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737NG Operations Manual Vol1
737NG Operations Manual Vol1
Operations Manual
Volume 1
Delta Air Lines, Inc.
Revision Number: 21
Revision Date: June 9, 2008
© 2008
737NG Operations Manual
Preface Chapter P1
Table of Contents Section 0
Volume 1 Chapter
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.0
Model Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.2
Abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.3
Revision Record / Highlights. . . . . . . . . . . . . . . . . . . . . . . . . . . P1.4
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.5
Flight Crew Bulletin Record . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.6
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP
Supplementary Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP
Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF
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Table of Contents
737NG Operations Manual
Intentionally
Blank
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P1.0.2 June 9, 2008
737NG Operations Manual
Preface Chapter P1
Model Identification Section 1
General
The airplanes listed in the table below are covered in the operations manual. The
table information is used to distinguish data peculiar to one or more, but not all of
the airplanes. Where data applies to all airplanes listed, no reference is made to
individual airplanes.
Note: The procedures and information contained in this manual also apply to
aircraft acquired by Delta Air Lines subsequent to the current revision;
however, this document may not address all pertinent information for these
airplanes. In such instances, specific operating procedures and systems
information can be found in appropriate Differences Chapter(s) and/or
Flight Crew Bulletin(s) prior to their incorporation in the next scheduled
revision.
Airplane number is supplied by the operator. Registry number is supplied by the
national regulatory agency. Serial number and tabulation number are supplied by
Boeing.
737-700
Airplane Number Registry Number Serial Number Tabulation
Number
3101 N301DQ 29687 YM701
3102 N302DQ 29648 YM702
3103 N303DQ 29688 YM703
3104 N304DQ 29683 YM704
3105 N305DQ 29645 YM705
3106 N306DQ 29633 YM706
3107 N307DQ 29679 YM707
3108 N308DQ 29656 YM708
3109 N309DQ 29665 YM709
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Model Identification
737NG Operations Manual
737-800
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P1.1.4 June 9, 2008
737NG Operations Manual
Preface Chapter P1
Introduction Section 2
General
The Boeing Company developed normal and non-normal procedures for the
737NG aircraft. Delta Air Lines has modified some of the procedures for
simplification and standardization, when appropriate with other Delta aircraft.
Finally, the FAA has approved the procedures presented in the Operations Manual,
with the exception of flight crew bulletins.
These procedures are company policy for pilots to follow during ground operations
and in flight. Deviations from these policies and procedures should be made only
with good cause and based on the safest course of action. If an abnormality occurs
that is not covered by these procedures, the Captain must use his best judgement.
Manual Rights
The 737NG Operations Manual has been prepared for the exclusive use of Delta
Air Lines Inc., Flight Operations personnel under the direction and authority of
Delta and shall, at all times, remain the property of Delta. The holder hereof
acknowledges and agrees that this manual contains or may contain trade secrets,
copyrighted material and commercial and proprietary information, privileged and
confidential, to the interest of Delta, and the holder hereof further agrees that this
manual may not be reproduced, distributed or copied, in whole or in part, without
the express prior written consent of Delta.
• In the event this 737NG Operating Manual is sold or distributed to any
other party, no warranty or guarantee, expressed or implied, is made as to
the accuracy, sufficiency or suitability of the materials contained herein or
of any revision, supplement or bulletin hereto. It is understood and agreed
to by such other party that it shall release indemnify and hold Delta, its
officers, employees and agents harmless against any and all claims or
actions of whatever nature which may arise or claim to arise from the use
hereof.
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June 9, 2008 P1.2.1
Preface -
Introduction
737NG Operations Manual
Organization
The operations manual is organized in the following manner.
Volume 1
• Preface – contains general information regarding the manual’s purpose,
structure, and content. It also contains lists of abbreviations, a record of
revisions, a list of effective pages and flight crew bulletins.
• Limitations and Normal Procedures – cover operational limitations and
normal procedures. All operating procedures are based on a thorough
analysis of crew activity required to operate the airplane, and reflect the
latest knowledge and experience available.
• Supplementary Procedures – covers those procedures accomplished as
required rather than routinely on each flight.
• Aircraft Differences chapter notes differences between aircraft types.
Volume 2 - Chapters 1 through 15 contain general airplane and systems
information. These chapters are generally subdivided into sections covering
controls and indicators and systems descriptions.
Quick Reference Handbook (QRH) - The QRH covers normal checklists,
non-normal checklists and non-normal maneuvers.
Flight Crew Training Manual (FCTM) - The Flight Crew Training Manual
provides information and recommendations on maneuvers and techniques.
Copyright © Delta Air Lines, Inc. See title page for details.
P1.2.2 June 9, 2008
Preface -
Introduction
737NG Operations Manual
Page Numbering
The operations manual uses a decimal page numbering system. The page number
is divided into three fields; chapter, section, and page. An example of a page
number for the Normal Procedures chapter follows: chapter NP, section 20, page 3.
Example Page Number
Airplane Effectivities
Differences in airplane configuration are shown by use of airplane effectivities
throughout Volumes 1 and 2, Quick Reference Handbook, and the Flight Crew
Training Manual. The following rules are used to express airplane effectivities:
• Airplane effectivities are listed by ship number. A range of airplanes is
defined by a dash, e.g. Ships 3101 – 3110. A comma in the effectivity
range indicates a break in the range, e.g. Ships 3701 – 3710, 3712 – 3725;
airplane 3711 is excluded from the range.
• Airplane effectivities apply only to the paragraph, illustration, operational
note, procedural step, etc. and to subordinate items (if any). Refer to the
examples below.
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June 9, 2008 P1.2.3
Preface -
Introduction
737NG Operations Manual
Do not takeoff.
In this example, the effectivity 3101 – 3110 applies to the first procedural step (If
the PSEU.....) and any additional indented/subordinate steps (Do not takeoff). The
effectivity does not apply to the next equivalently indented step (Note: The PSEU
light...).
Example 2 (without subordinate items):
In this example, the effectivity Ships 3101, 3102 applies to the first operational
caution only. The effectivity does not apply to the next equivalently indented step.
For clarity, an "All" effectivity may be applied to differentiate common steps from
those effected by specific ship numbers.
When airplane effectivities are centered immediately below a section or checklist
title, the entire section or checklist applies to the listed airplanes. In the following
example, the Emergency Equipment section below is applicable to Ships 3701 –
3771 only:
Emergency Equipment
Ships 3701-3771
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P1.2.4 June 9, 2008
737NG Operations Manual
Preface Chapter P1
Abbreviations Section 3
General
The following abbreviations may be found throughout the manual. Some
abbreviations may also appear in lowercase letters. Abbreviations having very
limited use are explained in the chapter where they are used. Since this list is
compiled across several fleets, there may be some abbreviations that do not apply
to this specific fleet.
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June 9, 2008 P1.3.1
Preface -
Abbreviations
737NG Operations Manual
C Captain or CO Company
Celsius or COMM Communication
Center or COMP Comparator
Cool
COMPT Compartment
CAA Civil Aviation Authority
CON Continuous
CADC Central Air Data
CONFIG Configuration
Computer
CONT Control
CALSEL Call Select
COOL Cooling
CANC/RCL Cancel/Recall
CRM Crew Resource
CANPA Constant Angle
Management
Non-Precision Approach
CRS Course
CAP Capture
CRT Cathode Ray Tube
CAPT Captain
CRZ Cruise
CAWS Central Aural Warning
System CTL Control
CB Circuit Breaker CTR Center
CCD Cursor Control Device CWS Control Wheel Steering
CDS Common Display System D
CDU Control Display Unit DA Decision Altitude
CFIT Controlled Flight Into DA(H) Decision Altitude
Terrain (Height)
CG Center of Gravity DC Direct Current
CHKL Checklist DCU Display Concentrator
Unit
CHR Chronograph
D/D Direct Descent
CKD Checked
DDA Derived Decision
CKT Circuit
Altitude (MDA +50 feet)
CL Close
DDG Dispatch Deviations
CLB Climb Guide
CLMP Computer Lockout DEL Delete
Manual Power
DEP Departure
CLR Clear
DEP ARR Departure Arrival
CMD Command
DEPR Depressurize
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June 9, 2008 P1.3.3
Preface -
Abbreviations
737NG Operations Manual
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P1.3.4 June 9, 2008
Preface -
Abbreviations
737NG Operations Manual
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P1.3.6 June 9, 2008
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Abbreviations
737NG Operations Manual
N OFST Offset
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P1.3.8 June 9, 2008
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Abbreviations
737NG Operations Manual
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June 9, 2008 P1.3.9
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Abbreviations
737NG Operations Manual
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P1.3.10 June 9, 2008
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Abbreviations
737NG Operations Manual
TERR Terrain V
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June 9, 2008 P1.3.11
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Abbreviations
737NG Operations Manual
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P1.3.12 June 9, 2008
737NG Operations Manual
Preface Chapter P1
Revision Record Section 4
Transmittal Letter
To: All holders of Delta Air Lines, Inc. 737NG Operations Manual, Volume 1.
Subject: Operations Manual Revision.
This revision reflects the most current information available to Delta Air Lines,
Inc. through the subject revision date. The following revision highlights explain
changes in this revision. General information below explains the use of revision
bars to identify new or revised information.
Revision Record
No. Revision Date Date No. Revision Date Date
Filed Filed
October 29, 2001 1 November 27, 2001
2 December 24, 2001 3 February 11, 2002
4 September 4, 2002 5 November 25, 2002
6 January 13, 2003 7 May 19, 2003
8 October 6, 2003 9 December 29, 2003
10 January 12, 2004 11 April 26, 2004
12 January 17, 2005 13 April 25, 2005
14 August 8, 2005 15 March 13, 2006
16 March 30, 2006 17 August 28, 2006
18 December 4, 2006 19 August 31, 2007
20 December 18, 2007 21 June 9, 2008
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June 9, 2008 P1.4.1
Preface -
Revision Record
737NG Operations Manual
General
Delta Air Lines issues operations manual revisions to provide new or revised
procedures and information. Formal revisions also incorporate appropriate
information from previously issued Flight Crew Bulletins.
The revision date is the approximate date the revision material is distributed and
considered current. The revision should be incorporated as soon as it is received,
but may be incorporated as much as 21 days after the revision date.
Formal revisions include a Transmittal Letter, a new Revision Record, Revision
Highlights, and a current List of Effective Pages. Use the information on the new
Revision Record and List of Effective Pages to verify the operations manual
content.
The Revision Record should be completed by the person incorporating the revision
into the manual.
Filing Instructions
Consult the List of Effective Pages (P1.5). Pages identified with an asterisk (*) are
either replacement pages, new (original) issue pages, or deleted pages. Remove
corresponding old pages and replace or add new pages. Remove pages marked
DELETED; there are no replacement pages for deleted pages.
Be careful when inserting changes not to throw away pages from the manual that
are not replaced. The List of Effective Pages determines the correct content of the
manual.
Revision Highlights
This section (P1.4) replaces the existing section P1.4 in your manual.
Pages containing revised technical and non-technical material have revision bars
associated with the changed text or illustration.
Re paginated material not containing technical revisions are identified only by a
new page date.
Copyright © Delta Air Lines, Inc. See title page for details.
P1.4.2 June 9, 2008
Preface -
Revision Record
737NG Operations Manual
Title Page
Changed revision number and revision date.
Added new graphic.
Chapter P1 - Preface
Section 0 - Table of Contents
P1.0.1-2 - New table of contents required.
Section 1- Model Identification
General
P1.1-4 - Revised table to include new 737-700 aircraft.
Section 2- Introduction
Corrections to the Manual
P1.2.1-4 - Revised. Added aircraft effectivities section.
Section 3 - Abbreviations
General
P1.3.1-12 - Updated abbreviations.
Section 4 - Revision Record
Revision Highlights
P1.4.1-12 - Added revision record and highlights of current revision.
Section 5 - List of Effective Pages
List of Effective Pages
P1.5.1-2 - New LEP required.
Section 6 - Bulletin Record
Bulletin Record
P1.6.1-2 - New Bulletin Record required.
Chapter L - Limitations
Section 0 - Table of Contents
L.TOC.0.1-2 - New table of contents required.
Section 10 - Operating Limitations
General
L.10.1 - Grammatical change.
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June 9, 2008 P1.4.3
Preface -
Revision Record
737NG Operations Manual
Operational Limitations
L.10.1 - Updated table to include General Operating Limits of 737-700
aircraft.
Non–AFM Operational Information
L.10.2 - Revised table to include 737-700 aircraft.
Weight Limitations
L.10.2 - Added AFM certified airplane weights for 737-700 aircraft.
L.10.2 - Added Note to explain Minimum Takeoff Weight and when lower
minimum takeoff weights are authorized.
Non–AFM Operational Information
L.10.3 - Added note regarding the priority for smoke removal procedures.
Autopilot/Flight Director System
L.10.3 - Added restriction for use of the autopilot below 100 feet RA at
airports with a pressure altitude above 8400 feet.
L.10.3 - Added restriction for use of Integrated Approach Navigation (IAN).
L.10.4 - Added limit to restrict autoland capability to runways at or below
8,400 ft.
Communications
L.10.4-5 - Updated effectivities for prohibited frequencies.
L10.5 - Added new section, Aircraft Communications Addressing and
Reporting System.
Flight Instruments, Displays
L.10.7 - Updated memory items to include “Landing Flaps 15 with one engine
operative.”
Fuel System
L.10.8 - Grammatical change.
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P1.4.4 June 9, 2008
Preface -
Revision Record
737NG Operations Manual
Standard Callouts
NP.10.12 - Under “ALL INSTRUMENT APPROACHES,” added “FINAL
APPROACH COURSE CAPTURE” and “GLIDE PATH CAPTURED”
consistent with required callouts for IAN.
NP.10.12 - Under “NON-ILS INSTRUMENT APPROACHES,” added
callout for “GLIDE PATH ALIVE,” consistent with required callouts for IAN.
Section 20 - Amplified Procedures
Flight Deck Inspection - Captain or First Officer
NP.20.1 - Added conditional assumption regarding the completion of the
Electrical Power Up procedure.
NP.20.1 - Added step to verify oxygen pressure, hydraulic quantity and engine
oil quantity are sufficient for flight.
NP.20.1 - Reformatted “Logbooks and manuals” step for cross-fleet
consistency.
NP.20.2 - Added note regarding the location of the “Revision Dates” page.
NP.20.2 - Revised emergency equipment step to differentiate between the
fixed ELT on the 737-700 and portable ELT on the 737-800.
NP.20.3 - Added statement that the UNABLE REQD NAV PERF-RNP
message may appear on the FMS display until IRS alignment is complete.
Added note regarding IRS alignment requirements. This addition caused a
page shift in the remainder of the chapter.
Exterior Inspection - Captain or First Officer
NP.20.7 - Revised language for consistency.
NP.20.8 - Added aircraft effectivity for checking the tail skid (737-800 only).
The 737-700 is not equipped with a tail skid.
Preflight Procedure - Pilot Monitoring
NP.20.10 - Modified note regarding GPWS/WINDSHEAR test.
NP.20.11 - Revised “Oxygen panel” step for Boeing consistency.
NP.20.11-12 - Added a check of the ILS and GLS lights on 737-700 aircraft.
Both lights are located on the IRS control panel.
NP.20.13 - Revised “Electrical panel” step to include 737-700 aircraft. On
Delta’s 737-700s, the GALLEY power switch is replaced by the CAB/UTIL
and IFE PASS SEAT power switches.
NP.20.14 - Updated “Passenger signs” consistent with Boeing and other Delta
fleets.
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June 9, 2008 P1.4.5
Preface -
Revision Record
737NG Operations Manual
NP.20.15 - Added step to set High altitude landing switch as needed and verify
that the INOP light is extinguished.
NP.20.15-16 - Revised “Air conditioning panel” step to include 737-700
aircraft. Added aircraft effectivities.
NP.20.16 - Removed Wing-body OVER HEAT TEST from the preflight
procedure for Boeing consistency. This procedure is located in Supplementary
Procedures, Air Systems.
NP.20.16 - Revised procedures when APU bleed air is required for air
conditioning/heating.
NP.20.17 - Moved “Ignition select switch” from the Engine Start Procedure
for Boeing consistency.
NP.20.18-9 - Added 737-800 effectivity to “Standby instruments/RMI” steps.
Added “Integrated standby flight display” step for 737-700 aircraft.
NP.20.19 - Revised “ANTISKID INOP light” response to “verify
extinguished” as the light should not be illuminated.
NP.20.19 - Relocated WARNING to top of the “Brake pressure” step for
emphasis.
NP.20.21 - Added “TAKEOFF CONFIG warning light” check (when
operable) for 737-700 aircraft.
NP.20.21 - Relocated WARNING under “FLAP lever” for clarity.
NP.20.22 - Added 737-800 effectivity to “ADF radios” step as Delta’s
737-700s are not equipped with ADF radios.
Preflight Procedure - Pilot Flying
NP.20.24 - Revised procedures for entering a speed restriction on the CLIMB
page.
Preflight Procedure - First Officer
NP.20.25 - Added steps to verify TAKEOFF CONFIG and CABIN
ALTITUDE lights are extinguished (737-700 only).
Preflight Procedure - Captain
NP.20.29 - Added steps to verify TAKEOFF CONFIG and CABIN
ALTITUDE lights are extinguished (737-700 only).
Before Start Procedure
NP.20.31 - Added to Note and CAUTION statements considerations for
Takeoff Thrust Derates (in addition to Assumed Temperature Takeoffs).
NP.20.32 - Added Takeoff Thrust Derates. Reformatted CAUTION statement
for clarity.
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Preface -
Revision Record
737NG Operations Manual
NP.20.32 - Under “N1 LIMIT page” added effectivities for software versions
(U10.6 or U10.7) as Thrust Mode Displays will vary depending on the
software installed.
NP.20.32 - Added Takeoff Thrust Derate entries for the N1 LIMIT page.
NP.20.33 - Revised AWABS to WDR for clarity.
NP.20.33 - Modified requirement to verbalize Thrust Mode Display.
Pushback/Start Procedure
NP.20.34 - Grammatical change for clarity.
NP.20.34-35 - Revised Hydraulic panel step for Boeing consistency.
NP.20.35 - Added fuel panel step for 737-700 aircraft. Added effectivity for
737-800 fuel panel step. Reformatted CAUTION statements in the fuel panel
step as these are action items.
NP.20.36 - Updated transponder step for cross-fleet standardization.
Engine Start Procedure
NP.20.37 - Removed Ignition select switch; moved to Preflight Procedure -
Pilot Monitoring.
NP.20.39 - Reformatted “Normal engine start considerations” for clarity.
Delayed Start Procedure
NP.20.43 - Added engine warm up requirement and recommendations from
the engine manufacturer’s Operating Instructions.
Before Takeoff Procedure
NP.20.44 - Added effectivities to notes under fuel quantity as they do not
apply to 737-700 aircraft.
NP.20.46 - Under radar, added aircraft effectivities.
Takeoff Procedure
NP.20.49 - Updated Takeoff Procedure consistent with revised Takeoff
profiles in Volume 1 and the FCTM. Moved the “After takeoff checklist” just
after flaps up.
Climb and Cruise Procedure
NP.20.50-51 - Revised Climb and Cruise procedure to include specific center
tank fuel pump procedures for both the 737-700 and 737-800.
Descent Procedure
NP.20.52-53 - Revised Descent procedure to include specific center tank fuel
pump procedures for both the 737-700 and 737-800.
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June 9, 2008 P1.4.7
Preface -
Revision Record
737NG Operations Manual
Landing Procedure - ILS or IAN
NP.20.56-7 - Added IAN. Added conditional requirements for ILS Autolands.
Added Final Approach Course and Glide Path callouts.
Landing Procedure - Instrument Approach Using VNAV
NP.20.58 - Clarified recommended roll modes for the final approach.
Go-Around Procedure
NP.20.60 - Under “Above 400 feet RA” changed “select roll mode” to “verify
or call for appropriate roll mode.”
After Landing Procedure
NP.20.61 - Added engine cooldown recommendations for consistency with
Boeing.
NP.20.62 - Updated transponder step for cross-fleet standardization.
Shutdown Procedure
NP.20.66 - Added effectivities to RECUIRCULATION FAN switch(es) as the
737-700 is equipped with only one recirculation fan.
Secure Procedure
NP.20.68 - Revised electrical panel steps to include 737-700 aircraft. On
Delta’s 737-700s, the GALLEY power switch is replaced by the CAB/UTIL
and IFE PASS SEAT power switches.
NP.20.68 - Removed Note and conditional statement under EMERGENCY
EXIT lights switch for cross-fleet standardization.
NP.20.69 - Added effectivity to TRIM AIR switch step as this only applies to
737-800 aircraft.
Section 30 - Flight Patterns
Approach Considerations - General
NP.30.3 - Under “Flaps 15 Landing,” removed “use flaps 1 for go-around.”
Non-ILS Approach Considerations
NP.30.8 - Replaced “Pitch Mode” and “Roll Mode” sections with “Approach
Modes” which explains available lateral and vertical path modes. Added
considerations for the use of IAN for a non-ILS approach.
NP.30.8 - Added “Raw Data Monitoring” to explain when raw data must be
used for all non-ILS approaches, including IAN.
