PMDG 737 THE NEXT GENERATION
737-600/700/800/900
Aircraft Operating Manual
REVISION 1.4
AIRCRAFT OPERATING MANUAL
&
FLIGHT MANAGEMENT COMPUTER HANDBOOK
This manual was compiled for use only with: PMDG 737: The Next Generation.
The information contained within this manual is derived from multiple sources,
and is not subject to revision. This manual is not be used for training or assumed
to provide operating procedures for use on any aircraft. The manual is for
entertainment purposes as required by the simulator software.
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The Precision Manuals Development Group Web Site can be found at:
http://www.precisionmanuals.com
Copyright © 2004, PRECISION MANUALS DEVELOPMENT GROUP
This manual and all of its contents, pages, text and graphics are protected under copyright laws
of the United States of America and international treaties. Duplication of this manual is
prohibited. Permission to conduct duplication of this manual will not be sub-contracted, leased or
given.
Microsoft, the Microsoft Logo and Microsoft Flight Simulator are registered trademarks of the
Microsoft Corporation. Some graphics contained in this manual were taken directly from the
simulator and altered in order to suite duplication on a printed page. All images contained in this
manual were used with permission.
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Precision Manuals Development Group is an organization of aviation,
aeronautical and software development professionals dedicated to the task of
producing software for aviation enthusiasts.
PMDG products have gained worldwide recognition for the innovative use of new
ideas to realistically portray the challenges of commercial aviation. PMDG
simulations are designed for use by those interested to learn about commercial
airliners and commercial airline operations.
The simulation you have purchased represents nearly 24 months of research,
testing and development work and is the first in a series of commercial airline
simulations planned for use with Microsoft Flight Simulator Century of Flight.
Currently PMDG is developing additional technologies to enhance the simulation
of commercial airline operations within Microsoft Flight Simulator. Please visit
our website for more information on future release dates, products and
purchases!
PMDG's product line will expand in size and range during 2004 with the
introduction of PMDG 747-400, Queen of the Skies. This product, designed
exclusively for Flight Simulator 9 will feature the same attention to detail and
accuracy as the much smaller 737 cousin.
All of us at PMDG are grateful that you have purchased this product and we
stand committed to support you in your enjoyment of this software. If you find
yourself in need of support, please email us or visit our customer support forum
for help. PMDG staff is available to assist customers through these two venues.
Thank you again for your support of PMDG.
The Development Team
Precision Manuals Development Group
http://www.precisionmanuals.com
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MASTER TABLE OF CONTENTS
(Organized by Chapter Topic)
CHAPTER
SUBJECT
TITLE PAGE AND REVISION STATUS
0
TAKEOFF
1
CRUISE
2
LANDING
3
SPECIFICATIONS AND LIMITATIONS
4
NORMAL PROCEDURES
5
ABNORMAL PROCEDURES
6
COCKPIT AND SYSTEMS
7
FLIGHT MANAGEMENT COMPUTER
8
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MASTER TABLE OF REVISIONS
PMDG strives for completeness and innovation in our products. On occasion we will issue free
updates to our software, and we strongly encourage all customers to download and install these
updates as they ensure the trouble-free operation of your software and add functionality that we
may not have been able to offer in the initial release version of the product.
Note: This manual is being continually updated and expanded to cover additional topic areas and
to add additional depth to existing aircraft functions. You can obtain the most current version of
the manual free by visiting the PMDG 737 Operators Information Center (Tech Support) at
www.precisionmanuals.com
REVISION HISTORY
REVISION
NUMBER
1.0
1.1
1.2
1.2
1.3
1.4
REVISION DESCRIPTION
Manuals as originally issued
Software Revision only. No manual updates
Software Revised to 1.2. Manuals Replaced
Replaced Appendix_1 with complete new version.
Replaced Appendix_1 with updated version.
Added data for 737-800/900 (see note below)
ENTERED
BY
DATE
ENTERED
PMDG
PMDG
PMDG
PMDG
PMDG
PMDG
01JUL03
01SEP03
15NOV03
03JAN04
26JAN04
23APR04
Note: 737-800/900 data is provided for consistency. PMDG 737-800/900 is a separate product.
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Manual Updates
Version 1.4
With the addition of the 737-800/900 to the fleet, it is necessary to expand the breadth of this
manual to include aircraft performance data and aircraft differences. Additionally, PMDG has
added new functions to the airplane and these additions required changes to the existing manual.
The follow updates have been added to this manual during revision 1.4. If you do not own the
PMDG 737-800/900, then not all options will be available to you.
Chapter 0:
Updated PMDG Styles Menu overview
Updated Key Assignments Menu Overview
Explanation of Lighting Options
New/Updated PMDG Functions
Chapter 1:
Added Takeoff Performance Data for 737-800/900
Chapter 2:
Added Cruise Flight Performance Data for 737-800/900
Chapter 3:
Added Landing Performance Data for 737-800/900
Chapter 4:
Added weight limitation data for 737-800/900
Chapter 5:
No changes.
Chapter 6:
No changes.
Chapter 7:
Added 737-800/900 Cabin Temp Control Overview
Chapter 8:
Added Route Offset capability.
Updated current functionality (Opt/Max Alt, Cost Index, etc)
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Options and Customization
When airlines purchase an airplane a significant amount of customization goes into each aircraft
in order to provide the airline customer with the exact options and capability that they require.
When modeling aircraft for Microsoft Flight Simulator, it is often difficult to include provision for
many of the options that individual airlines purchase, but at PMDG we have tried hard to provide
our customers with the ability to individualize their airplane!
When you run the airplane for the first time, you will notice that we have added a PMDG menu
item along the top menu bar within Microsoft Flight Simulator. The PMDG menu item is the place
where you can find an array of options and customizations to further enhance your PMDG 737
experience!
The PMDG menu provides access to a host of options that can be selected by the user to add the
specter of aircraft system and engine failures or to tweak the performance and appearance of the
cockpit to match the user’s favorite airline configuration!
To further enhance the custom experience, PMDG has produced dozens of liveries representing
airlines operating the 737-600/700/800 and 900 aircraft worldwide. These liveries are provided at
no cost to you, and can be downloaded from www.precisionmanuals.com
PMDG has elected not to charge for airline liveries in order to provide additional value to the base
product that you have already purchased. Users should feel free to download the PMDG 737
PaintKits that are also available from the PMDG web site. These paintkits were developed by
PMDG’s livery artists in order to assist users who wish to add their own customizations to the
PMDG line of airplanes.
Users are free to distribute the artwork that they create, but should carefully refrain from
distributing any files that are included in the base PMDG 737 package, as these files are all
copyright protected and watermarked for easy identification. PMDG aggressively prosecutes
cases of theft and we offer rewards for individuals providing information that leads to successful
prosecution of theft. (If you have any questions on this policy, please contact us!)
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GETTING THE MOST FROM YOUR PMDG 737
Introduction: At PMDG we have an established mission to bring a degree of realism to desktop
simulation. All of us at PMDG are simulation enthusiasts who have elected to bring our “day job”
specializations (Airline Transport Pilot, Aviation Maintenance, Software Development,
Aeronautical Engineering, 3D Design and Animation, Graphic Design and Computational
Mathematics) to the simulation community in the form of a comprehensive and sophisticated
simulation of a modern airliner.
For many years, the terms, “most realistic,” “most accurate,” and “Certified by Real Pilots” have
been used by developers to describe offerings to the desktop simulation community. While some
of these claims have merit, our own experience has generally led us to believe that marketing is
always marketing, and that the value of an experience has as much to do with the perception of
the customer as it does with engineering data.
To this end, we have gone to great lengths to simulate the sophisticated environment that is the
modern airliner cockpit. Using many of the same tools employed to teach pilots and mechanics
how to support the 737 series of airplanes, we have worked to build a simulation that capitalizes
on the strengths while minimizing the weaknesses of Microsoft Flight Simulator.
Invariably there have been times when we needed to make choices between realism and
usability. While Microsoft Flight Simulator is a wonderful and dynamic platform for modeling the
737, there are some aspects of Microsoft Flight Simulator that just do not function as well as we
would like, and we have worked hard to overcome them while also enhancing the realism of the
737 simulation experience.
PMDG began development of the 737 series in September of 2002 with virtually no prior
Microsoft Flight Simulator development experience. Our experience developing products for the
FLY community was useful, but not entirely so, as the MSFS community has significantly more
options available in terms of Weather Management Products, Weight and Balance simulations,
Scenery and various other addons.
Currently we have not placed significant development emphasis on developing compatibility with
certain types of addon products in the marketplace. (Aircraft Maintenance addons, Weight and
Balance addons, etc.) These decisions have been made in order to place greater emphasis on
areas of our simulation package that we feel are important to developing a complete airplane. As
we proceed further with our MSFS design aims, we are certain that we will provide the required
development time necessary to add compatibility with some of the “related” products currently on
the market!
In the following section we outline some of the many options that we have included to further your
enjoyment of the simulator. Additionally, we outline some of the “oddities” that you might come
across, along with an explanation of their existence. We hope you will find this information useful
and that it will enhance your enjoyment of the PMDG 737!
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The PMDG Menu:
The PMDG menu has been added to the normal menu bar within Microsoft Flight Simulator in
order to simplify user interaction with the PMDG airplane. From this menu the user can choose
an assortment of options as described below.
PMDG 737NG Styles Menu:
The Styles menu presents the user with a context sensitive interface from which the cockpit can
be customized to represent an array of options available to real world operators of the 737!
The Styles menu can be used to select options in order to customize the display of information in
the 737 cockpit according to personal tastes, or in order to model a specific airline’s cockpit
layout.
IMPORTANT NOTE: The PMDG STYLES menu images and description below assumes that the
user owns both the PMDG 737-600/700 and the PMDG 737-800/900. For users of only the 737600/700 some options are not enabled and the menu layout is designed to present only those
options available to 6/700 users. If an option described below is not present or is not selectable,
then the option is only available when the PMDG 737-800/900 is also installed.
The styles menu is divided into pages. The pages group similar functions and options together in
order to make cockpit and display customization simple.
Currently the following Styles pages are available:
•
•
•
•
•
•
•
Airline Selection [Airline Specific Layout Selection]
PFD [Primary Flight Display Options]
ND [Navigation Display Options]
EICAS [EICAS Display/Layout Options]
Colors [PFD/ND/Autopilot Digit Color Options]
Sounds [Sound Performance Options]
Various
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Airline Selection Page: The Airline Selection page allows the user to choose from a range
of pre-formatted cockpit setups based upon the styles in use at many popular airlines. Although
crews are unable to switch between the formats on their airplanes, we have provided you with
this option in order to increase your enjoyment of the product!
NOTE: This option is cockpit setup related only and does not affect the airline livery
chosen by the user.
Airline Custom Settings: To choose the layout that is used by a specific airline, simply use the
drop-down menu. This will present the user with a list of representative airlines operating the 737
airplane, and will automatically customize the display layout to match that airline’s preference.
Pulling the menu will present an option list similar to the following:
Adding Your Own Custom Cockpit Settings: (ADVANCED USERS ONLY): If you wish to add
an airline to your list of custom airlines, you can do so!
Open the following file: FS\PMDG\Airlines.ini
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At the bottom of the list, enter information in the following format:
[DELTA AIR LINES ]
Engine=CFMI CFM56-7B26
EFISMap=0
EICASSide=0
FDVBar=0
AOA=0
Lbs=1
Airline Name
Engine Type
0 = PFD/ND 1=EFISMap
0 = Over/Under 1=Side/Side
0 = Pitch Roll Cues 1=Flying Wing
0 = No AoA index 1=AoA index active
0 = Kilograms 1=Lbs
EFIS Display Type: There are two types of cockpit display layouts provided by Boeing to 737
customers. The display format is not changeable in the airplane itself, but to maximize flexibility
you will suffer no ill effects switching between display formats within the PMDG 737. The two
formats are quite different in the presentation and layout of information:
PFD/ND (Primary Flight Display / Navigation Display):
EFIS/MAP (Electronic Flight Instrumentation System / MAP):
The information presented on either display layout is formatted to allow users to switch between
cockpit display types while maintaining familiarity with the presented information. The PFD/ND is
a common style information layout, while the EFIS/MAP layout is very similar in presentation to a
standard “steam gauge” layout cockpit presented with the advantages of modern computer and
information processing.
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PFD Page: The PFD Styles page allows the user to modify the amount of information that is
displayed in the cockpit.
Flight Director: This option allows the user to choose between the Cross-Hair type pitch and roll
cue or the Single-Cue “flying V” type of flight director on the Primary Flight Display.
Optional Rising Runway: Selecting this option will enable the graphic “rising runway” on the
PFD for use during autoland and instrument approaches.
Show GS: Selecting this option will enable a ground speed display on the Navigation Display.
VOR in LOC Scale: This option allows the user to determine if VOR bearing information will be
displayed on the PFD LOC display.
Show AoA: Selecting this option will enable an Angle of Attack index on the Primary Flight
Display. This is an option chosen by some airlines.
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ND Page: The ND Styles page allows the user to modify the way certain types of information is
displayed on the Navigation Display.
Clip Flightplan to Compass Border: The displays in this airplane are modeled as closely to the
actual aircraft as possible. Some of the animation methods used can be extremely
mathematically intensive and may result in lower performance on some processors. One
mathematical method that is particularly taxing to slower computers is the circular animation
calculations required to display the flight path only within the compass confines on the navigation
display. By un-checking this option, the flight path magenta track will be shown all the way to the
edge of the Navigation display. While less realistic, this will result in a drastic reduction in the
amount of mathematics required to draw the navigation display and may result in significantly
higher frame rates for some users. If you find you are getting slow frame rates, try deselecting
this option.
ARPT shows runways longer than: This option allows the user to customize the way airports
are displayed on the Navigation Display. Commonly, airlines buy only the airport navigation data
for airports capable of servicing their aircraft. For the 737, we recommend setting the Airport
display to only show airports with runways greater than 4,500 feet in length. Lowering this
number will display a greater number of airports, (not all of which you may be able to use!) and
raising the number will lower the number of airports displayed.
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EICAS Page: The EICAS Styles page allows the user to modify the way certain types of
information is displayed on the EICAS Display. The EICAS screen contains all of your engine
monitoring and performance data.
There are three variations in the way the EICAS screens can be drawn.
Side by Side: This display format allows the user to see all available engine information in a
single screen. This layout format is typically paired with the EFIS/MAP style of PFD layout.
When the Side-by-Side format is used, the lower display unit is not populated with information, as
all the engine monitoring is provided on a single screen.
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Over/Under: This display format uses two EICAS display screens to show the engine
information. This results in having the engine performance data split between the upper and
lower screen. In the PMDG 737, this format is most easily used when flying from the Virtual
Cockpit. When flying from the 2D cockpit, only the upper Display Unit is continually visible. In
order to see the lower unit, you must select LOWER EICAS from the View/Instrument Panels
menu within Microsoft Flight Simulator. You will then be presented with a popup of the lower
display unit.
Important Note: The lower display unit will only display data if you have selected either ENG or
SYS from the lower DU selector panel located on the main panel. If you have a blank lower DU
popup image, it is because you are either using the Side-by-Side EICAS (in which case you do
not have a functioning lower DU) or you have not selected the ENG or SYS data to be displayed!
Compact Display: A third display option is available, and shows a compact version of the
Over/Under screen format. This compact version eliminates some of the dial displays in favor of
text driven digital displays in order to save space. When using this version, you still have access
to the lower DU for ENG/SYS data.
EICAS Draw Commanded Flaps in Zoom Panel: Selecting this option will cause the
commanded flaps position to be displayed on the EICAS display. This is useful for those using
the airplane with multiple monitors and unable to see the actual flap position gauge.
Show Flight Control Position Indication on Lower EICAS: Some airlines have chosen the
option to show the flight control positions on the lower EICAS Display Unit. You can enable this
option from the menu by selecting this box. When viewing the lower DU, if SYS is displayed, the
current control positions will be shown on the display.
How to Use the Pop-Up displays in the 3D Cockpit: When flying from within the virtual
cockpit, it is easy and intuitive to see how the display layout is used while in flight. When flying
within the 2D cockpit, sometimes the screen setup is not as advantageous, especially if you have
selected an EICAS setup that uses the lower display unit.
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We generally recommend the SIDE-BY-SIDE display setup when using the 2D cockpit panels as
your primary flying viewpoint. We make this recommendation because the Side-By-Side setup
allows you to see more information on the screen.
For those interested in using the OVER/UNDER display while in the 2D cockpit, you can bring up
the lower EICAS display unit using the VIEWS / INSTRUMENT PANEL / Lower EICAS Popup
menu item. This will present you with a popup on the left side of your screen that shows you the
current displayed information on the lower EICAS Display Unit.
To actually make information appear on the lower Display Unit pop-up, you need to press either
the ENG or the SYS button located directly above the upper EICAS. If you do not press either of
these two buttons your Lower EICAS Popup will appear only as a black square.
AFDS Page: There are a few options that airlines may take with regard to the Autopilot-Flight
Director System on the 737. We have modeled these options here, for those users who wish to
model some very specific behaviors for the airplane.
TO/GA Roll Mode: The Take Off / Go Around Roll Mode allows users to choose between two
different behavior types when the flight crew presses the TOGA button to initiate a Go-Around
from approach.
Wings Level: This mode will roll the wings level and initiate the programmed climb path. The
crew will be required to select a roll mode such as HDG or LNAV in order to commence a turn
during the missed approach climbout.
Follow HDG Select: This mode, if selected, will cause the airplane to turn toward and follow
whatever setting has been selected for the heading bug. Using this mode requires diligence
when setting the heading bug during approaches, as an improperly set heading bug may result in
unwanted turns during a missed approach. This setup is useful however, to operators who
conduct operations in regions where missed approach procedures generally require immediate
turns for terrain or missed approach procedures.
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VNAV ALT Option: Selecting VNAV ALT will allow the FMC to utilize the VNAV Altitude hold
function during climbs and descents. VNAV ALT is an option chosen by some airlines to simplify
the methods used by the crew to climb and descend the airplane.
If selecting VNAV ALT to make it available in the aircraft, the crew will have the option to level the
airplane during climbs or descents at altitudes other the FMC specified cruise or target End of
Descent altitudes. By using either the altitude intervention switch or the MCP Altitude selector,
the crew can level off at an intermediate altitude and the AFDS will show VNAV ALT to indicate
that VNAV is holding the selected altitude.
When climb/descent is recommenced, simply selecting the desired altitude in the FMC altitude
window and pressing the altitude intervention button will recommence the previous VNAV
climb/descent mode.
If this option is NOT selected, leveling the aircraft at an intermediate altitude will cause the AFDS
to revert to ALT HOLD mode. In order to recommence the climb/descent, VNAV must be
selected manually from the Autopilot Mode Control Panel.
Colors Page: The Colors Styles page allows the user to modify the colors used on the cockpit
displays and in the Autopilot Mode Control Panel.
PFD: The SKY and GROUND options allow you to customize the colors displayed on the PFD
attitude indicator. The TAPES option allows you to customize the background color of the
Altitude, Mode Annunciation and Speed tapes.
MCP: The Foreground color allows you to change the color of the display digits on the autopilot
Mode Control Panel.
CDU: The Foreground and Inv allow users to customize the FMC/CDU color display to be
customized to personal preference.
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Sounds Page: The Sounds Styles page allows the user to modify the way sounds are
presented to the user and allow some customization based upon user preference.
Sounds: Use these options to select the types of cockpit aural warnings that you wish to hear
from within the cockpit. There are options to turn on/off three types of aural warnings, and a
fourth option to turn on/off some of the ambient cockpit noise.
The 737 is one of the noisiest modern airliners, with the majority of the ambient noise offense
coming primarily from the Recirculation Fans, the slipstream, the trim wheel and the standby
altimeter vibrometer. We have modeled these sounds as accurately as possible, but we have
also provided you with a volume slider to adjust their intensity as well as a check box to turn them
off if you wish!
As a tribute to the accuracy of this package, these sounds, including the slipstream noise, were
recorded on the flight deck of the airplane and processed for use in the simulator. For a true 737
experience, turn the sound up LOUD!
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Various Page: The Various Styles page allows the user to modify the way certain functions
interface with the simulator:
TCAS: The TCAS option set allows the user to customize the manner in which TCAS interfaces
with the simulator and the amount of information displayed. TCAS can display traffic by using the
traffic information interface provided by FSUIPC, or directly from within the FS2004 Internal
Structure. (If flying online- use the FSUIPC interface.)
The TCAS module can limit the amount of traffic displayed to the user on the Navigation Display.
Adjust this value to suit personal taste.
The TCAS2 system used on the 737 automatically suppresses the display of aircraft traffic that is
not immediately in conflict with the airplane. As such, the only time traffic will be displayed is
when it presents the potential for a traffic conflict and/or a resolution advisory. Some users may
wish to be able to see non-conflicting traffic, however and selecting the Show All NonThreatening Traffic option will allow the user to see all surrounding traffic rather than only conflict
traffic.
Weight Indiciations: Use this option to select between Pounds or Kilograms as the weight units
used in the airplane.
Panel Switcher: Users who wish to display the overhead panel on a second monitor should
select this option in order to allow the undocked display of the overhead panel. Leave this option
unchecked if you are not planning to display the overhead panel undocked.
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PMDG FAILURES MENU:
The PMDG Failures Menu allows the user to pre-program or randomly arm failures to affect the
airplane during flight.
Failures are divided into category in order to simplify the selection of specific, related failures.
Simply pull down the FAILURE CATEGORY menu and highlight the failure area desired. For
example, selecting ENGINE from the Failure Category menu will display the following menu
options:
Information in the failures menu is divided into columns for ease of use.
Description: Describes the failure type.
Random: Select this checkbox if you wish to experience a time random failure of this item.
Counter/Timer Type: Select the time units and the amount of time desired until failure.
Already Failed: Various simulations can be flown with specific items already failed.
Clear Failure: Use this button to reset a failure and restore an item to functionality.
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PMDG LCD TUNING and KEYBOARD COMMANDS MENU:
In order to assist users in the quest for optimal frame rates, PMDG has provided users with the
ability to tune the update rates for all three of the LCD’s in the cockpit. If desired the user can set
varying update rates based on the importance of the screens, and thus enhance the overall
performance of the airplane within the simulator.
Users can customize keyboard input to control various aspects of the simulation using this menu.
PMDG’s PANEL VIEW SWITCH:
In order to fully utilize a wide array of customizable panel options, we elected not to use the stock
MSFS view selection system. The development of a custom PMDG View module has allowed us
to provide a greater array of view options to enhance the realism of the simulation. The Panel
View Switching Tool is present on each of the panels and has been placed in areas where it can
be useful while blending into the panel itself.
The view switching tool is pictured below:
Due to the limited space we have elected not to use iconic graphics but instead have chosen
letters in order to simplify the process of remembering which button performs which function!
M: Main Panel View (Default MSFS Large Panel View)
Z: Zoomed Main Panel (Removes peripheral functions of main panel to enlarge LCDs.)
A: Approach Panel View (Provides a true “Captains View” perspective over the panel.)
L: Landing View (Provides a realistic “Captain’s View” looking out the front window.)
F: FMC pop-up panel.
O: Overhead Panel View.
T: Throttle Console.
R: Radio Console.
C: Chronograph pop-up window
Panel Views: The PMDG 737 comes with four 2D panels that can be used according to
customer preference.
Main Panel: A traditional MSFS main panel view with instruments and engine gauges displayed.
Zoom Panel: Similar to the Main panel, but the displays have been made larger for readability.
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Approach Panel: This 2D view is designed for use during visual approaches.
Landing Panel: This view is designed for appropriate “over the panel” viewing during landing.
Overhead Panel: The majority of aircraft mechanical functions are operated from here.
Virtual Cockpit: Obviously, a preferred environment due to it’s immersive nature. Owners of the
PMDG 737-80/900 will also find that most all cockpit functions are “clickable”
Pop Ups Windows: In addition to the views listed above, we have included many “pop up”
windows that provide additional areas of the cockpit systems/instrumentation.
FMC/CDU: Both Left and Right FMC/CDUs can be displayed as pop up windows.
Throttles: The throttle console and associated equipment is included here.
Radio Stack: An operating radio console is provided here.
PFD/ND/EICAS/LOWER EICAS Pop Up: Each of these displays can be “popped up” by either
clicking on the display face directly, or selecting from the menu here.
Chronograph: The chronograph has been made into a pop-up based on customer requests.
All of these options can be selected from the VIEWS/INSTRUMENT PANEL menu within MSFS.
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Virtual Cockpit: The virtual cockpit concept has come a long way with the advent of Microsoft
Flight Simulator 9: A Century of Flight. During the initial development of the PMDG 737, the
product was planned for FS2002, and as such the 600/700 aircraft did not have “clickable” virtual
cockpits.
The PMDG 737-800/900 aircraft have clickable main panels, overhead and center console
panels. The fire control panel is not clickable in the 800/900.
The PMDG 737-600/700 is not clickable, but we have made the radio console “pop up enabled”
so that users can click on the radio console, then interface with it via a pop up console.
Virtual Cockpit Lighting: The system used by Microsoft Flight Simulator to model cockpit
lighting is not optimal, because it assumes lighting is done primarily by an overhead dome light as
in a Cessna 172. Additionally, the light rendering engine used by MSFS can occasionally make
the inside of the virtual cockpit much more dark that would otherwise be expected in the actual
airplane.
To combat this, we have installed a “dome light” switch on the overhead panel. This switch
ONLY OPERATES WHILE IN THE VC, and provides immediate bright illumination to the cockpit
in order to prevent the MSFS “over-dark” condition.
NOTE: This dome light DOES have an impact on frame rates, especially on less robust
machines, or in areas of heavy scenery.
Without Dome Light
With Dome Light
This switch is primarily intended for daytime use in order to keep things inside the cockpit well
illuminated- but it can also be used at night as a “white dome light” if desired.
The dome light switch WILL NOT OPERATE and WILL NOT PROVIDE ILLUMINATION while in
the 2D cockpit, however. (The dome light was designed using an MSFS animation technique that
cannot be duplicated in the 2D cockpits.) Although we have long term plans to model multi-tiered
lighting schemes in the virtual cockpit / 2D cockpit, this will take some time to effectively
implement based on our desire to avoid using the ineffective MSFS lighting schemes.
If the dome light is operated at night while inside the virtual cockpit, the flight deck will be brightly
illuminated just as if the interior white dome lights were illuminated. This bright light will not be
present in the 2D cockpit, however.
Panel Lighting: At night, the panel lights switch on the overhead panel will turn on the panel
back lighting to provide a realistic night illumination of the panels on the flight deck.
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737: THE NEXT GENERATION
Occasionally during the transition from light/dark or dark/light times of day, the user will notice
that the back lit portions of the panel retain a darker quality than surrounding areas within the
virtual cockpit. This is an unavoidable result of the methods used in developing the lighting
system. To eliminate this inconsistency, occasionally cycling the lights off/on will work.
Additionally as the night/day transition becomes lighter, turning off the panel lights will remove the
differences.
It should be noted that we have inhibited the panel back lighting from being displayed during non
darkness periods. This behavior is realistic in that panel backlighting is not normally visible
during daylight even if turned on.
In order to keep some semblance of order in the panel lighting process, we have included
synchronization logic between the VC and 2D panel views. If either the panel lights or the “VC
Dome Light” is ON in the VC- the panel lights will be on in the 2D cockpit.
We continue to explore new ways of realistically including new lighting options in the PMDG 737.
Tuning The Virtual Cockpit Displays: The Virtual Cockpit is becoming an increasingly popular
place for simulator pilots. Recognizing that the virtual cockpit places a heavier toll on the MSFS
display engine, we have provided ways for users to tune the gauge update rates according to
their personal preferences and hardware capability. You can find this option under the PMDG
Menu within MSFS:
Assigning MSFS Functions to your keyboard or hardware: After release of the PMDG 737600/700, many users wrote and requested the ability to map certain functions within the PMDG
cockpit to hardware key commands within Microsoft Flight Simulator. We have provided a
comprehensive Key Assignments menu that is available under the PMDG menu.
Key assignments can be made to many critical tasks within the PMDG cockpit, and some MSFS
functions such as opening/closing doors and pushback have been set up through this menu in
order to provide users with access to some default MSFS functions that have been known to
conflict with the PMDG 737.
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The following areas are available for keyboard assignment:
MCP (Autopilot Mode Control Panel)
EFIS (Electronic Flight Instrumentation)
Panel Switcher
Autobrakes
Doors
Pushback
Various
Users who have certain types of hardware setups will be able to map specific functions to their
hardware through the use of this menu.
Additionally, we have identified two functions that are default MSFS commands that do not
operate well with the PMDG 737. Doors Open/Close and Pushback/Pushback Left/Pushback
Right.
(For those interested: The update rate of the PMDG airplane exceeds the update rate of the
main MSFS engine, thus “combined key commands” in MSFS can sometimes be over-written
before you can actually them…)
You can map the DOOR and PUSHBACK functions to the single key of your choice in order to
use them appropriately!
Additionally, we have provided the ability to make the flight control yokes in the Virtual Cockpit
appear and disappear so as to facilitate easier viewing of the Flight Management Computer while
flying from within the VC. You can find this option under VARIOUS, and thus the single stroke of
a key will remove the yoke or replace the yoke while you use the FMC!
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737: THE NEXT GENERATION
Best Practices for Smooth 737 Operation
Frame Rates: We have designed the PMDG 737 Next Generation series of airplanes to provide
good performance on a wide range of hardware platforms.
For users with very high performance machines, you should be able to operate your PMDG 737
in Flight Simulator 9 with maximum details, heavy scenery, weather and high update rates on the
VC gauges while flying primarily from the Virtual Cockpit.
Users with mid to low range hardware should take a realistic approach to maximizing frame rates
by reviewing the following notes:
•
•
•
•
Displaying waypoints, airports, TCAS and Stations on the Navigation Display will have an
impact of frame rates. This is due to the fact that the display routines must manage a
tremendous amount of calculations to properly show you information on the navigation
display. To minimize the impact, keep your navigation display reduced to only the
information you need, and keep the range as close as feasible. Reducing the amount of
information displayed will reduce the impact on your frame rates!
We have included various model options to include 2D panel only, 2D panel and VC, and
2D panel with a VC and a cabin that can be “walked through” if you have the appropriate
software installed. If you do not intend to use the cabin, don’t load that model as the
extra overhead in polygons will impact your frame rates. If you do not fly from the virtual
cockpit, then use the 2D model only in order to maximize your frame rates! A realistic
assessment of what your machine is capable of handling will greatly enhance your
enjoyment of this product!
Tune your Virtual Cockpit frame rates using the MSFS options and the PMDG tuning
tools provided in the menu.
Limit your Frames per Second in FS: We have dome substantial testing to determine the
best ways to obtain smooth frame rates in MSFS. We found that setting Flight Simulator
9’s frame rates to “unlimited” tended to cause stuttering whenever the complexity of
information viewed outside the cockpit window changed. We found that limiting the target
FPS to between 25-30 allowed for significantly smoother overall frame rate performance
when nearing complex scenery or viewing the airplane from the outside. We have tested
this product on a range of platforms and found this to be true with the current high end
technology- as well as most mid-range machines.
Force Feedback: There is no industry standard for Force Feedback controls, and we have found
a wide variance in the behavior of Force Feedback products when used with FS9. We
STRONGLY encourage users to disable “flight control feedback” to the joystick, as it’s
implementation is generally inaccurate for transport category aircraft and will create over-control
situations that make the airplane harder to fly. Also, ensure that in your FS9.CFG file,
stick_sensitivity_mode=0 If this entry is set to any value other than 0, aircraft controllability
suffers.
Saved Flights: It is not currently possible to effectively save flights in progress for simple
resumption. We had hoped to add this functionality with this new version of the PMDG 737, but
were unable to do so without essentially “starting over” in the highly complex model of the aircraft
systems. We continue to examine ways to make this possible, and it is a certainty that it will be a
part of future PMDG products based on customer interest! Additionally, we have provided a
“Cold and Dark” scenario that you can use if you wish to simulate entering an aircraft that is
parked and shut down. You can load the PMDG Cold and Dark saved flight, then change to
your preferred location and resave the flight. We recommend against loading a non PMDG
airplane, shutting it down, then switching to the PMDG airplane as we’ve found that differences in
the way various airplanes are modeled can lead to subtle conflicts.
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REGISTRATION AND REVISION INFORMATION 0 - 27
Unexplainable FS9 Crashes or Error Reports: With the advent of Flight Simulator 9, Microsoft
made some structural changes to the way Flight Simulator maintains its “current state” in the
simulated world. Flight Simulator stores information in two locations:
•
•
FS9.CFG
Saved Flights.
The FS9.CFG file can be a great tool for managing FS9, but it is also the area of most significant
failures within FS9. We have found that users who have made display/sound driver changes
and/or installed/removed many addons generally have FS9.CFG files that are filled with
“garbage” information that eventually confuses FS9.
If you find that FS9 begins displaying error messages or crashes to desktop when using the
PMDG 737 or any other addon, then simply delete your FS9.cfg file, and re-run FS9. This will
prompt the simulator to rebuild a fresh FS9.CFG file and usually resolves most problems that
users experience.
Sometimes we receive email from users who have saved a flight within FS9 that they prefer to
use as a “starting point” for all FS9 flying. Occasionally we have found that saving a flight in
another aircraft then loading the PMDG 737 will create problems that prevent the proper
initialization of the PMDG 737s systems and onboard computers. The PMDG 737 is a highly
sophisticated product and while not fragile, it is always considered good practice to load directly
into the PMDG 737 when you wish to fly the airplane.
Missing Lights: In order to see all the external lights on the PMDG 737, you must set the
“Rendered Lights” slider to 8. On many machines FS9 will default this slider to position 6, and
this will cause some of the external lights on the PMDG 737 to remain dark!
Also, we have provided a “dome light” in the Virtual Cockpit. In order to see this light, you MUST
go to your OPTIONS, SETTINGS, DISPLAY, AIRCRAFT menu in FS9 and ensure that the “Show
Landing Lights” box is checked!
Using the Virtual Cockpit and Cabin: A tremendous amount of thought and effort has gone
into making this PMDG product interesting and usable to the greatest number of individuals and
the various hardware setups common to simulation enthusiasts. When FS9 was initially released
many users were surprised to find that Microsoft had removed some functionality that allowed
greater freedom for users who enjoy the Virtual Cockpit and Virtual Cabin environments. PMDG
was disappointed at this design decision with FS9, but we have continued to make powerful
Virtual Cockpit and Virtual Cabin models available for those customers who own products like
Active Camera. Active Camera will provide you with the freedom to wander around the airplane’s
interior and exterior and significantly adds to the overall PMDG 737 experience. Active Camera
is not required to use the PMDG 737 however. Users can use the 2D cockpit and Virtual Cockpit
models as provided and still experience the full value of this complex airliner simulation. We have
provided the virtual cabin model for those with the additional software installed.
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737: THE NEXT GENERATION
Customer Support
PMDG is committed to providing strong support to our customers ‘after-the-sale.’ When you
purchased this PMDG product, you also purchased the support and dedication of the entire team
to provide you with the finest high quality flight simulation experience possible on a modern
computer.
Occasionally it is you may find it necessary to obtain help in the installation, operation or
maintenance of your PMDG product. PMDG provides a number of avenues for you to receive
support when you need it!
PMDG 737 Operator’s Information Center: The PMDG 737 Operator’s Information Center
(PMDG 737 OIC) is a located in the Support section at www.precisionmanuals.com.
The PMDG 737 OIC is a continually updated page that will provide users with current information
on the operation and maintenance of your PMDG 737. If you find that you are having problems
from installation to operation of the airplane, please visit the PMDG 737 OIC and consult the FAQ
sections contained there. When PMDG identifies a problem that is being experienced by many
users, the information is posted into the FAQ in order to ensure that users are made aware of the
causes and solutions for common problems.
Additionally, the PMDG 737 OIC is your best source for easily ensuring that your PMDG 737 is up
to date with the latest updates for functionality, Navigation Data and SID/STAR formats!
If you have a problem with your airplane, start out at the PMDG 737 OIC!
PMDG Customer Support Forum: PMDG supports a customer service forum that is hosted by
AVSim as a courtesy to PMDG. (Thank you!) This forum is frequented by thousands of other
PMDG customers and has become a welcome gathering place for experts on the operation and
support of this sophisticated airplane! Additionally, all members of the PMDG team frequent the
forum at different times to ensure that we are in tune with the experience our customers are
having with our products!
The support forum is a great place to share flying tips/tricks/tales with other PMDG 737 pilots.
PMDG Technical Support Operations by Email: PMDG’s technical support duties in the
customer support forum are shared by a number of PMDG team members, but email support is
handled directly by PMDG’s Manager of Technical and Customer Support Operations, as well as
by PMDG’s Executive Director. Most email messages are answered within 24 hours and in most
cases the direct interaction with the PMDG technical support resolves nearly all customer
problems. Problems related to downloads, payments, irresolvable errors or other items of a
serious nature can be addressed directly to support@precisionmanuals.com.
Again, please note that while we strive to answer all email with 24hrs, both support
representatives are professional airline employees who’s schedules may be affected by flight
schedules, inclement weather or other industry events so occasionally response times may take a
bit longer.
Telephone Support: PMDG developers are located in five countries and spread across fifteen
time zones. For this reason we are unable to provide telephone support under any
circumstances.
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REGISTRATION AND REVISION INFORMATION 0 - 29
Replacement of Lost Download Products: PMDG is unable to replace lost or user damaged
CD media, however we can easily replace a product that was originally purchased as a download
from our website. PMDG provides free product replacement for a period of one year from the
date of original purchase, provided the customer can provide enough identifying information to
help us locate the order within our records! Please write updateme@precisionmanuals.com and
provide your name, approximate date of purchase, Confirmation ORDER ID (if possible!) and any
other information that may help us identify you and your order. DO NOT SEND YOUR CREDIT
CARD NUMBER, NOR WILL ANYONE FROM PMDG EVER ASK YOU FOR YOUR CREDIT
CARD NUMBER.
After the first year of ownership, PMDG may, at it’s own discretion require a nominal charge to
cover the cost of the replacement download. Additionally PMDG reserves the right to require that
a customer repurchase the product entirely at our own discretion.
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737: THE NEXT GENERATION
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TAKEOFF
1-1
TAKEOFF
TABLE OF CONTENTS
SUBJECT
PAGE
REQUIRED TAKEOFF FIELD LENGTH (737-600) ............................................ 3
RUNWAY LENGTH LIMIT WEIGHT (737-600)................................................... 4
TAKEOFF SPEEDS (B737-600) ......................................................................... 5
TAKEOFF STABILIZER TRIM SETTING (B737-600)......................................... 6
REQUIRED TAKEOFF FIELD LENGTH (737-700) ............................................ 8
RUNWAY LENGTH LIMIT WEIGHT (737-700)................................................... 9
TAKEOFF SPEEDS (B737-700) ....................................................................... 10
TAKEOFF STABILIZER TRIM SETTING (B737-700)....................................... 11
TAKEOFF THRUST N1 (B737-700)....................................................................12
REQUIRED TAKEOFF FIELD LENGTH (737-800) .......................................... 13
RUNWAY LENGTH LIMIT WEIGHT (737-800)................................................. 14
TAKEOFF SPEEDS (B737-800) ....................................................................... 15
REQUIRED TAKEOFF FIELD LENGTH (737-900) .......................................... 18
RUNWAY LENGTH LIMIT WEIGHT (737-900)................................................. 19
TAKEOFF SPEEDS (B737-900) ....................................................................... 20
REDUCED N1 TAKEOFF THRUST SETTINGS (737-ALL) ................................22
TAKEOFF PERFORMANCE / SAFETY VERIFICATION (737-ALL)................. 22
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PMDG 737NG - AOM
TAKEOFF
1-3
Required Takeoff Field Length (737-600)
Available
Runway
Length
3,900
4,600
5,300
5,900
5,600
7,200
7,800
8,500
9,200
9,800
10,500
11,200
11,800
12,500
13,100
13,800
14,400
15,000
15,700
16,404
-15
2,789
3,379
3,970
4,528
5,118
5,709
6,266
6,857
7,447
8,038
8,596
9,186
9,777
10,335
10,925
11,516
12,106
12,664
13,254
13,845
Wind Corrected Field Length (Feet)
Wind Component (minus equals a HEAD WIND)
-10
-5
0
10
20
3,182
3,543
3,900
4,167
4,429
3,773
4,199
4,600
4,856
5,118
4,396
4,823
5,300
5,512
5,774
4,987
5,446
5,900
6,168
6,463
5,610
6,069
5,600
6,857
7,152
6,201
6,726
7,200
7,513
7,808
6,824
7,349
7,800
8,169
8,497
7,415
7,972
8,500
8,825
9,186
8,038
8,596
9,200
9,514
9,875
8,629
9,252
9,800
10,170
10,531
9,252
9,875
10,500
10,827
11,220
9,842
10,499
11,200
11,483
11,909
10,433
11,122
11,800
12,172
12,598
11,056
11,745
12,500
12,828
13,254
11,647
12,401
13,100
13,484
13,943
12,270
13,025
13,800
14,173
14,632
12,861
13,648
14,400
14,829
15,321
13,484
14,271
15,000
15,485
15,977
14,075
14,928
15,700
16,142
16,666
14,698
15,551
16,404
16,831
17,355
30
4,659
5,381
6,069
6,758
7,480
8,169
8,858
9,580
10,269
10,991
11,680
12,369
13,090
13,779
14,468
15,190
15,879
16,601
17,290
17,979
40
4,921
5,643
6,365
7,087
7,808
8,563
9,285
10,006
10,728
11,450
12,205
12,926
13,648
14,370
15,092
15,813
16,568
17,290
18,012
18,733
This table is used to determine the expected length of runway needed when
adjusted for headwind or tailwinds on the takeoff runway.
To use the table: Determine the length of the runway that will be used. Enter
the table in the far left column using the runway length, then move right until
reaching the column that most closely approximates the current headwind or
tailwind conditions on the runway. (Note that in this table, a headwind is a
negative number while a tailwind is a positive number.) Resulting figure is
approximately the amount of runway that will be needed for a dry runway full
power takeoff.
For wet runway conditions, add 5% to the needed runway length.
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Runway Length Limit Weight (737-600)
Corrected
Field
Length
4,000
4,200
4,600
5,000
5,400
5,800
6,200
6,600
7,000
7,400
7,800
8,200
8,600
9,000
9,400
9,800
10,200
10,600
CLIMB
LIMIT
Runway Limit Weight (x 1000lbs)
OAT
<13
14
18
22
24
26
28
30
42
46
50
128.1 117.7 116.8 116.2 115.7 115.3 115.1 114.6 105.6 103.0 100.1
137.3 126.1 125.2 124.6 124.1 123.7 123.2 122.8 113.3 110.2 107.1
146.6 134.7 133.8 132.9 132.5 132.1 131.6 131.2 120.8 117.7 114.4
155.6 142.9 142.0 141.1 140.4 140.0 139.6 139.1 128.1 124.8 121.3
159.8 151.5 150.4 149.5 149.0 148.6 147.9 147.5 135.8 132.3 128.7
159.8 158.1 157.0 156.1 155.4 155.0 154.5 153.9 141.8 138.0 134.0
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 147.0 143.1 138.9
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 152.8 148.6 144.2
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 157.9 153.7 149.0
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 157.9 153.2
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 157.4
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8
159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8 159.8
Compare above figure to yellow line below. USE LOWER NUMBER
151.7 150.4 150.1 150.1 149.9 149.7 149.7 149.5 133.2 128.1 123.0
This table is designed to determine the maximum takeoff weight that is
achievable from a runway of a specific length. The table will provide TWO
numbers that need to be compared, with the lowest number being the deciding
“Limit Weight.”
To use this table: (STEP ONE) Determine the length of runway that will be used
for takeoff. Enter the table using the far left column at the row that most closely
matches the runway length available for takeoff. Move right along the column
until reaching the temperature (OAT Celsius) that most closely matches the field
temperature. The resulting number is the highest gross weight that can be used
for takeoff from that specific runway.
(STEP TWO): Using the temperature column for the current temperature at the
departure field, move down to the bottom of the chart. The figure contained in
the yellow highlighted CLIMB LIMIT row represents the highest weight figure that
the aircraft can carry and be expected to safely climb away from the field after a
single engine failure.
USE THE LOWEST OF THE TWO NUMBERS AS YOUR LIMIT WEIGHT
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TAKEOFF
1-5
TAKEOFF SPEEDS (B737-600)
Takeoff Speeds – Dry Runway
V1, VR, V2 for Max Takeoff Thrust
Weight
158.7
150.0
141.0
132.3
123.5
114.6
106.0
97.0
88.2
FLAPS 1
V1 VR V2
142 143 149
137 138 145
133 134 141
127 128 136
122 123 132
116 117 127
110 111 122
104 105 117
98 99 112
FLAPS 5
V1 VR V2
138 139 146
134 134 142
129 130 138
124 125 134
118 119 129
112 114 125
107 108 120
100 102 115
94 95 109
FLAPS 10
V1 VR V2
132 132 138
129 129 135
124 125 132
119 120 128
114 112 123
108 109 119
103 104 115
97 98 110
91 92 105
FLAPS 15
V1 VR V2
129 129 135
125 126 132
121 122 129
117 117 125
112 112 121
106 107 117
101 102 113
95 96 108
90 91 104
FLAPS 25
V1 VR V2
------121 121 128
116 116 124
111 111 120
106 106 116
100 101 111
95 95 107
89 90 103
FLAPS 10
V1 VR V2
128 132 138
123 129 135
118 125 132
113 120 128
107 114 123
101 109 119
95 104 115
89 98 110
83 92 105
FLAPS 15
FLAPS 25
V1 VR V2 V1 VR V2
129 129 135
123 126 132
117 122 129 116 121 128
111 117 125 110 116 124
105 112 121 104 111 120
100 107 117 99 106 116
94 102 113 93 101 111
88 96 108 87 95 107
82 91 104 81 90 103
Takeoff Speeds – Wet Runway
V1, VR, V2 for Max Takeoff Thrust
Weight
(1000 KG)
158.7
150.0
141.0
132.3
123.5
114.6
106.0
97.0
88.2
FLAPS 1
V1 VR V2
136 143 149
130 138 145
125 134 141
120 128 136
114 123 132
108 117 127
102 111 122
95 105 117
89 99 112
FLAPS 5
V1 VR V2
132 139 146
126 134 142
121 130 138
116 125 134
110 119 128
104 114 125
98 108 120
92 102 115
85 95 109
V1, VR, V2 Adjustments
V1
VR
V2
PRESS ALT (1000 FT)
PRESS ALT (1000 FT)
PRESS ALT (1000 FT)
TEMP
°C °F
60 140
50 122
40 104
30 86
20 68
-60 -76
-2
4
3
1
0
0
0
0
5
3
2
0
0
0
PMDG 737NG - AOM
2
5
4
3
1
1
1
4
6
5
4
3
1
1
6
8
6
5
4
3
2
7
6
5
4
3
-2
4
2
1
0
0
0
0
4
3
2
0
0
0
2
5
4
3
1
1
1
4
6
5
4
3
2
2
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6
8
6
5
4
3
2
7
6
5
4
3
-2
-1
-1
0
0
0
0
0
-2
-1
-1
0
0
0
2
-2
-1
-1
0
0
0
4 6 8
-2
-1 -2 -2
-1 -1 -2
0 -1 -1
0 0 0
0 0 0
Revision – 1.4 23APR04
1 - 6 TAKEOFF
TAKEOFF STABILIZER TRIM SETTING (B737-600)
Flaps 1 and 5
Weight
(1000lbs)
154.3
132.3
110.2
88.2
79.4
13
8 1/2
8 1/2
7 3/4
6
5
15
8 1/2
8
7 1/4
5 1/2
4 3/4
16
8 1/4
7 1/2
6 3/4
5 1/2
4 3/4
C.G. (%MAC)
18
21
24
7 1/4
6 1/2
6
6 3/4
6
5 1/4
6
5 1/4
4 3/4
5
4 1/4
3 3/4
4 1/2
4
3 1/2
27
5 1/4
4 3/4
4
3 1/4
3
30
4 1/2
4
3 1/2
2 3/4
2 3/4
4
3 1/2
2 3/4
2 1/4
2 1/4
16
8 1/4
7 1/2
6 3/4
5 1/2
C.G. (%MAC)
18
21
24
7 1/4
6 1/2
6
6 3/4
6
5 1/4
6
5 1/4
4 3/4
5
4 1/4
3 3/4
27
5 1/4
4 3/4
4
3 1/4
30
4 1/2
4
3 1/2
2 3/4
33
4
3 1/2
2 3/4
2 1/4
33
Flaps 10, 15 and 25
Weight
(1000lbs)
154.3
132.3
110.2
88.2
13
8 1/2
8 1/2
7 3/4
6
Revision – 1.4 23APR04
15
8 1/2
8
7 1/4
5 1/2
DO NOT DUPLICATE
PMDG 737NG - AOM
TAKEOFF
1-7
TAKEOFF THRUST SETTING (737-600)
OAT F
140
131
122
113
104
102
86
77
68
59
50
41
0
23
14
5
-4
-13
-22
-31
-40
-49
-58
-28
-2000
87.7
88.5
89.3
90.2
91.1
91.9
91.5
90.8
90.0
89.3
88.5
87.8
87.0
86.2
85.4
84.6
83.8
83.0
82.2
81.4
80.6
79.7
78.9
80.8
-1000
88.3
89.1
89.8
90.7
91.6
92.5
92.6
91.9
91.1
90.4
89.6
88.9
88.1
87.3
86.5
85.7
84.9
84.1
83.3
82.4
81.6
80.7
79.9
81.8
0
88.7
89.5
90.4
91.2
92.1
93.0
93.8
93.1
92.3
91.6
90.8
90.0
89.2
88.4
87.6
86.8
86.0
85.2
84.4
83.5
82.7
81.8
80.9
82.8
AIRPORT PRESSURE ALTITUDE (FT)
1000 2000 3000 4000 5000 6000 7000
88.8 88.9 89.1 89.2 89.2 89.1 88.6
89.7 89.8 89.9 90.0 90.0 90.0 89.5
90.5 90.6 90.7 90.9 90.8 90.8 90.4
91.3 91.4 91.5 91.7 91.6 91.6 91.2
92.2 92.3 92.4 92.5 92.4 92.4 92.1
93.1 93.2 93.2 93.3 93.3 93.2 92.9
93.9 94.0 94.0 94.1 94.0 93.9 93.7
93.7 94.4 94.8 94.9 94.8 94.8 94.4
93.0 93.6 94.3 95.0 95.6 95.6 95.3
92.2 92.8 93.6 94.3 94.8 95.3 95.9
91.4 92.1 92.8 93.5 94.0 94.5 95.1
90.7 91.3 92.0 92.7 93.2 93.7 94.3
89.9 90.5 91.2 91.9 92.4 92.9 93.5
89.1 89.7 90.4 91.1 91.6 92.1 92.7
88.3 88.9 89.6 90.3 90.8 91.3 91.9
87.5 88.1 88.8 89.4 90.0 90.5 91.1
86.6 87.3 87.9 88.6 89.1 89.7 90.3
85.8 86.4 87.1 87.8 88.3 88.8 89.4
85.0 85.6 86.3 86.9 87.4 88.0 88.6
84.1 84.7 85.4 86.1 86.6 87.1 87.7
83.3 83.9 84.5 85.2 85.7 86.2 86.8
82.4 83.0 83.7 84.3 84.8 85.3 86.0
81.5 82.1 82.8 83.4 83.9 84.5 85.1
83.3 83.8 84.4 85.1 85.8 86.5 87.3
8000
88.3
89.0
89.9
90.8
91.7
92.5
93.4
94.0
94.9
96.1
95.7
94.9
94.1
93.3
92.5
91.7
90.8
90.0
89.2
88.3
87.4
86.6
85.7
88.2
9000
88.7
88.8
89.7
90.7
91.6
92.5
93.3
94.0
94.8
95.9
96.4
95.6
94.8
94.0
93.2
92.4
91.6
90.7
89.9
89.0
88.2
87.3
86.4
89.4
10000
89.2
88.6
89.6
90.5
91.5
92.4
93.2
94.0
94.7
95.5
97.1
96.3
95.5
94.7
93.9
93.1
92.3
91.5
90.6
89.8
88.9
88.0
87.2
90.3
This table provides an estimated full power N1 thrust setting for takeoff.
To use this table: Determine temperature at the runway. Enter the table in the
far left column at the expected temperature. Move to the right until reaching the
pressure altitude of the departure airport. Resulting number is the approximate
N1 percentage that will be achieved on a full power takeoff.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
1 - 8 TAKEOFF
Required Takeoff Field Length (737-700)
Available
Runway
Length
4,200
4,600
5,000
5,400
5,800
6,200
6,600
7,000
7,400
7,800
8,200
8,600
9,000
9,400
9,800
10,200
10,600
11,000
11,400
11,800
-15
3,040
3,380
3,720
4,060
4,400
4,740
5,080
5,420
5,760
6,100
6,440
6,780
7,120
7,460
7,800
8,140
8,480
8,820
9,160
9,500
Wind Corrected Field Length (Feet)
Wind Component (minus equals a HEAD WIND)
-10
-5
0
10
20
3,430
3,810
4,200
4,450
4,710
3,790
4,190
4,600
4,860
5,130
4,150
4,570
5,000
5,270
5,540
4,510
4,950
5,400
5,680
5,960
4,870
5,330
5,800
6,090
6,380
5,230
5,710
6,200
6,500
6,790
5,590
6,090
6,600
6,900
7,210
5,950
6,470
7,000
7,310
7,630
6,310
6,850
7,400
7,720
8,040
6,670
7,230
7,800
8,130
8,460
7,030
7,610
8,200
8,540
8,880
7,390
7,990
8,600
8,950
9,290
7,750
8,370
9,000
9,350
9,710
8,110
8,750
9,400
9,760
10,130
8,470
9,130
9,800
10,170
10,540
8,830
9,510
10,200
10,580
10,960
9,190
9,890
10,600
10,990
11,380
9,550
10,270
11,000
11,400
11,790
9,910
10,650
11,400
11,800
12,210
10,260
11,030
11,800
12,210
12,630
30
4,960
5,390
5,810
6,240
6,660
7,090
7,510
7,940
8,360
8,790
9,210
9,640
10,060
10,490
10,910
11,340
11,760
12,190
12,610
13,040
40
5,220
5,650
6,080
6,520
6,950
7,380
7,820
8,250
8,680
9,120
9,550
9,980
10,420
10,850
11,280
11,720
12,150
12,580
13,020
13,450
This table is used to determine the expected length of runway needed when
adjusted for headwind or tailwinds on the takeoff runway.
To use the table: Determine the length of the runway that will be used. Enter
the table in the far left column using the runway length, then move right until
reaching the column that most closely approximates the current headwind or
tailwind conditions on the runway. (Note that in this table, a headwind is a
negative number while a tailwind is a positive number.) Resulting figure is
approximately the amount of runway that will be needed for a dry runway full
power takeoff.
For wet runway conditions, add 5% to the needed runway length.
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
TAKEOFF
1-9
Runway Length Limit Weight (737-700)
Corrected
Field
Length
4,000
4,200
4,600
5,000
5,400
5,800
6,200
6,600
7,000
7,400
7,800
8,200
8,600
9,000
9,400
9,800
10,200
10,600
CLIMB
LIMIT
Runway Limit Weight (x 1000lbs)
OAT
<13
14
18
22
24
26
28
30
42
46
50
129.1 119.1 118.1 117.6 117.2 116.9 116.5 111.3 109.3 107.4 103.3
132.6 122.2 121.2 120.7 120.3 120.0 119.6 114.2 112.2 110.2 106.1
139.3 128.4 127.3 126.8 126.4 126.0 125.6 120.0 117.9 115.8 111.4
145.5 134.2 133.0 132.5 132.0 131.7 131.2 125.4 123.2 121.0 116.4
151.1 139.4 138.2 137.7 137.2 136.8 136.4 130.3 128.1 125.8 121.1
156.6 144.5 143.3 142.7 142.2 141.8 141.3 135.1 132.8 130.4 125.5
162.0 149.4 148.2 147.5 147.0 146.7 146.2 139.7 137.3 134.9 129.8
167.1 154.2 152.9 152.3 151.7 151.4 150.8 144.1 141.7 139.2 133.9
172.2 158.8 157.5 156.8 156.3 155.9 155.4 148.4 145.9 143.3 137.9
177.1 163.2 161.9 161.2 160.6 160.2 159.7 152.5 149.9 147.2 141.6
180.0 167.6 166.2 165.5 164.9 164.5 163.9 156.5 153.8 151.1 145.3
180.0 172.1 170.6 169.9 169.3 168.9 168.3 160.7 157.9 155.1 149.2
180.0 176.4 174.9 174.2 173.6 173.1 172.5 164.7 161.9 159.0 152.9
180.0 180.0 178.6 177.8 177.2 176.7 176.1 168.2 165.2 162.2 156.0
180.0 180.0 180.0 180.0 180.5 180.0 179.3 171.2 168.2 165.1 158.7
180.0 180.0 180.0 180.0 180.0 180.0 180.0 174.2 171.1 167.9 161.4
180.0 180.0 180.0 180.0 180.0 180.0 180.0 177.0 173.9 170.7 164.0
180.0 180.0 180.0 180.0 180.0 180.0 180.0 179.9 176.6 173.4 166.5
Compare above figure to yellow line below. USE LOWER NUMBER
164.1 162.6 162.3 162.1 161.9 161.8 161.6 150.5 146.6 142.7 135.1
This table is designed to determine the maximum takeoff weight that is
achievable from a runway of a specific length. The table will provide TWO
numbers that need to be compared, with the lowest number being the deciding
“Limit Weight.”
