737 NG Flight Crew Training Manual (FCTM) Review

Flight Deck Philosophy and Design Principles

• General Viewing and Reachability: All displays and controls required for flight are designed to be viewable and reachable by both pilots or duplicated at each crew station. They must perform satisfactorily under all lighting conditions.

• Flight Deck Environment: The Boeing design maintains a "quiet or dark" flight deck during normal operations, with minimal indications of normal status.

• Alert Categorization:     * Time Critical Warnings (Red): Non-normal operational or system conditions requiring immediate crew awareness and corrective action to maintain safe flight.     * Warnings (Red): Alert the crew to a non-normal operational or system condition requiring immediate awareness and action.     * Cautions (Amber): Alert the crew to conditions requiring possible future corrective action.

• Color Conventions:     * Red: Highest priority safety information, keep-out zones, and do-not-exceed limits.     * Amber: Second priority safety information; includes flags, non-normal sources, and regions of limited operation. Advisory alerts are displayed in amber text.     * Green: Indicates active, engaged, selected, or tuned status, and fly-to areas.     * White: Real-time information, scales, and values ready for use.     * Magenta: Target values and FMC-generated flight paths.     * Cyan: Inactive data, labels, and background.     * Blue: Informational purposes.

• Flight Control Logic: Linked and back-driven controls reflect input from the other pilot or the autoflight system.     * Autoflight Back-driving: The control wheel is back-driven when the autopilot is engaged; thrust levers are back-driven when the autothrottle is engaged. Pilot input can override both.

Pilot Responsibilities and Training Objectives

• Command Priorities: Aviate, navigate, communicate, and manage systems.

• The Captain: Ultimately responsible for the safe operation of the airplane.

• Expectations for Both Pilots:     * Respond correctly to alerts; prioritize warnings over cautions.     * Maintain situational awareness by checking flight instruments and FMA (Flight Mode Annunciations).     * Use appropriate levels of automation: engage when workload increases and take over manual control when needed.

• Training and Qualification: Programs prepare students for the FAA Type Rating checkride. Demonstration of command ability and good judgment commensurate with high safety levels is required.

• CRM (Crew Resource Management): Effective use of all resources including dispatchers, cabin crew, maintenance, and ATC.

Maintenance Inspection Requirements

Events requiring post-flight maintenance inspection include:

• Hard Landing: Specify if on nose gear, main gear, or both, and if it was a "hard bounced" landing. A bounced landing is contact by main gears followed by leaving the ground prior to final landing.

• Overweight Landing: If not a hard landing, this should be recorded.

• High Drag/Side Load Events: Running off prepared surfaces, landing short, blowing $2$ or more tires, or landing with a large crab/high bank angle.

• Severe Turbulence and Overspeed: Flap/slat, $M_{MO}/V_{MO}$, or landing gear/tire overspeed.

• Others: High-energy stops, lightning strikes, extreme dust, tail strikes, or aggressive maneuvering (e.g., during TCAS or terrain avoidance) that may cause structural damage.

Maneuver Speeds and Margins

• Flap Maneuver Speeds: Recommended operating speeds for takeoff/landing ensuring at least $40^{\circ}$ of bank ($25^{\circ}$ bank plus $15^{\circ}$ overshoot) to stick shaker within a few thousand feet of airport altitude.

• Minimum Maneuver Speed (Amber Band):     * Top of the lower amber band indicates minimum maneuver speed.     * Flaps Down: Slowest speed providing $1.3g$ or $40^{\circ}$ bank capability. In $1g$ flight, the middle of the band provides $30^{\circ}$ bank ($15^{\circ} + 15^{\circ}$ overshoot). The bottom of the band (red/black tape) is stick shaker activation for the current load.     * Flaps Up: Up to $10,000$ feet, functions like flaps-down. Between $10,000$ and $20,000$ feet, Mach effects decrease capability at the top of the band. Above $20,000$ feet, it shows speed for $1.3g$ capability to low speed buffet.