NP.30.9 - Revised “RNAV Approaches: RNAV (GPS), RNAV (RNP)” section
for clarity and to reflect 737-700 considerations. Added that IAN is not an
authorized mode for RNAV (RNP) approaches.
NP.30.10 - Added considerations for IAN.
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P1.4.8 June 9, 2008
Preface -
Revision Record
737NG Operations Manual
NP.30.10 - Under “All Non-ILS Approaches,” revised 2nd bullet for clarity.
Updated 4th bullet regarding lateral and vertical deviation. Relocated bullet
regarding RNP value to “RNAV (RNP) Approach.”
NP.30.11 - Updated Non-ILS Approach Table to reflect IAN considerations.
Flight Profiles
NP.30.17 - Updated Normal Takeoff Profile (Distant/ICAO NADP 2)
consistent with FCB-08-03 and the FCTM.
NP.30.18 - Updated Special Takeoff Profile (Close-In/ICAO NADP 1)
consistent with FCB-08-03 and the FCTM.
NP.30.19 - Updated the ILS Profile consistent with the FCTM.
NP.30.20 - Updated the Instrument Approach Profile Using VNAV consistent
with the FCTM.
NP.30.21 - Added Instrument Approach Using IAN profile. This caused a
page shift in the remainder of the section.
NP.30.22 - Revised the Instrument Approach Profile using V/S consistent with
the FCTM.
NP.30.25 - Revised the Missed Approach/Go-Around Profile - All
Approaches to include IAN considerations and for consistency with the
FCTM.
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June 9, 2008 P1.4.9
Preface -
Revision Record
737NG Operations Manual
Section 4 - Automatic Flight
Instrument Approach Using VNAV
SP.4.4 - Changed “gradient path” to “glide path.”
SP.4.5 - Revised procedure to differentiate RNAV (RNP) approaches from
other non-ILS approaches.
SP.4.5-6 - Under “Flight/Nav displays,” added effectivities for FMS versions
U10.6 and U10.7, as the procedures differ.
SP.4.6 - Revised “MCP altitude” step regarding when to set TDZE.
SP.4.7 - Revised conditions for executing a Missed Approach.
Instrument Approach using Vertical Speed (V/S)
SP.4.8 - Changed “gradient path” to “glide path” in note.
SP.4.8 - Under “FMC approach procedure” step, removed duplicate statement
to add cold temperature corrections to waypoint altitude constraints.
SP.4.8 - Added step to use the Autopilot as required; autopilot use is
recommended until a suitable visual reference is established.
SP.4.8-9 - Under “Flight/Nav displays,” added effectivities for FMS versions
U10.6 and U10.7, as the procedures differ.
SP.4.9 - Under “MCP Altitude,” added note to set MCP to the next higher 100
foot increment of the TDZE.
SP.4.10 - Revised conditions for executing a Missed Approach.
Instrument Approach Using Integrated Approach Navigation (IAN)
SP.4.11-12 - Added new procedure.
Section 5 - Communications
En Route
SP.5.19 - Added section “RNAV (RNP) Approach Verification” taken from
FCB-08-01.
Cockpit Voice Recorder Test
SP.5.30 - Updated procedure to include CVR on ships 3101-3110. Added
appropriate aircraft effectivities.
HF System Test
SP.5.31 - Added appropriate aircraft effectivities - ships 3101-3110 have only
one (1) HF radio installed.
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P1.4.10 June 9, 2008
Preface -
Revision Record
737NG Operations Manual
Section 7 - Engines, APU
Battery Start
SP.7.1 - Revised electrical panel steps to include 737-700 aircraft. On Delta’s
737-700s, the GALLEY power switch is replaced by the CAB/UTIL and IFE
PASS SEAT power switches. Added appropriate aircraft effectivities.
High Altitude Airport Engine Start (Above 8400 Feet)
SP.7.5 - New procedure, applicable to ships 3101-3110 only.
Section 11 - Flight Management, Navigation
Other Operations
SP.11.20 - Added applicable aircraft effectivities for the FMC Navigation
Check. Ships 3101-3110 may experience additional messages in the scratch
pad: GPS-L INVALID or GPS-R INVALID.
Section 12 - Fuel
Ground Transfer of Fuel
SP.12.3 - Added new procedures as noted in FCB-06-05.
Section 16 - Adverse Weather
Windshear
SP.16.50-51 - Updated section with guidance from QRH Maneuvers section
as related to Windshear Avoidance and Windshear Precautions.
Chapter DF - Differences
Section 10 - 737 Differences Before Retrofit
DF.10.1-6 - New section which details the equipment differences between
Delta’s current 737-800 fleet and the new 737-700s.
Section 11 - 737 Differences After Retrofit
DF.11.1-4 - New section which details the equipment differences between
Delta’s 737-800 fleet after hardware/software retrofits and the 737-700s. A
737-800 that has undergone retrofit will be equipped the same as the 737-700s
with the exceptions noted in this section.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.4.11
Preface -
Revision Record
737NG Operations Manual
Intentionally
Blank
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P1.4.12 June 9, 2008
737NG Operations Manual
Preface Chapter P1
List of Effective Pages - FAA Approved Section 5
Page Date
Page Date
Normal Procedures (continued)
Volume 1
* NP.30.17-26 June 9, 2008
* Title Page June 9, 2008
Supplementary Procedures (tab)
Preface (tab)
* SP.TOC.1-10 June 9, 2008
* P1.0.1-2 June 9, 2008
SP.05.1-2 August 31, 2007
* P1.1.1-4 June 9, 2008
SP.1.1-4 August 31, 2007
* P1.2.1-4 June 9, 2008
* SP.2.1-7 June 9, 2008
* P1.3.1-12 June 9, 2008
SP.2.8 August 31, 2007
* P1.4.1-12 June 9, 2008
SP.3.1-2 August 31, 2007
* P1.5.1-2 June 9, 2008
SP.4.1-3 August 31, 2007
Bulletins (tab) * SP.4.4-14 June 9, 2008
P1.6.1-2 See Bulletin Record SP.5.1-18 August 31, 2007
Limitations (tab) * SP.5.19 June 9, 2008
* L.TOC.0.1-2 June 9, 2008 SP.5.20-29 August 31, 2007
* L.10.1-10 June 9, 2008 * SP.5.30-31 June 9, 2008
Normal Procedures (tab) SP.5.32 August 31, 2007
* NP.TOC.0.1-4 June 9, 2008 SP.6.1-4 August 31, 2007
NP.10.1-6 August 31, 2007 * SP.7.1-2 June 9, 2008
* NP.10.7 June 9, 2008 SP.7.3-4 August 31, 2007
NP.10.8-11 August 31, 2007 * SP.7.5 June 9, 2008
* NP.10.12 June 9, 2008 SP.7.6 August 31, 2007
NP.10.13-20 August 31, 2007 SP.8.1-4 August 31, 2007
* NP.20.1-70 June 9, 2008 SP.9.1-4 August 31, 2007
NP.30.1-2 August 31, 2007 SP.10.1-12 August 31, 2007
* NP.30.3 June 9, 2008 SP.11.1-19 August 31, 2007
NP.30.4-7 August 31, 2007 * SP.11.20-21 June 9, 2008
* NP.30.8-11 June 9, 2008 SP.11.22-36 August 31, 2007
NP.30.12-16 August 31, 2007 SP.12.1-2 August 31, 2007
* SP.12.3-4 June 9, 2008
Page Date
Supplementary Procedures
(continued)
SP.15.1-2 August 31, 2007
SP.16.1-18 August 31, 2007
SP.16.19-49 December 18, 2007
* SP.16.50-51 June 9, 2008
SP.16.52-54 December 18, 2007
Aircraft Differences (tab)
* DF.TOC.0.1-2 June 9, 2008
* DF.10.1-6 June 9, 2008
* DF.11.1-4 June 9, 2008
Copyright © Delta Air Lines, Inc. See title page for details.
P1.5.2 June 9, 2008
737NG Operations Manual
Limitations Chapter L
Table of Contents Section 0
Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
Airplane General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
Operational Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
General Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
Maximum Operating Latitudes. . . . . . . . . . . . . . . . . . . . . L.10.1
Overwing Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.2
Escape Slide Girt Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Penetration Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Maximum Weight Limitations . . . . . . . . . . . . . . . . . . . . . L.10.2
Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.3
Operating Differential Pressure . . . . . . . . . . . . . . . . . . . . L.10.3
Air Conditioning Packs . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Anti–Ice, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Autopilot/Flight Director System . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Autoland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Wind Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Flap Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
VHF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
ATC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
FCOM Template 12/12/98
HF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Prohibited Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Aircraft Communications Addressing and Reporting System L.10.5
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 L.TOC.0.1
Limitations -
Table of Contents
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
L.TOC.0.2 June 9, 2008
737NG Operations Manual
Limitations Chapter L
Operating Limitations Section 10
L.10 Limitations-Operating Limitations
General
This chapter contains limitations on aircraft and systems operation pertinent to
flight crew operation of the aircraft. It is not intended to include items peculiar to
aircraft certification data, or information peculiar to other manuals on board the
aircraft.
B-737NG aircraft must be operated in compliance with Certificate Limitations of
the applicable FAA approved Airplane Flight Manual (AFM) and the Minimum
Equipment List contained in the Aircraft Restrictions Manual and Mechanical
Dispatch Manual (MDM) respectively.
Note: The pound symbol (#) indicates recall limitations. Recall limitations are
those operationally significant limitations that must be committed to
memory. Memorization is necessary because there are no placards, display
indications, or markings indicating a limitation exists.
Airplane General
Operational Limitations
General Operating Limits
Ships 3101-3110 Ships 3701-3771
# Maximum Takeoff and 10 knots, or as permitted by Delta 10-0 special pages.
Landing Tailwind
Component
# Maximum Operating 41,000 ft.
Altitude
# Maximum Takeoff and 10,000 ft. 8,400 ft.
Landing Altitude
Overwing Exits
# Installation of handle covers on the overwing exits must be verified prior to
departure whenever passengers are carried.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 L.10.1
Limitations -
Operating Limitations
737NG Operations Manual
Penetration Airspeed
# Severe turbulent air penetration speed is 280 KIAS/.76M.
Maximum Weight Limitations
Weights Ships 3101-3110 Ships 3701-3771
Maximum Taxi Weight 155,000 173,000
(MTW)
Maximum Takeoff Weight 154,500 172,500
(MTOW)
Maximum Landing Weight 129,200 146,300
(MLW)
Maximum Zero Fuel 121,700 136,000
Weight (MZFW)
Ships 3101-3110
Note: Minimum Takeoff Weight – 125,000 lbs. (with 26K full rate thrust). Lower
minimum takeoff weights that account for the actual pressure altitude and
outside air temperature may be authorized using AWABS or the ODM.
Air Systems
Pressurization
Maximum cabin differential pressure (relief valves) is 9.1 PSI.
Maximum differential pressure for takeoff and landing is 0.125 PSI (236 feet
below airport pressure altitude).
Copyright © Delta Air Lines, Inc. See title page for details.
L.10.2 June 9, 2008
Limitations -
Operating Limitations
737NG Operations Manual
Anti–Ice, Rain
Engines
# Engine TAI must be on when icing conditions exist or are anticipated, except
during climb and cruise below -40°C SAT.
Wings
# Do not operate wing anti-ice on the ground when the OAT is above 10°C (50°F).
Autoland
Wind Speeds
# Maximum allowable wind speeds for autoland operations:
# Headwind 25 knots
# Crosswind 20 knots
# Tailwind 10 knots
Flap Settings
# The autoland capability may only be used with flaps 30 or 40 and both engines
operative.
Ships 3101-3110
Autoland capability may only be used to runways at or below 8,400 ft pressure
altitude.
Communications
VHF
ATC Communications
Ships 3701-3707
Do not use VHF–3 for ATC communications if audio entertainment system is in
use.
Ships 3725-3740 & 3745-3760
Do not use VHF–3 (if installed for voice communication) for ATC
communications with ACARS operational.
HF
Ships 3701-3715
If one HF radio is selected for transmission, deselect the other HF radio on all
audio select panels.
Prohibited Frequencies
Ships 3701-3771
Flights predicated on the use of the following frequencies (MHz) are prohibited:
29.490, 29.489.
Copyright © Delta Air Lines, Inc. See title page for details.
L.10.4 June 9, 2008
Limitations -
Operating Limitations
737NG Operations Manual
Ships 3701-3771
Flights predicated on the use of the following HF frequencies are prohibited:
• 11.133 MHz • 22.434 MHz
• 22.683 MHz • 22.766 MHz.
Ship 3725
Flights predicated on the use of HF frequency 16.141 MHz are prohibited.
Ship 3733
Flights predicated on the use of HF frequencies 9.673 and 9.674 MHz are
prohibited.
Aircraft Communications Addressing and Reporting System
The ACARS is limited to the transmission and receipt of messages that will not
create an unsafe condition if the message is improperly received, such as the
following conditions:
• the message or parts of the message are delayed or not received,
• the message is delivered to the wrong recipient, or
• the message content may be frequently corrupted.
However, Pre-Departure Clearance, Digital Automatic Terminal
Information Service, Oceanic Clearances, Weight and Balance and
Takeoff Data messages can be transmitted and received over ACARS if
they are verified per approved operational procedures.
Engines, APU
Engines
Engine Limit Display Markings
Maximum and minimum limits are red.
Caution limits are amber.
Note: The published operating limits for engines relate to predefined normal and
abnormal operations. However, if any crew finds itself in a life-threatening
situation which requires an application of thrust beyond the certified
takeoff limits, they can feel confident that the engine(s) will operate
satisfactorily for whatever reasonable time is required to maintain safe
control of the aircraft.
EGT Limits
Takeoff Top of Amber Arc (5 Minutes) *
Maximum Continuous Top of White Arc
Starting - Ground/Flight EGT Start Limit Line
* 10 minutes allowed in the event of loss of thrust on one engine during takeoff.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 L.10.5
Limitations -
Operating Limitations
737NG Operations Manual
Engine Ignition
# Engine ignition must be on for:
• takeoff
• landing
• operation in heavy rain
• anti-ice operation.
Engine Oil
# If engine oil pressure is in the yellow band with takeoff thrust set, do not takeoff.
Reverse Thrust
# Intentional selection of reverse thrust in flight is prohibited.
APU
Operating Altitudes
# Inflight - APU bleed + electrical load: maximum altitude 10,000 ft.
# APU bleed: maximum altitude 17,000 ft.
# APU electrical load: maximum altitude 41,000 ft.
Flight Controls
# Max flap extension altitude is 20,000 ft.
# Holding in icing conditions with flaps extended is prohibited.
# Do not use the speedbrakes in flight at radio altitudes less than 1,000 feet.
# In flight, do not extend the speedbrake lever beyond the FLIGHT DETENT.
Avoid rapid and large alternating control inputs, especially in combination with
large changes in pitch, roll, or yaw (e.g. large side slip angles) as they may result
in structural failure at any speed, including below VA (maneuvering speed).
Non–AFM Operational Information
Note: The following items are not AFM limitations, but are provided for flight
crew information.
Alternate Flap Duty Cycle
Flap Position Minutes Off
0 – 15 5
greater than 15 25
Copyright © Delta Air Lines, Inc. See title page for details.
L.10.6 June 9, 2008
Limitations -
Operating Limitations
737NG Operations Manual
# For manual CAT II or CAT III approach and landing, AIII mode must be selected
and the autopilot (A/P) and autothrottle (A/T) must be disengaged prior to 500
feet above TDZE.
# Landing flaps 30 or 40 with both engines operative.
# Landing flaps 15 with one engine operative.
Do not use at latitudes greater than 85° latitude.
Non–AFM Operational Information
Note: The following items are not AFM limitations, but are provided for flight
crew information.
Altimeters
Altitude Display Limits for RVSM Operations
The maximum allowable on-the-ground altitude display differences for RVSM
operations are:
Field Elevation Max Difference Between Max Difference Between
Captain & F/O Captain or F/O & Field Elevation
Sea Level to 5,000 feet 50 feet 75 feet
5,001 to 10,000 feet 60 feet 75 feet
The maximum allowable in-flight difference between Captain and First Officer
altitude displays is 200 feet.
Standby altimeters do not meet altimeter accuracy requirements of RVSM
airspace.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 L.10.7
Limitations -
Operating Limitations
737NG Operations Manual
Fuel System
Prohibited Fuel Types
The use of Wide Cut Fuels per Class B of GE Specification D50TF2,
JP-4 or Jet B, is prohibited.
Temperatures
Maximum tank fuel temperature: 49°C.
Minimum inflight tank fuel temperature: 3°C above the freezing point of the fuel
being used or -43°C, whichever is higher.
Fuel Balance
# Lateral imbalance between main tanks 1 and 2 must be scheduled to be zero.
Random fuel imbalance must not exceed 1,000 lbs for taxi, takeoff, flight or
landing.
Warning Systems
Look-Ahead Terrain Alerting (GPWS)
Do not use the terrain display for navigation.
Copyright © Delta Air Lines, Inc. See title page for details.
L.10.8 June 9, 2008
Limitations -
Operating Limitations
737NG Operations Manual
Do not use the look-ahead terrain alerting and terrain display functions:
• within 15 nm of takeoff, approach or landing at an airport not contained in
the GPWS terrain database
• during QFE operations.
Note: Crews will be notified of airports not included in the database via EFCB
and/or flight plan remarks.
Traffic Alert and Collision Avoidance System (TCAS)
Pilots are authorized to deviate from their current ATC clearance to the extent
necessary to comply with a TCAS resolution advisory.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 L.10.9
Limitations -
Operating Limitations
737NG Operations Manual
Intentionally
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L.10.10 June 9, 2008
737NG Operations Manual
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NP.TOC.0.2 June 9, 2008
Normal Procedures -
Table of Contents
737NG Operations Manual
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Intentionally
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NP.TOC.0.4 June 9, 2008
737NG Operations Manual
Normal Procedures
Normal procedures are used by the trained flight crew to ensure airplane condition
is acceptable and that the flight deck is correctly configured for each phase of
flight. These procedures assume all systems are operating normally and automated
features are fully utilized. The procedures also assume that systems are not
deactivated unless directed by procedure or required by an emergency situation.
Procedures are performed from recall and follow a panel flow. Checklists are used
to verify that critical items affecting safety have been accomplished. These
procedures are designed to minimize crew workload and are consistent with flight
deck technology.
During accomplishment of procedures, it is the crew member’s responsibility to
ensure proper system response. If an improper indication is noted, first verify that
the system controls are properly positioned. Then, if necessary, check the
appropriate circuit breaker(s), and test related system light(s).
Before engine start, individual system lights are used to verify system status. If an
individual system light is indicating an improper condition prior to engine start,
determine if the condition may affect dispatch and require maintenance action or
FCOM Template 12/12/98
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.1
Normal Procedures -
Introduction
737NG Operations Manual
After engine start, the MASTER CAUTION system, annunciator lights, and alerts
are used as the primary means to alert the crew to a non-normal system condition.
Illumination of the MASTER CAUTION and system annunciator lights requires
accomplishment of the appropriate non–normal procedure. Upon completion of
the procedure and prior to takeoff, the Mechanical Dispatch Manual (MDM)
should be consulted to determine if MEL relief is available.
The panel illustrations in this section describe the amplified procedures preflight
panel flow and areas of responsibility during flight. A normal panel flow is
encouraged; however, certain items may be handled in the most logical sequence
for existing conditions.
General phase of flight responsibilities are as follows:
Pilot flying (PF):
• flight path and airspeed control
• airplane configuration
• navigation.
Pilot Monitoring (PM):
• checklist reading
• communications
• tasks requested by PF
• start levers and fire switches (with PF concurrence).
Phase of flight duties, beginning with the Takeoff Procedure and ending with
completion of the Landing Roll Procedure, are presented in table form in the
appropriate procedures section.
The First Officer, when flying the airplane, performs the duties listed under PF,
and the Captain performs those duties listed under PM.
Note: During flight with the autopilot engaged, the PF is primarily responsible
for updating the mode control panel. However, the PM may update the
mode control panel as directed by the PF. During manual flight, the PM
should manipulate the mode control panel as required.
The Captain retains final authority for all actions directed and performed.
Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.2 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.3
Normal Procedures -
Introduction
737NG Operations Manual
CREW DUTIES C F PF PM
FLIGHT PLANNING
Sign In • •
Confirm passports, visas, and/or appropriate •
documentation are current and in possession (see FOM)
Review flight plan, weather and route information • •
Flight attendant (Flight Leader) briefing •
FLIGHT DECK PREPARATION
Check aircraft logbook • •
Align and initialize IRSs •
Verify correct initialization •
Load routing, performance, winds and climb profile into •
FMS
Verify correct routing (including all Class II waypoints) •
(N) Perform HF Selcal checks (as required) •
(N) Receive security briefing •
(N) Check final documents on board •
Departure ATIS •
ATC clearance • •
Radio closeout (as required) • •
Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.4 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual
CREW DUTIES C F PF PM
Departure briefing •
TAXI AND BEFORE TAKEOFF
Taxi clearance •
Takeoff briefing •
Check aircraft position on ND • •
Ensure minimum fuel for takeoff •
CRUISE
Send company reports (as required) •
Complete enroute items (ETAs, Fuel, etc.) on flight plan •
(N) Perform nav accuracy checks •
Log results of nav accuracy and RVSM check (if required) •
PA announcements •
Obtain oceanic clearance (as required) •
Update enroute, ETP, destination, & alternate airport •
weather
Monitor enroute fuel temperatures • •
(N) Perform enroute HF SELCAL checks (as required) •
APPROACHING WAYPOINT
Read from flight plan to PF next way point, distance and •
zone time.