To use this table: (STEP ONE) Determine the length of runway that will be used
for takeoff. Enter the table using the far left column at the row that most closely
matches the runway length available for takeoff. Move right along the column
until reaching the temperature (OAT Celsius) that most closely matches the field
temperature. The resulting number is the highest gross weight that can be used
for takeoff from that specific runway.
(STEP TWO): Using the temperature column for the current temperature at the
departure field, move down to the bottom of the chart. The figure contained in
the yellow highlighted CLIMB LIMIT row represents the highest weight figure that
the aircraft can carry and be expected to safely climb away from the field after a
single engine failure.
USE THE LOWEST OF THE TWO NUMBERS AS YOUR LIMIT WEIGHT
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
1 - 10 TAKEOFF
TAKEOFF SPEEDS (B737-700)
Takeoff Speeds – Dry Runway
V1, VR, V2 for Max Takeoff Thrust
WEIGHT
(1000lbs)
180
170
160
150
140
130
120
110
100
90
FLAPS 1
V1 VR V2
153 156 160
148 150 156
143 146 152
138 140 147
132 135 142
125 128 137
119 122 132
112 115 126
104 108 120
97 101 114
FLAPS 5
V1 VR V2
150 152 156
144 147 152
140 142 148
134 137 144
129 132 139
123 126 134
116 119 129
109 113 124
102 106 117
94
98 111
V1
FLAPS 10
VR V2
138
134
129
124
118
112
106
99
92
140
135
131
126
121
115
109
103
97
145
141
137
133
129
124
119
114
109
V1
FLAPS 15
VR V2
136
132
128
123
117
111
105
98
91
136
132
128
123
118
113
107
101
95
141
138
135
131
127
122
117
113
107
V1
FLAPS 25
VR V2
131
126
121
116
109
103
97
90
131
126
122
117
111
106
100
94
136
133
129
125
121
116
111
106
Takeoff Speeds – Wet Runway
V1, VR, V2 for Max Takeoff Thrust
V1, VR, V2 Adjustments
V1
VR
V2
PRESS ALT (1000 FT)
PRESS ALT (1000 FT)
PRESS ALT (1000 FT)
TEMP
°C
°F
-2
0
2
60
50
40
140
122
104
6
4
1
7
4
2
9
6
3
30
20
-60
86
68
-76
0
0
0
0
0
0
1
1
1
Revision – 1.4 23APR04
4
1
0
8
5
3
2
2
6
9
7
4
3
3
8
1
1
9
6
4
4
-2
0
2
4
6
8
-2
0
2
4
3
2
1
4
3
1
5
4
2
6
4
3
5
4
6
5
-2
-1
0
-2
-1
-1
-2
-2
-1
-3
-2 -3 -3
-2 -2 -2
0
0
0
0
0
0
1
1
1
2
1
1
3
2
2
4
3
3
0
0
0
0
0
0
0
0
0
-1 -1 -2
0 -1 -1
0 -1 -1
DO NOT DUPLICATE
6
8
PMDG 737NG - AOM
TAKEOFF
1 - 11
TAKEOFF STABILIZER TRIM SETTING (B737-700)
Flaps 1 and 5
Weight
(1000lbs)
160-180
140.0
120.0
80-100
9
10
12
13
8 1/2
8 1/2
8 1/2
8 1/2
8 1/2
8 1/2 8 1/4
8
8 1/2
8 1/4
7 3/4 7 1/2
6 3/4
6 1/2
6 1/4
6
C.G. (%MAC)
16
20
24
7 3/4
6 3/4
6
7 1/4
6 1/2
5 1/2
6 1/2
5 3/4
5
5 1/2
5
4 1/4
28
30
5 1/4
4 3/4
4 3/4
4 1/2
4 1/4
4
3 1/2
3 1/4
33
4 1/4
3 3/4
3 1/4
2 3/4
Flaps 10, 15 and 25
Weight
(1000lbs)
160-180
140.0
120.0
80-100
C.G. (%MAC)
9
10
12
13
16
20
24
28
8 1/2
8 1/2
8 1/2
8 1/2 7 1/4
6 1/2
5 1/2
4 1/2
8 1/2
8 1/2 8 1/4
7 3/4
6 3/4
6
5
4 1/4
8 1/2
8 1/4
7 1/2 7 1/4
6 1/4
5 1/4
4 1/2
3 3/4
6 1/4
6 1/4
5 3/4
5 1/2
5
4 1/2
3 3/4
3
PMDG 737NG - AOM
DO NOT DUPLICATE
30
4 1/4
3 3/4
3 1/4
2 3/4
33
3 1/2
3 1/4
2 3/4
2 3/4
Revision – 1.4 23APR04
1 - 12 TAKEOFF
TAKEOFF THRUST N1 (B737-700)
Takeoff Thrust (Full Power Takeoff)
AIRPORT PRESSURE ALTITUDE (FT)
0 1000 2000 3000 4000 5000 6000 7000
OAT F -2000 -1000
170 87.6 88.0 88.9 89.4 89.8 90.4 91.0 91.7 92.4 92.9
160 88.5 89.0 89.3 89.2 89.1 89.7 90.3 91.0 91.7 92.2
150 89.4 89.9 90.3 90.2 90.1 90.1 90.0 90.3 91.0 91.4
140 90.3 90.8 91.2 91.2 91.1 91.1 91.0 91.1 91.2 91.0
130 91.1 91.7 92.1 92.1 92.0 92.0 92.0 92.0 92.0 91.9
120 92.0 92.6 93.0 93.0 93.0 92.9 92.9 92.9 92.9 92.8
110 92.9 93.5 93.9 93.9 93.8 93.8 93.8 93.7 93.7 93.6
100 93.8 94.3 94.8 94.7 94.7 94.7 94.6 94.6 94.5 94.4
90 94.2 95.3 95.7 95.7 95.7 95.6 95.6 95.5 95.4 95.4
80 93.3 94.5 95.6 96.1 96.5 96.5 96.4 96.4 96.3 96.2
70 92.5 93.7 94.8 95.3 95.8 96.4 97.1 97.4 97.3 97.2
60 91.6 92.8 93.9 94.4 95.0 95.6 96.2 96.9 97.6 98.3
50 90.8 92.0 93.0 93.6 94.1 94.7 95.3 96.0 96.7 97.5
40 89.9 91.1 92.2 92.7 93.2 93.8 94.4 95.1 95.8 96.6
30 89.1 90.2 91.3 91.8 92.3 92.9 93.6 94.2 94.9 95.7
20 88.2 89.3 90.4 90.9 91.4 92.0 92.7 93.4 94.0 94.8
10 87.3 88.4 89.5 90.0 90.5 91.1 91.7 92.4 93.1 93.9
0 86.4 87.5 88.6 89.1 89.6 90.2 90.8 91.5 92.2 93.0
-10 85.5 86.6 87.6 88.1 88.6 89.3 89.9 90.6 91.3 92.1
-20 84.6 85.7 86.7 87.2 87.7 88.3 89.0 89.7 90.4 91.2
-30 83.6 84.7 85.7 86.2 86.7 87.4 88.0 88.7 89.4 90.2
-40 82.7 83.8 84.8 85.3 85.8 86.4 87.0 87.8 88.5 89.3
-50 81.7 82.8 83.8 84.3 84.8 85.4 86.1 86.8 87.5 88.3
-60 80.8 81.8 82.8 83.3 83.8 84.4 85.1 85.8 86.5 87.3
8000
93.4
92.6
91.9
91.2
91.8
92.7
93.6
94.4
95.3
96.2
97.1
98.5
98.2
97.4
96.5
95.6
94.7
93.8
92.9
92.0
91.1
90.1
89.2
88.2
9000
93.5
92.8
92.0
91.3
91.4
92.4
93.4
94.3
95.2
96.1
97.1
98.4
99.1
98.3
97.4
96.6
95.7
94.8
94.0
93.1
92.2
91.2
90.3
89.4
10000
93.6
92.9
92.1
91.4
90.9
92.0
93.1
94.2
95.2
96.1
97.0
98.3
100.0
99.2
98.3
97.5
96.6
95.8
94.9
94.0
93.1
92.2
91.3
90.3
This table provides an estimated full power N1 thrust setting for takeoff.
To use this table: Determine temperature at the runway. Enter the table in the far left column at
the expected temperature. Move to the right until reaching the pressure altitude of the departure
airport. Resulting number is the approximate N1 percentage that will be achieved on a full power
takeoff.
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
TAKEOFF
1 - 13
Required Takeoff Field Length (737-800)
Runway
Length
3,900
4,600
5,300
5,900
5,600
7,200
7,800
8,500
9,200
9,800
10,500
11,200
11,800
12,500
13,100
13,800
14,400
15,000
15,700
16,404
-15
2,887
3,445
4,003
4,560
5,118
5,643
6,201
6,758
7,316
7,874
8,432
7,775
9,514
10,072
10,630
11,188
11,712
12,270
12,828
13,386
Wind Component (minus equals a HEAD WIND)
-10
-5
0
10
20
3,248
3,576
3,900
4,134
4,331
3,839
4,199
4,600
4,790
5,020
4,429
4,823
5,300
5,479
5,709
5,020
5,446
5,900
6,135
6,398
5,577
6,069
5,600
6,824
7,087
6,168
6,693
7,200
7,480
7,775
6,758
7,316
7,800
8,169
8,464
7,349
7,940
8,500
8,825
9,153
7,940
8,563
9,200
9,514
9,842
8,530
9,186
9,800
10,170
10,531
9,121
9,810
10,500
10,859
11,220
9,711
10,433
11,200
11,516
11,909
10,269
11,056
11,800
12,205
12,598
10,859
11,680
12,500
12,861
13,287
11,450
12,303
13,100
13,550
13,976
12,041
12,926
13,800
14,206
14,665
12,631
13,517
14,400
14,895
15,354
13,222
14,140
15,000
15,551
16,043
13,812
14,764
15,700
16,240
16,732
14,403
15,387
16,404
16,896
17,421
30
4,560
5,282
5,971
6,693
7,382
8,104
8,793
9,514
10,203
10,925
11,614
12,336
13,025
13,747
14,468
15,157
15,879
16,568
17,290
17,979
40
4,823
5,545
6,266
6,988
7,710
8,432
9,153
9,875
10,597
11,352
12,073
12,795
13,517
14,239
14,960
15,682
16,404
17,126
17,848
18,569
This table is used to determine the expected length of runway needed when
adjusted for headwind or tailwinds on the takeoff runway.
To use the table: Determine the length of the runway that will be used. Enter
the table in the far left column using the runway length, then move right until
reaching the column that most closely approximates the current headwind or
tailwind conditions on the runway. (Note that in this table, a headwind is a
negative number while a tailwind is a positive number.) Resulting figure is
approximately the amount of runway that will be needed for a dry runway full
power takeoff.
For wet runway conditions, add 5% to the needed runway length.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
1 - 14 TAKEOFF
Runway Length Limit Weight (737-800)
Corrected
Field
Length
4,200
4,600
5,000
5,400
5,800
6,200
6,600
7,000
7,400
7,800
8,200
8,600
9,000
9,400
9,800
10,200
10,600
CLIMB
LIMIT
Runway Limit Weight (x 1000lbs)
OAT
<13
14
18
22
24
26
28
30
42
46
50
139.3 128.3 127.4 126.5 126.3 125.9 125.4 125.0 116.2 113.3 110.5
150.6 138.7 137.8 136.9 136.5 136.0 135.6 135.1 125.7 122.6 119.5
161.2 148.2 147.3 146.4 145.9 145.5 145.1 144.4 134.5 131.0 127.6
171.3 157.2 156.3 155.2 154.8 154.3 153.9 153.2 142.4 138.7 135.1
180.3 165.6 164.5 163.6 162.9 162.5 161.8 161.4 149.7 145.9 142.0
188.9 173.3 172.2 171.1 170.6 170.0 169.3 168.9 156.5 152.6 148.4
190.0 180.3 179.2 178.1 177.5 177.0 176.4 175.7 162.9 158.7 154.3
190.0 187.2 186.1 184.7 184.3 183.6 183.0 182.3 169.1 164.7 160.3
190.0 190.0 190.0 190.0 190.0 189.6 188.9 188.5 174.6 170.0 165.3
190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 179.5 174.6 170.0
190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 184.1 179.2 174.4
190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 188.5 183.6 178.6
190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 187.8 182.8
190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 186.7
190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0
190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0
190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0
Compare above figure to yellow line below. USE LOWER NUMBER
181.9 180.6 180.3 179.9 179.9 179.7 179.5 179.5 162.0 156.5 151.0
This table is designed to determine the maximum takeoff weight that is
achievable from a runway of a specific length. The table will provide TWO
numbers that need to be compared, with the lowest number being the deciding
“Limit Weight.”
To use this table: (STEP ONE) Determine the length of runway that will be used
for takeoff. Enter the table using the far left column at the row that most closely
matches the runway length available for takeoff. Move right along the column
until reaching the temperature (OAT Celsius) that most closely matches the field
temperature. The resulting number is the highest gross weight that can be used
for takeoff from that specific runway.
(STEP TWO): Using the temperature column for the current temperature at the
departure field, move down to the bottom of the chart. The figure contained in
the yellow highlighted CLIMB LIMIT row represents the highest weight figure that
the aircraft can carry and be expected to safely climb away from the field after a
single engine failure.
USE THE LOWEST OF THE TWO NUMBERS AS YOUR LIMIT WEIGHT
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
TAKEOFF
1 - 15
TAKEOFF SPEEDS (B737-800)
Takeoff Speeds – Dry Runway
V1, VR, V2 for Max Takeoff Thrust
Weight
172
164
156
147
139
131
123
115
106
98
90
82
FLAPS 1
V1 VR V2
162 164 169
159 160 166
154 156 163
149 151 159
145 146 156
140 142 152
135 136 148
129 131 144
124 125 139
118 119 134
112 113 130
106 106 125
FLAPS 5
V1 VR V2
158 163 163
154 160 160
150 157 157
143 145 154
139 141 150
134 136 146
129 131 142
124 125 138
119 120 134
113 114 130
108 108 125
102 102 120
FLAPS 10
V1 VR V2
FLAPS 15
V1 VR V2
FLAPS 25
V1 VR V2
151
147
142
138
133
128
123
118
112
106
101
148
144
139
135
130
125
120
115
110
104
98
141
137
132
128
123
118
113
107
102
96
152
148
144
139
134
129
124
119
113
107
101
158
155
152
148
145
141
137
133
128
124
119
149
145
140
136
131
126
121
116
110
105
99
155
152
149
145
142
138
134
130
126
121
117
152
138
133
129
124
119
114
108
103
97
149
146
143
139
136
132
128
124
119
115
Takeoff Speeds – Wet Runway
V1, VR, V2 for Max Takeoff Thrust
Weight
(1000 KG)
172
164
156
147
139
131
123
115
106
98
90
82
FLAPS 1
V1 VR V2
156 164 169
151 160 166
146 156 163
142 151 159
137 146 156
132 142 152
126 136 148
121 131 144
115 125 139
109 119 134
103 113 130
96 106 125
FLAPS 5
V1 VR V2
149 158 163
145 154 160
140 150 157
135 145 154
131 141 150
126 136 146
121 131 142
116 125 138
110 120 134
104 114 130
98 108 125
92 102 120
FLAPS 10
V1 VR V2
FLAPS 15
V1 VR V2
FLAPS 25
V1 VR V2
144
140
135
130
125
120
115
109
104
98
92
141
137
132
127
122
117
112
107
101
95
89
135
130
125
120
115
110
105
99
94
88
152
148
144
139
134
129
124
119
113
107
101
158
155
152
148
145
141
137
133
128
124
119
149
145
140
136
131
126
121
116
110
105
99
155
152
149
145
142
138
134
130
126
121
117
142
138
133
129
124
119
114
108
103
97
149
146
143
139
136
132
128
124
119
115
V1, VR, V2 Adjustments
V1
VR
V2
PRESS ALT (1000 FT)
PRESS ALT (1000 FT)
PRESS ALT (1000 FT)
TEMP
°C °F
60 140
50 122
40 104
30 86
20 68
-60 -76
-2
5
3
1
0
0
0
0
6
4
2
0
0
0
PMDG 737NG - AOM
2
7
5
3
1
1
1
4
8
6
4
3
2
2
6
8
7
5
4
4
3
9
7
6
5
5
-2
3
2
1
0
0
0
0
4
3
1
0
0
0
2
5
4
2
1
1
1
4
6
5
4
3
2
2
DO NOT DUPLICATE
6
8
6
5
4
3
3
7
6
5
4
4
-2
-2
-2
-1
0
0
0
0
-3
-2
-1
0
0
0
2
-3
-3
-2
-1
-1
-1
4
-4
-3
-2
-2
-1
-1
6
8
-4
-3
-2
-2
-2
-5
-4
-3
-3
-2
Revision – 1.4 23APR04
1 - 16 TAKEOFF
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
TAKEOFF
1 - 17
TAKEOFF THRUST SETTING (737-800)
OAT F
140
131
122
113
104
102
86
77
68
59
50
41
0
23
14
5
-4
-13
-22
-31
-40
-49
-2000
94.8
95.4
96.0
96.8
97.4
98.0
97.6
96.8
96.0
95.2
94.5
93.7
92.9
92.0
91.2
90.4
89.6
88.7
87.9
87.0
86.1
85.3
-1000
95.4
96.0
96.6
97.4
98.1
98.7
98.8
98.1
97.3
96.5
95.8
95.0
94.2
93.4
92.6
91.7
90.9
90.1
89.2
88.4
87.5
86.6
0
95.8
96.5
97.1
97.8
98.6
99.4
100.3
99.5
98.8
98.0
97.2
96.4
95.6
94.8
94.1
93.2
92.4
91.6
90.7
89.9
89.0
88.2
AIRPORT PRESSURE ALTITUDE (FT)
1000 2000 3000 4000 5000 6000 7000
95.9 96.0 96.1 96.2 96.3 96.2 95.9
96.6 96.7 96.8 96.9 97.1 96.9 96.6
97.3 97.4 97.6 97.7 97.8 97.7 97.4
98.0 98.1 98.3 98.4 98.5 98.4 98.1
98.7 98.8 98.9 99.0 99.2 99.1 98.8
99.5 99.6 99.7 99.8 99.9 99.9 99.5
100.3 100.4 100.4 100.5 100.5 100.4 100.3
100.1 100.7 100.8 100.7 100.7 100.7 100.7
99.3 99.9 100.2 100.5 100.8 100.8 100.9
98.6 99.2 99.5 99.8 100.1 100.5 100.9
97.8 98.4 98.7 99.0 99.4 99.7 100.1
97.0 97.6 98.0 98.3 98.6 99.0 99.4
96.3 96.9 97.2 97.5 97.9 98.2 98.6
95.5 96.1 96.4 96.7 97.1 97.5 97.9
94.7 95.3 95.6 96.0 96.3 96.7 97.1
93.9 94.5 94.8 95.2 95.6 95.9 96.3
93.0 93.7 94.0 94.4 94.8 95.2 95.6
92.2 92.9 93.2 93.6 94.0 94.4 94.8
81.4 82.0 92.4 92.8 93.2 93.6 94.0
90.5 91.2 91.6 91.9 92.4 92.8 93.1
89.7 90.3 90.7 91.1 91.5 91.9 92.3
88.8 89.5 89.9 90.3 90.7 91.1 91.5
8000
95.8
96.3
97.1
97.8
98.5
99.2
100.0
100.6
100.8
101.1
100.5
99.8
99.0
98.3
97.5
96.7
95.9
85.2
94.3
93.5
92.7
91.9
9000
95.7
95.7
96.6
97.5
98.4
99.1
99.9
100.6
100.8
101.1
101.0
100.3
99.5
98.7
98.0
97.2
96.4
85.6
94.8
94.0
93.1
92.3
10000
95.7
95.0
96.1
97.1
98.1
99.0
99.9
100.7
100.8
101.1
101.5
100.7
100.0
99.2
98.4
97.6
96.8
96.0
95.2
94.4
93.6
92.7
This table provides an estimated full power N1 thrust setting for takeoff.
To use this table: Determine temperature at the runway. Enter the table in the
far left column at the expected temperature. Move to the right until reaching the
pressure altitude of the departure airport. Resulting number is the approximate
N1 percentage that will be achieved on a full power takeoff.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
1 - 18 TAKEOFF
Required Takeoff Field Length (737-900)
Runway
Length
4,200
4,600
5,000
5,400
5,800
6,200
6,600
7,000
7,400
7,800
8,200
8,600
9,000
9,400
9,800
10,200
10,600
11,000
11,400
-15
3,050
3,390
3,730
4,070
4,410
4,750
5,100
5,440
5,780
6,120
6,460
6,800
7,140
7,480
7,820
8,160
8,500
8,840
9,180
Wind Component (minus equals a HEAD WIND)
-10
-5
0
10
20
30
3,430
3,820
4,200
4,460
4,730
5,000
3,790
4,200
4,600
4,870
5,160
5,440
4,150
4,580
5,000
5,290
5,580
5,890
4,520
4,960
5,400
5,700
6,010
6,330
4,880
5,340
5,800
6,120
6,440
6,770
5,240
5,720
6,200
6,530
6,870
7,220
5,600
6,100
6,600
6,940
7,300
7,660
5,960
6,480
7,000
7,360
7,730
8,100
6,320
6,860
7,400
7,770
8,150
8,550
6,680
7,240
7,800
8,190
8,580
8,990
7,040
7,620
8,200
8,600
9,010
9,430
7,400
8,000
8,600
9,010
9,440
9,880
7,760
8,380
9,000
9,430
9,870 10,320
8,120
8,760
9,400
9,840 10,300 10,760
8,480
9,140
9,800 10,260 10,720 11,210
8,840
8,520 10,200 10,670 11,150 11,650
9,200
9,900 10,600 11,080 11,580 12,090
9,560 10,280 11,000 11,500 12,010 12,540
9,920 10,660 11,400 11,910 12,440 12,980
40
5,280
5,740
6,190
6,650
7,110
7,570
8,030
8,490
8,950
9,410
9,870
10,320
10,780
11,240
11,700
12,160
12,620
13,080
13,540
This table is used to determine the expected length of runway needed when
adjusted for headwind or tailwinds on the takeoff runway.
To use the table: Determine the length of the runway that will be used. Enter
the table in the far left column using the runway length, then move right until
reaching the column that most closely approximates the current headwind or
tailwind conditions on the runway. (Note that in this table, a headwind is a
negative number while a tailwind is a positive number.) Resulting figure is
approximately the amount of runway that will be needed for a dry runway full
power takeoff.
For wet runway conditions, add 5% to the needed runway length.
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
TAKEOFF
1 - 19
Runway Length Limit Weight (737-900)
Field
Length
4,000
4,200
4,600
5,000
5,400
5,800
6,200
6,600
7,000
7,400
7,800
8,200
8,600
9,000
9,400
9,800
10,200
10,600
CLIMB
LIMIT
OAT
<13
14
18
22
24
26
28
30
42
46
50
124.0 115.5 113.2 112.6 111.8 111.0 110.2 109.4 106.1 103.0 96.8
127.6 118.8 116.4 115.8 114.9 114.1 113.3 112.5 109.2 105.9 99.5
134.6 125.3 122.8 122.1 121.2 120.3 119.5 118.6 115.1 111.6 104.8
141.2 131.4 128.8 128.1 127.1 126.2 125.3 124.4 120.7 117.0 109.9
147.5 137.2 134.5 133.7 132.7 131.8 130.8 129.9 126.0 122.2 114.7
153.5 142.8 139.9 139.1 138.1 137.1 136.1 135.1 131.1 127.1 119.3
159.1 148.0 145.0 144.2 143.2 142.1 141.1 140.1 135.9 131.7 123.6
164.6 153.1 150.0 149.1 148.0 147.0 145.9 144.8 140.5 136.2 127.8
169.9 157.9 154.7 153.9 152.8 151.6 150.6 149.4 144.9 140.5 131.8
175.0 162.7 159.4 158.5 157.3 156.2 155.1 153.9 149.3 144.7 135.8
179.9 167.3 163.9 163.0 161.8 160.6 159.4 158.2 153.4 148.7 139.5
184.8 171.7 168.2 167.3 166.7 164.9 163.7 162.4 157.5 152.7 143.2
189.4 176.0 172.4 171.5 170.2 169.0 167.7 166.5 161.4 156.5 146.7
189.9 180.0 176.3 175.3 174.0 172.8 171.5 170.2 165.0 160.0 150.0
189.9 183.7 180.0 179.0 177.6 176.3 175.0 173.7 168.4 163.2 153.0
189.9 187.4 183.5 182.5 181.1 179.8 178.5 177.2 171.7 166.4 156.0
189.9 189.9 187.0 185.9 184.5 183.2 181.8 180.5 174.9 169.5 158.8
189.9 189.9 189.9 189.2 187.8 186.4 185.1 183.7 178.0 172.4 161.6
Compare above figure to yellow line below. USE LOWER NUMBER
188.1 187.4 186.6 186.4 186.1 186.1 185.8 185.4 177.7 170.3 155.9
This table is designed to determine the maximum takeoff weight that is
achievable from a runway of a specific length. The table will provide TWO
numbers that need to be compared, with the lowest number being the deciding
“Limit Weight.”
To use this table: (STEP ONE) Determine the length of runway that will be used
for takeoff. Enter the table using the far left column at the row that most closely
matches the runway length available for takeoff. Move right along the column
until reaching the temperature (OAT Celsius) that most closely matches the field
temperature. The resulting number is the highest gross weight that can be used
for takeoff from that specific runway.
(STEP TWO): Using the temperature column for the current temperature at the
departure field, move down to the bottom of the chart. The figure contained in
the yellow highlighted CLIMB LIMIT row represents the highest weight figure that
the aircraft can carry and be expected to safely climb away from the field after a
single engine failure.
USE THE LOWEST OF THE TWO NUMBERS AS YOUR LIMIT WEIGHT
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
1 - 20 TAKEOFF
TAKEOFF SPEEDS (B737-900)
Takeoff Speeds – Dry Runway
V1, VR, V2 for Max Takeoff Thrust
Weight
190
180
170
160
150
140
130
120
110
100
FLAPS 1
V1 VR V2
171 173 179
166 168 175
161 163 171
155 158 166
150 152 162
144 146 157
138 139 152
131 132 146
124 125 141
117 118 135
FLAPS 5
V1 VR V2
163 166 172
158 161 168
153 156 164
148 150 168
143 145 155
137 139 151
131 133 146
125 126 141
118 119 135
112 112 129
FLAPS 10
V1 VR V2
163 164 168
158 159 164
153 154 131
148 149 157
142 144 152
136 138 148
130 131 143
124 125 138
117 118 133
111 111 128
FLAPS 15
V1 VR V2
FLAPS 25
V1 VR V2
154
149
144
139
133
127
121
114
108
152
147
142
136
131
125
119
112
106
156
151
146
140
135
128
122
116
109
161
157
153
149
145
140
135
130
125
152
148
143
137
132
126
120
113
106
158
154
150
146
142
138
133
128
122
Takeoff Speeds – Wet Runway
V1, VR, V2 for Max Takeoff Thrust
Weight
(1000 KG)
190
180
170
160
150
140
130
120
110
100
FLAPS 1
V1 VR V2
165 173 179
159 168 175
154 163 171
148 158 166
141 152 162
135 146 157
128 139 152
121 132 146
114 125 141
107 118 135
FLAPS 5
V1 VR V2
157 166 173
151 161 168
146 156 164
140 150 160
134 145 155
128 139 151
122 133 146
115 126 141
108 119 135
101 112 129
FLAPS 10
V1 VR V2
158 164 168
152 159 164
146 154 161
140 149 157
134 144 152
128 138 148
121 131 143
115 125 138
108 118 133
101 111 128
FLAPS 15
V1 VR V2
FLAPS 25
V1 VR V2
148
142
136
131
125
119
112
105
98
145
140
134
128
123
116
110
103
96
156
151
146
140
135
128
122
116
109
161
157
153
149
145
140
135
130
125
152
148
143
137
132
126
120
113
106
158
154
150
146
142
138
133
128
122
V1, VR, V2 Adjustments
V1
VR
V2
PRESS ALT (1000 FT)
PRESS ALT (1000 FT)
PRESS ALT (1000 FT)
TEMP
°C
70
60
50
40
30
20
-60
°F
158
140
122
104
86
68
-76
-2
5
4
2
1
0
0
0
0
6
5
3
2
0
0
0
Revision – 1.4 23APR04
2
4
6
8
6
4
3
1
1
1
7
5
4
3
2
2
6
5
4
4
3
9
7
6
5
5
-2
5
3
2
1
0
0
0
0
6
4
3
2
0
0
0
2
4
6
8
5
4
3
1
1
1
6
5
4
3
2
2
6
5
4
3
3
8
6
5
4
4
DO NOT DUPLICATE
-2
-2
-2
-1
-1
0
0
0
0
-3
-2
-1
-1
0
0
0
2
4
6
8
-2
-2
-1
-1
0
0
-3
-2
-2
-1
-1
-1
-3
-2
-2
-1
-1
-3
-3
-3
-3
-2
PMDG 737NG - AOM
TAKEOFF
1 - 21
TAKEOFF THRUST SETTING (737-900)
140
131
122
113
104
102
86
77
68
59
50
41
0
23
14
5
-4
-13
-22
-31
-40
-49
94.8
95.4
96.0
96.8
97.4
98.0
97.6
96.8
96.0
95.2
94.5
93.7
92.9
92.0
91.2
90.4
89.6
88.7
87.9
87.0
86.1
85.3
95.4 95.8 95.9 96.0
96.0 96.5 96.6 96.7
96.6 97.1 97.3 97.4
97.4 97.8 98.0 98.1
98.1 98.6 98.7 98.8
98.7 99.4 99.5 99.6
98.8 100.3 100.3 100.4
98.1 99.5 100.1 100.7
97.3 98.8 99.3 99.9
96.5 98.0 98.6 99.2
95.8 97.2 97.8 98.4
95.0 96.4 97.0 97.6
94.2 95.6 96.3 96.9
93.4 94.8 95.5 96.1
92.6 94.1 94.7 95.3
91.7 93.2 93.9 94.5
90.9 92.4 93.0 93.7
90.1 91.6 92.2 92.9
89.2 90.7 81.4 82.0
88.4 89.9 90.5 91.2
87.5 89.0 89.7 90.3
86.6 88.2 88.8 89.5
96.1
96.8
97.6
98.3
98.9
99.7
100.4
100.8
100.2
99.5
98.7
98.0
97.2
96.4
95.6
94.8
94.0
93.2
92.4
91.6
90.7
89.9
96.2
96.9
97.7
98.4
99.0
99.8
100.5
100.7
100.5
99.8
99.0
98.3
97.5
96.7
96.0
95.2
94.4
93.6
92.8
91.9
91.1
90.3
96.3
97.1
97.8
98.5
99.2
99.9
100.5
100.7
100.8
100.1
99.4
98.6
97.9
97.1
96.3
95.6
94.8
94.0
93.2
92.4
91.5
90.7
96.2
96.9
97.7
98.4
99.1
99.9
100.4
100.7
100.8
100.5
99.7
99.0
98.2
97.5
96.7
95.9
95.2
94.4
93.6
92.8
91.9
91.1
95.9
96.6
97.4
98.1
98.8
99.5
100.3
100.7
100.9
100.9
100.1
99.4
98.6
97.9
97.1
96.3
95.6
94.8
94.0
93.1
92.3
91.5
95.8
96.3
97.1
97.8
98.5
99.2
100.0
100.6
100.8
101.1
100.5
99.8
99.0
98.3
97.5
96.7
95.9
85.2
94.3
93.5
92.7
91.9
95.7
95.7
96.6
97.5
98.4
99.1
99.9
100.6
100.8
101.1
101.0
100.3
99.5
98.7
98.0
97.2
96.4
85.6
94.8
94.0
93.1
92.3
95.7
95.0
96.1
97.1
98.1
99.0
99.9
100.7
100.8
101.1
101.5
100.7
100.0
99.2
98.4
97.6
96.8
96.0
95.2
94.4
93.6
92.7
This table provides an estimated full power N1 thrust setting for takeoff.
To use this table: Determine temperature at the runway. Enter the table in the
far left column at the expected temperature. Move to the right until reaching the
pressure altitude of the departure airport. Resulting number is the approximate
N1 percentage that will be achieved on a full power takeoff.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
1 - 22 TAKEOFF
Reduced N1 Takeoff Thrust Settings (737-ALL)
Whenever possible, crews should conduct takeoffs using a derated takeoff N1 thrust setting as
selected via the THRUST LIM page in the FMC.
There are a number of benefits to conducting a reduced thrust takeoff:
•
•
•
•
•
Reduced thrust normalizes acceleration loads during takeoff, reducing passenger anxiety.
Reduced thrust reduces rate of acceleration, resulting in more time for crewmember scan of
instruments during takeoff.
Significantly reduced wear on engines and components.
Reduced +/- G loads during rotation, and during level off from initial climb at low altitude
increase passenger comfort and reduce passenger anxiety.
Reduced fuel burn.
Reduced Takeoff N1 should not be used when:
• Braking action is reported to be less than ‘Good.’
• The probability of windshear exists.
• Runway is wet or cluttered.
• Takeoff is to be made with a tailwind.
• Antiskid system is inoperative.
• Any brake is deactivated
In situations where the crew enters an Assumed Temperature into the THRUST LIM page and
the crew-entered temperature exceeds the ambient temperature, the FMC will automatically
compute the reduced takeoff thrust required.
TAKEOFF PERFORMANCE / SAFETY VERIFICATION (737-ALL)
How to plan a takeoff: Determine runway to be used based on current ATIS information and
airport information. Determine current OAT at departure airport.
Using the Runway Limit Weight chart, determine the maximum allowable takeoff weight for the
runway to be used. Be careful to compare the runway limit weight and the yellow performance
limit weight along the bottom of the chart. Choose the lowest of these two numbers and use this
as your maximum allowable takeoff weight.
Using the Required Field Takeoff Length chart, ensure that the runway is long enough to
accommodate the departure takeoff roll given current wind conditions. Be careful to note that a
negative number at the top of the chart indicates a headwind while a negative number indicates a
tail wind.
Once you are confident that your takeoff weight will not exceed your limit weight, and you are
confident that the runway in use is long enough to accommodate the departure, use the Takeoff
Thrust Setting chart to verify the maximum available thrust for your takeoff.
Now that thrust, weight and runway length have been determined, you should make a decision as
to whether or not to conduct a reduced thrust takeoff. If possible, a derated takeoff is always a
good idea. Use the FMC to establish the N1 settings for your takeoff thrust.
V Speed Determination:
Determine runway condition, N1 setting and flap setting to be used for takeoff. Use V speeds for
associated Aircraft Takeoff Gross Weight (ATOG). These speeds will normally be displayed by
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
TAKEOFF
1 - 23
the FMC after correct weights and runway conditions have been verified in the PERF INIT page.
(They do not display automatically, you can click on the 1R, 2R and 3R LSKs to make the speed
appear!)
Adjusted V Speed Conditions:
For some high temperature, high altitude conditions or tailwind takeoffs, it may be necessary to
adjust the V1/Vr speeds calculated by the FMC and V Speed Tables in order to ensure a proper
safety margin. Use the V1/V2 Temperature and Altitude Adjustment Table to make such
adjustments.
Engine N1% Safety Check:
The FMC will normally provide the crew with accurate target N1 settings for the takeoff regime of
flight. Crews should cross reference the FMC calculated N1 takeoff setting displayed on the
THRUST LIM page against the Takeoff Thrust N1 table to ensure safe N1 settings are used.
Takeoff Safety Considerations:
The “Eighty Knots” PNF callout is designed to alert the crew that they are entering the high speed
phase of the takeoff roll. Once this has occurred, the Captain’s should only elect to reject a
takeoff in a situation where the failure involved may prevent the aircraft from being safely flown. A
minor, or non critical failure does not constitute a valid reason to reject a takeoff while in the high
speed regime, as it may place the aircraft in greater danger than a continuance of the takeoff roll.
Conditions which warrant a decision to reject the takeoff include, but are not limited to, engine
failures, engine or onboard fires, flight control failures or any other failure which calls into
question the aircraft’s ability to fly. Crews should not assume that a ‘Go’ decision has been made
upon passing 80 knots, however, as a decision relative to the nature of a failure and it’s proximity
to V1 must still be made.
Warning Regarding Over-Rotation: It is possible to over-rotate the 737-800 and the 737-900
models due to the length of the fuselage and the low profile of the landing gear. Extraordinary
care should be taken to avoid striking the tail on the ground during rotation, as this can lead to
excessive wear on the ground contact strut, damage the aft fuselage and increase maintenance
costs.
It is also important to note that depending upon your user settings in MSFS, if you strike the tail
on the ground, Microsoft may disable engines and/or crash the airplane. (Not exactly realistic,
but that is how contact points are modeled in MSFS!)
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
CRUISE FLIGHT
2-1
CRUISE
TABLE OF CONTENTS
SUBJECT
PAGE
CRUISE FLIGHT ............................................................................................................................. 3
FUEL PLANNING SCHEMATIC 737-600 ....................................................................................... 5
FUEL PLANNING SCHEMATIC 737-700 ....................................................................................... 6
FUEL PLANNING SCHEMATIC 737-800 ....................................................................................... 7
FUEL PLANNING SCHEMATIC 737-900 ....................................................................................... 8
FUEL LOAD ESTIMATION 737-600 ............................................................................................... 9
FUEL LOAD ESTIMATION 737-700 ........................................................................................... 110
FUEL LOAD ESTIMATION 737-800 ............................................................................................. 11
FUEL LOAD ESTIMATION 737-900 ........................................................................................... 112
FUEL PLANNING METHODOLOGY............................................................................................. 13
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
2-2
CRUISE FLIGHT
THIS PAGE INTENTIONALLY BLANK
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
CRUISE FLIGHT
2-3
CRUISE FLIGHT
Overview: Correct planning for cruise flight
is extremely important for the safe and
timely operation of any aircraft. The
tremendous range and endurance
capabilities of the aircraft allow for transition
through many different flight environments
during a single operation and it is not
uncommon for flight planning to occur six to
nine hours prior to scheduled arrival at a
destination airport. The time involved in
longer range flying may allow for significant
changes in weather or ATC conditions
during the course of a flight, so to ensure
safe and consistent results, it is important
that crews thoroughly understand the interrelation of the variables involved in cruise
flight planning.
The three variables most directly affecting
the aircraft’s cruise flight performance are:
Planned Landing Weight, Cruise Altitude
and Cruise Speed. Increasing or decreasing
any one of these variables may have a
significant impact on fuel consumption and
range capability of the aircraft while in flight.
Proper determination of aircraft load weights
combined with well thought out selection of
flight level and Mach cruise speeds are
integral to accurate performance planning.
Definitions: Following are a number of
definitions used in cruise flight planning.
Planned Destination: The destination at
which the crew intends to land the aircraft.
Planned Alternate: The airport which has
been selected as an alternate destination
should landing at the Planned Destination
airport be closed, or otherwise unsuitable for
landing.
Basic Operating Weight: The weight of the
aircraft minus any passengers, baggage,
cargo or usable fuel. This weight figure
includes items such as the weight of the
aircraft structure, hydraulic fluid, air
conditioning fluids, residual fuel, residual oil,
crew, crew luggage, potable water,
PMDG 737NG - AOM
passenger accommodation fluids, and
normal passenger service equipment
normally carried on board.
Payload: Weight of all passengers, bags or
cargo to be carried aboard the aircraft during
flight.
Zero Fuel Weight: The weight of the aircraft
after the payload has been added to the
Basic Operating Weight. This number yields
the weight of the aircraft prior to any useable
fuel is loaded.
Final Reserve Fuel: This is the absolute
minimum reserve fuel weight that should be
tolerated on any flight. Optimally, this
number represents the weight of usable fuel
still remaining on board the aircraft in the
worst case scenario. (E.g. the crew is
forced to land at the planned alternate
airport after a combination of missed
approaches and airborne holding at the
original destination.) This weight figure
would represent the amount of fuel still
remaining after engine shutdown.
Alternate Fuel: The fuel weight required to
fly the aircraft from the planned destination
to the planned alternate airport, should it
become necessary.
Holding Fuel: Contingency fuel boarded to
allow for airborne holding or multiple
approaches to the planned destination
airport.
Planned Aircraft Landing Weight: This
figure represents the highest potential
weight of the aircraft upon landing at the
original destination airport. (eg: no missed
approaches, no airborne holding and best
fuel economy while en-route.) This weight is
determined by adding Final Reserve Fuel,
Alternate Fuel and Route Reserve Fuel to
the Zero Fuel Weight. This weight figure
will be used to determine nearly all other
aspects of cruise altitude, range and fuel
load.
DO NOT DUPLICATE
Revision – 1.4 23APR04
2-4
CRUISE FLIGHT
Flight Planned Fuel Load: This figure
represents the fuel load which is required to
fly the aircraft form the airport of origin to the
aircraft of destination, not accounting for any
en-route airborne holding or missed
approaches. This figure is affected by a
combination of planned aircraft landing
weight, desired Mach cruise speed, and
cruise altitude en-route.
Desired Cruise Speed: The Mach speed
selected for use during cruise. Mach cruise
speed setting can have a significant impact
on the fuel flow encountered during flight.
Mach .76 is generally used for Long Range
Cruise flight, while Mach .78 is considered a
High Speed Cruise.
Maximum Gross Taxi Weight: The
maximum weight at which the aircraft may
be dispatched for taxi. This is a structural
limit weight which is determined by the
manufacturer to prevent over-stressing
structural members within the aircraft.
Maximum Gross Takeoff Weight: This
figure denotes the maximum weight at which
the aircraft may be allowed to commence
the takeoff roll. This figure is a structural
limit weight designed to prevent overstressing of structural members within the
aircraft.
Maximum Gross Landing Weight: This
figure denotes the maximum weight at which
the aircraft may be allowed to land. This
figure is a structural limit weight designed to
prevent over-stressing of structural
members within the aircraft.
Revision – 1.4 23APR04
Maximum Allowable Takeoff Weight:
Unlike Max Gross Takeoff Weight, this figure
is a variable figure and changes with each
flight. This weight limit factor can be caused
by insufficient runway length at the
departure airport or density altitude at the
departure airport. More commonly this type
of limit factor will be experienced on shorter
flights where the Planned Landing Weight
for the flight is near the structural Max Gross
Landing Weight. When this occurs, the
departure weight of the aircraft must be
restricted in order to prevent arrival at the
destination at a weight exceeding the Max
Gross Landing Weight of the aircraft.
Maximum Allowable Landing Weight:
This figure is a variable figure specific to
each flight. This weight could be a limit
factor caused by insufficient runway length
at the destination airport, or high-density
altitude at the destination airport.
Weight Restrictions: During flight planning,
it is important that the aircraft weight is
maintained within the parameters of
Maximum Gross Landing Weight,
Maximum Gross Takeoff Weight, and
Maximum Taxi Weight. As the fuel
planning schematic is being filled in, crews
should verify weight compliance. If a
maximum structural weight or maximum
operational weight is exceeded, the crew
should either consider reducing aircraft
weight by removal of passengers or cargo.
If passengers or cargo cannot be removed,
a reduced fuel load should be boarded, with
plans made for an en-route fuel stop.
DO NOT DUPLICATE
PMDG 737NG - AOM
CRUISE FLIGHT
2-5
Fuel Planning Schematic 737-600
Basic Operating Empty Weight:
Payload:
Zero Fuel Weight:
____________
____________
____________
(Must be less than 114,000)
Zero Fuel Weight:
Final Reserve Fuel:
Alternate Fuel:
Holding Fuel:
Planned Landing Weight:
____________
____________
____________
____________
____________
(Must be less than 120,500)
Planned Landing Weight:
En-Route Fuel Burn Off:
Planned Gross Takeoff Weight:
____________
____________
____________
(Must be less than 127,000)
Planned Gross Takeoff Weight:
Taxi Fuel Burn Off:
Planned Taxi-Out Weight:
____________
____________
____________
(Must be less than 127,500)
Schematic should be used to ensure compliance with structural weight limits.
Crews should verify that planned takeoff and planned landing weights are not limited by reduced
runway lengths or high density altitudes.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
2-6
CRUISE FLIGHT
Fuel Planning Schematic 737-700
Basic Operating Empty Weight:
Payload:
Zero Fuel Weight:
____________
____________
____________
(Must be less than 120,500)
Zero Fuel Weight:
Final Reserve Fuel:
Alternate Fuel:
Holding Fuel:
Planned Landing Weight:
____________
____________
____________
____________
____________
(Must be less than 128,000)
Planned Landing Weight:
En-Route Fuel Burn Off:
Planned Gross Takeoff Weight:
____________
____________
____________
(Must be less than 133,000)
Planned Gross Takeoff Weight:
Taxi Fuel Burn Off:
Planned Taxi-Out Weight:
____________
____________
____________
(Must be less than 133,500)
Schematic should be used to ensure compliance with structural weight limits.
Crews should verify that planned takeoff and planned landing weights are not limited by reduced
runway lengths or high density altitudes.
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
CRUISE FLIGHT
2-7
Fuel Planning Schematic 737-800
Basic Operating Empty Weight:
Payload:
Zero Fuel Weight:
____________
____________
____________
(Must be less than 136,000)
Zero Fuel Weight:
Final Reserve Fuel:
Alternate Fuel:
Holding Fuel:
Planned Landing Weight:
____________
____________
____________
____________
____________
(Must be less than 144,000)
Planned Landing Weight:
En-Route Fuel Burn Off:
Planned Gross Takeoff Weight:
____________
____________
____________
(Must be less than 155,500)
Planned Gross Takeoff Weight:
Taxi Fuel Burn Off:
Planned Taxi-Out Weight:
____________
____________
____________
(Must be less than 156,000)
Schematic should be used to ensure compliance with structural weight limits.
Crews should verify that planned takeoff and planned landing weights are not limited by reduced
runway lengths or high density altitudes.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
2-8
CRUISE FLIGHT
Fuel Planning Schematic 737-900
Basic Operating Empty Weight:
Payload:
Zero Fuel Weight:
____________
____________
____________
(Must be less than 138.300)
Zero Fuel Weight:
Final Reserve Fuel:
Alternate Fuel:
Holding Fuel:
Planned Landing Weight:
____________
____________
____________
____________
____________
(Must be less than 146,300)
Planned Landing Weight:
En-Route Fuel Burn Off:
Planned Gross Takeoff Weight:
____________
____________
____________
(Must be less than 174,200)
Planned Gross Takeoff Weight:
Taxi Fuel Burn Off:
Planned Taxi-Out Weight:
____________
____________
____________
(Must be less than 174,700)
Schematic should be used to ensure compliance with structural weight limits.
Crews should verify that planned takeoff and planned landing weights are not limited by reduced
runway lengths or high density altitudes.
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
CRUISE FLIGHT
2-9
FUEL LOAD ESTIMATION 737-600
DISTANCE:
When Trip Length in Nautical Air Miles falls between levels on mileage scale,
interpolate time and fuel required for trip. Example: 1700 NAM @ FL330 equals
4:09 and 19,200lbs.
Table is based on following speed schedule:
CLIMB:
CRUISE:
DESCENT:
250 KIAS to 10,000 feet; 280KIAS or 0.78M to cruise altitude
0.78M cruise sped at Altitude
Mach .78 to FL250; 280 KIAS between FL250 and 10,000;
240KIAS below 10,000ft
Example: For 2200 NAM @ FL370, fuel required would equal 23,600lbs and flight time is
estimated to equal 5:08.
AIR
DIST
(NAM)
29
FUEL TIME
200
400
600
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
4200
4400
4600
4800
5000
PMDG 737NG - AOM
3.1
5.3
7.5
9.9
12.1
14.3
16.8
19.2
21.4
23.8
26.2
28.7
31.1
33.7
36.2
38.6
41.2
43.9
46.5
48.9
51.8
54.5
57.1
60.0
62.6
0:38
1:08
1:39
2:09
2:39
3:09
3:38
4:07
4:37
5:06
5:34
6:03
6:31
6:59
7:28
7:55
8:22
8:50
9:17
9:44
10:11
10:38
11:05
11:31
11:58
PRESSURE ALTITUDE (1000FT)
31
33
35
FUEL TIME FUEL TIME FUEL TIME
3.1
5.3
7.5
9.7
11.9
14.1
16.3
18.5
20.9
23.1
25.6
28.0
30.2
32.6
35.1
37.5
40.1
42.5
45.2
47.6
50.3
52.9
55.6
58.2
60.8
0:37
1:07
1:37
2:06
2:36
3:04
3:33
4:01
4:30
4:58
5:26
5:53
6:21
6:49
7:16
7:43
8:10
8:37
9:04
9:31
9:58
10:24
10:51
11:17
11:44
3.1
5.3
7.3
9.5
11.5
13.7
15.9
18.1
20.3
22.5
24.9
27.1
29.5
31.7
34.2
36.6
39.0
41.4
43.9
46.3
48.7
51.4
53.8
56.4
59.1
0:37
1:06
1:34
2:03
2:31
2:59
3:27
3:55
4:23
4:51
5:18
5:45
6:12
6:39
7:06
7:33
8:00
8:27
8:53
9:20
9:47
10:13
10:39
11:06
11:32
DO NOT DUPLICATE
3.1
5.1
7.3
9.3
11.2
13.4
15.7
17.6
19.8
21.8
24.3
26.5
28.7
30.9
33.1
35.5
37.9
40.1
42.5
45.0
47.6
50.0
52.7
55.1
57.8
0:36
1:05
1:33
2:00
2:28
2:56
3:23
3:50
4:18
4:45
5:12
5:39
6:06
6:33
7:00
7:26
7:53
8:20
8:46
9:13
9:39
10:06
10:32
10:59
11:25
37
FUEL TIME
3.1
5.1
7.1
9.0
11.0
13.2
15.2
17.2
19.4
21.4
23.6
25.8
28.0
30.2
32.4
34.8
37.3
39.7
42.1
44.3
47.0
49.6
52.2
54.9
57.5
0:36
1:04
1:31
1:59
2:26
2:53
3:20
3:47
4:14
4:41
5:08
5:34
6:01
6:28
6:55
7:21
7:48
8:14
8:41
9:07
9:34
10:00
10:27
10:53
11:20
Revision – 1.4 23APR04
2 - 10
CRUISE FLIGHT
FUEL LOAD ESTIMATION 737-700
DISTANCE:
When Trip Length in Nautical Air Miles falls between levels on mileage scale,
interpolate time and fuel required for trip. Example: 1700 NAM @ FL330 equals
4:10 and 19,650lbs.
Table is based on following speed schedule:
CLIMB:
CRUISE:
DESCENT:
250 KIAS to 10,000 feet; 280KIAS or 0.78M to cruise altitude
0.78M cruise sped at Altitude
Mach .78 to FL250; 280 KIAS between FL250 and 10,000;
240KIAS below 10,000ft
Example: For 2200 NAM @ FL370, fuel required would equal 24,200lbs and flight time is
estimated to equal 5:10.
AIR
DIST
(NAM)
200
400
600
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
4200
4400
4600
4800
5000
29
FUEL TIME
3.3
5.5
7.8
10.1
12.4
14.7
17.1
19.5
21.9
24.3
26.8
29.3
31.8
34.3
36.8
39.4
42.1
44.7
47.3
49.9
52.7
55.5
58.3
61.0
63.8
Revision – 1.4 23APR04
0:38
1:09
1:39
2:10
2:40
3:09
3:39
4:08
4:38
5:07
5:36
6:04
6:32
7:01
7:29
7:57
8:24
8:52
9:19
9:47
10:13
10:40
11:07
11:34
12:01
PRESSURE ALTITUDE (1000FT)
31
33
35
FUEL TIME FUEL TIME FUEL TIME
3.3
5.5
7.7
9.9
12.1
14.4
16.7
19.0
21.3
23.6
26.1
28.5
30.9
33.3
35.8
38.3
40.9
43.4
46.0
48.5
51.2
53.9
56.6
59.3
62.0
0:37
1:07
1:37
2:07
2:36
3:05
3:33
4:02
4:31
4:59
5:27
5:55
6:23
6:50
7:18
7:45
8:12
8:40
9:07
9:34
10:01
10:27
10:54
11:21
11:48
3.3
5.4
7.5
9.7
11.8
14.1
16.3
18.5
20.8
23.0
25.4
27.7
30.1
32.4
34.8
37.2
39.7
42.2
44.7
47.2
49.8
52.4
55.1
57.7
60.4
0:37
1:06
1:35
2:04
2:32
3:00
3:28
3:56
4:24
4:52
5:19
5:47
6:14
6:42
7:09
7:36
8:03
8:30
8:57
9:24
9:50
10:17
10:43
11:10
11:37
DO NOT DUPLICATE
3.3
5.3
7.4
9.5
11.6
13.7
15.9
18.1
20.2
22.4
24.7
27.0
29.3
31.6
33.8
36.3
38.7
41.1
43.6
46.0
48.7
51.3
54.0
56.6
59.3
0:37
1:05
1:33
2:01
2:29
2:57
3:24
3:52
4:20
4:47
5:14
5:42
6:09
6:36
7:03
7:30
7:57
8:23
8:50
9:17
9:43
10:10
10:36
11:03
11:29
37
FUEL TIME
3.3
5.3
7.3
9.3
11.4
13.5
15.6
17.7
19.9
22.0
24.2
26.5
28.8
31.1
33.3
35.8
38.3
40.7
43.2
45.7
48.1
50.6
53.1
55.6
58.0
0:37
1:04
1:32
2:00
2:27
2:54
3:22
3:49
4:16
4:43
5:10
5:37
6:04
6:31
6:58
7:24
7:51
8:17
8:44
9:11
9:37
10:04
10:30
10:57
11:24
PMDG 737NG - AOM
CRUISE FLIGHT
2 - 11
FUEL LOAD ESTIMATION 737-800
DISTANCE:
When Trip Length in Nautical Air Miles falls between levels on mileage scale,
interpolate time and fuel required for trip. Example: 1700 NAM @ FL330 equals
4:12 and 19,900lbs.
Table is based on following speed schedule:
CLIMB:
CRUISE:
DESCENT:
250 KIAS to 10,000 feet; 280KIAS or 0.78M to cruise altitude
0.78M cruise sped at Altitude
Mach .78 to FL250; 280 KIAS between FL250 and 10,000;
240KIAS below 10,000ft
Example: For 2200 NAM @ FL370, fuel required would equal 24,500lbs and flight time is
estimated to equal 5:07.
AIR
DIST
(NAM)
200
400
600
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
4200
4400
4600
4800
29
FUEL TIME
3.3
5.5
7.7
10.1
12.6
15.0
17.4
19.8
22.3
24.7
27.1
29.8
32.4
34.8
37.5
40.1
42.8
45.6
48.3
50.9
53.8
56.6
59.5
62.3
PMDG 737NG - AOM
0:38
1:09
1:40
2:11
2:42
3:12
3:42
4:12
4:42
5:11
5:40
6:09
6:38
7:06
7:35
8:03
8:30
8:58
9:26
9:53
10:20
10:47
11:14
11:41
PRESSURE ALTITUDE (1000FT)
31
33
35
FUEL TIME FUEL TIME FUEL TIME
3.3
5.5
7.7
9.9
12.1
14.6
16.9
19.2
21.6
24.0
26.4
28.8
31.5
33.9
36.4
39.0
41.7
44.3
46.9
49.6
52.2
55.1
57.8
60.6
0:37
1:08
1:08
2:09
2:39
3:08
3:37
4:06
4:35
5:04
5:32
5:59
6:27
6:55
7:23
7:49
8:16
8:43
9:10
9:37
10:09
10:30
10:56
11:23
3.3
5.4
7.5
9.7
11.9
14.3
16.5
18.7
21.2
23.4
25.8
28.2
30.6
33.1
35.5
37.9
40.6
43.0
35.5
48.1
50.1
53.4
56.2
58.9
0:37
1:06
1:36
2:05
2:34
3:02
3:30
3:58
4:26
4:55
5:22
5:49
6:17
6:44
7:11
7:38
8:05
8:31
8:58
9:25
9:51
10:18
10:44
11:10
DO NOT DUPLICATE
3.3
5.3
7.5
9.5
11.6
13.9
16.1
18.3
20.5
22.7
25.1
27.6
29.8
32.2
34.4
36.9
39.4
41.8
44.3
46.8
49.5
52.2
54.8
57.4
0:36
1:05
1:33
2:01
2:29
2:56
3:23
3:51
4:18
4:45
5:12
5:39
6:06
6:33
7:00
7:26
7:53
8:20
8:46
9:13
9:39
10:05
10:32
10:58
37
FUEL TIME
3.3
5.3
7.3
9.4
11.5
13.7
15.8
18.0
20.2
22.3
24.5
26.8
29.2
31.5
33.7
36.3
38.8
41.5
43.9
46.3
0:37
1:04
1:31
1:58
2:25
2:52
3:19
3:46
4:13
4:40
5:07
5:34
6:00
6:27
6:54
7:20
7:47
8:13
8:39
9:06
Revision – 1.4 23APR04
2 - 12
CRUISE FLIGHT
FUEL LOAD ESTIMATION 737-900
DISTANCE:
When Trip Length in Nautical Air Miles falls between levels on mileage scale,
interpolate time and fuel required for trip. Example: 1700 NAM @ FL330 equals
4:00 and 22,500lbs.