• Factors Affecting Margins:     * Gross Weight: Base speeds ($V_{2}$ or $V_{REF}$) increase with weight; margin generally decreases as weight increases.     * Altitude: Margin decreases with increasing altitude for a fixed airspeed.     * Landing Gear/Speedbrakes: Gear extension causes a loss equivalent to $2$ knots or less. Speedbrake extension decreases margins at any flap setting.     * Anti-Ice: Wing anti-ice reduces flaps-up and flaps-down margins. Engine anti-ice reduces flaps-down margins only.

Command Speed Settings

• Takeoff: Remains at $V_{2}$ until pilot changes it for acceleration/flap retraction. Manually select flaps up maneuver speed at acceleration height.

• Landing (Autothrottle Connected): Set command speed to $V_{REF} + 5$ knots. No further wind additives required as autothrottle provides protection.

• Landing (Autothrottle Disconnected): Add half of the steady headwind component plus the full gust increment (minimum $V_{REF} + 5$, maximum $V_{REF} + 15$ knots or flap placard minus $5$ knots).     * Do not apply additives for tailwinds.

• Non-Normal Landing: Use checklist-adjusted $V_{REF}$. If autothrottle is disconnected, add wind additives to the adjusted speed.

Recommended Callouts (Examples)

• Climb/Descent: "TRANSITION ALTITUDE, SET STANDARD"; "$1,000$ FEET TO LEVEL OFF".

• Non-ILS Approach: "COURSE/LOCALIZER ALIVE"; "VOR/NDB/FIX, [Altitude] FEET"; "APPROACHING MINIMUMS" ($100$ feet above minima).

• Decision at Minima: PF calls "CONTINUE" or "GO AROUND"; if landing is assured below $DA(H)$, PF calls "LANDING".

• Standard Phraseology: "SET TAKEOFF THRUST", "FLAPS THIRTY", "SET [Airspeed] KNOTS".

Electronic Flight Bag (EFB) and Electronic Systems

• Airport Moving Map: Enhances positional awareness but does not replace visual observation. Both pilots verify taxi clearance against the map.

• Flight Path Vector (FPV): Displays FPA (Flight Path Angle) relative to the horizon and drift angle. Used to maintain level flight ($FPV$ on horizon) or crosscheck visual finals. Not used in reference to PLI (Pitch Limit Indicator).

• Vertical Situation Display (VSD): Helps prevent CFIT. Provides a graphical vertical profile. Especially useful for monitoring step-down fixes and stabilized approach gates ($1,000$ and $500$ feet).

• Cold Temperature Corrections: Apply when $OAT$ is $-30^{\circ}C$ ($-22^{\circ}F$) or colder, or where high terrain exists. Boeing uses uncompensated Baro-VNAV; corrections allow descent to corrected LNAV ($MDA$) minima.

Operation in Icing Conditions

• General: Safest course is avoiding prolonged operation in moderate to severe icing.

• Ice Crystal Icing: Occurs at high altitudes near convective weather. Symptoms: engine surge, flameout, or high vibration. Reflected weather may not show on radar. Action: Use Ice Crystal Icing NNC if suspected.

• Training Flights: Multiple touches and goes in icing can accumulate ice on unheated surfaces, leading to fan blade damage upon shedding.

Rudder Trim Techniques

• Primary Technique: Uses rudder trim only to level the control wheel while the autopilot is engaged in HDG SEL. Proper trim is reached when the control wheel (column) indices are at the zero index.

• Alternate Technique: Used if the primary method results in unacceptable bank. Verify rudder trim is zero first, then trim rudder until the bank pointer indicates level. Then, if needed after disengaging the autopilot, use aileron trim to neutralize forces.

Takeoff and Initial Climb Procedures

• Takeoff Roll: A rolling takeoff is recommended. Advance to $40\% N_{1}$, allow stabilization, then press TO/GA. Target $N_{1}$ must be set by $60$ knots.