Confirm from FMS next waypoint desired, distance and •
zone time.
WAYPOINT PASSAGE
Read LNAV, and altimeters to PF •
Confirm LNAV and altimeters •
Complete AIREP data and HOWGOZIT •
Transmit position report •
Continued on next page
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.5
Normal Procedures -
Introduction
737NG Operations Manual
CREW DUTIES C F PF PM
APPROACH AND LANDING
Arrival ATIS •
Review STAR and altitude restrictions • •
Review approach plate • •
Approach briefing •
Ground control communications •
Ramp control communications •
POSTFLIGHT
Perform ACARS postflight •
Submit time report (as required) •
Log book entries •
Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.6 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.10.7
Normal Procedures -
Introduction
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.8 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual
Standard Callouts
The callouts in the following table are for normal line operations. During takeoffs
and approaches, the Pilot Monitoring (PM) will monitor flight mode annunciator
progression.
Some callouts are made automatically by aircraft aural systems. When a required
callout is made automatically, it may be omitted by the appropriate crew member.
On any approach, when the Pilot Flying (PF) can maintain visual contact with the
runway, the “APPROACHING MINIMUMS” and “MINIMUMS” callouts are
not required. On non-ILS and CAT I approaches, the PM will annunciate visual
cues. On CAT II and CAT III approaches, the Captain will annunciate visual cues.
Note: White and amber landing altitude reference bars on the PFD altimeter tape
are based on height above touchdown, and may be used to approximate
AGL at most airports.
Note: If the Radio Altimeter is inoperative, reference the barometric altimeter for
the “1,000” and “500” callouts.
The following callouts will be verbalized by the appropriate crew member:
TAKEOFF
Condition Crew Member Callout
• At 80 KIAS when THR PM “80 KNOTS, THROTTLE
HLD annunciated, if HOLD, ENGINE
autothrottles used. INSTRUMENTS
If autothrottles not CHECKED”
used, THR HLD will
When PM announces “80
not be annunciated.
KNOTS”, the PF should
silently verify that his airspeed
indicator is operating properly.
• At V1, VR and V2. PM “V1” - “VR” - “V2”
• At positive rate of PM “POSITIVE RATE”
climb.
CLIMB
Condition Crew Member Callout
• 1,000 feet below each PM “OUT OF ___ FOR ___”
assigned altitude.
• Approaching transition PM “STANDARD,
altitude. CROSSCHECKED”
DESCENT
Condition Crew Member Callout
• 1,000 feet above each PM “OUT OF ___ FOR ___”
assigned altitude.
• Approaching transition PM “___ , CROSSCHECKED”
level.
ALL APPROACHES
Condition Crew Member Callout
• Any significant PM “BUG ± ___” or
deviation from planned “SINK ____”, etc.
flight path, airspeed or
descent rate.
• At approximately PM “1,000, CLEARED TO
1,000 AGL LAND” or
“1,000, NO LANDING
CLEARANCE”
• At approximately 500 PM “500”
AGL
• Below 500 feet AGL PM “SINK ___”
Any descent exceeding
1,000 feet per minute.
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August 31, 2007 NP.10.11
Normal Procedures -
Introduction
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.12 June 9, 2008
Normal Procedures -
Introduction
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.13
Normal Procedures -
Introduction
737NG Operations Manual
AUTOLAND APPROACHES
Condition Crew Member Callout
• When annunciated PM “FLARE ARMED”
FLARE (white).
Approximately 500
feet RA.
• When annunciated PM “FLARE CAPTURE”
FLARE (green).
Approximately 50 feet
RA.
• When annunciated PM “RETARD”
RETARD.
Approximately 27 feet
RA.
• If off centerline during PM “STEER RIGHT” or “STEER
rollout. LEFT” (as appropriate)
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NP.10.14 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.15
Normal Procedures -
Introduction
737NG Operations Manual
LANDING ROLL
Condition Crew Member Callout
• When SPEED PM “SPEEDBRAKES UP”
BRAKE lever (ground
spoilers) is deployed to
full UP position.
If SPEED BRAKE PM “SPEEDBRAKES NOT UP”
lever is not deployed
to full UP position.
• At 60 KIAS. PM “60 KNOTS”
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NP.10.16 August 31, 2007
Normal Procedures -
Introduction
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N47324W 122123
W122123
ELT
ELT ARM
ARM
ON
ON GPS
1 2
1
L R
PSEU
1 2
4
165 165
03
2730
6 912
151821
A/T
A/T
2
A/T
7
8 VHF 3 VHF 3
Preflight
Procedure-
PF VHF 3
ATC1
IDENT
ACARS
Preflight 9
EVENT
STAB TRIM
PRINT
CAB DOOR
Procedure-
PM
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August 31, 2007 NP.10.17
Normal Procedures -
Introduction
737NG Operations Manual
2 1
3 2
4 3
5 MODE
H STBY
G RWY
1 2 3
4 5 6
Preflight
S
G/S 7 8 9
ENTER
0 TEST
FAULTCLR
BRTDIM
+ -
Procedure-
Captain
Preflight
Procedure-
First Officer
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NP.10.18 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual
N47324W122123
1 2
ELT
ELT ARM
ON
GPS
L R
PSEU
1 2
165 165
03
2730
6 912
151821
IDLE
5 5
STAB TRIM
MAIN AUTO
CUTOFF ELECTNORMAL
PILOT
1 2
A/T
A/T
2
A/T
CUT
OUT
(PF) area of
responsibility
Pilot Monitoring MODE
H STBY
G RWY
S
G/S
1 2 3
4 5 6
7 8 9 VHF 3
A
T
C
ATC1
IDENT
of responsibility ACARS
EVENT PRINT
STAB TRIM CAB DOOR
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August 31, 2007 NP.10.19
Normal Procedures -
Introduction
737NG Operations Manual
Intentionally
Blank
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NP.10.20 August 31, 2007
737NG Operations Manual
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June 9, 2008 NP.20.1
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NP.20.2 June 9, 2008
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June 9, 2008 NP.20.3
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NP.20.4 June 9, 2008
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Inspection Route
2
START
1 3
END
4
9 7
8
Left Forward Fuselage
Probes, sensors, ports, vents, and drains (as applicable) ............... Check
Doors and access panels (not in use) ...........................................Latched
Nose
Radome .......................................................................................... Check
Conductor straps - Secure
Forward E and E door ....................................................................Secure
Nose Wheel Well
Tires and wheels ............................................................................ Check
Exterior light .................................................................................. Check
Gear strut and doors ....................................................................... Check
Nose wheel steering assembly ....................................................... Check
Nose gear steering lockout pin ................................................ As needed
Gear pin ................................................................................... As needed
Nose wheel spin brake (snubbers) ............................................... In place
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June 9, 2008 NP.20.5
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NP.20.6 June 9, 2008
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June 9, 2008 NP.20.7
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737NG Operations Manual
Ships 3701-3771
Tail skid .......................................................................................... Check
Verify that the tail skid is not damaged.
Note: The tailskid cartridge must be replaced if no green color is
visible on the compression warning decal, or the tailskid
shoe is worn to the wear dimples.
Horizontal stabilizer and elevator .................................................. Check
Static discharge wicks .................................................................... Check
Strobe light ..................................................................................... Check
APU cooling air inlet and exhaust outlet ....................................... Check
Left Aft Fuselage
Doors and access panels (not in use)........................................... Latched
Probes, sensors, ports, vents, and drains (as applicable) ................ Check
Left Main Gear
Tires, brakes and wheels ................................................................ Check
Verify that the wheel chocks are in place as needed.
Note: If brake wear indicator pins are even with brake housing
when brakes are set, check with maintenance.
Gear strut, actuators, and doors ...................................................... Check
Hydraulic lines .............................................................................. Secure
Gear pin ................................................................................... As needed
Left Main Wheel Well
Wheel well ..................................................................................... Check
Note: Check hydraulic units, hydraulic lines, control cables and fire
detection elements for damage, leakage and security.
Engine fire bottle pressure ............................................................. Check
Left Wing Tip and Trailing Edge
Aileron and trailing edge flaps ....................................................... Check
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NP.20.8 June 9, 2008
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June 9, 2008 NP.20.9
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NP.20.10 June 9, 2008
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NP.20.14 June 9, 2008
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June 9, 2008 NP.20.15
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Ships 3701-3771
RECIRCULATION FAN switches – AUTO
Engine BLEED air switches – ON
Ships 3101-3110
Verify that the PACK TRIP OFF lights are extinguished.
Ships 3701-3771
Verify that the PACK lights are extinguished.
Verify that the WING–BODY OVERHEAT lights are extinguished.
Verify that the BLEED TRIP OFF lights are extinguished.
If a ground air conditioning/heating source is available:
Refer to Supplementary Procedures, Air Systems section, Air
Conditioning/Heating with Ground Conditioned Air.
If APU bleed air is required for air conditioning/heating:
APU ............................................................................ As required
Refer to Supplementary Procedures, Air Systems section, Air
Conditioning/Heating with APU Pneumatic Air.
If APU not operating:
Refer to Supplementary Procedures, Electrical section,
Electrical Power Up procedure.
If pneumatic air cart is required for air conditioning/heating:
Refer to Supplementary Procedures, Air Systems section, Air
Conditioning/Heating with Ground Pneumatic Air Cart.
Cabin pressurization panel .................................................................. Set
Verify that the AUTO FAIL light is extinguished.
Verify that the OFF SCHED DESCENT light is extinguished.
FLIGHT ALTITUDE indicator – Cruise altitude
LANDING ALTITUDE indicator – Destination field elevation
Set to nearest 50 foot increment.
Pressurization mode selector – AUTO
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NP.20.16 June 9, 2008
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June 9, 2008 NP.20.17
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June 9, 2008 NP.20.19
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NP.20.20 June 9, 2008
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NP.20.22 June 9, 2008
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June 9, 2008 NP.20.23
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NP.20.24 June 9, 2008
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June 9, 2008 NP.20.27
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June 9, 2008 NP.20.29
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NP.20.30 June 9, 2008
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June 9, 2008 NP.20.33
Normal Procedures -
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737NG Operations Manual
Pushback/Start Procedure
All appropriate procedure items will be completed prior to aircraft
movement.
WARNING: If nose gear steering lockout pin is not installed,
hydraulic system A must be depressurized prior to
moving aircraft. Possible injury to ground personnel
and damage to nose gear may be prevented.
The Captain calls “PUSHBACK START checklist”
Exterior Doors ............................................................................... Closed
All exterior door annunciator lights – Extinguished
“Cabin is ready for pushback” verbal ........Received from Flight Leader
Flight deck access system switch ................................................. NORM
Switch down, guard down.
Flight deck door ..........................................................Closed and locked
Verify the AUTO UNLK and LOCK FAIL lights are extinguished.
Flight interphone contact with ground crew ............................. Establish
Hydraulic panel ................................................................................... Set
If pushback is needed and the nose gear steering lockout pin is not
installed:
WARNING: Do not pressurize hydraulic system A.
Unwanted tow bar movement can occur.
System A HYDRAULIC PUMP switches – OFF
Verify that the system A pump LOW PRESSURE lights are
illuminated.
System B electric HYDRAULIC PUMP switch – ON
Verify that the system B electric pump LOW PRESSURE light
is extinguished.
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NP.20.34 June 9, 2008
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June 9, 2008 NP.20.35
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NP.20.36 June 9, 2008
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June 9, 2008 NP.20.37
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June 9, 2008 NP.20.39
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NP.20.40 June 9, 2008
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June 9, 2008 NP.20.41
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737NG Operations Manual
Taxi Procedure
After the Agent’s salute is accepted:
Exterior lights ................................................................................ Set
Refer to Flight Operations Manual, Chapter 3, Exterior Lights
Usage.
TAXI lights switch - AUTO
Note: Due to heat buildup, the fixed landing and runway turnoff
lights should not be on at the same time when the aircraft
is on the ground and stopped.
Flaps .............................................................. ____, ____, Green light
Flap position indicator and FLAP lever – Set for takeoff
LE FLAPS EXT green light – Illuminated
When clear of congested areas:
The Captain calls “TAXI CHECKLIST.”
Flight controls ........................................................................... Check
The Captain will move the rudder pedals to full travel in both
directions and verify:
• freedom of movement
• that the rudder pedals return to center.
Note: Hold the nose wheel steering wheel during the rudder
check to prevent nose wheel movement.
The First Officer will move the control wheel and the control
column to full travel in both directions and verify:
• freedom of movement
• that the controls return to center.
The Captain and First Officer will each respond “CHECKED”
during TAXI checklist accomplishment.
The First Officer reads the TAXI checklist.
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NP.20.42 June 9, 2008
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June 9, 2008 NP.20.43
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June 9, 2008 NP.20.45
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Intentionally
Blank
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June 9, 2008 NP.20.47
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Takeoff Procedure
PILOT FLYING PILOT MONITORING
Advance the thrust levers to
approximately 40% N1.
Allow the engines to stabilize.
Push the TO/GA switch. Verify proper mode annunciation.
Verify the correct takeoff thrust is set.
Monitor the engine instruments during
the takeoff. Call out any abnormal
indications.
Adjust takeoff thrust before 60 knots
as needed.
During strong headwinds, if the thrust
levers do not advance to the planned
takeoff thrust by 60 knots, manually
advance the thrust levers.
After takeoff thrust is set, the captain’s hand must be on thrust levers until V1.
Monitor airspeed. Monitor airspeed and call out any
Maintain light forward pressure on the abnormal indications.
control column.
Verify 80 knots. Call “80 KNOTS, THROTTLE
HOLD, ENGINE INSTRUMENTS
CHECKED.”
Verify V1 speed. Verify the automatic V1 callout or call
“V1.”
At VR, rotate toward 15° pitch At VR call “VR.”
attitude. After liftoff, follow F/D At V2 call “V2.”
commands.
Monitor airspeed and vertical speed.
CAUTION: Early or rapid When a positive rate of climb (baro
rotation may altimeter) is indicated, call
cause tail strike. “POSITIVE RATE.”
Establish a positive rate of climb.
When a positive rate of climb is Position the landing gear lever UP
announced by PNF: when requested.
Call “GEAR UP” and continue
rotation to takeoff pitch attitude.
Above 400 feet RA: Select or verify roll mode.
Call appropriate roll mode as required. Verify proper mode annunciation.
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NP.20.48 June 9, 2008
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June 9, 2008 NP.20.49
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NP.20.50 June 9, 2008
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June 9, 2008 NP.20.51
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Descent Procedure
PILOT FLYING PILOT MONITORING
Seat belt lights ON.
Ships 3101-3110
Set the affected center tank fuel pump
switch to OFF when a center tank fuel
pump LOW PRESSURE light
illuminates.
Set both center tank fuel pump
switches to OFF when a center tank
fuel pump LOW PRESSURE light
illuminates if the center tank is empty.
If established in a level flight attitude,
for an extended period of time with
usable fuel in the center tank and a
center tank fuel pump switch(es) OFF,
set the center tank fuel pump
switch(es) to ON again.
Set the affected center tank fuel pump
switch to OFF when a center tank fuel
pump LOW PRESSURE light
illuminates.
Set both center tank fuel pump
switches to OFF when a center tank
fuel pump LOW PRESSURE light
illuminates if the center tank is empty.
Ships 3701-3771
During descent, position one center
tank fuel pump switch OFF when
center tank fuel quantity reaches
approximately 3,000 pounds. Open the
crossfeed valve to minimize fuel
imbalance.
Turn the remaining center tank fuel
pump switch OFF without delay and
close the crossfeed valve when the
Master Caution and FUEL system
annunciator illuminate.
Continued on next page
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NP.20.52 June 9, 2008
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Approach Procedure
PILOT FLYING PILOT MONITORING
Update the arrival and approach procedures as needed. Update the RNP as
needed.
Set and crosscheck flight and nav instruments.
For a BCRS approach, enter the front course in the MCP COURSE window. Do
not select VOR/LOC.
Set or stow HUD.
Refer to Supplementary Flight Instruments, Displays section, HUD Guided
Approach
Set and identify navigation radios for approach.
Cycle the CHIME switch twice.
Set altimeters to local setting and crosscheck.
Call “APPROACH checklist.” Read the APPROACH checklist.
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NP.20.54 June 9, 2008
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Go–Around Procedure
PILOT FLYING PILOT MONITORING
At the same time: Position the FLAP lever to 15 and
• push the TO/GA switch monitor flap retraction
• call “FLAPS 15.”
Verify:
• the rotation to go–around attitude
• that the thrust increases
• proper mode annunciation.
Verify that the thrust is sufficient for
the go-around or adjust as needed.
When a positive rate of climb (baro
altimeter) is indicated, call
“POSITIVE RATE.”
When a positive rate of climb is Position the landing gear lever UP
announced by PNF: when requested.
Call “GEAR UP” and continue
rotation to takeoff pitch attitude.
Verify that the missed approach
altitude is set.
Above 400 feet RA: Select roll mode as directed.
Verify or call for appropriate roll mode Verify proper mode annunciation.
and verify proper mode annunciation.
Verify that the missed approach route is tracked.
At acceleration height, call “FLAPS Set the FLAP lever as directed.
___” according to the flap retraction Monitor flaps and slats retraction.
schedule.
If desired, after flap retraction to the
planned flap setting, remain in TO/GA
or select LVL CHG. VNAV may be
selected if the flaps are up.
Verify that the missed approach altitude is captured.
Set the landing gear lever to OFF after
landing gear retraction is complete.
Set the engine start switches as needed.
Call “AFTER TAKEOFF Read the AFTER TAKEOFF checklist.
CHECKLIST.”
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NP.20.60 June 9, 2008
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NP.20.64 June 9, 2008
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Shutdown Procedure
After the airplane has come to a complete stop:
The Captain calls “SHUTDOWN checklist.”
Parking brake .................................................................... As required
If parking brake is set:
Parking brake warning light - Illuminated.
FASTEN BELTS switch .............................................................. OFF
APU .................................................................................. As required
Electrical ............................................................................... Establish
Verify APU powering busses. If APU is not to be used, connect
external power.
Engine start levers ............................................................... CUTOFF
If possible, after high thrust operation, including reverse thrust,
run the engines at or near idle for three minutes before shutdown
to cool the engine hot sections. Time at or near idle, such as
taxiing before shutdown, is applicable to this three minute
period. If needed, the engines may be shut down with a one
minute cooling period. Routine cool down times of less than
three minutes before shutdown are not recommended.
Transponder .............................................................................. STBY
ANTI COLLISION light switch ................................................. OFF
Exterior lights ................................................................... As required
FUEL PUMP switches ..................................................... As required
CAUTION: Do not operate the center tank fuel pumps with
the flight deck unattended.
Flight deck lights ................................................................As desired
WINDOW HEAT switches ............................................ As required
PROBE HEAT switches ............................................................ OFF
WING and ENGINE ANTI–ICE switches .................................. OFF
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June 9, 2008 NP.20.65
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June 9, 2008 NP.20.67
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Secure Procedure
Only accomplish the Secure Checklist when:
• requested by Maintenance or Operations.
• the aircraft is to remain for several hours, or
• the aircraft is to remain overnight.
When operating the last flight of the day into a limited or
non-maintenance station, accomplish the following:
• If a maintenance discrepancy is noted and entered in the logbook,
the MCC must be contacted through the Dispatcher as soon as
possible to facilitate corrective action and avoid delays. If a flight
crew placard is applicable, it should be installed prior to departing the
aircraft.
• Perform a postflight walk around. Emphasis should be placed on tire
condition, fluid leaks, oil quantity and possible airframe or control
surface damage.
• If the aircraft will layover in cold weather, ensure it is configured as
described in Supplementary Procedures, Section 16, Adverse
Weather, Secure Procedure.
The Captain calls “SECURE checklist.”
Stabilizer Trim ....................................................................... As required
Refer to the Supplementary Procedures, Adverse Weather section,
Cold Weather Operations, Secure Procedure.
IRS mode selectors ............................................................................OFF
Selectors must be OFF for 30 seconds prior to removing electrical
power.
Ships 3101-3110
CAB/UTIL power switch ..................................................................OFF
Ships 3101-3110
IFE/PASS SEAT power switch .........................................................OFF
Ships 3701-3771
GALLEY power switch ....................................................................OFF
EMERGENCY EXIT lights switch ..................................................OFF
Air conditioning PACK switches ......................................................OFF
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NP.20.68 June 9, 2008
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Ships 3701-3771
TRIM AIR switch ............................................................................. OFF
HUD combiner ............................................................... Cover and Stow
Install the combiner’s protective cover.
Raise the combiner to its stowed position.
APU/External power.............................................................. As required
If electrical power is not required:
Accomplish Supplementary Procedures, Electrical section,
Electrical Power Down procedure.
If only ground service power is required:
GROUND POWER switch - OFF
GROUND SERVICE switch - Latched
Located on the forward Flight Attendant panel.
BATTERY switch - OFF
The First Officer reads the SECURE checklist.