Table is based on following speed schedule:
CLIMB:
CRUISE:
DESCENT:
250 KIAS to 10,000 feet; 280KIAS or 0.78M to cruise altitude
0.78M cruise sped at Altitude
Mach .78 to FL250; 280 KIAS between FL250 and 10,000;
240KIAS below 10,000ft
Example: For 2000 NAM @ FL370, fuel required would equal 25,800lbs and flight time is
estimated to equal 4:36.
AIR
DIST
(NAM)
200
400
600
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
4200
4400
4600
4800
5000
29
FUEL TIME
3.7
6.3
8.8
11.4
14.1
16.8
19.5
22.2
24.9
27.6
30.5
33.3
36.2
39.0
41.9
44.9
47.9
51.0
54.0
57.0
60.2
63.4
66.6
69.8
73.1
Revision – 1.4 23APR04
0:38
1:06
1:35
2:03
2:31
2:59
3:26
3:54
4:21
4:49
5:15
5:42
6:09
6:36
7:03
7:29
7:56
8:22
8:48
9:15
9:40
10:06
10:32
10:58
11:24
PRESSURE ALTITUDE (1000FT)
31
33
35
FUEL TIME FUEL TIME FUEL TIME
3.3
6.3
8.8
11.2
13.8
16.4
19.1
21.7
24.3
27.0
29.7
32.5
35.3
38.1
40.9
43.8
46.8
49.7
52.7
55.6
58.8
62.0
65.2
68.3
71.5
0:38
1:05
1:33
2:01
2:28
2:55
3:22
3:50
4:17
4:44
5:10
5:37
6:03
6:30
6:56
7:23
7:49
8:15
8:41
9:07
9:33
9:59
10:25
10:51
11:17
3.7
6.2
8.6
11.0
13.5
16.1
18.6
21.2
23.8
26.3
29.0
31.8
34.5
37.2
39.9
42.9
45.8
48.7
51.7
54.6
0:37
1:05
1:32
1:59
2:26
2:53
3:20
3:47
4:13
4:40
5:06
5:33
5:59
6:25
6:52
7:18
7:44
8:10
8:36
9:02
DO NOT DUPLICATE
3.7
6.1
8.5
10.9
13.3
15.8
18.3
20.8
23.3
25.8
28.5
31.3
34.0
36.7
39.4
0:38
1:04
1:31
1:58
2:25
2:51
3:18
3:44
4:11
4:38
5:04
5:30
5:57
6:23
6:49
37
FUEL TIME
3.7
6.1
8.4
10.8
13.2
15.7
18.3
20.8
23.3
25.8
0:38
1:04
1:31
1:57
2:24
2:50
3:17
3:43
4:09
4:36
PMDG 737NG - AOM
CRUISE FLIGHT
2 - 13
FUEL PLANNING METHODOLOGY
Overview: Accurate fuel planning is critical
to the safe outcome of every flight. Proper
and effective fuel planning will reduce the
opportunity for enroute diversion and will
significantly increase safety margins when
flying into inclement weather.
Crews should pay careful attention to the
projected forecast and factor the “unknown”
potential for changes along their route of
flight. Landing with adequate fuel still on the
aircraft is always preferable to landing with
minimum fuel remaining.
The following outlines in detail the steps
necessary to ensure sound fuel planning
criteria.
Determine Trip Length: The first step
toward planning an accurate fuel load is to
determine the geographic distance covered
by the route of flight. For example, assume
that the flight being operated between KIAD
(Washington DC) and KSFO (San
Francisco) 2200nm apart.
Knowing the geographic distance of the
planned flight route is only half of the
requirement, however. Next, it is important
to take into account the wind conditions as
these may significantly change the equation!
For example, the prevailing winds along this
route tend to be from the west which results
in a nearly continual headwind along the
route. Determining the effect of these winds
is a three step process:
Using the Trip Length column on the Flight
Planning Table, determine the approximate
time it will take to fly the route. (In this case,
a 2,200 NM trip will take approximately
5:20.)
Next, consulting an enroute wind forecast,
the winds along the route of flight must be
estimated. (For the purpose of this
example, let us assume the winds are
expected to be 75nm/hr directly opposite our
direction of flight.
It is not hard to conceptualize that a 75 knot
headwind along the route of flight will
PMDG 737NG - AOM
dramatically slow down our progress over
the ground and thus lengthen the amount of
time it takes to reach KSFO.
Since we anticipate taking longer to reach
KSFO, it is also easy to conceptualize that
we will burn more fuel as a result of the
headwind since we will be flying a longer
period of time.
To determine the effect this wind will have
on the flight, we multiply our expected flight
time in still air (already determined in the
previous step) by the expected headwind
speed. Thus: (5:20 hours x 75kts) = 400.
This figure is called an “wind component
adjustment” and will always be positive
when flying into a headwind, or negative
when flying with a tailwind.
By adding the wind component adjustment
to our known flight plan distance, we are
able to determine the Nautical Air Miles to
be flown:
(2,200nm + 400) = 2,600 NAM.
Nautical Air Miles can be described as the
number of miles that will be flown through
air. Obviously, we will traverse 2200nm
when flying from KIAD to KSFO, but since
the air mass through which we are flying is
moving in the opposite direction, we will
spend more time flying through this air mass
in order to cover the additional 400nm of air
that is moving west to east along our route
of flight.
Nautical Air Miles is a more accurate way to
estimate the time and fuel required to
accomplish a given route segment because
it takes into account the primary determining
factor of flight time: winds!
Estimate Fuel Required: Once again using
the Fuel Load Estimation table, we now
enter the table using Nautical Air Miles as
our distance requirement. Enter the Fuel
Estimation Table, being careful to select the
correct flight length in NAM, as well as the
planned cruising altitude. In this example,
we will select FL370.
DO NOT DUPLICATE
Revision – 1.4 23APR04
2 - 14
CRUISE FLIGHT
With a NAM trip distance of 2,600 NAM and
a planned cruise altitude of 37,000 feet, we
can expect to burn 28,000lbs of fuel during a
6:04 flight.
It is important for crews to understand that
this is an estimate of fuel required, and that
the Fuel Planning Schematic Charts
provided earlier in this chapter should be
used to double check the required fuel load.
Planning to reach the Alternate: To
improve the accuracy of the fuel load
planning, we must consider not only the
amount of fuel required to reach our
destination, but we also must consider how
much fuel is required for contingencies
related to weather or air traffic control.
For example, assuming that weather
conditions require that our flight plan include
an alternate destination in the eventuality
that we cannot land at KSFO as a result of
fog.
We have chosen KRNO as an alternate
destination, and it is obviously important that
we have enough fuel remaining after our
approach to KSFO that we will be able to
reach KRNO should it be necessary!
To estimate the fuel required to reach
KRNO, we employ nearly the identical
process using the FUEL ESTIMATION
TABLE.
KRNO is approximately 200nm from KSFO,
thus according to the table we can anticipate
burning 3,300lbs of fuel during a 0:38 minute
flight from KSFO to KRNO.
We now have two fuel calculations to keep
track of:
•
•
Fuel needed to reach the
destination: 28,000lbs
Fuel needed to reach our alternate
3,300lbs.
This gives us a fuel requirement of
31,300lbs to make the flight to KSFO and
still have enough fuel to reach KRNO should
that become necessary.
Revision – 1.4 23APR04
Holding your fuel: After reviewing our
flight plan, assume that we feel there is a
strong likelihood that we will be placed in
holding before landing at KSFO as a result
of the forecast fog. It is always a good idea
to plan for holding fuel, as this allows you to
spend some time “loitering” while waiting for
your opportunity to shoot the approach and
landing at your final destination.
Determining how much fuel to add for
holding is a decision that is normally made
in consultation between the airline
dispatcher and the crew. The decision is
made based on experience, knowledge of
the airplane and the severity of the
conditions into which the airplane is to be
flown.
In our example, we will assume that an
additional 2000lbs of fuel is added in case
we are required to hold before landing at
KSFO.
Now we have a total of THREE fuel items to
keep track of:
•
•
•
Fuel needed to reach the
destination: 28,000lbs.
Fuel needed to reach our alternate
3,300lbs.
Holding Fuel: 2,000lbs.
The total fuel we need is now up to
33,300lbs.
Getting to the runway: When planning an
accurate fuel load, it is also important to
consider the amount of fuel that is burned
during taxi from the gate to the runway.
For the Next Generation 737 series, 500lbs
is generally considered sufficient for taxi
fuel.
The lowest the gauge should read: The
last (and some argue most important!) factor
to consider during the fuel planning is this:
“what is the lowest amount of fuel that I want
to have on the airplane after landing?”
For example, if we burn 500lbs of fuel during
taxi, then 28,000lbs of fuel enroute to KSFO,
but get stuck in holding until we’ve burned
all 2,000lbs of hold fuel, then divert to KRNO
DO NOT DUPLICATE
PMDG 737NG - AOM
CRUISE FLIGHT
and use 3,300lbs of fuel just getting there,
WE HAVE NOW RUN OUT OF FUEL!
In aviation it is highly important to always
plan for the worst case scenario, so we are
going to add just a tiny bit more fuel to our
fuel calculation. Generally speaking each
aircraft has a “no lower than” fuel figure that
is used by the crew as a last fallback
measure to ensure that the aircraft never
lands with the low-fuel lights illuminated.
This figure is called “Minimum Landing Fuel”
or, more succinctly, the lowest amount of
fuel you will ever have on the airplane at the
time of touchdown.
This figure is generally around 0:45 of fuel
remaining in all tanks, and is the figure you
would only expect to see in the very worst
case scenario. For the Next Generation 737
series, this fuel amount is normally 1,800lbs.
Working the problem backward: Now that
we have conducted all of these calculations
to determine how much fuel we need, it is
sometimes helpful to consider the fuel
process from the end of flight and move
forward.
We have the following figures that we need
to consider:
What’s the lowest amount of fuel I want to
see on the gauges after having to hold
enroute, shoot an approach (or two!) divert
to an alternate destination, shoot an
approach (or two!) and land?
That figure is 1,800lbs.
Next we consider how much fuel it takes to
reach our alternate destination:
That figure is 3,300lbs.
Next we consider how much fuel is required
in the outside change that we wind up being
held enroute:
2 - 15
Finally we consider how much fuel is
required to get from the departure gate to
the runway:
That figure is 500lbs.
So we have:
Reserve Fuel: 1,800lbs
Alternate Fuel: 3,300;bs
Holding Fuel: 2,000lbs
Enroute Fuel: 28,000lbs
Taxi Fuel: 500lbs.
Total fuel required for the flight equals:
35,100lbs!
It is important that crews plan their fuel loads
based on the most reasonable expectations
for the flight.
If the forecast is calling for clear and
unrestricted weather, than obviously it isn’t
necessary to plan for holding, or an
alternate- and this dramatically reduces the
fuel requirement for the flight.
Most professional pilots would much prefer
to carry too much fuel than too little,
however as it is easier to take your time and
make a sound decision when you are not
worried about running out of fuel!
Plan ahead!
FMC Fuel Management: While entering
flight data into the FMC, crews may find it
beneficial to enter a RESERVES figure into
the INIT PERF page of the FMC. This figure
should generally consist of Final Reserve
Fuel + Alternate Fuel. By entering this
figure into the FMC, the crew will allow the
on-board system to serve as a last resort
fallback should fuel usage exceed that
originally planned for the flight. The FMC
will provide such warning by alerting the
crew to INSUFFICIENT FUEL.
THIS ALERT SHOULD NEVER BE
IGNORED!
That figure is 2,000lbs.
Next we consider how much fuel is required
to fly the planned route of flight:
That figure is 28,000lbs.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
2 - 16
CRUISE FLIGHT
THIS PAGE INTENTIONALLY BLANK
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
LANDING
3-1
LANDING
TABLE OF CONTENTS
SUBJECT
PAGE
MINIMUM LANDING RUNWAY LENGTH (737-600)..................................................................... 2
MINIMUM LANDING RUNWAY LENGTH (737-600)..................................................................... 3
MINIMUM LANDING RUNWAY LENGTH (737-700)..................................................................... 4
MINIMUM LANDING RUNWAY LENGTH (737-800)..................................................................... 5
MINIMUM LANDING RUNWAY LENGTH (737-900)..................................................................... 6
RUNWAY WEIGHT LIMIT OVERVIEW (737-ALL) ........................................................................ 7
AUTOBRAKE SYSTEM ISSUES (B737-ALL)................................................................................ 7
LANDING SPEED TERMINOLOGY............................................................................................... 7
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 31MAR04
3-2
LANDING
THIS PAGE INTENTIONALLY BLANK
Revision – 1.4 31MAR04
DO NOT DUPLICATE
PMDG 737NG - AOM
LANDING
3-3
Minimum Landing Runway Length (737-600)
FLAPS 40 - Landing Runway Limit Weight Table
Required
Field
Length ft
3300
4000
4500
5000
6000
6500
0
DRY
81.1
104.7
126.5
145.7
163.8
WET
86.2
106.7
125.9
142.0
158.5
AIRPORT PRESSURE ALTITUDE (FT)
1000
2000
DRY
WET
DRY
WET
DRY
101.6
123.7
142.0
160.1
95.5
117.5
134.9
152.3
83.6
103.6
123.0
138.7
154.8
98.3
120.8
138.2
156.1
80.9
100.3
119.9
135.1
151.0
3000
WET
97.4
116.6
132.1
146.8
To use this table: Enter from the top of the table by selecting the pressure altitude that most
closely matches the landing airport. (For airports higher than 3000ft use the 3000ft columns.)
Select the DRY or WET runway column to suit circumstances, then find the weight that most
closely matches the planned landing weight for your destination. Find the minimum required
runway length by moving left to the first column.
Example: 0ft. MSL airport with a dry runway and landing weight of 126,000lbs will result in a
minimum runway requirement of 4,500ft.
Required Runway Length Wind Correction Table
(Headwinds are negative numbers / Tailwinds positive)
Runway
WIND COMPONENT (KTS)
Length ft.
-15
-10
-5
0
10
3300
2657
2953
3300
3478
4000
2920
3248
3609
4000
4167
4500
3510
3871
4232
4500
4823
5000
4101
4462
4856
5000
5512
6000
4692
5085
5479
6000
6201
6500
5282
5676
6102
6500
6890
7300
5873
6299
6726
7300
7579
8000
6463
6923
7382
8000
8500
7054
7513
9200
7644
20
3707
4396
5118
5807
6496
7185
30
3937
4659
5381
6070
6791
7513
40
4167
4921
5643
6398
7119
7874
To use this table: Enter table at left edge using runway length. Adjust required landing length
based on winds reported at surface. Headwinds will shorten required landing runway distance
while tail winds will increase landing runway length.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 31MAR04
3-4
LANDING
Minimum Landing Runway Length (737-700)
FLAPS 40 - Landing Runway Limit Weight Table
Required
Field
Length ft
3800
4200
4600
5000
5400
5800
6200
6600
7000
7400
0
DRY
92.6
106.2
120.0
134.0
147.4
158.9
170.4
180
WET
87.6
99.4
111.3
123.4
135.5
147.1
157.1
167.1
176.5
AIRPORT PRESSURE ALTITUDE (FT)
1000
2000
DRY
WET
DRY
WET
89.8
87.0
103.0
85.0
99.9
116.5
96.4
112.9
93.4
130.1
108.0
126.2
104.7
143.3
119.7
139.2
116.1
154.8
131.6
150.8
127.6
165.9
143.0
161.4
138.9
176.4
153.2
172.1
149.2
162.8
180
158.4
172.1
167.8
3000
DRY
96.9
109.5
122.4
135.1
146.9
157.3
167.6
177.4
WET
90.6
101.5
112.6
123.8
134.8
145.1
154.4
163.4
To use this table: Enter from the top of the table by selecting the pressure altitude that most
closely matches the landing airport. (For airports higher than 3000ft use the 3000ft columns.)
Select the DRY or WET runway column to suit circumstances, then find the weight that most
closely matches the planned landing weight for your destination. Find the minimum required
runway length by moving left to the first column.
Example: 0ft. MSL airport with a dry runway and landing weight of 134,000lbs will result in a
minimum runway requirement of 5000ft.
Required Runway Length Wind Correction Table
(Headwinds are negative numbers / Tailwinds positive)
Runway
WIND COMPONENT (KTS)
Length ft.
-15
-10
-5
0
10
3000
2670
3000
3220
3400
2720
3060
3400
3630
3800
2750
3090
3440
3800
4040
4200
3110
3470
3830
4200
4450
4600
3480
3840
4210
4600
4860
5000
3840
4210
4600
5000
5270
5400
4200
4590
4990
5400
5680
5800
4560
4960
5370
5800
6090
6200
4920
5330
5760
6200
6500
6600
5280
5710
6140
6600
6910
7000
5640
6080
6530
7000
7320
7400
6000
6450
6910
7400
7730
7800
6360
6830
7300
7800
8140
8200
6720
7200
7690
8200
8550
20
3440
3870
4290
4710
5130
5550
5970
6390
6810
7230
7650
8070
8490
30
3680
4110
4540
4970
5410
5840
6270
6700
7130
7560
7990
8420
40
3910
4360
4800
5240
5690
6130
6570
7020
7460
7900
8350
To use this table: Enter table at left edge using runway length. Adjust required landing length
based on winds reported at surface. Headwinds will shorten required landing runway distance
while tail winds will increase landing runway length.
Revision – 1.4 31MAR04
DO NOT DUPLICATE
PMDG 737NG - AOM
LANDING
3-5
Minimum Landing Runway Length (737-800)
FLAPS 40 - Landing Runway Limit Weight Table
Required
Field
Length ft
3300
4000
4600
5000
5400
5800
6200
6600
7000
7400
0
DRY
79.4
101.4
122.8
140.4
159.4
179.2
195.2
WET
84.2
103.4
122.1
137.3
153.4
170.6
187.4
199.3
AIRPORT PRESSURE ALTITUDE (FT)
2000
4000
6000
DRY
WET
DRY
WET
DRY
WET
95.7
116.6
134.0
151.5
170.0
188.0
79.4
97.5
115.7
131.2
145.7
161.8
178.1
192
90.2
110.0
128.0
143.7
161.4
179.0
193.6
91.9
109.1
125.2
138.9
153.7
169.1
184.5
195.8
84.8
103.8
122.1
137.1
153.0
169.8
186.3
198
8000
DRY
WET
79.8
97.7
115.5
130.7
145.1
160.7
176.6
188.7
194.9
86.4
103.0
119.3
132.7
145.7
160.3
174.8
188.5
86.4
103.0
119.3
132.7
145.7
160.3
174.8
188.5
To use this table: Enter from the top of the table by selecting the pressure altitude that most
closely matches the landing airport. (For airports higher than 8000ft use the 8000ft columns.)
Select the DRY or WET runway column to suit circumstances, then find the weight that most
closely matches the planned landing weight for your destination. Find the minimum required
runway length by moving left to the first column.
Example: 0ft. MSL airport with a dry runway and landing weight of 134,000lbs will result in a
minimum runway requirement of 5000ft.
Required Runway Length Wind Correction Table
(Headwinds are negative numbers / Tailwinds positive)
Runway
WIND COMPONENT (KTS)
Length ft.
-15
-10
-5
0
10
3280
2657
2952
3280
3706
3936
3280
3608
3936
4395
4592
3542
3870
4231
4592
5117
5248
4100
4461
4854
5248
5806
5904
4690
5084
5478
5904
6494
6560
5281
5674
6101
6560
7183
7216
5871
6298
6724
7216
7872
7872
6462
6888
7380
7872
8561
8528
7019
7511
8003
8528
9184
7610
8102
8626
9184
9840
8200
8692
10496
8790
20
3936
4658
5379
6068
6790
7511
8233
8922
30
4166
4920
5642
6363
7118
7839
8594
40
4166
4920
5642
6396
7118
7872
To use this table: Enter table at left edge using runway length. Adjust required landing length
based on winds reported at surface. Headwinds will shorten required landing runway distance
while tail winds will increase landing runway length.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 31MAR04
3-6
LANDING
Minimum Landing Runway Length (737-900)
FLAPS 40 - Landing Runway Limit Weight Table
Required
Field
Length ft
3800
4200
4600
5000
5400
5800
6200
6600
7000
7400
7800
8200
8600
9000
9400
9800
10200
10600
0
DRY
93.3
107.1
121.0
132.2
143.5
159.6
171.1
182.7
191.9
WET
88.3
100.2
112.3
123.7
133.4
143.2
157.8
167.9
177.9
187.5
194.6
AIRPORT PRESSURE ALTITUDE (FT)
2000
4000
6000
DRY
WET
DRY
WET
DRY
WET
87.8
100.8
94.7
88.9
114.0
94.3
107.1
88.6
100.6
125.9
105.6
119.8
99.3
112.5
93.2
136.5
117.2
130.0
110.1
123.7
103.5
151.9
127.1
140.0
120.9
133.2
113.8
162.9
136.3
154.9
129.7
142.7
123.5
173.8
148.5
165.2
138.5
157.1
131.7
184.8
159.8
175.6
151.8
166.9
140
193
169.3
186
161
176.7
153
178.8
193.3
170
186.5
161.6
187.8
179
193.3
170.1
194.5
187.5
178.6
193.8
186.9
192.9
Required Runway Length Wind Correction Table
(Headwinds are negative numbers / Tailwinds positive)
Runway
WIND COMPONENT (KTS)
Length ft.
-15
-10
-5
0
10
20
3000
2640
3000
3200
3420
3400
2650
3020
3400
3620
3840
3800
2660
3020
3400
3800
4030
4260
4200
3010
3380
3770
4200
4440
4680
4600
3370
3740
4150
4600
4850
5110
5000
3730
4100
4530
5000
5260
5530
4500
4090
4470
4910
5400
5670
5950
5800
4440
4830
5280
5800
6080
6380
6200
4800
5190
5660
6200
6500
6800
6600
5160
5560
6040
6600
6910
7220
7000
5510
5920
6410
7000
7320
7650
7400
5870
6280
6790
7400
77330
8070
7800
6230
6640
7070
7800
8140
8490
8200
6590
7010
7550
8200
8550
8920
8600
6940
7370
7920
8600
8960
9340
9000
7300
7730
8300
9000
9370
9760
9400
7660
8100
8680
9400
9790
10190
9800
8010
8460
9050
9800
10200
10610
10200
8370
8820
9430
10200
10610
11030
10600
8730
9180
9810
10600
11020
Revision – 1.4 31MAR04
DO NOT DUPLICATE
8000
DRY
WET
94.3
105.5
116.8
126.6
135.6
146.7
158.5
167.8
177.1
186.3
190.7
194.3
84.4
97.0
106.7
116.6
125.2
133
140.9
153.5
161.5
169.6
177.7
185.7
189.9
193.1
30
3630
4070
4500
4940
5380
5810
6250
6680
7120
7550
7990
8420
8860
9300
9730
10170
10600
11040
40
3860
4310
4750
5200
5650
6100
6550
7000
7440
7890
8340
8790
9240
9690
10140
10580
11030
PMDG 737NG - AOM
LANDING
3-7
RUNWAY WEIGHT LIMIT OVERVIEW (737-ALL)
The Landing Runway Limit Tables provided here are calculated based on a normal approach,
flown at FLAPS40 at the target approach REF speed as specified by the FMC. The runway limit
predictions are based upon a threshold crossing of 50ft followed by normal touchdown using
spoilers, minimal braking with no reverse thrust.
Crews should keep in mind that these figures were acquired using a new aircraft with new brakes
and tires, so actual performance of an in-service aircraft may vary slightly. Runway Limit Weights
in excess of the known structural weight limit are included for emergency use should a forced
landing in excess of the Structural Limit Weight be required. Inclusion of these figures does not
imply permission to land the aircraft above the Structural Limit Weight, and crews are
encouraged to land the aircraft in such a condition only as a matter of last recourse.
If required to land the aircraft while still above the Structural Limit Weight, crews should
anticipate a hot-brake condition, and ensure that adequate ground safety precautions are taken
prior to arrival.
AUTOBRAKE SYSTEM ISSUES (B737-ALL)
Unlike a simple anti-skid system, the autobrake system used aboard the Next Generation 737
aircraft is designed to modulate brake pressure to all four main gear brake systems in order to
provide the aircraft with a specific rate of deceleration. This rate of deceleration will be provided
and maintained regardless of the use of spoilers or reverse thrust. The rate of deceleration is
provided according to the settings below:
Setting 1:
Setting 2:
Setting 3:
4ft [1.2 M]/Second/Second
5ft [1.5 M]/Second/Second
6ft [1.8 M]/Second/Second
Setting 4:
MAX AUTO:
7.5ft [2.3 M]/Second/Second
11ft [3.4 M]/Second/Second
When used, spoilers and reverse thrust will reduce the total energy that would otherwise be
absorbed by the brake systems. By reducing the amount of energy absorbed into the brake
pads, spoilers and reverse thrust reduce the overall wear of the brake systems and aircraft tires.
As such, crews are encouraged to use reverse thrust commensurate with safety and control of
the aircraft on all landings.
LANDING SPEED TERMINOLOGY
__REF: The calculated reference speed for a specific flap configuration. (e.g. 30REF for a flaps
30 approach.) This speed is used to calculate the actual target speeds at which the aircraft will
be flown. 40REF, 30REF, 25REF speeds etc can be found using the APPROACH page of the
FMC.
Target Speed: The speed at which the approach should be flown. Target speed should equal
25REF+5 or 30REF+5 knots. To this figure, add “1/2 steady wind plus the full gust factor (up to a
maximum of 20 knots.)
Threshold Speed: Speed crossing the threshold. Equal to 25REF or 30REF plus the full gust
factor, up to a maximum of 20kts.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 31MAR04
3-8
LANDING
Autoland Target Speeds: The speed at which the Autoland/Autothrottle approach is flown.
Equal to 25REF+5 or 30REF + 5 knots, regardless of wind conditions. The Autothrottle corrects
for normal wind gust conditions through the airspeed and acceleration sensing system.
Revision – 1.4 31MAR04
DO NOT DUPLICATE
PMDG 737NG - AOM
LANDING
3-9
THIS PAGE INTENTIONALLY BLANK
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 31MAR04
SPECIFICATIONS AND LIMITATIONS
4-1
PERFORMANCE REQUIREMENTS AND LIMITATIONS
TABLE OF CONTENTS
SUBJECT
PAGE
OPERATING LIMITATIONS .........................................................................................................2
AVIONICS .....................................................................................................................................3
EMERGENCY EQUIPMENT ........................................................................................................3
ENGINES ......................................................................................................................................4
FIRE PROTECTION .....................................................................................................................4
FUEL .............................................................................................................................................4
HYDRAULICS...............................................................................................................................6
ICE AND RAIN ..............................................................................................................................6
AUXILIARY POWER UNIT ...........................................................................................................7
PNEUMATICS ..............................................................................................................................7
SPEEDS........................................................................................................................................8
WEIGHT LIMITATIONS ................................................................................................................8
GENERAL LIMITATIONS .............................................................................................................9
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
4-2
SPECIFICATIONS AND LIMITATIONS
PERFORMANCE REQUIREMENTS AND LIMITATIONS
OVERVIEW: The following list of items have been accumulated from the aircraft manufacturers
published limitations and requirements for operating the 737 aircraft. Limitations that vary by
specific airframe type are listed according to their airframe version (600, 700, etc.) This body of
knowledge is brought together in this section in order to condense the various aircraft
requirements and performance limitations to a single reference for crew use.
The following list of items is not considered to be conclusive of all operating conditions, and
crews should use sound judgment and Standard Operating Principles to ensure the safe
operation of the aircraft.
OPERATING LIMITATIONS
Operation
Maximum Takeoff and Landing Tailwind:
Maximum Crosswind – No Winglets
Maximum Crosswind – Winglets
Maximum Speeds
Maximum Operating Altitude
Maximum takeoff and Landing Altitude
Limitation
15 Knots
36 Knots
33 Knots
Observe gear and flap placard speeds
41,000 feet MSL
12,000 (if equipped with hi alt system) else
8,400 MSL
Autoland - Maximum Wind Component
Maximum Wind Component
True Headwind Component
True Tailwind Component
Maximum Crosswind Component
Maximum One Engine-Out Crosswind
Maximum CAT III Autoland Crosswind
Wind Speed
25 Knots
15 Knots
20 Knots
5 Knots
15 Knots
Narrow Runway (100 Feet or less) Crosswind Limitations:
Model
Dry Runway Wet Runway
Snow
737-600
737-700
737-800/900
26 knots
24 knots
27 Knots
16 knots
13 knots
16 Knots
12 knots
11 knots
15 knots
Runway Slope Limitations
Maximum
Revision – 1.4 23APR04
Standing
Water
6 knots
4 knots
10 knots
Icy Runway
4 knots
N/A
4 knots
+/- 2%
DO NOT DUPLICATE
PMDG 737NG - AOM
SPECIFICATIONS AND LIMITATIONS
4-3
AVIONICS
Autopilot - Minimum Altitude to Engage
After Takeoff Autopilot Engagement
Non-Precision Approach
ILS Approach, Single Autopilot
400ft AGL or greater
No Lower Than 360ft AGL
Usable to 50 below DA/DH but not lower than
50’ AGL when single autopilot in use.
Inertial Reference System (IRS) – Without Polar Navigation Option:
• The inertial Reference System is capable of providing magnetic heading and track
information between 82° North Latitude and 82° South Latitude. Between 80° West and 130°
West Longitude the maximum operating latitude is 70° North. Between 120° East and 160°
East longitude, the maximum operating latitude is 60° South.
Autoland - Flap Setting Limits
• Autoland is only approved for settings of flap 25, flap 30 or flap 40.
Autoland - Approach Glideslope Slope Limits
Minimum Glideslope Angle
Maximum Glideslope Angle
2.50°
3.50°
EMERGENCY EQUIPMENT
Emergency Escape Slides - Door Mounted
• Whenever passengers are carried, all door mounted evacuation slides must be armed and
engaged prior to taxi, and must remain so until the aircraft is being prepared for passenger
deplaning.
• Installation of overwing exit handle covers must be verified prior to departure whenever
passengers are carried.
• Photo Illuminescent Floor Emergency Lighting must be charged in accordance with approved
procedures.
Oxygen Pressure - Correct Range
Crew Oxygen System
Passenger Oxygen System
Portable Oxygen Bottles
1,650 psi
1,600 psi
1,600 psi
Oxygen Pressure Reading Adjustments:
• Temperature > 70°F:
Add 3 psi per 1°F above 70°F
[Temperature > 21°C:
Add 6 psi per 1°C above 21°C]
•
Temperature < 70°F:
[Temperature <21°C:
PMDG 737NG - AOM
Subtract 3 psi per 1° below 70°F
Subtract 6 psi per 1°C below 21°C]
DO NOT DUPLICATE
Revision – 1.4 23APR04
4-4
SPECIFICATIONS AND LIMITATIONS
ENGINES
EICAS Engine Instrument Setting Indicators
Maximum N1 Engine Operating Limitation
Maximum Allowable Thrust (Cautionary)
Current/Normal Thrust Settings
RED
AMBER
WHITE/GREEN
Continuous Engine Ignition
• Continuous Ignition should be selected ON during inflight encounters with heavy
precipitation, and during severe turbulence. Continuous Ignition should be ON as a safety
concern during takeoff and landing if birds are present in the airport vicinity.
Reverse Thrust
Flight Condition
In Flight
On Landing Rollout while still >70kts
On Landing Rollout <70kts.
Power Back from Gate or Parking
Permissible Use of Reverse Thrust
Prohibited
Full Reverse until 80kts, then reduce to idle.
Idle only.
Prohibited per engine manufacturer.
RPM - Maximum Allowable
N1
N2
As per EICAS display
As per EICAS display
Starter Engagement Limitations
Starter Engagement Activity
Starter Engagement <=5 Minutes
Starter Engagement =>5 Minutes
Total of 15 minutes without cooling period.
Until Engine De-spools to 0 RPM N2
Time Equal to Starter ON time (ex 6min=6min)
FIRE PROTECTION
Cargo Fire Protection Envelope
Maximum Recommended Flight Time from
Suitable Airport to ensure Cargo Fire
protection.
120 Min
FUEL
Fuel Capacity
Left Wing Tank
Right Wing Tank
Center Wing Tank
TOTAL FUEL
•
•
Pounds
8,630 lbs
8,630 lbs
28,803 lbs
46,063 lbs
These are structurally limited fuel quantities that can only be achieved with extremely high
density fuel.
MSFS LIMITATION: If the airplane is drawing fuel from the center wing tank and the user
sets the CWT fuel quantity to 0 in the MSFS FUEL MENU, the engines will flame out. If you
plan to change the center wing tank fuel level, PMDG recommends turning off the CWT Fuel
Pumps FIRST.
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
SPECIFICATIONS AND LIMITATIONS
4-5
Fuel Loading
• Load Wing tanks FIRST when boarding fuel.
• After wing tanks are full, load center tank.
Fuel Temperature
Fuel Type
Jet A
JP5
Jet A-1
•
•
•
Minimum
-37
-43
-44
Maximum
+49
+49
+49
If fuel temperature approaches minimum temperature in flight, crews should consider a flight
level change to warmer altitudes, or increasing speed to increase TAT.
After bringing fuel temperature up to, or above minimum temperatures, crews should
carefully asses the use of higher, colder altitudes for flight.
In cases where the fuel temperature indicator is inoperative, the fuel tank temperature should
be considered to equal True Air Temperature.
Fuel Usage
Fuel Tank Condition
All Tanks Full
Center Wing Tank Empty.
Fuel Imbalance between Wing
Tanks
Required Crew Action
Select All Pump
switches ON. (Fuel will
draw from center wing
tank)
Confirm Tank
quantities. Select both
CENTER WINTG TANK
pumps to OFF.
All Wing Tank Pumps
ON
Open Fuel Crossfeed
Valve.
Wing Tanks on lower
quantity tank: OFF
(Reverse procedure to
turn off fuel
crossfeed)
Landing Fuel - Minimum Allowable
Fuel On Board at Touchdown (Ensures adequate boost pump coverage.)
Fuel to Execute a Go-Around
•
2,000lb
3,000lb
Minimum Desired Landing Fuel Total: Ensures a safe quantity of fuel on board at the time
the aircraft crosses the runway threshold. This is a worst-case scenario considered with
maximum fuel quantity indicator error. Does not include fuel minimums required by Federal
Aviation Regulations and sound flight planning.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
4-6
SPECIFICATIONS AND LIMITATIONS
HYDRAULICS
Auto-Brake System
• Use manual braking when anti-skid is inoperative or upon any indication of system fault.
Flaps/Slats Extension Altitude - Maximum
Maximum Allowable Extension Altitude
20,000ft [6,100 M]
Hydraulic Quantity - Minimum
Minimum Hydraulic Quantity at Dispatch Time
72% of system capacity
Inflight Spoilers
Visual Meteorological Conditions
Instrument Meteorological Conditions
Maximum Speed for use of spoilers
Not permitted below 1,000ft AGL.
Use not recommended after FAF
Never at sped greater than 320KIAS or
extreme vibration made damage horizontal
stabilizer
Tire Pressure
Nose Gear Tires
Main Gear Tires
•
•
Tire mounted pressure indicators are only valid for pressure readings after tires, brakes and
wheels have cooled to ambient temperature (allow approximately 1hr after parking for a
normal landing, 2hrs after a hard braking condition.)
Tire pressure requirements are based upon the design structural limit weight of the aircraft.
Tire Pressure Adjustments
• Temperature >70°F:
[Temperature >21°C:
•
195 - 205 psi
205 - 215 psi
Temperature <70°F:
[Temperature <21°C:
Add 1 psi per 3°F above 70°F
Add 2 psi per 3°C above 21°C]
Subtract 1 psi per 3°F below 70°F
Subtract 2 psi per 3°C below 21°C]
ICE AND RAIN
Known Icing Conditions
• Icing conditions are said to exist for taxi, takeoff and landing operations when:
Outside Air Temperature
10°C (50°F) or below
and/or:
•
•
•
Visible moisture of any form is present (clouds, fog, visibility of 1 mile or less, snow rain, sleet
or ice crystals).
Standing water, snow, slush or ice accumulations are present in a form which may be
ingested by the engines or freeze to nacelles, blades or sensors.
Icing conditions are said to exist in flight when:
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
SPECIFICATIONS AND LIMITATIONS
Total Air Temperature
4-7
10°C (50°F) or below
and:
Visible moisture of any form is present (clouds, fog, visibility of 1 mile or less, snow rain, sleet or
ice crystals).Engine Anti-Ice
• Engine and Wing Anti-Ice systems should not be operated when OAT >10°C during ground
operations, or when TAT >=10°C during flight.
• Engine anti-ice must be selected ON during all ground and flight operations when icing
conditions exist or are anticipated.
• Engine anti-ice must be activated prior to, and operated during a descent in icing conditions.
During ground operations lasting more than ten minutes in icing conditions, engine anti-ice
capabilities must be reinforced by momentarily selected a thrust setting of 50% N1 for each
engine (separately). Use caution for jet blast and FOD dangers associated with accumulated
ice or snow on taxiways and runways.
• Wing Anti Ice should not be used to decontaminate wings while on ground.
Ground Based De-Ice Operations:
After any ground deicing/anti-icing of the horizontal stabilizer, airspeed must be limited to 270
KIAS until the crew has been informed that the applicable maintenance inspection procedures
have been accomplish that will allow exceedance of the 270KIAS limitation. Inspection ensures
that a horizontal stabilizer imbalance conditions will not exist due to the accumulation of
deice/anti-ice fluids in the stabilizer drive housing which could lead to an unmovable stabilizer
trim condition.
AUXILIARY POWER UNIT
APU Starter Limitations
Time off between APU start attempts
APU Pneumatic and Electrical Load
APU Pneumatic and Electrical Load
APU Pneumatic System Max Altitude
APU Electrical System Max Altitude
•
1 Minute
Max allowed altitude 10,000ft (in flight)
15,000ft (when on ground)
17,000ft
41,000ft
APU Bleed valve must be closed when Engine 1 bleed valve is open, or when engine 2
bleed valve is open and Isolation Valve is open.
PNEUMATICS
Pressurization - Cabin Differential Limits
Max Differential – Operating
Max Differential - During Climb
PMDG 737NG - AOM
DO NOT DUPLICATE
9.1 psi
9.1 psi
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4-8
SPECIFICATIONS AND LIMITATIONS
SPEEDS
VFE - Flaps Extension Speeds - Maximum (KIAS)
•
As per speed schedule displayed on PFD when proper weights and initialization of FMC
has been accomplished.
VLO / VLE - Landing Gear Limit Speeds - Maximum (KIAS / Mach)
VLO - Retraction
235 KIAS
VLO - Extension
270 KIAS / .82M
VLE - Extended
320 KIAS /.82M
Maximum Tire Limit Speed
204 Knots Ground Speed
Maximum Turbulent Air Penetration Speed
15,000ft [4600 meters] and higher altitude
15,000ft [4600 meters] and lower altitude
290 KIAS / .780M
250 KIAS
WEIGHT LIMITATIONS
Structural Weights – 737-600
Maximum Taxi
Maximum Takeoff
Maximum Landing
Maximum Zero Fuel
Pounds
127,500
127,000
120,500
114,000
Structural Weights – 737-700
Maximum Taxi
Maximum Takeoff
Maximum Landing
Maximum Zero Fuel
Pounds
133,500
133,000
128,000
120,500
Structural Weights – 737-800
Maximum Taxi
Maximum Takeoff
Maximum Landing
Maximum Zero Fuel
Pounds
174,700
174,200
144,000
138,300
Structural Weights – 737-900
Maximum Taxi
Maximum Takeoff
Maximum Landing
Maximum Zero Fuel
Pounds
174,700
174,200
146,300
140,300
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PMDG 737NG - AOM
SPECIFICATIONS AND LIMITATIONS
4-9
GENERAL LIMITATIONS
Certification Status
The 737-600/700/800/900 aircraft are certified under the 737 Type Certificate, in the Transport
Category, US FAR Parts 25 and 36.
Flight Load Acceleration Limitations
Flaps Up
Flaps Down
PMDG 737NG - AOM
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+2.5 g to -1.0 g
+2.0 g to 0.0 g
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SPECIFICATIONS AND LIMITATIONS
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PMDG 737NG - AOM
NORMAL PROCEDURES
5-1
NORMAL PROCEDURES
TABLE OF CONTENTS
SUBJECT
PAGE
EXPANDED NORMAL CHECKLISTS
Overview …..........................…………………………………………………………………5-3
EXTERIOR INSPECTION .................................……………………………………………5-3
COCKPIT ACCEPTANCE CHECK ………..........…………………………….……………..5-3
EXTERIOR PREFLIGHT …........…………….......…………………………………………..5-4
COCKPIT PREPARATION
..........…………...…………………………..……………..5-5
PUSHBACK AND START…......…………………..........…………………….………………5-7
AFTER START …..........………………………………...……………………..…………….5-8
BEFORE TAKEOFF
….............………………….……………………….………………5-8
CLIMB AND CRUISE
……………………………......………………..……………….....5-11
DESCENT / APPROACH
TAXI IN
SHUTDOWN
……………………………………………..…………….........5-12
………………………………………………….......……………..…….....…..5-15
.......................................................................................................5-15
SECURE CHECK ........................................................................................................5-15
FLIGHT CHECKLISTS (Print and use in flight) …………………………………………..5-16
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NORMAL PROCEDURES
THIS PAGE INTENTIONALLY BLANK
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PMDG 737NG - AOM
NORMAL PROCEDURES
5-3
NORMAL PROCEDURES
OVERVIEW: The following sets of procedures follow step by step through the processes
required to fly the Next Generation 737. These normal procedures are divided by major flight
phase and should provide a basic guideline for accomplishing the major procedures required
during flight. Although these checklists do not need to be removed from the manual and followed
on a step by step basis, crews are encouraged to develop a pattern of behavior which ensures
that all of the following steps are accomplished in the correct order and format. Use of the In
Flight Use Checklist (located on pages 17/18 of this chapter) is required of crewmembers.
(We recommend that you print page 17/18 for use in flight!)
In the interest of containing operating costs, external ground power should be used during the
initial cockpit preparation. This will allow the crew to delay APU start until immediately before
departure. In circumstances where the quality of an external power connection is an issue, or
when ground based aircraft cooling is not available, crews may elect to start the APU at their
discretion in the interest of preserving an on-time departure and passenger climate comfort.
In Cold Weather Operations crews should ensure that the cockpit has not been set up for
aircraft deicing operations by ground crew. If this is determined to be the case, crews are
advised not to begin cockpit preparation until clearing their actions with the ground crew in order
to prevent damage to the aircraft or injuries to ground personnel.
Exterior Safety Inspection
SURFACES AND CHOCKS .........................................................................................................IN
Visually check that all moveable surfaces are clear and the chocks are in place.
MAINTENANCE STATUS ................................................................................................CHECKED
Cockpit Acceptance Check
BATTERY SWITCH
................................................................................................................ON
ELECTRICAL HYDRAULIC PUMP SWITCHES ........................................................................OFF
LANDING GEAR LEVER
...................................................................................................DOWN
GROUND POWER (If Available) ..................................................................................................ON
LEFT/RIGHT TRANSFER BUS ‘SOURCE’ LIGHTS ……………………………………..OFF
OVERHEAT/FIRE PROTECTION (Center Pedestal)
OVERHEAT DETECTOR SWITCHES ………………………………………………NORMAL
TEST SWITCH………………………………………………………………Hold to FAUL/INOP
Verify the FAULT lights illuminate.
FIRE/OVERHEAT WARNING ………………………………………………………….CHECK
EXTINGUISHER TEST SWITCH ………………………………………………………CHECK
APU
START IF NECESSARY
APU START SELECT SWITCH …………………………………………………………START
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NORMAL PROCEDURES
APU GENERATOR SWITCHES ………………………………………………….ON
APU PNEUMATIC BLEED VALVE ………………………………………………..ON
FLAP POSITION INDICATOR AND FLAP LEVER ..........................................................AGREE
EVACUATION ACTIVATION SWITCH ……………………………………………………………..OFF
REVERSER LIGHTS …………………………………………………………………….EXTINGUISED
PASSENGER OXYGEN switch ………………………………………………….NORMAL / Light OFF
SERVICE INTERPHONE SWITCH …………………………………………………….AS REQUIRED
IRS MODE SELECTORS ……………………………………………………………………………..NAV
Exterior Pre-Flight Inspection
ELECTRICAL HYDRAULIC PUMP switches ..............................................................................ON
System A and B pressure should equal 2800PSI approximately
PARKING BRAKE
........................................................................................................SET
EXTERIOR LIGHTS .............................................................................................ON/FUNCTIONAL
General Airplane Condition .....................................................................................................Check
Probes, sensors, ports, vents and drains…………………………………..Unobstructed/Undamaged
Doors latches and access panels ……………………………………………………….Closed/Secure
Tires, brakes and wheels …………………………………………………………….Check/Undamaged
Gear struts and doors
........................................................................................................Check
Gear Pins
........................................................................................................Removed
Nose gear steering lockout pin ………………………………………………………………As Required
Oxygen Pressure Relief Disc ...................................................................................................Check
Cargo compartments
........................................................................................................Check
Ram Air deflector door ...................................................................................................As Required
Flight Control Surfaces ………………………………………………..Unobstructed/Free of fluid leaks
Fuel Measuring Sticks ........................................................................................................Stowed
Wing Surfaces
........................................................................................................Check
A and B hydraulic reservoir quantity indicators ……………………………………………RF or higher
APU fire control handle …………………………………………………………………………………UP
Outflow valve …………………………………………………………………………………………Open
Tail Skid (800/900) …………………………………………………………………………………..Check
ELECTRICAL HYDRAULIC PUMP switches ………………………………………………………..OFF
External Lights …………………………………………………………………………………As Required
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NORMAL PROCEDURES
5-5
Cockpit Preparation
FLIGHT CONTROL PANEL (OHD)……………………………………………………………….CHECK
ALL 5 switch guards ………………………………………………………………………Down
ALTERNATE FLAPS position switch ………………………………………………………..Off
YAW DAMPER switch ………………………………………………………………………..ON
FUEL SYSTEM (OHD) ……………………………………………………………………………CHECK
ENGINE VALVE CLOSED lights ……………………………………………….Illuminated Dim
SPAR VALVE CLOSED lights…………………………………………………..Illuminated Dim
FILTER BYPASS lights ………………………………………………………………………OFF
CROSSFEED selector ………………………………………………………………….CLOSED
CROSSFEED VALVE OPEN light…………………………………………………OFF
FUEL QUANTITY …………………………………………………………………………CHECK
FUEL PUMP switches (for tanks containing fuel) ………………………………………….ON
LOW PRESSURE lights……………………………………………………………..OFF
CABIN/UTIL power switch ……………………………………………………………………………..ON
IFE/PASS seat power switch ........................................................................................................ON
ELECTRICAL SYSTEM ........................................................................................................Check
STANDBY POWER switch …………………………………………….AUTO (Guard DOWN)
Generator Drive DISCONNECT switches …………………………………….Guards DOWN
BUS TRANSFER switch ……………………………………………….AUTO (Guard DOWN)
EQUIPMENT COOLING switches .....................................................................................NORMAL
OFF lights ........................................................................................................Extinguished
EMERGENCY EXIT lights switch …………………………………………..ARMED (Guard DOWN)
PASSENGER SIGNS
........................................................................................................ON
WINDSHIELD WIPER SELECTORS ………………………………………………………PARK/OFF
WINDOW HEAT switches
........................................................................................................ON
PROBE HEAT switches
........................................................................................................OFF
WING and ENGINE ANTI ICE switches ……………………………………………………………OFF
VALVE OPEN lights ………………………………………………………………Extinguished
HYDRAULICS
........................................................................................................CHECK
System A HYDRAULIC PUMP switches …………………………………………………..ON
System B HYDRAULIC PUMP switches ……………………………………………………ON
Electric Pump LOW PRESSURE lights ……………………………………..EXTINGUISHED
SYSTEM PRESSURE …………………………………………………………………2800 psi
PRESSURIZATION ………………………………………………………………………………CHECK
CABIN DIFFERENTIAL PRESSURE……………………………………………………..ZERO
CABIN ALTITUDE ………………………………………………………………..Field Elevation
CABIN RATE OF CLIMB …………………………………………………………………..ZERO
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NORMAL PROCEDURES
FLIGHT ALTITUDE indicator …………………………………………..Set to Cruise Altitude
LANDING ALTITUDE …………………………………………….Set to landing field elevation
PRESSURIZATION MODE SELECTOR ……………………………………………….AUTO
EXTERIOR LIGHT switches ......................................................................................AS REQUIRED
IGNITION SELECT switch ............................................................................………........IGN L or R
ENGINE START SWITCHES ...................................................................…………..................OFF
RAM DOOR FULL OPEN lights…………………………………………………………..ILLUMINATED
RECIRCULATION FAN switch ..........................................................................……............AUTO
AIR CONDITIONING PACK switches ......................................................................................AUTO
ISOLATIONVALVE switch
...........................................................................………….........OPEN
ENGINE BLEED AIR switches ......................................................................…………..............ON
APU BLEED AIR switch ....................................................................................……..As Required
EFIS control panel ....................................................................................…………………..CHECK
MINIMUMS reference selector ...........................................................................As Desired
FLIGHT PATH VECTOR switch .........................................................................As Desired
BAROMETRIC reference selector ………………………………………..SET Local Altimeter
VOR/ADF switches
......................................................................................As Desired
MODE Selector ....................................................................................………………..MAP
CENTER switch ..................................................................................………...As Desired
RANGE Selector ..................................................................................………..As Desired
TRAFFIC Switch ..................................................................................………..As Desired
MAP Switches ...................................................................................………….AS Desired
MODE CONTROL PANEL ....................................................................................…………CHECK
COURSE ....................................................................................…………….SET/VERIFY
FLIGHT DIRECTOR switches ......................................................................................ON
AUTOTHROTTLE switch
......................................................................................OFF
HEADING ......................................................................................Set to Runway Heading
BANK ANGLE LIMIT switch ..........................................................................Set as Desired
ALTITUDE ...........................................................................Set to Takeoff Climb Clearance
AUTOPILOTS
......................................................................................Disengaged
EFIS
.......................................................................Verify No Flags Showing on PFD/ND
AUTOBRAKE switch
....................................................................................………………RTO
AUTOBRAKE DISARM light ...........................................................................Extinguished
ANTISKID INOP light ......................................................................................Extinguished
ENGINE INSTRUMENTS
....................................................................................………..CHECK
SPEED BRAKE LEVER
....................................................................................………….DOWN
THRUST LEVERS
....................................................................................…………………..IDLE
START SWITCHES
....................................................................................……………..CUTOFF
PARKING BRAKE ....................................................................................………………………SET
STABILIZER TRIM ....................................................................................………GREEN RANGE
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PMDG 737NG - AOM
NORMAL PROCEDURES
5-7
RADIOS
....................................................................................…TUNED As Required
TRANSPONDER
......................................................................................Code Entered
FMC/CDU
....................................................................................……………………SET
IDENT page
....................................................................................……………..CHECK
Verify airplane and engine MODEL and NAV DATA ACTIVE dates are correct.
POS INIT page ....................................................................................…………………SET
Verify GMT is correct.
RTE page
....................................................................................…………………..SET
Enter route by company route load function or by origin/destination entry.
DEPARTURES page ....................................................................................…………..SET
Select the active runway and departure/transition procedures if know.
RTE page ....................................................................................……………………….SET
Verify selected departure and route. Correct discontinuities.
ACTIVATE and EXECUTE
PERF INIT page ....................................................................................…………………SET
Verify total fuel quantity is displayed on the CDU.
Validate Weight Figures, Cost Index and Cruise Altitude.
EXECUTE.
N1 LIMIT page ....................................................................................………………..SET
Enter OAT
Select Desired Takeoff and Climb thrust modes
TAKEOFF REF page ....................................................................................………….SET
Verify Preflight is complete
Enter takeoff flaps and V-speeds (click on 1R, 2R, 3R to populate…)
Pushback and Engine Start
ENGINE START CLEARANCE
......................................................................................OBTAIN
Captain calls for “BEFORE START CHECKLIST TO THE LINE
First Officer Accomplishes BEFORE START CHECKLIST to the line using
The IN-FLIGHT-USE-CHECKLIST.
>>>>----------------------------------CLEARED FOR START ------------------------------------------<<<<
DOORS
....................................................................................………………………CLOSED
AIR CONDITIONING PACK switches ......................................................................................OFF
ANTI-COLLISION light switch
......................................................................................ON
Captain calls for “BEFORE START CHECKLIST BELOW THE LINE”
First Officer completes the BEFORE START checklist
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5-8
NORMAL PROCEDURES
After Start
ELECTRICAL SYSTEM ....................................................................................………………SET
BOTH GENERATOR switches ......................................................................................ON
GEN OFF BUS lights ......................................................................................Extinguished
SOURCE OFF lights ......................................................................................Extinguished
PROBE HEAT switches
....................................................................................………………ON
All Probe Heat lights ......................................................................................Extinguished
ANTI-ICE
....................................................................................………………..As Required
AIR CONDITIONING
...................................................................................... .......................SET
PACK switches
....................................................................................…………AUTO
APU BLEED AIR switch
.................................................................................….....OFF
ISOLATION VALVE switch ......................................................................................AUTO
HYDRAULIC PUMP switches
....................................................................................………….ON
Before Takeoff
RECALL SWITCH
....................................................................................………………CHECK
FLIGHT CONTROLS
....................................................................................…….CHECK/FREE
FLAPS
....................................................................................……….SET _______
STABILIZER TRIM
....................................................................................…….SET _______
TAKEOFF BRIEFING
....................................................................................………….Review
Captain calls for “BEFORE TAKEOFF CHECKLIST TO THE LINE”
First Officer accomplishes BEFORE TAKEOFF checklist to the line.
>>>>----------------------------------CLEARED FOR TAKEOFF ------------------------------------------<<<<
ENGINE START SWITCHES
....................................................................................……..CONT
LANDING LIGHTS
....................................................................................…………………….ON
STROBE LIGHTS
....................................................................................……………………..ON
AUTOTHROTTLE
....................................................................................…………………..ARM
TRANSPONDER
....................................................................................……………………….ON
Captain calls for “BEFORE TAKEOFF CHECKLIST BELOW THE LINE”
First Officer completes BEFORE TAKEOFF checklist
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PMDG 737NG - AOM
NORMAL PROCEDURES
5-9
Takeoff Procedure Explained:
Advance thrust levers to approximately 40% N1.
Observe engine instruments stabilized and normal.
Push TO/GA switch to advance the thrust levers to takeoff N1.
Verify mode annunciation.
Note: After takeoff thrust is set, the captain’s hand must be on the
thrust levers until V1.
Hold light forward pressure on the control column, maintain directional control.
Monitor engine instruments. Verify oil pressure is not in the amber band.
Verify 80 knots.
Monitor airspeed, noting V1, and rotate smoothly.
When positive rate of climb is indicated, call “GEAR UP” and position landing gear lever
UP.
Continue rotation to takeoff pitch.
Check flight instrument indications.
After Takeoff Procedure Explained:
Maintain a minimum of V2 + 15 knots during initial climb. At light gross weight a higher
speed (up to V2 + 25) may be selected.
Above 400 feet, select appropriate roll mode, if required. Verify proper mode
annunciation.
Above 1,000 feet, set flaps up maneuvering speed. Verify climb thrust is set and proper
mode is annunciated.
When above minimum altitude for autopilot engagement, engage A/P. Verify flight mode
annunciation.
Retract flaps on takeoff flap retraction speed schedule and monitor flaps and slats
retraction.
Position landing gear lever OFF, APU and engine start switches as required. Verify air
conditioning and pressurization operating normally.
Perform AFTER TAKEOFF CHECKLIST when flaps are up.
Above 3,000 feet AGL, engage VNAV or select normal climb speed and verify
annunciation.
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Revision – 1.4 23APR04
5 - 10
NORMAL PROCEDURES
Takeoff Flap Retraction Speed Schedule
T/O FLAPS
25
15
10
5
1
SELECT FLAPS
15
5
1
UP
5
1
UP
5
1
UP
1
UP
UP
AT: (for all weights)
V2 + 15
“15”
“5”
“1”
V2 + 15
“5”
“1”
V2 + 15
“5”
“1”
V2 + 15
“1”
“1”
“UP” – Flaps up maneuvering speed
“1”, “5”, “10”, “15”, “25” – Number corresponding to flap maneuvering speed.
