A landing, 2-79
Mach buffet, 2-23
Maneuvermargin, 1-3
Manual flight, 2-1 to 2-83
Manual reversion, 2-79
Manualstabilizer, 2-80
MAP (missed approach point), 2-52
Maximum angle climb, 2-22
Maximum rate climb, 2-22
Microphone, 1-1
Minima, landing, 2-51
FEB 28/90
 BOEING 737
FLIGHT CREW TRAINING MANUAL

INDEX [continued]

Minimum altitude for flap retraction, 1-3

Reduced climb thrust, 2-21
Minimum fuel, 2-83 Reduced thrust (cutback) EPR, 2-11
Missed approach Reduced thmust takeoff, 2-17
circling, 2-58 Reference bugs, 1-10
mandatory, 2-51
Rejected landings, 2-76
non-precision, 3-14 Rejected takeoff, 2-14
non-precision/circling approach, 2-61
Rejected takeoff (A/T engaged), 3-4
point, 2-52 Reverse thrust and crosswind, 2-75
Reverse thrust operation, 2-74
Noise abatementtakeoff, 2-11 Reversers, backing with, 1-15
Noise abatement takeoff (737-200 AFS), 3-3
Revision record,vii
Non-precision approach, 2-56
RNAV approaches, 3-12
Non-precision approach (AFS), 3-12
Rolling takeoff, 2-2
Non-precision approach, one engine inoperative, 2-59
Rotation profile, typical, 2-5
Nosewheel steering, 1-13 Rotation times to 35 feet, takeoff, 2-20
Ruddercontrol after touchdown, 2-72
Objectives, training, 1-1 Runawaystabilizer, 2-80
One engine inoperative
circling approach, 2-60 Side windows, flight with open, 2-80
familiarization, 2-25 Sideslip crosswind technique, 2-69
ILS, 2-55 - Single channel approach, 3-8
non-precision approach, 2-59
Speakers, cockpit, 1-1
ruddertrim, 2-63 Speed tape, 1-2
taxi, 1-15
Speedbrakes
Operation with deicing/anti-icing fluids, 2-17
use of in descent, 2-45
Operational philosophy, 1-1
with flaps extended, 2-45
Overboost,engine, 1-19 Speeds
Overweight landings, 2-76 climb, 2-21
fixed flap maneuvering, 1-2
Passenger evacuation, 2-80 flap extension, 1-2
PDCS, 1-11
flap retraction, 1-2
Performance Data Computer System, 1-11
holding, 2-49
Philosophy, operational, 1-1
landing and minimum go-around, 2-50
Pilot incapacitation, 1-16
maximum angle climb, 2-22
Pitch and roll limit conditions, 2-66
normal economy climb, 2-21
Precision approach (AFS), 3-7
restrictions, 2-46
Procedure tum, 2-51
speed tape flap, 1-2
Procedures
stall, 2-26
automatic flight system, 1-10
turbulent air penetration, 1-16
autopilot, 1-11
Stabilizer
flight director, 1-10
jammed, 2-80
manual, 2-80
Qualification requirements,~checkride, 1-1
runaway, 2-80
Stall recovery, approach to, 2-27
Radius, turning, 1-14
Stall speeds, 2-26
FEB 28/90
INDEX-3
 BOEING 737
FLIGHT CREW TRAINING MANUAL

INDEX [continued]

Standard callouts, 1-11 Visual approach and landing geometry, 2-65

Standard phraseology, 1-11 Visual traffic pattern, 2-62
Steep tum, 2-24 VMO/MMO
acceleration to and deceleration from, 2-23

Table of contents,xi
Tail clearance, 2-5: Waypoint entry, manual, 3-13
Takeoff Wind correction, approach speed, 2-70
adverse runway conditions, 2-17 Windshear, 1-17 to 1-19
AFS, 3-2
aft cg effects, 2-2
aft fuselage contact during, 2-3
crosswind, 2-18
definitions, 2-2
engine failure after V1, 2-19
engine failure after V1 (AFS), 3-5
field length, 2-13
Flight director only, 3-4
go/stop decision, 2-15
improved climb performance, 2-17
liftoff body attitude, engine inoperative, 2-20
noise abatement, 2-11
normal (rolling), 2-2, 2-3
operational margin, 2-16
PMCoff, 3-4
reduced thrust, 2-17
rejected, 2-14
rejected, A/T engaged, 3-4
rotation timesto 35 feet, 2-20
static, 2-2
target body attitude, 2-6
technique, 2-2, 2-3
turn after, 2-10
Target body attitude, 2-6
Taxi, 1-13 to. 1-15
Taxi with one engine inoperative, 1-15
Terrain avoidance, 1-19
Threshold height, 2-64
Thrust reverser contact with the runway on landing, 2-68
Trailing edge flaps up landing, 2-78
Trim technique, 1-15
Turbulentair penetration, 1-16
Turn after takeoff, 2-10
Tuming radius, 1-14