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August 31, 2007 NP.30.1
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NP.30.2 August 31, 2007
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June 9, 2008 NP.30.3
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NP.30.4 August 31, 2007
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August 31, 2007 NP.30.5
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NP.30.6 August 31, 2007
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August 31, 2007 NP.30.7
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NP.30.8 June 9, 2008
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June 9, 2008 NP.30.9
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NP.30.10 June 9, 2008
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June 9, 2008 NP.30.11
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Circling Approach
Weather Requirements
Use the higher of:
• Circle to land category D or the highest maximum speed published
minima, or
• 1,000 feet (300m) ceiling or HAA if higher, and 3 statute miles (4,800m)
visibility.
Minimum Descent Altitude MDA(H)
Use the higher of:
• Published MDA(H) or
• Airport elevation plus 1,000 feet (300m).
General Considerations
• Use autopilot, autothrottles, and flight director if available to reduce
workload during the circling maneuver
• Set established MDA(H) in the MCP altitude window
• Use approach procedures appropriate for the type of approach used to
descend to the MDA(H).
• If using an ILS approach, or a non-ILS approach with glideslope, do
not select APP mode, as it will not capture and level off at the
MDA(H). Use VNAV or V/S mode to control descent.
• Recommended configuration for descent to MDA(H) is gear down, flaps
15 with two engines operating, or gear up, flaps 5 or 10 with one engine
inoperative. Complete the configuration when level at MDA(H) prior to
descending below 1,000 feet AGL.
• Do not descend below the established MDA(H) until abeam the landing
runway and intercepting the normal visual descent profile.
• Disengage the autopilot no later than 50 feet below MDA(H).
CAUTION: Circle in the direction assigned in the approach clearance, or in
accordance with procedures in the airway manual. Circle to
avoid all obstacles and other hazards.
Continued on next page
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NP.30.12 August 31, 2007
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August 31, 2007 NP.30.13
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Area Navigation
Path Tolerance
Arcs ± 2 nm
Bearings ± 5°
Courses ± 1 dot or ± 5°
Radials ± 5°
Airways Remain within lateral confines
Target Airspeed
Target Airspeed is defined as the intended airspeed appropriate for the landing
configuration while stabilized inside the final approach fix. This airspeed is
computed from VREF speed plus the following additives:
• Operational Manual procedure additives (including non-normals) and
• Wind additives
• 1/2 the reported steady state headwind plus,
• All of the gust increment.
Normal/Special Takeoff
Maneuver Component Tolerance
Airspeed Initial climb speed - 5/ +10 knots (not
less than V2)
Assigned Heading ± 5°
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NP.30.14 August 31, 2007
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ILS Approach
Category I ILS Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
LOC Course 1/2 dot or less at DA
Glide path 1/2 dot or less at DA
Category II Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
LOC Course 1/3 dot or less at Decision Region*
Glide path 1/2 dot or less at Decision Region*
* Decision Region is defined as the region from 300 feet above the TDZE to
the minimums appropriate to the low minima approach being flown.
Category III Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
LOC Course 1/3 dot or less at Decision Region*
Glide path 1/2 dot or less at Decision Region*
* Decision Region is defined as the region from 300 feet above the TDZE to
the minimums appropriate to the low minima approach being flown.
Non-ILS Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
NDB Bearing ± 5°
LOC Course 1 dot or less*
VOR Radial 1 dot or less or ± 5°
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.30.15
Normal Procedures -
Flight Patterns
737NG Operations Manual
Circling Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
Track Runway centerline
Descent Rate Approximately 1,000 fpm prior to
500 feet AFE
Altitude at MDA published +0 to 50 feet
Visual Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
Track Runway centerline
Descent Rate Approximately 1,000 fpm prior to
500 feet AFE
Altitude 1 nm from end of runway Approximately 300 feet AFE
Copyright © Delta Air Lines, Inc. See title page for details.
NP.30.16 August 31, 2007
Note: For an immediate turn after
takeoff, maintain initial
June 9, 2008
climb speed with takeoff
flaps while maneuvering. Acceleration Height
Flight Profiles
• • • •
• • Select/verify roll mode
Copyright © Delta Air Lines, Inc. See title page for details.
Thrust Set
Normal Takeoff Profile (Distant/ICAO NADP 2)
NP.30.17
Flight Patterns
Normal Procedures -
Speed Flaps Up
Clean Configuration
NP.30.18
Initial
Initial Climb
Climb Speed
Note:
Note: For
For an
an immediate
immediate turn after
turn after After Takeoff
•• Select Checklist
CLB, CLB1 or CLB2
knots
Flight Patterns
initial •• V2+15
V2+15 to
to V2+25
V2+25 knots
takeoff,
takeoff, maintain
maintain initial (as required)
climb
climb speed
speed with takeoff
with takeoff Thrust Reduction Height • After Takeoff Checklist
Normal Procedures -
flaps
flaps while maneuvering.
while maneuvering. (normally 1,500 feet)
limits. Thrust Reduction Height • At 10,000 feet MSL, select
Follow
Follow AFDS
AFDS bank
bank limits.
ECON
(normally
• Verify thrust
1,500reduction
feet) or
• select
VerifyN1
thrust reduction or
Takeoff Roll
Takeoff Roll • Maintain
select N1V2+15 to V2+25
•• Set
Set takeoff
takeoff thrust
thrust by
by 60 knots
60 knots •• Maintain
Maintain configuration.
V2+15 to V2+25
•• Maintain
Maintain light
light forward pressure.
forward pressure. • Maintain configuration.
•• Monitor airspeed
Monitor airspeed ••
••
••
V1
V1 VR
VR
Rotate.
•• Rotate. Acceleration Height
Acceleration Height
•• (normally
(normally 3,000 feet)
3,000 feet)
737NG Operations Manual
•• Select VNAV
Select VNAV
••
••
•• •• •• •• Retract
Retract flaps
flaps on schedule
on schedule
Copyright © Delta Air Lines, Inc. See title page for details.
•• Accelerate
Accelerate to
to 250 knots
250 knots
Thrust
Thrust SetSet
Special Takeoff Profile (Close-In/ICAO NADP 1)
to Positive
Positive Rate
Rate of Climb
of Climb
•• Manually
Manually advance
advance thrust
thrust to
areas in close proximity to the departure end of an airport runway.
stabilize
stabilize at approximately
at approximately •• Position
Position gear up
gear up
40%
40% N1N1
TO/GA 400
400 Feet RA
Feet AGL
•• Push
Push TO/GA
•• Select/verify
Select/verify roll mode
roll mode
The following profile satisfies noise abatement requirements for noise sensitive
June 9, 2008
Flaps 1
On RADAR Vectors
June 9, 2008
• HDG SEL
Approaching Intercept
• Appropriate pitch mode
Heading
• Flaps 5 or Enroute to Fix
• Arm HUD • LNAV or appropriate
AIII mode Glideslope Alive roll mode
• VNAV or appropriate
ILS Approach Profile
• Disengage A/P
Localizer Capture
Copyright © Delta Air Lines, Inc. See title page for details.
Glideslope Intercept
• Heading to final
• Landing Flaps Touchdown
approach course
• Select AIII mode (as required)
• Disengage A/P
• Set missed approach altitude (Dual Autopilot)
• Landing Checklist
FAF (LOM, MKR, DME)
• Verify crossing altitude
NP.30.19
Flight Patterns
Normal Procedures -
Flaps 1
NP.30.20
On RADAR Vectors
Flight Patterns
• HDG SEL
Approaching Intercept
• Appropriate pitch mode
Heading
Normal Procedures -
Copyright © Delta Air Lines, Inc. See title page for details.
(if desired) Inbound (3 - 5 nm)
DDA-100 feet.
• Gear down
• Flaps 15
• Arm speedbrake
• Landing flaps
• Landing checklist
June 9, 2008
Flaps 1
On RADAR Vectors
June 9, 2008
• HDG SEL
Approaching Intercept
• Appropriate pitch mode
Heading
• Flaps 5 or Enroute to Fix
• LNAV or appropriate
Glide Path Alive roll mode
(or as required) • VNAV or appropriate
pitch mode
• Gear down
• Flaps 15
• Arm speedbrake
Intercept Heading FAF
• Select APP
Instrument Approach Using IAN
At DA(H)/DDA(H)
• Intercept landing profile
and disengage autopilot
737NG Operations Manual
before descending
Localizer/Final Approach below DA - 50 feet or
Copyright © Delta Air Lines, Inc. See title page for details.
DDA-100 feet.
Course Capture Glide Path Intercept
• Heading to final • Landing Flaps
approach course • Set missed approach altitude
• Landing Checklist
FAF (LOM, MKR, DME)
• Verify crossing altitude
NP.30.21
Flight Patterns
Normal Procedures -
Flaps 1
NP.30.22
On RADAR Vectors
Flight Patterns
altitude constraints.
• Intercept landing profile
and disengage autopilot
Copyright © Delta Air Lines, Inc. See title page for details.
Inbound (when required) before descending below
• Gear down DDA-100 feet.
• Flaps 15
• Arm speedbrake
• Landing flaps
• Landing checklist
June 9, 2008
Prior to FAF
June 9, 2008
Turning Base MCP Altitude/MDA(H)
• Landing flaps (1,000 feet minimum) • Select roll mode
(if not previously selected) • Verify ALT HOLD • Set appropriate
• Landing checklist • Set missed approach altitude MDA(H)
• Start descent as required • Select HDG SEL in MCP
• Select VNAV or V/S
(as required)
• Gear down
Circling Approach Profile
• Flaps 15
• Arm speedbrake
• Flaps 15 landing
• Landing checklist
Copyright © Delta Air Lines, Inc. See title page for details.
approach.
NP.30.23
Flight Patterns
Normal Procedures -
Turning Base or
NP.30.24
Entering downwind
5nm from runway (straight-in) • Flaps 5
Flight Patterns
• Gear down
• Flaps 15
Normal Procedures -
• Arm speedbrake
• Start descent as required
• Flaps 15 landing
• Landing checklist
Visual Traffic Pattern Profile
1,500 Feet
Base (traffic pattern) or
3 green gear lights (straight-in) 500 feet
• Landing flaps • Stabilized on profile
(if not previously selected) 2 NM
• Landing checklist
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
Flaps 5 3 NM
June 9, 2008
Above 400 feet RA After Desired Flaps Set and At or Above
• Select/verify roll mode Flap Maneuvering Speed
June 9, 2008
• Verify missed approach • Verify route tracking and altitude capture
altitude set • Accomplish After Takeoff checklist
Initiation
• Push TO/GA
• Select or verify Flaps 15
• Verify go-around attitude
• Verify/adjust thrust as necessary
• Positive rate of climb-Position gear up
Copyright © Delta Air Lines, Inc. See title page for details.
Note: Any time the airspeed is below Note: For a manual go-around
Missed Approach/Go Around Profile - All Approaches
NP.30.25
Flight Patterns
Normal Procedures -
Normal Procedures -
Flight Patterns
737NG Operations Manual
Intentionally
Blank
Copyright © Delta Air Lines, Inc. See title page for details.
NP.30.26 June 9, 2008
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.TOC.0.1
Supplementary Procedures -
Table of Contents
737NG Operations Manual
Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
Aircraft Communication Addressing and Reporting System
(ACARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
Pre-Departure Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
Digital-Automatic Information Service . . . . . . . . . . . . . . . . . SP.5.1
Company Communications Sequence . . . . . . . . . . . . . . . . . . SP.5.1
Menu Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3
Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.5
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.7
Copyright © Delta Air Lines, Inc. See title page for details.
SP.TOC.0.2 June 9, 2008
Supplementary Procedures -
Table of Contents
737NG Operations Manual
Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1
Electrical Power Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1
Electrical Power Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.3
Standby Power Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.3
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2
Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.3
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.4
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.4
IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.5
Full Alignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.5
Align Light(s) Flashing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.6
Fast Realignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.7
Inadvertent Selection of Attitude Mode
(while on the ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.8
ISDU Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.8
Lateral Navigation (LNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.9
Proceeding Direct to a Waypoint (overwrite) . . . . . . . . . . . . SP.11.9
Intercepting a Leg (Course) to a Waypoint . . . . . . . . . . . . . . SP.11.9
Route Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.9
Route Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.10
Linking a Route Discontinuity . . . . . . . . . . . . . . . . . . . . . . SP.11.10
Determining ETA and Distance to Cross Radial
(Bearing) or Distance from a Fix . . . . . . . . . . . . . . . . . . . . SP.11.10
Changing Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.11
Entering Holding Fix Into Route . . . . . . . . . . . . . . . . . . . . . SP.11.11
Exiting Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.12
Intercepting a Leg (Radial) from a Waypoint . . . . . . . . . . . SP.11.12
Airway Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.13
Along Track Displacement . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.14
Entering Created Waypoints on the Route or Route
Legs Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.14
Entering Created Waypoints on the Nav Data Pages. . . . . . SP.11.15
Deleting Created Waypoints on the Nav Data Pages. . . . . . SP.11.16
Entering a Crossing Radial (Bearing) or Distance
from a Fix as a Route Waypoint . . . . . . . . . . . . . . . . . . . . . SP.11.17
Entering a Lateral Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.18
Change SID or Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.18
Change STAR, PROF DES, or APP . . . . . . . . . . . . . . . . . . SP.11.19
Delete Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.19
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.TOC.0.5
Supplementary Procedures -
Table of Contents
737NG Operations Manual
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1
Fuel Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1
Refueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2
Fuel Load Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2
Fuel Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2
Normal Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2
Refueling with Battery Only . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2
Refueling with No AC or DC Power Source
Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.3
Ground Transfer of Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.3
Fuel Crossfeed Valve Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.4
Copyright © Delta Air Lines, Inc. See title page for details.
SP.TOC.0.8 June 9, 2008
Supplementary Procedures -
Table of Contents
737NG Operations Manual
Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.48
Severe Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.49
Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50
Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50
Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50
Guidelines for Contaminated Runways . . . . . . . . . . . . . . . . . . SP.16.52
Procedure Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.52
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.TOC.0.9
Supplementary Procedures -
Table of Contents
737NG Operations Manual
Intentionally
Blank
Copyright © Delta Air Lines, Inc. See title page for details.
SP.TOC.0.10 June 9, 2008
737NG Operations Manual
Intentionally
Blank
For a flight without a flight attendant staff (ferry flight, test flight, delivery flight,
training flight, etc.) the pilots verify the following:
• Doors - Secured and at least the Forward entry door armed
• Beverage cart - Stowed and locked in position
• Galley (coffee pots, doors, and drawers, etc.) - Secured
• Overhead bins - Closed
• Closets - Closed and locked
• Lavatories - Inspect for general security; doors closed.
After block-in, pilots must disarm all doors and partially open the main entry door,
to be fully opened by the gate agent.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.2.1
Supplementary Procedures -
Air Systems
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.2.4 June 9, 2008
Supplementary Procedures -
Air Systems
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.2.5
Supplementary Procedures -
Air Systems
737NG Operations Manual
Landing
When below 10,000 feet and starting final approach turn:
Engine BLEED air switches ........................................................OFF
Avoid high rates of descent for passenger comfort.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.2.7
Supplementary Procedures -
Air Systems
737NG Operations Manual
Intentionally
Blank
Copyright © Delta Air Lines, Inc. See title page for details.
SP.2.8 August 31, 2007
737NG Operations Manual
Requirements for use of anti-ice and operational procedures for engine and wing
anti-ice are contained in Supplementary Procedures, Adverse Weather Section
SP.16.
Surfaces.......................................................................................... Check
Visually inspect the lower and upper wing surfaces.
If there is frost or ice on the lower surface outboard of measuring stick
4, there may also be frost or ice on the upper surface. The distance that
the frost extends outboard of measuring stick 4 can be used as an
indication of the extent of the frost on the upper surface.
Takeoff with light coatings of cold-soaked fuel frost, up to 1/8 inch (3
mm) in thickness on lower wing surfaces is allowable; however, all
leading edge devices, all control surfaces, tab surfaces, winglet
surfaces (if applicable), and control balance cavities must be free of
snow, frost or ice. If the frost on the lower surface is greater than 1/8
inch (3 mm) in thickness, all ice or frost on the wings must be
removed using appropriate deicing/anti-icing procedures.
Takeoff with cold-soaked fuel frost on upper wing surfaces is not
allowable. If any frost is present on the upper wing surface, all ice or
frost on the wings must be removed using appropriate
deicing/anti-icing procedures.
FCOM Template 12/12/98
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.4.1
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
Continued from previous page
V/S thumbwheel ........................................ Set desired vertical speed
Verify FMA display:
Thrust mode (climb or descent) – MCP SPD
Pitch mode – V/S
IAS/MACH Selector ............................................... Set desired speed
Altitude Hold
Altitude HOLD switch ..................................................................... Push
Verify FMA display:
Pitch mode – ALT HOLD
Heading Select
Heading selector ....................................................... Set desired heading
Heading select switch ....................................................................... Push
Verify FMA display:
Roll mode – HDG SEL
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.4.3
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
VOR Navigation
VHF NAV radio(s) .......................................................Tune and Identify
COURSE selector ....................................................... Set desired course
When on an intercept heading to the VOR course:
VOR LOC mode switch .............................................................. Push
Verify VOR LOC armed mode annunciates.
A/P automatically captures the VOR course.
Verify VOR LOC engaged mode annunciates upon course
capture.
Note: If change to a localizer frequency is desired when captured in
the VOR mode, disengage VOR LOC mode prior to selection of
the localizer. VOR LOC mode can then be reengaged.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.4.4 June 9, 2008
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.4.6 June 9, 2008
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
At DA/DDA:
If suitable visual reference is not established, execute a missed
approach.
After suitable visual reference is established:
A/P disengage switch (if autopilot is in use) .......................... Push
Disengage the autopilot before descending below DA minus 50
feet or DDA minus 100 feet.
A Missed Approach shall be executed if any of the following occur:
• (LNAV) FMC “VERIFY POSITION” message appears
• (LNAV)“UNABLE REQ’D NAV PERF- RNP” message appears on
the navigation display or in the FMC scratchpad.
Additionally, after the FAF and runway environment not in sight:
• Aircraft exceeds the tolerances for approaches requiring raw data
monitoring (NP.30, Normal Maneuver Tolerances)
• Loss of VNAV PTH annunciation occurs
• [RNAV (RNP)] Vertical path deviation exceeds +/- 75 feet.
Ships 3701-3771 (U10.6 as installed)
• (LNAV) XTK error is greater than the required RNP value for the
approach.
Ships 3101-3110 & 3701-3771 (U10.7 as installed)
• Lateral Navigation Performance Scale (NPS) deviation alert occurs.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.4.7
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.4.8 June 9, 2008
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.4.9
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
Continued from previous page
After suitable visual reference is established:
A/P disengage switch (if autopilot is in use) ......................... Push
Disengage the autopilot before descending below DDA
minus 100 feet.
A Missed Approach shall be executed if any of the following occur:
• (LNAV) FMC “VERIFY POSITION” message appears
• (LNAV)“UNABLE REQ’D NAV PERF- RNP” message appears on
the navigation display or in the FMC scratchpad.
Additionally, after the FAF and runway environment not in sight:
• Aircraft exceeds the tolerances for approaches requiring raw data
monitoring (NP.30, Normal Maneuver Tolerances).
Ships 3701-3771 (U10.6 as installed)
• (LNAV) XTK error is greater than the required RNP value for the
approach.
Ships 3101-3110 & 3701-3771 (U10.7 as installed)
• Lateral Navigation Performance Scale (NPS) deviation alert occurs.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.4.10 June 9, 2008
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.4.11
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.4.12 June 9, 2008
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
Circling Approach
Note: Autopilot use is recommended until intercepting the landing
profile.
MCP altitude selector ..........................................................................Set
If the MDA(H) does not end in zero zero, for example 1820, set MCP
ALTITUDE window to the closest 100 foot increment above the
MDA(H).
Accomplish an instrument approach, establish suitable visual reference
and level off at MCP altitude.
Verify ALT HLD mode annunciates.
MCP altitude selector .................................Set missed approach altitude
HDG SEL switch .............................................................................. Push
Verify HDG SEL mode annunciates.
Intercepting the landing profile:
Autopilot disengage switch ......................................................... Push
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.4.13
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
Intentionally
Blank
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SP.4.14 June 9, 2008
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.1
SP.5.2
COMPANY COMMUNICATIONS
_ NOTE: All items shown on MISC MENU
ABOVE PROFILE LINE ROUTINE
Communications
IN RANGE
Communications Sequence Chart
ATIS ATIS
DIVERSION MTC COORD
INIT DATA FLT SUMMARY
INIT RQ
FLT CTRL ATIS
AIRBORNE RTN APU USE/FUEL
FUEL EN RTE DELAY
PDC (COMPANY)
OTHER
OUT IN
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
PRN PAPER OTHER AWABS OTHER
OTHER
DELAY CODE DELAY CODE
DELAY CODE
OFF ON
Menu Layout
This section provides general usage information and menu layouts for operating
the Collins ACARS unit. The system is interactive, and methods for using it are
consistent for all messages. With some experimentation and use, it will become
simple to use each feature.
Ground support for some ACARS functions is still in development and therefore
these functions should not be used. Refer to the DATA LINK INDEX menu tree
on the next page for operational functions. If in doubt about the status of an
operational message, use normal company radio procedures.
Reports can be accessed through the ACARS DATA LINK INDEX page shown
below.
