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737 The Next Generation Flight Crew Training Manual

Precision Manuals Development Group


25 June 2003 Page 1

PMDG 737 The Next Generation Flight Crew Manual
Revision 1.0




































737 The Next Generation Flight Crew Training Manual

Precision Manuals Development Group
25 June 2003 Page 2
Index

The manual is divided into three main sections- Taxi, Takeoff and Initial Climb /
Climb, Cruise and Descent / Holding, Approach and Landing.
All procedures are for Flight Simulation use only

Taxi, Takeoff and Initial Climb................................................................................. 5
Takeoff Briefing....................................................................................................... 5
Push Back............................................................................................................... 5
Taxi ......................................................................................................................... 5
Prior to Taxi ......................................................................................................... 5
During Taxi .......................................................................................................... 5
After Landing....................................................................................................... 5
Thrust Use .............................................................................................................. 6
Taxi Speed and Braking.......................................................................................... 6
Takeoff Profile......................................................................................................... 7
Takeoff General ...................................................................................................... 8
Initiating Takeoff Roll ........................................................................................... 8
Rotation and Liftoff .............................................................................................. 9
Takeoff Crosswind Guidelines............................................................................. 9
Reduced Thrust Takeoff ...................................................................................... 9
Rejected Takeoff Maneuver .............................................................................. 10
Go/Stop Decision near V1................................................................................. 10
Initial Climb........................................................................................................ 10
Roll Modes ........................................................................................................ 10
Autopilot Engagement ....................................................................................... 11
Flap Retraction Schedule .................................................................................. 11
Takeoff Engine Failure....................................................................................... 11
Engine Failure Recognition ............................................................................... 11
Rotation One Engine Inoperative ................................................................... 11
Initial Climb One Engine Inoperative .............................................................. 11
Flap Retraction One Engine Inoperative......................................................... 12
Flaps Up One Engine Inoperative .................................................................. 12
Autopilot Engagement One Engine Inoperative.............................................. 12
Noise Abatement One Engine Inoperative ..................................................... 12
Climb, Cruise and Descent .................................................................................... 14
Reduced Thrust Climb .......................................................................................... 14
Climb Speed Determination .................................................................................. 14
Engine Icing During Climb..................................................................................... 14
Maximum Rate Climb............................................................................................ 14
Maximum Angle Climb .......................................................................................... 15
Cruise.......................................................................Error! Bookmark not defined.
Cruise Speed Determination ............................................................................. 15
Polar Operations ................................................................................................... 15
Low Fuel Temperature ...................................................................................... 15
Cruise Performance Economy........................................................................... 15
Engine Inoperative Cruise ................................................................................. 15
ETOPS Flight and Performance............................................................................ 16
ETOPS Procedures........................................................................................... 16
Descent....................................................................Error! Bookmark not defined.
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Descent Speed Determination........................................................................... 16
Descent Path..................................................................................................... 16
Descent Planning .............................................................................................. 16
Descent Rate..................................................................................................... 17
Speedbrakes ..................................................................................................... 17
Landing Gear..................................................................................................... 18
Speed Restriction USA...................................................................................... 18
Holding, Approach and Landing ........................................................................... 20
Holding.................................................................................................................. 20
Maximum ICAO Holding Airspeeds ................................................................... 20
Maximum FAA Holding Airspeeds..................................................................... 20
Approach............................................................................................................... 20
Instrument Approaches ..................................................................................... 20
Approach Briefing.............................................................................................. 21
Approach Category............................................................................................ 21
Stabilized Approach Requirements ................................................................... 21
Landing Minima................................................................................................. 22
Radio Altimeter.................................................................................................. 22
Missed Approach Points (MAP)......................................................................... 22
Instrument Landing System (ILS) ...................................................................... 22
Localizer ............................................................................................................ 22
Other Non-ILS Approaches ............................................................................... 22
ILS Approach..................................................................................................... 23
Initial Approach ..................................................................................................... 24
Approach............................................................................................................... 24
AFDS Autoland Capabilities .............................................................................. 25
Low Visibility Approaches.................................................................................. 26
ILS Non-Normal Operations............................................................................... 26
Non ILS Instrument Approaches ........................................................................ 26
Circling Approach General ................................................................................. 27
Circling Approach One Engine Inoperative ........................................................ 27
Missed Approach Circling .................................................................................. 28
Visual Approach.................................................................................................... 29
Thrust ................................................................................................................ 29
Downwind and Base Leg................................................................................... 29
Final Approach .................................................................................................. 30
Engine Failure On Final Approach .................................................................... 30
Missed Approach/Go-Around All Approaches ................................................ 32
Missed Approach/Go-around All Engines Operating.......................................... 32
Engine Failure During Missed Approach/Go-Around ............................................ 32
Missed Approach/Go-Around One Engine Inoperative ...................................... 33
Landing Configuration and Speeds....................................................................... 33
Visual Approach Slope Indicator (VASI/T VASI) ................................................ 33
Three Bar VASI/T VASI ..................................... Error! Bookmark not defined.
Precision Approach Path Indicator (PAPI) ............................................................ 33
PAPI Landing Geometry.................................................................................... 34
Flare and Touchdown ........................................................................................... 34
Landing Flare Profile ......................................................................................... 35
Bounced Landing Recovery .............................................................................. 35
After Touchdown and Landing Roll ................................................................... 35
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Speedbrakes ..................................................................................................... 36
Factors Affecting Landing Distance................................................................... 36
Wheel Brakes........................................................................................................ 36
Reverse Thrust Operation..................................................................................... 37
Landing Crosswind Guidelines.............................................................................. 37
Overweight Landing .............................................................................................. 37