Visual aim point, 2-64

FEB 28/90
INDEX-4
 BOEING 737
FLIGHT CREW TRAINING MANUAL

INDEX [continued]

Minimum altitude for flap retraction, 1-3

Reduced climb thrust, 2-21
Minimum fuel, 2-83 Reduced thrust (cutback) EPR, 2-11
Missed approach
Reduced thmust takeoff, 2-17
circling, 2-58 Reference bugs, 1-10
mandatory, 2-5 1
Rejected landings, 2-76
non-precision, 3-14 Rejected takeoff, 2-14
non-precision/circling approach, 2-61
Rejected takeoff (A/T engaged), 3-4
point, 2-52 Reverse thrust and crosswind, 2-75
Reverse thrust operation, 2-74
Noise abatement takeoff, 2-11 Reversers, backing with, 1-15
Noise abatement takeoff (737-200 AFS), 3-3
Revision record,vii
Non-precision approach, 2-56
RNAV approaches, 3-12
Non-precision approach (AFS), 3-12
Rolling takeoff, 2-2
Non-precision approach, one engine inoperative, 2-59
Rotation profile, typical, 2-5
Nosewheel steering, 1-13 Rotation times to 35 feet, takeoff, 2-20
Ruddercontrol after touchdown, 2-72
Objectives, training, 1-1 Runawaystabilizer, 2-80
One engine inoperative
circling approach, 2-60 Side windows, flight with open, 2-80
familiarization, 2-25 Sideslip crosswind technique, 2-69
ILS, 2-55 Single channel approach, 3-8
non-precision approach, 2-59
Speakers, cockpit, 1-1
ruddertrim, 2-63 Speed tape, 1-2
taxi, 1-15
Speedbrakes
Operation with deicing/anti-icing fluids, 2-17
use of in descent, 2-45
Operational philosophy, 1-1 with flaps extended, 2-45
Overboost, engine, 1-19 Speeds
Overweight landings, 2-76
climb, 2-21
fixed flap maneuvering, 1-2
Passenger evacuation, 2-80 flap extension, 1-2
PDCS, 1-11
flap retraction, 1-2
Performance Data Computer System, 1-11
holding, 2-49
Philosophy, operational, 1-1
landing and minimum go-around, 2-50
Pilot incapacitation, 1-16
maximum angle clinsb, 2-22 -
Pitch and roll limit conditions, 2-66
normal economy climb, 2-21 °
Precision approach (AFS), 3-7
restrictions, 2-46
Procedure tum, 2-51
speed tape flap, 1-2
Procedures
stall, 2-26
automatic flight system, 1-10
turbulentair penetration, 1-16
autopilot, 1-11
Stabilizer
flight director, 1-10
jammed, 2-80
manual, 2-80
Qualification requirements, checkride, 1-1
runaway, 2-80
Stall recovery, approach to, 2-27
Radius, turning, 1-14
Stall speeds, 2-26
FEB 28/90
INDEX-3
 BOEING 737
FLIGHT CREW TRAINING MANUAL

INDEX [continued]

Standard callouts, 1-11 Visual approach and landing geometry, 2-65

Standard phraseology, 1-11 Visual traffic pattern, 2-62
Steep tum, 2-24 VMO/MMO
acceleration to and deceleration from, 2-23
Table of contents, xi
Tail clearance, 2-5 Waypoint entry, manual, 3-13
Takeoff Windcorrection, approach speed, 2-70
adverse runway conditions, 2-17 Windshear, 1-17 to 1-19

AFS, 3-2
aft cg effects, 2-2
aft fuselage contact during, 2-3
crosswind, 2-18
definitions, 2-2
engine failure after V1, 2-19
engine failure after V1 (AFS), 3-5
field length, 2-13
Flight director only, 3-4
go/stop decision, 2-15
improved climb performance, 2-17
liftoff body attitude, engine inoperative, 2-20
noise abatement, 2-11
normal(rolling), 2-2, 2-3
operational margin, 2-16
PMCoff, 3-4
reduced thrust, 2-17
rejected, 2-14
rejected, A/T engaged, 3-4
rotation times to 35 feet, 2-20
static, 2-2
target body attitude, 2-6
technique, 2-2, 2-3
turn after, 2-10
Target bodyattitude, 2-6
Taxi, 1-13 to 1-15
Taxi with one engine inoperative, 1-15
Terrain avoidance, 1-19
Threshold height, 2-64
Thrust reverser contact with the runway on tanding, 2-68
Trailing edge flaps up landing, 2-78 -
Trim technique, 1-15
Turbulent air penetration, 1-16
Turn after takeoff, 2-10
Tuming radius, 1-14

Visual aim point, 2-64

FEB 28/90
INDEX-4