HH:MM
The menu tree on the next page shows menu/submenu layout and can be
referenced to lead the flight crew to the proper pages for transmission of
desired/required reports.
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.3
SP.5.4
DATA LINK INDEX
FLT LOG
CLEARANCES ARRIVAL DELAY ENGINE RPT
Supplementary Procedures -
Copyright © Delta Air Lines, Inc. See title page for details.
LINK STATUS NOTAMS
FUEL RPT ATIS VHF CTRL SEVERE WX
FLIGHT PHASE WEATHER
VHF VOICE CNTRL
FUEL RPT
7500 RPT
FLIGHT PHASE
MAINT MENU
DOWNLINKS
★ Not functional at this time.
Advisory Messages
Alert Advisories
Alert advisories appear on the MCDU signifying that either a condition requires
attention, a function is available, or an uplink has been received. Selecting the
advisory will access the required menu. The advisories are listed below in order
from highest to lowest priority.
FAIL Internal failure of MU. Refer to the
ACARS INOP Non-Normal Checklist
in the QRH.
POWER Power interruption resulting in loss of
initialization data.
SELCAL SELCAL uplink message received.
ATC MSG ATC uplink message received.
OCEANCL ATC oceanic clearance uplink
message received.
DEPT CL ATC predeparture clearance message
received.
MESSAGE Non ATC uplink message received.
INIT Initialization data incomplete.
DATAMD Datalink attempted with ACARS in
VOICE mode or ACARS in VOICE
mode for greater than 105 seconds.
ATIS ATC ATIS message received and not
viewed.
INRANGE Alert to send the In Range Report.
ARRDLA Alert to send the Arrival Delay Report.
DEPDLA Alert to send the Departure Delay
Report.
SUMMARY Summary Report has not been sent.
PAPER Printer is out of paper.
Continued on next page
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.5
Supplementary Procedures -
Communications
737NG Operations Manual
Continued from previous page
Informational Advisories
Informational advisories appear on the MCDU indicating system status. The
advisories are listed below in order of priority.
VHF IN PROG Message is actively being sent/received.
UTC OK UTC TIME updated by uplink.
VOICE VHF is in voice mode.
NO COMM No DATA LINK is available.
VNNN.NN VHF is in voice mode and frequency
selected.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.6 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
Preflight
INIT DATA page
Access the INIT DATA page from the DATA LINK INDEX page.
ACARS mode (VHF # 3) .............................................................. DATA
Ensure NO COMM is not displayed.
Confirm UTC time is correct.
PREFLIGHT (1L) .......................................................................... Select
INIT DATA (1L) ............................................................................. Select
INIT RQ (5R) ................................................................................. Select
Verify datalink information is correct. Manually enter values as necessary.
The following page will be displayed.
ACARS-INIT DATA
F L T N O D A T E
1 0279 20 5
O R I G D E S T
2 KJFK MMMX 6
F O B F U E L B O A R D E D
3 033.0 031.5 7
G W E T E
4 156.3 04:49 8
<RETURN 15:10
1 FLT NO
Automatically updates when INIT RQ selected, or may be manually entered.
2 ORIG
Automatically updates when INIT RQ selected, or may be manually entered.
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.7
Supplementary Procedures -
Communications
737NG Operations Manual
Continued from previous page
4 GW
Defaults to FMC value, or may be manually entered.
5 DATE
Automatically updates when INIT RQ selected, or may be manually entered.
6 DEST
Automatically updates when INIT RQ selected, or may be manually entered.
7 FUEL BOARDED
Enter manually. This is the amount of fuel listed on the fuel service record.
8 ETE
Enter manually.
9 INIT RQ
Automatically updates FLT NO, DATE, ORIG, and DEST.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.8 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
ATIS
ATS-ATIS RQ
A I R P O R T
1 MMMX
S E R V I C E T Y P E
2 LARRIVAL ATIS
R E P O R T I N G M O D E
3 LSINGLE REPORT
SEND*
<RETURN 15:11
1 AIRPORT
The AIRPORT field defaults to departure airport prior to “OFF” time, then
defaults to arrival airport after “OFF” time. If diversion page is transmitted with
an airport other than planned arrival airport, the default will be the diversion
airport.
2 TYPE
The TYPE field allows selection of Departure, Arrival, Departure/Arrival (used in
conjunction with Auto Update Mode), and Enroute Information Services weather
products.
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.9
Supplementary Procedures -
Communications
737NG Operations Manual
3 REPORTING MODE
The REPORTING MODE field allows selection of a single ATIS or the
enabling/disabling the automatic ATIS update feature.
Sending an ATIS request with SINGLE REPORT in this field will result in one
ATIS report with no automatic ATIS updating.
• Sending an ATIS request with AUTO-UPDATE START in this field
enables the automatic update function; sending a request with
AUTO-UPDATE STOP disables the function.
• When AUTO-UPDATE STOP is requested, one more ATIS report will
be received, and then the automatic update function is disabled.
• An “ATIS” prompt is displayed every time a new ATIS is transmitted at
the selected airport.
• Selection of Arrival or Departure ATIS is automatic, and is dependent on
“OFF” time.
Pushback Delays
For any pushback delays, refer to “Other” in this section for information on how
to submit the report.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.10 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
Pre-Departure Clearance
ACARS-CLEARANCES
<OCEANIC CLX RQ
<DEPART CLX RQ
<ATS LOG
<PDC (COMPANY)
<RETURN 15:11
ACARS-PDC (COMPANY)
SEND*
<RETURN 15:11
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.11
Supplementary Procedures -
Communications
737NG Operations Manual
AWABS Update
AWABS page 1/2
ACARS-AWABS 1/2
S N / R W Y / C O N T T E M P
1 / /D [ ]/F 4
F C / C C / Y C W I N D ( D I R / V E L )
2 []/[]/[] 251/005 5
T O L E R A N C E A L T I M E T E R
3 L--- [ ] 6
<RETURN 15:12
1 SN/RWY/CONT (Mandatory)
The following fields (boxed fields) on AWABS page 1/2 are Mandatory entries.
• SN (Sequence Number) - is reserved for future use.
Note: The digits “88” must be entered in order to satisfy ACARS
requirements.
• RWY (Runway identifier) - Enter the desired takeoff runway. AWABS
data will only be sent for this runway. This identifier must be recognizable
by AWABS (consult the existing WDR or ARM for the exact label).
Examples include:
26R - Runway 26 Right
26LTWYE13 - Runway 26 Left at taxiway E 13
25LPOSNF - Runway 25 Left at takeoff position NF
If the runway ID is not recognized, the system will uplink a message
with a list of possible runway labels.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.12 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
• CONT (Contamination) - The runway contaminant condition you desire.
Choices are:
D Dry (default entry)
W Wet
I Icy
Q Quarter Clutter (25 CTR)
H Half Clutter (50 CTR)
If you are overweight for the requested contaminant, you will receive a
message uplink advising you of this, but you will not receive a WDR
uplink.
2 FC/CC/YC (Optional)
Passenger count. Enter only changes from the existing WDR passenger
distribution. Example: To change 16/00/130 to 16/00/132, enter “//132”.
3 TOLERANCE (Optional)
Passenger/Cargo tolerance. Choices are “OFF,” “ON,” and “L ---”.
• “L ---” (default) will leave tolerance the same as it was on the latest WDR
• “OFF” forces the tolerance off
• “ON” forces tolerance on.
4 TEMP (Optional)
Current temperature in degrees Fahrenheit (default) or Celsius (C).
To enter new Fahrenheit temperature value, simply enter a temperature number.
To enter a Celsius value, you must type a temperature number, a slash “/ “ and then
the character “C.”
6 ALTIMETER (Optional)
Altimeter setting. Any entry greater than 2000 is considered inches of mercury
(inHG). Any entry less than or equal to 2000 is considered Hectopascals (hPa).
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.13
Supplementary Procedures -
Communications
737NG Operations Manual
AWABS - continued (Page 2/2)
After completing the required entries on AWABS page 1/2, you must
move to page 2/2 in order to access the SEND prompt.
NEXT PAGE button.................................................................. Select
The following page will be displayed.
Note: All fields on AWABS page 2/2 are for future use and should
be left blank.
ACARS-AWABS 2/2
C G O - F U E L E 1 I N C A D J Z F W
[ ]/[] [ .]
C G O - F U E L E 2 M E L C D L
[ ]/[] [ ]
<RETURN 15:12
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.14 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
En Route
Position Report
Access the EN ROUTE page from the DATA LINK INDEX page.
EN ROUTE .................................................................................... Select
POSITION RPT .............................................................................. Select
This report consists of 2 pages, the second of which can be accessed
through the use of the PREV or the NEXT prompt.
The following page (page 1/2) will be displayed.
<RETURN 15:13
1 POSITION
Enter report point (R) identifier from the flight plan.
3 NEXT POSITION
• If NEXT POSITION and ETA are entered, they will automatically move
to POSITION and TIME for the next POSITION RPT once SEND is
pressed.
• Partially completed pages will retain entered data until report is sent or
the end of the flight.
Go to page 2 after entering information on page 1.
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.15
Supplementary Procedures -
Communications
737NG Operations Manual
*PRINT SEND*
<RETURN 15:13
1 WIND
Enter direction and velocity.
2 TURBULENCE
Touch to scroll through selections and select one of the following:
SMOOTH LT CHOP MOD CHOP SEV TURB
LT TURB MOD TURB EXT TURB
3 SAT
Temperature must be entered manually.
4 ICING
Touch to scroll through selections and select one of the following:
NONE TRACE MODERATE
LIGHT SEVERE
5 SKY COND
Touch to scroll through selections and select one of the following:
CLEAR BROKEN UNDERCAST BWTN LAYER
SCATTERED OVERCAST IN CLOUD CIRRUS
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.16 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
In Range
Access the EN ROUTE page from the DATA LINK INDEX page.
EN ROUTE .................................................................................... Select
IN RANGE ..................................................................................... Select
This report consists of 2 pages, the second of which can be accessed
through the use of the PREV or the NEXT prompt.
The following page (page 1/2) will be displayed.
<RETURN 15:13
1 DEST
Automatically fills in using information from INIT DATA or DIVERSION pages
(if report was sent).
2 WHEEL CHAIR
Enter total number of wheel chairs required at destination.
3 RED COAT
Toggle YES or NO.
4 SECURITY
Toggle YES or NO.
5 ERT
Automatically fills in using information from INIT DATA or DIVERSION pages
(if report was sent).
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.17
Supplementary Procedures -
Communications
737NG Operations Manual
6 UNACC MINOR
Enter total number of unaccompanied minors onboard.
7 MEDICAL
Toggle YES or NO.
8 LANG ASSIST
Toggle YES or NO.
Go to page 2/2 after entering information on page 1/2.
EDIT TEXT> 3
[ ]
[ ]
[ ]
[ ]
*PRINT SEND*
<RETURN 15:14
1 LAV SRVC
Toggle YES or NO.
2 CABIN SRVC
Toggle YES or NO.
3 EDIT TEXT
Use text field for sending special requests not listed in the report.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.18 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
RNAV (RNP) Approach Verification (ACARS Reporting)
Delta maintains an agreement with the FAA which requires on-going data
collection on the success of RNAV (RNP) operations. The primary means of
approach verification is through an ACARS downlink to the address of
“ATLWDDL” (ACARS B ENROUTE B DOWNLINKS B OTHER). Enter
the airport, approach flown and “SAT” or “UNSAT”. Please include the specific
reason for any approach considered “UNSAT”.
Crews may also verify approaches flown and provide more detailed feedback via
the “RNAV SID, STAR, and RNP Feedback” link located in the Pilot Feedback
and Reporting section of the Flight Ops web page.
Service Failure During Flight
If a service failure was reported during the flight or the service failure was
accepted prior to pushback, refer to “Other” in this section for information
on how to submit the report.
Arrival Delays
For any arrival delays, refer to “Other” in this section for information on
how to submit the report.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.5.19
Supplementary Procedures -
Communications
737NG Operations Manual
Postflight
FLT SUMMARY (Page 1/2)
Access the POSTFLIGHT page from the DATA LINK INDEX page.
POSTFLIGHT (3L) ........................................................................ Select
FLT SUMMARY (1L) ................................................................... Select
The following page will be displayed. Fill in each field as described
below.
E M P N O - - L A N D I N G - - - - - - F O B
2 <NO DATA 032.6 5
H O U R S - - - - - A P U - - - - - C Y C L E S
3 06098.2 009212 6
<RETURN 15:14
1 EMP NO - TAKEOFF
Employee number of crew member that performed the takeoff.
• Selection causes EMPLOYEE NUMBER page to be displayed. Employee
number received in the Init Data uplink, when available, may be chosen or
manual data entry may be made.
2 EMP NO - LANDING
Employee number of crew member that performed the landing.
• Selection causes EMPLOYEE NUMBER page to be displayed. Employee
number received in the Init Data uplink, when available, may be chosen or
manual data entry may be made.
Continued on next page
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.20 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
Continued from previous page
3 HOURS - APU
Default is actual APU hours.
4 T/O PWR
Enter takeoff power from the following range:
• TO - Normal takeoff is default. Select AT for Assumed Temperature
takeoffs.
• PWR DERATE - This prompt appears below the T/O PWR prompt when
Assumed Temperature takeoff is selected. Input Assumed Temperature.
6 CYCLES - APU
Default is actual APU cycles.
Enter a two digit number in APU Cycle field of Flight Summary Report.
The first digit denotes APU utilization at the ORIGIN
0 APU started 15 min or less before pushback
1 APU started more than 15 min before pushback
9 APU already running when flt crew arrived
The second digit denotes APU utilization at the DESTINATION
0 APU not started at destination
1 APU started at destination
To improve accuracy of data for cities where the APU is needed for tow-in (e.g.,
LAX, LGA) or cities that have special emphasis programs (e.g., starting APU
prior to arriving at the gate), use the following procedures:
• If, in the Captain’s judgement, the ramp agents will not hook up ground
power/air prior to the Flight Summary Report being sent, enter code 1-
APU started at destination.
• If, in the Captain’s judgement, the ramp agents will have the opportunity
to hook up ground power/air prior to the Flight Summary Report being
sent, enter code 0 - APU not started at destination.
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.21
Supplementary Procedures -
Communications
737NG Operations Manual
R I G H T
[ .] 6
<RETURN 15:16
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.22 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
Continued from previous page
If an autoland was accomplished:
<RETURN 15:15
1
AUTOLAND
• Default value is NO, indicating an autoland was not performed.
• If an autoland was performed, depress 1L key, default will change to
YES, then complete the following fields:
2 AIRPORT
Default value is landing airport.
3 RUNWAY
Runway upon which autoland was performed.
4 SAT/UNSAT
Default value is SAT. Depress the 4L key to indicate UNSAT.
5 LEFT
No entry required.
6 RIGHT
No entry required.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.24 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
Other
Use this page to submit Pushback Delays, Departure Delays, Arrival Delays, and
Service Failure during Flight codes.
Note: The Other page can also be used to request game scores. Use the
address ATLXGDL for game day listings, and place appropriate
information in the EDIT TEXT field.
To use this page for entering any special codes for the reports mentioned above,
the following instructions apply:
ACARS-OTHER
A D D R E S S
1 ATLXGDL
<RETURN 15:16
1 Address
Enter ATLWDDL in the address box.
Note: The database will automatically capture only the codes entered on line
one of the Edit Text field.
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.25
Supplementary Procedures -
Communications
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.26 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
Departure Delays
Report any departure delay that exceeds planned taxi time by 15 minutes or more.
If a delay occurs after dispatch agent salute and prior to takeoff:
Code Reason
DATC ATC flow control issues/runway change
DWAY Airport/taxiway congested
DRMP Ramp congested
DWDR AWABS update/closeout required
DICE De/Anti-icing delay
DMTC Maintenance issue which delayed takeoff
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.27
Supplementary Procedures -
Communications
737NG Operations Manual
Continued from previous page
Arrival Delays
If a delay occurs upon arrival at the gate:
Code Reason
AANA Gate agent not available
AGNA Gate not available
(e.g., departing aircraft still in the gate)
AGAT Gate change after landing
AJNP Jetway not pre-positioned
ALNO Parking light not on
ANGC No ground crew/ground crew not prepared
AOBS Obstructions within safety lines
ARMP Ramp congestion
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.28 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
Access the MTC REPORT page from the DATA LINK INDEX page.
DOWNLINKS (4R) ........................................................................ Select
MTC REPORT (1L) ....................................................................... Select
The following page will be displayed. Fill in each field as described
below.
EDIT TEXT>
[ ]
1 [ ]
[ ]
[ ]
[ ]
<NEXT REPORT
<RETURN 15:16
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.29
Supplementary Procedures -
Communications
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.30 June 9, 2008
Supplementary Procedures -
Communications
737NG Operations Manual
HF System Test
CAUTION: Do not operate the HF transmitter while fueling
operations are in progress.
Ships 3101-3110
Mode Selector ....................................................................................HF1
Ships 3701-3771
Mode Selector ....................................................................... HF1 or HF2
HF Frequency ................................................................................. Select
See Airway Manual, Communications section for HF frequency
chart.
HF Sensitivity ................................................................................. Select
Rotate HF Sensitivity (HF SENS) control knob clockwise to increase
sensitivity.
HF MIC Selector Switch. ................................................................. Push
Microphone switch .......................................................................... Press
Push the Control Wheel Push-to-Talk (INT) switch or the Audio
Control Panel Push-to-Talk (I/C) switch.
Note: A 1,000 Hz coupler tone can be heard up to 15 seconds
during HF antenna tuning. When the HF antenna is tuned to
that frequency, the 1,000 Hz ceases and the HF system is
ready to transmit.
Listen for good side tone.
Listen for other traffic on same frequency.
Microphone switch ...................................................................... Release
HF Sensitivity ................................................................................. Select
Rotate HF SENSE control knob counter clockwise to decrease
sensitivity, and reduce noise and static.
Note: Decreasing sensitivity too far prevents reception, including
SELCAL monitoring of HF radio.
Accomplish SELCAL check before takeoff or enroute.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.5.31
Supplementary Procedures -
Communications
737NG Operations Manual
Intentionally
Blank
Copyright © Delta Air Lines, Inc. See title page for details.
SP.5.32 August 31, 2007
737NG Operations Manual
Engine Start
Engine No. 1 start ............................................................Accomplish
Only N1, N2, and oil quantity are displayed until the EECs are
powered.
Generator No. 1 switch ................................................................. ON
IRS mode selectors ..................................................................... NAV
FMC/CDU ................................................................ Set IRS position
WARNING: If engine No. 1 was started using a ground air
source, to minimize the hazard to ground
personnel, the external air should be disconnected
and engine No. 2 started using the Engine
Crossbleed Start procedure.
Engine No. 2 start ............................................................Accomplish
Generator No. 2 switch ................................................................. ON
PUSHBACK/START checklist ............................................Complete
AFTER START checklist ....................................................Complete
BEFORE START checklist ..................................................Complete
The airplane is ready for taxi. Refer to the normal checklists for
subsequent checks.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.7.2 June 9, 2008
Supplementary Procedures -
Engines, APU
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.7.3
Supplementary Procedures -
Engines, APU
737NG Operations Manual
APU Start
Note: With at least one generator operating, subsequent start attempts
should be made at succeedingly lower altitudes until a
satisfactory start is accomplished.
Note: During the APU start cycle, the APU EGT indication may
fluctuate from 0° to 1100° C prior to normal EGT rise and the
LOW OIL PRESSURE light may cycle on and off several
times.These indications have no adverse effect on starting the
APU. It is not necessary to monitor EGT during start. Automatic
shutdown occurs in the event of EGT exceedance. If the LOW
OIL PRESSURE light illuminates after the start cycle is
complete, accomplish the APU LOW OIL PRESSURE
non-normal checklist.
APU Switch .................................................................................. START
Momentarily position APU switch to START and release to ON.
Check LOW OIL PRESSURE light illuminates, then extinguishes.
Check APU GEN OFF BUS light illuminates.
Note: The start cycle may take as long as 120 seconds.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.7.4 August 31, 2007
Supplementary Procedures -
Engines, APU
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.7.5
Supplementary Procedures -
Engines, APU
737NG Operations Manual
Intentionally
Blank
Copyright © Delta Air Lines, Inc. See title page for details.
SP.7.6 August 31, 2007
737NG Operations Manual
Intentionally
Blank
This is a check of normal flight control functions and is not a complete check of
the flight control system. Two people are required; both on interphone.
FLIGHT DECK ACTION GROUND RESPONSE
Note: If flight in RVSM airspace is planned use the RVSM table in the
limitations section.
This procedure is accomplished when there is a noticeable difference between the
altimeters. Accomplish this procedure in stabilized level flight or on the ground.
Ensure Jeppesen 10-9A plate shows RVR 300 takeoff minimums for
the takeoff runway.
Ensure crosswind component is 10 knots or less.
VHF NAV radios ................................................................................. Set
Set both to departure runway ILS frequency and identify.
QFE Operation
This procedure is accomplished when ATC altitude assignments are referenced to
QFE altimeter settings.
Intentionally
Blank
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.1
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.3
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Continued from previous page
Descent
On descent from cruise altitude, raise tilt as necessary to maintain ground
returns at the outer edge of the display.
Low Altitude Park
Generally used at altitudes below 10,000 feet AGL.