Diagram Index

Fig. 1 .......................................................................................................................... 7
Fig. 2 ........................................................................................................................ 23
Fig. 3 ........................................................................................................................ 28
Fig. 4 ........................................................................................................................ 31
Fig. 5 ........................................................................................................................ 34
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Taxi, Takeoff and Initial Climb

Takeoff Briefing

Perform takeoff briefing as soon as practical. The briefing is
a description of the departure flight path with emphasis on
anticipated track and altitude restrictions. Furthermore, items
such as inclement weather, adverse runway conditions and
unique noise abatement procedures may be included.

Push Back

Use Shift-P for pushback. Make sure adequate separation
from any obstacle is given during the process. In order to
end the push back manoeuvre, hit Shift-P again.

Taxi

A diagram of the local airport should be available during taxi.
These diagrams can be found at various locations on the
internet or in some commercial software releases such
Jeppensens SimCharts.
Prior to Taxi
Verify correct parking position is entered in the FMC if
separate procedure file is available for specific airport.
Make sure taxi route is understood, clearance should
be written down if necessary.
During Taxi
Follow taxi position on airport diagram
Check each taxiway sign especially during low
visibility conditions (can be ignored with FS2002)
If unfamiliar with airport, request progressive taxi
instructions
Checklist requirements should be delayed until
stopped during low visibility operations
Runway clearance should be verified and both
directions should be cleared before entering a runway
Use taxi light if necessary
Use all appropriate exterior lighting at night
When entering active runway, ensure appropriate
exterior lights are turned on
After Landing
Taxi instructions need to be clearly understood,
especially during parallel runway operations




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Thrust Use

During ground operations, thrust use will require personal
judgment. Due to Flight Simulator limitations, slightly
higher initial thrust setting to begin taxiing is required. There
are some commonly accepted workarounds to enable a
lower, more realistic thrust setting, however we found these
produced undesirable side effects to the engine model in
other phases of flight.

Taxi Speed and Braking

To begin taxi, release brakes, increased thrust to minimum
required for initial forward roll. Smooth increments should be
used to determine initial roll thrust requirement. Once the
airplane is rolling, thrust can be reduced but needs to be
above idle otherwise the airplane will stop.
Normal taxi speed is 20 knots. On long straight taxiways, 30
knots may be used. Before entering a turn, speed should be
reduced to approximately 10 knots. If taxi speed is too high,
speed should be reduced in combination with steady brake
application and then brakes should be released. Differential
braking should be avoided. Following other aircraft too
closely should be avoided.

For turns less than 90 degrees, steer nose wheels beyond
centreline of the turn to keep main gear close to the
centreline.

During cold weather operations, the nose gear should be
steered in both directions to reduce steering lag resulting
from cold temperatures. If icing is evident, engine anti-ice
switches should be turned on after engine start. Engine run-
up should be performed periodically to reduce ice build-up.

Taxiing for takeoff with one engine shut down is not
recommended.
When taxiing after landing with one engine shut down,
system requirements such as hydraulics and electrical need
to be noted.









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Takeoff Profile

Fig. 1







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Takeoff General

Following the normal takeoff procedure will ensure adequate
noise abatement satisfaction. However, some airports may
have special requirements, which are outlined on the specific
airport charts.

As part of the before start procedure, the TAKEOFF REF
page on the FMC should be reviewed to ensure that all pre-
flight entries are correct. Verify the correct V2 speed is set
on the MCP and that the map display, map range and LEGS
page are consistent with the desired takeoff procedure. If
any corrections are necessary, they have to be reconfirmed
by hitting the activate button.

The TAKEOFF REF or CLB page should be selected during
takeoff. Any modifications should be made using the MCP
and then entered in the FMC when workload permits.

Initiating Takeoff Roll

Autothrottle and flight director should be used for takeoff.
Flight Director commands should be ignored until after
takeoff.
Use one of the two following procedures:

Rolling takeoff:
When cleared for takeoff before taxing into position on the
runway, maintain normal taxi speed. Once the airplane is
aligned with the centreline of the runway, apply takeoff
power. Stopping on the runway is not required.
Note: Brakes should not be held with thrust above idle
except for run-ups during icing condition.

Standing takeoff:
Brakes may be held until engines are stabilized, then
released and takeoff power should be applied. The airplane
nose must be aligned with the centreline before power is
applied.

Advance the thrust levers to just above idle, approximately
40% N1. Once the engines are stabilized momentarily, apply
takeoff power and press the TO/GA button (simulated by
clicking on the area of the top left screw on MCP). The
engines will accelerate more uniformly by allowing them to
stabilize. This should not be done for more than 2 seconds
because it could adversely affect takeoff distance.