• Rotation: Initiate smooth rotation at $V_{R}$ toward $15^{\circ}$ pitch attitude. Normal rate is $2^{\circ}$ to $3^{\circ}$/second ($3$ to $4$ seconds to liftoff).

• Tail Clearance: Shorter-bodied airplanes (737-600) are stall-limited; longer-bodied (737-900ER) are tail clearance limited. Flaps $1$ and $5$ on longer models have the least clearance.

• Initial Climb (All Engines): Maintain $V_{2} + 20$ knots (optimum climb) until acceleration height. Retract gear on positive rate indication.

• Roll/Pitch Modes: LNAV becomes active at $50$ feet AGL if armed and within path limits. VNAV is the recommended pitch mode for takeoff (FMC U10.8+), engaging at $400$ feet AGL.

• Reduced Thrust Takeoff:     * ATM (Assumed Temperature Method): Thrust setting is not a limit. Full rated thrust is available if needed.     * Fixed Derate: Thrust setting IS an operating limit due to $V_{MCG}$ and $V_{MCA}$ speeds being based on the derate. Do not advance thrust unless terrain contact is imminent.

Engine Failure during Takeoff

• Recognition: Primary indication is yaw. Stop the yaw with rudder, keeping wings level with aileron.

• Rotation (1-Engine): Initiate at $V_{R}$; target pitch attitude is lower ($12^{\circ}$ to $13^{\circ}$) and rate is slower ($1.5^{\circ}$ to $2.5^{\circ}$/second).

• Initial Climb (1-Engine): Maintain $V_{2}$ to $V_{2} + 20$ knots. If failure occurs above $V_{2} + 20$, increase pitch to reduce speed to that limit.

• Acceleration and Flap Retraction: Minimum flap retraction altitude is $400$ feet (standard is $1,000$ feet AFE). Select Maximum Continuous Thrust (CON) after flaps are up.

Cruise, Descent, and Step Climbs

• Maximum Altitude: The lowest of certified altitude, thrust limited altitude ($300$ fpm climb capability), or buffet limited altitude ($0.3g$ margin).

• Optimum Altitude: Results in minimum trip cost (ECON mode) or minimum fuel (LRC/Manual speed). Constrained by "trip altitude" on short flights.

• Driftdown: If an engine fails at cruise, select ENG OUT on the FMC CRZ page. Target speed and Max Altitude are calculated. Set MCT, slow to target speed, and use LVL CHG to descend.

• Descent Planning: Approximately $3$ NM per $1,000$ feet altitude loss. Speedbrakes should be retracted by $1,000$ feet AGL on approach.

• Holding: Start reducing speed $3$ minutes prior to fix arrival. Clean configuration preferred unless in icing/turbulence. Max holding speed (FAA $6,001$-$14,000$ feet) is $230$ knots.

Instrument and Visual Approaches

• Stabilized Approach Criteria: Must be stabilized by $1,000$ feet AFE (IMC) or $500$ feet (VMC). Criteria include: correct flight path, small heading/pitch changes, speed $+10/-5$ knots, correct configuration, sink rate < 1,000 fpm.

• ILS/GLS:     * Fail Operational: Dual autopilots required; Alert Height ($AH$) is usually $200$ feet.     * Fail Passive: Uses $DA(H)$; autopilot usually disengaged by $50$ feet.

• IAN (Integrated Approach Navigation): Uses the APP switch for non-ILS approaches (RNAV, GPS, VOR, NDB). Displays pointers similar to ILS ($FAC$ and $G/P$ indicators).

• Circling Approach: Maintain gear down, flaps $15$ at circling speed. Do not descend below $MDA(H)$ until intercepting the visual profile.

• Visual Pattern: Enter downwind at $1,500$ feet AFE with flaps $5$. Gear down/Flaps $15$ at base turn. Landing flaps on final.