To observe weather:
Copyright © Delta Air Lines, Inc. See title page for details.
SP.11.4 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
IRS
Full Alignment
Prior to commencing procedure the airplane must be parked and not
moved until procedure is complete and ALIGN lights extinguish.
If the present position cannot be entered through the FMC MCDU, it may
be entered through the ISDU keyboard (See ISDU Entries procedure
below).
IRS mode selectors ...........................................................................NAV
Observe that ON DC lights illuminate momentarily, then the ALIGN
lights illuminate steadily.
Note: Alignment time varies from 5 to 17 minutes depending on
airplane latitude.
MCDU .................................................................................................Set
POS INIT page – Select
Using the most accurate information available, enter present
position on the SET IRS POSITION line. Confirm that the box
prompts are replaced by the entered present position.
Set initial position using the following priorities:
• First choice – GPS
• Second choice – Gate position
• Third choice – Airport Reference Point (ARP)
Verify GMT is correct.
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.5
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.11.6 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Fast Realignment
Prior to commencing procedure the airplane must be parked and not
moved until procedure is complete and ALIGN lights extinguish.
Note: Fast re-alignment may be accomplished at intermediate stops if
groundspeed indication is not more than 20 on either ND.
IRS mode selectors ...................................................................... ALIGN
Rotate IRS mode selectors to ALIGN from NAV, and observe ALIGN
lights illuminated.
MCDU .................................................................................................Set
POS INIT page – Select
Using the most accurate information available, enter present
position on the SET IRS POSITION line. Confirm that the box
prompts are replaced by the entered present position.
Set initial position using the following priorities:
• First choice – GPS
• Second choice – Gate position
• Third choice – Airport Reference Point (ARP)
Verify GMT is correct.
IRS mode selector .............................................................................NAV
Observe ALIGN light extinguished within 30 seconds.
Note: If time permits it is preferable to perform a full alignment of the
IRS. A more precise alignment will result.
Note: If the mode selector is accidentally switched to OFF or ATT,
position mode selector to OFF, wait for ALIGN light(s) to
extinguish, then perform full alignment procedure.
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.7
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Note: Due to IRS drift rate when in ATT mode, periodic heading
updates are required.
IRS display selector .........................................................................HDG
Push H key to initiate a heading entry.
Key–in present magnetic heading. Push ENT key (cue lights
extinguish). Observe proper heading shown on the navigation
displays.
Present Position Entry
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SP.11.8 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.9
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Route Removal
RTE page ........................................................................................ Select
ORIGIN ............................................................................................Enter
If EXEC key illuminates
EXEC key ................................................................................... Push
Linking a Route Discontinuity
Correct the ROUTE DISCONTINUITY by entering or deleting
waypoints in a sequence that provides a continuous flight–plan path.
EXEC key ........................................................................................ Push
Observe MOD RTE or MOD RTE LEGS page changes to ACT.
Determining ETA and Distance to Cross Radial (Bearing) or
Distance from a Fix
FIX INFO page .............................................................................. Select
Enter the identifier of the reference waypoint (normally an off–route
waypoint) onto the FIX line. Enter the desired radial or distance from
the FIX on a RAD/DIS line, or line select the ABM prompt if the
desired radial from the FIX is perpendicular to the present
route/course.
Time and distance to go ................................................................. Check
Check ETA and DTG, as desired.
Note: If ETA and DTG are not displayed, the fix radial and/or
distance do not intersect the route.
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SP.11.10 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Changing Destination
RTE page ........................................................................................ Select
Enter the new destination over the original DEST. Enter desired
routing to the new destination using the RTE, RTE LEGS, and
ARRIVALS pages, as appropriate. Correct any ROUTE
DISCONTINUITY.
EXEC key ......................................................................................... Push
Observe the MOD RTE or MOD RTE LEGS page changes to ACT.
Note: If destination is changed during climb, performance predictions
may be blanked if the new flight plan is incompatible with the
entered cruise altitude. Correct by entering a lower CRZ ALT
on the CLB page.
Entering Holding Fix Into Route
HOLD key ........................................................................................ Push
(If RTE HOLD page is displayed, observe NEXT HOLD prompt.
Line select 6L until (RTE LEGS) HOLD AT page is displayed.)
Observe HOLD AT box prompts and PPOS prompt (if in flight) are
displayed. Enter the holding fix in line 6L, or line select PPOS.
If the holding fix is a waypoint in the active route, or PPOS was
selected, observe MOD RTE HOLD page displayed. If the holding fix
is a waypoint not in the active route, observe message HOLD AT
XXXXX displayed in the scratch pad. Enter the holding fix into the
route by line selecting in the desired waypoint sequence. Observe the
MOD RTE HOLD page displayed. If displayed holding details are
incorrect or inadequate, enter correct information on appropriate
line(s).
EXEC key ......................................................................................... Push
Observe MOD RTE HOLD page changes to RTE HOLD (ACT RTE
HOLD if holding at PPOS).
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August 31, 2007 SP.11.11
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Airway Intercept
RTE LEGS page ............................................................................. Select
On page 1/XX, line 1L, enter the originating waypoint (anchor point)
of the airway.
Observe ROUTE DISCONTINUITY displayed in line 2L.
RTE page ........................................................................................ Select
Following the origination waypoint (anchor point), enter the new
clearance on the route page.
RTE LEGS page ............................................................................. Select
On the ND, determine the next active waypoint.
Line select the next waypoint on the new route (airway); 1L on page
1/XX.
Observe INTC CRS prompt displayed in line 6R.
Note: The course should be similar to the charted course, but may
not be exact.
Line select the displayed course at 6R.
Observe large font after selection and verify the white dashed
line on the ND is correct.
EXEC key ......................................................................................... Push
Observe the MOD RTE LEGS page change to ACT.
Sequence remaining waypoints.
Refer to Supplementary Procedures chapter, Flight Management,
Navigation section, Route Modification procedure.
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August 31, 2007 SP.11.13
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Flight Management, Navigation
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SP.11.14 August 31, 2007
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Flight Management, Navigation
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SP.11.18 August 31, 2007
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August 31, 2007 SP.11.19
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Other Operations
FMC Navigation Check
Ships 3101-3110
If the GPS-L INVALID, GPS-R INVALID, IRS NAV ONLY, VERIFY
POSITION, or UNABLE REQUIRED NAV PERF – RNP message is
displayed in the scratch pad, or course deviation is suspected, accomplish
the following as necessary to ensure navigation accuracy:
Ships 3701-3771
If the IRS NAV ONLY, VERIFY POSITION, or UNABLE REQUIRED
NAV PERF – RNP message is displayed in the scratch pad, or course
deviation is suspected, accomplish the following as necessary to ensure
navigation accuracy:
Actual position ................... Determine and compare with FMC position
Determine actual airplane position using raw data from VHF
navigation or ADF radios.
If radio navaids are unavailable:
FMC position .................................... Compare with the IRS position
Use the POS SHIFT page of the FMC CDU. If the two IRS
positions are in agreement and the FMC position is significantly
different, the FMC position is probably unreliable. The POS
SHIFT page may be used to shift FMC position to one of the IRS
positions. This is accomplished by line selecting the IRS or radio
position and then pressing the EXEC Key.
Actual position ....... Confirm with ATC radar or visual reference points.
Navigate using most accurate information available (continue to
monitor FMC position using VOR/ADF raw data displays on
non–flying pilot's navigation display).
CAUTION: Navigating in LNAV mode with an unreliable FMC
position may result in significant navigation errors.
Navigate by conventional VOR/ADF procedures, radar vectors from
ATC, dead reckoning from last known position, and/or use of visual
references.
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SP.11.20 June 9, 2008
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Flight Management, Navigation
737NG Operations Manual
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June 9, 2008 SP.11.21
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SP.11.22 August 31, 2007
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737NG Operations Manual
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August 31, 2007 SP.11.23
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SP.11.24 August 31, 2007
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August 31, 2007 SP.11.25
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SP.11.26 August 31, 2007
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SP.11.28 August 31, 2007
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August 31, 2007 SP.11.29
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737NG Operations Manual
RNAV Procedures
Entering Required Navigational Performance (RNP)
LEGS Page ..................................................................................... Select
Enter RNP value from the approach plate into the scratch pad.
Line Select Key 6L........................................................................... Push
Resetting RNP to Default Value
LEGS Page ..................................................................................... Select
DELETE Key ................................................................................... Push
Line Select Key 6L........................................................................... Push
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SP.11.30 August 31, 2007
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August 31, 2007 SP.11.31
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737NG Operations Manual
FMC Inoperative
Use conventional navigation. LNAV and VNAV modes are not
available.
Set N1 reference and Airspeed bugs using the ODM and/or WDR.
Refer to Supplementary Engines, APU section, Setting N1 Bugs
with no Operative FMC procedure.
Refer to Supplementary Flight Instruments, Displays section,
Setting Airspeed Bugs with no Operative FMC procedure.
Accomplish the following procedures, in conjunction with normal
procedures, during appropriate phases of flight.
Before Start
IRS alignment ...........................................................................Complete
Use ISDU to enter present position information.
See Supplementary IRS - Full Alignment, Fast Realignment and
ISDU Entries procedures in this section.
CAUTION: IRS ALIGN lights must be extinguished prior to
aircraft movement.
After Paperwork Received
N1 reference bugs ................................................................. As required
Airspeed bugs ........................................................................ As required
Note: VREF is not set for takeoff.
Set V2 in MCP IAS/MACH display window.
Before Takeoff
Autothrottle .........................................................................................Off
Note: Autothrottle may be used after takeoff.
FLIGHT DIRECTOR switches...................................................... On
Press either TO/GA switch when applying takeoff thrust to
activate the flight director.
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SP.11.32 August 31, 2007
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August 31, 2007 SP.11.33
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SP.11.36 August 31, 2007
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.12.1
Supplementary Procedures -
Fuel
737NG Operations Manual
Refueling
Fuel Load Distribution
Main tanks No. 1 and No. 2 should normally be serviced equally until full.
Additional fuel is loaded into the center tank until the desired fuel load is reached.
Note: Main tanks No. 1 and No. 2 must be scheduled to be full if the center
tank contains more than 1,000 lbs of fuel.
Note: If the main tanks are not full, the zero fuel gross weight of the
airplane, plus the weight of the center tank fuel, may exceed the
maximum zero fuel gross weight by up to 5,000 pounds for takeoff,
climb, and cruise; and up to 3,000 pounds for descent and landing,
provided the effects of balance (CG) have been considered.
Fuel Pressure
Apply from a truck or fuel pit. A nozzle pressure of 50 psi provides approximately
300 U.S. gallons per minute.
Normal Refueling
When a full fuel load is required, the fuel shutoff system closes the fueling valves
automatically when the tanks are full. When a partial fuel load is required, the fuel
quantity indicators are monitored and the fueling valves are closed by manually
positioning the fueling valve switches to CLOSED when the desired fuel quantity
is aboard the airplane.
Refueling with Battery Only
When the APU is inoperative and external power is not available, refueling can be
accomplished as follows:
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SP.12.2 August 31, 2007
Supplementary Procedures -
Fuel
737NG Operations Manual
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SP.12.4 June 9, 2008
737NG Operations Manual
The following procedure is normally accomplished prior to the first flight of the
day and on each crew change.
Intentionally
Blank
Preflight
Although removal of surface snow, ice or frost is normally an ACS function, the
flight crew should use additional care and scrutiny during preflight preparation to
inspect areas where surface snow or frost could change or affect normal system
operations.
Exterior Inspection
Surfaces.......................................................................................... Check
Check for frost, snow or ice.
Thin hoarfrost is acceptable on the upper surface of the fuselage provided
all vents and ports are clear. Thin hoarfrost is a uniform white deposit of
fine crystalline texture, which usually occurs on exposed surfaces on a cold
and cloudless night, and which is thin enough to distinguish surface
features underneath, such as paint lines, markings or lettering.
When cold-soaked fuel frost is present, refer to Supplementary Procedures,
Anti-Ice, Rain Section, SP.3.
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August 31, 2007 SP.16.1
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
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SP.16.2 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Engine Start
Note: If airframe icing conditions exist or taxiways are slippery,
delayed engine start is not recommended. Normal procedures
are applicable with some exceptions.
Do the normal Engine Start Procedure with the following modifications:
• If the engine has been cold soaked for one or more hours at
ambient temperatures below -40°C, do not start or motor the
engine. Maintenance personnel should do appropriate procedures
for adverse weather heating of the Hydro-Mechanical Unit.
• If the engine has been cold soaked for three or more hours at
ambient temperatures below -40°C, do not start or motor the
engine. Maintenance personnel should do appropriate procedures
for adverse weather starter servicing.
• If ambient temperature is below -35°C, idle the engine for two
minutes before changing thrust lever position.
• Up to three and one–half minutes may be allowed for oil pressure
to reach the minimum operating pressure. During this period, the
LOW OIL PRESSURE light may remain illuminated, pressure
may go above the normal range and the FILTER BYPASS light
may illuminate. Operate the engine at idle thrust until oil pressure
returns to the normal range.
• Display units may require additional warm-up time before
displayed engine indications accurately show changing values.
Display units may appear less bright than normal.
Note: If a precautionary shutdown was accomplished due to lack of
oil pressure after start, the engine heat generated may provide
adequate warming for a subsequent start to be successful (allow
10 to 15 minutes for internal heat distribution to warm the oil
system). If available, a hot air source may be used to warm the
oil tank and engine gearbox prior to the next start.
After Start
Electrical power ............................................................... Generators ON
Normally engine IDGs stabilize within one minute, although due to
cold oil, up to five minutes may be required to produce steady power.
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August 31, 2007 SP.16.3
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SP.16.4 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
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August 31, 2007 SP.16.5
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Taxi–Out
CAUTION: Taxi at a reduced speed. Use smaller nose wheel
steering and rudder inputs and apply minimum
thrust evenly and smoothly. Taxiing on slippery
taxiways or runways at excessive speed or with high
crosswinds may start a skid.
CAUTION: When operating the engines over significant amounts
of standing de-icing or anti-icing fluid, limit thrust to
the minimum required. Excessive ingestion of de-icing
or anti-icing fluid can cause the fluid to build up on
the engine compressor blades resulting in compressor
stalls and engine surges.
When engine anti-ice is required and the OAT is 3°C or below, do an
engine run up, as needed, to minimize ice build-up. Use the following
procedure:
Check that the area behind the airplane is clear.
Run-up to a minimum of 70% N1 for approximately 30 seconds
duration at intervals no greater than 30 minutes.
If airport surface conditions and the concentration of aircraft do not
permit the engine thrust level to be increased to 70% N1, then set a
thrust level and time at that thrust level as high as practical.
Note: When operating in conditions of freezing rain, freezing drizzle,
freezing fog or heavy snow, run-ups to a minimum of 70% N1
for approximately 1 second duration at intervals no greater then
10 minutes enhance ice shedding.
Flight controls ................................................................................ Check
Note: Increase in control forces can be expected at low temperatures
because of increased resistance in cables and thickened oil in
snubbers and bearings.
If any flight control is suspected of binding or restricted movement,
refer to the Supplementary Flight Controls section, Flight Controls
Check.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.6 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
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August 31, 2007 SP.16.7
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Adverse Weather
737NG Operations Manual
Before Takeoff
CAUTION: To prevent damage to the retractable landing lights,
consider leaving them in the retracted position when
taking off on contaminated runways.
Flaps ..........................................................................................Verify set
Takeoff Speeds
Takeoff, accelerate-stop distances and V1 speeds are normally based
on smooth, dry, hard-surfaced runways. Snow, slush, standing water
and ice affect takeoff performance. Slush and standing water affect
acceleration, and precipitation in any form affects stopping capability.
For performance corrections, see ODM/ARM.
Anti-ice Takeoff Performance Penalties
When takeoff performance is based on known or forecast icing
conditions at departure time and performance corrections are
required, they will be applied to the weight and balance data
(AWABS). This will be indicated by a statement printed on AWABS
below the adjusted takeoff weight and in the performance notes.
The flight crew is responsible for applying takeoff weight corrections
when conditions require and the Weight Data Record does not
indicate that corrections were applied.
WARNING: The Captain must verify that there is no
contamination (snow, ice or frost) adhering to the
wings or control surfaces.
It can be reasonably assumed that those areas not visible are clear if
the entire airplane has been deiced, the wing surfaces are viewed from
the cabin are clear of accumulation and a satisfactory control check is
made just prior to takeoff. If contamination is suspected, particularly
if lengthy delays occur, return aircraft to ACS/Maintenance for
inspection and further deicing if necessary.
Continued on next page
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SP.16.8 August 31, 2007
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August 31, 2007 SP.16.9
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SP.16.10 August 31, 2007
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August 31, 2007 SP.16.11
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SP.16.12 August 31, 2007
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August 31, 2007 SP.16.13
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737NG Operations Manual
After Landing
CAUTION: Taxi at a reduced speed. Use smaller nose wheel
steering wheel and rudder inputs and apply minimum
thrust evenly and smoothly. Taxiing on slippery
taxiways or runways at excessive speed or with high
crosswinds may start a skid.
CAUTION: When operating the engines over significant amounts
of standing de-icing or anti-icing fluid, limit thrust to
the minimum required. Excessive ingestion of de-icing
or anti-icing fluid can cause the fluid to build up on
the engine compressor blades resulting in compressor
stalls and engine surges.
Do the normal After Landing Procedure with the following
modifications:
After prolonged operation in icing conditions with the flaps extended,
or when an accumulation of airframe ice is observed, or when landing
on a runway contaminated with ice, snow, or slush:
Do not retract the flaps to less than flaps 15 until the flap areas
have been checked to be free of contaminates.
Engine anti-ice must be selected ON and remain on during all ground
operations when icing conditions exist or are anticipated, except when
the temperature is below -40°C OAT.
WARNING: Do not rely on airframe visual icing cues before
activating engine anti-ice. Use the temperature and
visible moisture criteria because late activation of
engine anti-ice may allow excessive ingestion of ice
and result in engine damage or failure.
CAUTION: Do not use engine anti-ice when OAT is above 10°C.
When engine anti-ice is needed:
ENGINE START switches .......................................................CONT
Continued on next page
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August 31, 2007 SP.16.15
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Adverse Weather
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SP.16.16 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Shutdown
Do the following step before starting the normal Shutdown Procedure:
After landing in icing conditions:
WARNING: Ensure that the stabilizer trim wheel handles are
stowed before using electric trim to avoid
personal injury.
Stabilizer trim ..............................................................Set 0 to 2 units
Prevents melting snow and ice from running into balance bay areas and
prevents the stabilizer limit switch from freezing. With flaps retracted,
this requires approximately eight hand wheel turns of manual trim.
Secure
Do the normal Secure Procedure with the following modifications whenever the
temperature falls below 0° C (32° F):
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August 31, 2007 SP.16.17
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SP.16.18 August 31, 2007
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Adverse Weather
737NG Operations Manual
Ground De/Anti-Icing
Definitions and Concepts
Ground de/anti-icing background information and policies are described in
this section and the Airway Manual, Weather - Icing. Procedures for
aircraft specific de/anti-icing are located in this section.
Deicing
Deicing is the procedure of removing frost, ice, slush, or snow from the
aircraft in order to provide clean surfaces. On the ground this may be
accomplished by:
• Using any mechanical or pneumatic means that will not damage the
aircraft.
• Using heated deicing fluid to remove all forms of frozen
contamination (including environmental frost). Heated fluids
penetrate the frozen contaminants and contact the aircraft skin. The
high thermal conductivity of the aircraft skin causes the heat to
spread, breaking the bond of the ice and snow, causing it to melt or
fall off the aircraft.
Anti-icing
Anti-icing is a precautionary procedure that provides protection against the
formation of frost or ice, and accumulation of snow or slush on treated
surfaces of the aircraft for a limited period of time (holdover time).
Anti-icing fluid is the only protection against airfoil icing prior to getting
airborne. Therefore, fluid application should be completed as close to
takeoff time as possible.
De/Anti-icing
A combination of the deicing and anti-icing procedures.
Secondary De/Anti-icing
If an aircraft which has been de/anti-iced is delayed on the ground long
enough that anti-icing protection is no longer effective, or if for any reason
the de/anti-icing process is interrupted while freezing/frozen precipitation
is falling, the ground de/anti-icing procedure must be reaccomplished in its
entirety. This is referred to as secondary de/anti-icing.
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December 18, 2007 SP.16.19
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Adverse Weather
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SP.16.20 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
If cold soaked wings are suspected, cabin windows may be used during the
preflight to visually inspect the upper wing surfaces for frost or ice. The
quickest way to alleviate a cold soaked wing condition is to add warm fuel
to the wing tanks.
Critical Aircraft Surfaces
Critical aircraft surfaces are those surfaces which must be clear of adhering
frozen contamination before beginning takeoff roll. Critical aircraft
surfaces include, but may not be limited to:
• Wings, slats, flaps, ailerons, spoilers.
• Horizontal stabilizer and elevator.
• Vertical stabilizer and rudder.
• Pitot heads, static ports, ram-air intakes, engine and flight
instrument probes, other kinds of instrument sensor pickups.
• Engine and APU inlets and exhausts.
• Landing gear and landing gear doors.
• Fuel vents.