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If manual thrust setting is to be used, apply takeoff power
and adjust as necessary with reference to the digital
readouts on the engine display before reaching 60 knots.

During initial takeoff roll, light forward pressure should be
held on the controls. The airplane should be kept aligned
with centreline during the entire takeoff roll by using the
rudder pedals. One hand should be kept on the thrust levers
until V1 in order to respond quickly to a possible rejected
takeoff.
Engine instruments and airspeed indications should be
monitored during takeoff roll. Once passing 80 knots the
virtual pilot not flying (first officer) will announce the event
and the pilot flying should verify that this is in agreement with
his airspeed indicator.
Autothrottle may initially overshoot the desired N1 setting but
should stabilize at +/- 2% N1 after THR HLD is announced
on the PFD.

Rotation and Liftoff

After passing 80 knots, the forward pressure on controls can
be released to neutral. For an optimum takeoff and climb,
initiate smooth continuous rotation for 15 pitch attitude.
After rotation, use flight director commands as primary
reference for pitch. Liftoff attitude should be achieved in 3 to
4 seconds and rotation rates vary from 2 to 3 degrees per
second with rates being lowest on longer airplanes.
Note: Do not use flight director commands for rotation.

Retract landing gear after positive rate of climb is noted on
the altimeter and Vertical Speed Indicator.

Takeoff Crosswind Guidelines

The following guidelines are not limitations but should be
used for optimum takeoff performance. If crosswind
component on takeoff runway exceeds the value specified in
guidelines, another runway should be requested (ignore if
using FS2002).

Crosswind Component -600 -700 with/out winglets
Dry 36 36 / 34
Wet 20 23 / 21

Reduced Thrust Takeoff

In order to extend engine life, takeoff thrust should be
reduced by selected a derated takeoff setting on the FMC.
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This should only be done if performance limits and noise
abatement procedures permit.



Rejected Takeoff Maneuver

The rejected takeoff maneuver (RTO) should be initiated
before reaching V1 if abnormalities occur that are
considered hazardous to the safety of the airplane during
flight. This could include an engine fire, engine failure or any
other mechanical failure significant enough to put the
airplane in jeopardy. The RTO is performed to stop the
airplane on remaining runway in such an event.
If any abnormality, such as an engine fire occurs, decide to
reject takeoff prior to V1 and follow the non-normal
procedure. The autothrottle must be disconnected to reduce
power to idle.

Go/Stop Decision near V1

Late initiation of the rejected takeoff maneuver is one of the
leading causes of runway overrun accidents. By definition,
V1 is the latest speed at which the pilot must take action to
stop the airplane in the event the airplane is unsafe to fly.
Rejecting a takeoff abve 80knots places the airplane in
significant danger and as such a takeoff should not be
rejected just because the airplane can be stopped, but
instead because the airplane cannot be flown safely.

Initial Climb

After liftoff, the flight director commands pitch in order to
maintain V2 + 20 knots until another pitch mode is selected.
This is the optimum climb speed with takeoff flaps.
Brakes should not be applied after takeoff; they are
automatically applied when the gear lever is placed in the up
position. Verify that the gear and flaps indications are normal
and in accordance with the selected setting.
Note: A maximum bank angle of 30 is permitted at V2 + 15
knots with takeoff flaps.

Roll Modes

Once climb is stabilized, select LNAV if it has not been
armed before takeoff after passing 400 feet AGL. If the
departure procedure does not begin at the end of the
runway, it may be necessary to use HDG SEL initially. Once
the desired route has been intercepted, LNAV can capture
the track.
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Navaids and appropriate radials required for the departure
may be displayed on the navigation display by using the FIX
feature of the FMC and/or the VOR/ADF switches on the
EFIS controls. The STA and WPT buttons will provide
additional information.


Autopilot Engagement

The autopilot may be turned on at or above 400 feet AGL
after takeoff. The airplane should be in trim and following
flight director commands prior to autopilot activation.

Flap Retraction Schedule

Flap retraction may begin at V2 + 15 knots, except for flaps 1
takeoff. For flaps 1 takeoff, flaps can be retracted when
reaching flaps 1 maneuvering speed.
When flaps are retracted and above 3000 feet AGL, VNAV
may be selected or a desired climb speed entered in the
MCP.
Note: On PFD speed tape, UP indication is flaps up
maneuvering speed. 1, 5, 10, 15 and 25 are corresponding
flap maneuvering speeds. Bank angle should be limited to
15 until reaching V2 + 15.

Takeoff Engine Failure

Engine Failure Recognition

Initially, an engine failure will affect yaw like a strong
crosswind. In order to stop the yaw, rudder should be
applied.

Rotation One Engine Inoperative

If an engine fails between V1 and rotation, directional control
needs to be maintained by using the rudder. After smoothly
rotating, a target pitch of 12 to 13 should be achieved. This
is 2 to 3 lower than for an all engine takeoff. The rate of
rotation should also be lowered to per second less than
that for a normal takeoff.

Initial Climb One Engine Inoperative

The initial climb attitude should be adjusted to a minimum of
V2 and so that a positive rate of climb can be ensured. The
flight director commands should be followed. It will command
a minimum of V2, or the existing speed up to a maximum of
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V2 + 20. Indicated airspeed and attitude become the primary
pitch references if the flight director is not used.