Note: Limit bank angle to 15 degrees until reaching V2 + 15.
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PMDG 737NG - AOM
NORMAL PROCEDURES
5 - 11
Climb and Cruise
CLIMBING THROUGH 10,000 ....................................................................................………..SET
Alert Cabin crew
Turn off non-essential external lighting
TRANSITION ALTITUDE ………………………………………………..Set Altimeters to STANDARD
FUEL MANAGEMENT
......................................................................................MONITOR
When Center Fuel Tank LOW PRESSURE lights illuminate ………CENTER PUMPS OFF
Ensure Fuel Balance during cruise flight
PRIOR TO REACHING Top of Descent ……………………Set MCP altitude selector for descent
At Top of Descent ......................................................................................Verify descent initiated
Climb and Cruise Procedure Explained:
Position landing lights OFF passing through 10,000 feet.
Set altimeters to standard at transition altitude.
Approaching selected FMC cruise altitude, verify level off and proper mode/N1 limit
annunciation.
Position center tank fuel pump switches OFF when both pump LOW PRESSURE lights
illuminate.
During the last hour of cruise on all extended range (ETOPS) flights, perform Fuel
Crossfeed Valve check.
Prior to top of descent, select and verify the planned arrival procedure on the FMC.
Set MCP altitude selector for descent.
At top of descent point observe descent initiated and verify proper mode annunciation.
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NORMAL PROCEDURES
Descent and Approach
FMC/CDU
....................................................................................……………………….SET
DEP/ARR page to set procedures and VREF speeds
ANTI-ICE
...................................................................................…………………...As Required
PRESSURIZATION . ......................................................................................Verify Cabin Descent
AUTOBRAKE
....................................................................................……………….As Desired
TRASITION ALTITUDE ………………………………………..Set Altimeters to local altimeter setting
FINAL APPROACH COURSE ...................................................................Set COURSE as needed
MINIMUMS
....................................................................................……Set DA as required
VHF NAV RADIOS ......................................................................Set as required for final approach
DESCENDING THROUGH 10,000 ………………………………………….EXTERNAL LIGHTS ON
Pilot Flying calls for “Descent Approach Checklist”
Pilot Not Flying accomplishes Descent Approach Checklist
Descent and Approach Procedure Explained:
Position center tank fuel pump switches OFF when both pump LOW PRESSURE lights
illuminate.
Check and set VREF and approach speeds as required.
Set anti-ice as required.
Verify pressurization set for destination airport elevation and system operating normally.
Set AUTO BRAKE select switch to desired brake setting.
Set and crosscheck altimeters at transition level.
Set and crosscheck course selection and RADIO/BARO minimums as required for approach.
Set and verify ADF and VHF NAV radios for approach.
Position fixed landing lights passing through 10,000 feet.
Accomplish the DESCENT-APPROACH checklist.
Call “FLAPS___” according to flap speed schedule and position FLAP lever. Monitor flap and
slat extension.
Approaching selected FMC altitude verify level off and mode annunciation.
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PMDG 737NG - AOM
NORMAL PROCEDURES
5 - 13
Approach Procedure Explained:
Using flaps as speed brakes is not recommended.
The following procedures are used for flap extensions:
Select flaps 1 when decelerating through the flaps-up maneuvering speed, displayed
on the airspeed display as “UP”.
Set airspeed cursor to the flap maneuvering speed displayed as “1”.
When appropriate, select the next flap position and then set the airspeed cursor to
that flap maneuver speed.
Landing Procedure Explained:
When on localizer intercept heading, verify ILS tuned and identified, LOC and G/S pointer
displayed, arm APP mode and engage second autopilot.
Verify mode annunciation.
At localizer capture verify proper mode annunciation and set appropriate heading.
At glide slope “alive”, position landing gear lever DN, FLAP lever to 15 and arm
speedbrakes.
Position engine start switches to CONT. Check RECALL.
Perform LANDING CHECKLIST down to FLAPS.
At glide slope capture, verify proper mode annunciation, check N1 reference bug at the goaround limit and set missed approach altitude.
Call “FLAPS ____” as required for landing and position FLAP lever accordingly. Set MCP
speed selector at VREF + 5 knots.
At final approach fix, OM, verify crossing altitude.
Complete the LANDING CHECKLIST.
Monitor approach progress and guard the controls.
At 500 feet AGL, verify FLARE is armed.
At approximately 50 feet AGL, verify FLARE is engaged.
Ensure the autothrottle retards the thrust levers to idle by touchdown.
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5 - 14
NORMAL PROCEDURES
Go-Around Procedure Explained:
Push TO/GA button switch.
Call “FLAPS 15” and position FLAP lever to 15.
Confirm rotation to go-around attitude and monitor autopilot.
When positive rate of climb is indicated, position landing gear lever UP.
Check flight instruments indications.
Above 400 feet, select appropriate roll mode and verify proper mode annunciation.
Retract flaps on speed schedule.
Verify airplane levels off at selected altitude and maintain flaps maneuvering speed.
Accomplish AFTER TAKEOFF checklist.
Landing Roll Procedure Explained:
Ensure thrust levers at idle.
Disengage autopilot and control airplane manually. Verify autothrottle disengages automatically.
Verify SPEED BRAKE lever – UP.
Verify proper autobrake operation.
Without delay, apply reverse thrust as required.
At 60 knots, reduce reverse thrust to be at IDLE reverse when reaching taxi speed.
Verify REV indication extinguished.
Prior to taxi speed, disarm, the autobrake and continue manual braking as required.
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PMDG 737NG - AOM
NORMAL PROCEDURES
5 - 15
Taxi-In
SPEED BRAKE lever
................................................................................……………DOWN
FLAP lever
....................................................................................…………………………UP
APU (if desired)
....................................................................................……………..START
PROBE HEAT switches ....................................................................................………………..OFF
ENGINE START switches ....................................................................................……………OFF
LANDING lights
....................................................................................………………………OFF
TAXI Lights
....................................................................................……………………..As Desired
STROBE lights
....................................................................................………………………..OFF
FLIGHT DIRECTOR switches ....................................................................................…………OFF
TRANSPONDER
....................................................................................……………………OFF
APU GENERATOR switches (if APU operating) .........................................................................ON
APU GEN OFF BUS lights
......................................................................................OFF
Shutdown Procedures
PARKING BRAKE ....................................................................................………………………SET
ELECTRICAL
....................................................................................…………SET AS DESIRED
FUEL CONTROL LEVERS
....................................................................................……CUTOFF
FASTEN SEATBELTS switch
....................................................................................……….OFF
ANTI COLLISION light switch ....................................................................................………..OFF
FUEL PUMP switches ....................................................................................…………………..OFF
CAB/UTIL power switch ....................................................................................……..As Required
IFE/PASS seat power switch ....................................................................................….As Required
WINDOW HEAT switchers ....................................................................................……………OFF
WING and ENGINE ANTI-ICE switches .....................................................................................OFF
ELECTRIC HYDRAULIC PUMP switches .................................................................................OFF
RECIRCULATION FAN switch ......................................................................................As Desired
AIR CONDITIONING PACK switches ......................................................................................AUTO
ISOLATION VALVE switch ......................................................................................OPEN
ENGINE BLEED AIR switches
......................................................................................OFF
APU BLEED AIR SWITCH
......................................................................................As Required
EXTERIOR LIGHTS
..................................................................................………...As Required
AUTO BRAKE switch
....................................................................................………………OFF
SPEED BRAKE lever ....................................................................................………………..DOWN
PARKING BRAKE
....................................................................................…………..As Required
SHUTDOWN CHECKLIST ......................................................................................ACCOMPLISH
Secure Procedure
EMERGENCY EXIT LIGHTS switch
......................................................................................OFF
AIR CONDITIONING PACK SWITCHES ..................................................................................OFF
APU
....................................................................................………SHUT DOWN
BATTERY SWITCH
...................................................................……………..................OFF
SECURE CHECKLIST
......................................................................................ACCOMPLISH
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5 - 16
NORMAL PROCEDURES
INFLIGHT USE CHECKLISTS EXPLAINED:
The following pages comprise a two page In-Flight Use Checklist that should be printed and kept
handy in the cockpit for use during flight.
The procedures listed above in this chapter are designed to be studied and to serve as a useful
guide for setting up the cockpit and flight process. The In-Flight Use Checklist below is designed
to assist crews in checking their work and validating that proper procedures have been
accomplished prior to any critical phase of flight.
When following the Expanded Normal Procedures above you will notice that the process
occasionally calls for the conduct of a checklist. For example:
ENGINE START CLEARANCE
Captain calls for “BEFORE START CHECKLIST TO THE LINE
First Officer Accomplishes BEFORE START CHECKLIST to the line using
The IN-FLIGHT-USE-CHECKLIST.
OBTAIN
In such a situation, the BEFORE START CHECKLIST that is being referenced is the In-FlightUse Checklist as described on pages 17/18 of this chapter.
It is recommended that the following two pages be printed and stapled back to back for ease of
use!
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PMDG 737NG - AOM
NORMAL PROCEDURES
5 - 17
BEFORE START
FLIGHT DECK PREPERATION ..............................................................................COMPLETED
YAW DAMPER ....................................................................................…………………………….ON
FUEL
______LBS/KGS PLANNED, ______ BOARDED, PUMPS ON
CAB/UTIL & IFE PASS SEAT POWER ......................................................................................ON
EMERGENCY EXIT LIGHTS
......................................................................................ARMED
CABIN SIGNS ....................................................................................……………………………ON
WINDOW HEAT
....................................................................................………………………..ON
HYDRAULICS ....................................................................................………………………NORMAL
AIR CONDITIONING & PRESSURIZATION ………………………___ PACKS, BLEEDS ON, SET
AUTOPILOT
....................................................................................…………….DISENGAGED
INSTRUMENTS
....................................................................................…….CROSS CHECKED
AUTOBRAKE
....................................................................................…………………………RTO
SPEED BRAKE ....................................................................................……………………..DOWN
PARKING BRAKE ....................................................................................………………………SET
STABILIZER TRIM ...................................................................................………………._____ SET
FMC, RADIOS, TRANSPONDER
......................................................................................SET
TRIM
....................................................................................…………………………….SET
FMC/CDU
....................................................................................………………………….SET
N1 & IAS BUGS
....................................................................................…………………………SET
>>>>>>>>>>-----------------------------------------THE LINE----------------------------------------<<<<<<<<<<
DOORS/WINDOWS ....................................................................................……………..CLOSED
BEFORE TAKEOFF
RECALL
....................................................................................…CHECKED/CLEARED
FLIGHT CONTROLS
....................................................................................………………FREE
FLAPS
....................................................................................……________ SET
TRIM
....................................................................................……..________ SET
TAKEOFF BRIEFING
....................................................................................……..REVIEWED
>>>>>>>>>>-----------------------------------------THE LINE---------------------------------------<<<<<<<<<<
ENGINE START SWITCHES
....................................................................................……..ON
AFTER TAKEOFF
AIR CONDITIONING & PRESSURIZATION ......................................................................…..SET
ENGINE START SWITCHES ..............................................................................………………OFF
LANDING GEAR ..............................................................................…………………..UP and OFF
FLAPS
..............................................................................……………………UP
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
5 - 18
NORMAL PROCEDURES
DESCENT APPROACH
ANTI-ICE
..............................................................................….AS REQUIRED
AIR CONDITIONING & PRESSURIZATION
.........................................................................SET
ALTIMETER & INSTRUMENTS ……………………………………………SET / CROSS-CHECKED
N1 & IAS BUGS
CHECKED / SET
LANDING
ENGINE START SWITCHES
..............................................................................…………….ON
RECALL
..............................................................................………CHECKED / CLEARED
SPEED BRAKE
..............................................................................….ARMED, GREEN LIGHT
LANDING GEAR
..............................................................................………….DOWN 3 GREEN
FLAPS
..............................................................................…………………….._____ SET
SHUTDOWN
FUEL PUMPS
..............................................................................….OFF
CAB/UTIL & IFE/PASS SEAT POWER SWITCHES …………………………………AS REQUIRED
ELECTRICAL SOURCE ..............................................................................…………………______
FASTEN SEATBELTS SIGN ..............................................................................………………OFF
WINDOW HEAT ..............................................................................……………………………OFF
PROBE HEAT ..............................................................................………………………………OFF
ANTI-ICE
..............................................................................……………………………OFF
ELECTRIC HYDRAULIC PUMPS …………………………………………………………………OFF
AIR CONDITIONING …………………………………………………………………..AS REQUIRED
ENGINE START SWITCHES ..........................................................................……………...….OFF
AUTOBRAKE SWITCH ...................................................................…………………...........….OFF
SPEED BRAKE ..............................................................................……………………………DOWN
FLAPS
..............................................................................………………………………UP
PARKING BRAKE
..............................................................................….AS REQUIRED
FUEL SHUTOFF LEVERS ..............................................................................…………..CUTOFF
TRANSPONDER
..............................................................................………………………..OFF
SECURE CHECK
EMERGENCY EXIT LIGHTS ............................................................................…………..….OFF
AIR CONDITIONING PACKS ............................................................................……………….OFF
APU / GROUND POWER ..........................................................................………………...….OFF
BATTERY
........................................................................…………………………......….OFF
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
ABNORMAL PROCEDURES
6-1
ABNORMAL PROCEDURES
TABLE OF CONTENTS
PAGE
CONDITION / WARNING
AIR CONDITIONING SMOKE/FUMES
……………………………………….………………….6-3
AIRSPEED UNRELIABLE …………………………………………………...............………………6-3
AUTO FAIL / UNSCHEDULED PRESSURIZATION CHANGE ……………....…………………..6-4
EMERGENCY DESCENT …………………..………………………………………………………..6-4
LOSS OF THRUST BOTH ENGINES
……………………………………………………………6-5
BLEED TRIP OFF
………………………………………………………………………………6-5
DUAL BLEED …………………………………………………………………......…………………..6-6
DUCT OVERHEAT ………………………………………………………………...…………………..6-6
EQUIPMENT COOLING OFF ………………………………………………...…………………….6-6
OFF SCHEDULE DESCENT ……….……………………………………………...…………………6-6
PACK
……………………………………………………………..………………….6-7
PACK TRIP OFF …………………….…………………………………………...…………………..6-8
WING BODY OVERHEAT ………………………………………………………....………………….6-8
ENGINE COWL ANTI-ICE ………………………………………………………...………………….6-9
PROBE HEAT
……………….……………………………………………...………………..6-9
WINDOW HEAT OFF …………………………………………………………....…………………..6-9
WINDOW OVERHEAT
…………………………………………………………….....…………..6-9
BATTERY DISCHARGE …………………………………………………………..………………….6-10
DRIVE
………………………………………………………………..…………………6-10
ELEC
………………………………………………………………...…………………..6-10
SOURCE OFF ……………………………………………………………………...……………….6-10
STANDBY POWER OFF ……………………………………………………....…………………..6-11
TR UNIT
……………………………………………………………………………………6-11
TRANSFER BUS OFF
…………….………………………………………..…………………6-11
ELECTRICAL SMOKE/FUMES/FIRE ………………………………………...…………………..6-12
LOSS OF BOTH ENGINE DRIVE GENERATORS ………………………...……………………6-13
ENGINE FAILURE/SHUTDOWN ………….……………………………………...…………………6-14
ENGINE OIL FILTER BYPASS ………………………………………………....………………….6-14
ENGINE OVERHEAT
……………………………………………………….………………….6-14
ONE ENGINE INOPERATIVE LANDING
…………………………………..…………………..6-15
ENGINE FIRE / SEVERE DAMAGE / VIBRATION ………………………………………………6-16
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
6-2
ABNORMAL PROCEDURES
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
ABNORMAL PROCEDURES
6-3
AIR CONDITIONING SMOKE/FUMES
Condition: Smoke or fumes coming from air conditioning system.
OXYGEN MASKS / SMOKE GOGGLES
CREW COMMUNICATIONS
RECIRCULATION FAN SWITCH
If fumes stop:
Continue flight with the recirculation fan switch OFF
If fumes continue:
ISOLATION VALVE SWITCH
R PACK SWITCH
DON
ESTABLISH
OFF
CLOSE
OFF
If fumes stop:
Continue flight with the R PACK switch OFF and
the ISOLATION valve CLOSED.
If fumes continue:
R PACK SWITCH
L PACK SWITCH
AUTO
OFF
If fumes stop:
Continue flight with the R PACK switch OFF and
the ISOLATION valve CLOSED.
If fumes continue:
L PACK SWITCH
>>>>DECLARE EMERGENCY
>>>>LAND NEAREST SUITABLE AIRPORT
AUTO
AIRSPEED UNRELIABLE
Condition: Pitch attitude not consistent with existing phase of flight, altitude, thrust and
weight or noise and or low frequency buffeting.
AIRPLANE ATTITUDE / THRUST
PROBE HEAT
MACH / AIRSPEED INDICATORS
PMDG 737NG - AOM
MAINTAIN AIRCRAFT CONTROL
CHECK ON
CROSS CHECK
DO NOT DUPLICATE
Revision – 1.4 23APR04
6-4
ABNORMAL PROCEDURES
AUTO FAIL / UNSCHEDULED
PRESSURIZATION CHANGE
Condition: Automatic pressurization mode has failed, cabin altitude warning or the cabin
altitude is not under control.
ENGINE BLEED AIR SWITCHES
PACK SWITCHES
Allow cabin rate to stabilize before placing second switch ON.
ON (ONE AT A TIME)
ON (ONE AT A TIME)
If AUT FAIL light is illuminated or pressurization is not under control:
PRESSURIZATION MODE SELECTOR
Verify the AUTO FAIL light extinguishes.
ALTN
If the AUTO FAIL light remains illuminated or the ALTN mode cannot maintain cabin
pressurization:
PRESSURIZATION MODE SELECTOR
MAN
OUTFLOW VALVE SWITCH
AS REQUIRED
Operate the outflow valve to maintain proper cabin altitude.
EMERGENCY DECENT
Condition: Unable to control cabin pressurization with airplane above 14,000MSL or
conditions require a rapid descent.
EMERGENCY DESCENT
ANNOUNCE
THRUST LEVERS
CLOSE
SPEED BRAKE
FLIGHT DETENT
DESCENT
INITIATE
TARGET SPEED
Mmo/Vmo
If structural integrity is in doubt, limit speed as much as possible.
LEVEL-OFF ALTITUDE
LOWEST SAFE ALTITUDE or 10,000MSL
SPEED BRAKE
ENGINE START SWITCHES
Revision – 1.4 23APR04
DOWN
AS REQUIRED
DO NOT DUPLICATE
PMDG 737NG - AOM
ABNORMAL PROCEDURES
6-5
LOSS OF THRUST ON BOTH ENGINES
Condition: Loss of all thrust on both engines accompanied by illumination of both ENG
FAIL alerts.
ENGINE START SWITCHES
ENGINE START LEVERS
EGT decreasing:
ENGINE START LEVERS
FLT
CUTOFF
IDLE
APU
START and ON BUS
Do not wait for successful engine starts prior to starting APU.
If neither restart is successful and N2 is below 11%:
WING ANTI-ICE SWITCH
PACK SWITCHES
APU BLEED AIR SWITCH
IGNITION SELECT SWITCH
EITHER ENGINE START SWITCH
APU BLEED AIR SWITCH
ENGINE START SWITCH
THRUST LEVER
GENERATOR SWITCH
PACK SWITCH
Start Second Engine
OFF
OFF
ON
BOTH
GRD
OFF
FLT
ADVANCE
ON
AUTO
BLEED TRIP OFF
Condition: A BLEED TRIP OFF light illuminated indicates the related engine bleed air
temperature or pressure is excessive.
WING ANTI-ICE SWITCH
TRIP RESET SWITCH
If BLEED TRIP OFF light remains illuminated:
PACK SWITCH (Affected side)
>>>>Avoid Icing Conditions
If the BLEED TRIP-OFF light extinguishes:
WING ANTI-ICE SWITCH
PMDG 737NG - AOM
DO NOT DUPLICATE
OFF
PUSH
OFF
AS REQUIRED
Revision – 1.4 23APR04
6-6
ABNORMAL PROCEDURES
DUAL BLEED
Condition: The DUAL BLEED light illuminated indicates the APU bleed valve open and the
Engine 1 BLEED air switch ON, or the Engine 2 BLEED air switch ON with APU bleed air
valve and isolation valve open..
Limit engine thrust to idle while the light is illuminated to prevent damage to APU.
APU BLEED AIR SWITCH
OFF
DUCT OVERHEAT
Condition: A DUCT OVERHEAT light illuminated indicates air temperature in the related
duct has exceeded limits.
CABIN TEMPERATURE SELECTOR
COOLER TEMPERATURE
TRIP RESET SWITCH
PUSH
If duct temperature increases rapidly or the air mix valve indicator moves toward full hot:
TEMPERATURE SELECTOR
MANUAL
Adjust the air mix valve position as required.
EQUIPMENT COOLING OFF
Condition: The Equipment Cooling Supply or Exhaust OFF light illuminated indicates a loss
of airflow from the selected cooling fan.
EQUIPMENT COOLING SUPPLY/EXHAUST SWITCH (As required)
No further action is necessary in flight if the light does not extinguish.
ALTERNATE
OFF SCHEDULE DESCENT
Condition: The OFF SCHEDULE DESCENT light illuminated indicates the airplane
descended before reaching the planned cruise altitude set in the FLT ALT indicator.
No action is necessary if the airplane is returned to the airport of departure for landing.
If not landing at airport of departure:
FLIGHT ALTITUDE INDICATOR
Revision – 1.4 23APR04
DO NOT DUPLICATE
RESET / CORRECT
PMDG 737NG - AOM
ABNORMAL PROCEDURES
6-7
PACK
Condition: A PACK light illuminated indicates both primary and standby pack controls have
failed or the related pack valve is closed due to temperature exceeding limits.
ALL TEMPERATURE SELECTORS
WARMER TEMPERATURE
TRIP RESET SWITCH
PUSH
If one PACK light remains illuminated:
ISOLATION VALVE SWITCH
CLOSE
PACK SWITCH
OFF
If cabin altitude increases:
DESCENT
ACCOMPLISH
Monitor cabin altitude and rate. Descend to lowest safe altitude or 10,000feet.
At level off:
AIRSPEED
PRESSURIZATION MODE SELECTOR
OUTFLOW VALVE SWITCH
RIGHT RECIRCULATION FAN SWITCH
LEFT RECIRCULATION FAN WITCH
If flight deck and cabin temperatures are excessively warm:
FLIGHT DECK DOOR
CABIN LIGHTING
IFE/PAX SEAT POWER SWITCH
GALLEY POWER
FLIGHT DECK/CABIN SHADES
PMDG 737NG - AOM
DO NOT DUPLICATE
290 KNOTS MINIMUM
MAN
FULL OPEN
AUTO
OFF
OPEN
DIM
OFF
OFF
CLOSED
Revision – 1.4 23APR04
6-8
ABNORMAL PROCEDURES
PACK TRIP OFF
Condition: A PACK TRIP OFF light illuminated indicates the related pack valve is closed
due to temperature exceeding limits.
TEMPERATURE SELECTORS
WARMER TEMPERATURE
TRIP RESET SWITCH
PUSH
If both PACK TRIP OFF lights remains illuminated:
If cabin altitude increases:
DESCENT
ACCOMPLISH
Monitor cabin altitude and rate. Descend to lowest safe altitude or 10,000feet.
At level off:
AIRSPEED
PRESSURIZATION MODE SELECTOR
OUTFLOW VALVE SWITCH
If flight deck and cabin temperatures are excessively warm:
FLIGHT DECK DOOR
CABIN LIGHTING
IFE/PAX SEAT POWER SWITCH
GALLEY POWER
290 KNOTS MINIMUM
MAN
FULL OPEN
OPEN
DIM
OFF
OFF
WING BODY OVERHEAT
Condition: A WING BODY OVERHEAT light illuminated indicates a bleed air duct leak.
ISOLATION VALVE SWITCH
PACK SWITCH (affected side)
ENGINE BLEED AIR SWITCH (affected side)
WING ANTI-ICE SWITCH
Avoid Icing Conditions.
If the left WING-BOY OVERHEAT light remains illuminated:
APU BLEED AIR SWITCH (if APU running)
If the light remains illuminated:
APU SWITH
If the light extinguishes:
ISOLATION VALVE SWITCH
ENGINE 1 BLEED AIR SWITCH
LEFT PACK SWITCH
WING ANTI-ICE SWITCH
Revision – 1.4 23APR04
DO NOT DUPLICATE
CLOSE
OFF
OFF
OFF
OFF
OFF
AUTO
ON
AUTO
AS REQUIRED
PMDG 737NG - AOM
ABNORMAL PROCEDURES
6-9
ENGINE COWL ANTI-ICE
Condition: An engine COWL ANTI-ICE light illuminated indicates an overpressure condition
in the cowl anti-ice duct.
Flight Conditions permitting:
AUTOTHROTTLE (if engaged)
THRUST LEVER (affected engine)
Reduce thrust until the COWN ANTI-ICE light extinguishes
DISENGAGE
RETRD
PROBE HEAT
Condition: Probe heat lights illuminated indicate related probe is not heated.
Avoid icing conditions.
NOTE: Flight in icing conditions may result in erroneous flight instrument indications.
WINDOW HEAT OFF
Condition: A window heat OFF light illuminated indicates a system failure has occurred.
WINDOW HEAT SWITCH
Limit airspeed to 250 knots maximum below 10,000 feet due to brittle window
and possibility of bird strikes at lower altitudes.
OFF
WINDOW OVERHEAT
Condition: A window OVERHEAT light illuminated indicates an overheat condition has been
detected.
WINDOW HEAT SWITCH (affected window)
After 2-5 minutes:
WINDOW HEAT SWITCH
If the window OVERHEAT light re-illuminates:
WINDOW HEAT SWITCH
Limit airspeed to 250 knots maximum below 10,000 feet due to brittle window
and possibility of bird strikes at lower altitudes.
PMDG 737NG - AOM
DO NOT DUPLICATE
OFF
ON
OFF
Revision – 1.4 23APR04
6 - 10
ABNORMAL PROCEDURES
BATTERY DISCHARGE
Condition: The BAT DISCHARGE light illuminated indicates excessive battery discharge is
detected with the battery switch ON.
Correct battery drain problem if possible by bringing an engine generator or APU generator online.
NOTE: A fully charged battery provides approximately 30 minutes of standby power.
DRIVE
Condition: A generator DRIVE light illuminated indicates a malfunction in the related
generator drive.
GENERATOR DRIVE DISCONNECT SWITCH
Note: Generator cannot be brought back online in flight.
APU (if available)
DISCONNECT
START & ON BUS
ELEC
Condition: The ELEC light illuminated indicates a fault exists in the DC or standby power
system.
Note: The ELEC light only illuminates on the ground.
SOURCE OFF
Condition: A SOURCE OFF light illuminated indicates the related transfer bus is not
powered by the last selected source.
ENGINE GENERATOR SWITCH
If SOURCE OFF light remains illuminated:
APU (if available)
Revision – 1.4 23APR04
DO NOT DUPLICATE
ON
START & ON BUS
PMDG 737NG - AOM
ABNORMAL PROCEDURES
6 - 11
STANDBY POWER OFF
Condition: The STANDBY PWR OFF light illuminated indicates one or more of the following
busses are unpowered:
AC STANDBY BUS
DC STANDBY BUS
BATTERY BUS
STANDBY POWER SWITCH
ON
TR UNIT
Condition: The TR UNIT light illuminated indicates one or more TR’s have failed.
Do not use the AFDS approach mode as it will be unreliable.
TRANSFER BUS OFF
Condition: A TRANSFER BUS OFF light illuminated indicates the related transfer bus is not
powered.
ENGINE GENERATOR SWITCH
If TRANSFER BUS OFF light remains illuminated:
APU (if available)
PMDG 737NG - AOM
DO NOT DUPLICATE
ON
START & ON BUS
Revision – 1.4 23APR04
6 - 12
ABNORMAL PROCEDURES
ELECTRICAL SMOKE/FUMES/FIRE
Condition: Electrical smoke/fumes/fire is identified.
OXYGEN MASKS / GOGGLES
DON
CREW COMMUNICATION
ESTABLISH
RECIRCULATION FAN SWITCH
OFF
If smoke/fumes/fire is known:
ELECTRICAL POWER (Affected equipment)
REMOVE
If practical remove power from affected equipment by switch or circuit breaker .
If smoke/fumes/fire persist or source is unknown:
BUS TRANSFER SWITCH
OFF
CAB/UTIL POWER SWITCH
OFF
IFE/PASS SEAT POWER SWITCH
OFF
EQUIPMENT COOLING SUPPLY/EXHAUST SWITCHES
ALTERNATE
CABIN READING LIGHTS & GALLEY WORK LIGHTS
ON
>>Instructed flight attendants to turn on cabin reading lights/galley lights.
CABIN EQUIPMENT
OFF
>>Instruct flight attendants to turn off galley power switches
cabin fluorescent light switches and IFE.
>>>>DECLARE EMERGENCY.
>>>>LAND AT NEAREST SUITABLE AIRPORT
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM
ABNORMAL PROCEDURES
6 - 13
LOSS OF BOTH ENGINE DRIVE GENERATORS
Condition: All TRANSFER BUS OFF, SOURCE OFF, and GEN OFF BUS lights illuminated
indicate the loss of both engine driven generators.
NOTE: With main tank fuel pumps inoperative above 30,000 feet, thrust deterioration or
engine flameout may occur.
ENGINE GENERATOR SWITCHES
ON
If only one SOURCE OFF light extinguishes:
APU (if available)
START & ON BUS
If both SOURCE OFF lights remain illuminated:
If APU is available:
BUS TRANSFER SWITCH
OFF
ELECTRICAL HYDRAULIC PUMP SWITCHES
OFF
Note: APU start attempts above 25,000 MSL are not recommended.
APU
START & ON BUS
BUS TRANSFER SWITCH
AUTO
ELECTRIC HYDRAULIC PUMP SWITCHES
ON (ONE AT A TIME)
If both SOURCE OFF lights remain illuminated:
Avoid icing conditions.
Note: Flight in icing conditions may result in erroneous flight instrument indications.
Plan to land at nearest suitable airport.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
6 - 14
ABNORMAL PROCEDURES
ENGINE FAILURE/SHUTDOWN
Condition: Loss of all thrust on an engine accompanied by illumination of the ENG FAIL
alert or abnormal engine indications
Accomplish an engine shutdown only when flight conditions permit.
AUTOTHROTTLE (if engaged)
DISENGAGE
THRUST LEVER (affected engine)
IDLE
ENGINE START LEVER
CUTOFF
APU (if available)
START & ON BUS
PACK SWITCH (affected side)
OFF
FUEL
BALANCE
If wing anti-ice is required:
ISOLATION VALVE SWITCH
AUTO
Plan to land at the nearest suitable airport.
ACCOMPLISH ONE ENGINE INOPERATIVE LANDING CHECKLIST (BELOW)
ENGINE OIL FILTER BYPASS
Condition: An engine OIL FILTER BYPASS alert illuminated indicates an impending bypass
of the scavenge oil filter.
AUTOTHROTTLE (if engaged)
DISENGAGE
THRUST LEVER
RETARD
Retard until the OIL FILTER BYPASS alert extinguishes.
If the OIL FILTER BYPASS alert extinguishes:
Operate the engine at reduced thrust to keep the alert extinguished.
If the OIL FILTER BYPASS alert remains illuminated:
ACCOMPLISH ENGINE FAILURE/SHUTDOWN CHECKLIST
ENGINE OVERHEAT
Condition: An ENG OVERHEAT light illuminated indicates an overheat is detected on the
related engine.
THRUST LEVER
If the ENGINE OVERHEAT light remains illuminated:
ACCOMPLISH ENGINE FAILURE/SHUTDOWN CHECKLIST
Revision – 1.4 23APR04
DO NOT DUPLICATE
IDLE
PMDG 737NG - AOM
ABNORMAL PROCEDURES
6 - 15
ONE ENGINE INOPERATIVE LANDING
Condition: Landing must be accomplished with one engine inoperative.
NOTE: Plan a FLAPS15 LANDING!
Set VREF 15.
If any of the following conditions apply, set VREF to VREF 15 +10 knots:
->Engine anti-ice will be used during landing
->Wing Anti-Ice has been used any time during the flight
->Icing conditions were encountered during the flight/before landing.
NOTE: When VREG15 + 10 Knots is required, the wind additive should not exceed 10.
FOLLOWING DESCENT APPROACH CHECKLIST THAT FOLLOWS SHOULD BE USED:
ANTI-ICE
AIR CONDITIONING AND PRESSURIZATION
ALTIMETERS AND INSTRUMENTS
N1 & IAS BUGS
GO AROUND PROCEDURE
Accomplish normal go-around procedure EXCEPT:
Use FLAPS1
Maintain VREF15+5 to flap retraction altitude
Limit bank angle to 15 degrees until reaching VREF15+15
Accelerate to flaps1 speed prior to flap retraction.
AS REQUIRED
SET
SET & CROSS CHECKED
CHECKED & SET VREF 15
REVIEW
FOLLOWING LANDING CHECKLIST THAT FOLLOWS SHOULD BE USED:
ENGINE START SWITCH
ON
RECALL
CHECKED
SPEED BRAKE
ARMED
LANDING GEAR
DOWN, 3 GREEN
FLAPS
15 FINAL FLAP SETTING
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
6 - 16
ABNORMAL PROCEDURES
ENGINE FIRE, SEVERE DAMAGE OR SEPARATION
Condition: Fire is detected in the engine or severe vibration wich is associated with the
engine or abnormal indications which occur as a result of engine separation from airplane.
AUTOTHROTTLE(if engaged)
DISENGAGE
(Allows throttle levers to remain where manually positioned)
THRUST LEVER
CLOSE
FUEL CONTROL LEVER (throttle console)
CUTOFF
ENGINE FIRE WARNING SWITCH
PULL – ROTATE
TIMER
START
(Time for 30 seconds)
If after 30 seconds the engine fire warning remains active, or:
the ENG OVERHEAT light remains illuminated)
ENGINE FIRE WARNING SWITCH
ROTATE TO REMAINING BOTTLE
(NOTE: If Fire indication is not extinguished within 30 seconds of discharing
second bottle, assume fire is NOT CONTAINED. EVEN IF VISUAL INDICATIONS
OF FIRE DO NOT EXIST. >>>>>> LANDING IS URGENT<<<<<)
ISOLATION VALVE SWITCH
PACK SWITCH (Affected side)
APU BLEED AIR SWITCH
APU (if available)
APU GENERATOR
FUEL
CLOSE
OFF
OFF
START
SELECT ON WHEN ABLE
MAINTAIN BALANCE USING CROSSFEED
TRANSPONDER MODE SELECTOR
(Prevents climb commands resulting from TCAS that may exceed single engine
climb capability.)
If wing anti-ice is required:
ISOLATION VALVE SWITCH (after fire has been extinguished)
Accomplish the ONE ENGINE INOPERATIVE LANDING checklist (page 6-15)
Revision – 1.4 23APR04
DO NOT DUPLICATE
TA
AUTO
PMDG 737NG - AOM
ABNORMAL PROCEDURES
6 - 17
APU FIRE
Condition: A Fire has been detected in the APU.
APU FIRE WARNING SWITCH
PULL / ROTATE
Rotate the switch to the first position to discharge first fire bottle.
APU START SWITCH
MOVE SWITCH TO OFF POSITION
Do not restart APU as risk of uncontained fire exists.
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
COCKPIT AND SYSTEMS
Table of Contents
Abbreviations Table .....................................................................................................5
Air Systems .................................................................................................................7
Controls and Indicators................................................................................................7
Bleed Air Controls and Indicators .........................................................................7
Air Conditioning Controls and Indicators (737-600/700) .......................................8
Air Conditioning Controls and Indicators (737-800/900) .....................................10
Equipment Cooling Panel ...................................................................................11
Cabin Altitude Panel ...........................................................................................11
Cabin Pressurization Panel ................................................................................12
Anti-Ice, Rain .............................................................................................................13
Controls and Indicators..............................................................................................13
Window Heat Panel ............................................................................................13
Windshield Wiper Selector Panel .......................................................................14
Probe Heat Panel ...............................................................................................14
Engine Anti-Ice Panel .........................................................................................14
Automatic Flight .........................................................................................................15
Controls and Indicators..............................................................................................15
Mode Control Panel (MCP).................................................................................15
Speed Controls...................................................................................................16
Vertical Navigation..............................................................................................18
Lateral Navigation...............................................................................................20
Autopilot / Flight Director ....................................................................................22
Autopilot / Autothrottle Indicators........................................................................23
Flight Mode Annunciations (FMAs).....................................................................24
Communications ........................................................................................................24
Controls and Indicators..............................................................................................24
VHF Communication Panel ................................................................................25
Electrical ....................................................................................................................25
Controls and Indicators..............................................................................................25
AC and DC Metering Panel ................................................................................25
Generator Drive and Standby Power Panel........................................................27
Ground Power Panel and Bus Switching Panel..................................................28
Engines and APU ......................................................................................................30
Side by Side – Displays .............................................................................................30
Primary and Secondary Engine Indications ........................................................30
Thrust Mode Display and Total Air Temperature ................................................30
N1 Indications.....................................................................................................31
Thrust Reverser Indications................................................................................32
Thermal Anti-Ice Indication .................................................................................33
EGT Indications ..................................................................................................33
Engine Fail Alert .................................................................................................33
N2 Indications.....................................................................................................34
Fuel Flow/Fuel Used Indications.........................................................................34
Engine Oil Indications.........................................................................................35
Engine Vibration Indications ...............................................................................36
Engines and APU ......................................................................................................36
General Controls and Indicators ................................................................................36
Engine Start Switches ........................................................................................37
PMDG 737NG - AOM
DO NOT DUPLICATE
Revision – 1.4 23APR04
7-1
7-2
COCKPIT AND SYSTEMS
Engine Display Control Panel .............................................................................38
Engine Controls ..................................................................................................38
APU ....................................................................................................................39
Fire Protection ...........................................................................................................41
Controls and Indicators..............................................................................................41
Overhead/Fire Protection Panel Switches and Lights.........................................41
Master Fire Warning Light ..................................................................................43
Flight Controls ...........................................................................................................43
Controls and Indicators..............................................................................................43
Flight Control Panel ............................................................................................43
Stabilizer.............................................................................................................45
Speed Brakes .....................................................................................................45
Trailing Edge Flaps.............................................................................................47
Leading Edge Devices........................................................................................47
Flight Instruments, Displays.......................................................................................48
EFIS/Map – Controls and Indicators ..........................................................................48
Captain Outboard Display ..................................................................................48
Captain Inboard Display .....................................................................................49
Primary Flight Display (PFD) – ...........................................................................49
PFD Airspeed Indications ...................................................................................49
Angle of Attack Indications .................................................................................50
Attitude Indications .............................................................................................51
PFD Instrument Landing System Indications......................................................52
Altitude Indications .............................................................................................53
PFD Barometric Indications ................................................................................54
Landing Altitude / Minimums Indications / Metric Indications..............................54
Heading and Track Indications ...........................................................................55
Navigation Displays ............................................................................................55
Expanded and Center MAP Modes ....................................................................55
Expanded and Center Approach Modes.............................................................57
Expanded and Center VOR Modes ....................................................................58
Plan Mode ..........................................................................................................58
Flight Instruments, Displays.......................................................................................59
EFIS Instruments – Controls and Indicators ..............................................................59
EFIS Control Panel Controls – Flight Instrument Displays .................................60
EFIS Control Panel Controls – Navigation Displays ...........................................61
Speed Reference Selector .................................................................................63
Standby Radio Magnetic Indicator......................................................................63
Flight Management, Navigation .................................................................................64
Controls and Indicators..............................................................................................64
Flight Management System ................................................................................64
Control Display Unit (CDU).................................................................................64
Function and Execute Keys ................................................................................65
Alpha/Numeric and Miscellaneous Keys ............................................................66
CDU Page Components .....................................................................................67
FMC Alert Light...................................................................................................68
Radio Navigation Systems .................................................................................68
Automatic Direction Finding (ADF) Control.........................................................68
VHF Navigation Control......................................................................................69
Transponder Panel .............................................................................................69
Flight Management, Navigation .................................................................................70
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Flight Management System Operation ......................................................................70
Introduction.........................................................................................................70
Preflight ..............................................................................................................70
Takeoff ...............................................................................................................71
Climb ..................................................................................................................71
Cruise .................................................................................................................71
Descent ..............................................................................................................71
Approach ............................................................................................................71
Flight Complete ..................................................................................................71
LNAV ..................................................................................................................72
Waypoints...........................................................................................................72
Navaid Waypoint Names........................................................................................72
Fix Waypoint Names ..............................................................................................72
Unnamed Point Waypoint Names ..........................................................................72
Navigation Displays ............................................................................................73
Vertical Navigation (VNAV) ................................................................................73
Speed/Altitude Restrictions.................................................................................73
Takeoff and Climb ..............................................................................................73
Cruise .................................................................................................................74
Descent ..............................................................................................................74
VNAV Descent and Approach Path........................................................................75
VNAV Path Descent...............................................................................................75
VNAV Cruise and Speed Descent Profile...........................................................75
Go-Around ..........................................................................................................76
Flight Management, Navigation .................................................................................76
Flight Management Computer ...................................................................................76
Thrust Management ...........................................................................................76
Reduced Thrust Takeoff .....................................................................................77
Derated Thrust Climb .........................................................................................77
Fuel Monitoring...................................................................................................77
Flight Management, Navigation .................................................................................78
FMC Preflight.............................................................................................................78
Preflight Page Sequence....................................................................................78
Fuel............................................................................................................................78
Controls and Indicators..............................................................................................78
Fuel Control Panel..............................................................................................78
Hydraulics..................................................................................................................80
Controls and Indicators..............................................................................................80
Hydraulic Panel ..................................................................................................80
Landing Gear .............................................................................................................81
Controls and Indicators..............................................................................................81
Landing Gear Panel............................................................................................81
Autobrake Controls.............................................................................................82
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COCKPIT AND SYSTEMS
Abbreviations Table
A
AC
DEP ARR
DES
Departure Arrival
Descent
DISC
Disconnect
DME
Distance Measuring
Equipment
DSP
Display Select Panel
AGL
AI
Alternating Current
Aircraft
Communications
Addressing and
Reporting System
Automatic Direction
Finder
Autopilot Flight Director
System
Above Ground Level
Anti-Ice
ALT
Altitude
EFIS
ALTN
Alternate
EGPWS
AOA
Angle of Attack
EGT
A/P
APP
APU
Autopilot
Approach
Auxiliary Power Unit
ELEC
EMER
ENG
ARPT
Airport
ETOPS
A/T
ATA
ATC
ATT
Autothrottle
Actual Time of Arrival
Air Traffic Control
Attitude
EXEC
FCTL
F/D or FLT DIR
AUTO
Automatic
FMA
AUX
Auxiliary
FMC
AVAIL
Available
FMS
ACARS
ADF
AFDS
B
BARO
BRT
Barometric
Bright
Bottle Discharge (fire
extinguishers)
Back Course
BTL DISCH
B/C
E
E/D
F
FPM
FPV
FREQ
Flight Control
Flight Director
Flight Mode
Annunciations
Flight Management
Computer
Flight Management
System
Feet Per Minute
Flight Path Vector
Frequency
FT
Feet
G
CANC/RCL
CDU
Cancel/Recall
Control Display Unit
GA
GEN
G/P
CG
Center of Gravity
GPS
CHKL
CLB
COMM
CON
CONFIG
CRS
CRZ
Checklist
Climb
Communication
Continuous
Configuration
Course
Cruise
GS
G/S
HDG
HDG
HUD
HYD
Direct Current
IAS
C
PMDG 737NG - AOM
Go-Around
Generator
Glidepath
Global Positioning
System
Ground Speed
Glide Slope
H
D
DC
End of Descent
Electronic Flight
Instrument System
Enhanced Ground
Proximity Warning
System
Exhaust Gas
Temperature
Electrical
Emergency
Engine
Extended Range
Operation with Twin
Engine Airplanes
Execute
Heading
Heading Select
Head-Up Display
Hydraulic
I
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Indicated Airspeed
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In-Flight Entertainment
System
Ignition
Indicator Lights
Instrument Landing
System
Inoperative
Intercept Course
Inertial Reference
System
IFE
IGN
IND LTS
ILS
INOP
INTC CRS
IRS
R
RA
RECIRC
Radio Altitude
Recirculation
REF
Reference
RPM
RTE
Revolutions Per Minute
Route
RTO
Rejected Takeoff
K
KGS
S
Kilograms
Knots Indicated
Airspeed
KIAS
L
LBS
LDG ALT
LNAV
LOC
Pounds
Landing Altitude
Lateral Navigation
Localizer
SAT
Static Air Temperature
SEL
Select
SPD
STBY
STD
Speed
Standby
Standard
T
M
Mach
TAS
TAT
T/C
MAG
Magnetic
TCAS
MAN
MCP
Manual
Mode Control Panel
Minimum Descent
Altitude
Multifunction Display
Minimum
Maximum Mach
Operating Speed
Meters
T/D
Temp
True Airspeed
Total Air Temperature
Top of Climb
Traffic Alert and
Collision Avoidance
System
Top of Descent
Temperature
TFR
Transfer
THR HOLD
TO
Throttle Hold
Takeoff
TO/GA
Takeoff/Go-Around
M
MDA
MFD
MIN
MMO
MTRS
V
ND
Navigation Display
VNAV
NM
Nautical Miles
VOR
NORM
Normal
Low Pressure Rotor
Speed
High Pressure Rotor
Speed
VR
Maximum Operating
Speed
Vertical Navigation
VHF Omnidirectional
Range
Rotation Speed
VREF
Reference Speed
VSI
Vertical Speed Indicator
VMO
N
N1
N2
V/S
Vertical Speed
OAT
Outside Air
Temperature
V1
Takeoff Decision Speed
OUTBD DSPL
Outboard Display
V2
Scheduled Takeoff
Target Speed
OVHD
OVHT
Overhead
Overheat
O
P
PA
PERF INIT
PFD
POS INIT
PREV
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Passenger Address
Performance
Initialization
Primary Flight Display
Position Initialization
Previous
W
WPT
WXR
Waypoint
Weather Radar
X
XPDR
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Transponder
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COCKPIT AND SYSTEMS
Air Systems
Controls and Indicators
Bleed Air Controls and Indicators
Forward Overhead Panel
(1) DUAL BLEED Light
Illuminated (amber) – APU bleed air valve open and engine No. 1 BLEED air switch
ON, or engine No. 2 BLEED air switch ON, APU bleed air valve and isolation valve
open.
(2) ISOLATION VALVE Switch
CLOSE – closes isolation valve
AUTO –
closes isolation valve if both engine BLEED air switches are ON and both air
conditioning PACK switches are AUTO or HIGH
opens isolation valve automatically if either engine BLEED air or air
conditioning PACK switch positioned OFF.
OPEN – opens isolation valve.
(3) WING-BODY OVERHEAT Light
Illuminated (amber) –
light indicates overheat from bleed air duct leak in engine strut, inboard wing
leading edge, air conditioning bay or APU bleed air duct.
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(4) Engine BLEED Air Switches
OFF – closes engine bleed air valve
ON – opens engine bleed air valve when engines are operating.
(5) APU BLEED Air Switch
OFF – closes APU bleed air valve
ON – opens APU bleed air valve when APU is operating.
(6) Bleed Air DUCT PRESSURE Indicator
Indicates pressure in L and R (left and right) bleed air ducts.
(7) BLEED TRIP OFF Light
Illuminated (amber) excessive engine bleed air temperature or pressure.
Air Conditioning Controls and Indicators (737-600/700)
Forward Overhead Panel
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COCKPIT AND SYSTEMS
(1) AIR Temperature (TEMP) Source Selector
SUPPLY DUCT – selects main distribution supply duct sensor for TEMP indicator.
PASS CABIN – selects passenger cabin sensor for TEMP indicator.
(2) Control (CONT) CABIN and Passenger (PASS) CABIN Temperature
AUTO – automatic temperature controller controls passenger cabin or flight deck
temperature as selected.
MANUAL – air mix valves controlled manually. Automatic temperature controller
bypassed.
(3) RAM DOOR FULL OPEN Light
Illuminated (blue) – indicates ram door in full open position. Occurs when aircraft on
ground or both packs high and packs need greater airflow for cabin cooling.
(4) Air Conditioning PACK Switch
OFF – pack signalled OFF.
AUTO – with both packs operating, each pack regulates to low flow.
HIGH – pack regulates to high flow.
(5) AIR MIX VALVE Indicator
Indicates position of air mix valves:
controlled automatically with related temperature selector in AUTO
controlled manually with related temperature selector in MANUAL.
(6) Air Temperature (TEMP) Indicator
Indicates temperature at location selected with AIR TEMP source selector.
(7) Recirculation (RECIRC) FAN Switch
OFF - fan signalled off.
AUTO – fan signalled on except when both packs operating with either PACK switch
in HIGH.
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Air Conditioning Controls and Indicators (737-800/900)
Forward Overhead Panel
(1) AIR Temperature (TEMP) Source Selector
SUPPLY DUCT – selects main distribution supply duct sensor for TEMP indicator.
PASS CABIN – selects passenger cabin sensor for TEMP indicator.
(2) Control (CONT) CABIN and Passenger (FWD/AFT) CABIN Temperature
AUTO – automatic temperature controller controls passenger cabin or flight deck
temperature as selected.
MANUAL – air mix valves controlled manually. Automatic temperature controller
bypassed. Ranges from C (colder) to W (warmer)
(3) TRIM AIR – Activates trim air regulating valve between OFF and ON in
accordance with TRIM AIR switch.
ON: Allows bleed air from upstream of the packs to be directed to the three trim air
modulating valves.
OFF: L/R controllers will operate packs independently. Left pack will operate in
response to the CONT CAB selector to establish teh temp for the flight deck. Right
pack will supply the coldest temperature demand of the FWD or AFT cab zones.
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Equipment Cooling Panel
Forward Overhead Panel
(1) Equipment (EQUIP) COOLING SUPPLY Switch
NORM – normal cooling supply fan activated.
ALTN – alternate cooling supply fan activated.
(2) Equipment Cooling Supply OFF Light
Illuminated (amber) – no airflow from selected cooling supply fan.
(3) Equipment (EQUIP) COOLING EXHAUST Switch
NORM – normal cooling exhaust fan activated.
ALTN – alternate cooling exhaust fan activated.
(4) Equipment Cooling Exhaust OFF Light
Illuminated (amber) – no airflow from selected cooling exhaust fan.
Cabin Altitude Panel
Forward Overhead Panel
(1) CABIN Altimeter (ALT)/Differential Pressure (DIFF PRESS) Indicator
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Inner Scale – indicates cabin altitude in feet.
Outer Scale – indicates differential pressure between cabin and ambient in psi.
(2) CABIN Rate of CLIMB Indicator
Indicates cabin rate of climb or descent in feet per minute.
Cabin Pressurization Panel
Forward Overhead Panel
(1) Flight Altitude (FLT ALT) Indicator
indicates selected cruise altitude
set before takeoff.
(2) Flight Altitude Selector
Rotate – set planned cruise altitude.
(3) Landing Altitude (LAND ALT) Indicator
indicates altitude of intended landing field
set before takeoff.
(4) Landing Altitude Selector
Rotate – select planned landing field altitude.
(5) Outflow VALVE Position Indicator
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indicates position of outflow valve
operates in all modes
(6) Outflow Valve Switch (spring-loaded to center)
CLOSE – closes outflow valve electrically with pressurization mode selector in MAN
position.
OPEN – opens outflow valve electrically with pressurization mode in MAN position.
(7) Pressurization Mode Selector
AUTO – pressurization system controlled automatically.
ALTN – pressurization system controlled automatically using ALTN controller.
MAN – pressurization system controlled manually by outflow valve switch.
Anti-Ice, Rain
Controls and Indicators
Window Heat Panel
Forward Overhead Panel
(1) Window OVERHEAT Lights
Illuminated (amber) – overhead condition is detected.
(2) Window Heat ON Lights
Illuminated (green) – window heat is being applied to selected window(s).
Extinguished –
switch is OFF; or
an overheat is detected.
(3) WINDOW HEAT Switches
ON – window heat is applied to selected window(s).
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OFF – window heat not in use.
(4) WINDOW HEAT Test Switch (spring-loaded to neutral)
OVHT – simulates an overheat condition
PWR TEST – provides a confidence test.
Windshield Wiper Selector Panel
Forward Overhead Panel
(1) Windshield WIPER Selector
PARK – turns off wiper motors and stows wiper blades.
INT – seven second intermittent operation.
LOW – low speed operation.
HIGH – high speed operation.
Probe Heat Panel
Forward Overhead Panel
(1) PROBE HEAT Switches
ON – power is supplied to heat related system.
OFF – power off.
Engine Anti-Ice Panel
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COCKPIT AND SYSTEMS
Forward Overhead Panel
(1) L VALVE / R VALVE / COWL VALVE
Illuminated (blue) – related anti-ice valve is open (switch ON).
Illuminated (bright blue) – related anti-ice valve/switch position disagree.
Extinguished – related anti-ice valve is closed (switch OFF).
NOTE: If WAI selected on during taxi, it will deselect automatically if throttles are
advanced to takeoff power in order to preserve takeoff thrust.
(2) ENGINE / WING ANTI-ICE Switches
ON – related anti-ice valve is open.
OFF – related anti-ice valve is closed.
Automatic Flight
Controls and Indicators
Mode Control Panel (MCP)
[Option without speed and altitude intervention]
Glareshield
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COCKPIT AND SYSTEMS
Speed Controls
Glareshield
(1) Autothrottle (A/T) Arm Switch
ARM – Arms A/T for engagement. A/T engages automatically when following AFDS
modes are engages:
LVL CHG
V/S
VNAV
ALT HOLD
G/S capture
TO/GA
OFF – disengages A/T and prevents A/T engagement.
(2) Changeover (C/O) Switch
Push –
Changes IAS/MACH display between IAS and MACH
Automatic changeover occurs at approximately FL260.
(3) MCP Speed Condition Symbol
Underspeed limiting symbol appears when commanded speed cannot be reached.
Underspeed limiting (flashing character “A”) – minimum speed.
(4) IAS/MACH Display
Displays speed selected by IAS/MACH selector
display is blank when:
o VNAV mode engaged
o A/T engaged in FMC SPD mode
o during 2 engine AFDS go-around
displays 100 knots when power is first applied
displays range is:
o 100 KIAS – Vmo in 1 knot increments
o .60M – Mmo in .01M increments.
(5) TO/GA Switch
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Pushing top left MCP screw simulates TO/GA activation.
(6) N1 Switch
Push – (light not illuminated)
engages A/T in N1 mode if compatible with AFDS modes already engages
illuminates N1 switch light
annunciates N1 autothrottle mode.
Push – (light illuminated)
deselects N1 mode and extinguishes switch light
engages autothrottles in ARM mode.
N1 Mode
A/T maintains thrust at N1 limit selected from FMC CDU. N1 mode engaged
manually by pushing N1 switch if N1 mode is compatible with existing AFDS
modes. N1 mode engages automatically when:
o Engaging LVL CHG in climb
o Engaging VNAV in climb
(7) SPEED Switch
Push – (light not illuminated)
engages A/T in SPEED mode if compatible with AFDS modes
illuminates SPEED switch light
annunciates MCP SPD autothrottle mode.
maintains speed in MCP IAS/MACH display
Push – (light illuminated)
deselects speed mode and extinguishes switch light
engages autothrottles in ARM mode.
Speed Mode
Autothrottle holds speed in IAS/MACH display or a performance or limit speed.
Speed mode engaged manually by pushing SPEED switch if speed mode is
compatible with existing AFDS modes. Speed mode engages automatically when:
ALT HOLD engages
V/S engages
G/S capture occurs
(8) IAS/MACH Selector
Rotate –
sets speed in IAS/MACH display and positions airspeed cursor
selected speed is reference speed for AFDS and A/T
not operative when IAS/MACH display is blank.
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COCKPIT AND SYSTEMS
Vertical Navigation
Glareshield
(1) VNAV Switch
Push –
VNAV switch light illuminates
pitch mode annunciates VNAV SPD, VNAV PTH
A/T mode annunciates FMC SPD, N1, RETARD, or ARM
IAS/MACH display blanks and airspeed cursors positioned to FMC
commanded airspeed.
(2) ALTITUDE Display
Displays selected altitude
displayed altitude is reference for altitude alerting and automatic level-offs
altitude range is 0 to 50,000 feet in 100 foot increments
(3) Vertical Speed (VERT SPEED) Display
Displays:
blank when V/S mode not active
present V/S when V/S mode is engaged with V/S switch
selected V/S when V/S set with thumbwheel
range is –7900 to +6000 fpm
Display increments are:
50 fpm if V/S is less than 1000 fpm
100 fpm if V/S is 1000 fpm or greater.
(4) Vertical Speed Thumbwheel
Rotate –
DN –
o
o
UP –
o
o
sets vertical speed in VERT SPEED display
increases rate of descent or reduces rate of ascent
sets vertical speed in VERT SPEED display
increases rate of ascent or reduces rate of descent.