• Radome
Representative Aircraft Surfaces
Representative aircraft surfaces are those which the pilot can readily
observe to determine whether or not frost, ice, or snow is accumulating or
forming on that surface. By using a representative surface, a pilot can make
a reasoned judgement regarding whether or not frost, ice, or snow is
adhering to other aircraft surfaces.
Representative aircraft surfaces visible from the flight deck are:
• Fuselage.
• Radome.
Representative aircraft surfaces visible from the best vantage point(s) in
the cabin are:
• Wing area upper surfaces.
• Wing leading edges.
• Engine inlets.
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December 18, 2007 SP.16.21
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Adverse Weather
737NG Operations Manual
Best Vantage Point(s)
The best vantage point is the location in the aircraft where a pilot can best
check representative aircraft surfaces. This will normally be a passenger
window in the over-wing area. It may be necessary in some circumstances
to move forward a few rows to get the best view of the engines. Outside
lighting conditions and glare may also affect which specific location is the
best vantage point.
Holdover Time
Holdover time is the estimated time that anti-icing fluid will prevent the
formation of frozen contaminants on the treated surfaces of the aircraft.
Holdover time is determined by the pilot using the Holdover Time Tables.
Holdover time starts when the final application of fluid begins. The final
fluid applied will be either:
• De/Anti-icing fluid in the one step procedure, or
• Anti-icing fluid in the two step procedure.
Holdover time ends when either:
• The applied fluid loses its effectiveness, or
• The time extracted from the holdover time range expires.
Ground Icing Conditions
Guidance for determining precipitation categories (type) and intensities
(light, moderate, and heavy) is located in the Airway Manual, Weather,
Hazardous Weather - Icing.
WARNING: Do not take off during hail, moderate or heavy
freezing rain, snow pellets, or heavy ice pellets.
Operational Effects of Frozen Contamination
Frost, ice, and/or snow adhering to airfoils, engine inlets, flight controls
and flight instrument sensors, even in small amounts, can have a critical
effect on aircraft performance. For example, ice formations on the wing’s
leading edges and upper surfaces creating texture roughness of medium to
coarse sandpaper can reduce lift as much as 30 percent and increase drag
by 40 percent. Therefore, frozen contamination on the aircraft in any form
poses a serious threat to flight safety due to degraded operational
performance.
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SP.16.22 December 18, 2007
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Adverse Weather
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Copyright © Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.23
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Adverse Weather
737NG Operations Manual
De/Anti-icing Alert Plan
A Deicing Alert Chart will be issued daily by Delta Meteorology to the
OCC Duty Director. This chart reflects forecasted freezing/frozen
precipitation for specific geographic regions for the next day’s flying (24 -
48 hours in advance). Affected stations will be notified, and plans will be
made to initiate local de/anti-icing operations. Flight Control will work in
conjunction with individual stations to determine possible changes to the
flight schedule based on any anticipated decrease in airport air traffic
capacity.
Station De/Anti-icing Plans
Each Delta station that conducts de/anti-icing operations is required to
have a detailed de/anti-icing plan on file. This plan contains, but is not
limited to the following information:
• Persons responsible for implementing/terminating the de/anti-icing
plan.
• Deicing equipment and fluids.
• Location of de/anti-icing areas.
• Local procedures including communication with the flight crew
and coordination with local ATC.
ATC will be notified whenever the local de/anti-icing plan is in effect.
Departure runway queues will be managed by ATC in order to minimize
the amount of time an aircraft spends on the ground after being
de/anti-iced.
Special procedures for the pilots will be contained in the Airway Manual,
10-0 Delta Special Pages (green pages), or noted in the Airport Remarks
section of the flight plan.
Responsibility for De/Anti-icing of Aircraft
The Captain has the ultimate responsibility for ensuring the aircraft’s
critical surfaces are free of frozen contamination and the flight can be
operated safely. The ground deicing crew shares in this responsibility by
providing an aircraft that complies with the clean aircraft concept.
Normally, aircraft de/anti-icing will be performed by:
• Delta Maintenance.
• Airport Customer Service (ACS).
• Business partner (contractor).
• Any combination of the above.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.24 December 18, 2007
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Adverse Weather
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Copyright © Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.25
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Adverse Weather
737NG Operations Manual
De/Anti-icing Fluids
Type I Fluid
Type I fluid is a deicing and anti-icing fluid with low viscosity and is
considered an unthickened fluid. It forms a very thin wetting film on
aircraft surfaces and has excellent deicing properties. Type I fluid can be
orange-colored or colorless. Due to its low viscosity, it provides minimal
anti-icing protection. Type I fluid is always diluted because adding water
ensures fluid freeze point protection and ensures proper aerodynamic
flow-off characteristics. Type I fluid is never applied 100 percent.
Different dilution ratios of Type I fluids affect the freeze point of the fluid,
but do not alter its holdover time significantly. Consequently, there are no
ratio break outs on the Type I Holdover Time Table. The Type I Holdover
Table will apply when this fluid is used.
Type II Fluid
Type II fluid is a deicing and anti-icing fluid of high viscosity and is
considered a thickened fluid. It adheres to the aircraft surfaces to provide
a protective film. It creates a thicker layer than Type I fluid and thus has
improved anti-icing capability. Type II fluid can be straw-colored or
colorless. Airflow during takeoff roll causes the fluid to shed so that by
rotation the surfaces are aerodynamically clean. Varying concentration
levels of Type II fluid affect its holdover time. Delta prefers to use 100
percent concentration of Type II fluid, but other concentration levels may
be used at contract or overseas facilities. Not all stations will have Type II
available. The Type II Holdover Table will apply when this fluid is used.
Type III Fluid
Type III fluid is a deicing and anti-icing fluid with longer [holdover] times
than Type I fluid, but lower viscosity than Type IV fluids. It was primarily
designed for use on aircraft with slower rotation speeds to ease shedding
of the fluid during takeoff, but it is fully approved for use on Delta aircraft.
Type III fluid is bright yellow in color. Few stations are expected to have
Type III fluid available. The Type III Holdover Table will apply when this
fluid is used.
Type III fluid or fluid/water mixtures are normally applied heated when
used for deicing (contamination removal), but may be heated or unheated
for anti-icing (surface protection).
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SP.16.26 December 18, 2007
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Type IV Fluid
Type IV fluid is an enhanced performance deicing and anti-icing fluid with
characteristics similar to Type II. Type IV fluid is green colored, except in
Japan, where it is colorless. Its anti-icing effectiveness is superior to Type
II fluid and holdover time is increased by a significant factor under most
conditions. There is a separate Holdover Time Table for Type IV which
reflects this improved performance. Additionally, Type IV fluid has some
unique visual characteristics. It is pale green in color and considerably
thicker than Type II fluid. When applied to the wings, the extra thickness
may cause the fluid to appear wavy or bumpy. Varying concentration levels
of Type IV fluid affect its holdover time. Delta prefers to use 100 percent
concentration of Type IV, but other concentration levels may be used at
contract or overseas facilities. Not all stations will have Type IV available.
The Type IV Holdover Table will apply when this fluid is used.
Some contract deicing ground crews may communicate a specific brand of
Type IV fluid during the Post De/Anti-icing Report, for example, “Type IV,
Octagon, Max-Flight.” Flight crews should disregard the fluid brand
information and utilize the Type IV Holdover Time Table.
Noncertified Fluids
A de/anti-icing fluid that does not meet SAE/ISO certification
requirements (including military fluids) is classified as noncertified, Type
I, Type II, Type III, or Type IV fluid. These fluids may be encountered at
certain international stations, or during offline operations at military bases.
The use of noncertified Type I fluid is not authorized for takeoff during
active icing conditions. Contact the Dispatcher if a noncertified Type I
fluid is used. Noncertified Type II, Type III, or Type IV fluids are not
authorized under any circumstances.
Fluid Standards
Deicing fluids are:
• Heated water when OAT is above or equal to -3°C (27°F).
• Heated water mixed with Type I fluid.
• Heated water mixed with one of the following SAE/ISO fluids:
• Type II, or
• Type III, or
• Type IV.
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December 18, 2007 SP.16.27
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SP.16.28 December 18, 2007
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Fluid Application Methods
De/anti-icing can be performed using a one or two step procedure.
• One step procedure - This procedure is a combination of deicing
and anti-icing performed at the same time with the same fluid
(de/anti-icing). The fluid used to deice the aircraft is always heated
and remains on the surface to provide anti-icing protection. This
procedure can be repeated so as to minimize the time required to
complete the final application of fluid.
• Two step procedure - This procedure consists of two distinct fluid
applications. The first step, deicing with a heated fluid, is followed
by the second step, anti-icing, as a separate fluid application.
Normally, Type II or Type IV fluid is used during the second step;
however, Type I or Type III fluid may be used.
Note: Areas in front of the most forward passenger door are normally
treated only with Type I or Type III fluid. International stations
may use a thin mixture of Type II or Type IV fluid when Type I
or Type III fluid is not available.
Note: Holdover time starts when the final application begins in either
the one step or two step procedure.
Forced Air Deicing
At some stations, forced air deicing equipment is used to facilitate
contamination removal. Forced air deicing utilizes an air stream to help
remove frozen accumulations from an aircraft with or without deicing
fluid. Forced air deicing has the advantage of reducing the total amount of
glycol needed for deicing, providing economic and environmental
benefits. Forced air only (without fluid) may be especially helpful for
removing frozen accumulations from RON aircraft surfaces.
Forced air applications (with or without fluid) may not eliminate the need
for conventional de/anti-icing procedures. After a forced air application
has occurred, conventional deicing (using fluid only) may be needed to
ensure complete contamination removal.
Holdover times are not associated with forced air deicing. To use Type I
holdover time tables, anti-icing using heated Type I fluid without forced air
must occur. To use Type II, Type III, or Type IV holdover time tables,
anti-icing using Type II, Type III, or Type IV fluid without forced air must
occur.
The post-de/anti-icing check and report (below) should still occur even if
forced-air deicing is the only task performed.
Copyright © Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.29
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De-/Anti-icing Checks
There are four types of de/anti-icing checks: Post De/Anti-icing Check,
Flight Deck Check, Cabin Check, and External Check.
Post De/Anti-icing Check
This check is an integral part of the de/anti-icing process. After aircraft
de/anti-icing is complete, the deicing ground crew performs a Post
De/Anti-icing Check to confirm that the critical surfaces are free of any
contamination. Confirmation that the Post De/Anti-icing Check has been
successfully completed will be communicated to the pilots during the Post
De/Anti-icing Report by stating; “POST DE/ANTI-ICING CHECK
COMPLETE”.
Flight Deck Check
This check is an integral part of the holdover time and is performed by the
pilots. Because of the limitations and cautions associated with the use of
the Holdover Time Tables, the pilots must not rely on the use of holdover
times as the sole determinant that the aircraft is free of contamination.
They must continually assess the current weather, environmental
conditions, and the aircraft’s condition. Several Flight Deck Checks are
required during the holdover time period to maintain awareness of the
aircraft’s condition.
The Flight Deck Check is performed by the pilots just prior to takeoff and
is required anytime:
• Ground icing conditions exist, and
• The holdover time is still valid.
The Flight Deck Check consists of:
• A check of representative aircraft surfaces which are visible from
the flight deck.
• If desired or if any doubt exists, conduct a Cabin Check.
When circumstances do not permit a satisfactory visual check from inside
the aircraft, return to the designated area and:
• Have ground de-icing crew perform an External Check, or
• If any doubt exists as to the condition of the aircraft, repeat the
Ground De/Anti-icing procedure.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.30 December 18, 2007
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737NG Operations Manual
Cabin Check
This check is performed by the pilots and is required:
• Any time the aircraft has been de/anti-iced, and holdover time is
exceeded during conditions of frost, freezing fog, or snow, or
• Within 5 minutes of takeoff any time a pilot-assessed change in
intensity is to be used, or
• When doubt exists after conducting the Flight Deck Check, or
• During conditions of heavy snow (provided Type IV fluid has been
used for anti-icing).
Since clear ice formation cannot be detected visually from inside the
aircraft, the Cabin Check is not authorized when:
• Type I fluid has been applied during freezing drizzle.
• Type II , Type III, or Type IV fluid has been applied during
freezing drizzle, light freezing rain, or rain on cold soaked wings
and holdover time has expired. Secondary de/anti-icing or an
External check must be accomplished prior to takeoff.
• Ice pellets have fallen.
The Cabin Check consists of a visual inspection of all representative
aircraft surfaces which are visible from the best vantage point(s) in the
cabin. Normally, de/anti-icing fluid failure will first occur on the leading
or trailing edges of the wing rather than the mid-chord. Therefore, the
leading edges and upper surfaces of both wings must be visually checked
for evidence of fluid failure. Additionally, engine inlets must be inspected
for contamination. Takeoff must occur within five minutes of the most
recent check.
The ability to adequately perform this check from inside the aircraft is
highly dependent upon several factors. Lighting conditions, cleanliness of
cabin/flight deck windows, and outside visibility may severely hinder or
prevent the pilot’s ability to satisfactorily assess aircraft surfaces for
contamination. When circumstances do not permit a satisfactory visual
check from inside the aircraft, return to the designated area and:
• Have ground de-icing crew perform the External Check.
• If any doubt exists as to the condition of the aircraft, repeat the
ground de/anti-icing procedure.
Copyright © Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.31
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External Check
This check is performed by the de/anti-icing ground crew and is required
anytime:
• Doubt exists after conducting a Cabin Check, or
• The aircraft has been anti-iced with Type II, Type III, or Type IV
fluid, and holdover time is exceeded during freezing drizzle, light
freezing rain, or rain on cold soaked wings.
This check consists of a close visual inspection of the aircraft’s upper wing
surfaces and leading edges for frozen contamination. Takeoff must occur
within five minutes of the External Check.
If the External Check cannot be accomplished, return for secondary
de/anti-icing.
CAUTION: An External Check is not authorized during freezing
drizzle when Type I fluid is used.
Contact local operations for specific locations on the airfield to accomplish
the External Check. Be aware that some stations may conduct secondary
de/anti-icing as an alternative to the External Check.
Visual Indications of Loss of Fluid Effectiveness
It is difficult to determine when anti-icing fluid is beginning to fail,
however, when any ice or snow can be seen accumulating on treated
surfaces, the fluid has lost its effectiveness. Any ice, frost, or snow on top
of deicing or anti-icing fluids must be considered as adhering to the
aircraft, and secondary de/anti-icing must be accomplished prior to
takeoff.
• Normally, de/anti-icing fluid failure will first occur on the leading
or trailing edges of the wing rather than the mid-chord. However,
when the aircraft is pointing downwind the mid-chord will fail
first.
• The leading edges and upper surfaces of both wings must be
visually checked for evidence of fluid failure.
• If the leading edges and upper surfaces of both wings cannot be
inspected from the cabin, return for an External Check or
secondary de/anti-icing.
Type I Fluid
When Type I fluid has lost its effectiveness, frozen precipitation will begin
to accumulate on the aircraft surface in much the same manner as it would
on a nontreated surface.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.32 December 18, 2007
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737NG Operations Manual
Type II, Type III, and Type IV Fluid
When Type II, Type III, or Type IV fluid has lost its effectiveness and is no
longer able to absorb the freezing moisture, look for the following visual
indications.
• Gray or white appearance and buildup of ice crystals in or on top of
the fluid.
• Progressive surface freezing.
• Snow accumulation.
• Dulling of surface reflectiveness caused by the gradual
deterioration of the fluid to slush (loss of gloss or orange peel
appearance).
• Ice buildup on the wing life raft attach points (if installed), adjacent
to the over-wing exits.
Copyright © Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.33
TYPES OF DE/ANTI-ICING CHECKS
Type of Check Post De/Anti-icing Check Flight Deck Check Cabin Check External Check*
SP.16.34
Performed by: Deicing Ground Crew Pilots Pilots Deicing Ground Crew
Holdover time is still Doubt exists after the Flight Doubt exists after the Cabin
Adverse Weather
cabin).
Representative surfaces All representative aircraft Upper wing surface and leading
Copyright © Delta Air Lines, Inc. See title page for details.
Areas to check Aircraft critical surfaces.
are: visible from the flight surfaces visible from the edge.
deck (and cabin if cabin.
desired).
* In lieu of external check, deicing ground crew may elect to de/anti-ice aircraft.
Communication Procedures
Any airport specific deicing procedures will be contained in the Airway
Manual, 10-0 Delta Special Pages (green pages), or noted in the Airport
Remarks section of the flight plan.
It is critical to establish communications with the ground crew prior to
commencing de/anti-icing. Once the deicing operation commences, any
aircraft movement or changes in configuration must be coordinated with
the ground crew.
Post De/Anti-icing Report
After the aircraft has been de/anti-iced, a Post De/Anti-icing Report must
be directly communicated to the Captain using the format specified on the
GROUND DE/ANTI-ICING procedure card. The pilot is required to read
back this information to verify accuracy.
Note: A report is not required when the aircraft is deiced due to frost,
prior to the pilot’s arrival, and no active frost is forming.
Holdover Times
Use of Holdover Time Tables
Holdover times provide an operational guideline for departure planning.
They must be used in conjunction with the Flight Deck Check. Holdover
Time Tables are located in this section.
Holdover times published in the tables are only approximate and must be
adjusted after considering all variables. The source of the Holdover Time
Tables is the Aerospace Division of the Society of Automotive Engineers
(SAE). Time data is derived from an analysis of testing conducted in field
and laboratory conditions, as well as airline operational experience.
Numerous factors affect the actual time that anti-icing fluid will provide
protection against frozen contamination.
The times specified in the tables represent the approximate holdover times
for seven categories of active precipitation.
• Frost.
• Freezing fog.
• Snow.
• Freezing drizzle.
• Freezing rain (light).
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December 18, 2007 SP.16.35
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737NG Operations Manual
• Ice pellets
• Rain on cold soaked wings.
Three precipitation categories specify a time range (snow, freezing drizzle,
and rain on cold soaked wings), and four categories specify a single time
(freezing fog, frost, light freezing rain and ice pellets).
Whenever a time range is given, the lower time in the range is for moderate
precipitation conditions and the upper time is for light conditions.
When a single time is specified in the table, it represents the approximate
holdover time limit for that weather condition. However, it may be
necessary to adjust the holdover time downward after considering other
environmental factors.
Establishing Holdover Time
A holdover time is established using the following five steps.
(1) Obtain the Post De/Anti-icing Report from the ground crew and
read back the information. The following data from the report is
used to establish a holdover time:
• Fluid type: Type I, Type II, Type III, or Type IV.
• Fluid concentration: Mixture information is only required for
Type II, Type III, or Type IV fluid. There are no fluid mixture
break outs on the Type I Holdover Time Table because dilution
ratios do not significantly affect holdover time for Type I fluids.
• Local time that the final (anti-icing) fluid application began.
This is the point at which the holdover timing starts.
(2) Determine the current weather conditions (OAT, type of
precipitation, and intensity of precipitation).
• OAT is determined by the most current weather report or ATIS.
• The Holdover tables allow pilots to determine holdover times
based partly upon the type and intensity of the frozen
precipitation that is falling.
• The type and intensity of frozen precipitation (light, moderate,
or heavy) is officially determined by the most current official
weather report (e.g.,from National Weather Service [NWS],
NWS-approved automated system, or other agent approved by
the NWS).
• If at any time a pilot assesses intensity greater than that being
reported, he/she shall use the heavier precipitation when
entering the holdover tables for holdover time.
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SP.16.36 December 18, 2007
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737NG Operations Manual
• If, in the pilot’s judgement, the intensity is less than that being
reported, the pilot shall request (e.g., to the tower or trained
weather observer) a new observation be taken and reported or
shall wait long enough for an update to an automated
meteorological observation to be taken and reported as
applicable.
• A pilot may act on their own assessment of lesser
precipitation intensity only in those cases concerning
snowfall or ice pellets where the officially reported (e.g.,
from NWS, NWS-approved automated system, or other
agent approved by the NWS) meteorological precipitation
intensity is grossly different from that which is obviously
occurring. (For example: precipitation is reported when
there is no actual precipitation occurring.)
• If an adjustment to intensity is pilot-assessed, the pilots
shall communicate the newly assessed intensity to flight
control via ACARS.
• If a pilot acts based upon their own assessment that
precipitation intensity levels are LOWER than the official
reported intensity level, a Cabin Check is required within
the 5 minutes preceding takeoff.
• Pilot assessment of precipitation intensity levels may only be
used when there is enough natural sunlight or artificial lighting
available to provide adequate exterior visibility. All windows
through which the assessment is made must be adequately
transparent so as to not restrict the pilot’s visibility under the
lighting conditions present.
• The Snowfall Intensities as a Function of Prevailing Visibility
chart in the Flight Crew Operations Manual, Volume 1, is based
on prevailing visibility and allowances are made for the effects
of night light conditions.
• Ice pellet intensity shall be assessed using the following criteria:
• Light - scattered pellets that do not completely cover
exposed surfaces regardless of duration
• Moderate - slow accumulation on the ground
• Heavy - rapid accumulation on the ground
• Pilots are not permitted to self-assess intensity in the case of
reported freezing drizzle or freezing rain unless no precipitation
is actually falling. Freezing drizzle and freezing rain quickly
adhere to cold surfaces and can be difficult to see; for this
reason, if conditions are reported or anticipated the aircraft shall
be de-iced and/or treated with anti-icing fluid as a precaution
against encountering these conditions during taxi-out.