Retract landing gear after a positive rate of climb is achieved
and verified on the altimeter.

If an engine fire is indicated, appropriate action should be
performed as soon as possible. The appropriate non-normal
checklist should be completed once the airplane is under
control, the gear retracted and a minimum safe altitude
reached (400 feet AGL).
Note: Bank angle should be limited to 15 until V2 + 15
knots. At V2 + 15 knots with takeoff flaps, 30 of bank angle
are permitted.

Flap Retraction One Engine Inoperative

The minimum altitude for flap retraction with one engine
inoperative is 400 feet AGL. Select flaps up maneuvering
speed on the MCP. Accelerate and retract the flaps
according to the flap-speed schedule.

Flaps Up One Engine Inoperative

Once flaps are retracted, at flaps up maneuvering speed,
LVL CHG should be selected and the maximum continuous
thrust (CON) should be set on the FMC. Once the flaps are
up and the thrust is set, perform the engine failure non-
normal checklist, followed by the After Takeoff checklist.

Autopilot Engagement One Engine Inoperative

The autopilot may be engaged at a safe altitude above 1000
feet AGL. (Note: FMC does not currently model engine
inoperative climb speeds. We recommend 260KIAS.)

Noise Abatement One Engine Inoperative

Noise abatement procedures are not required once an
engine failure has occurred.










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Climb, Cruise and Descent

Reduced Thrust Climb

By reducing normal climb thrust, engine life may be
extended. The reduced climb settings can be found on the
N1 LIMIT page on the FMC. CLB1 will derate thrust by
approximately 10% and CLB2 by 20%.
If the climb rate should fall below 500 feet due to weight
restrictions or other factors, the next higher climb setting
should be selected.

Climb Speed Determination

The FMC will automatically calculate climb speed and
display it on the CLB and the PROGRESS page. In case of
speed transition altitude, the FMC will command speed limit
until transition altitude is reached. An example of this is 250
knots below 10000 feet.
In addition, the FMC will provide optimum climb speeds for
economy in ECON mode and reference speeds for
maximum angle of climb and maximum rate of climb. These
modes are MAX ANGLE and MAX RATE. The ECON mode
provides the optimum speed to minimize airplane operating
costs.

Engine Icing During Climb

Engine ice may form even when there is no evidence of icing
on the windshield or other areas or the airplane. Ice
accumulation can build very rapidly. The engine anti-ice
system should be activated whenever icing conditions exist
or are anticipated.

Maximum Rate Climb

The maximum rate of climb provides the best speed to reach
high altitudes in the shortest amount of time. The FMC
provides reference speeds for maximum rate of climb
speeds on the CLB page.

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Maximum Angle Climb

The maximum angle of climb provides the best speed to
climb the highest altitude in the shortest distance. This
should be used for obstacle clearance or to reach a certain
altitude in the shortest distance. The FMC provides
reference speeds for maximum angle of climb on the CLB
page.

Cruise Speed Determination

The FMC calculates cruise speed and display it on the CRZ
page. The default speed is in ECON mode. A user defined
speed or Mach value can be entered in the speed target line
on the CRZ page to overwrite the automatically calculated
value.

Polar Operations

When navigating in Polar Regions, magnetic heading can be
considered useless for navigation as it is unreliable. The
primary roll mode should be LNAV and deviations from the
planned route can be made with the HDG SEL function.
Note: HDG SEL or ROLL CWS should not be used north of
89 degrees 30 minutes North latitude or 89 degrees 30
minutes South.

Low Fuel Temperature

Fuel temperature will change in relation to the total air
temperature. The fuel temperature may be near minimum
temperature limit when cruising at high altitudes. Jet A fuel
specifications limits freezing point to 40C maximum and
Jet A1 to 47C. If fuel temperature is too low, increase
Mach speed or seek warmer altitudes.

Cruise Performance Economy

The fuel burn for a flight plan from departure to destination is
based on takeoff gross weight, cruise altitude, route of flight,
temperature and cruise speed. The actual fuel burn should
be compared with the flight plan fuel burn. The fuel burn can
increase due to higher temperatures, lower cruise altitude
than planned, cruise altitude more than 2000 feet above
recommended optimum altitude, speed faster or
considerably lower than planned, strong headwinds and
improperly trimmed airplane.

Engine Inoperative Cruise

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If an engine failure occurs while at cruise, a descent may be
necessary. The autothrottle should be disconnected and
thrust set manually to CON.

ETOPS Flight and Performance

Extended range operation with two engine airplanes
(ETOPS) are those flights that include points at a flying
distance greater than one hour single engine cruise speed
from an adequate airport.
When conducting ETOPS flights, the pilots must be familiar
with suitable enroute alternates defined in the flight plan.

ETOPS Procedures

ETOPS flights do not differ from standard operation.
However, during the last hour of ETOPS cruise, the fuel
crossfeed valve must be checked on aircraft with a single
crossfeed valve to verify that it is operating.
Before entering the ETOPS phase of flight, the APU must be
operating.