(5) LVL Change (LVL CHG) Switch
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COCKPIT AND SYSTEMS
Push –
LVL CHG switch light illuminates
pitch mode annunciates MCP SPD for climb or descent
autothrottle mode annunciates N1 for climb and RETARD followed by ARM for
descent
IAS/MACH display and airspeed cursors display target speed.
LVL CHG Mode
The LVL CHG mode coordinates pitch and thrust commands to make automatic
climbs and descents to preselected altitudes at selected airspeeds.
A LVL CHG climb or descent is initiated by:
selected a new altitude
pushing LVL CHG switch
setting desired airspeed.
Climb –
autothrottle holds limit thrust
AFDS holds selected airspeed.
Descent –
autothrottle holds idle thrust
AFDS holds selected airspeed.
Airspeed –
if a speed mode is active when LVL CHG is engages, this speed is
retained as target speed
if a speed mode is not active when LVL CHG is engages, existing
speed becomes target speed
speed can be changed with MCP IAS/MACH Selector.
The LVL CHG mode is inhibited after glideslope capture.
(6) Approach (APP) Switch
(See Lateral Navigation)
(7) Altitude Selector (SEL)
Rotate –
sets altitude in ALTITUDE display in 100 foot increments.
arms V/S mode if rotated while in ALT HOLD at selected altitude.
(8) Altitude Hold (ALT HLD) Switch
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Push –
engages ALT HOLD command mode
commands pitch to hold uncorrected barometric altitude at which switch was
pressed
annunciates ALT HOLD pitch mode and illuminates ALT HLD switch light.
(9) Vertical Speed (V/S) Switch
Push –
arms or engages V/S command mode
commands pitch to hold vertical speed
engages A/T in speed mode to hold selected airspeed
annunciates V/S pitch mode and illuminates V/S switch light.
Lateral Navigation
Glareshield
(1) COURSE Display
Displays course set by course selector.
(2) Heading Selector
Rotate –
sets heading in HEADING display
positions selected heading bugs on the DUs.
(3) HEADING Display
Displays selected heading.
(4) LNAV Switch
Push –
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COCKPIT AND SYSTEMS
commands AFDS roll to intercept and track the active FMC route
annunciates LNAV as roll mode and illuminates LNAV switch light.
LNAV Mode
LNAV engagement criteria on the ground:
origin runway in flight plan
active route entered in FMC
track of first leg within 5 degrees of runway heading
LNAV selected prior to TO/GA.
LNAV engagement criteria in flight:
active route entered in FMC
within 3NM of active route, LNAV engagement occurs with any airplane
heading
outside of 3NM, airplane must:
o be on intercept course of 90 degrees or less
o intercept route segment before active waypoint
LNAV automatically disconnects for following reasons:
reaching end of active route
reaching a route discontinuity
intercepting a selected approach course in VOR LOC or APP modes
(VOR/LOC armed)
selecting HDG SEL
(5) VOR Localizer (LOC) Switch
Push –
commands AFDS roll to capture and track selected VOR or LOC course
annunciates VOR/LOC armed or engaged as roll mode and illuminates VOR
LOC switch light
(6) Course Selector
Sets course in COURSE display for related VHF NAV receiver, AFDS and DU.
(7) Bank Angle Selector
Rotate –
sets maximum bank angle for AFDS operation in HDG SEL or VOR modes
commanded bank angle can be selected at 10, 15, 20, 25 or 30 degrees.
(8) Heading Select (HDG SEL) Switch
Push –
engages HDG SEL command mode
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commands roll to follow selected heading
annunciates HDG SEL as FMA roll mode and illuminates HDG SEL switch
light.
(9) Approach (APP) Switch
Push –
illuminates APP switch light
arms the AFDS for localizer and glideslope capture
roll mode annunciates VOR/LOC armed
pitch mode annunciates G/S armed
enables engagement of both autopilots.
APP Mode
The approach mode arms AFDS to capture and track localizer and glideslope and
can be engaged for dual or single autopilot operation.
One VHF NAV receiver must be tuned to an ILS frequency before approach mode
can be engaged. With one VHF NAV receiver tuned, onside AFDS is enabled for
guidance and operation.
For dual autopilot operation, both VHF NAV receivers must be tuned to the ILS
frequency and both autopilots must be selected in CMD prior to 800 feet RA.
Autopilot / Flight Director
Glareshield
(1) Command Engage (CMD ENGAGE) Switch (A or B) / CWS (A or B)
CMD A or CMD B Push –
engages A/P and autopilot control servos.
enables all command modes
displays CMD in A/P status display
pushing an engage switch for second A/P, while not in approach mode,
engages second A/P and disengages first A/P
Autopilot will follow commands from Flight Director as entered via the MCP.
CWS A or CWS B Push –
engages A/P in Control Wheel Steering mode.
CWS R (Roll Mode) and CWS P (Pitch Mode) displayed on PFD.
In CWS Pitch mode, aircraft pitch is adjusted using control pressure. When
pressure is released aircraft will maintain established pitch.
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COCKPIT AND SYSTEMS
In CWS Roll mode, aircraft roll is adjusted using control pressure. When
pressure is released, aircraft will maintain bank angle. (Note: If within 6
degrees of wings level, aircraft will level wings and maintain heading.)
NOTE: Aircraft will not follow flight director cues while in respective CWS
modes.
CWS R and/or CWS P will be displayed if the flight controls are used to override the autopilot while engaged. CWS R and/or CWS P will be displayed on
the PFD in place of the previously displayed roll/pitch modes.
(2) Autopilot Disengage (DISENGAGE) Bar
Pull down –
disengages both A/Ps
prevents A/P engagement
Lift up –
enables A/P engagement
(3) Flight Director (F/D) Switch
ON –
in flight with A/P ON and F/Ds OFF, turning a F/D switch ON engages F/D in
currently selected A/P modes
enables command bar display on pilot’s attitude indicator
command bars are displayed if command pitch and/or roll modes are engaged
command bars are displayed if command pitch and roll modes are engaged
on ground, arms pitch and roll modes for engagement in TO/GA and wings
level when TOGA switch is pushed.
on ground, arms pitch and roll modes for engagement in TO/GA and HDG
SEL when TOGA switch is pushed.
OFF – command bars retract from pilot’s attitude indicator.
Autopilot / Autothrottle Indicators
Forward Panel
(1) Autopilot (A/P) Disengage Light
Illuminated (red) –
flashing and tone sounds when autopilot has disengaged
reset by either pushing disengage light or A/P disengage switch
Illuminated (amber) –
steady – disengage light test switch held in position 1.
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(2) Autothrottle (A/T) Disengage Light
Illuminated (red) –
flashing – autothrottle has disengaged
steady – disengage light test switch held in position 2.
Illuminated (amber) –
steady – disengage light test switch held in position 1.
(3) Disengage Light Test (TEST) Switch
TEST 1 – illuminates autopilot/autothrottle disengage and FMC alert lights steady
amber.
TEST 2 – illuminates autopilot/autothrottle disengage lights steady red and FMC alert
light steady amber.
Spring – loaded to center position.
Flight Mode Annunciations (FMAs)
Primary Flight Display
Communications
Controls and Indicators
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VHF Communication Panel
Aft Electronic Panel
(1) VHF Communication Transfer (TFR) Switch
Switches standby frequency to active and active frequency to standby.
(2) Frequency Indicator
Indicates selected frequency.
(3) Frequency Selector
Rotate – selects frequency in related indicator.
Electrical
Controls and Indicators
AC and DC Metering Panel
Forward Overhead Panel
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(1) DC Ammeter
Indicates amperage of source selected by DC meters selector.
(2) DC Voltmeter
Indicates voltage of source selected by DC meters selector.
(3) AC Ammeter
Indicates amperage of source selected by AC meters selector.
(4) Frequency Meter
Indicates frequency of source selected by AC meters selector.
(5) AC Voltmeter
Indicates voltage of source selected by AC meters selector.
(6) Battery Discharge (BAT DISCHARGE) Light
Illuminated (amber) – with BAT switch ON, excessive battery discharge detected.
(7) TR UNIT Light
Illuminated (amber) –
on the ground – any TR has failed
in flight –
o TR1 failed; or
o TR2 and TR3 failed.
(8) Electrical (ELEC) Light
Illuminated (amber) – a fault exists in DC power system or standby power system.
(9) DC Meter Selector
Selects DC source for DC voltmeter and DC ammeter indications
(10) Battery (BAT) Switch
OFF –
removes power from battery bus and switched hot battery bus when operating
with normal power sources available
removes power from battery bus, switched hot battery bus, DC standby bus,
static inverter, and AC standby bus when battery is only power source.
ON (guarded position) –
provides power to switched hot battery bus
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energizes relays to provide automatic switching of standby electrical system to
battery power with loss of normal power.
(11) AC Meters Selector
Selects AC source for AC voltmeter, AC ammeter and frequency meter indications.
(12) CAB/UTIL Switch
OFF – removes electrical power from cabin recirculation fan, fwd & aft door area
heaters, drain mast heaters, lavatory water heaters, all 115V AC galley busses, logo
lights, potable water compressor.
ON – supplies electrical power to cabin recirculation fan, fwd & aft door area heaters,
drain mast heaters, lavatory water heaters, all 115V AC galley busses, logo lights,
potable water compressor.
(13) IFE/PASS SEAT Switch
OFF – removes electrical power from installed components of the passenger seats
and in-flight entertainment systems.
ON – supplies electrical power to installed components of the passenger seats and
in-flight entertainment systems.
Generator Drive and Standby Power Panel
Forward Overhead Panel
(1) Generator Drive (DRIVE) Lights
Illuminated (amber) – Integrated drive generator (IDG) low oil pressure caused by
one of the following:
IDG failure
engine shutdown
IDG disconnected through generator drive DISCONNECT switch.
(2) Generator Drive Disconnect (DISCONNECT) Switches (guarded)
Disconnects IDG if electrical power is available and engine start lever in IDLE. IDG
cannot be reconnected in the air. (Cannot currently be reset in sim, so be careful!)
(3) STANDBY Power Off (PWR OFF) Light
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Illuminated (amber) – one or more of the following busses unpowered:
AC standby bus
DC standby bus
battery bus
(4) STANDBY POWER Switch
AUTO (guarded position) –
In flight, or on the ground, and AC transfer busses powered:
o AC standby bus is powered by AC transfer bus 1
o DC standby bus is powered by TR1 and TR2. TR3 is a backup source
In flight, or on the ground, loss of all AC power
o AC standby bus is powered by battery through static inverter
o DC standby bus is powered by battery
OFF (center position) –
STANDBY PWR OFF light illuminates
AC standby bus, static inverter, and DC standby bus are not powered.
BAT (unguarded position) –
AC standby bus is powered by battery through static inverter
DC standby bus and battery bus are powered directly by battery.
Ground Power Panel and Bus Switching Panel
Forward Overhead Panel
(1) Ground Power Available (GRD POWER AVAILABLE) Light
Illuminated (blue) – ground power is connected and meets airplane power quality
standards (simulated on ground by parking brake set).
(2) Ground Power (GRD PWR) Switch
Three position switch, spring loaded to neutral
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OFF – disconnects ground power from AC transfer busses.
ON – if momentarily moved to ON position and ground power is available connects
ground power to AC transfer busses.
(3) TRANSFER BUS OFF Lights
Illuminated (amber) – related transfer bus is not powered.
(4) SOURCE OFF Lights
Illuminated (amber) – no source has been manually selected to power the related
transfer bus, or the manually selected source has been disconnected.
(5) Generator Off Bus (GEN OFF BUS) Lights
Illuminated (blue) – IDG is not supplying power to related transfer bus.
(6) Generator (GEN) Switches
Three position switch, spring-loaded to neutral.
OFF – disconnects IDG from related AC transfer bus by opening generator circuit
breaker.
Note: If APU gen powering both busses after takeoff and APU is shut down, IDGs will
select themselves to ON uncommanded to preserve electrical system integrity.
ON – connects IDG to related AC transfer bus by disconnecting previous power
source and closing generator circuit breaker.
(7) BUS TRANSFER Switch
AUTO (guarded position) – BTBs operate automatically to maintain power to AC
transfer busses from any operating generator or external power
OFF – isolates AC transfer bus 1 from AC transfer bus 2 if one IDG is supplying
power to both AC transfer busses.
(8) APU Generator Off Bus (GEN OFF BUS) Light
Illuminated (blue) – APU is running and not powering a bus
(9) APU Generator (GEN) Switches
Three position switch, spring- loaded to neutral.
OFF –
moving APU GEN switches to OFF disconnects APU generator from tie bus
and removes APU power from AC transfer busses.
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ON –
moving APU GEN switches to ON powers the related AC transfer bus from the
APU generator.
Engines and APU
Side by Side – Displays
Primary and Secondary Engine Indications
Upper Display Unit
(1) Primary Engine Indications
(2) Fuel Quantity Indications
(3) Secondary Engine Indications
(4) Hydraulics Indications
Thrust Mode Display and Total Air Temperature
Upper Display Unit
(1) Thrust Mode Display
Displayed (green) – the active N1 limit reference mode.
With N1 manual select knob on engine display control panel in AUTO, active N1 limit
is displayed by reference N1 bugs.
Active N1 limit is normally calculated by FMC.
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Thrust mode display annunciations are:
R-TO – reduced takeoff
R-CLB – reduced climb
TO – takeoff
CLB – climb
CRZ – cruise
G/A – go-around
CON – continuous
---- FMC not computing thrust limit
(2) Total Air Temperature (TAT) Indication
Displayed (label – cyan, temp – white) – total air temperature (degrees C).
N1 Indications
Center Forward Panel
Upper Display Unit
(1) N1 SET Outer Knob
AUTOboth reference N1 bugs set by FMC based on N1 limit page and takeoff
reference page
displays reference N1 bugs at active N1 limit for A/T
BOTHboth reference N1 bugs and readouts manually set by turning N1 SET inner
knob
has no effect on A/T operation
1 or 2
respective N1 reference bug and readout manually set by turning N1 SET
inner knob
has no effect on A/T operation
(2) N1 SET Inner Knob
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Rotate – positions reference N1 bug(s) and readouts when N1 SET outer knob is set
to BOTH, 1 or 2.
(3) Reference N1 Bugs
Displayed (green) – with N1 SET outer knob in AUTO, 1, 2 or BOTH position.
(4) N1 Redlines
Displayed (red) – N1% RPM operating limit
(5) N1 Command Sectors
Displayed (white) – momentary difference between actual N1 and value commanded
by thrust lever position.
(6) N1 RPM Readouts (digital)
Displayed (white) – normal operating range.
Displayed (red) – operating limit exceeded.
(7) Reference N1 Readouts
Displayed (green) – manually set N1% RPM:
set with N1 SET inner knob when N1 SET in BOTH, 1, or 2 position
blank when N1 SET outer knob in AUTO position
---- when N1 SET outer knob in AUTO and FMC source invalid.
(8) N1 RPM Indications
Displayed N1% RPM
displayed (white) – normal operating range
displayed (red) – operating limit exceeded
Thrust Reverser Indications
Upper Display Unit
(1) Thrust Reverser (REV) Indications
Displayed (amber) – thrust reverser is moved from stowed position.
Display (green) – thrust reverser is deployed.
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Thermal Anti-Ice Indication
Upper Display Unit
(1) Thermal Anti-Ice (TAI) Indications
Displayed (green) – cowl anti-ice valve(s) open.
EGT Indications
Upper Display Unit
(1) Exhaust Gas Temperature (EGT) Redlines
Displayed (red) – maximum takeoff EGT limit.
(2) Exhaust Gas Temperature (EGT) Amber Bands
Displayed (amber) – lower end of band displays maximum continuous EGT limit.
(3) Exhaust Gas Temperature (EGT) Start Limit Lines
Displayed (red) – N2 less than 50%.
(4) Exhaust Gas Temperature (EGT) Readouts (digital)
Displayed (white) – normal operating range (degrees C).
(5) Exhaust Gas Temperature (EGT) Indications
Displayed (white) – normal operating range
Engine Fail Alert
Upper Display Unit
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(1) Engine Fail (ENG FAIL) Alert
Displayed (amber) –
engine N2 below sustainable idle (less than 50%); and
engine start lever in IDLE position
Alert remains until –
engine N2 above sustainable idle (50% or greater); or
start lever moved to CUTOFF; or
engine fire warning switch pulled
N2 Indications
Upper Display Unit
(1) N2 Redlines
Displayed (red) – N2 % RPM operating limit
(2) N2 RPM Indications
Displays N2 % RPM
displayed (white) – normal operating range
displayed (red) – operating limit exceeded.
(2) N2 Readouts (digital)
Displayed (white) – normal operating range.
Displayed (red) – operating limit exceeded.
Fuel Flow/Fuel Used Indications
Center Forward Panel Upper Display Unit
(1) FUEL FLOW Switch (spring-loaded to RATE)
RATE – displays fuel flow to engine.
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USED –
pointer and shading are removed
displays fuel used since last reset
RESET –
pointer and shading are removed
resets fuel used to zero
(2) Fuel (FF) Readout (digital)
Displayed (white) – fuel flow to engine with FUEL FLOW switch in RATE position
(pounds per hours x 1000)
(3) Fuel Flow (FF) Dial/Index Markers & Digits (white)
Displayed (white) – fuel flow to engine with FUEL FLOW switch in RATE position
(pounds per hour x 1000).
Engine Oil Indications
Upper Display Unit
(1) Oil Pressure (OIL P) Indication
Displays engine oil pressure (psi)
displayed (white) – normal operating range
displayed (amber) – caution range
displayed (red) – operating limit reached.
(2) Low Oil Pressure (OIL P) Redline
Displayed (red) – oil pressure operating limit.
(3) Low Oil Pressure (OIL P) Amber Band
Displayed (amber) – low oil pressure caution range beginning at red line.
(4) High Oil Temperature (OIL T) Redline
Displayed (red) – oil temperature operating limit.
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(5) High Oil Temperature (OIL T) Amber Band
Displayed (amber) – oil temperature caution range.
(6) Oil Temperature (OIL T) Indication
Displays oil temperature (degrees C)
displayed (white) – normal operating range
displayed (amber) – caution range reached
displayed (red) – operating limit reached.
(7) Oil Quantity (OIL Q)% Readout
Displays usable oil quantity as a percentage of full quantity.
Engine Vibration Indications
Upper Display Unit
(1) Vibration (VIB) Pointer
Displayed (white) – engine vibration level.
(2) High Engine Vibration Indication
Displayed (white)
Engines and APU
General Controls and Indicators
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Engine Start Switches
Forward Overhead Panel
(1) ENGINE START Switches
GRD – (Use for engine starts on ground)
opens start valve
closes engine bleed valve
for ground starts, arms selected igniter(s) to provide ignition when engine start
lever is moved to IDLE
for inflight starts, arms both igniters to provide ignition when engine start lever
is moved to IDLE
releases to OFF at start valve cutout.
OFF – ignition normally off
CONT – provides ignition to selected igniters when engine is operating and engine
start lever is in IDLE
FLT – (Use for inflight engine restart) provides ignition to both igniters when engine
start lever is in IDLE.
(2) Ignition Select Switch
IGN L – selects the left igniter for use on both engines.
BOTH – selects both igniters for use on both engines.
IGN R – selects the right igniter for use on both engines.
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Engine Display Control Panel
(1) N1 SET Knob
Refer to section Side by Side – Displays
(2) FUEL FLOW Switch
Refer to section Side by Side – Displays
(3) Speed Reference Selector
Refer to section Side by Side – Displays
Engine Controls
Control Stand
(1) Thrust Levers controls engine thrust
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cannot be advanced if the reverse thrust lever is in the deployed position
(2) Reverse Thrust Levers –
controls engine reverse thrust
cannot select reverse thrust unless related forward thrust lever is at IDLE
(3) Engine Start Levers
IDLE –
energizes ignition system through EEC
electrically opens spar fuel shutoff valve in the wing leading edge outboard of
the pylon
electrically opens engine-mounted fuel shutoff valve via the EEC.
CUTOFF –
closes both spar and engine fuel shutoff valves
de-energizes ignition system.
APU
Forward Overhead Panel
(1) APU Maintenance (MAINT) Light
Illuminated (blue) – APU maintenance problem exists :
APU may be operated
light is disarmed when APU switch is in OFF.
(2) APU Exhaust Gas Temperature (EGT) Indicator
Displays APU EGT
EGT indicator remains powered for 5 minutes after shutdown.
(3) APU OVERSPEED Light
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Illuminated (amber) –
APU RPM limit has been exceeded resulting in an automatic shutdown
light is disarmed when APU switch is in OFF position.
(4) APU FAULT Light
Illuminated (amber) –
A malfunction exists causing APU to initiate an automatic shutdown
light is disarmed when APU switch is in OFF position.
(5) APU LOW OIL PRESSURE Light
Illuminated (amber) –
during start until the APU oil pressure is normal
light is disarmed when APU switch is in OFF position.
(6) APU Switch
OFF – normal position when APU is not running
positioning switch to OFF with APU running trips APU generator off the
bus(es), if connected, and closes APU bleed air valve. APU continues to run
for a 60 second cooling period.
APU air inlet door automatically closes after shutdown.
ON – normal position when APU is running.
START (momentary) – positioning APU switch from OFF to START and releasing it
to ON, initiates an automatic start sequence.
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Fire Protection
Controls and Indicators
Overhead/Fire Protection Panel Switches and Lights
Aft Electronics Panel
(1) Overheat Detector (OVHT DET) Switch
NORMAL – detection loop A and loop B are active
A – detection loop A is active
B – detection loop B is active
(2) Extinguisher (EXT) TEST Switch
(spring–loaded to center)
1 or 2 – tests bottle discharge circuits for all three extinguisher bottles.
(3) Fault/Inoperative (FAULT/INOP) and Overheat/Firs (OVHT/FIRE) TEST Switch
(spring–loaded to center)
FAULT/INOP – tests fault detection circuits for both engines and the APU.
(4) APU BOTTLE DISCHARGE Light
Illuminated (amber) – indicates APU extinguisher bottle has discharged.
(5) APU Fire Warning Switch
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Illuminated (red) – Indicates fire in APU
In – normal position, mechanically locked if no fire signal.
Up –
Arms APU extinguisher circuit
closes fuel shutoff valve, APU bleed air valve, and APU inlet door
trips generator control relay and breaker
allows APU fire warning switch to rotate
Rotate (left or right) –
discharges APU fire bottle.
(6) Engine Fire Warning Switch
Illuminated (red) –
Indicates fire in related engine
In – normal position, mechanically locked if no fire signal.
Up –
Arms one discharge squib on each engine fire extinguisher
closes fuel, hydraulic shutoff and engine bleed air valves.
trips generator control relay and breaker
deactivates engine driven hydraulic pump LOW PRESSURE light
allows engine fire warning switch to rotate.
Rotate (left or right) – discharges related fire bottle.
(7) Engine BOTTLE DISCHARGE Light
Illuminated (amber) – indicates related fire extinguisher bottle has discharged.
Two engine fire bottles are provided. Use only one bottle, time for 30 seconds to
determine if fire has extinguished. If fire continues to be indicated, consider using
second bottle by twisting fire control level to opposite side.
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Master Fire Warning Light
Glareshield
(1) Master Fire Warning (FIRE WARN) Lights
Illuminated (red) – indicates a fire warning in engine or APU.
Push – extinguishes both master FIRE WARN lights
Flight Controls
Controls and Indicators
Flight Control Panel
Forward Overhead Panel
(1) FLIGHT CONTROL Switches
STBY RUD – activates standby hydraulic system pump and opens standby rudder
shutoff valve to pressurize standby rudder power control unit.
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OFF – closes flight control shutoff valve isolating ailerons, elevators and rudder from
associated hydraulic system pressure.
ON (guarded position) – normal operating position.
(2) FLIGHT CONTROL Switches
Illuminated (amber) – indicates low hydraulic system, (A or B) pressure to ailerons,
elevator and rudder
(3) Flight SPOILER Switches
ON (guarded position) – normal operating position
OFF – closes the respective flight spoiler shutoff valve.
Note: Used for maintenance purposes only.
(4) YAW DAMPER Light
Illuminated (amber) – yaw damper is not engaged
(5) YAW DAMPER Switch
OFF – disengages yaw
ON – engages main yaw damper to main rudder power control unit if the B FLT
CONTROL switch is in the ON position
(6) ALTERNATE FLAPS Master Switch
OFF (guarded position) – normal operating position.
ARM – closes TE flap bypass valve, activates standby pump, and arms the
ALTERNATE FLAPS position switch.
(7) ALTERNATE FLAPS Position Switch
Functions only when the ALTERNATE FLAPS master switch is in ARM.
(8) Feel Differential Pressure (FEEL DIFF PRESS) Light
Armed when the TE flaps are up or down.
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Illuminated (amber) – indicates excessive differential pressure in the elevator feel
computer.
(9) Speed Trim Failure (SPEED TRIM FAIL) Light
Illuminated (amber) – indicates failure of the speed trim system.
(10) Mach Trim Failure (MACH TRIM FAIL) Light
Illuminated (amber) – indicates failure of the mach trim system.
(11) Automatic Slat Failure (AUTO SLAT FAIL) Light
Illuminated (amber) – indicates failure of the auto slat system.
Stabilizer
Control Stand
(1) Stabilizer Trim Green Band Range
Corresponds to allowable range of trim settings for takeoff.
(2) Stabilizer Trim Main Electric (MAIN ELECT) Cutout Switch
NORMAL – normal operating position.
CUTOUT – deactivates stabilizer trim switch operation.
(2) Stabilizer Trim AUTOPILOT Cutout Switch
NORMAL – normal operating position.
CUTOUT – deactivates autopilot stabilizer trim operation.
Speed Brakes
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Control Stand
Forward Panel
(1) SPEED BRAKE Lever
DOWN (detent) – all flight and ground spoiler panels in faired position.
ARMED –
automatic speed brake system armed
upon touchdown, the SPEED BRAKE lever moves to the UP position and all
flight and ground spoilers extend.
FLIGHT DETENT – all flight spoilers are extended to their maximum position for
inflight use.
UP – all flight and ground spoilers are extended to their maximum position for ground
use.
(2) SPEED BRAKE ARMED Light
Illuminated (green) – indicates valid automatic speed brake system inputs.
(3) SPEED BRAKE DO NOT ARM Light
Illuminated (amber) – indicates abnormal condition of the automatic speed brake
system.
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Trailing Edge Flaps
Control Stand Center Forward Panel
(1) FLAP Lever
selects position of flap control valve, directing hydraulic pressure for flap drive
unit
flap positions 30 and 40 arm the flap load relief system.
(2) Flap Gates
Prevents inadvertent flap lever movement beyond:
position 1 – to check flap position for one engine inoperative go-around
position 15 – to check flap position for normal go-around.
(3) Flap Position Indicator
indicates position of left and right TE flaps
(4) FLAPS LIMIT Placard
Indicates maximum speed for each flap setting.
Leading Edge Devices
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Center Forward Panel
(1) Leading Edge Flaps Transit (LE FLAPS TRANSIT) Light
Illuminated (amber) – any LE device in transit
(2) Leading Edge Flaps Extended (LE FLAPS EXT) Light
Illuminated (green) –
all LE flaps extended and all LE slats in extended position (TE flap positions 1,
2 and 5)
all LE devices fully extended (TE flap positions 10 through 40).
Flight Instruments, Displays
EFIS/Map – Controls and Indicators
Captain Outboard Display
Left Forward Panel
(1) Flight Mode Annunciator
(2) Airspeed Indications
(3) Autopilot, Flight Director System Status
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(4) Autopilot, Flight Director System Status
(5) Altitude Indications
(6) Vertical Speed Indications
(7) Heading/Track Indications
Captain Inboard Display
Left Forward Panel
(1) Navigation Display
Displays map, approach, VOR, or plan modes as selected on the EFIS control panel.
Primary Flight Display (PFD) –
PFD Airspeed Indications
(1) Selected Speed (magenta)
Displays target airspeed:
indicates the airspeed manually selected in the IAS/MACH window
indicates the FMC computed airspeed when the IAS/MACH window is blank.
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(2) Speed Trend Vector (green)
Tip of arrow indicates the predicted airspeed in the next 10 seconds based on the
current airspeed and acceleration.
(3) Current Airspeed (white)
Indicates current calibrated airspeed in knots.
(4) Maximum Speed (red and black)
Bottom of the bar indicates the maximum airspeed as limited by the lowest of the
following:
Vmo/Mmo
landing gear placard speed
flap placard speed.
(5) Maximum Maneuver Speed (amber)
Bottom of the bar indicates the airspeed that provides a 0.3 g maneuver margin to
high speed buffet. May be displayed at high altitude with flaps up, at relatively high
gross weights.
(6) Speed Bug (magenta)
Points to the airspeed:
manually selected in the IAS/MACH window
indicates the FMC computed airspeed when the IAS/MACH window is blank.
When the selected speed is off scale, the bug is parked at the top or bottom of the
tape, with only one half bug visible.
(7) Current Mach/Groundspeed (white)
Indicates current Mach or groundspeed:
displays Mach when airspeed is 0.40 Mach and above
displays groundspeed when airspeed decreases below 0.40 Mach
Angle of Attack Indications
(1) Digital AOA Readout (white)
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Indicates digital AOA value to the nearest 0.2 degrees. When on the ground and
ground speed less than 80 knots, the readout is fixed at 0.0 degrees.
(2) Analog Needle (white)
Indicates analog AOA value.
needle travel is limited to a range of –6 degrees and +21 degrees
fixed at 0.0 degrees when on the ground and ground speed less than 80
knots.
(3) Zero Degree Reference Line (white)
Indicates zero degrees angle of attack. Reference lines are displayed every 5
degrees from –5 degrees to +20 degrees.
Attitude Indications
(1) Bank Scale (white)
Provides fixed reference for the bank pointer; scale marks are at 0, 10, 20, 30, 45
and 60 degrees.
(2) Flight Director Bar (magenta)
Indicates flight director steering commands.
(3) Horizon Line and Pitch Scale (white)
Indicates the horizon relative to the airplane symbol; pitch scale is in 2.5 degree
increments.
(4) Bank Pointer
Indicates bank angle; fills and turns amber if bank angle is 35 degrees or more.
(5) Slip/Skid Indication
Displaces beneath the bank pointer to indicate slip or skid.
fills white at full scale deflection
turns amber if bank angle is 35 degrees or more; fills amber if the slip/skid
indication is also at full scale deflection.
(6) Airplane Symbol
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Indicates airplane attitude relative to the horizon.
PFD Instrument Landing System Indications
(1) Approach Reference
Displays the selected ILS identifier or frequency, approach front course, and
ISL/DME distances.
(2) Approach Reference
The pointer:
indicates localizer position relative to the airplane
in view when the localizer signal is received
fills in solid magenta when within 2 ½ dots from center.
The scale:
indicates deviation
in view when the localizer frequency is tuned
expands when the localizer is engaged and deviation is slightly more than
one-half dot.
(3) Approach Reference
The pointer:
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indicates glide slope position
in view when the glide slope signal is received
fills in solid magenta when within 2 ½ dots from center.
The scale:
indicates deviation
in view when the localizer frequency is tuned.
(5) Rising Runway (green with magenta stem)
Displayed when:
localizer signal usable and pointer is in view
radio altitude is less than 2,500 feet.
Rises towards airplane symbol when radio altitude is below 200 feet.
Altitude Indications
(1) Selected Altitude Bug (magenta)
Indicates the altitude set in the MCP altitude window.
When the selected altitude is off scale, the bug is parked at the top or bottom of the
tape, with only one half bug visible.
(2) Current Altitude
Displays current altitude in increments of thousands, hundreds and twenty feet.
for positive values of altitude below 10,000 feet, a green crosshatch symbol is
displayed.
readout box becomes bold to denote altitude acquisition
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readout box is highlighted in amber and flashes to denote altitude deviation.
(3) Selected Altitude (magenta)
Displays the altitude set in the MCP altitude window.
The selected altitude box appears in white during an altitude alert.
PFD Barometric Indications
(1) Barometric Settings (green)
Indicates the barometric setting in either inches of mercury (IN) or hectopascals
(HPA) as selected on the EFIS control panel.
STD is displayed when the Barometric Standard (STD) switch is selected on the
EFIS control panel.
Landing Altitude / Minimums Indications / Metric Indications
(1) Metric Selected Altitude Readout (readout-magenta, metric symbol-cyan)
Displays MCP altitude in meters when MTRS is selected on the EFIS control panel.
(2) Metric Digital Readout (readout and box-white, metric symbol-cyan)
Displays current altitude in meters when MTRS is selected on the EFIS control panel.
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(3) Minimums Reference/Altitude (green)
Displays approach minimum reference and altitude set by the MINS selector on the
EFIS control panel.
Heading and Track Indications
(1) Current Heading Pointer (white)
Indicates current heading.
(2) Track Pointer (white)
Indicates current track.
(3) Selected Heading (magenta)
Digital display of the selected heading bug.
(4) Selected Heading Bug (magenta)
Indicates the heading selected on the mode control panel. If the selected heading
exceeds the display range, the bug parks on the side of the compass rose in the
direction of the shorter turn to the heading.
(5) Magnetic/True Heading Annunciation (green)
MAG indicates display is oriented relative to magnetic north.
Navigation Displays
Expanded and Center MAP Modes
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Expanded Map
Center Map
(1) Groundspeed / True Airspeed
(2) Heading Pointer
(3) Track Line and Range Scale
(4) Map Options
(5) Airplane Symbol
(6) Active Waypoint/ETA/Distance-To-Go
(7) Compass Rose
(8) Selected Heading Bug
(9) Active LNAV Route
(10) Position Trend Vector
(11) Wind Direction/Speed/Arrow
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(12) Current Track
(13) Number 1 VOR/ADF Pointer
(14) Number 2 VOR/ADF Pointer
(15) VOR/ADF Selection, Ident/Frequency, VOR DME
Expanded and Center Approach Modes
Expanded Approach Mode
Center Approach Mode
(1) Wind Direction/Speed/Arrow
(2) Selected Course Pointer
(3) Track Line
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(4) Localizer Deviation Indication and Scale
(5) Glideslope Pointer and Scale
Expanded and Center VOR Modes
Expanded VOR Mode
Centered VOR Mode
(1) Wind Direction/Speed/Arrow
(2) Selected Course Pointer
(3) Track Line
(4) Courser Deviation Indication and Scale
Plan Mode
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(1) Range Circle
(2) Airplane Symbol
(3) True North Up Arrow
(4) Center Waypoint
The waypoint located at the display center is identified as CTR on the CDU RTE
LEGS page.
Mode/Frequency Disagree Annunciation
(1) EFIS MODE/NAV FREQ DISAGREE (amber)
The ILS or VOR source annunciation corresponds to the position selected on the
EFIS control panel and the tuned VOR/ILS frequency.
The annunciation is displayed:
if APP is selected with a VOR frequency tuned
If VOR is selected with an ILS frequency tuned.
Flight Instruments, Displays
EFIS Instruments – Controls and Indicators
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EFIS Control Panel Controls – Flight Instrument Displays
Glare shield
(1) Minimums (MINS) Reference Selector (outer) (two positions)
RADIO – selects radio altitude as the minimums reference.
BARO – selects barometric altitude as the minimums reference.
(2) Minimums (MINS) Selector (middle)
ROTATE – adjusts the radio or baro minimums altitude.
(3) Minimums (MINS) Reset (RST) Switch (inner) (momentary action)
PUSH –
blanks radio height ALT alert
resets the radio altitude minimums alert display on the attitude indicator
(4) Meters (MTRS) Switch (momentary action)
PUSH – displays altitude indications in meters.
(5) Barometric (BARO) Reference Selector (outer) (two position)
IN – selects inches of mercury as the barometric altitude reference.
HPA – selects hectopascals as the barometric altitude reference.
(6) Barometric (BARO) Selector (middle) (slew)
ROTATE – adjusts the barometric altitude setting on the altimeter.
(7) Barometric (BARO) Standard (STD) Switch (inner) (momentary action)
PUSH – selects the standard barometric setting (29.92 inches Hg/1013 HPA) for
barometric altitude reference.
(8) Flight Path Vector (FPV) Switch (momentary action)
PUSH – displays flight path vector on the attitude indicator.
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EFIS Control Panel Controls – Navigation Displays
(1) VOR/ADF Switch (three position)
Displays VOR or ADF information on the respective RDMI.
VOR – displays the selected VOR bearing pointer and VOR bearing pointer source
indicator.
OFF – removes the VOR or ADF displays and displays “OFF” in place of the bearing
pointer source indicators.
ADF – displays the selected ADF pointer and ADF bearing pointer source indicator.
(2) Center (CTR) Switch (inner)
PUSH –
displays the full compass rose (center) for APP, VOR and MAP modes
subsequent pushes alternate between expanded and center displays.
(3) Mode Selector (outer)
Selects the desired display.
APP –
displays localizer and glideslope information in heading-up format
displays reference ILS receiver, ILS frequency, course and DME.
VOR –
displays VOR navigation information in heading-up format
displays reference VOR receiver, VOR frequency, course, DME and
TO/FROM information.
MAP –
displays FMC generated route and MAP information, airplane position,
heading and track, in a heading-up format
displays waypoints, including the active waypoint, within the selected range
displays VNAV path deviation.
PLN –
displays a non-moving, true north up, route depiction
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the airplane symbol represents actual airplane position
allows route step-through using the CDU LEGS page
(4) Range Selector (outer)
Selects desired display range in nautical miles for APP, VOR, MAP or PLN modes.
(5) Traffic (TFC) Switch (inner)
(6) MAP Switches (momentary action)
The MAP switches:
add background data/symbols to MAP and center MAP modes
displays can be selected simultaneously
second push removes the information
STA (station)
displays all FMC data base navigation aids if on map scales 5, 10, 20 or 40
nm.
WPT (waypoint) – displays the waypoints in the FMC data base which are not in the
flight plan route if the selected range is 40 nm or less.
ARPT (airport) – displays all airports which are stored in the FMC data base and
which are within the viewable map area.
DATA – displays altitude constraints, if applicable, and estimated time of arrival for
each active route waypoint.
POS (position) – displays VOR and ADF bearing vectors extended from the nose of
the airplane symbol to the stations.
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Speed Reference Selector
Center Forward Panel
(1) Speed Reference Selector (outer)
Sets the reference airspeed bugs on the Mach/airspeed indicator:
AUTO – the reference airspeeds and gross weight are provided automatically
through the FMC
V1 – used to manually set decision speed on the ground; in flight, displays
“INVALID ENTRY”
VR - used to manually set rotation speed on the ground; in flight, displays
“INVALID ENTRY”
WT – allows manual entry of reference gross weight
VREF - used to manually set landing reference speed in flight; on the ground,
displays “INVALID ENTRY”
Bug 5 – used to manually set the white bug 5 to the desired value
SET – removes the digital readout above the Mach/airspeed indicator.
(2) Speed Reference Selector (inner)
ROTATE –
Manually sets the appropriate reference airspeed or gross weight
The digital display appears above the Mach/airspeed indicator.
Standby Radio Magnetic Indicator
Center Forward Panel
(1) Bearing Pointers
narrow pointer uses signals from the VHF NAV receiver No. 1 or ADF receiver
No. 1.
wide pointer uses signals from the VHF NAV receiver No. 2 or ADF receiver
No. 2.
(2) VOR/ADF Bearing Pointer No. 1 Switch
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ROTATE – selects VOR or ADF for the bearing pointer.
(3) VOR/ADF Bearing Pointer No. 2 Switch
ROTATE – selects VOR or ADF for the bearing pointer.
Flight Management, Navigation
Controls and Indicators
Flight Management System
Note: This airplane is capable of displaying two CDUs simultaneously. Select CDU1
by clicking on the “F” key in the panel switcher window. Select CDU2 by selecting it
from the VIEW menu within Microsoft Flight Simulator. (Each CDU updates
individually within the simulator and within the VC. You cannot alter a function
simultaneously on two CDUs, as the CDU logic will prevent it.)
Control Display Unit (CDU)
Forward Electronic Panel
(1) Control Display Unit (CDU) Display
Shows FMS data pages
(2) Line Select Keys
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Push –
moves data from scratchpad to selected line
moves data from selected line to scratchpad
select page, procedure, or performance mode as applicable
deletes data from selected line when DELETE is shown in scratchpad.
(3) Brightness Control
Rotate – controls display brightness
Function and Execute Keys
CDU
(1) CDU Function keys
Push –
INIT REF – shows page for data initialization or for reference data
RTE – shows page to input or change origin, destination, or route
CLB – shows page to view or change climb data
CRZ – shows page to view or change cruise data
DES – shows page to view or change descent data
MENU – shows page to choose subsystems controlled by CDU
LEGS –
o shows page to evaluate or modify lateral and vertical data
o shows page to control PLAN mode display
DEP ARR – shows page to input or change departure and arrival procedures
HOLD – shows page to create holding patterns and show holding pattern data
PROG – shows page to view dynamic flight and navigation data, including
waypoint and destination ETAs, fuel remaining, and arrival estimates.
N1 Limit – shows page to view or change N1 thrust limits
FIX – shows page to create reference points on map display
PREV PAGE – shows previous page of related pages (for example, LEGS
pages)
NEXT PAGE – shows next page of related pages.
(2) Execute Light
Illuminated (white) – active data is modified but no executed
(3) Execute (EXEC) Key
Push –
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makes data modification(s) active
extinguishes execute light.
Alpha/Numeric and Miscellaneous Keys
CDU
(1) Alpha/Numeric Keys
Push –
puts selected character in scratchpad
Slash (/) key – puts “/” in scratchpad
Plus Minus (+/-) key – first push puts “-“ in scratchpad. Subsequent pushes
alternate between “+” and “-“.
(2) Delete (DEL) Key
Push – puts DELETE in scratchpad.
(3) Clear (CLR) Key
Push –
Clears the last scratchpad character
Clears scratchpad message.
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CDU Page Components
CDU
(1) Page Title
Subject or name of data shown on page.
ACT (active) or MOD (modified) shows whether page contains active or modified
data.
(2) Line Title
Title of data on line shown
(3) Line
Shows –
Prompts
Selections
Options
Data
(4) Scratchpad
Shows messages, alpha-numeric entries or line selected data.
(5) Page Number
Left number is page number. Right number is total number of related pages.
(6) Boxes
Data input is mandatory.
(7) Dashes
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Data input is optional. The data is not mandatory.
(8) Prompts
Shows pages, select modes, and control displays. Cared “<” or “>” is before or after
prompt.
FMC Alert Light
Forward Panel
(1) FMC Alert Light
Illuminated (amber) –
An alerting message exists for both CDUs, or
Test switch is in position 1 or 2.
Push – FMC alert light extinguishes.
Radio Navigation Systems
Automatic Direction Finding (ADF) Control
Aft Electronic Panel
(1) Frequency Indicator
Shows the frequency selected.
(2) Frequency Selector
Rotate –
outer knob set the hundreds number
middle knob sets the tens number
inner knob sets the tenths and ones number.
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(3) Mode Selector Switch
ADF – ADF bearing sent to the DUs and the standby radio magnetic indicator.
OFF – removes power from selected receiver.
VHF Navigation Control
Aft Electronic Panel
(1) Frequency Indicator
Indicates the frequency selected by the frequency selector
tuned frequency displayed in STANDBY display
TFR switch moves STANDBY frequency to ACTIVE frequency.
(2) Frequency Selector
Rotate – manually selects the standby frequency.
Transponder Panel
Aft Electronic Panel
(1) Air Traffic Code (ATC) Code Indicator
Shows transponder code.
(2) Transponder Mode Selector
TEST – starts ATC transponder functional test.
STBY (standby) – does not transmit.
XPDR (Transponder) – Transponder operates with altitude reporting.
(3) Air Traffic Code (ATC) Code Selector
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Rotate – sets transponder code in transponder.
Flight Management, Navigation
Flight Management System Operation
Introduction
When first powered, the FMS is in the preflight phase. As a phase is completed, the
FMS automatically transitions to the next phase in this order:
preflight
takeoff
climb
cruise
descent
approach
flight complete.
Preflight
During preflight, flight plan and load sheet information are entered into the CDU. The
flight plan defines the route of flight from origin to the destination and initializes
LNAV. Flight plan and load sheet information provide performance information to
initialize VNAV.
Required preflight information consists of:
initial position
route of flight
performance data
takeoff data.
Optional preflight data includes:
navigation database
SID
STAR
Reduced takeoff and climb thrust limit.
Each required or optional data item is entered on specific preflight pages.
Preflight begins with the IDENT page. If the IDENT page is not displayed, it can be
selected from the IDENT prompt on the INIT/REF INDEX page. Preflight pages can
be manually selected in any order.
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After entering and checking the necessary data on each preflight page, the lower
right line select key is pushed to select the next page. When ACTIVATE is selected
on the RTE page, the execute light illuminates. The EXEC key is then pushed to
complete the task of making the route active before continuing with the preflight.
If a standard instrument departure (SID) is to be entered into the route, the
departure/arrival (DEP/ARR) page is selected (SIDSTAR procedures available at
www.precisionmanuals.com). After selecting the desired SID, the resulting
modification must be appropriately linked to the existing route and executed. This can
be accomplished on the RTE or RTE LEGS page.
When all required preflight entries are complete, the preflight status prompts on the
TAKEOFF REF page are no longer displayed.
Takeoff
The takeoff phase begins with selection of TO/GA and extends to the thrust reduction
altitude where climb thrust is normally selected.
Climb
The climb phase begins at the thrust reduction altitude and extends to the top of
climb (T/C) point. The T/C point is where the airplane reaches the cruise altitude
entered on the PERF INIT page.
Cruise
The cruise phase begins at the T/C point and extends to the top of descent (T/D)
point. Cruise can include step climbs and en route descents.
Descent
The descent phase begins at the T/D point or when either a level change or vertical
speed descent is initiated. The descent phase extends to the beginning of the
approach phase.
Approach
The approach phase begins two miles from the first waypoint of a published
approach or approach transition selected from the ARRIVALS page.
Flight Complete
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After landing, the flight complete phase clears the active flight plan and load data.
Some preflight data fields initialize to default values in preparation for the next flight.
LNAV
LNAV provides steering commands to the next waypoint. If selected, LNAV engages
when laterally within 3 nautical miles of the active route leg. If outside of 3 nautical
miles of the active route leg, LNAV engages if on an intercept heading of 90 degrees
or less and the intercept will occur before the active waypoint. FMC LNAV guidance
normally provides great circle courses between waypoints. However, when an arrival
or approach from the FMC database is entered into the active route, the FMC can
supply commands to fly a constant heading, track, or follow an arc, as required by the
procedure.
Waypoints
Waypoint (navigation fix) identifiers are displayed on the CDU and navigation display.
The CDU message NOT IN DATA BASE is displayed if a manually entered waypoint
identifier is not stored in the database.
Navaid Waypoint Names
VHF – waypoints located at VHF navaids (VOR/DME/LOC) are identified by the
official one, two, three or four character facility identifier. Example:
Las Angeles VORTAC – LAX.
NDB – waypoints located at NDBs are identified by use of station identifier. Example:
Hanau, Germany – HU.
Fix Waypoint Names
Fixes with one-word names – waypoints located at fixes with names containing five
or fewer characters are identified by the name. Example:
ALPHA.
Unnamed Point Waypoint Names
Unnamed oceanic control area reporting points – positions in the northern
hemisphere use the letters N and E, while positions in the southern hemisphere use
the letters S and W. Latitude always precedes longitude. For longitude, only the last
two digits of the three digit values are used.
Placement of the designator in the five character set indicates whether the first
longitude digit is 0 or 1. The letter is the last character if the longitude is less than
100° and is the third character if the longitude is 100° or greater.
N is used for north latitude, west longitude. E is used for north latitude, east
longitude. S is used for south latitude, east longitude. W is used for south latitude,
west longitude. Examples:
N50° W040° becomes 5040N
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N50° E020° becomes 5020E
S52° W075° becomes 5275W
S50° E020° becomes 5020S.
Navigation Displays
The route is displayed on the navigation display in the map, map center, and plan
modes. The display color and format represent the following status:
an inactive route is displayed as a cyan dashed line
an inactive but not yet executed route is displayed as a cyan dashed line
the active route is displayed in magenta
modifications to an active route are displayed as dashed white lines
modified waypoints are displayed in white
Vertical Navigation (VNAV)
VNAV provides vertical profile guidance through the climb, cruise, and descent
phases of flight.
Speed/Altitude Restrictions
VNAV controls the path and speed to comply with waypoints crossing restrictions.
Waypoint crossing restrictions are entered on the LEGS page waypoint line by
pushing the applicable key on the right side of the CDU. Barometric altitude
restrictions must be below the cruise altitude to be valid. Values entered as part of a
procedure and manually entered restrictions are shown in large font. FMC predicted
values do not act as restrictions, and are shown in small font.
Takeoff and Climb
No diagram provided for explanation
VNAV Operation during takeoff and climb.
(1) Thrust Reduction
Climb thrust is selected by pushing the N1 switch or automatically upon reaching the
thrust reduction altitude.
(2) VNAV Engagement
VNAV commands an airspeed increase to the planned climb speed profile, limited by
configuration.
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(3) VNAV Climb
The VNAV climb profile uses VNAV SPD at the default climb speed or pilot selected
climb speed to remain within all airspeed and altitude restrictions that are part of the
SID entered into the active route. Autothrottle uses selected climb thrust limit.
If the climb speed profile cannot achieve an altitude restriction, the UNABLE NEXT
ALTITUDE scratchpad message is shown.
(4) Climb Restrictions
VNAV enters the VNAV PTH mode to remain within departure or waypoint
restrictions. Speed maintained during this time can be:
procedure based speed restriction
waypoint speed restriction
default VNAV climb speed
manually entered climb speed
(5) Top Of Climb (T/C)
The point where the climb phase meets the cruise altitude is called the top of climb.
Approach this point, the FMC changes from the climb phase to the cruise phase. The
T/C is shown any time the FMC calculates a change from a climb phase to a cruise
phase, such as a step climb.
Cruise
At cruise altitude, the FMC sets cruise speed at the default or pilot entered speed
until reaching the top-of-descent (T/D) point.
Cruise thrust is set as required to maintain level flight at the target speed, with the
autothrottle engaged.
Fuel and ETA predictions are based on a constant altitude cruise unless a step climb
altitude is entered.
Descent
VNAV can perform a descent in either of two modes – path descent or speed
descent. During a path descent, the FMC uses idle thrust and pitch control to
maintain a vertical path. During a speed descent, the FMC uses idle thrust and pitch
control to maintain a target descent speed, similar to a level change descent.
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Top Of Descent (T/D)
The point where the cruise phase changes to the descent phase is the top of
descent. The T/D point is shown on the map as a green open circle with the label
T/D. T/D is calculated from an end of descent (E/D) point.
End Of Descent (E/D)
The FMC calculates a descent path based on airspeed restrictions, altitude
restrictions and the end of descent (E/D) point. The E/D point is shown on the map as
a green open circle with the label (E/D).
VNAV Descent and Approach Path
The descent path starts at the calculated top of descent (T/D) point and includes
waypoint altitude restrictions. The path is based on:
idle thrust
speedbrakes retracted
applicable target speed
Normally, the target speed is economy speed above the airspeed restriction altitude
and 240 knots below that altitude, until deceleration for approach. VNAV will not
permit descent below the airspeed restriction altitude until the airspeed is at or below
the restricted value plus ten knots.
VNAV Path Descent
The path descent normally begins automatically at the calculated T/D point, provided
the MCP altitude is reset for the descent. If descent is not initiated by the T/D, a path
descent may not be available. At the T/D, the FMC commands idle thrust and pitch to
follow the descent path. The descent complies with waypoint altitude restrictions by
following the calculated vertical path.
A path descent will automatically revert to a speed descent, or VNAV will disengage,
if all required parameters are not maintained during descent.
The CDU message DRAG REQUIRED is displayed if an unexpected tailwind results
in a significant increase in airspeed to maintain path.
VNAV Cruise and Speed Descent Profile
No diagram provided for explanation
VNAV Operation during cruise and descent.
(1) Cruise
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Before the top of descent, FMC is in cruise mode and uses VNAV PTH and ECON
cruise speed.
(2) Descent
After top of descent, FMC is in descent mode and VNAV changes to economy
descent speed and descends in VNAV SPD.
(3) Speed Restriction Deceleration
Before the speed restriction altitude, VNAV decelerates to commanded speed using
VNAV SPD.
When at restricted speed, VNAV commands decreased pitch and descends in VNAV
SPD.
(4) VNAV Path
During a speed descent, VNAV may not maintain the FMC computed VNAV path.
However, if E/D shows, a VNAV path is available.
Go-Around
Below 2000 feet radio altitude, a go-around can be initiated by pushing the TO/GA
switch while in a descent.
Once the go-around is initiated the thrust limit changes to go-around thrust.
Flight Management, Navigation
Flight Management Computer
Thrust Management
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The autothrottle operates in response to flight crew mode control panel inputs or to
automatic FMC commands. Reference thrust can be selected on the N1 LIMIT page.
Automatic FMC autothrottle commands are made while VNAV is engaged.
Thrust limits are express as N1 limits. The FMC calculates a reference thrust for the
following modes:
takeoff
derated takeoff
climb
reduced climb
cruise
continuous
go-around.
The thrust reference mode automatically transitions for the respective phase of flight.
These modes can be selected on the N1 LIMIT page. The selected thrust reference
mode is displayed on the thrust mode display.
The flight crew can specify the thrust reduction height where the transition from
takeoff to climb thrust takes place by making an entry on TAKEOFF REF page 2.
Allowable entries are 800 feet to 15,000 feet.
Reduced Thrust Takeoff
Fixed takeoff derates can be selected on the N1 LIMIT page.
Derated Thrust Climb
Two fixed climb thrust derates can be selected on the N1 LIMIT page. CLB-1
provides a climb reduced by 3% N1. CLB-2 provides a climb limit reduced by 6% N1.
The reduced climb setting gradually increases to full rated climb thrust by 15,000
feet. In cruise, the thrust reference automatically changes to CRZ. The reference can
be manually selected on the N1 LIMIT page.
Fuel Monitoring
Fuel quantity values show on the PERF INIT page and on PROGRESS page. The
CDU message INSUFFICIENT FUEL is displayed if predicted fuel at destination will
be 2000 lb (900 kg) or less.
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Flight Management, Navigation
FMC Preflight
Preflight Page Sequence
The normal preflight sequence follows paging prompts on each CDU page.
The normal FMC power-up page is the identification page. Preflight flow continues in
this sequence:
identification (IDENT) page
position initialization (POS INIT) page
route (RTE) page
DEPARTURES page (no automatic prompt)
Performance initialization (PERF INIT)
N1 LIMIT page
Takeoff reference (TAKEOFF REF) page.
Some of these pages are also used in flight.
Fuel
Controls and Indicators
Fuel Control Panel
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COCKPIT AND SYSTEMS
Forward Overhead Panel
(1) Engine Valve Closed (ENG VALVE CLOSED) and SPAR VALVE CLOSED Lights
Extinguished – related engine or spar fuel shutoff valve is open.
Illuminated (blue) – related engine or spar fuel shutoff valve is closed
Illuminated (bright blue) – related engine or spar fuel shutoff valve position in transit
or disagrees with commanded switch position.
(2) FUEL Temperature (TEMP) Indicator
Indicates fuel temperature in No. 1 tank.
(3) Crossfeed VALVE OPEN Light
Extinguished – crossfeed valve is closed.
Illuminated (blue) – crossfeed valve is open.
Illuminated (bright blue) – valve in transit or disagrees with commanded position.
(4) CROSSFEED Selector
Controls fuel crossfeed valve.
Closed – isolates engine No. 1 and No. 2 fuel feed lines.
Open – connects engine No. 1 and No. 2 fuel feed lines.
(5) Center Tank FUEL PUMP LOW PRESSURE Lights
Illuminated (amber) – fuel pump output pressure is low and FUEL TEMP switch is
ON.
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Extinguished – fuel pump output pressure is normal, or FUEL PUMP switch is OFF.
(6) FUEL PUMP Switches
ON – activates fuel pump.
OFF – deactivates fuel pump.
NOTE: The 737 is not capable of crossfeeding fuel tank to tank. The airplane can
feed both engines from a single tank, however. To crossfeed fuel, select Left/Right
pumps ON and open cross feed valve. Turn off pumps on the side fuel should NOT
be drawn from. To stop cross feeding, turn Left/Right fuel pumps ON then close
crossfeed valve.
Hydraulics
Controls and Indicators
Hydraulic Panel
Forward Overhead Panel
(1) Electric Hydraulic Pump OVERHEAT Lights
Illuminated (amber) – Hydraulic fluid used to cool and lubricate the corresponding
electric motor driven pump has overheated or the pump itself has overheated.
(2) Hydraulic Pump LOW PRESSURE Lights
Illuminated (amber) – output pressure of associated pump is low.
(3) ELECTRIC HYDRAULICS PUMPS Switches
ON – provides power to associated electric motor-driven pump.
OFF – electrical power removed from pump.
(4) ENGINE HYDRAULIC PUMPS Switches
ON – de-energizes blocking valve in pump to allow pump pressure to enter system.
OFF – energizes blocking valve to block pump output.