Copyright © Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.37
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Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.38 December 18, 2007
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737NG Operations Manual
Adjusting Holdover Time
A continuous assessment of weather and environmental conditions in
conjunction with the Flight Deck Check is required during the holdover
time period. Changing conditions may increase or decrease fluid
effectiveness, necessitating a holdover time adjustment.
• A change in OAT.
• A change in type or intensity (rate or density) of precipitation.
Snow changing to light freezing rain, or light snow changing to
heavy snow will decrease holdover time. Conversely, moderate
snow changing to light snow may increase holdover time. Presence
of ice pellets precipitation may necessitate similar adjustment.
• Jet blast, an increase in wind velocity, or a change in wind direction
will decrease holdover time.
Exceeding Holdover Time
The Captain is responsible for monitoring the status of the aircraft exterior
for frozen contamination. The pilot performs periodic Flight Deck Checks
to ensure the aircraft is free of contamination during the time between
anti-icing and takeoff, whenever the holdover time is still valid.
When holdover time is exceeded, the required course of action will depend
upon the type of active precipitation and the type of fluid used to anti-ice.
Refer to the foldout card in this section for additional specific guidance.
Required Action When Holdover Time is Exceeded
Fluid Active Precipitation
Used to
Anti-Ice Frost Freezing Snow, Freezing Light Rain on Cold
Fog Snow Drizzle Freezing Soaked
Grains Rain Wings
Type I Accomplish one of the Takeoff Not Authorized
following actions:
A Cabin Check,
Type II, Accomplish one of the following
Type III, An External Check, or actions:
or Secondary De/Anti-Icing An External Check, or
Type IV Secondary De/Anti-Icing
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December 18, 2007 SP.16.39
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737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.40 December 18, 2007
FOLD
Supplementary Procedures -
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737NG Operations Manual 737NG Operations Manual
2
CLEAN 5 minutes. p External check
If unable,
repeat Contact local operations.
NOT SURE
Cabin
Check or • Secondary de/anti-icing may be performed in lieu of EXTERNAL CHECK.
External
NOT EXTERNAL
CLEAN
CHECK CLEAN Check.
3 Holdover Time Guidelines (All Locations & Fluid Types)
À See Special
Considerations • Holdover times DO NOT exist for conditions of snow pellets, heavy snow,
Holdover Time Ends for Heavy Snow moderate to heavy freezing rain, or hail, and takeoff is NOT authorized under
these conditions. An exception for heavy snow might be possible when Type
IV anti-icing fluid is used; see Special Considerations for Heavy Snow.
Ice Pellets
• Holdover time ranges are for moderate to light conditions. During heavy
Frost
weather conditions, the holdover time will be less than the lower time
Freezing Drizzle
Freezing Fog specified in the range.
Light Freezing Rain
Light to Mod. Snow/
Rain on Cold Soaked Wings
• Jet blast, high wind velocity, high moisture content, and aircraft skin
Snow GrainsÀ temperature lower than OAT may decrease holdover time below the lowest
time specified in the range.
• Ground de-/anti-icing fluids are not intended for and do not provide ice
NOT CABIN
CLEAN
Fluid
Type TYPE I
protection during flight.
CLEAN CHECK
2
• For shaded areas either the holdover times have not been established
or the weather conditions generally do not occur within the respective
NOT SURE TYPE II, III, OR IV temperature range.
• These tables are for use in departure planning only, and should be used in
TAKEOFF
within 5
conjunction with the pre-takeoff Flight Deck check.
NOT EXTERNAL minutes. EXTERNAL
NOT
CLEAN CHECK CHECK
CLEAN Continued on next page
3 If unable, 3
repeat
CLEAN Cabin CLEAN
Check.
LT RAIN
absorbed by fluid in the same manner as other forms of frozen precipitation. In the past,
• If the temperature decreases, or conditions degrade to a point where a different holdover time would apply, that different holdover
• Critical surfaces are free of contamination before applying Type IV anti-icing fluid (i.e., ice pellets cannot be falling during either
25
presence of a contaminant not absorbed by the fluid would be an indication of a failed fluid.
Ice pellets imbedded in anti-icing fluid are difficult to detect using a cabin check.
Type IV anti-icing fluid is considered effective for 90 minutes after the start of application, under the following conditions:
Therefore, a cabin check during ice pellet conditions may not be of value and is not
required.
FREEZING
RAIN
NOT AUTHORIZED
Use of Holdover Time Tables for Ice Pellets and Ice Pellet Mixtures
LT
10
25
25
After proper deicing and anti-icing, takeoff is allowed under conditions of light ice pellets,
moderate ice pellets, and ice pellets mixed with other forms of precipitation by using the
FREEZING
DRIZZLE
Ice Pellet Holdover Times (100% Type IV Fluid Only)
LT-MOD
been exceeded, the aircraft must be completely deiced, and if precipitation is still present,
10
25
25
anti-iced again prior to a subsequent takeoff. The ice pellet holdover time cannot be
extended by a cabin check or an external check of the aircraft critical surfaces.
• The table’s precipitation intensity and temperature limits are not exceeded.
LT-MOD
SNOW
Takeoffs are allowed in heavy snow provided:
• If precipitation stops falling at any time during the holdover period, and
25
25
time must not be exceeded (from the start of the anti-icing step).
• A Cabin Check is accomplished within the 5 minutes preceding takeoff
MODERATE
If a definitive fluid failure determination cannot be made using this check due to snowfall,
ICE
10
25
25
10
anti-iced (if precipitation is still present) prior to takeoff.
30
50
30
50
< 14
°F
OAT
< -10
>0
°C
SP.16.44
Day
RVR Feet RVR Statute °C °F > 2½ < 2½ - 2 < 2 - 1½ < 1½ - 1 <1-¾ <¾-½ <½
Meters Miles
Adverse Weather
6000 2000 1-1/4 > -1 > 30 Very Light Light Light Moderate Moderate Heavy Heavy
Day
5000 1600 1 < -1 < 30 Very Light Very Light Light Light Moderate Moderate Heavy
Snowfall
Intensity
4000 1200 3/4 > -1 > 30 Very Light Light Moderate Heavy Heavy Heavy Heavy
Night
Supplementary Procedures -
2400 800 1/2 < -1 < 30 Very Light Light Moderate Moderate Heavy Heavy Heavy
TYPE I
OAT APPROXIMATE HOLDOVER TIMES (MINUTES)
TAKEOFF
< -3 to -6 < 27 to 21 45 8 14 - 17 ◆◆ 8 - 14 ◆◆ 5 - 8 ◆◆
NOT AUTHORIZED
< -6 to -10 < 21 to 14 45 6 11 - 13 ◆◆ 6 - 11 ◆◆ 4 - 6 ◆◆
◆◆ To use these times the fluid must be heated to a minimum temperature of 60°C (120°F) at the nozzle and at least 1 liter per square meter (2 gallons per 100 square feet) must
be applied to de-iced surfaces.
* Refer to “Snowfall Intensities as a function of Prevailing Visibility” chart if no other environmental factors inhibiting visibility, i. e., smoke or fog, are present.
Holdover times DO NOT exist for conditions of ice pellets, snow pellets, heavy snow, freezing drizzle, freezing rain, or hail, and takeoff is NOT authorized under these
conditions.
** If positive identification of freezing drizzle is not possible, use light freezing rain holdover times.
❄ Takeoffs are allowed in heavy snow provided:
(1) the aircraft has been anti-iced with 100/0 concentration Type IV fluid following deicing, and
(2) a pre-takeoff contamination (cabin) check is accomplished within the 5 minutes preceding takeoff.
If a definitive fluid failure determination cannot be made using this check due to snowfall, lighting conditions, or any other reason, the aircraft must be completely deiced
and anti-iced (if precipitation is still present) prior to takeoff.
◆ Refer to Ice Pellets Holdover Times table in this section.
TYPE II
OAT APPROXIMATE HOLDOVER TIME (MINUTES)
FLUID SNOW/ RAIN ON COLD
FREEZING LIGHT
CONCENTRATION ACTIVE FREEZING SNOW SOAKED
°C °F DRIZZLE❋❋ FREEZING
* Refer to “Snowfall Intensities as a function of PrevailingVisibility” chart if no other environmental factors inhibiting visibility, i. e., smoke
or fog, are present.
** If positive identification of freezing drizzle is not possible, use light freezing rain holdover times.
Type II and Type III Fluid Holdover Times Tables
SP.16.45
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SP.16.46
TYPE III
OAT APPROXIMATE HOLDOVER TIMES (MINUTES)
Adverse Weather
100/0 120 20 35 - 40 20 - 35 10 - 20 10 - 20 8 6 - 20
> -3 > 27 75/25 60 15 25 - 35 15 - 25 8 - 15 8 - 15 6
100/0 120 20 30 - 35 15 - 30 9 - 15 10 - 20 8
< -3 to -10 < 27 to 14
75/25 60 15 25 - 30 10 - 25 7 - 10 9 - 12 6
< -10 to -29 < 14 to -20 100/0 120 20 30 - 35 15 - 30 8 - 15 TAKEOFF NOT AUTHORIZED
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.47
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slow taxi speed and release the brakes completely. Use of reverse
thrust to reduce taxi speed is not recommended.
• Be aware of brake temperature buildup when operating a series of
short flight segments. The energy absorbed by the brakes from
each landing is cumulative.
• Extending the landing gear early during the approach provides
additional cooling for tires and brakes.
During flight planning consider the following:
• High temperatures inflict performance penalties which must be
taken into account on the ground before takeoff.
• Alternate takeoff procedures (No Engine Bleed Takeoff, Improved
Performance, etc.)
Turbulence
During flight in light to moderate turbulence, the autopilot and/or
autothrottle may remain engaged unless performance is objectionable.
Increased thrust lever activity can be expected when encountering wind,
temperature changes and large pressure changes. Short–time airspeed
excursions of 10 to 15 knots can be expected.
Passenger signs .................................................................................. ON
• Advise passengers to fasten seat belts prior to entering areas of reported
or anticipated turbulence.
• Instruct flight attendants to check that all passengers' seat belts are
fastened.
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SP.16.48 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Severe Turbulence
Autothrottle ........................................................................DISENGAGE
AUTOPILOT ................................................................................... CWS
A/P status annunciators display CWS for pitch and roll.
Note: If sustained trimming occurs, disengage the autopilot.
ENGINE START switches ................................................................ FLT
Thrust ...................................................................................................Set
Set thrust as required for the phase of flight. Change thrust setting only if
required to modify an unacceptable speed trend.
PHASE OF FLIGHT AIRSPEED
CLIMB 280 knots or .76 Mach
CRUISE Use FMC recommended thrust settings. If the
FMC is inoperative, refer to the Operation
Without Airspeed Indication section, in the
Abnormal chapter of the ODM, for approximate
N1 settings that maintain near optimum
penetration airspeed.
DESCENT .76 Mach/280/250 knots. If severe turbulence is
encountered at altitudes below 15,000 feet and
the airplane gross weight is less than the
maximum landing weight, the airplane may be
slowed to 250 knots in the clean configuration.
Copyright © Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.49
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Windshear
Windshear is a change of wind speed and/or direction over a short distance
along the flight path. Indications of windshear are listed in the Windshear
non-normal maneuver in the QRH.
Avoidance
The flight crew should search for any clues to the presence of windshear
along the intended flight path. Presence of windshear may be indicated by:
• Thunderstorm activity
• Virga (rain that evaporates before reaching the ground)
• Pilot reports
• Low level windshear alerting system (LLWAS) warnings.
Stay clear of thunderstorm cells and heavy precipitation and areas of
known windshear. If the presence of windshear is confirmed, delay takeoff
or do not continue an approach.
Precautions
If windshear is suspected, be especially alert to any of the danger signals
and be prepared for the possibility of an inadvertent encounter. The
following precautionary actions are recommended if windshear is
suspected:
Takeoff
• Use maximum takeoff thrust instead of reduced thrust.
• For optimum takeoff performance, use flaps 5, 10 or 15 as selected
by AWABS. If multiple flap settings are offered, use the highest
available setting for the runway in use to improve tail skid
clearance during rotation.
• Use the longest suitable runway provided it is clear of areas of
known windshear.
• Consider increasing Vr speed using the runway allowable takeoff
weight (RATOW) from the AWABS. Refer to the ODM to
determine the higher rotation speed, not to exceed actual gross
weight Vr + 20 knots. Set V speeds for the actual gross weight.
Rotate at the adjusted (higher) rotation speed. This increased
rotation speed results in an increased stall margin and meets
takeoff performance requirements. If windshear is encountered at
or beyond the actual gross weight Vr, do not attempt to accelerate
to the increased Vr but rotate without hesitation.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.50 June 9, 2008
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.16.51
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Notes:
• Crosswind guidelines are not considered limitations. Refer to
AOM, Volume 1, Limitations chapter for crosswind limits.
• Reduce crosswind guidelines by 5 knots with a reverser
inoperative.
• When multiple reports are present, e.g. “Braking Action Fair to
Good”, use the lower crosswind value
Takeoff
• Do not take off with braking action report of NIL by any air carrier
aircraft or airport operator.
• A rolling takeoff is strongly advised when the crosswind exceeds
20 knots.
• Do not take off with standing water, slush, or wet snow in excess of
1/2 inch (1.2 cm) depth.
• Do not take off in dry snow in excess of 4 inches or 10 cm depth.
Landing
• Do not land with a braking action report of NIL by any air carrier
aircraft or airport operator in the landing or rollout portion of the
runway.
• Do not land with standing water, slush, or wet snow in excess of
1 inch (2.5 cm) depth.
• Do not land in dry snow in excess of 4 inches or 10 cm depth.
• Land as early in the touchdown zone as possible.
• Ensure the ground spoilers are extended at touchdown.
• Use autobrakes, if available.
• Use reverse thrust judiciously.
• Do not assume the last 2,000 feet of the runway will have braking
action as good as the touchdown zone.
• Be aware of the possibility of white out effect from reverse thrust
use in dry snow.
Copyright © Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.53
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Intentionally
Blank
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.54 December 18, 2007
737NG Operations Manual
Differences Chapter DF
Table of Contents Section 0
737NG Differences Before Retrofit . . . . . . . . . . . . . . . . . . . DF.10.1
Aircraft General, Emergency Equipment, Doors, Windows DF.10.1
Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.2
Anti-Ice, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.2
Automatic Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.2
Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3
Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3
Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.4
Flight Instruments, Displays. . . . . . . . . . . . . . . . . . . . . . . . . DF.10.4
Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . DF.10.4
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.5
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.5
Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.6
737NG Differences After Retrofit . . . . . . . . . . . . . . . . . . . . DF.11.1
Aircraft General, Emergency Equipment, Doors, Windows DF.11.1
Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.2
Automatic Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.2
Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.2
Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3
Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3
Flight Instruments, Displays. . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3
Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . DF.11.4
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.4
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.4
Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.4
FCOM Template 12/12/98
Intentionally
Blank
Differences Chapter DF
737 Differences Before Retrofit Section 10
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 DF.10.1
Differences -
737 Differences Before Retrofit
737NG Operations Manual
Air Systems
Item 737-700 737-800
Recirculation Fan One Two (Left and Right)
Air Temperature Selectors AUTO and MANUAL AUTO and OFF
Temperature Controllers Control Cabin (flight Control Cabin (flight
deck) and Passenger deck), Forward and Aft
Cabin. Passenger Cabin.
Pack Trip Off Labeled PACK TRIP OFF Labeled PACK on
on overhead panel. overhead panel.
Trim Air System No trim air. Installed.
Cabin Altitude Warning Light Installed. Not installed.
High Altitude Landing Switch Installed. Not installed.
TRIP RESET Switch Resets BLEED TRIP Resets BLEED TRIP
OFF, PACK TRIP OFF OFF, PACK and ZONE
and DUCT OVERHEAT TEMP lights.
lights.
Anti-Ice, Rain
Item 737-700 737-800
Eyebrow Window Plugs Eyebrow windows not As installed.
installed.
Automatic Flight
Item 737-700 737-800
Mode Control Panel Collins - Green Honeywell - Switchlight
switchlights. Labelling labelling located on panel.
located inside switchlight.
Go-Around Mode LNAV Wings level.
Integrated Approach Installed. Not installed.
Navigation (IAN)
Copyright © Delta Air Lines, Inc. See title page for details.
DF.10.2 June 9, 2008
Differences -
737 Differences Before Retrofit
737NG Operations Manual
Communications
Item 737-700 737-800
HF One -HF with Datalink. Two -HF no Datalink.
VHF VDL Mode 2. No Datalink.
SATCOM As installed. Not installed.
Auto PIREP Not installed. Installed.
Cabin Medical VHF Installed. Not installed.
Communications System
Glareshield Microphone Installed. Not installed.
Switch
Electrical
Item 737-700 737-800
Battery Installation One 48-amp hour. Two 48-amp hour.
Standby Power FMS, CDS, DME FMS, CDS, DME not
included. included.
Battery Warning System Not installed. As installed.
GALLEY Power Switch Not installed. Installed.
CAB/UTIL Power Switch Installed. Not installed.
IFE/PASS SEAT Power Installed. Not installed.
Switch
Engines, APU
Item 737-700 737-800
Engines CFM56-7B Tech Insertion Standard CFM56-7B
Engines. Engines.
Double Derate Takeoff Thrust Authorized. Not authorized.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 DF.10.3
Differences -
737 Differences Before Retrofit
737NG Operations Manual
Flight Controls
Item 737-700 737-800
Winglets Installed. As installed.
Speedbrake Load Alleviation Installed. Not installed.
System
Mach Trim Limits 4.30 to 15.5 3.95 to 14.5
(Flaps Retracted)
Copyright © Delta Air Lines, Inc. See title page for details.
DF.10.4 June 9, 2008
Differences -
737 Differences Before Retrofit
737NG Operations Manual
Fuel
Item 737-700 737-800
Nitrogen Gas System Installed. Not installed.
Fuel Pump AMOC for FAA Installed. Not installed.
AD 2002-24-51
Fuel Totalizer Enabled. Not enabled.
Landing Gear
Item 737-700 737-800
Brakes Carbon Brakes. Steel Brakes.
Tail skid Not installed. Installed.
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 DF.10.5
Differences -
737 Differences Before Retrofit
737NG Operations Manual
Warning Systems
Copyright © Delta Air Lines, Inc. See title page for details.
DF.10.6 June 9, 2008
737NG Operations Manual
Differences Chapter DF
737 Differences After Retrofit Section 11
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 DF.11.1
Differences -
737 Differences After Retrofit
737NG Operations Manual
Air Systems
Item 737-700 737-800
Recirculation Fan One Two (Left and Right)
Air Temperature Selectors AUTO and MANUAL AUTO and OFF
Temperature Controllers Control Cabin (flight Control Cabin (flight
deck) and Passenger deck), Forward and Aft
Cabin. Passenger Cabin.
Pack Trip Off Labeled PACK TRIP OFF Labeled PACK on
on overhead panel. overhead panel.
Trim Air System Not installed. Installed.
Cabin Altitude Warning Light Installed. Not installed.
High Altitude Landing Switch Installed. Not installed.
TRIP RESET Switch Resets BLEED TRIP Resets BLEED TRIP
OFF, PACK TRIP OFF OFF, PACK and ZONE
and DUCT OVERHEAT TEMP lights.
lights.
Automatic Flight
Item 737-700 737-800
Mode Control Panel Collins - Green Honeywell - Switchlight
switchlights. Labelling labelling located on panel.
located inside switchlight.
Communications
Item 737-700 737-800
HF One -HF with Datalink Two -HF no Datalink.
VHF VDL Mode 2 No Datalink
SATCOM As installed. Not installed.
Auto PIREP Not installed. Installed.
Cabin Medical VHF Installed. Not installed.
Communications System
Glareshield Microphone Installed. Not installed.
Switch
Copyright © Delta Air Lines, Inc. See title page for details.
DF.11.2 June 9, 2008
Differences -
737 Differences After Retrofit
737NG Operations Manual
Electrical
Item 737-700 737-800
Battery Installation One 48-Amp Hour Two 48-Amp Hour
GALLEY Power Switch Not installed. Installed.
CAB/UTIL Power Switch Installed. Not installed.
IFE/PASS SEAT Power Installed. Not installed.
Switch
Engines, APU
Item 737-700 737-800
Engines CFM56-7B Tech Insertion Standard CFM56-7B
Engines Engines
Flight Controls
Item 737-700 737-800
Winglets Installed. As installed.
Speedbrake Load Alleviation Installed. Not installed.
System
Mach Trim Limits 4.30 to 15.5 3.95 to 14.5
(Flaps Retracted)
Copyright © Delta Air Lines, Inc. See title page for details.
June 9, 2008 DF.11.3
Differences -
737 Differences After Retrofit
737NG Operations Manual
Fuel
Item 737-700 737-800
Nitrogen Gas System Installed. Not installed.
Fuel Pump AMOC for FAA Boeing AMOC System AMOC not installed.
AD 2002-24-51 Installed.
Landing Gear
Item 737-700 737-800
Brakes Carbon Brakes. Steel Brakes.
Tail skid Not installed. Installed.
Warning Systems
Copyright © Delta Air Lines, Inc. See title page for details.
DF.11.4 June 9, 2008