Descent Speed Determination

The FMC provides by default a descent speed schedule in
ECON mode which is a descent from cruise altitude to the
airport speed transition altitude. The ECON speed schedule
can be modified by entering alternate values on the DES
page speed target line.

Descent Path

The FMC path descent provides the most economical
descent. A descent guidance path is generated by entering
at least one waypoint-related altitude constraint below cruise
altitude on the LEGS page.




Descent Planning

As the aircraft descends into the terminal area, workload will
typically increase. Nonessential tasks should be postponed
until after landing.
It is essential to perform proper descent planning in order to
arrive at the desired altitude at the correct speed and
configuration. The distance required is approximately 3
nautical miles per 1000 feet altitude loss using ECON speed.
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The rate is dependent upon drag, thrust, airspeed and gross
weight.

Descent Rate

The following table shows normal descent rates below
20000 feet with idle thrust and speedbrakes extended or
retracted.

Typical Rate of Descent (feet per minute)
Target Speed
Clean With Speedbrake
M 0.78 / 280 knots 2200 fpm 3100 fpm
250 knots 1700 fpm 2300 fpm
VREF 40 + 70 1100 fpm 1400 fpm

Normal descent should be performed with idle thrust and
clean configuration (no speedbrakes). Cruise altitude should
be maintained until the proper distance is reached for the
planned descent and then the selected airspeed schedule
should be held during descent. The speedbrakes may be
used for corrections to the descent profile when arriving too
high and fast.
The descent should be planned so that the airplane arrives
at traffic patter altitude at flaps up maneuvering speed
approximately 12 miles from the runway for a straight-in
approach or 8 miles when making an abeam approach. A
good reference is to be at 10000 feet AGL, 30 NM from the
airport at 250 knots.

It may be difficult to lose airspeed and a level flight segment
may be required. For planning purposes, it takes
approximately 25 seconds and 2NM to decelerate from 280
to 250 knots in level flight without speedbrakes. An
additional 35 seconds and 3NM to decelerate to flaps up
maneuvering speed. These values are reduced by half when
using speedbrakes.

In order to maintain orientation of position, the map mode
should be displayed on the navigation display during
descent. Approach charts should be reviewed and the
approach briefing should be completed before arriving at top
of descent.

Speedbrakes

When using speedbrakes during descent, a sufficient altitude
and airspeed margin should be held in order to smoothly
level off. Speedbrakes should be lowered before adding
thrust.
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Note: In flight, speedbrakes should not be extended beyond
the flight detent position.

Using speedbrakes with flaps should be avoided. With flaps
15 or greater and before reaching 1000 feet, speedbrakes
should be retracted.

Normal descents should be made in clean configuration to
instrument approach altitude. Flaps are not normally used for
increasing descent rate.

Landing Gear

The landing gear can be lowered to increase the rate of
descent when thrust requirements anti-icing results in less
than normal descent rate or ATC clearance requires a
greater than normal rate.
Note: Using the landing gear for increased drag should be
avoided for passenger comfort and increase in gear door life.

Speed Restriction USA

Below 10000 feet MSL, the maximum indicated airspeed is
250 knots. The maximum speed within a 4 nautical mile
radius and up to 2500 feet above the primary airport is 200
knots.
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Holding, Approach and Landing

Holding

Airspeed should be reduced to holding speed three minutes
before arriving at the holding fix. Holding may be conducted
at flaps 1 if the FMC holding speed is greater than the ICAO
or FAA maximum holding speed. This will use approximately
10% more fuel.
Note: Above FL250, use VREF 40 + 100 knots.

Maximum ICAO Holding Airspeeds

Altitude Speed
Through 14000 feet 230 knots
Above 14000 to 20000 feet MSL 240 knots
Above 20000 to 34000 feet MSL 265 knots
Above 34000 feet MSL .83 Mach

Maximum FAA Holding Airspeeds

Altitude Speed
Up to 6000 feet MSL 200 knots
6000 feet MSL through
14000 feet MSL
230 knots
(210 knots Washington D.C. &
New York FIRs)
Above 14000 feet MSL 265 knots / .83 Mach

Maintain clean configuration if holding in icing conditions or
turbulence.


Approach

Instrument Approaches

In order to complete a safe instrument approach, good
descent planning, careful review of the approach procedure
and accurate flying is essential. The descent approach
checklist should be completed during descent before
passing 10000 feet MSL or transition level, whichever is
lower.

Approach preparations should be completed before arriving
in the terminal area. Set decision height (DH) or minimum
descent altitude (MDA). Altimeters should be crosschecked
continually. The ADF/VOR selector should be set to the right
position and ILS, VOR and ADF tuning and identifying as
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required for the approach should be verified. The published
approach inbound course should be set.

Approach Briefing

The approach briefing should include the items such as
weather at destination and alternate, type of approach,
navigation and communication frequencies, minimum safe
sector altitudes, approach procedure including courses and
heading, the vertical profile and the determination of the
missed approach point (MAP) and the missed approach
procedure

Approach Category

The 737 is classified as a category C airplane for straight in
approaches. The FAA approach speed in this category is
121 knots or more but less than 141 knots.

Stabilized Approach Requirements

A stabilized approach requires the following to be satisfied-
maintaining a stable airspeed, descent rate and
vertical/lateral flight path in landing configuration. Any
significant deviation should be announced and a go-around
maneuver should be considered.
Note: Do not attempt to land from an unstable approach.