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COCKPIT AND SYSTEMS
NOTE: EDPs are generally left on to promote lubrication of pumps.
Landing Gear
Controls and Indicators
Landing Gear Panel
Center Forward Panel
(1) Landing Gear Indicator Lights (top)
Illuminated (red) – landing gear is not down and locked.
Extinguished –
landing gear is up and locked with landing gear lever UP or OFF
landing gear is down and locked with landing gear lever DN.
(2) Landing Gear Indicator Lights (bottom)
Illuminated (green) – related gear down and locked.
Extinguished – landing gear is not down and locked.
(3) LANDING GEAR Lever
UP – landing gear retract
OFF – hydraulic pressure is removed from the landing gear system
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DN – landing gear extend.
Autobrake Controls
Center Forward Panel
(1) AUTO BRAKE DISARM Light
Illuminated (amber) – manual brakes applied during RTO or landing.
Extinguished –
AUTO BRAKE select switch set to OFF
Autobrakes armed.
(2) AUTO BRAKE Select Switch
OFF – autobrake system deactivated
1, 2, 3, or MAX – selects desired deceleration rate for landing.
RTO – automatically applies maximum brake pressure when thrust levers are
retarded to idle at or above 90 knots.
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FMC USER’S MANUAL
8-1
FLIGHT MANAGEMENT COMPUTER
TABLE OF CONTENTS
SUBJECT
PAGE
FLIGHT MANAGEMENT COMPUTER CONVENTIONS AND USAGE.............8-3
FMC DISPLAY PAGES ACCESSED WITH MODE KEYS.................................8-7
FLIGHT MANAGEMENT SYSTEM INTERNAL FUNCTIONS .........................8-12
PRE-FLIGHT INITIALIZATION PROCESS......................................................8-14
ARRIVAL / DEPARTURE PROCEDURES ......................................................8-24
REVIEWING THE ROUTE OF FLIGHT ...........................................................8-27
FIXES AND CUSTOM WAYPOINTS IN THE FMC..........................................8-30
FMC FLIGHT PLAN MODIFICATION ..............................................................8-33
FMC TAKEOFF PROCEDURES .....................................................................8-37
FMC CLIMB OPERATIONS.............................................................................8-41
FMC CRUISE OPERATIONS ..........................................................................8-43
FMC DESCENT OPERATIONS.......................................................................8-45
FMC APPROACH PROCEDURES..................................................................8-48
FMC FLIGHT REFERENCE AND CREW SUPPORT......................................8-49
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8-3
FLIGHT MANAGEMENT COMPUTER CONVENTIONS AND USAGE
Overview: The Next Generation 737 uses a
fully integrated Flight Management System
that is comprised of the following core
equipment:
•
•
•
•
•
•
•
•
•
•
Input from these systems is combined to
conduct comprehensive aircraft control
calculations. Output from the FMC/CDU is
sent to the following systems:
Autopilot Flight Director System
Flight Control Computers
Flight Management Computer CDUs
Autothrottle
Inertial Reference System
Navigation Equipment
Together these systems provide a fully
automatic, full regime flight control and
information display system. The FMS is
capable of providing flight control from
takeoff to rollout.
Digital Clock
Mode Control Panel
FMC Database
FMC/CDU (Crew inputs)
•
•
•
•
Integrated Display System (PFD &
ND)
Autopilot Flight Director System
Mode Control Panel
Autothrottle Servo
• Electronic Engine Controls
There are two primary tools that
crewmembers use to interface with the FMS:
the Flight Management Computer/Control
Display Units (FMC/CDU) and the Autopilot
Mode Control Panel (MCP).
Launching the FMC/CDU: The Next
Generation 737 cockpit has two FMC/CDUs
mounted at the forward end of the throttle
pedestal.
The backbone of the FMS is the Flight
Management Computer/Control Display
Unit. The FMC/CDU performs the following
major functions.
To closely model the functionality of the 737
Next Generation cockpit, the PMDG 737 is
capable of displaying two FMC/CDUs on the
screen at one time.
•
•
•
•
To activate the captain’s FMC/CDU, press
the “F” key on the panel switch device:
•
•
•
•
Flight Planning
Navigation Computation
Navigation Display
Guidance Commands (pitch, roll and
thrust)
Interface to Inertial Reference System
(IRS)
Performance Optimization
Thrust Limit Calculation
Autothrottle Control
The FMC takes input and sensory
information from many aircraft systems,
including the following:
•
•
•
•
•
•
Flight Control Computers (FCCs)
Air Data Computer
Fuel Quantity Indicating System
Weight and Balance Computer
VOR/DME/ILS Receivers
Inertial Reference System
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FMC USER’S MANUAL
The second FMC/CDU can be activated on
screen by selecting it from the
VIEWS/PANELS menu within Microsoft
Flight Simulator.
display screen is capable of showing 14
lines of data 24 characters wide in both
large and small fonts. Numeric and
Alphabetic keys are provided for crew input.
Fifteen function and mode keys are provided
to assist the crew in selecting and managing
FMC modes.
Both FMC/CDUs can be operated from
within the Virtual Cockpit as well.
Each FMC/CDU is linked to it’s own Flight
Management Computer mounted in the
aircraft’s electronics bay. Each FMC is
comprised of five processors, and integrates
data received from the air data sensors,
crew input, navigation radios, engine and
fuel sensory systems, inertial reference
system and internal navigation database.
This information is then used to provide
steering commands to the autoflight systems
in both roll and pitch modes, as well as to
the autothrottle servos. Navigation and
positional data is provided to the Navigation
Display.
Each FMC is capable of receiving input
independent of the other, and both systems
will continually compare input/process
results to ensure information consistency on
both FMCs. If inconsistencies are detected,
a resynchronization process is automatically
initiated.
FMC/CDU Layout: The FMC/CDU is
comprised of a data display screen with six
line select keys located on the left and right
sides of the screen respectively. The data
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FMC/CDU Display: The MCDU display
screen is comprised of 14 data lines capable
of displaying 24 characters across in large
or small font.
The display is broken into three distinct
areas:
•
•
•
Page Title Line
Text Lines (1-6)
Scratch Pad
The title line is present on every page and
describes the current page that is being
viewed along with that page’s data status.
(ACTive, MODified, etc.)
The text lines contain information that is
aligned against the left and right sides of the
display, and can be manipulated by the Line
Select Keys.
The Scratchpad is where crew data entry
will take place. All entries that are made by
the crew for entry into the FMC must first be
entered into the scratch pad.
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8-5
(Obviously, some information cannot be
down/up-selected. Most lines that require
information input from the crew will accept
down/up selection of information, however.)
Scratchpad: The last line of the display is a
scratchpad which allows for alpha numeric
input by the crew, or down-selection of FMC
data from other lines.
Title Line: Top line of the display. Shows
title of current page display. You can use
this line to tell immediately what page of the
FMC you have displayed.
Data Lines: Six pairs of lines that contain
data and information. Lines may also
contain prompts for data input by the crew.
The upper line in each line pair is called the
Title Line (small font), while the lower line is
called the Data Line (large font). Lines and
line pairs are referenced by the associated
LSK on either side of the display. (Hence
1L, 2L, 3L or 1R, 2R, 3R, etc.)
Line Select Keys: The FMC/CDU has six
LSKs on each side of the screen in order to
facilitate data input and manipulation. The
keys are identified by their position relative
to the display and their sequence from top to
bottom. (e.g. The LSKs are identified as
either Left or Right and are numbered from 1
to 6 starting at the top.)
The LSKs are used for the following
functions:
•
•
•
Down-selection of data from a particular
line to the scratchpad (if the scratchpad
is empty.)
Data Entry from scratchpad into
selected line.
Access to data or function identified by
LSK.
Display Norms and Prompts: The
FMC/CDU has certain norms that, if
recognized, make the unit easier to use.
To down-select information into the scratch
pad, simply press the LSK next to the data
you desire to copy. This will cause the
information to be copied to the scratch pad
line.
To up-select information from the scratch
pad to a line in the display, simply press the
LSK for the line to which the information is
targeted. This will cause the information to
be copied from the scratch pad to the
desired line in the display.
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FMC USER’S MANUAL
Required Entry Boxes: In order to
operate, the FMC requires certain
information to be entered. Gross Weight,
Fuel Reserves and Cruising Altitude are
examples of information that the FMC needs
in order to operate correctly.
Boxes in any FMC/CDU display line indicate
that information is required by the FMC.
Examples include Gross Weight, Startup
Position, etc.
Page Numbers: Many pages of information
contain more information that the FMC/CDU
screen is able to show at one time. In these
cases, the FMC/CDU will display a page
counter at the upper right corner of the
screen. (In this case, 1/3 indicates that the
display is currently showing screen one of
three total screens for POS IDENT.
Using the CLR key: Pressing the CLR key
a single time is similar to pressing the
backspace key on a conventional keyboard.
In order to facilitate erasing the scratch pad,
we have added the ability to press and hold
the CLR key to delete the entire contents of
the scratch pad. To remove all items in the
scratchpad, simply press and hold the CLR
key for one second.
LSK Prompts: At any time a ‘<’ or a ‘>’
carat is used adjacent to a line select key,
this indicates that an additional or related
menu can be accessed by pressing the
associated LSK. For example, the <INDEX
prompt above indicates that pressing the 6L
LSK will take you to the INDEX page.
Crew Data Entry/Selection Lines: Dashed
lines allow for crew entry of specific data
which is unique to each individual flight,
such as departure airport, destination
airport, speed/altitude restrictions, flap
acceleration heights, etc.
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8-7
FMC DISPLAY PAGES ACCESSED WITH MODE KEYS
<ACT> Indicates that the sub-system is
currently active and operating.
Overview: The PMDG 737: The Next
Generation uses an FMC that has fifteen
mode keys available on the FMC/CDU.
These keys provide direct access to a
number of functions within the FMC that will
be used by the crew during various phases
of flight.
<HLD> Indicates that the pilot has selected
the sub-system but the FMC/CDU has not
yet established active communications with
that sub-system. (In this case because
ACARS functionality is not currently
available in the PMDG FMC.)
INIT REF Key: When pressed, the INIT
REF key will provide access to one of the
following pages:
•
•
•
•
•
•
MENU Key: The MENU key provides
access to the FMC and other aircraft subsystems that use the FMC/CDU for input or
control. When pressed, the MENU key
brings up the following display screen on the
FMC/CDU:
IDENT
POS
PERF
THRUST LIM
TAKEOFF
APPROACH
The FMC will automatically display the page
which is most appropriate for the current
phase of flight. During the preflight phase,
for example, the FMC will begin by
displaying the IDENT or POS pages so as to
allow the crew to begin initializing the FMC.
During the approach phase of flight, the
FMC will automatically choose the
APPROACH page, etc.
If the page displayed is not the page desired
by the crew, pressing the LSK which has the
<INDEX prompt (usually 6L) will return the
MCDU to the following screen:
In the current version of the PMDG FMC,
not all functions are active from this screen,
as evidenced by the grayed out items in the
menu. Currently only the FMC function is
available by the FMC/CDU, but ACARS
functionality is planned.
If pressed during flight, the <FMC prompt
will bring up the last displayed FMC page.
When the MENU page is active, a
<STATUS> prompt will be shown adjacent
to each FMC/CDU function.
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The INIT/REF INDEX page allows crew
access to the following initialization and
reference pages:
•
•
•
IDENT: Aircraft identification and nav
database verification page.
POS: Position Initialization (on ground)
or Position Reference page (in flight).
PERF: (Located on page 2/2 of PERF
page) Performance initialization page (Gross
weight, Fuel Loading, Cost Index, etc.)
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•
•
•
FMC USER’S MANUAL
TAKEOFF: Takeoff parameter reference
and initialization page.
APPROACH: Approach reference and
initialization page.
NAVDATA: Display and list navdata
information and saved flight plans.
Other functions listed on this page are not
implemented, but are included here for
completeness and growth of future
functionality.
If the INIT/REF INDEX is reached via the
MENU key, the following menu will be
presented. (Grayed out items are not yet
implemented.)
The route being displayed is described by
the title line of the RTE display, and can be
any of the following:
RTE or ACT RTE or MOD RTE
• Route 1 was displayed.
• Route 1 is active.
• No route was activated.
Note: Currently the PMDG FMC is only
capable of displaying a single route entry.
The actual aircraft allows two.
The RTE page displays the waypoint fixes
and the method that the FMC will use to
reach each successive fix. (Jet Route, Victor
Airway, Direct, etc.)
CLB Key: The CLB key is used to display
the FMC/CDU page dedicated to climb
thrust and altitude control.
The CLB page is used to monitor the
progress and performance of the climb, as
well as to set the desired performance or
adjust the speed of the climb.
RTE Key: When pressed, the RTE key
provides access to the ROUTE page. The
ROUTE page will be blank if a new route
has not yet been loaded, or it will display
ACT RTE (route is activated) or MOD RTE
(route has been modified and needs
confirmation.)
CRZ Key: The CRZ key is used to monitor
and adjust the parameters that are being
used to manage flight during cruise.
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8-9
The LEGS page is used frequently during
the course of flight to manage altitude and
speed constraints Additionally the legs
page is used to modify individual fixes along
the route of flight, or to enter customer
waypoints into the flight plan.
The CRZ page provides information related
to altitude, fuel and speed that can be used
by the crew to plan and manage decisions
effectively.
DES Key: The DES page provides descent
speed, fuel and planning information that
can be used to control the descent portion of
flight.
There are two methods used to calculate the
descent phase of flight, and the active
method is displayed as part of the DES page
title.
LEGS Page: The LEGS page is similar in
function to the RTE page in that it displays
the loaded route of flight. The LEGS page
differs, however in that the LEGS page will
show every single fix over which the flight
will cross, while the RTE page only shows
the major route fixes that connect the
individual navigation methods to make up
the route.
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DEP/ARR Key: The DEP/ARR key
accesses the DEPARTURES and
ARRIVALS pages and the DEP/ARR INDEX
page. These pages are used to select
published departure procedures (Standard
Instrument Departures, or SIDs) and
published terminal arrival procedures,
(Standard Terminal Arrivals, or STARs).
The DEP/ARR INDEX page allows the crew
to select (using the appropriate LSKs) either
the appropriate DEP procedure, or an ARR
procedure for either of the two possible
routes stored in the FMC
HOLD: The hold key provides control pages
through which the crew can establish and
control the addition of holding procedures to
the active flight plan.
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FMC USER’S MANUAL
N1 LIM Key: The N1 LIMIT page allows for
the selection and control of engine
performance limits during takeoff, climb,
cruise and descent.
PROG Page: The PROGRESS page is
used to monitor the progress of flight and
parameters such as time, distance and fuel
consumption.
FIX Key: The FIX page allows the crew to
enter desired visual waypoints onto the
Navigation display by defining them in
relation to known points within the Navaid
database.
The fixes are no required to be a part of the
active flight plan, and are displayed as green
information on the display.
EXEC Key: The EXEC key is only active
when the light bar contained within the key
is illuminated. The key is used to confirm
and changes to the vertical and lateral route
plan.
At any time the EXEC key is active, an
<ERASE prompt will appear on the MCDU
display in order to facilitate cancellation or
deletion of a proposed action.
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NEXT PAGE/PREV PAGE Keys: The
NEXT PAGE and PREV PAGE keys are
used in conjunction with MCDU displays
which occupy more than one page on the
MCDU display. Multiple page MCDU
displays are indicated by the use of page
numbering in the upper right hand corner of
the MCDU display.
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A wrap around feature is included so that if
the NEXT PAGE key is pressed again when
the current page is the last in the display,
(e.g. 5/5) then the first page of the display
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(1/5) will be displayed next. This feature
also works for the PREV PAGE key
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FMC USER’S MANUAL
FLIGHT MANAGEMENT SYSTEM INTERNAL FUNCTIONS
Performance Management: The FMS is
capable of managing nearly all aspects of
aircraft performance so as to optimize
precision and economy of flight. The FMS is
only capable of providing such information if
the gross weight, cost index target altitude
and a route have been entered into the
FMC/CDU by the crew.. Vertical Navigation
can only be accomplished if the
performance initialization page is complete.
The performance model uses input from fuel
flow, engine data, altitude, gross weight of
the aircraft, flaps, airspeed, Mach,
temperature, vertical speed, acceleration
and location within a programmed flight plan
to determine the optimum performance for
the aircraft at any given moment.
The performance management modeling
used by the FMS attempts to provide a least
cost performance solution for all phases of
flight, including climb, cruise and descent.
The default cruise performance
management setting is ECON, or economy
cruise.
The airplane and engine data models are
used to provide an optimum vertical profile
for the selected performance mode, even if
ECON has been overridden by the crew.
During the climb, an optimum Mach speed
target and a corresponding thrust target are
computed by the FMS, with the speed target
transmitted to the vertical guidance function
of the autoflight director system. The AFDS
will then generate commands to the elevator
in order to maintain the correct pitch for the
required speed. Thrust setting commands
are delivered to the autothrottle servos by
the FMS, and used in conjunction with the
pitch setting commands to maintain the
optimum speed and climb as directed by the
FMS.
During cruise, an optimum Mach setting is
computed and thrust setting commands are
delivered to the autothrottle.
During descent, a vertical path is computed
based on the flight plan entered into the
FMC/CDU. The FMS will evaluate expected
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descent point and any intermediate altitude
or speed constraints between the aircraft
and the end-of-descent point. This
information will be passed to the AFDS for
pitch based speed and vertical speed control
and the autothrottles for vertical speed and
thrust management. In ideal conditions, an
idle thrust optimum descent profile is flown,
however in many cases thrust and pitch will
be varied to account for wind conditions or
to ensure proper tracking of the vertical
descent profile.
Important Note Regarding MSFS: It
should be noted that the PMDG FMC uses
realistic algorithms to compute the effect of
wind conditions and reported wind
conditions on the planned descent profile.
Some weaknesses in the modeling of
weather transitions within MSFS may cause
rapid shifts in reported wind-speed and
direction, which may have the effect of
changing the predicted descent path.
For this reason, PMDG urges caution when
using this airplane with any third party
weather generation software, as we have
found large variances in manner in which
these software packages attempt to manage
sudden wind shifts within MSFS, thus
causing unreliable descent angle and wind
effect prediction.
Navigation Accuracy: The FMS
automatically selects and tunes VHR OmniRange (VOR) and Distance Measuring
Equipment (DME) in order to constantly
update the position and speed of the aircraft.
This information is used in conjunction with
the Inertial Reference System (IRS) and
Global Positioning System (GPS) to ensure
accuracy in all phases of flight.
The FMS will primarily attempt to GPS
position information, then combine range
information corrected for slant range from
two separate DME locations, and finally
position from three Inertial Reference Units
(IRUs). If no usable VOR/DME information
is available, the FMS will monitor aircraft
position based on IRS/GPS data only, until
the aircraft is determined to be in a location
where DME/VOR information is once again
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FMC USER’S MANUAL
available for position and velocity cross
checking.
The FMS navigation management system
will also compute and provide true and
magnetic track information, drift angle,
magnetic variation for the current aircraft
location and vertical flight path information.
The FMC automatically determines which
VOR/DME combinations will yield the best
result given their position relative to the
aircraft.
Guidance Management: Two dimensional
flight path management is available along an
FMC programmed flight path in either the
vertical navigation mode (VNAV) or lateral
navigation mode (LNAV). Both of these
modes are selected by using the
LNAV/VNAV buttons on the Autopilot Mode
Control Panel (MCP). When used in
conjunction with one another, the FMS is
capable of providing fully integrated three
dimensional flight path management along
the FMC defined flight path.
The LNAV guidance function issues steering
commands to the AFDS in order to keep the
aircraft navigating correctly along the
programmed route of flight. Deviations from
the center of the desired flight track are
corrected using intercept procedures and
flight track adjustments. Normal lateral flight
path deviation should not exceed 0.1nm in
most phases of flight.
In all phases of an LNAV managed flight, the
FMS will monitor cross track error, which is
defined as the lateral distance separating
the aircraft from it’s desired path of flight.
Roll and steering commands are provided to
the AFDS Flight Control Computers in order
to correct the cross track error.
The FMS is capable of providing a great
circle Direct-To track to any point
programmed into the FMC/CDU displayed
flight path.
The VNAV guidance function controls the
aircraft along the vertical flight path as
defined by the FMC/CDU entered flight path
and the aircraft’s performance limitations.
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VNAV takes position data from the
navigation system and compares it to the
vertical profile as defined in the FMC/CDU
entered flight plan. The vertical navigation
function then provides pitch and thrust
commands to the AFDS in order to intercept
and maintain the defined vertical profile for
the current phase of flight.
For vertical performance modes where
vertical speed is unconstrained (most
climbs) the VNAV system will provide pitch
and thrust commands to the AFDS so as to
maintain the most efficient climb based on
the current thrust mode selected. This
results in the most economically beneficial
climb gradient, not necessarily the most
rapid climb gradient.
VNAV uses essentially two basic pitch
control modes to manage the vertical flight
profile: speed or rate of climb/descent.
When speed the controlled factor the AFDS
autothrottle will be given a target thrust
setting by the vertical navigation function,
and the elevator will be used to control
speed, resulting in a variable rate of climb or
descent based upon conditions.
When vertical speed is the controlled factor,
the AFDS will issue commands to the
elevator for vertical speed control, and the
AFDS will adjust the autothrottle to maintain
speed, resulting in a fixed rate of
climb/descent and variable speed based
upon conditions.
Thrust Management: The FMS thrust
management function is capable of
performing autothrottle control law
calculations based upon commands from
the navigation function, as well as direct
crew input from the FMC, manual
adjustment of throttle position, or AFDS
autothrottle commands.
The autothrottle control law function
provides automatic N1 equalization in all
modes of flight, as well as thrust limit
protection and N1 thrust requirement
calculations to maintain MCP or AFDS
speed and thrust settings.
Autothrottle modes can be selected or
overridden by the crew as required.
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FMC USER’S MANUAL
PRE-FLIGHT INITIALIZATION PROCESS
Overview: When power is first applied to
the aircraft, the FMC/CDU conducts a full
self test and is then ready for preflight
initialization. The preflight portion of FMC
operation prepares the flight management
system with information that is needed in
order to manage flight.
Note: Tremendous effort has been placed
into the development of a high fidelity
FMC/CDU interface, AFDS, MCP and
predictive algorithms for flight planning and
conduct.
An FMC is not simply a sophisticated GPS,
but should be viewed as a highly
sophisticated scientific instrument. The
complexity of mathematics contained in real
FMCs has been reproduced here to an
extensive degree using actual engineering
methods and principles.
In some cases we have not included certain
functions within the FMC/CDU as they were
not deemed to be reasonably usable within
the confines of MSFS. As we continue
development of the airplane and it’s
systems, some new functions will of course
be added. Please keep your PMDG 737 up
to date by ensuring you always have the
most current Service Updates installed!
IDENT Page: When first powered, the FMC
will display the IDENT page.
The IDENT page is easily identified by the
IDENT title page line at the top of the display
screen.
Helpful Hint: Pay close attention to the
information that appears in the TITLE LINE
of the FMC/CDU screen. You will find that
the pages are intuitively named, and
learning the name of pages with specific
information will help you quickly master the
sophisticated FMC/CDU!
The data displayed on the IDENT page
identifies the aircraft by type, engine thrust
rating, navdata cycle FMC Operating
Program.
The data appearing on this page should not
change on a regular basis, but it is important
that this preflight check be accomplished in
order to protect against system faults or
improper system reloads during updates
and/or changes to the FMS or FMC navdata
information.
The following information is provided on the
IDENT page:
MODEL: The airplane model is displayed in
line 1L.
ENG RATING: The thrust rating of the
engines current installed is displayed in line
1R.
NAV DATA: The current navdata cycle
and effective dates are displayed.
PMDG has selected Richard Stefan’s
venerable AIRAC navdata cycle database
system to power the PMDG FMC. This
decision was made based on the wide
acceptance of this navdata system within
the simulation community, and the
dedication and accuracy of Richard Steffan’s
work. The navdata cycle information is
displayed in the NAV DATA line, and the
active dates for the database are displayed
under the ACTIVE title on the right side of
the screen.
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Helpful Hint: If you see the phrase
INSTALLATION REQUIRED under the NAV
DATA title, this means that you do not have
the AIRAC navdata information properly
installed, and your FMC/CDU will not
operate correctly!
To install the navdata information correctly:
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currently modeled however, the information
is provided below in anticipation of the IRS
position update capability being added at a
later date.
The POS INIT page is selected by pressing
LSK at the POS INIT> prompt, or by
selecting <POS INIT from the INIT/REF
INDEX page.
1) Got to www.navdata.at
2) Download and install the 767PIC/PMDG
All-In-One installer
3) Install the navdata into the following
directory:
FlightSimulator/FMCWP/NAVDATA
(replace FlightSimulator with the location of
your FS installation!)
4) Download the SID/STAR database from
our 737 Operators Information Center
5) Place all the SID/STAR files into the
FS/PMDG/SIDSTARS directory.
Now you will have access to the full range of
navdata and sid/star information for the
FMC/CDU!
OP PROGRAM: The operational program
identifier is displayed in line 4L. This
number is the part number of the FMC
operational software program. If this
number is not matched identically by both
FMCs, then the system will remain locked at
the IDENT page. (Call Maintenance! You
cannot fix this from the airplane!)
Toward the bottom of the screen, Line 6
contains two prompts, <INDEX (on the left)
and POS INIT> (on the right.)
The fields displayed on the POS INIT page
are as follows:
LAST POS: This reference position is the
last recorded position of the aircraft at the
time the aircraft was powered down, or at
the time the brakes were last set. If
determined to be applicable, this information
can be down-selected via the scratchpad to
satisfy the position initialization requirements
of line 4R.
Crews are advised to use caution when
down-selecting the LAST POS reference
position, as it may contain accumulated IRS
drift inaccuracy from the previous flight. In
addition, if the aircraft has been towed to a
new gate or moved while the IRS was not
aligned, the reference position will be
inaccurate.
Pressing the 6L LSK adjacent to the
<INDEX prompt will display the INIT REF
INDEX page. Pressing the 6R LSK adjacent
to the POS INIT> prompt will display the
Position Initialization page of the FMC.
REF AIRPORT: Entry of a reference airport
ICAO code (International Civil Aviation
Organization) will cause a reference position
to become available in 2R. This reference
position can be down-selected via the
scratchpad to satisfy the position needs of
4R if desired.
POS INIT Page: The POS INIT page allows
for position initialization of the Inertial
Reference System (IRS). In the current
version of the PMDG FMC, the IRS is not
GATE: The gate position reference is not
currently modeled in the AIRAC database
but is used to provide exact gate position
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reference to the IRS during position
initialization.
by selecting the ROUTE> prompt from the
POS INIT page.
SET IRS POS: The prompt boxes at 4R
indicate that current aircraft position has not
be initialized, or that any of the IRS modules
is in the align mode. (If neither of these
conditions is true, then 4R will be blank.)
The fields displayed on the RTE page are as
follows:
To satisfy the prompt boxes at line 4R, the
reference latitude/longitude position can be
entered directly into the scratch pad, then
line selected to 4R, or by -selection of the
LAST POS or REF AIRPORT reference
position via the scratch pad.
Helpful Hint!: The IRS is not currently
modeled in the PMDG 737. As such, it is
not necessary to pass the current airplane
location to the FMC via the POS/INIT page
of the FMC. Once the PMDG 737 IRS is
installed, this function will become
necessary.
GMT MON/DAY: Line 5L displays the
current time in GMT according to the
airplane’s clock.
RTE Page: The RTE page is used to
program the route to be followed during
flight. On this page information such as
origin, destination, company route name (for
saved flight plans) flight number and
planned departure runway can be added.
ORIGIN: The airport of origin for the flight.
Valid entries include any four letter ICAO
airport code. Type the desired entry into the
scratch pad using the FMC keyboard, then
upselect to the ORIGIN by pressing the 1L
LSK. (Note that the boxes indicate that
origin and destination are required entries!)
DEST: Airport of destination. Valid entries
include any four letter ICAO airport code.
CO ROUTE: To load a previously saved
flight plan into the FMC/CDU, simply type
the name of the saved flight plan into the
scratch pad and upload it to the 2L LSK.
Helpful Hint!: Saving and loading flight
plans is covered in greater detail on page 18
FLT NO: Airline code and flight number.
Valid entries are any alpha numeric
combination not including + or -. The flight
number will automatically be displayed on
the PROGRESS page as well, and may be
changed but not deleted.
REVERSE: (not always displayed) the
REVERSE cue allows you to load a saved
flightplan between to points, and to reverse
the plan in order to effect a return flight, for
example.
ACTIVATE: Once a valid origin/destination
have been added to the RTE page and a
flight plan has been entered, the FMC/CDU
will display the ACTIVATE> prompt at the 6L
LSK.
Note: Once the ACTIVATE prompt is
selected, the FMC will activate the flight plan
to make it usable. This will also trigger the
EXEC key on the FMC/CDU to illuminate,
indicating that the EXEC key should be
pressed in order to confirm the action!
The RTE page is accessed either by
pressing the RTE key on the FMC/CDU or
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Programming the Route of Flight: Once
the ORIGIN, DEST, and FTL NO. have been
entered into the RTE page it will look similar
to this:
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example, assume that the route of flight to
be used is described as follows:
“Depart KIAD and fly direct to WOOLY
intersection, then follow V214 to the
SWANN intersection.”
WOOLY is located approximately 20nm
north of KIAD, and V214 is a route that has
two distinct turns while crossing a half dozen
fixes and VORs before reaching SWANN
intersection.
Since KIAD has already been entered as the
origin airport, it does not need to be entered
again into the route.
Notice that the page indication has changed
from 1/1 to 1/2 this indicates that a second
page is now available and can be accessed
using the NEXT PAGE key on the
FMC/CDU.
Pressing the NEXT PAGE key will display
RTE page 2/2 as follows:
Type the first fix name (WOOLY) into the
scratch pad, and upload the fix to the 1R
LSK.
The FMC/CDU will check the database for
the intersection name that you have entered,
and if it is found to be unique, it will populate
the fix name to the appropriate place on the
screen. (Depending upon which LSK you
pressed….)
In the case of WOOLY, there are more than
one intersections that bear this name.
Geographically they are very far apart, but
the FMC/CDU will always present them to
you for validation before using one in a flight
plan!
As such, you will be presented with a screen
the looks similar to this:
The RTE page 2/2 is where crewmembers
manually enter the route of flight. This is
accomplished by typing fix names
individually into the scratch pad, then
uploading them in order to the right LSKs.
The RTE page 2/2 should be viewed as two
distinct columns based on their titles: VIA
and TO.
The TO column is where individual fixes
along the route of flight are entered. The
VIA column describes how to get there. For
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The FMC/CDU will always sort the fixes so
that the fix closest to your position will be
listed FIRST in the list. This makes
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FMC USER’S MANUAL
selection easy, but crewmembers are still
responsible for verifying fix locations prior to
using them for flight!
To select the desired fix, press the LSK
adjacent to the name of the fix you wish to
use. (In this case 1L LSK.)
The FMC will then populate the fix name to
the RTE page 2/2 as follows:
WOOLY is now displayed under the TO
column on the RTE page 2/2. You will note
that DIRECT is displayed under the VIA
column, as the FMC/CDU assumes that it
should fly DIRECT to any fix entered into the
RTE page.
On longer routings, a flight path may turn in
many places or cross upwards of 40
navigation fixes before reaching desired fix,
so the FMC/CDU allows crewmembers to
define the “route to follow” in the VIA column
of the RTE page 2/2 in order to prevent the
typing of every fix name along a route of
flight.
In our example, we wish to follow V214
between WOOLY and SWANN. This, we
upload SWANN as the fix following WOOLY,
but then take the additional step of adding
V214 to the VIA column describing how we
should reach SWANN.
Examining the RTE page 2/2, now shows
that our programmed flight is: DIRECT
WOOLY then V214 to SWANN.
When the entire route of flight is entered, the
RTE 2/2 page will look something like this:
The next fix described in the flight plan is
SWANN. When SWANN is entered into the
RTE page, the FMC/CDU also assumes that
DIRECT is the desired method to reach
SWANN after passing WOOLY.
This would not be a correct according to our
clearance as the cleared route of flight was
to follow V214 from WOOLY to SWANN.
(The BAL VOR is located between WOOLY
and SWANN, but is not on a direct path
between the two, so the route of flight turns
slightly at BAL.)
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Note: KIAD-KJFK is a very short route of
flight. On longer routes it is possible to have
5 or 6 pages of navigation information
added. Simply use the NEXT PAGE key to
reach those pages of information.
Saving a Flight Plan: Once the desired
route of flight has been entered it is always a
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good idea to save the route of flight for
future use.
To save a flight plan, return to the RTE page
1 and notice that the <SAVE prompt is now
active at the 5L LSK. (You may need to
activate your flight plan first!)
Select the NAV DATA> prompt by pressing
the 1R LSK. This will take you to the NAV
DATA screen as follows:
By pressing the <SAVE prompt, your flight
plan will be saved in a directory as a text file.
The file is saved in the following location:
C:\flightsim\PMDG\FLIGHTPLANS
(C:\flightsim is replaced by the root directory
of your MSFS installation!)
Your flight plan save will be confirmed by the
following message in the scratchpad of the
FMC/CDU:
The REF NAV DATA page is used to review
information about individual navigation
wapoints, navaids and airports from within
the navigation database.
Additionally you can review the names of
saved flight plans from this location by
pressing the FLT PLANS> prompt at the 3R
LSK.
Loading a saved flight plan: Loading
saved flight plans is simple to do and very
closely mirrors the initialization process used
by flight crews around the world to initialize
the FMC/CDU prior to flight.
This will present you with a list of flightplans
that are currently saved in your
PMDG/FLIGHTPLANS directory as follows:
To load a flight plan, press the MENU key to
bring up the FMC/CDU main menu as
follows:
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Saved flight plans cannot be loaded from
this page, as the page is for display
purposes only.
places required entry boxes in all locations
where information is needed.
From this page, you can downselect to the
scratchpad the name of the flight plan that
you wish to load and activate within the
FMC/CDU.
To load and activate the flight plan, you
simply return to the RTE page, and upselect
the flight plan name to the Company Route
prompt as follows:
Note: The title line on this page displays
PERF INIT until the initialization is
completed, at which point the title changes
to ACT PERF INIT to indicate that it is
ACTIVE.
The fields displayed on the PERF INIT page
are as follows:
GW/CRZ CG: Aircraft Gross Weight in
thousands of pounds must be entered at the
1L LSK, followed by the cruise flight CG
percent of MAC (Mean Aerodynamic Chord)
setting.
This will load the saved flight plan, and
trigger the ACTIVATE> prompt so that
crewmembers can confirm the route and
EXEC it into active memory.
Note that when the route has been
successfully loaded, activated and executed,
the RTE page title changes to ACT RTE as
displayed above. ACT RTE indicates that
the route is ACTIVE.
PERF INIT Page: The performance
initialization page allows entry of critical
aircraft performance factors needed by the
FMS in order to accurately predict aircraft
performance. It is easy to determine which
items remain to be entered as the FMC
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Aircraft Gross Weight must always equal the
aircraft Zero Fuel Weight plus the weight of
boarded fuel.
Normally, the gross weight figure that needs
to be entered into the GW/CRZ CG line is
reported to the crew by the airline load
planner who has calculated aircraft mass
based on the items loaded and
passengers/fuel boarded.
To simulate this process, PMDG has
allowed for manual crew entry based on
crew flight planning, or crewmembers may
alternately press the 1L LSK to automatically
populate the current aircraft gross weight to
the display.
When the Gross Weight has been
confirmed, it is displayed in large font.
FUEL: The FUEL indicator displays the
current weight of fuel boarded in thousands
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of pounds. Total Fuel Quantity is sensed by
the Fuel Quantity Indication System (FQIS)
and reported to the FMS.
If the FQIS is deactivated or inoperative,
prompt boxes will alert the crew to enter fuel
quantity manually in line 2L.
ZFW: The aircraft zero fuel weight is
displayed in line 3L. Weight is displayed in
the thousands of pounds, with an optional
decimal point. Prompt boxes alert the crew
that the ZFW must be entered manually,
however confirmation of GR WT and FUEL
fields will automatically update the ZFW
field. Again, optionally pressing the 3L LSK
will automatically populate this information to
the FMC/CDU.
RESERVES: The reserve fuel weight is
displayed at line 4L. Prompt boxes alert the
crew that a reserve fuel weight in thousands
of pounds must be entered. Even if no
reserve fuel is to be carried the crew must
enter a figure. (0 or greater)
Helpful Hint: The value entered for fuel
reserves is used by the FMS to determine
when there is no longer sufficient fuel
remaining to reach the programmed
destination with the desired amount of
reserve fuel remaining. Lowering this figure
will cause the warning to cease, or lowering
current fuel burn rates will also cease the
warning.
Occasionally it is possible to trigger the low
fuel warning during initial climb out when a
combination of factors such as current fuel
burn, length of flight, fuel on board and
reserve fuel desired create only a small
margin of “extra” fuel on the airplane for
current conditions. Once the aircraft is
stable at cruise flight and current fuel burn is
reduced to cruise levels, the warning will
normally cease.
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Cost Index: The cost index number is a
scale value from 0 to 1000 that helps to
determine a level of economy for aircraft
performance calculation.
Cost index is calculated as the aircraft
operating cost divided by fuel cost. [($/hour
aircraft operating cost) / (Fuel Cost in
Cents/Pound)] A cost index of 00 will result
in the maximum fuel cost. Some costs
associated with aircraft are directly related to
flight hours, so the cost of operation of the
aircraft reaches it’s Min Cost Curve point at
a different figure, generally about 350 cost
index points greater.
The higher the cost index, the fast the
airplane will be flow with a commensurately
increased cost for fuel and reduced cost for
aircraft operating. A low cost index with
slow climb rates, maximum range cruise and
slow descent speeds predicted by the FMC
will minimize fuel burn. A high cost index
will result in higher climb rates, cruise and
descent speeds. The cost index is designed
to provide a relative index of the cost of
aircraft operation vs. time en-route.
The cost index model used in the PMDG
737 is based upon the CI model used in
each of the four airframes simulated.
TRIP/CRZ ALT: Planned cruise altitude for
the flight can be entered in the CRZ ALT
section. (Note: Do not exceed the TRIP
altitude described here, or you will be
planning a cruise altitude that is not
economically acceptable for current aircraft
conditions and configuration.)
TANS ALT: This entry allows for manual
adjustment of the transition altitude for the
area of flight.
The completed PERF INIT page follows:
Continued INSUFFICIENT FUEL warnings
should not be ignored, however as they may
be an indication of an impending problem
such as excessive headwinds, higher than
normal fuel consumption or an undetected
fuel leak.
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Selecting a lower thrust rating will reduce
acceleration forces, deck angle during the
climb, and result on lower rates of wear and
tear on the engines over time.
When the N1 LIMIT page is brought up
during preflight planning, an <ACT> cue is
placed in he left-center column of the display
in a position to indicate that full takeoff thrust
is selected. Pressing either the 2L LSK or
3L LSK will move the <ACT> prompt down
to the associated line.
Upon completion of the PERF INIT page,
the N1 LIMIT> prompt will be displayed at
the 6R LSK.
N1 Limit Page: The N1 Limit page is used
to select the thrust performance desired
during takeoff and climb.
When the takeoff phase of flight is active,
the climb thrust cue will show <SEL> to
indicate that the thrust mode is not active,
but is selected to become active at the thrust
rating associated on the right side of the
display.
For example, in the image shown above, a
TO-1 derate to 22,000lbs of thrust has been
selected, with a CLB-2 derated thrust
performance
The expected engine N1 percentages for the
selected takeoff and climb (given current
conditions) are displayed in the upper right
corner of the N1 LIMIT page.
After takeoff and climb thrust rates have
been selected, the TAKEOFF> prompt at
the 6R LSK will complete the preflight
process.
Available takeoff power derates are listed on
the left side of the display while the climb
power derates are available on the right side
of the display.
TAKEOFF REF Page: The Takeoff page is
where final aircraft takeoff configuration is
programmed into the FMC/CDU.
Thrust derates are normally used when the
aircraft is lighter than maximum gross weight
and serve to normalize acceleration forces,
takeoff roll and climb rates provided that
runway length and climb clearance are not a
factor.
For example, if very few passengers are
boarded a full thrust takeoff will result in
excessive acceleration during takeoff roll
and high deck angles due to the overabundance of thrust based on the light
weight of the airplane.
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The following information is displayed by the
TAKEOFF REF page:
thrust, aircraft weight and desired flap
settings.
FLAPS: The flap setting for takeoff should
be entered into the scratch pad and
upselected to the 1L LSK.
If any of these variables are changed after
the V-Speeds are selected into the FMC,
you will receive a V-SPEEDS DELETED
message in the FMC/CDU scratch pad and
the speed bugs will be removed from the
primary flight display.
Thrust Setting: (note: Displayed as 24KN1,
22KN1, 20KN1, etc depending upon thrust
setting selected for takeoff.) The expected
N1 RPM percentage for takeoff and climb id
displayed at the 2L LSK. These entries
cannot be modified except by changing the
thrust setting selected on the N1 LIMIT
page.
CG: As described earlier, CG and Trim
settings described within the FMC are not
yet functional within the PMDG FMC.
Future updates are planned to bring these
capabilities online in a realistic fashion.
V1/Vr/V2: The Next Generation 737 does
not automatically populate the FMC with VSpeeds based on crew input to the
FMC/CDU. V-Speeds are normally entered
manually into the TAKEOFF REF page to
control the speed bugs on the Primary Flight
Display.
To simplify the process of looking up takeoff
performance data, PMDG has automated
the process for crewmembers. Simply click
on the 1R, 2R and 3R LSKs to automatically
populate the correct V1, Vr and V2 speeds
to the FMC.
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This is to prevent the crew from using the
incorrect speeds after a change has been
made that will affect takeoff performance.
When V-Speeds are correctly selected, the
aural warning system on the airplane will
automatically call out V1 and V2 speeds.
The Pilot Not-Flying should call out the V1
speed at the appropriate time.
The TAKEOFF REF page is normally that
last page that is used for preflight and
departure. If, when loading this page, the
PREFLIGHT COMPLETE descriptor is not
seen across the center of the screen, then
important data for the FMC/CDU preflight
process must still be entered.
Return to the INIT REF page and review all
entries to ensure that the missing data is
found, entered and a PREFLIGHT
COMPLETE message is received on the
TAKEOFF REF PAGE.
Helpful Hint!: The Next Generation 737 is a
small yet powerful airliner. It is not
uncommon to find V1 and Vr speeds that
are identical when operating the airplane at
low takeoff weights!
The selected speeds for takeoff are affected
by many things, including the runway
selected, climb clearances, selected takeoff
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ARRIVAL / DEPARTURE PROCEDURES
Overview: Many large airports throughout
the world have standardized arrival and
departure procedures in order to maximize
aircraft flow into and out of the airport
terminal control area.
These procedures are know as Standard
Instrument Departures (SID) and Standard
Terminal Arrivals (STAR).
The PMDG FMC is designed to maximize
the realism of user experience by including
access to many of the SID/STAR
procedures used throughout the world.
Note: We have included a sample of
procedures that covers approximately 1300
airports worldwide with runways greater than
5000 feet in length. This procedure
database realistically represents
approximately 1/3 of all the SID/STAR
airports worldwide, and in some cases may
not contain all the procedures for any given
airport. Additionally because the procedures
change continually you may find them to be
out of date with currently published
procedures.
We have developed a comprehensive and
easy to use programming lexicon to that will
allow even novice users to program their
own SID/STAR procedures. (see later in
this guide!)
PMDG regularly updates the SID/STAR
database for the PMDG FMC, and the most
current versions of this database will always
be available at the PMDG 737 Operators
Information Center at
www.precisionmanuals.com
Using SID/STARS: Loading a SID/STAR
procedures can at first appear complicated
to users who do not understand how
SID/STAR procedures and TRANSITIONS
are used to manage aircraft traffic flow.
The design theory behind SID/STAR
procedures is really quite simple: Guide
aircraft into and out of the airport terminal
space using predicted flight paths in order to
Revision – 1.4 2APR04
keep arrival and departure traffic from
conflicting in controlled airspace.
To do this, SIDs are traditionally linked to
specific navigation fixes across which
departing aircraft fly. For example, a major
international airport may have as many as a
few dozen pre-defined fixes to across which
all departing traffic must cross.
Arriving traffic into an airport will be treated
similarly, with aircraft being routed along
specific routes to bring them into position
from where they can be inserted into the
final approach corridor for specific runways.
By publishing these procedures, air traffic
control is able to quickly and efficiently
assign aircraft to known routes with very
little radio work or interaction with the flight
crew.
In order to understand how the FMC/CDU
manages information related to SID/STARs,
it is helpful to imagine the flight linearly.
The first navigation fix that the airplane will
use is a runway. Thus, the FMC/CDU will
need to know which runway it the aircraft will
depart from.
The FMC/CDU will also want to know the
ROUTE OF FLIGHT that is being used to
reach the destination. (Route entry is
covered earlier in this chapter)
At the end of the flight, the FMC/CDU will
want to know what runway the airplane will
land on.
A SID and (sometimes) a TRANSITION is
used to show the FMC/CDU how the
airplane will get from the departure runway
to the ROUTE OF FLIGHT. At the other end
of the flight, a TRANSITION (sometimes)
and a STAR is used to show the FMC how it
will get from the end of the ROUTE OF
FLIGHT to the landing runway.
It is important to recognize that not all
SID/STARs serve every runway at any
specific airport. In fact it is common to find a
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specific SID or STAR that only serves a
portion of the runways at any given airport
and thus it is not unusual to find that
selecting certain runways will eliminate
some SID/STAR procedures from
availability.
Note: The assignment of a SID/STAR and
TRANSITION procedure is normally always
handled by ATC, as the procedures are
designed to assist ATC traffic flow
processes. Crews almost never select and
load a SID/STAR without it having been
assigned by ATC, but for the purpose of
MSFS the use of these procedures is
entirely at crew discretion.
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from your departure airport. This will load
the STAR as requested and allow it to be
followed to your departure airport.
DEPARTURES Page: SID selection is
made by pressing the <DEP prompt on the
DEP/ARR INDEX page. Pressing the <DEP
prompt key will display a DEPARTURES
page for the selected airport. The
DEPARTURES page allows the crew to
select the SID and associated runway to be
used. A sample DEPARTURES page is
shown below:
DEP/ARR INDEX Page: The DEP/ARR
INDEX page allows for selection of the
published arrival and departure procedures
at the origin and destination airports.
The DEP/ARR INDEX page is accessed by
pressing the DEP/ARR key on the
FMC/CDU keypad.
SIDS: The SIDS are listed on the left side of
the display at 1L through 5L. A SID can be
selected by pressing the associated LSK.
Once a SID is selected, a <SEL> indicator
will appear next to the associated SID to
indicate that it has been selected by the
crew.
The 1L, 3L and 6L keys allow for selection of
SID procedures stored in the FMC SID
database. Keys 1R through 4R and 6R
allow for selection of STAR procedures
stored in the FMC STAR database. The
center of the display shows the crew entered
or COMPANY ROUTE entered arrival and
departure ICAO airport codes.
Helpful Note!: The PMDG FMC now allows
the selection of arrival procedure STARs at
your departure airport. If a return to field is
necessary, simply pull up the DEP/ARR
INDEX and select the STAR as you normally
would, except that you should select the star
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When a SID is selected the FMC/CDU will
change the list of available runways on the
right side of the screen to reflect only those
runways that are compatible with the
selected SID.
To deselect a SID, simply press the LSK a
second time.
Runways: The available departure runways
for the selected airport are listed at 1R
through 5R. Pressing the associated LSK
will illuminate a <SEL> indicator on the
selected runway to indicate that it has been
selected by the crew.
Selection of a departure runway before
selection of a SID cause the FMC to display
only those SID that are compatible with the
selected runway.
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FMC USER’S MANUAL
To deselect a runway, simply press the LSK
a second time.
If the DEPARTURES page displayed is for
the active route or for the airport of origin,
selecting a SID or runway will automatically
insert the appropriate fixes into the flight
plan and update the runway selection on the
RTE page. To alert the crew that these
changes have been made, and to allow for
verification, the EXEC key will illuminate.
Pressing the EXEC key will confirm the
selections, but a route discontinuity will be
inserted into the route to ensure that the
route is verified by the crew prior to being
flown.
ARRIVALS Page: STAR selection is made
by pressing the appropriate <ARR prompt
on the DEP/ARR INDEX page. Pressing the
<ARR prompt key will display an ARRIVALS
page for the selected airport. The
ARRIVALS page allows the crew to select
the STAR and associated runway to be
used. A sample ARRIVALS page is shown
below.
approaches/runways that are compatible
with the selected STAR.
To deselect a STAR, simply press the LSK a
second time.
Approaches: The available approaches for
the selected airport and STAR are listed at
1R through 5R. Pressing the associated
LSK will illuminate a <SEL> indicator on the
selected approach to indicate that it has
been selected by the crew.
When an approach/runway is selected the
FMC/CDU will change the list of available
STARs on the left side of the screen to
reflect only those STARs that are compatible
with the selected approach/runway.
To deselect a STAR, simply press the LSK a
second time.
If the ARRIVALS page displayed is for the
active route or for the airport of destination,
selecting a STAR or an approach will
automatically insert the appropriate fixes into
the flight plan. To alert the crew that these
changes have been made, and to allow for
verification, the EXEC key will illuminate.
Pressing the EXEC key will confirm the
selections.
Selection of an ARRIVALS procedure does
not need to be accomplished during the preflight process, but is included here for
balance and clarity. Arrival procedures are
normally selected during the initial approach
planning phase of the flight.
Standard Terminal Arrival Route: The
STARs are listed on the left side of the
display at 1L through 5L. A STAR can be
selected by pressing the associated LSK.
Once a STAR is selected, a <SEL> indicator
will appear next to the associated STAR to
indicate that it has been selected by the
crew.
When a STAR is selected the FMC/CDU will
change the list of available
approaches/runways on the right side of the
screen to reflect only those
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TRANSITIONS: In some airport
environments it is necessary to use a
TRANSITION route to move airplanes
between the end if a SID and the route of
flight, or the end of the route of flight and the
beginning of a STAR.
In cases where transitions are defined, the
DEP INDEX and ARR INDEX pages will
also list the available transitions.
Transitions, like the
SID/STARS/RUNWAY/APPROACHES, will
cause the FMC to display only those SIDs,
STARS or runways with which they are
compatible at the time they are selected.
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REVIEWING THE ROUTE OF FLIGHT
Overview: After a route is loaded and a
departure runway, SID and (if desired)
STAR and landing runway are selected, it is
always convenient to review the flight plan in
detail to ensure that it is accurate.
The Next Generation 737 includes two
primary tools to review a flight plan in detail:
•
•
FMC/CDU LEGS pages
Navigation Display
Used in conjunction with one another, the
737 provides a powerful suite of tools to
ensure that route entry into the FMC is
accurate and matches the clearance
received by the crew prior to departure.
RTE LEGS Page: The RTE LEGS page is
accessed by pressing the LEGS key on the
FMC/CDU.
The RTE LEGS page is similar to the RTE
pages in that it displays the route of flight as
entered into the FMC/CDU.
The RTE LEGS pages vary, however in that
they do not display airway (jet route or victor
airway) information, and instead will display
for the crew every single fix along a route of
flight, no matter how long or how many fixes
may exist along an airway.
The RTE LEGS pages also provides
valuable navigation information such as
distance to fix, distance between fixes as
well as planned altitude and speed
information.
Information displayed on the RTE LEGS
page includes:
FIX NAME: The name of each fix along the
route of flight is displayed in the left-most
column of the RTE LEGS page. Entries that
will be seen in this column include any VOR,
NDB, Navaid, waypoint or other geographic
fix which is defined within the navdata
database.
Additionally, conditional waypoints such as
altitudes or locations will be displayed here
contained in parenthetic.
Above each fix name, the Desired Track that
connects each fix to the next is described in
small text.
For example, after crossing WOOLY, the
desired track to BAL is 130 degrees. This is
the ground track that the airplane should fly
when transiting between these two fixes.
Leg Distance Information: The center of the
RTE LEGS display provides leg distance
information for each leg of the flight plan.
Once again, the distance displayed at 1L is
the distance from the current aircraft position
to the first navigation fix in the flight plan. All
other distance indications represent the
distance between the previous and next legs
of the flight plan.
Speed/Altitude Predictions or Constraints:
When the FMC flight plan is fully initialized,
the FMC will calculate a set of predicted
altitude and speed values for each leg of the
flight plan. These predictions appear in
small font in lines 1R through 5R. The FMS
will provide these predicted altitude and
speed values for each navigation fix unless
the crew manually enters constraint values
into the flight plan.
Constraint (or desired) values may need to
be entered by the crew in order to adhere to
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FMC USER’S MANUAL
published approach procedures or ATC
clearances. Constraint values are entered
by typing them manually into the scratchpad,
then up-selecting them to the desired flight
plan leg.
Speed Constraints: Speed constraints can
be used by the crew to comply with ATC
assigned speed constraints directly
associated with a particular navigation fix.
E.g. “Cross HFD at 250 knots.”
Altitude Constraints: The use of altitude
constraints allows the crew to enter either
ATC assigned waypoint/altitude constraints,
or to program waypoint/constraints assigned
by published approach procedures. Altitude
constraints are entered by direct entry into
the scratchpad, the up-selecting them to the
desired line of the flight plan.
Speed constraints must always be entered
in association with an altitude constraint,
and are entered numeric format from 100 to
400 knots Calibrated Air Speed, followed by
the ‘/’ indicator which separates the speed
constraint from the altitude constraint. (e.g.
‘XXX/FL180A’)
The available altitude constraints are as
follows:
•
•
•
ABOVE and BELOW modifiers are not
possible for airspeed constraints.
According to the sample page shown, the
flight plan calls for crossing WOOLY at 250
knots at 9000 feet, then accelerating to 275
knots while crossing BAL at 15000 feet.
AT constraints.
AT OR ABOVE constraints.
AT OR BELOW constraints.
AT constraints are used to indicate that the
airplane must be at a specific altitude when
crossing the associated fix. Entry of AT
constraints can be in feet or flight level. (e.g.
18000 or FL180) AT constraints are simply
entered into the scratchpad and up-selected
to the desired navigation fix LSK.
Speed information entered into the RTE
LEGS page will affect VNAV operation, and
altitude information will serve to feed the
FMC with vertical planning information even
though it is still the crew’s responsibility to
manage the altitude assignment and altitude
change assignments from ATC.
AT OR ABOVE constraints are used to
indicate that the airplane should cross the
associated fix at a specific altitude, but may
also cross at a higher altitude if the FMS
calculates that it is more efficient to do so
given the current flight disposition. The AT
OR ABOVE altitude constraint can be
entered in feet or flight level. (e.g. 18000 or
FL180) AT OR ABOVE constraints are
entered into the scratchpad in the format
XXXXXA or FLXXXA and up-selected to the
desired navigation fix LSK.
Helpful Hint! When updating the speed
and/or altitude constraints, the following
formats are usable:
AT OR BELOW constraints are used to
indicate that the airplane should cross the
associated fix at a specific altitude, but my
also cross at a lower altitude if the FMS
calculates that it is more efficient to do so
given the current flight disposition. The AT
OR BELOW altitude constraint can be
entered in feet or flight level. (e.g. 18000 or
FL180) AT OR BELOW constraints are
entered into the scratchpad in the format
XXXXXB or FLXXXB and up-selected to the
desired navigation fix LSK.
Revision – 1.4 2APR04
/FL180 (updates altitude only)
/18000 (updates altitude only)
310/FL180 (updates speed and altitude)
310/18000 (updates speed and altitude)
310/ (updates speed only)
The RTE LEGS page and the ND:
Coupled with the navigation display, the
RTE LEGS page becomes a powerful tool
that can be used to review the entire route of
flight that has been entered into the
FMC/CDU.
When the Navigation Display is placed PLN
mode, (rotate the selector to PLN on the
EFIS MCP) a <CTR> cue will appear in the
center column of the RTE LEGS page. The
<CTR> cue identifies the fix that is currently
used to “center” the navigation display’s
Flight Plan Display.
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The <CTR> indicator can be cycled through
all points of the flight plan in order to display
portions which may not be visible using the
standard range display settings of the ND.
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The navigation display ND PLAN MODE
display is always oriented in a north-is-up
mode, and can be modified using the EFIS
MCP keys to display VOR stations, airports
and nav fixes.
To cycle the <CTR> cue forward, simply
press the STEP> prompt that is displayed at
the 6R LSK.
With each successive press of the STEP>
prompt, the Navigation Display will move
further along the flight plan with the center of
the display being focused on the fix that is
currently identified by the <CTR> cue in the
RTE LEGS page.
The fix that is currently the <CTR> cue in
the FMC/CDU will be highlighted in white on
the navigation display, and will be located at
the center of the ND PLAN MODE display.
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FMC USER’S MANUAL
FIXES AND CUSTOM WAYPOINTS IN THE FMC
Overview: The FMC/CDU is a highly
sophisticated navigation tool that can be
used to navigate the airplane to almost any
point in three-dimensional space. The
database contains tens of thousands of predefined navigation fixes that describe the
location of airports, approach fixes or
reference points in the database.