Landing and Rollout

• Flare: Initiate at $20$ feet AGL by increasing pitch $2^{\circ}$-$3^{\circ}$. Retard thrust levers smoothly to reach idle at touchdown.

• Reverse Thrust: Raise levers to interlock at touchdown, then to No.$2$ detent. Reduce to idle between $60$ knots and taxi speed to prevent FOD/re-ingestion.

• Braking:     * Normal: Immediate reverse thrust plus Autobrake $2$ or $3$ for carbon brakes.     * Manual: Apply constant pressure; do not pump. Antiskid provides maximum efficiency.

• Bounced Landing Recovery: Hold/re-establish landing attitude. If the bounce is high/hard, initiate a go-around (advance thrust, retract speedbrakes, but do not move flaps/gear until positive rate is established).

Maneuvering and Non-Normal Recovery

• Stall Recovery:     * Apply nose-down elevator until stick shaker/buffet stops.     * Use nose-down stabilizer trim if needed (especially with high thrust at low speed).     * Roll wings level and advance thrust as needed.

• Upset Recovery:     * Nose High: Up to full nose-down elevator; trim nose-down; consider reducing thrust; consider rolling to a bank (max $60^{\circ}$) to drop the nose.     * Nose Low: Adjust thrust and extend speedbrakes; roll wings level; apply nose-up elevator.

• Rapid Descent: Initiate turn (if required); select lower altitude; LVL CHG; retard thrust and extend speedbrakes. Level off at the higher of $10,000$ feet or MORA/MEA.

• Airspeed Unreliable (Memory Items):     * Autopilot/Autothrottle: Disengage.     * FD Switches: OFF.     * Pitch/Thrust (Flaps Extended): $10^{\circ}$ and $80\% N_{1}$.     * Pitch/Thrust (Flaps Up): $4^{\circ}$ and $75\% N_{1}$.

Fuel and System Emergencies

• Fuel Leak: Suspect if total fuel is less than planned or one tank is abnormally low. Do not arbitrarily open the crossfeed valve; use the checklist. Shutdown the affected engine to close the spar valve.

• Engine Tailpipe Fire: Normally occurs during start/shutdown. Fire warning will not show. Action: Motoring the engine is primary. Do not use the Engine Fire checklist.

• Manual Reversion (Loss of Hyd A and B): Ailerons and elevator are manual; notice a "dead band". Use small thrust changes. Trim slightly nose-up on approach. Deplete accumulator pressure on stop (do not taxi).

Flight Deck Philosophy and Design Principles

• General Viewing and Reachability: All displays and controls required for flight are designed to be viewable and reachable by both pilots or duplicated at each crew station. They must perform satisfactorily under all lighting conditions.

• Flight Deck Environment: The Boeing design maintains a "quiet or dark" flight deck during normal operations, with minimal indications of normal status.

• Alert Categorization:

  • Time Critical Warnings (Red): Non-normal operational or system conditions requiring immediate crew awareness and corrective action to maintain safe flight.

  • Warnings (Red): Alert the crew to a non-normal operational or system condition requiring immediate awareness and action.

  • Cautions (Amber): Alert the crew to conditions requiring possible future corrective action.

• Color Conventions:

  • Red: Highest priority safety information, keep-out zones, and do-not-exceed limits.

  • Amber: Second priority safety information; includes flags, non-normal sources, and regions of limited operation. Advisory alerts are displayed in amber text.

  • Green: Indicates active, engaged, selected, or tuned status, and fly-to areas.

  • White: Real-time information, scales, and values ready for use.

  • Magenta: Target values and FMC-generated flight paths.

  • Cyan: Inactive data, labels, and background.

  • Blue: Informational purposes.

• Flight Control Logic: Linked and back-driven controls reflect input from the other pilot or the autoflight system.

• Autoflight Back-driving: The control wheel is back-driven when the autopilot is engaged; thrust levers are back-driven when