Stabilized approach recommendations
Approaches should be stabilized by 1000 feet above
airport elevation in instrument meteorological
conditions (IMC) and by 500 feet in visual
meteorological conditions (VMC).
Only small changes to heading/pitch are required to
maintain correct flight path.
Airspeed is not more than VREF + 20 knots and not
less than VREF.
Aircraft is in correct landing configuration.
Sink rate is not more than 1000 fpm except for special
approaches.
Briefings and checklists have been completed.
Note: If an approach becomes unstable below 1000 feet in
IMC or 500 feet in VMC, an immediate go-around is
required.






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Maneuvering
When maneuvering below 500 feet, be cautious of the
following-
Descent rate change to acquire glidepath
Lateral displacement from the runway centreline
Tailwind/crosswind components
Runway length available

Landing Minima

The decision height, minimum descent altitude and visibility
are requirements for landing minima under U.S. rules.
Descent limits are based on the decision height for
approaches using a glideslope (ILS) and the minimum
descent altitude for approaches that do not use vertical
guidance. The approach chart should be used to determine
the relevant values.

Radio Altimeter

The radio altimeter is normally used to determine the
decision height. It is represented by a readout on the lower
area of the artificial horizon on the PFD.

Missed Approach Points (MAP)

The MAP is determined by reference to the altimeter,
elapsed time and/or passage of a specific point or fix
depending on the type of approach. Use the approach charts
for the corresponding values. When then airplane arrives at
the MAP and visual reference to complete the landing is not
visible, a missed approach has to be conducted.

Instrument Landing System (ILS)

The arrival at the MAP is determined by reference to an
altimeter. The DH is determined by reference to the radio
altimeter.

Localizer

The MAP is commonly determined by timing from the final
approach fix or DME or middle marker.

Other Non-ILS Approaches

The MAP for all other non-ILS approaches are depicted on
the approach charts.


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ILS Approach

Fig. 2









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Initial Approach

If a complete approach procedure is selected via the FMC,
the initial approach phase can be conducted using LNAV
and VNAV. The LEGS sequence, altitude restrictions and
the map display should be checked for the correct entry of
the procedure. Last minute changes by ATC should be made
through the MCP heading and altitude selector and the
LEGS page should only be updated when workload permits.

Approach

The approach may be flown by using the HDG SEL or LNAV
for lateral navigation and VNAV, V/S or LVL CHG for altitude
changes. If the flight plan is programmed in the FMC, then
VNAV is the preferred descent mode. If VNAV is not
available, LVL CHG should be used for altitude changes
greater than 1000 feet. Smaller changes should be made
with V/S.
Once maneuvering to intercept the localizer, decelerate and
extend flaps to 5. Flaps 5 and Flaps 5 maneuvering speed
should be reached prior to localizer capture.

If the autothrottle SPD mode is being used, timely speed
selections should be made to reduce thrust lever movement,
which will reduce cabin noise and increase fuel efficiency.
When flaps are extended, select the next lower speed just as
the additional drag comes into effect. If the speed selection
is delayed, it causes an increase in thrust, and if the lower
speed is selected too quickly, the thrust will decrease then
increase.

The map display and range should be setup to display a
scaled plan of the approach area. When on an intercept
heading and cleared for approach, the APP mode should be
selected. The VOR LOC and GS flight mode annunciators
should now be armed.
APP mode should not be selected until the ILS is tuned and
identified, the airplane is on an inbound intercept heading,
localizer and glideslope pointers appear on the attitude
display in the correct position and clearance for the
approach has been received.
The glideslope may be captured before the localizer from
either above or below. If glideslope capture is unwanted,
select LOC mode first and then APP mode.
Note: The APP mode should be selected, both autopilots
engaged in CMD, and the airplane stabilized on localizer and
glide path before descending below 800 feet on the radio
altimeter.

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At localizer capture, select the heading to match the inbound
course. For normal intercept angles, little overshoot will
occur but for large angles, some overshoot is normal. Bank
angles of up to 30 can be used for this maneuver.

The map display should be used to maintain awareness of
the distance to the final approach fix. Once the glideslope is
alive (pointer begins to move), extend landing gear and flaps
to 15, and decrease speed to flaps 15 speed.

Once the glideslope has been captured, observe the correct
mode annunciations. Now, select landing flaps and VREF +
5 and perform landing checklist.

When established on the glideslope, set missed approach
altitude on the MCP. Attention should be paid to not extend
landing flaps above flaps 15 speed.

Below 1500 feet radio altitude the flare mode is armed.
Verify the FLARE annunciation on the PFD mode
annunciator. This indicates the second autopilot being fully
engaged.

During autoland, the rudder must be applied after touchdown
to maintain runway centreline. After touchdown, the autopilot
must be disconnected immediately. The autobrakes should
remain on until a safe stop is assured and sufficient visibility
exists to control the airplane by visual reference.

Delayed Flap Approach
If icing or adverse conditions do not exist, the final flap
selection may be delayed to save fuel. Intercept glidesleope
with gear down and flaps 15 at flaps 15 speed. When
reaching 1000 feet, select landing flaps and reduce speed to
final approach speed. Complete the landing checklist and
the approach should be stabilized by 500 feet.