As a tool, the FMC would be slightly limited
if it were not possible for crewmembers to
define their own navigation waypoints from
within the database when needed.
The FMC is capable of navigating the
aircraft to any point in space that can be
defined using geographic reference, or
reference to a fix already included in the
FMS database.
This provides endless opportunity for crews
to define points in space that can be used
for navigation.
For example, when given ATC instructions
to “cross 15 miles west of XYZ at and
maintain seven-thousand” a fix can be
described in the FMC/CDU in order to
facilitate compliance with the instructions.
Additionally, the crew can define waypoints
simply for their convenience, or for improved
accuracy of navigation along extended
routes.
Navigation fixes can be entered into the
RTE LEGS page in a number of formats. In
most cases, crew embers will navigate using
existing navigation fixes such as published
waypoints and VORs. These types of
navigation fixes can be entered directly into
the RTE LEGS page by name, and will be
called from the stored FMC navigation
database.
FMC Custom Waypoints: In some cases,
however, it becomes necessary for
crewmembers to provide unique navigation
fixes or waypoints to the FMC in order to
satisfy the changing ATC requirements, or in
order to clearly define an unusual published
approach for the FMS. In such cases, it is
possible for the crew to define navigation
waypoints in the FMC using position and
altitude data relative to existing waypoint
entries.
Currently, the PMDG FMC is capable of
accepting custom waypoint entry in the
following formats:
•
•
•
•
Place Bearing Distance waypoints
(PBDs)
Bearing / Bearing waypoints (BBs)
Along Track waypoints (ATWs)
Latitude Longitude Waypoints
(LLWs)
The process for entering these three types
of waypoints is described below.
FMC Database Waypoints: Waypoints are
entered into the left side of the RTE LEGS
page individually via the scratchpad.
Navigation identifiers/Fixes can be represent
the following:
Place Bearing/Distance Waypoints: PBD
waypoints can be entered into the left fields
of the LEGS page by entering the fix
description into the scratchpad and upselecting to the desired line.
•
•
•
•
•
•
•
•
•
PBD waypoints describe a geographic point
that is at a specific bearing and a specific
distance from a navigation fix that is already
defined in the FMC navigation database.
Airport
Waypoint
NDB
VOR
VOR/DME
VORTAC
DME/TACAN
Runway
Final approach fixes
Revision – 1.4 2APR04
For example, a PBD waypoint can be
described as being on a bearing of 180
degrees and 50 miles from the XYZ VOR.
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PBD waypoints can be defined from any
point in the navigation database.
The proper format for entering a PBD
waypoint into the scratchpad is as follows:
PPPPPBBB/DDD
Where PPPPP is the existing navigation
waypoint (1 to 5 alphanumeric characters),
BBB.B is the bearing and DDD.D is the
distance. The decimal place is considered
to be optional for both bearing and distance.
8 - 31
Latitude/Longitude Waypoints:
Latitude/Longitude waypoints are pilot
entered waypoints defined by a specific
geographic reference in a latitude/longitude
format.
The proper format for entering a
Latitude/Longitude waypoint into the
scratchpad is as follows:
NXXXXX/EXXXXXX
SXXXXX/WXXXXXX
For example, entry for a latitude/longitude
waypoint at the geographic location N33º
30.9’ W115º 56.6’ would be entered as
follows:
PBD bearing entries from 0 to 360 degrees
and distance entries from 0 to 999 miles are
valid
Once entered, a PBD is displayed in the
route as PPPSS, where PPP represents the
first three characters of the navigation fix
and SS represents an FMC assigned code
number.
In the example above, the fix will be
displayed as HNK01, and the FMC/CDU will
insert a route disconnect that needs to be
resolved and EXECUTED by the crew.
The entry is then up-selected to the desired
line in the RTE LEGS display, where it will
be condensed for display in the route, as
shown below. The expanded entry can be
redisplayed on the scratchpad by pressing
the associated LSK.
Place Bearing/Place Bearing Waypoints:
PB/PB waypoints are fixes defined by the
intersection of courses from two waypoints.
For this reason, PB/PB waypoints are also
described as Course Intersection
Waypoints. The PB/PB waypoint garners
it’s name from the fact that the waypoint is
being defined at a point which is one bearing
from one place and one bearing from
another.
For example, the geographic location where
a course of 010 from one navaid intersects a
course of 270 from a second navaid is a
PB/PB waypoint.
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PB/PB waypoints are useful when a
navigation fix is defined by the intersection
of two courses, or when called upon to
navigate a specific radial from one navaid
until intercepting a specific radial of a
second navaid.
The proper format for entering a PB/PB
waypoint into the scratchpad is as follows:
Along Track Waypoints are the simplest of
the custom waypoints, because they are
entered exactly as issued by ATC.
For example, if ATC were to issue the
following climb restriction, “best rate of climb
until ten miles beyond HNK” the crew simply
enters the restriction into the FMC as an
along track fix by using the following format:
FFF/#DD
XXXXXBBB/YYYYYBBB
XXXXX and YYYYY represent the existing
navigation fixes which are being used to
describe the PB/PB waypoint. BBB.B
represents the bearing from each existing
fix. The decimal point is optional in the
bearing entries.
(Note: The # above should be replaced with
either a + or a – sign. + signifies beyond the
waypoint while a – signifies before the
waypoint.)
Once entered into the scratchpad, the
PB/PB waypoint can be up-selected into the
route by pressing desired LSK. The PB/PB
waypoint is described in the route by the
format XXXSS, where XXX represents the
first three letters of the first waypoint’s
name, and SS is an FMC assigned
sequence number.
In the example above, HFD01
PB/PB waypoints can be defined from any
fix within the navaid database.
Along Track Waypoints: Along track
waypoints are commonly used to mark a
descent or climb restriction that is issued by
ATC in reference to a navigation fix that
exists along the route of flight.
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FMC FLIGHT PLAN MODIFICATION
Overview: During the course of a flight it
often becomes necessary to adjust a flight
plan in the FMC in order to keep it
consistent with ATC clearances, shortened
routings or route deviations. Using the
appropriate FMC function entry to modify a
flight plan greatly reduces crew workload
when route of flight changes are necessary.
Direct-To: Direct-To flight plan entries
instruct the FMC to fly a course direct to a
particular fix. The fix may be part of the
active flight plan, active modified flight path,
or it may be off the intended path of flight.
Direct-To routings are often used when ATC
issues a shortcut for the route of flight as
shown below:
The simplest way to perform a DIRECT-TO
change is to downselect or type the desired
fix into the scratchpad:
Then simply upselect the desired fix to the
1L LSK. This will cause the modified route
to be displayed on the Navigation Display as
a dashed white line, and will illuminate the
EXEC key on the FMC/CDU to indicate that
the route of flight change must be
EXECUTED in order to take effect.
Direct-To routings are most easily
accomplished by pressing the LEGS key on
the FMC/CDU, and using the ACT RTE
LEGS pages.
During the modification there are some
important changes to notice on the LEGS
page of the FMC.
First, when the desired fix is uploaded to the
1L position, the FMC recognizes that a
modification has been made to the route.
As such, the TITLE LINE of the page
changes to MOD RTE LEGS to indicate that
the route has been modified, but is not yet
active because it has not been EXECUTED.
Additionally, the FMC will offer an ABEAM
PTS> prompt at the 5R LSK and an
INTERCEPT CRS at the 6R LSK.
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To intercept a specific inbound course to a
fix, (“Intercept the course 080 TO BOS,” for
example.) the crewmember simply needs to
enter the desired course TO the fix at the 6R
LSK.
This will cause the FMS to calculate and fly
an heading to intercept the inbound radial
specified in the INTC CRS prompt.
Pressing the EXEC key will confirm the
change, or pressing <ERASE will cancel the
Direct-To selection. Once the <EXEC key
has been pressed, the FMS will be updated
to fly Direct-To the desired fix.
the fix to the 1L LSK. This in effect tells the
FMC/CDU that you are planning to cross
that fix as the next point along your flight
path.
If you were to press the EXEC key at this
time, the FMS will provide you with a routing
directly from your present position to the fix
displayed at 1L. (This would be a Direct-To
entry!)
The clearance provided requires that a
specific radial be tracked toward the fix,
however so an additional step is required.
Intercept Course: An intercept course is
similar to the Direct-To operation. An
intercept course instructs the FMC to
intercept a particular course that should be
followed TO a specified fix. (It is always
helpful to keep in mind that for purposes of
the FMC, it must always intercept a course
TO a fix.)
Intercept Course entries are useful for
complying with SID and STAR transitions, or
for complying with an ATC instruction such
as, “fly heading 090 until intercepting the
230 degree radial of BTY Fly that radial to
BTY then the remainder of route as filed.”
Any time ATC or published route procedures
call for the crew to intercept a specific
course or heading to/from a navigation fix,
the Intercept Course entry can solve the
navigation problem via the FMC.
6R will show the current course to the
desired waypoint. If a different intercept
course is desired, it should be entered into
the scratchpad, then up-selected to 6R by
pressing the 6R key. This will instruct the
FMS to intercept the desired course to the
fix. The FMS will compute a great circle
course between the current airplane location
and the closest point of intercept to the
desired course, and display that course on
the ND as a dashed white line.
Pressing the EXEC key will confirm the
change, or pressing <ERASE will cancel the
Intercept Course selection. Once the
<EXEC key has been pressed, the FMS and
flight plan will be updated.
If the crew wishes to fly a particular heading
until intercept, this can be accomplished by
selecting that heading in the MCP heading
selector window.
An Intercept Course entry is performed on
the LEGS page. Enter the navigation fix that
is desired into the scratch pad, the upselect
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If LNAV is armed, LNAV will engage and
begin tracking the inbound course when the
aircraft approaches the intercept course
entered into 6R.
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Inserting A Navigation Fix: During flight it
may become necessary to insert a new
navigation fix into the flight plan in order to
comply with ATC procedures or instructions.
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associated LSK. This fix identifier can then
be up-selected to the line containing the
disconnect prompt boxes. The FMC will
then re-sort the flight plan to allow the
updated routing.
This task is also accomplished using the
LEGS page in the FMC/CDU.
Enter the name of the fix directly into the
scratchpad.
The fix identifier is then up selected into the
ACT RTE LEGS page at the position that is
desired along the route of flight.
When up-selecting a navigation fix to an
existing flight plan, the FMC will add the new
fix to the line selected, and move all
following navigation fixes down in the
sequence. When inserting fixes into a flight
plan, the FMC will display a set of prompt
boxes in the line immediately following the
new fix, along with the message ROUTE
DISCONTINUITY. This alerts the crew that
they must confirm for the FMC which
navigation fix will follow the newly added fix.
Pressing the EXEC key will confirm the
change, or pressing <ERASE will cancel the
Intercept Course selection. Once the
<EXEC key has been pressed, the FMS and
flight plan will be updated.
Deleting a Navigation Fix: Navigation
fixes can be deleted from the active flight
plan using similar methods.
From the RTE LEGS page, use the NEXT
PAGE/PREV PAGE keys until the desired fix
is displayed on the page, then press the
DEL key on the FMC/MCDU keypad.
The DELETE prompt will appear in the
scratchpad, indicating that the next LSK
pressed will cause deletion of that
associated flight plan navigation fix.
The desired fix can then be deleted by
pressing the associated LSK. This will
cause the FMC produce a modification to
the active route that eliminates that fix from
the flight plan.
When deleting fixes from a flight plan, the
FMC will display a ROUTE
DISCONTINUITY that needs to be
connected using the same technique
described above.
To confirm the continuation of the route, the
waypoint identifier for the next fix in the
desired route sequence should be downselected to the scratchpad by pressing the
PMDG 737NG - AOM
Route Offset: Occasionally it may be
necessary to fly the aircraft at an offset from
the centerline of the planned flight route.
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Storm cells along the route of flight might
make it beneficial to fly left or right of the
actual route centerline in order to avoid
building cells.
Once this information is provided, the
FMC/CDU will prompt the crew for the
START WAYPOINT and END WAYPOINT
for the offset:
The FMC provides a very effective method
for managing the offset route automatically
in order to comply with a requested ATC
clearance.
For example, if a route offset 3.0 miles north
of the planned flight path would keep the
aircraft clear of storm cell activity, an offset
can be programmed directly into the FMC
using the OFFSET command found in the
INIT/REF INDEX of the FMC/CDU.
In this example case, the airplane will begin
to fly 3.0 miles LEFT of the planned route of
flight starting at WOOLY intersection. The
aircraft will return to the normally planned
centerline of the route at the GATBY
intersection.
The aircraft will maintain this three mile
offset left of course until passing GATBY, or
until the offset is canceled. The offset is
flown from all waypoints along the centerline
of the route.
Pressing the OFFSET prompt will display
the LATERAL OFFSET page as follows:
The desired lateral offset centerline can be
entered by typing into the scratch pad and
up-selecting to the 2L LSK.
Format for the entry is as follows:
LD.D or RD.D
The L/R prompts dictate whether the offset
is to be flow left or right of the planned route
centerline. D.D describes the distance in
mile/tenth of mile.
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FMC TAKEOFF PROCEDURES
Overview: The FMC provides a number of
functions to assist with the takeoff planning
process. Specifically, the FMC is capable of
taking desired performance input from the
crew and calculating engine thrust limits,
engine takeoff thrust derates and
autothrottle management.
These features are used as part of the
normal pre-takeoff process, and are
described below.
The FMC/CDU carries a tremendous
amount of data regarding engine
performance under greatly varied conditions.
This data, combined with sensor input from
the Air Data Computers and the crew is
used to automatically manage the engines in
such a manner that engine limitations are
never exceeded. Put another way, the FMS
will allow the crew to operate the engines to
the peak of power or efficiency without
undue concern for engine damage by over
temperature conditions.
N1 LIM Page: The N1 LIMIT page provides
the crew with the ability to manually select
the thrust modes to be used by the FMS to
provide thrust limits and thrust commands to
the autothrottle servos.
The N1 LIMIT page can be displayed by
pressing the N1 LIMIT key on the
FMC/CDU, or by selecting the appropriate
LSK when the <N1 LIMIT prompt is
displayed at the INIT/REF INDEX page or
PERF INIT page during pre-flight. A sample
N1 LIMIT page is shown below:
The N1 LIMIT page displays three takeoff
thrust limit options at lines 2L through 4L.
Lines 2R through 4R display climb thrust
limit options. Additional information to help
the crew obtain a clear picture of expected
engine performance is also available from
this page.
The N1 LIMIT page contains the following
items of interest to the crew:
SEL/OAT: Selected Outside Air
Temperature and sensed Outside Air
Temperature are displayed at the 1L LSK.
Selected Outside Assumed Air
Temperature: The 1L key provides the crew
with the ability to enter an assumed air
temperature (SEL). Valid entries are one or
two digit entries from 0 to 99. This field
cannot be changed once the aircraft
exceeds sixty five knots, or after autothrottle
engagement. The field will be removed
once the aircraft becomes airborne.
The field can be removed by using the
DELETE key on the FMC/CDU.
Helpful Hint!: The SEL entry is used to
enter a temperature that is different from
that being detected by the air data
computer. For example, if a temperature
difference is expected between the current
aircraft location on the airfield and the
temperature that is expected at the runway
threshold, the expected threshold
temperature can be added so as to ensure
that an accurate estimate of thrust ratings
can be computed by the FMS.
Outside Air Temperature: The Air Data
Computer measured OAT is displayed in the
center of row 1.
Thrust Limit Mode: The currently selected
thrust limit mode is displayed in small font in
the header line for 1R. (displays 24KN1 in
this image) This header will change to
match the current thrust rating that has been
selected for the engines. In addition, the
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N1% limit for this thrust mode is displayed in
large font at 1R. Note that if CLB-1 or CLB2 has been selected for the climb, the N1%
displayed at 1R will continue to by the full
thrust rating for the engines in the given
conditions.
If a derated takeoff thrust limit was selected,
the FMC will automatically suggest an
optimal climb thrust derate given current
temperature or assumed temperature
entries. This mode can be changed by
simply selecting a different climb thrust
mode.
Following are the available thrust limit
modes:
TO
TO 1
TO 2
GA
CON
CRZ
CLB
CLB 1
CLB 2
24K
22K DERATE
20K DERATE
Go-Around
Continuous
Cruise
Climb
3% N1 derate
6% N1 derate
Notes Regarding Reduced Thrust: In the
interest of reduced wear on the engines,
reduced thrust should be used whenever
practical.
Takeoff thrust and Takeoff thrust Derates:
Lines 2L through 4L show the available
takeoff thrust limit modes which may be
selected by the crew. In order, they are:
•
TO: Takeoff is the normal full takeoff
thrust mode rated at 24,000lbs.
•
•
TO 1: Takeoff 1 is derated to 22,000lbs.
TO 2: Takeoff 2 is derated to 20,000lbs.
The takeoff thrust limit mode is selected by
pressing the associated LSK. When a mode
is selected, the <ACT> indicator will move to
the associated line to indicate which mode is
currently selected. In addition, the takeoff
thrust limit mode will be displayed in 1R.
Selecting either 24KN1, 22KN1 or 20Kn1
and will override any assumed air
temperature figure entered into 1L by the
crew.
Climb Thrust and Climb Thrust Derates:
Lines 2R through 4R show the available
climb thrust limit modes which may be
selected by the crew. In order, they are:
•
CLB: Climb is the normal climb thrust
mode.
•
CLB 1: Climb 1 gives 3% lower N1 and
8% lower climb thrust.
•
CLB 2: Climb 2 gives 6% lower N1 and
16% lower climb thrust.
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The desired climb thrust limit mode is armed
by pressing the associated LSK. When a
mode is selected, the <SEL> indicator will
move to the associated line to indicate which
mode is currently armed.
Climb thrust derates are designed to lower
the climb angle and are particularly
beneficial in the following ways:
•
•
Reduce climb angle increases overthe-nose visibility in congested
airspace.
Reduced climb angle reduces the
rate of pitch-over if the aircraft
needs to level at a low altitude
initially after takeoff.
CLB-1 reduces N1 by approximately 3%
while the aircraft is below 10,000 feet and
then gradually adjusted thrust upward so
that both engines are operating at full thrust
by the time the aircraft reaches 15,000 feet.
CLB-2 reduces N1 by approximately 6%
while the aircraft is below 5,000 feet and
then gradually adjusts thrust upward so that
both engines are operating at full thrust by
the time the aircraft reaches 15000 feet.
Since both reduced thrust climb modes
operate only below 15,000 feet, the CLB
page should be used to monitor engine
thrust when below 15,000’ when climb thrust
is reduced. Once over 15,000 feet, use the
N1 LIMIT page for monitoring engine thrust.
Helpful Hint!: Use the CLB and N1 LIMIT
pages to determine what power settings
should be used when hand flying the aircraft
or when flying the aircraft with the
autothrottles selected off or deferred.
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When flying a departure procedure that
requires the aircraft be leveled at a low
altitude immediately after takeoff, use of
CLB-2 is generally a good technique to
reduce the sensation of pitch-over that is
experienced by passengers when the
aircraft is operated at higher power settings.
In Flight Thrust Modes: When airborne, the
N1 LIMIT page will not display takeoff or
climb thrust modes. These modes will be
replaced by the in-flight thrust limit modes.
These modes will be displayed in lines 1L
through 3L of the THRUST LIM page, and
are as follows:
•
GO AROUND: Go around thrust limit.
•
CONTINUOUS: Continuous maximum
allowable thrust limit.
•
CLIMB: Full Climb Thrust
•
CRUISE: Cruise limit thrust .
To select any of the various thrust limits
available, simply press the associated LSK
and the FMC/CDU will update the FMS to
adjust the available thrust limit. Likewise,
the CLB-1 and CLB-2 derated climb thrusts
can be selected by pressing the associated
LSKs near the bottom of the display.
Go around thrust is a limit mode provided for
go around conditions, where high engine
thrust settings are required for a short period
of time.
Continuous thrust limit mode provides the
highest thrust output possible from the
engines in continuous operation. This mode
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is useful in situations involving engine failure
while the aircraft is at high gross weights, or
at a high cruise altitude. This thrust limit
mode will provide the highest thrust output
possible without damaging engines.
Cruise thrust limit mode is the normal
operating thrust limit mode for normal cruise
flight operations.
TAKEOFF REF Page: The TAKEOFF REF
page provides information pertaining to
takeoff performance and settings. This
information includes such settings as flap
acceleration height, engine out acceleration
height, thrust reduction height, runway slope
and wind condition information, runway
condition, takeoff speeds, trim and runway
position shift information.
Flap Setting: The planned flap setting can
be entered at line 1L. If an invalid takeoff
flap setting is entered manually at 1L, an
error message will be generated. The
takeoff flap setting must be correct in order
for the FMC to generate the correct takeoff
speeds.
Planned Thrust: The thrust selected in the
N1 LIMIT page is displayed at line 2L.
Additionally, the maximum available N1
speed is displayed in large font.
CG/Trim: Information not usable within
MSFS at this time.
Takeoff Speeds: V1, VR and V2 reference
speeds are displayed in lines 1R through
3R. The speeds are not automatically
populated to the display, but can be brought
up by pressing in the 1R, 2R and 3R LSKs
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respectively once the preflight is completed
and a flaps setting is entered at the 1L LSK.
The crew is responsible for validating the
accuracy of these computed takeoff speeds
by manually checking them against the
manufacturer specified takeoff speeds.
Takeoff speeds can be overridden or
manually entered by the flight crew if
desired. Valid entries are any three digit
number from 100 to 300.
If any changes are made to the takeoff
performance initialization, the takeoff speeds
will be removed and must be reconfirmed.
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FMC CLIMB OPERATIONS
Overview: The FMC provides a number of
methods to assist the crew in planning,
managing, and effecting a precise and
economical climb regime of flight. The FMC
accepts climb performance demands from
crew member entries, and adjust aircraft
performance via the FMS and autothrottle
servos.
CLB Page: The climb page allows crew
access to current and upcoming climb
conditions and climb profile information.
The active climb speed mode is always
displayed in the CLB page.
The CLB page is accessed by pressing the
CLB key on the FMC/CDU. A typical CLB
page is shown below:
SPD REST: The SPD REST field at 3L is a
dynamic information field that will change
during the course of the climb to show the
MOST RESTRICTIVE speed that can be
allowed for the climb.
For example, when a FLAPS10 takeoff is
planned, 161/FLAPS will be displayed at 3L
as the speed and reason for the restrictive
speed limitation.
As the flaps are retracted, the 161/FLAPS
will change to 171/FLAPS, etc, indicating
that as the aircraft is cleaned up for high
speed flight it is possible to increase the
speed constraint for the climb.
When the aircraft is clean and able to
accelerate for climb, the 3L LSK prompt will
display the speed restriction as defined
below the local transition altitude.
For example, in the US, if an 10,000 foot
transition altitude is used, the 3L LSK will
display 250/10000.
Once clear of all restrictions, the restrictions
at 3L will be deleted and the aircraft will
accelerate to TGT SPD (if operated under
VNAV.)
CRZ ALT: The cruise altitude that has been
planned for the flight is displayed at 1L. The
current cruise altitude is displayed if one has
been selected and CLB is the active mode.
If the current altitude is not displayed, 1L will
contain prompt boxes which can be replaced
by up-selecting the desired cruise altitude
from the scratchpad.
TGT SPD: The Airspeed / Mach number
displayed at 2L represents that target climb
speed/mach number for the climb phase of
flight. This is the target climb speed to
which the airplane will accelerate if operated
under VNAV once the airplane is clear of
other, more restrictive speed constraints for
flaps or regulated airspace.
PMDG 737NG - AOM
When not operated under VNAV, the crew
may use this page to determine the current
restrictive speed or planned climb speed.
Maximum Climb Rate: The speed and climb
gradient that will yield the maximum climb
rate given the current aircraft configuration
can be attained by pressing the 5L LSK at
the <MAX RATE prompt.
Maximum Climb Angle: The speed and
climb gradient that will yield the maximum
climb angle given the current aircraft
configuration can be attained by pressing
the 6L LSK at the <MAX ANGLE prompt.
In the event of an engine failure, the MAX
ANGLE speed will be replaced with the
engine out maximum altitude figure for the
current aircraft configuration.
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Engine Out Climb Mode: Selecting the ENG
OUT> prompt at 5R will display advisory
engine-out speed schedules, performance
predictions and guidance. The information
in this page is not used to provide engine
control or thrust control guidance, but should
be used by the crew as reference
information in order to ensure proper single
engine climb/cruise/descent performance.
TO T/C: To Top-of-Climb describes the
estimated distance and time of crossing (in
UTC) for the Top of Climb based upon the
final cruise altitude as programmed into the
FMC/CDU.
FMC Climb Profile Logic: The FMC is
programmed for a default climb logic to
select a 250 knots climb to 10,000 feet,
followed by an economy climb to cruise
altitude. The crew may modify this climb
profile via the RTE LEGS page.
In the event that the FMC cannot comply
with the next altitude restriction programmed
into the RTE LEGS page, (either due to rate
of climb or speed related concerns) the
prompt UNABLE NEXT ALT will be
displayed.
Helpful Hint!: If you receive the UNABLE
NEXT ALT warning from the FMC, it is
almost certainly a result of trying to reach a
higher altitude than is possible given the
current climb gradient. Often times
adjusting the speed or planned altitude to
cross a specific waypoint will cause the
warning to cease.
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FMC CRUISE OPERATIONS
Overview: Use of the FMC for cruise flight
operations greatly reduces en-route pilot
workload, and simplifies the process of
providing the greatest level of operating
economy possible with the aircraft. The
Cruise capabilities of the FMC include fuel
management, engine out operations, VNAV
cruise modes and altitude step climb
operations.
CRZ Page: The CRZ page provides the
crew with access to current and upcoming
cruise profile information. Information
displayed in the CRZ page includes the
current commanded cruise altitude, cruise
speed, N1% target settings, step climb size,
next step to fix, next waypoint ETA and fuel,
optimum and maximum cruise altitude and
engine out cruise setting information.
A sample CRZ page is shown below:
by selecting a new altitude using the MCP
altitude knob.
If the MCP altitude is set to an altitude that is
higher than the current cruise altitude, the
cruise altitude will be updated to the new
altitude.
If the MCP altitude is set to an altitude that is
lower than the current cruise altitude and the
aircraft is more than 50 miles from the topof-descent, the cruise altitude will be
updated to the new altitude and a descent
commenced.
If the MCP altitude is set to an altitude that is
lower than the current cruise altitude and the
aircraft is within 50 miles of the top-ofdescent, an early descent will be initiated at
a rate of 1000 fpm until the normal descent
path is intercepted.
TGT SPD: The target speed displayed at
the 2L LSK becomes active when the
aircraft levels off at cruise altitude. The
target speed will then be highlighted to
indicate that it is active.
TURB N1% (Not modeled) The N1% that
should be used in the event of entry into
turbulent air is displayed at the 3L LSK.
This is the thrust setting that will provide the
optimal turbulent air penetration speed given
the current altitude and conditions.
Information contained in the CRZ page
includes:
CRZ ALT: Line 1L shows the currently
selected cruise altitude. This information will
always be displayed unless a descent mode
is activated. Prompt boxes in the CRZ ALT
line indicate that crew entry of cruise altitude
is required. The displayed cruise altitude is
the altitude that was entered into the
flightplan as described earlier.
The selected cruise altitude can be modified
either by direct entry into the CRZ page, or
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FUEL AT: The 4L LSK displays the FMS
calculated planned landing fuel figure at the
destination. The number may vary slightly
during climb and initial cruise while average
fuel burn figures are higher than cruise fuel
burn.
This prompt can be highly useful when
selecting a higher/lower than planned
cruising altitude or modifying the route to
destination, or the destination itself. Before
EXECUTING the route modification, return
the CRZ page and verify the planned fuel at
landing given the new
route/destination/altitudes.
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OPT/MAX: In the center of the display, the
Optimum and Maximum altitudes for the
current aircraft weight and flight conditions
are displayed. These values can be used to
ensure proper altitudes are being selected
during the cruise portion of flight.
TO T/D: To Top-of-Descent describes the
estimated distance and time of crossing (in
UTC) for the Top of Descent.
ENG OUT: In the event of an engine failure
in flight, selecting the ENG OUT> prompt at
5R will instruct the FMC to provide engineout speed schedules, performance
predictions and flight guidance.
In the event that the aircraft is above the
maximum engine out altitude at the time of
the engine failure, the cruise altitude will
automatically be lowered to the engine out
maximum altitude.
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FMC DESCENT OPERATIONS
Overview: The FMC descent capabilities
provide for descent planning and execution.
A planned descent can only exist when a
lateral route containing at least one descent
constraint is active in the RTE LEGS page.
page. The descent constraint cannot be
updated or changed from the DES page, but
it may be deleted. Deleting the constraint
will remove it from the lateral route.
The descent planning features of the FMC
allow the crew to set speed transitions,
descent path restrictions, and waypoint
dependent speed and altitude constraints.
TGT SPD: Line 2L contains the descent
speed mode information.. The descent
speed is displayed in large font, in the
Mach/Airspeed. Information on this line can
be updated manually if desired.
DES Page: The descent page provides the
crew with access to descent planning and
information. The DES page is selected by
pressing the DES key on the FMC/MCDU
keypad. The NEXT PAGE/PREV PAGE
keys may need to be used if the aircraft is
still at cruise altitude. A sample DES page
is displayed below:
SPD REST: Line 3L provides the crew with
the ability to enter an altitude dependent
speed restriction. The line contains
transition speed, followed by the transition
altitude in a SSS/AAAAA format. The
altitude entry must be an altitude below the
cruise altitude, but above the End of
Descent altitude.
If operating in VNAV, this speed/altitude
constraint pair will be used in planning the
deceleration prior to descent below the
designated altitude.
TO T/D: To Top-of-Descent describes the
estimated distance and time of crossing (in
UTC) for the Top of Descent.
WPT/ALT: Not currently modeled.
The following information is provided on the
DES page:
E/D ALT: The End of Descent Altitude
information displayed in 1L describes the
altitude and waypoint at which the descent is
planned to end. When no SID/TRANSITION
or APPROACH fixes are entered, this area
will be blank.
AT: Line 1R contains the descent constraint
waypoint as defined in the RTE LEGS page
of the flight plan. The header line contains
‘AT’ followed by the navigation fix identifier
to which the descent constraint is assigned.
The constraint is displayed in the DES page
exactly as it appears in the RTE LEGS
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DES NOW: When the aircraft is not
currently descending, but the MCP altitude
selector is set below the current altitude and
the aircraft is within 50nm of the Top-ofDescent, the DES NOW prompt will be
displayed at 6R. The DES NOW> prompt
deletes all climb/cruise constraints and
commences an early descent. The rate of
descent will be approximately 1000 feet per
minute until the aircraft intercepts the
originally planned vertical descent path
which would have commenced at the top-ofdescent mark.
Descent Methods: There are two methods
that can be used to plan descents in the
Next Generation 737. Speed based
descents and path based descents.
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The FMC prefers to calculate a path that will
allow for a throttle-idle descent path. Based
on current conditions and any wind
information entered into the DES FORCAST
page, the FMS will calculate a descent path
that will allow for the most economical
power-idle glide down from cruise flight.
This calculated descent is called a “Descent
Path.”
At the top of the previous image, the title line
contained the title ECON PATH DES. This
indicates that the descent method being
used by the FMC is the descent path profile
that will give it the throttles-idle descent
path.
A second descent method is also available,
depending upon crew preference.
A SPEED based descent will allow the crew
to plan a descent at a specific speed, with
power and elevator being managed to
maintain the desired speed during the
descent.
The following information is provided on the
DESCENT FORECASTS page:
TRANS LVL: The transition level for the
destination airport is displayed in 1L. The
transition level can be modified by upselecting from the scratchpad.
CABIN RATE: (Not Modeled) The rate of
descent required to adjust the cabin altitude
rate of descent in order to minimize the rate
of change in cabin pressure.
TAI ON/OFF: Altitude at which anti ice is
projected to be necessary. Boeing has
disabled this capability as of this writing.
ISA DEV/QNH: Destination airport
temperature deviation from Standard
Atmospheric Conditions and airport QNH.
This information is used to plan the descent
portion that will take place below the
Transition Level entered at the 1L LSK.
DESCENT FORECASTS Page: The
DESCENT FORCASTS page allows the
crew to enter and use forecast values for
wind, transition level, anti-ice settings and
descent wind direction information. A
sample DESCENT FORECASTS page is
shown below:
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WIND ALT/ DIR/SPD:
Wind altitude speed and direction entries are
made by the crew based upon reported
conditions, observed conditions (use the
wind indication on the Nav Display!) or
forecast conditions in order to assist the
FMC in computing the descent profile as
defined in the flight plan.
Helpful Hint!: This functionality is operating
in the PMDG FMC and is very important for
accurate descent planning purposes. If you
find that you are continually receiving a
DRAG REQUIRED message during
descent, it could be that you have not
entered wind conditions into the forecast
page when a tailwind condition exists.
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Conversely, if you find that the descent
appears to be shallow or power is needed to
maintain the descent path, a headwind could
exist along the descent path that was not
entered into the Forecast page.
Altitude bands for the winds are entered at
the discretion of the crew.
Descent Profile Logic: The default
descent profile logic is to effect an economy
descent form cruise altitude to the transition
altitude. After passing through the transition
altitude, 240 knot descent is commanded.
The crew may manually override the default
descent profile through the use of speed
and/or altitude constraints entered into the
RTE LEGS page. The descent profile can
also be modified using the MCP speed
and/or altitude selector knobs. A
combination of RTE LEGS entries and MCP
selections can be used to adhere to ATC
instructions, or to expedite the descent
profile as needed.
During the descent, the aircraft will
occasionally reach the descent limit speed
regime while attempting to maintain the
calculated vertical profile. This can occur as
a result of headwinds or tailwinds, or wind
forecasts not being entered correctly in the
DESCENT FORCASTS page. The DRAG
REQUIRED prompt is generally a good
indication of a tail wind condition or descent
overshoot, while the THRUST REQUIRED
prompt generally indicates headwinds, or
descent undershoot.
In cases of descent undershoot and
overshoot, once the aircraft reaches the limit
speeds (upper or lower limits) the vertical
guidance function of the FMC will command
the aircraft to depart the planned vertical
profile while maintaining a descent that most
closely follows the planned descent profile.
Adding drag or thrust as required will
normally return the aircraft to the planned
descent path.
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FMC APPROACH PROCEDURES
Overview: The FMC approach initialization
pages provide the crew with quick and
effective access to the landing flap and
speed selection process. The FMC provides
the crew with approach speed calculations
for weight/speed data and provides
reference information for the touchdown.
APPROACH REF Page: The approach
page provides the crew with information
directly related to the final approach to
landing process. A sample APPROACH
REF page is shown below:
the ICAO airport identifier, followed by the
runway number and L/C/R designator.
Runway length reference information is
provided in large font in 3L, and is displayed
in both feet and meters.
Helpful Note!: This information is only
displayed after an approach to the
destination has been selected in the
DEP/ARR menu.
ILS FREQUENCY/COURSE: To further
assist the crew with rapid information
management, the instrument approach
frequency and final approach course are
provided at the 4L LSK after an instrument
approach is selected to the destination
airport.
FLAPS/VREF: The Vref reference speeds
for the FLAPS15, FLAPS30 and FLAPS40
landing flaps settings are provided in lines
1R, 2R and 3R respectively. These Vref
values are directly reported from the aircraft
performance database, and will change as
the GROSS WT figure in 1L changes.
The following information is provided on the
APPROACH REF page:
GROSS WT: Line 1L provides the current
airplane gross weight in thousands of
pounds unless the figure has been manually
adjusted by the crew. Manual adjustment of
the GROSS WT figure is accomplished by
up-selecting a manually entered figure from
the scratchpad. Valid entries are three digits
with an optional decimal point. Crew
entered GROSS WT values are used for
predictive purposes only, and do not affect
aircraft computation of actual gross weight.
Runway Length: Line 3L contains runway
reference information to assist the crew in
planning the touchdown and stopping phase
of flight. The header line in 3L will display
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FLAPS/SPEED: After reviewing the
information contained in the APPROACH
REF page, the crew can select the desired
landing flap setting by down-selecting from
either 1R, 2R or 3R. This will cause the
selected landing flap setting to be
automatically populated to the 4R LSK
under the FLAP/SPD title. This line serves
as a quick reference for the currently
selected landing flap setting and approach
reference speed.
Additionally, if the crew desires to update
the landing flap speed to adjust for
windshear or gusts, the flap setting/speed
can be upselected from the scratch pad
using the format FF/SSS.
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PMDG 737NG - AOM
FMC USER’S MANUAL
8 - 49
FMC FLIGHT REFERENCE AND CREW SUPPORT
Overview: The FMC is capable of providing
the crew with information regarding the
performance of the aircraft during flight, as
well as supporting information which can
help the crew to make informed and
accurate decisions.
PROGRESS Pages: The progress display
occupies two display pages, and can be
called up by pressing the PROG key on the
FMC/CDU.
The first progress display page is shown
below.
•
•
•
•
Direct Ground Track from previous
fix to current fix in the flight plan.
Distance to go to current fix.
Estimated Time of Arrival at current
fix.
Predicted fuel remaining at the
current fix.
The same information for the next fix in the
flight plan is contained in line three of the
PROGRESS display.
The fourth line in the PROGRESS display
includes the destination, distance to go, ETA
at destination and estimated fuel remaining
at destination.
This line can be used to estimate arrival time
at the gate and fuel on board the aircraft any
time a route edit has been made.
TO T/D: Line Five of the display includes
planning information to display the distance
and fuel quantity on board the aircraft when
reaching the Top-Of-Decent point for the
flight plan. The estimated time of crossing
for the TOC is also displayed.
FROM / ALT/ATA/FUEL: The first line of the
PROGRESS page display contains
information related to the last flight plan fix
that was over flown.
From left to right, the information displayed
includes:
•
•
•
•
WIND: The current wind conditions as
calculated by the FMS is displayed at the 6L
LSK. This information can be downlselected
to be added to the descent forecast if
desired.
The name of the fix.
Aircraft altitude at time of fix
crossing. (in thousands)
Actual Time of Arrival at last fix.
Fuel on board at the time of fix
crossing.
NEXT / DEG / ETA / FUEL: The second line
of the PROGRESS page display contains
information describing the fix that is currently
the active fix in the flight plan.
From left to right, the information displayed
includes:
PMDG 737NG - AOM
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FMC USER’S MANUAL
The second PROGESS page is reached by
using the NEXT PAGE/PREV PAGE keys,
and is displayed below:
error is displayed when the aircraft is in the
descent phase of flight.
The PROGRESS 2/2 page contains
additional information on the wind,
temperature and navigation accuracy of the
aircraft.
Line one contains the calculated
tailwind/headwind and crosswind component
described in knots. This information is a
vector breakdown of the wind information
contained on the PROGRESS 1/2 page.
Additional information includes:
WIND: Line 2 displays the current wind
conditions at the location and altitude as
calculated by the FMS.
SAT/ISA DEV The 2R LSK displays the
current SAT and it’s deviation from ISA
conditions.
Line 3 displays both cross track error (XTK
ERROR) and vertical track error (VTK
ERROR) in nautical miles and feet.
XTK ERROR is displayed in nautical miles
with a L and R designator to indicate that the
aircraft has drifted left or right of course
respectively. Distance values are displayed
up to 99.9 nautical miles.
VTK ERROR is displayed in feet, with a +
and – sign to indicate deviation above and
below planned flight track. Vertical track
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PMDG 737NG - AOM
AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
9-1
AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
TABLE OF CONTENTS
SUBJECT
PAGE
FLIGHT MANAGEMENT SYSTEMS .............................................................................................. 3
Overview ...................................................................................................................................... 3
Flight Management System Outlined........................................................................................... 3
AUTOPILOT FLIGHT DIRECTOR SYSTEM .................................................................................. 3
Overview ...................................................................................................................................... 3
AFDS Mode Control Panel........................................................................................................... 4
Flight Control Computers (FCCs) ................................................................................................ 5
AFDS Systems............................................................................................................................. 5
THRUST Command Modes ......................................................................................................... 5
ROLL Command Modes .............................................................................................................. 6
PITCH Command Modes............................................................................................................. 6
AFDS Command Modes .............................................................................................................. 7
Approach Modes.......................................................................................................................... 8
Autothrottle................................................................................................................................... 8
FLIGHT MANAGEMENT COMPUTER........................................................................................... 9
Overview ...................................................................................................................................... 9
FMC/CDU..................................................................................................................................... 9
AFDS MCP................................................................................................................................. 10
MCP Layout ............................................................................................................................... 10
Flight Director Switches ............................................................................................................. 10
Thrust/Speed Modes.................................................................................................................. 10
Autothrottle Arm Switch ............................................................................................................. 10
N1 Switch ................................................................................................................................... 11
SPD Switch ................................................................................................................................ 11
Selector Knob............................................................................................................................. 11
C/O Switch ................................................................................................................................. 11
IAS/Mach Window...................................................................................................................... 11
LVL CHG Switch ........................................................................................................................ 12
Bank Limit Selector .................................................................................................................... 12
HDG Selector Knob ................................................................................................................... 12
HDG Window ............................................................................................................................. 12
HDG SEL Switch........................................................................................................................ 12
VNAV Switch.............................................................................................................................. 13
VERT SPD Window ................................................................................................................... 13
LNAV Switch .............................................................................................................................. 13
V/S Switch.................................................................................................................................. 13
ALT Window............................................................................................................................... 14
Altitude Selector Knob ............................................................................................................... 14
Altitude Intervention Switch........................................................................................................ 14
ALT HOLD Switch...................................................................................................................... 14
Autopilot FCC Engage CMD Switches ...................................................................................... 14
FCC DISENGAGE Bar............................................................................................................... 14
APP Switch ................................................................................................................................ 15
VOR/LOC Switch ....................................................................................................................... 15
PMDG 737NG - AOM
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9-2
AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
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AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
9-3
FLIGHT MANAGEMENT SYSTEMS
Overview: The Flight Management System
(FMS) on the 737 is designed to provide full
control of the aircraft in all phases of flight.
The Flight Management system is made up
of the Autopilot Flight Director System,
FMC/CDU, Flight Controls and onboard
computers.
While it is common to think of these systems
as being separate, it is helpful for the
purpose of understanding how to interact
with the airplane to consider the Flight
Controls, FMC/CDU and Autopilot Mode
Control as an integrated system for
managing the flight path of the aircraft.
As a complete system, the Flight
Management System (FMS) provides for
automated vertical and lateral navigation of
the aircraft. The system is designed so that
the crew can interact with the FMS through
the Flight Controls, the Autopilot Flight
Director Mode Control Panel or the
FMC/CDU.
Although the 737 FMS is capable of
managing all phases of flight from takeoff to
touchdown, the crew is under no obligation
to use any of the systems provided. If
desired the airplane can be flown by hand
without using reference to any of the
automated systems. Additionally, the AFDS
Mode Control Panel can be used to provide
Flight Director guidance while hand flying
the airplane, or the FMC/CDU and AFDS
MCP can be used in concert with the
autopilot to provide fully automated flight
control.
Use of the FMS will result in greater
precision, significantly reduced overall
operating expense, reduced wear and tear
on the airframe and significantly reduced
pilot workload during critical phases of flight.
Flight Management System Outlined: The
737 FMS is made up of the following
systems:
•
•
•
•
•
•
•
•
Radio Navigation Systems (VOR/ADF,
etc)
Inertial Reference System
GPS
Air Data Computers
Electronic Flight Instrumentation System
(EFIS)
Engine Instrumentation and Crew
Alerting System. (EICAS)
Flight Management Computer (FMC)
Autopilot Flight Director System Mode
Control Panel (AFDS-MCP)
All of these systems function independently,
but are integrated to control the pitch axis,
roll axis, yaw axis and acceleration with
precision in all phases of flight.
AUTOPILOT FLIGHT DIRECTOR SYSTEM
Overview: The AFDS integrates functions
of the autopilot system, the flight director
system, and the automatic stabilizer trim
system in order to provide complete flight
regime control. The AFDS is comprised of
three Flight Control Computers (FCCs) that
operate in parallel with each other to provide
highly precise command and control
capabilities.
PMDG 737NG - AOM
The FCCs, Left and Right, have
independent power sources and provide
flight control input directly to the flight
controls through two independent hydraulic
systems. As such, each FCC can be
allowed to have full independent control of
all aircraft flight control surfaces, or both
FCCs can be operated in tandem to provide
full fail-safe operation for coupled
approaches and autoland.
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9-4
AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
The AFDS takes data from various sensors
on the aircraft (AoA, Airspeed, TAT probes,
GPS, IRS, etc) and uses the information to
provide pitch and roll cues to the flight
director system. The flight director system is
then able to display these pitch and roll
commands graphically on the cockpit
displays.
The crew can follow the flight director cues
when flying by hand, or can engage the
autopilot to follow the pitch/roll cues
provided by the flight director.
When an autopilot is not active, the crew
can follow the displayed pitch/roll cues by
manipulating the flight controls to match the
steering cues provided by the Flight
Director.
When an autopilot is activated, it issues
commands to the flight controls so as to
maintain control of vertical speed, airspeed,
altitude and heading as commanded by the
flight director.
AFDS Mode Control Panel: The Flight
Director has many modes for managing
pitch, roll and thrust. The crew is able to
select the desired modes for the Flight
Director through the use of the Autopilot
Flight Director System Mode Control Panel
(AFDS MCP or simply the MCP.) The MCP
is the primary method for directly controlling
the Flight Director.
The MCP is located on the glare shield, and
provides direct control of all Flight Director
functions. A common misconception is to
thing of this rectangular section of the panel
as “The Autopilot.” Indeed this is not the
case, as the autopilot is itself a
computerized system of control logic and
actuators that provide commands to the
flight controls. The MCP, on the other hand,
does exactly what it’s name suggests: It
allows the crew to select the MODES that
are used by the FLIGHT DIRECTOR.
Thus: Autopilot Flight Director System Mode
Control Panel!
The MCP has lighted function switches
which allow the crew to select the modes
under which the AFDS operates.
Remember at all times that the Flight
Revision – 1.4 23APR04
Director provides commands for the
Autopilot to control the airplane in three
ways:
•
•
•
Pitch
Roll
Thrust
For each of these areas, there is more than
a single method that may be specified.
Pitch Modes:
Vertical Speed (V/S)
Vertical Navigation (VNAV)
Speed (SPD)
Flight Level Change (FLCH)
Altitude Hold (ALT)
Roll Modes:
Heading (HDG)
Lateral Navigation (LNAV)
VOR/Localizer (VOR/LOC)
Thrust Modes:
Thrust (N1)
Speed (SPD)
LNAV, VNAV, FLCH, V/S, N1 and SPD
mode are all available for crew selection, as
well as heading, airspeed, altitude and
vertical speed.
In some cases, modes such as FLCH, APP
(approach) and SPD will use a combination
of engine power, roll and pitch to achieve
the desired results, but it is often easiest to
remember that effective use of the MCP
means the crew will have a mode selected
to manage pitch, roll and thrust individually.
Any active pitch/roll/thrust mode can be
disengaged by selecting a different
pitch/roll/thrust mode on the MCP.
Modes may also be disconnected by
disengaging all operating autopilots and
deselecting the flight director.
If the aircraft is on an approach and LOC
and G/S capture has already occurred, then
selecting a different command mode will not
disengage the autopilot. In this situation, the
only method available to disengage the
AFDS is to disengage the autopilot and
deselect the flight directors. Pressing the
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AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
•
•
TO/GA switch will also disengage the
approach after LOC and G/S capture.
Flight Control Computers (FCCs): The
function of the FCCs is to integrate the
functions of the flight director and the
autopilot systems. Each individual FCC
provides control commands directly to its
associated autopilot control servo. This
servo operates the flight controls directly.
Both autopilot servo systems are powered
using the left and right hydraulic systems.
If only one autopilot is engaged, it is capable
of controlling the pitch and roll axes of flight.
In this mode, the yaw damper provides for
yaw control when the aircraft receives a roll
command from the FCC, resulting in fully
coordinated flight.
If both autopilots are engaged and the AFDS
has entered approach mode, the FCCs
combine to provide redundant pitch, roll and
yaw control. Full rudder control is
maintained and will automatically provide
runway alignment until touchdown.
9-5
Thrust Mode
Roll Mode
• Pitch Mode
The status of each of these autopilot modes
is displayed on the MCP, and on the primary
flight display.
The area directly above the attitude indicator
is called the “Flight Mode Annunciator”
(FMA) and this provides the crew with
important information regarding the current
and armed modes for thrust, roll and pitch
modes.
The lower portion of the FMA also displays
the current status of the AFDS system. The
AFDS status will be blank, indicating that the
autopilot is not controlling the aircraft, or it
will say CMD to indicate that the autopilot is
controlling the airplane in accordance with
flight director commands.
THRUST
ROLL
PITCH
In a multiple autopilot approach with a
crosswind, the FCCs will use rudder input
and bank angle to slip the aircraft for runway
alignment. The bank angle available is
limited and in stronger crosswind conditions
the FCCs may use a combination of slip and
crab to maintain runway alignment.
If a failure affecting both FCCs occurs during
an approach, an autopilot disconnect will
result. If any failure results in loss of either
pitch or roll modes, the associated flight
director command bar will be removed from
the PFD. In cases where both pitch and roll
mode are affected, the flight director will be
removed entirely and replaced with a fault
flag.
AFDS Systems: The AFDS, in conjunction
with the FCC’s, is capable of providing full
regime, three-dimensional control of the
aircraft in all phases of flight. This is
accomplished by issuing commands to the
Flight Control Computers that in turn provide
control commands to the autopilot servos.
The autopilot controls the aircraft in three
separate regimes:
PMDG 737NG - AOM
AUTOPILOT FLIGHT DIRECTOR MODE
ANNUNCIATOR
THRUST Command Modes: The
autothrottle has primary control for all
automated thrust settings. While thrust can
be set manually by the crew, the autothrottle
is an efficient and precise method to set
engine power.
Thrust modes that may be announced by
the FMA mode annunciator are:
This indicates that the
FMC SPD:
autothrottle is maintaining speeds as
commanded by the FMC while in VNAV
pitch mode. The speed display on the MCP
will be blank but the airspeed cursor on the
flight instruments will show the commanded
speed. The Autothrottle will maintain this
speed by modulating thrust as required
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9-6
AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
within engine and aircraft performance
limits.
the aircraft to steer in accordance with the
selected heading.
Thrust setting is based on FMC
N1:
selected N1 values.
LNAV: Commands bank to follow active
FMC route as displayed on the navigation
display. If on ground, LNAV mode will arm
to engage when passing through 50 feet
AGL.
MCP SPD: Speed autothrottle mode. Thrust
is set to maintain the speed set in the MCP
Speed window. Rate of climb or descent will
be a result of maintaining desired aircraft
target speed through the adjustment of
aircraft pitch. Autothrottle will not violate
thrust limits or aircraft speed limits.
RETARD: Indicates that the autothrottles are
reducing power after LVL CHG or VNAV is
engaged for a descent at idle power.
ARM: this mode is displayed on the FMA
when the Autothrottle has been armed, but
no thrust mode was selected to provide the
control logic.
HOLD: Indicates that autothrottle control of
the thrust levers has been released in order
to prevent thrust lever movement in the
event of an Autothrottle failure. Will be
annunciated at 84knots to indicate that the
autothrottle has set takeoff power.
GA: Go around thrust mode. Thrust is
modulated to provide a 2000 fpm climb rate.
This mode can be terminated by selecting
any other pitch mode.
ROLL Command Modes: The Roll mode
commands bank angles so as to result in
specific turn rates or velocity vectors. The
autopilot will attempt to maintain the desired
flight path, which can be dictated by a
simple heading bug command setting, or by
a complex series of waypoint programmed
into the FMC. At no time will any autopilot
roll mode exceed the bank limit selector or
maneuvering speed limits in order to
maintain course. Roll modes which may be
displayed on the FMA are:
GA: Commands bank angle in order to
maintain ground track during takeoff or go
around maneuver. Ground track will be
maintained based on track disposition at
time of engagement. Alternatively, if the
TO/GA Heading mode has been activated in
the PMDG Styles menu, GA will command
Revision – 1.4 23APR04
HDG SEL: Commands bank angle to
maintain heading selected in MCP heading
window.
VOR/LOC: Commands bank to capture
localizer when intercept track does not
exceed +/- 60º. Once captured, will
command bank to maintain localizer.
PITCH Command Modes: Pitch mode
commands aircraft pitch angles to maintain
a particular altitude, vertical speed, forward
airspeed or climb/descent path. Pitch mode
is nearly always directly linked to actions in
the Thrust mode. Pitch mode inputs can
come from the MCP altitude command knob,
the MCP vertical speed knob or the FMC
directly. When used in conjunction with a
Thrust mode, Pitch mode is a powerful tool
to manage climbs and descents to a high
degree of accuracy. The autopilot will use
both pitch and thrust to maintain
commanded airspeed while navigating a
vertical climb or descent path. Pitch modes
that may be announced on the FMA are:
TO/GA: Commands pitch angle required for
takeoff or go around. On ground, mode is
armed and will command for 8º nose up
pitch, followed by required flight director
climb pitch after ground clearance. Of
TO/GA is pressed during approach, will
provide climb attitude guidance for best
climb rate.
V/S: Maintains vertical speed selected in
MCP V/S window.
ALT ACQ: Indicates that the autopilot is
changing aircraft pitch in order to acquire the
MCP or FMC set altitude when transitioning
from a climb or descent.
ALT HOLD: Commands pitch to maintain
altitude set in MCP altitude window, FMC or
when ALT HOLD switch is pushed on MCP.
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AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
VNAV PTH: Commands pitch up/down to
maintain selected FMC altitude or FMC
calculated VNAV descent path. The
climb/descent path is calculated based upon
desired altitudes entered into the FMC flight
plan. The FMC attempts to use the most
efficient climb and descent angles and will
moderate pitch as necessary in conjunction
with aircraft speed in order to maintain those
calculated paths.
VNAV SPD: Commands pitch up/down to
maintain selected airspeed. During
descents, VNAV SPD will maintain airspeed
based upon an idle power descent.
VNAV ALT: Displayed if VNAV is
commanding pitch to maintain an
intermediate altitude during a climb or
descent. For example if final cruise altitude
is FL350 and during a VNAV climb a
restriction to FL290 is received, setting
29000 in the MCP altitude window will cause
the aircraft to level at FL290 and enter
VNAV ALT mode. VNAV ALT will be
displayed only if level off occurred at an
intermediate altitude, but VNAV is still the
primary pitch mode for climb/descent.
MCP SPD: A combination of pitch and
thrust is used to maintain MCP commanded
speed.
G/S: Commands pitch to maintain
glideslope when intercept track does not
exceed +/- 40º of front course. Will follow
glideslope once engaged.
FLARE: Will engage between 60-40 feet
AGL. Commands pitch to reduce sink rate.
Disengages at touchdown and lowers nose
wheel slowly to runway.
9-7
FMC, but the pilot is responsible for using
control inputs to maintain pitch, roll and
thrust (if the autothrottle is not engaged.)
CMD: Any autopilot is selected ON and is
properly engaged. The Autopilot is
controlling pitch and roll modes in
accordance with flight director commands.
CWS P: Pitch is being maintained according
to Control Wheel Steering logic.
CWS R: Roll is being maintained according
to Control Wheel Steering logic.
What is Control Wheel Steering?:CWS
can be used to control pitch and or roll of the
aircraft. CWS provides full control authority
to the pilot and pitch and roll can be
changed by applying pressure to the yoke.
When pressure is released, the autopilot will
maintain the pitch and roll attitude
established by the control inputs.
CWS Mode can be entered in three ways:
1) Pressing a CWS autopilot engage
button on the MCP.
2) Application of sustained pressure on
the controls while the autopilot is
engaged in CMD mode.
3) Engage the autopilot with no
previously selected pitch/roll modes.
When the AFDS enters CWS mode, CWS P
and/or CWS R will be displayed on the FMC
and the current pitch and roll attitude will be
maintained until changed by control
pressures, or selecting an alternate pitch/roll
mode on the MCP.
AFDS Command Modes: The status of the
entire AFDS system is also displayed on the
FMA mode annunciator. This display
provides the crew with immediate feedback
on the current operating mode of the AFDS
system. Displayed modes may be any of
the following:
FD: Any flight director is selected ON while
autopilots are disengaged. Pilot must
manually follow Flight Director steering
queues. All modes are available on the
PMDG 737NG - AOM
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9-8
AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
Approach Modes: The autopilot is capable
of flying a fully coupled ILS approach to
landing if desired.
autothrottle is capable of providing for full
flight throttle management from takeoff to
rollout.
At a minimum, to fly a coupled autopilot
approach, the appropriate ILS frequency
must be entered in the navigation radio and
the proper course selected for the approach.
The APP switch on the MCP must be
pressed and will initially illuminate.
Whenever engaged, the autothrottle system
will provide speed limit protection by
modulating thrust to prevent exceeding limits
related to flap settings, angle of attack
(alpha floor) and maximum structural
speeds.