AFDS Autoland Capabilities

Autoland requires flaps 30 or 40 and should not be
attempted unless the localizer beam is aligned with the
runway centreline. If the localizer is offset from the
centreline, the airplane may depart the runway.







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Low Visibility Approaches

CAT II Operations
Single or dual autopilots or flight director only, with two
engines. Autothrottles should be disconnected when the
autopilot is disengaged.

CAT III Operations
Approach to touchdown using automatic landing systems
with pilot intervention not required. However, controls should
be constantly guarded because pilot intervention may
become necessary at any time.

ILS Non-Normal Operations

ILS Approach One Engine Inoperative
Flight director or single autopilot may be used. The use of
dual autopilots with one engine inoperative is not authorized.
The use of autothrottle during a one engine approach is not
recommended. Thrust lever movements should be
minimized. Intercept localizer at flaps 5 speed with flaps 5.
Once the glideslope is alive, extend the landing gear and
flaps to 15. Set final approach speed and decelerate. A
manual takeover may be required.

Engine Failure on Final Approach
A go-around decision should be made immediately after an
engine failure on final approach with landing flaps extended.
If approach is continued, retract flaps to 15 and speed
should be increased to 15 knots above the previously set
flaps 30 or 40 VREF.

Non ILS Instrument Approaches

Non-ILS approaches should be flown with VNAV if
appropriate vertical path is defined on the FMC LEGS page.
V/S may be used as an alternative mode.
Using the autopilot during non-ILS approaches is the
preferred method. In addition, flight director only commands
may be followed with the autopilot disengaged during VMC
conditions.








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Circling Approach General

A circling approach should be performed with the landing
gear extended and at flaps 15 maneuvering speed with flaps
15 set. MCP altitude of MDA should be held with ALT HOLD
and the circling maneuvering should be performed with HDG
SEL. Use VOR/LOC and VNAV or V/S for ILS if circling from
an ILS approach.
APP mode should not be used for descent to a circling
approach.

The missed approach altitude should be set prior to
performing the circling maneuver when in altitude hold at
MDA. Initiate the turn to base leg, select landing flaps and
decelerate to approach speed. To avoid overshooting the
final approach course, adjust the turn to final to initially aim
at the inside edge of the runway threshold. Speed reduction
will reduce the radius of the turn. Perform the landing
checklist and do not descend below MDA until the visual
profile to the landing runway has been intercepted.

Once MDA has been left, disengage the autopilot and
autothrottle. After intercepting the visual profile, cycle the
flight director to OFF and the ON again. This will eliminate
unwanted commands. Perform the landing.

Circling Approach One Engine Inoperative

Maintain gear up, flaps 10 at flaps 10 maneuvering speed
from the final approach fix until prior to turning base for the
circling approach. Before turning base, extend the gear and
flaps to 15 and reduce speed to VREF + 15. Do not descend
from MDA until the visual profile of the landing runway has
been intercepted.

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Circling Approach

Fig. 3
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Missed Approach Circling

If, while circling, a missed approach is necessary, make a
climbing turn toward the landing runway to reach the missed
approach heading even if the turn is more than 180 degrees
and not in the shortest direction. Missed approach flap
setting should be maintained until initial maneuvering is
completed.



Visual Approach

Thrust

Elevators and thrust are the primary methods of controlling
attitude and rate of descent. Thrust should be slowly
adjusted by using small increments and no large changes
should be required except for in the event of a go-around.

Downwind and Base Leg

Fly at an altitude of 1500 feet above the runway elevation
and enter downwind at flaps 5 at flaps 5 maneuvering speed.
Track parallel to the landing runway at approximately 2NM
abeam.
Extend landing gear and flaps to 15, arm speedbrake and
reduce speed to flaps 15 maneuvering speed prior to turning
base. If the pattern has to be extended, delay gear and flaps
15 extension until the normal visual approach profile. When
turning base leg, adjust thrust accordingly while descending
at approximately 600-700 fpm.
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Extend landing flaps prior to turning final then reduce speed
to final approach speed and trim the airplane. The Landing
checklist can now be performed. Once established in the
final approach configuration, the approach may be flown at
final approach speed (VREF).

Final Approach

Roll out of base to final on the extended runway centreline
and maintain the proper approach speed. A normal
approach profile composed of approximately 300 feet above
airport elevation for each mile from the airport. The airplane
should be stabilized with proper approach speed at
approximately 700-900 fpm rate of descent on the desired
glide path.
Note: Rate of descent greater than 1000 fpm should be
avoided.

Engine Failure On Final Approach

If an engine fails while on visual final approach, use the
procedure described in the ILS approach section.

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Visual Traffic Pattern

Fig. 4
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Missed Approach/Go-Around All Approaches

Missed approach/go-around procedures are the same for
instrument or visual approaches.

Missed Approach/Go-around All Engines Operating

If a missed approach is required during a dual autopilot
approach with FLARE arm annunciated, leave the autopilot
engaged. Push the TO/GA button, reduce flaps to 15 and
verify go-around thrust has been set. Retract the landing
gear once a positive rate of climb has been achieved and
verified on the altimeter.