The aircraft is capable of conducting a full
Autoland with only a single autopilot
engaged but this is not considered to be
adequate for a safe Autoland.
The FMC will display the thrust limit for the
current regime of flight on the EICAS
display, and provides commands directly to
the autothrottle so as not to exceed these
thrust limits in any mode of flight.
To engage the second autopilot for a fully
coupled Dual Channel Autoland, the ILS
frequency and course should be set up for
the second navigation radio and the CMD B
autopilot switch should be pressed prior to
reaching 800’ AGL on the approach.
1CH or SINGLE CH: Will be displayed to
indicate localizer capture by one autopilot. If
only one navigation radio is tuned to the ILS
frequency, this annunciation will remain for
the entire approach.
In SINGLE CH mode, the aircraft will use roll
and yaw to maintain the localizer course for
the approach.
When 2/5 dots below the Glideslope, the
APP switch on the MCP will extinguishes
after localizer and Glideslope are captured.
Once the approach is fully captured, APP
mode can be disengaged by:
•
Pushing the TO/GA switch (click on
upper left screw on MCP in the
PMDG airplane. In the actual
airplane the TOGA switch is located
on the throttle under your thumb but
that could not be modeled here.)
The autothrottle can accept automatic input
directly from the FMC flight plan whenever
VNAV is selected, or manually from the crew
via the MCP.
MCP modes available to the crew for
selection include, N1 Thrust (N1), speed
(SPD), flight level change (FLCH) and
VNAV. The autothrottle will provide speed
protection in all of these modes.
The autothrottle sets thrust by moving both
throttles together simultaneously. The
autothrottle will maintain the relative position
of the throttles, and stop throttle movement
at the moment the first throttle reaches the
desired thrust setting. The autothrottle then
adjusts each engine individually to equalize
thrust within 8% of N1.
Any throttle can be moved while the
autothrottle is engaged, however the
autothrottle will return the throttle to its
commanded position once it is released.
•
Disengage the autopilots and turn
off both Flight Director Switches.
•
Tune the VHF Navigation receivers
to a new frequency.
When the autothrottle mode HOLD is
announced on the PFD, the autothrottle
servo is disconnected to prevent
uncommanded movement of the
autothrottle. The HOLD mode engages
automatically when the aircraft accelerates
above 65 knots during the takeoff. HOLD
can also engage in flight in VNAV and FLCH
modes if autothrottle movement is
overridden or stopped manually.
Autothrottle: The autothrottle system uses
the FMCs to directly control throttle input for
maximum fuel conservation. The
The autothrottle will disconnect in any
situation where a fault is detected in the
engaged autothrottle mode, or if any reverse
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AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
thrust lever is raised to reverse idle. The
autothrottle should be disengaged if one
engine fails in flight, or if both FMCs fail.
If the autothrottle is armed in flight, but
disengaged, it will automatically re-engage if
any pitch or autothrottle mode is selected on
the MCP.
9-9
monitored by the AFDS and the FMCs in all
pitch and autothrottle modes except V/S
mode. If an overspeed is anticipated, either
the FMC will adjust pitch or the autothrottle
will adjust thrust to prevent exceeding a
speed limitation. The FMC may announce
DRAG REQUIRED if it is determined that
pitch adjustment is the only method to
prevent an overspeed condition.
Flap limit speeds, angle of attack, and
airplane configuration limit speeds are
FLIGHT MANAGEMENT COMPUTER
Overview: The 737 carries two
independent FMCs which run in parallel to
each other in order to maximize accuracy,
and eliminate errors.
lateral and vertical navigation. This is
accomplished by interfacing with and
providing commands to the AFDS and
autothrottle systems.
The FMCs contain a database of navigation
aids, waypoints, airports, airways, runways,
SIDS, STARS, company route information
and aircraft performance data.
The FMCs will use route, weather and
aircraft performance data to operate the
aircraft in the most economical fashion for
any given flight regime based upon crew
instructions.
The FMCs are loaded by ground personnel,
and the databases are updated every twenty
eight days.
During flight, the FMC will monitor the
database for a combination of VOR and
VOR/DME stations at high angles of
intercept to the route of intended flight.
During the flight, the FMC will autotune the
VHF navigation equipment to provide update
and verification of current aircraft position,
and to provide position, radial and DME data
to the crew for navigation purposes.
The FMCs will use this method of monitoring
current aircraft positioning as well as GPS
position data and IRS computed position
data.
In the absence of reliable VOR tuning and
GPS signal, the system will obtain an
average position as computed by the Inertial
Reference System. (IRS Not modeled in this
PMDG version.)
The FMCs use the navigation database and
aircraft performance information stored in
non-volatile memory to provide complete
PMDG 737NG - AOM
FMC/CDU: The FMC/CDU is the tool the
crew uses to interface with the FMC. The
CDU also provides a means for the FMC to
display information for crew use.
The FMC will display information related to
the flight on the EFIS monitors, as well as
through a series of FMC/CDU menus known
as pages.
A CDU line containing small boxes is a
signal to the crew that information must be
entered for proper FMC operation. A line
containing dashes indicates information that
is optional for entry, but which will provide
for more accurate FMC operation.
The FMC/CDUs are very specific about
allowing correct data entry into the data
fields. The FMC/CDU will not accept
illogical references, or references which are
not usable given the capabilities of the FMC.
The FMC/CDU provides a MENU key which
allows the crew to select either the FMC
functions of the FMC/CDU, or access to the
ACARS capabilities of the FMC.
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AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
AFDS MODE CONTROL PANEL
AFDS MCP: The AFDS Mode Control
Panel is located on the glare shield. This is
one of the principle means used by the crew
to communicate with and control the AFDS
during most phases of flight. The MCP
contains switches to select and arm the
autopilots as well as various pitch, roll and
axis modes of the AFDS. In addition, the
MCP allows the crew to override an FMC
commanded mode, or manually select
heading, speed, altitude and vertical speed
as desired.
MCP Layout: The MCP layout is designed
to allow for an intuitive interface between the
crew and the AFDS. Similar functions on
the MCP are clustered together in order to
separate dissimilar functions.
Flight Director Switches: Located on
either end of the MCP, the Flight Director
switches enable or disable the display of
flight director command bars on the PFD.
The flight directors display information as
reported by the left or right Flight Control
Computer respectively. The autopilot will
only accept commands from one Flight
Director at a time. The current MASTER
Flight Director is identified by an illuminated
MA above the flight director switch.
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Thrust/Speed Modes: All of the AFDS
modes which use speed intervention and
speed protection are clustered around the
IAS/Mach speed selector knob.
Autothrottle Arm Switch: When selected
ON, this switch arms the autothrottle for
mode engagement. The autothrottle will
engage when any of the following speed
intervention/vertical navigation modes are
engaged:
•
•
•
•
•
FLCH
VNAV
TO/GA
N1
SPD
If the flight director is selected OFF and the
autothrottle is armed, the autothrottle will
revert to the SPD mode until flight directors
are rearmed, or unless N1 mode is manually
selected.
If VNAV is already engaged at the time the
A/T ARM switch is selected ON, the
autothrottle will engage in the appropriate
mode for the regime of flight.
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PMDG 737NG - AOM
AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
N1 Switch: If current mode is FLCH, SPD,
VNAV SPD, VNAV PTH, VNAV ALT or
TO/GA, pressing the N1 switch changes the
thrust limit to the CLB thrust setting. This
setting will be displayed on the EICAS. This
does not affect the autothrottle mode, but
changes the thrust limit allowed.
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C/O Switch: The Change Over switch
allows the crew to manually select an
reading in Knots or Mach.
If any other mode is currently selected,
pressing N1 will advance thrust to the
currently displayed thrust limit.
SPD Switch: If pressed, the autothrottle is
engaged in speed mode. SPD will be
annunciated on the FMA and the throttle will
control thrust to maintain the IAS/Mach
displayed in the IAS/Mach MCP window.
SPD mode will not exceed minimum or
maximum speed limits.
Selector Knob: Changes the value
displayed in the IAS/Mach window and
updates the command speed bug on the
PFD.
Left click will change single digits. Right
click will change tens unit.
IAS/Mach Window: Indicates current or
selected VNAV speed unless VNAV is
already engaged. PFD command airspeed
bug is manipulated using this setting.
Indicator will be blank when VNAV mode is
engaged. When VNAV is engaged, speed
and speed bugs are placed under control of
the FMC.
If VNAV mode is engaged, the window will
usually be blanked because the speed input
and control commands are being managed
by the FMC. If VNAV mode is active and
the SPD INTV (Speed Intervention) knob is
pushed then the MCP Speed window will
display the FMC commanded speed so that
adjustments can be made.
Pressing SPD INTV will return speed control
to the FMC as described in the flight plan.
If the autothrottle is operating in FLCH, SPD
or TO/GA mode, the display will not be
blanked.
SPD is inactive if in FLCH, VNAV or TO/GA
mode.
PMDG 737NG - AOM
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AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
Within Microsoft Flight Simulator, the click
area for the bank angle selector is located
around the click area for the heading bug. If
you accidentally alter the bank limit mode
when attempting to change heading, simply
move the mouse to the opposite side of the
heading bug and click again. This will bring
the bank limit switch back to 30 degrees.
LVL CHG Switch: Pressing the LVL CHG
switch will disengage any other active pitch
mode. Level Change integrates AFDS pitch
control and autothrottle thrust control to
effect an altitude change.
If the IAS/Mach indicator is blank: Indicator
will un-blank and display the FMC target
speed. If the FMC target speed is invalid,
then LVL CHG will use the existing airspeed.
If the IAS/Mach indicator is not blank:
Command speed for the climb will remain as
displayed.
The Autothrottle will advance the throttles to
the selected thrust for climbing, or reduces
to idle if a descent is being effected.
If you notice during flight that your airplane
is only turning slightly, this might be a culprit
area to examine!
HDG Selector Knob: Allows magnetic
heading to be selected in the HDG window.
Heading mode will disarm if the aircraft
captures an ILS on LOC mode.
HDG Window: Indicates magnetic heading
selected using heading selector knob.
AFDS will use pitch control to control speed
after climb/descent thrust is set by the
Autothrottle, resulting in the best rate of
climb or descent.
When MCP altitude is reached, the pitch
mode changes to altitude hold and ALT is
displayed on the PFD. The autothrottle
holds the commanded speed and SPD
mode is engaged.
Bank Limit Selector: Allows the crew to
manually set a bank limit for the aircraft.
This switch is normally left at 30 degrees but
may be selected lower as desired.
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HDG SEL Switch: Engages heading hold
manually. When pressed, AFDS will
maintain current heading. If bank angle
exceeds 15 degrees, AFDS will maintain
heading at time the wings roll level.
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PMDG 737NG - AOM
AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
VNAV Switch: Pressing the VNAV switch
arms or engages the vertical navigation
mode of the AFDS, and transfers pitch and
speed modes of the AFDS and autothrottle
to the FMC.
VNAV mode gives control of the pitch mode
to the FMC and causes the AFDS to fly a
vertical profile as it is described in the FMC
flightplan and updated or modified by the
crew.
If VNAV is engaged, VNAV mode appears in
green on the PFD.
VNAV mode will not engage (but will arm) if
the FMC Performance Initialization page is
incomplete.
VNAV mode is disengaged by any of the
following:
Engaging TO/GA, LVL CHG, SPD, V/S,
ALT, or G/S pitch modes. Or if VNAV switch
is pushed a second time before VNAV
engagement.
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LNAV Switch: Pressing LNAV switch arms
or engages the lateral navigation mode of
the AFDS, and transfers roll and yaw
(heading) control to the FMC.
LNAV will engage as long as the aircraft is
above 50 AGL and within 2.5 miles of the
planned track. If the aircraft is outside of
these parameters, LNAV mode will arm and
engage when the aircraft moves within these
parameters (e.g.- after takeoff).
LNAV mode will be displayed in greed on
the PFD if LNAV mode is engaged.
If LNAV arms, but the aircraft is not on an
intercept heading to planned track, the FMC
scratch pad will show the text NOT ON
INTERCEPT HEADING, and the previously
armed roll mode will remain active.
LNAV mode is disengaged by any of the
following:
Selecting HDG SEL modes.
At localizer capture.
If LNAV switch is pushed a second time
before LNAV engagement.
VERT SPD Window: Displays current
vertical speed at time V/S speed is pushed.
Displays selected vertical speed as selected
using V/S knob. Range is –6000 fpm to
+6000 fpm.
PMDG 737NG - AOM
V/S Switch: engages V/S mode. AFDS will
maintain V/S set in V/S window. V/S does
not provide speed protection in the climb or
descent.
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AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
ALT Window: Displays altitude as selected
using the altitude selector knob. Displayed
altitude is target altitude for all AFDS, FMS
and altitude alert functions. AFDS and FMC
will not allow a climb or descent through the
displayed altitude. If altitude has been
captured, AFDS and FMC will not allow the
aircraft to depart from displayed altitude
unless a pitch mode has been selected.
cruise altitude. If in VNAV ALT or VNAV
PTH modes, VNAV will automatically initiate
the required climb or descent.
Altitude Selector Knob: Allows selection
of altitude in the ALT window.
If at cruise, and within 50nm of the Top Of
Descent point, selecting a lower altitude in
the MCP altitude window, then pressing the
MCP ALT knob causes the DES NOW
feature to become active, and the AFDS will
initiate a 1,250 ft/min descent rate until
intercepting the VNAV calculated descent
path, at which point it will enter the VNAV
descent path.
Altitude Intervention Switch: The ALT
INTV button can be pressed to the following
effect:
During a climb or descent, pushing the ALT
INTV button will delete the next waypoint
altitude constraint between the airplane and
the altitude displayed in the ALT window.
(For example: during a step descent,
pressing the altitude selection knob will
delete the next level off point in the FMC
flight plan, provided it is above the MCP
altitude displayed in the ALT window.)
If climbing, and no waypoint related altitude
restrictions exist, pressing the ALT INTV
button will transfer the MCP ALT value to
the FMC and overwrite the FMC altitude.
The aircraft will level at the MCP altitude.
ALT HOLD Switch: Manually engages
altitude hold mode. AFDS will capture and
hold the altitude as indicated at the time the
switch is pushed.
Autopilot FCC Engage CMD Switches:
Pressing switch engages associated FCC
and places it in CMD mode. If both flight
director switches are off, autopilot will
engage in CWS Roll and CWS Pitch mode.
FCC DISENGAGE Bar: Pulling down forces
all autopilots to disengage, or prevents them
from being activated.
When pushed during cruise, the ALT
window value will be transferred to the FMC
flightplan and the new altitude becomes the
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PMDG 737NG - AOM
AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
9 - 15
APP Switch: Arms or engages the AFDS to
capture and track the localizer and glide
slope. LOC and G/S are armed (displayed
in white on PFD) only prior to actual capture
of localizer and glideslope. AFDS can
capture localizer or glideslope in any order,
and upon capture each will display in green
to show that LOC and G/S modes are both
active.
LOC capture can occur when aircraft track is
within 120 degrees of the front course, G/S
capture can occur when the intercept track
angle is within 80 degrees of the localizer
course.
Once LOC and G/S are captured, the APP
switch will extinguish, indicating that the only
way to disengage the APP mode is to follow
the steps outlined earlier in this chapter.
APP mode can be terminated prior to
localizer or glide slope capture by pushing
the APP switch a second time, or by
selecting LOC, LNAV or VNAV modes to
override APP mode.
APP mode will also disengage if localizer is
captured and different roll mode is selected.
If the glideslope only has been captured,
selection of a different pitch mode will
disengage the APP mode.
If TO/GA is selected, or the flight directors
are selected OFF at any time, APP mode
will disengage.
PMDG 737NG - AOM
VOR/LOC Switch: Arms or engages the
AFDS to capture and track the localizer.
LOC is armed only (displayed in white on
PFD) prior to actual localizer capture. The
current AFDS roll mode will remain active
until localizer capture. LOC display will
change to green when LOC mode becomes
active upon localizer capture.
LOC mode can be disengaged by pressing
the LOC switch a second time prior to LOC
capture, or by selecting the flight directors
OFF, or engaging the TO/GA mode.
It is generally important not to set the
airplane up to violate your clearance limit
while being vectored for an approach.
When ATC instructs you to “Intercept the
Localizer for Runway X” pressing VOR/LOC
will intercept the localizer.
When cleared for the approach, pressing
APP will allow the aircraft to intercept and
descend via the Glideslope.
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AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
TCAS II Version 7
Overview: PMDG has partnered with Lee
Hetherington, a veteran PMDG Beta tester,
to bring you a TCAS II Version 7 logic
engine that provides real world TCAS
position and resolution advisory information
precisely as displayed to airline pilots flying
the 737NG.
shown on the navigation display, along with
the advisory information, TCAS System Test
OKAY.”
Written by Lee, the TCAS II Version 7 logic
engine will be made available by him for
many other applications, but we are proud to
present his work integrated into the existing
PMDG airplane to provide a TCAS
simulation truly worthy of the phrase, “As
Real as it Gets!”
TCAS is a vital aviation safety tool, and
while traditional MSFS based TCAS
simulations have served primarily as “aircraft
position radar,” Lee has teamed with PMDG
to bring a TCAS II simulation that will
provide Conflict Resolution Advisory
information precisely as is done on the
aircraft.
What TCAS II Does: TCAS II uses
transponder encoded information to predict
the closest point of contact for aircraft
operating in the surrounding area. If it is
apparent that the flight path of two aircraft
will conflict, advisory information is provided
to the crew in order to direct aircraft away
from each other.
By integrating Lee’s behavior model, we
have been able to provide realistic real time
TCAS information to the navigation display
in the PMDG 737 cockpit. Resolution
advisories are displayed in the format of
avoidance boxes and vertical speed
commands on the PFD and the VSI.
Additionally we have provided aural callouts
that are given to crews in order to maximize
the effectiveness of escape procedures
during a resolution advisory.
TCAS Display: Traffic information is
displayed on the navigation display of the
PMDG 737. To ensure TCAS is working,
you can select TEST on the Transponder
mode switch, and a test format will be
Revision – 1.4 23APR04
TCAS range can be adjusted using the ND
Range knob on the EFIS MCP. Maximum
range for TCAS information is 40nm.
Traffic information displayed on the ND will
be displayed using one of four graphic icons
to identify the threat level of displayed traffic.
General Traffic not considered to be
a conflict.
Proximate traffic within 6nm and +/1200ft vertically but not conflicting.
Traffic Advisory:Potential Threat
Traffic. “Traffic Traffic” aural warning.
Resolution Advisory: Accompanied
by pitch guidance to resolve traffic conflict.
TCAS Operation: TCAS is marvelous in it’s
simplicity. To receive the collision protection
of TCAS, simply test the system prior to
takeoff, and place the Transponder Mode
selector in the TA/RA switch position to
receive Traffic Advisories and Resolution
Advisories.
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PMDG 737NG - AOM
AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
Above/Normal/Below: For effective traffic
detection, it is important to manage the
TCAS bias. There are three bias modes.
Above, Normal and Below. The switch
position should reflect the current area of
interest. If you are climbing, select ABOVE.
During level flight select NORMAL. During
descent select BELOW.
ABS/REL: There are two ways that TCAS
can provide you with altitude information on
displayed traffic. Absolute altitude and
Relative altitude. Setting this switch to ABS
will show you the current Mode S reported
altitude encode for each detected target.
REL will display the approximate vertical
separation between your current altitude and
the target aircraft altitude. REL is generally
considered a better setting as the REL
information makes it easier to determine
whether traffic is above or below and by
what distance.
Altitude information is displayed along with
each traffic symbol, along with an arrow to
indicate whether the conflicting traffic is
climbing or descending.
General Traffic: On the 737NG, TCAS is
configured to suppress the display of all
traffic except for TA and RA qualifying traffic.
(Yellow or Red). In principle, this would
mean that you should never see conflicting
traffic on TCAS.
Not all TCAS installations offer General
Traffic Suppression, however and General
Traffic information can be useful for
maintaining good situational awareness.
We have defaulted the TCAS setup to
display General Traffic. For perfect realism,
you can uncheck the “Show All NonThreatening Traffic” box under TCAS on the
VARIOUS page of the PMDG Styles menu.
PMDG 737NG - AOM
9 - 17
Traffic Advisory (TA): A Traffic Advisory
should be taken seriously, as it will be the
first indication of a potential resolution
advisory. A Traffic Advisory will be
accompanied by the aural warning “Traffic!
Traffic!” The Navigation Display will show
the conflict traffic in yellow. This will help to
quickly identify the correct relative location
and altitude to begin searching.
Resolution Advisory (RA): A resolution
advisory is considered to be an aircraft
emergency. A resolution advisory will be
displayed on TCAS in red, along with an
aural command to climb or descend.
Resolution advisories are designed to
provide maximum vertical spacing between
two aircraft that are in conflict with one
another. The success of an RA depends
upon immediate and decisive action by the
crew in accordance with the instructions
provided by the RA.
RA instructions are based upon an
expectation that within 2.5 seconds of an
RA, the crew will perform a +/-0.25G
maneuver in accordance with the RA
instructions.
On the Vertical Speed indicator, an RA will
trigger two color bands
Red: Conflict Area
Green: Target Pitch Zone
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AUTOMATIC FLIGHT MANAGEMENT SYSTEMS
The aural warning will give initial instructions
for the RA, and the crew should adjust pitch
to enter the green band on the VSI. Note
that as the RA develops, it may change the
location of the green band in order to
increase or decrease the needed vertical
speed to reflect greater or lower separation
of conflicting traffic.
A similar “Conflict Box” is displayed on the
attitude indicator to provide unambiguous
guidance to the crew during an RA.
This “Conflict Box” is displayed in red and
matches safe green band displayed on the
Vertical Speed Indicator.
When TCAS has determined that both
aircraft are clear of one another, the Conflict
Box and colored pitch bands on the Vertical
Speed will be removed, along with the aural
advisory, “Clear of Conflict.”
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PMDG 737NG - AOM
MANUAL FLIGHT TECHNIQUES 10 - 1
MANUAL FLIGHT TECHNIQUES
TABLE OF CONTENTS
SUBJECT
PAGE
TAKEOFF PROCEDURES.............................................................................................................. 3
CLIMBOUT PROCEDURES............................................................................................................ 6
CRUISE PROCEDURES................................................................................................................. 7
DESCENT PROCEDURES ............................................................................................................. 7
APPROACH PROCEDURES .......................................................................................................... 8
LANDING PROCEDURES ............................................................................................................ 11
MISCELLANEOUS FLIGHT TECHNIQUES ................................................................................. 14
PMDG 737NG - AOM
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10 - 2 MANUAL FLIGHT TECHNIQUES
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PMDG 737NG - AOM
MANUAL FLIGHT TECHNIQUES 10 - 3
TAKEOFF PROCEDURES
Takeoff Speeds: The speeds appropriate
for the takeoff weight of the aircraft should
have been selected and confirmed in the
TAKEOFF PERF page of the FMC during
the initial cockpit setup. If the FMC has not
registered confirmed takeoff speeds, an
amber NO V-SPD warning will be displayed
on the PFD, near the top of the airspeed
scale.
Takeoff speeds are computed using crew
input, and the appropriate V speed
indicators and flaps setting markers will be
displayed in their appropriate place on the
airspeed scale. Not all settings will be
visible at any given time.
Takeoff Position: Weight and engine thrust
not-withstanding, the 737 is capable of
conducting a rolling takeoff on most
runways. Before advancing the thrust
levers, be certain that the aircraft is properly
aligned with the runway. The takeoff roll
should begin deliberately after the aircraft
has been properly aligned with the runway
centerline.
If a short delay is anticipated once in the
takeoff position, the parking brake should be
set in order to protect against inadvertent
movement of the aircraft due to thrust, wind
or runway slope conditions. Slight
movement of the aircraft may not be
immediately noticeable to the crew when
concentrating on other takeoff related tasks.
Upon receipt of the takeoff clearance, the
aircraft lights should be configured
according to the appropriate checklist, and
the parking brake released.
Throttle Advance: Advance the throttles
smoothly for takeoff. If the autothrottle is not
used to set takeoff thrust, the Pilot Flying
(PF) should advance the throttles until
reaching approximately 60% N1. Once
engine readings have stabilized, the throttles
should be advanced to takeoff power, with
final throttle adjustments being made before
the aircraft has accelerated to 80 knots.
PMDG 737NG - AOM
After reaching 80 knots in the takeoff roll,
the throttles should only be adjusted to keep
the engines within operating parameters.
If the autothrottle is being used to set takeoff
thrust, the PF should bring the throttles
smoothly forward until approximately 70%
N1 is displayed on the EICAS. Once engine
indications have stabilized, the TO/GA
switch should be pressed. (To make the
TOGA switch accessible, we have placed a
click spot on the top left screw of the
autopilot Mode Control Panel….click there to
simulate pressing the TO/GA button.)
As the throttles advance to their FMC
determined position, it is important that the
PF back the throttles up with a hand, and
the hand should only be removed upon
reaching V1.
In all cases, the crew should be mindful that
the engine power settings do not exceed the
green maximum power settings displayed
above the engine power strips on the EICAS
display.
Takeoff Roll: At the beginning of the
takeoff role, the PF should maintain slight
forward pressure on the controls in order to
ensure proper directional control through
firm contact between the nose wheels and
the runway surface. This is not to imply than
use of the tiller above more than 20 knots is
acceptable, but firm tire adhesion to the
runway surface will greatly improve
directional control in the event of an engine
failure at high thrust and low speeds.
Directional control should be maintained
through the use of coordinated rudder and
aileron input to ensure a straight takeoff with
minimum roll tendency on rotation.
The PNF will call out “80 knots” at the
appropriate time, as an indication to the PF
that the aircraft has entered into the high
speed regime of the takeoff.
At 80 knots, the PF should begin to release
the forward pressure held on the flight
controls.
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10 - 4 MANUAL FLIGHT TECHNIQUES
The automatic aural warning system will call
out “V1” when the indicated aircraft speed is
still 5 knots lower than the actual V1 speed
setting. This buffer is included in recognition
of the fact that a no-go decision immediately
before V1 can be more effectively made if
the PF is aware of the rate of acceleration to
V1.
Note: In order to obtain airspeed callouts
during the takeoff role, you must have
initialized the FMC before commencing the
takeoff. This is a simulator specific
requirement.
Upon reaching V1, the PF should remove
the hand used to back up the throttles. This
is done to enforce the ‘go’ decision, and to
prevent a reactive decision to reject a
takeoff after reaching V1.
At Vr, the PNF will call “Rotate,” as a signal
for the PF to begin applying back pressure
on the controls to raise the nose of the
aircraft from the runway.
A proper rate of rotation for the 737 is 2.5º to
3º per second until a target takeoff pitch
attitude of approximately 8º nose up is
attained. Target pitch attitudes for each
airframe are listed as follows:
Type
-600
-700
-800
-900
T/O Pitch
9.0º
9.0º
8.0º
8.0º
Tail Strike Pitch
16.2º
14.8º
11.0º
9.2º
Due to fuselage length, the pitch attitude for
takeoff becomes increasingly critical in the –
800 and –900 airframes.
In Microsoft Flight Simulator, striking the tail
of the aircraft on the ground is treated as an
aircraft crash, and Microsoft Flight Simulator
may fail engines, wings or otherwise disable
the aircraft.
This is not precisely realistic behavior, but
this warning serves to remind crews that
conducting the aircraft in an unsafe manner
carries dire consequences in the real world.
Revision – 1.4 23APR04
The proper technique for takeoff involves
careful rotation until the target takeoff pitch
attitude is reached.
The target pitch attitude should be
maintained until the aircraft flies itself off the
runway. Resist the temptation to continue
raising the nose above the target pitch
attitude or a tail strike may result.
In gusty conditions, the rotation may be
delayed slightly in order to prevent
inadvertent over-rotation induced by wind
gusts.
Once the aircraft becomes airborne, confirm
via the radar altimeter that at least 20 feet
has been attained, the continue rotating at
2.5º - 3º per second until airspeed stops
increasing.
A proper rate of rotation will lead to the
aircraft attaining V2 at 35 feet above the
runway surface. Early, rapid or excessive
rotation can extend the takeoff run, cause a
tail strike condition, and/or activate the stick
shaker and stall warning.
Crosswind Takeoff: As with other aircraft
types, the most effective method to maintain
directional control during the takeoff is to
use rudder for directional control as
necessary, and aileron input to control roll
tendency.
As the aircraft accelerates, the control inputs
should be gradually reduced so as to
achieve a smooth liftoff without banking the
wings. An uneven bank angle on rotation
produces a risk of engine nacelle damage
from striking the runway surface.
Rejected Takeoff: It is extremely important
that crews understand that a decision to
reject a takeoff is not made because the
airplane can stop. A decision to reject a
takeoff is made because the airplane will
not fly.
Once entering the high-speed regime of the
takeoff role, a decision to reject the takeoff
should only be made if, from the captain’s
perspective, a failure occurring prior to V1
sufficiently calls into question the ability of
the aircraft to fly safely. Crews should keep
in mind that rejecting the takeoff at high
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MANUAL FLIGHT TECHNIQUES 10 - 5
speed may place the aircraft at greater risk
than the initial failure.
A decision to reject the takeoff should be
made with authority, and in time that braking
can be applied before V1 is reached. The
pilot flying should quickly reduce the
throttles to idle, disengage the autothrottle
and apply reverse thrust.
If set to RTO, the autobrakes will activate
when the throttles are returned to idle.
Note: Most users of Microsoft Flight
Simulator know that pressing the F2 key will
apply reverse thrust, but it is important to
know that you will not get proper breaking
unless you also bring your joystick throttle to
idle in order to activate the spoilers during
the Rejected Takeoff!
If the autobrakes do not activate, the crew
should apply maximum manual braking
commensurate with safety.
Reverse thrust should be applied normally,
with careful consideration given to
asymmetric thrust in the event the takeoff is
being rejected due to an engine failure.
Engine Failure During Takeoff: In the
event that an engine fails on takeoff but a
decision to continue the takeoff is made,
directional control must be maintained by
applying rudder to the side opposite that of
the failed engine. The amount of rudder
required to maintain directional control will
depend on aircraft weight, crosswind
influence, airspeed at the time of the failure
and which engine failed. It is important that
only enough rudder be applied to maintain
directional stability as additional rudder will
produce excess drag or cause the aircraft to
yaw away from the failed engine. This
condition is undesirable because it may
result in yaw oscillations during the takeoff
that will reduce the overall controllability of
the aircraft.
After an engine failure, avoid rotating the
aircraft early or excessively. Rotate
smoothly at Vr and hold the target takeoff
pitch until the aircraft flies itself off the
runway. Continue the takeoff normally,
PMDG 737NG - AOM
accelerating to V2. The pitch attitude during
the early climb will be slightly lower than that
normally required for a two engine takeoff.
(Usually 2º lower than the normal climb out
angle.)
Maintain V2 until reaching the Engine Out
Acceleration Height. (E/O Accel Ht.) as set
in the FMC takeoff page. On passing the
E/O Acceleration Height, lower the nose by
one half of the pitch attitude required for the
climb. . (e.g. from 20° to 10° pitch.)
Reducing the pitch in this fashion will allow
the aircraft to begin accelerating so that the
flaps may be retracted.
Do not descend during the acceleration
sequence. After completion of the flap
retraction sequence, ensure the operating
engine is not exceeding the selected thrust
parameter and continue the climb profile.
In the event the engine failure occurs after
reaching V2, but before reaching V2 + 10,
maintain the speed at which the aircraft was
travelling at the time of the engine failure.
Use pitch to maintain airspeed, and accept
whatever rate of climb results unless
obstacle clearance is an issue. Climb to the
E/O Acceleration Height and commence the
acceleration and flap retraction as described
above.
If the engine failure occurs at V2 + 10, then
use pitch to maintain this speed until
reaching the E/O Acceleration Height and
commencing the acceleration and flap
retraction sequence as described above.
If the engine failure occurs at a speed
greater than V2 + 10, use pitch to reduce
speed to V2 + 10 and climb to the flap
retraction/acceleration altitude. This
technique will give the best rate of climb for
the given available thrust. The above
described procedure for acceleration and
flap retraction applies.
Failure of an engine on one side of the
aircraft will cause a yaw tendency toward
the failed engine. Opposite rudder input
should be applied using trim with enough
rudder deflection to eliminate the aircraft’s
tendency to change heading. The aircraft
should be considered properly trimmed if
yaw tendency is eliminated and the yoke
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10 - 6 MANUAL FLIGHT TECHNIQUES
can be held without aileron input. Although
a slight banking may be noticed, using
ailerons to level the wings will cause an
increase in aerodynamic drag, resulting in a
less efficient wingform, reduced lift
effectiveness and reduced climb
performance.
CLIMBOUT PROCEDURES
Initial Climb: In a normal takeoff condition,
the pitch attitude required to maintain V2+10
knots in the climb is 15-17º nose up. In light
airplane configurations, this pitch attitude
may be exceeded in order to maximize the
rate of climb. (Provided the airspeed is not
allowed to drop below V2+10.)
Some consideration to passenger comfort
should be given to if the climb angle
required to maintain V2+10 exceeds 25º
nose up pitch. If this is a concern, a slight
reduction in N1 is the best way to reduce
climb angle.
If a turn is required during the initial climbout
phase of the flight, do not begin banking
until the aircraft has climbed at least 200
feet AGL. Between 200 AGL and 400AGL
do not exceed bank angles of 15º.
If the flight director is being used to provide
guidance during takeoff, bank attitude
according to the flight director is satisfactory,
as the flight director takes aircraft speed,
weight and stall factors into account.
Acceleration in the Climb: If the flight
directors are not being used in the climb, the
pitch angle should be reduced when
climbing through the Flap Acceleration
Height as set on the FMC Takeoff page.
Pitch angle should be reduced by not more
than ½ of the pitch required to maintain
V2+10. For example, if 20º nose up was
required, then the pitch angle can be
reduced to 10º nose up, but not lower. This
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will allow the aircraft to begin accelerating in
the climb.
Flaps should be retracted according the flap
retraction schedule on the airspeed
indicator. During the flap retraction
sequence, do not select the next flap setting
until the aircraft has accelerated beyond the
amber warning band (on the airspeed
indicator) for the next flap setting.
Acceleration should be continued until the
flaps are fully retracted
If necessary, modify the pitch, power and
flap settings as required in order to comply
with ATC clearances or SID requirements.
When reaching Flaps Up, the crew should
select the Climb Thrust setting by pressing
the LVL CHG switch, the N1 switch, or via
the FMC Climb page. Verify the appropriate
CLB setting is displayed on the EICAS
engine display. Once in this mode, engine
thrust settings will be automatically adjusted
for maximum cost/climb performance given
current environmental conditions and climb
requirements.
Engine failure in/during climb: Once
above the E/O Acceleration Height, select
the ENG OUT mode on the FMC Climb
Page. Selecting the engine out page will not
change the behavior of the autopilot, but It
will provide reference information to assist
the crew with the single engine climb.
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MANUAL FLIGHT TECHNIQUES 10 - 7
CRUISE PROCEDURES
Optimum Altitude:
The FMC VNAV
Cruise page will display both the Optimum
cruise altitude and Maximum Cruise Altitude
for the current flight configuration. The
Optimum altitude will give the best ratio of
ground mileage for fuel consumed.
monitoring and managing the useful fuel
load.
Normally, a cruise altitude close to the
Optimum altitude should be selected. Flight
above the optimum altitude will reduce the
margin between cruise speed and stall
speed. Flight above optimum altitude
should be avoided if autothrottles are
inoperative.
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Fuel Economy:
The FMC will
continually monitor and report on fuel usage
during the course of a flight. If a change in
flight conditions reduces the range of the
aircraft and causes a fuel reserves
reduction, the FMC message
INSUFFICIENT FUEL will be displayed.
FMC monitoring of the required fuel level
does not remove crew responsibility for
Factors which can cause a change in the
required fuel load include, but are not limited
to:
Improper Trim Settings
Unbalanced Fuel Load
Excessive Throttle Adjustments
Flight Higher Than Optimum Altitude
Lower Than Planned Cruise Altitude
Temperatures Higher Than Forecast
Faster Airspeed Than Planned
Slower Airspeed Than Planned
Higher than forecast wind conditions.
Infarcts enroute holding.
Unforecast altitude changes.
Known Fuel Consumption Increases:
M.01 over planned speed:
2,000 above Optimum Alt:
4,000 above Optimum Alt:
4,000 below Optimum Alt:
8,000 below Optimum Alt:
2% Increase
2% Increase
3.4% Increase
4% Increase
9% Increase
DESCENT PROCEDURES
Leaving Cruise: The descent process can
be conducted manually by taking control of
the flight, or by selecting a lower assigned
altitude in the MCP and pressing LVL CHG
or VNAV. A descent may also be initiated
by entering a lower FL___ in the FMC VNAV
Cruise Page.
The use of flaps to increase aerodynamic
drag in order to facilitate a higher descent
rate is not recommended as this places
significant wear and tear on the flaps, flap
track and flap actuator mechanisms. If
additional drag is required, speedbrakes or a
reduced descent angle are recommended.
Higher profile descents may require the use
of speed brakes in order to reach altitude or
speed targets during the descent. In
descents requiring the use of speed brakes,
it is important that level off at the lower
assigned altitude be anticipated so that
speed brakes can be retracted and thrust
increased to obtain a smooth level out
procedure. Late reduction of speed brakes
and cause uncomfortable G loading and
passenger discomfort.
Speedbrake Usage: In all cases where
speed brakes are used, the speed brakes
should be closed before thrust is added.
Speed brakes should not be used below
1500’ AGL. Crews should keep in mind that
speedbrake usage with greater than Flaps
10 selected causes additional stress loading
to be placed on the trailing edge flaps.
Although this will not adversely affect
controllability of the aircraft, it does place
additional wear and tear on the flap track
mechanisms.
PMDG 737NG - AOM
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10 - 8 MANUAL FLIGHT TECHNIQUES
APPROACH PROCEDURES
Initial Approach:
Crew workload
during the approach portion of the flight
increases steadily right up to the point of
touchdown. As such, the earlier a crew is
prepared with all weather, runway and
approach information the more distributed
the workload will become.
A strong approach briefing allows the crew
to plan ahead for various contingencies such
as vectoring through congested airspace,
unusual approach procedures, emergency
procedures, weather related contingencies,
etc.
The crew should have all information
regarding ATIS, NOTAMS and aircraft
performance data collected prior to
descending below 10,000 feet.
Approach Speeds:
The speed bugs
displayed on the ND airspeed indicator are
selected based upon the crew’s selection in
the Approach page of the FMC. Speeds are
based on the aircraft weight and fuel
remaining. When speed is maintained at
these airspeed/flap limits, a full safety
margin for aerodynamic stall is maintained.
The maneuvering speed for a specific flap
setting is displayed using a green index
marker with the associated flap number
beside it.
Prior to entering the approach, the landing
flap setting should be selected in the FMC
APPROACH REF page. This page will
show the 25 REF, 30 REF and 40 REF
speeds given the current aircraft weight.
The selected flap setting and REF speed
should be selected and entered using the
appropriate LSK. Once selected, the FMC
will not continue to adjust the REF speed to
reflect continued fuel burn. If significant
weight change is experienced due to
prolonged holding, reselecting a REF speed
is necessary to update approach and flap
maneuvering speeds.
When selecting speeds independently of
ATC instructions, selecting an MCP speed
which is 10 knots higher than the flap
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maneuvering speed bug will provide a
stable, efficient flight envelope with a
comfortable margin for banking turns which
may be required by ATC.
Flaps Usage: To ensure a normal,
stabilized approach, it is good technique to
have Flaps 5 selected by the time the initial
approach is commenced.
Proper deployment technique is to set the
next flap setting as the airspeed passes
through the next highest flap setting
maneuver speed. For example, selecting
flaps 10 will be done as airspeed slows
through the flaps 5 maneuver speed.
Stabilized Approach: A stabilized
approach is important to a consistent and
safe landing technique. This is particularly
true in transport category aircraft.
A stabilized approach is defined by
accomplishment of the following before
reaching 1000 feet AGL on an instrument
approach or 500 feet AGL on a visual
approach:
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Landing configuration (gear and flaps)
On descent profile (ILS Localizer and
glide slope, published non precision
profile, or when conditions have been
met to allow a visual approach below
DH or MDA on a non precision
approach.)
Speed within 5 knots of target REF
speed.
Rate of descent not in excess of 1000
fpm on precision approach or 1200 fpm
on non precision approach.
Engines spooled up normally to
maintain speed and rate of descent.
In order to facilitate a stabilized approach,
crews should plan to have the landing gear
down and the final approach checklist
completed prior to crossing the outer
marker.
If the approach is unstable, or becomes
unstable below 1000 feet on an instrument
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MANUAL FLIGHT TECHNIQUES 10 - 9
approach or 500 feet on a visual approach,
initiate a go around.
Precision Approach and Landing (ILS):
The initial approach can be flown using a
number of different modes in the autoflight
mode, regardless of whether a manual or
automatic landing is anticipated. The HDG
SEL and LNAV modes can be used for
lateral tracking of the flight path and VNAV,
LVL CHG or V/S can be used for altitude
changes. Generally VNAV is considered to
be the preferred method, as the VNAV
program provides speed management not
found in the V/S mode, and as such can
make for a smoother approach with less
significant throttle movement and thrust
changes. When VNAV mode is not usable,
or at the crews discretion, LVL CHG will
provide for speed management during a
descent, but will result in increased throttle
movement and cabin noise during small
altitude changes. For small altitude
changes, use of the V/S mode will minimize
autothrottle thrust changes until the new,
lower altitude is reached.
Passenger comfort is maximized and engine
wear and tear are minimized when changes
in required thrust settings are anticipated
and accounted for by the crew. For
example, when the landing gear are
lowered, timely selection of the next slower
speed required for the approach will
eliminate the need for the autothrottle to
increase thrust in order to compensate for
increased drag from the landing gear
immediately prior to a thrust change for a
decrease in approach speed.
Whenever possible, it is helpful to enter the
landing runway into the FMC DEP/ARR
page, as this will display an extended
runway centerline in the ND MAP mode,
which can help with spatial awareness.
When turning onto the localizer intercept
heading and commencing the approach,
select APP mode on the ND. The expanded
compass rose or full compass rose (HSI)
provide for the best approach information
display.
If LNAV is being used to manage lateral
track navigation, use caution to ensure that
the aircraft actually captures the ILS
PMDG 737NG - AOM
localizer. In some cases, the aircraft will
continue to fly the LNAV approach heading
without actually capturing the localizer,
which can lead to dangerous descent
conditions if a glideslope capture occurs.
After localizer capture, the heading bug
should be set to reflect to inbound approach
course. If a large intercept angle was being
flown, the autopilot will perform one intercept
maneuver before stabilizing on the localizer.
At intercept angles less than 30 degrees, the
autopilot will not require an intercept
maneuver.
The aircraft should be configured for final
approach prior to reaching the final
approach fix. This will ensure an accurate
glide slope intercept at the appropriate
speed for the approach. Landing flaps
setting should be selected immediately after
capturing the glideslope, with the MCP
speed set to final approach speed for the
landing flaps setting. Normally, landings will
be performed at flaps 25, or flaps 30 unless
runway or weather conditions dictate the use
of flaps 40.
Single Engine ILS Approach: A normal
approach should be flown in accordance
with the Abnormal Procedure for single
engine landing.
When flying the approach with an engine
out, it is important the crew stabilize the
aircraft on the final approach speed prior to
reaching the outer marker. This will provide
an opportunity to re-trim the aircraft as
required to eliminate yaw tendencies at the
slower approach speeds. Once the aircraft
is trimmed, a normal approach and landing
can be flown.
It is generally not considered good practice
to land with flaps 30 or flaps 40 unless
runway length limitations require it.
Selecting a higher flap setting is preferable
in the event that a single engine go-around
is necessary.
In some cases, the crew may desire to zero
out any trim influence prior to flying the
approach. This will require that the crew
manually input the control deflections
necessary to eliminate the yaw tendencies
of the aircraft. While this is a higher work-
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10 - 10 MANUAL FLIGHT TECHNIQUES
load solution, it is available to the crew and
should be completed prior to reaching the
final approach fix.
Crews should resist the temptation to adjust
rudder trim after crossing the final approach
fix as this may distract crew members from
flying the approach effectively.
Non-Precision Approaches: When flying
non precision approaches, the aircraft must
be in the landing configuration prior to
reaching the final approach fix. Final
Descent checklist should be completed prior
to crossing the final approach fix as well.
Landing flaps should be set and landing
speed selected on the MCP speed selector
prior to commencing the descent to the
MDA.
A rate of descent should be used which will
allow visual acquisition of the runway
environment (commensurate with MDA) in
time to align the aircraft with the landing
runway.
During NDB approaches, the MAP CTR
mode provides a good picture of needle
tracking throughout the approach.
During VOR approaches, the VOR or MAP
modes provides a good situational
awareness picture of the approach.
Circling to Land:
When circle to land
minimums are met and wind conditions
require such a maneuver, the pilot flying
must maintain visual contact with the field
once descent below the clouds in
completed. When circling, bank angles in
excess of 30 degrees should be avoided.
Flaps 20 and the associated flaps 20
maneuvering speed is recommended for the
approach portion of the procedure as well as
the circling maneuver. Once the turn to final
is commenced, extend landing flaps and
commence a normal visual approach profile.
VNAV Approaches: It is possible to use a
combination of VNAV and LNAV to fly non
precision approaches down to 50’ above the
runway environment.
selected, it is possible to use VNAV to fly the
non precision approach profile.
For example: The crew should enter the
required crossing altitudes and speeds in
the FMC flightplan for stepdown fixes along
the approach. Then, when within 15nm of
the airport and operating at flaps 15 or
greater, the MCP altitude will not serve to
inhibit the VNAV/FMC descent according to
the descent profile.
Generally the MCP altitude should be set to
the cleared altitude prior to crossing the final
approach fix. The MCP altitude can then be
set to the Missed Approach Altitude when
crossing the final approach fix, and a VNAV
managed descent according to the
altitude/speed restrictions in the FMC will be
commenced.
Note: We have included this level of
accuracy in the FMC capability because it
represents operational procedures used by
aircrews around the world on a regular
basis.
This level of accuracy brings forward some
unfortunate factors regarding the MSFS
navigation and landmass database
employed by FS9.
During our pre-release testing we found that
it was not uncommon for the VNAV
approach mechanism was able to fly the
airplane down to 50’ above the threshold
altitude with precision accuracy. However,
in a number of test cases, the runway
location within the MSFS scenery based
upon outmoded position data and the
runway was not always exactly under the
airplane even though the FMC navigation
position was reported to be identical to the
runway touchdown zone position on current
Jeppesen Approach Plates.
So, as in the real world, we strongly
encourage crewmembers to remember that
the pilot flies the airplane, not the
automation, and it may occasionally be
necessary to demonstrate sound judgment
and pilotage when working within the MSFS
world.
If the aircraft is within 15nm of the arrival
runway and flaps15 or greater has been
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LANDING PROCEDURES
Landing Geometry:
To make
consistently accurate and safe landings, it is
important that the pilot have a firm
understanding of the geometry in the landing
configuration.
The standard ICAO glideslope installation
requires the glideslope to intersect the
runway surface 1,000 feet from the
threshold. In this configuration, a 2.5º
glideslope will have a runway threshold
crossing height (TCH) of 66 feet.
If the aircraft is flown to the runway in this
configuration without a normal flare, the
main gear will touch down approximately
900 feet from the runway threshold.
If a moderate flare is accomplished, rather
than simply flying the aircraft onto the
runway, the flight path of the main landing
gear can be expected to lengthen by
between 300 and 700 feet.
It is recommended that the aircraft be flared
to touch down on the runway surface
between 1,000 and 1,500 feet from the
threshold. As such, the pilot should use the
1,000 foot markings on the runway as the
visual aim point for the approach.
Coincidentally, this aim point will provide a
good visual reference for flying both a 2.5º
and 3º glide slope, and result in an
appropriately placed touchdown using
normal flare technique.
Touchdown should occur in the first 3,000
feet of the runway, or 1/3 of the runway
length, whichever is shorter.
Flare: At 50 feet radio altitude above the
runway surface, the throttles should be
moved to idle. At 30 feet radio altitude, nose
up pitch should be increased from the
approach angle to approximately 5º nose
up. If accomplished correctly, the aircraft
should settle onto the runway without
extended floating.
Keeping power added during the flare may
cause extended floating in ground effect just
above the runway surface, which will
PMDG 737NG - AOM
significantly increase landing distance.
Crews are likewise cautioned not to continue
to increase nose up pitch during the flare in
an effort to “grease it on” as this may cause
a rapid decay in airspeed, reducing aircraft
controllability and reducing the effectiveness
of immediate go around thrust should it be
needed. In addition, a pitch attitude of only
9.2º nose up will cause fuselage contact
with the runway surface upon main gear
touchdown in the –900..
The recommended approach and landing
technique is to fly a visual aim point 1,500
feet down the runway. Reduce thrust to idle
beginning at 50 feet, with the flare
commencing at 30 feet. Fly the aircraft onto
the runway surface and commence the
rollout procedure.
Effective use of this procedure will
consistently result in a runway touchdown
between 1,000 and 1,500 feet from the
threshold.
VASI/ PAPI:
If landing on a runway
equipped with a standard two bar VASI
system or a PAPI, use caution to manage
the threshold crossing effectively.
During testing, it has been discovered that
Microsoft Developers misplaced the location
of many ILS glideslopes, making them not
congruent with the VASI/PAPI and in some
cases making the touchdown point of the
runway incorrect.
It is not uncommon to find airports in the real
world where the visual approach aids do not
align with the instrument approach aids, so
again the practical use of sound piloting will
reward with good, safe landings.
Crosswinds: When the flying a coupled
approach, the autopilot will fly most of the
approach with the airplane’s nose crabbed
into the wind.
As the airplane touches down on the runway
surface, the upwind wing may be lower than
the downwind wing, and enough rudder
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input will be applied to keep the aircraft
aligned with the runway centerline.
This is the best technique for landing the
aircraft in a crosswind condition, as it
provides the best directional control of the
aircraft upon touchdown and minimizes wear
and tear on the airframe and landing gear.
After the nose has been lowered to the
runway, rudder and steering tiller input may
be required to keep the aircraft aligned with
the runway during deceleration due to the
reduced effectiveness of spoilers and
ailerons after touchdown.
If conducting an Autoland, do not anticipate
having the airplane track the centerline while
rolling out. The 737, unlike some larger
Boeing airplanes, does not have a
ROLLOUT mode in the Autoland capability
so the crew is continually responsible for
tracking the runway centerline after
touchdown.
Due to the tandem wheel arrangement on
the 737 main landing gear, the airplane has
a strong tendency to travel in the direction
the nose of the airplane is pointed at the
moment of touchdown. Thus, a slight nose
into the wind deflection can result in the
aircraft travelling toward the upwind side of
the runway during the rollout. This should
be immediately and precisely corrected with
rudder input while lowering the nose wheel
to the runway surface.
Autobrakes provide the best braking
response during crosswind landings
because of the difficulty in applying even
brake pressure to rudder pedals that are
displaced in order to provide rudder
deflection for the final phase of the
approach. As such, crews are advised to
use autobrakes whenever possible on
crosswind landings.
Runway Braking:
To understand the
importance of steady brake pressure
application, it is important to understand that
the antiskid system which is used to prevent
wheel locking and skidding monitors friction
between the tires and the runway surface
through a deliberate modulation and testing
of braking power to the main gear. If the
autobrakes are overridden by flight crew
Revision – 1.4 23APR04
application of braking pressure, this process
of runway sampling starts again from the
beginning. Repeated pumping of the brake
pedals by the flight crew can increase the
landing roll by as much as 75% in some
cases. Crews are advised to apply a steady
rate of pressure on the brake pedals when
autobrakes are not used.
The autobrake system allows for settings 1 –
4 and MAX. Autobrakes are recommended
for any landing being accomplished on a
runway shorter than 8,000 feet, or at high
gross landing weights on longer runways.
During the approach segment of the flight,
select the autobrakes power setting required
for the landing.
After touchdown, brake application is
indicated by a positive rate of deceleration
beginning one or two seconds after
touchdown. The braking is applied
gradually, with the full selected braking
power being applied as the nose wheel
touches the runway surface.
A combination of Autobrakes and Spoiler
deployment is normally sufficient to
decelerate the airplane within it’s landing
distance requirements. Remember that the
aircraft runway length certification involves
only normal braking, spoilers and no reverse
thrust, so the application of reverse thrust
will shorten the expected landing distance.
In order to ensure proper Autobrake and
Spoiler deploy on landing, it is EXTREMELY
important that the throttle be pulled to idle
immediately upon main wheel touchdown if
some power was used during the landing.
(The throttles should have been at idle 30’
AGL, but sometimes it is necessary to carry
some power until touchdown.)
If you do not get autobrake/spoiler
activation, be sure to pull the throttles to idle!
If the autobrakes system fails (accompanied
by a AUTOBRAKE DISARM warning), apply
manual brake pressure.
Use of reverse thrust will augment the
braking system and reduce wear on the
brake systems. Regardless of whether or
not reverse thrust is applied, the autobrake
system seeks a target rate of deceleration
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(see Landing chapter), rather than a certain
brake power. This will result in a consistent
and smooth rate of deceleration after
touchdown.
The autobrake system is designed to bring
the aircraft to a complete stop upon
touchdown, so crew intervention is required
if a full stop is not desired. Simply disarm
the autobrakes system by selecting OFF
after passing through 60 knots and reducing
reverse thrust to idle.
Autobrakes may also be disarmed by
advancing the throttles or manually applying
brake pressure momentarily.
Reverse Thrust:
Application and
amount of reverse thrust is subject to the
discretion of the flight crew. When touching
down on wet or slippery runways, every
effort should be made to ensure that only
symmetrical reverse thrust is applied. On
dry runways, asymmetrical thrust should
only be applied with extreme caution, as this
may pose a significant directional control
problem to the flight crew.
PMDG 737NG - AOM
When passing through 80 knots begin
moving the throttles so as to reach reverse
idle by 60 knots. Use of reverse thrust
levels higher than idle when forward speed
is below 60 knots increases the potential for
FOD ingestion and engine surging due to
ingestion of engine exhaust.
The engines should be brought to forward
idle by the time taxi speed is reached.
If directional control problems are
encountered during the landing rollout, it is
important that they be identified and solved
quickly in order to keep the aircraft on the
runway centerline and under control.
If a skid is detected during the landing roll:
•
Reduce reverse thrust to idle if at high
levels of reverse thrust.
•
Verify correct control inputs for current
crosswind conditions. (aileron into the
wind and opposite rudder)
•
Use forward differential thrust, if
necessary to restore directional control.
DO NOT DUPLICATE
Revision – 1.4 23APR04
10 - 14 MANUAL FLIGHT TECHNIQUES
MISCELLANEOUS FLIGHT TECHNIQUES
Emergency Descent: At the first
indication of a cabin altitude /cabin pressure
problem, the crew should immediately don
oxygen masks. A quick trouble shooting
process is to verify that all packs are normal
and to close all isolation valves. If this does
not remedy the problem, or if it is obvious
that cabin altitude is uncontrollable, an
emergency descent should be commenced
at once.
An emergency descent is best performed
under control of the autopilot, as this
reduced the crew workload and allows them
to focus on issues related to localizing and
identifying the aircraft problem.
Immediately select 14,000 feet or Minimum
Enroute Altitude, whichever is higher in the
MCP Altitude window. Press LVL CHG,
extend the speedbrakes and verify the MCP
commanded airspeed is in the usable range.
Passing through 16,000 feet begin preparing
for a controlled level out by selecting 290
knots in the MCP speed window. Retract
speedbrakes and apply thrust as necessary
during the level out and consult the required
checklists.
the flight crews be able to manage steeper
bank angles should they be necessary or
desired.
Entry into a 45º bank should be
accomplished with the MCP speed set to
240 KIAS. Level flight can be maintained
with only a slight nose pitch up in the turn.
Use of stabilizer trim is recommended to
eliminate approximately half of the required
flight column control input required to
maintain level flight in the turn.
Force-Feedback Issues: For users who
have force-feedback joysticks enabled, we
STRONGLY recommend that you disable
“Control Surface Forces” within Microsoft
Flight Simulator before attempting to fly this
airplane.
Force feedback provides tactile cues to you
via the joystick. The control forces are not
generated based upon algorithms that
realistically simulate control feedback, and
can actually cause significant Pilot Induced
Oscillations as you attempt to correct for
unrealistic forces exerted against your
control inputs during flight.
Stalls: An aerodynamic stall in any aircraft
configuration, flight mode, or at any altitude
is an unacceptable flight condition for the
737. At the first warning of an impending
stall, (stick shaker or stall buffet):
•
•
•
•
Throttles: Full Forward
Pitch:
Adjust to minimize loss of
altitude. Intermittent stick shaker is
acceptable in order to prevent ground or
obstacle contact.
Wings:
Level
Configuration:
Do not change flap
or gear settings until recovery from the
stall is complete.
Steep Turns: Turns in excess of 30º are
not normally accomplished during normal
operations. For pilot familiarity with the
aircraft in all regimes of flight, is important
Revision – 1.4 23APR04
DO NOT DUPLICATE
PMDG 737NG - AOM