If a missed approach is required during a single autopilot or
manual instrument approach or visual approach, push the
TO/GA button, retract flaps to 15 and verify that go-around
thrust has been set. Rotate smoothly toward a 15 degree
pitch attitude. Retract the landing gear once a positive rate of
climb has been achieved and verified on the altimeter.

Note: An automatic go-around cannot be initiated after
touchdown.

Above 400 feet AGL, select an appropriate roll mode. If
maneuvering is required during the missed approach, carry
out the missed approach procedure to gear up before
performing the turn. Further flap retraction should be delayed
until initial maneuvering is complete and safe altitudes and
appropriate speed has been reached.

Retract flaps on normal schedule and after reach
maneuvering speed, select LVL CHG. Verify that climb thrust
is set and that the airplane levels off at the selected altitude
and the proper speed is maintained.
If a diversion to an alternate airport is required, VNAV should
not be used until appropriate entries in the FMC have been
made.

Engine Failure During Missed Approach/Go-Around

If an engine fails during go-around, carry out the normal go-
around procedures. Maximum go-around thrust should be
set while maintaining flaps 15, VREF 30 or 40 and limit bank
angle to 15 until initial maneuvering is complete and a safe
altitude has been reached.
Retract flaps on the normal schedule.

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Missed Approach/Go-Around One Engine Inoperative

The missed approach with one engine inoperative should be
performed the same way as a normal missed approach
except use Flaps 1 for go-around flap setting. Select
maximum continuous (CON) thrust when flaps are retracted.

Windshear Escape:
Windshear is defined as a change in airspeed of greater
than 15knots over a short duration of time. This may occur
during any phase of takeoff or landing.

If windshear is encountered during takeoff prior to V1, abort
the takeoff. If encountered after V1, maintain ground roll as
long as practical while still leaving room for ground
obstruction clearance during the first stage climb.

Windshear encountered during landing should be handled by
pitching the airplane to 20 degrees nose up, applying
maximum power and leaving the configuration of the
airplane unchanged until it is clear that the windshear has
been passed.

performed the

Landing Configuration and Speeds

Normal landing flap configurations are flaps 15, 30 (for noise
abatement) and 40. Runway length and condition should be
considered when selecting landing flap configuration.

Visual Approach Slope Indicator (VASI/T VASI)

The VASI is a system of lights that provides visual descent
guidance during the approach. Visual projections of the
approach path are normally aligned to intersect the runway
at a point 1000 or 1800 feet beyond the threshold. The
diagram below gives a visual explanation of the systems
use.

Precision Approach Path Indicator (PAPI)

The PAPI is normally located on the left side of the runway
and works in a similar way to the VASI but is laid out in a
single row of lights. It is normally aligned with the runway to
intersect at 1000 to 1500 feet down the runway.

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VASI / PAPI Landing Geometry

Fig. 5


Flare and Touchdown

It is not appropriate to make sudden and violent control
inputs during landing except for unexpected events such as
windshear or collision avoidance. The airplane should in trim
and on glide path.
As the threshold is passing under the airplane nose, the
visual sighting point should be at approximately the
runway length. The flare should be initiated at approximately
15 feet above the runway by increasing pitch attitude to
approximately 2 - 3 to slow the rate of descent.
As the flare is achieved, slowly retard the throttle to idle and
make small changes to the pitch attitude to maintain the
desired descent rate to the runway. Preferably, the throttle
should reach idle as the airplane is touching down. Hold
sufficient back pressure on the controls to keep the pitch
attitude constant.
Note: Trim should not be used during the flare or after
touchdown as it increases the risk of a tailstrike.



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Landing Flare Profile

Use the following conditions
3 approach glide path
flare distance is approximately 1000 to 2000 feet beyond
the threshold
typical landing flare times range from 4 to 8 seconds

Pitch attitude increases slightly during landing but over-
rotating should be avoided. Pitch attitude should not be
increased after touchdown as this could result in a tailstrike.
The airplane should not be allowed to float and should be
flown onto the runway. A flare extension to achieve a
perfectly smooth touchdown should be avoided and the nose
wheel should not be held off the runway. If flare and thrust is
excessive near touchdown, the airplane may float in ground
effect.

Bounced Landing Recovery

If the airplane should bounce, hold a normal landing attitude
and add thrust as required to control the rate of descent. If a
hard bounce occurs, a go-around should be performed. Do
not retract the landing gear until a positive rate of climb has
been verified as a second bounce may occur during the go-
around. Bounced landings can occur if higher than idle thrust
is maintained throughout initial touchdown.

After Touchdown and Landing Roll

Touchdown should not be performed with thrust above idle
as this may result in a nose up pitch tendency and an
increased landing roll.
If the speedbrakes do not extend automatically after main
gear touchdown, extend them manually by moving the lever
to the UP position. This should be done without delay. The
nosewheel should be flown smoothly onto the runway by
relaxing back pressure on the controls. Controls movement
forward of neutral should not be required.
Do not allow the pitch attitude to increase after takeoff, as
this may result in a tailstrike. Applying excessive nose down
elevator may be result in forward fuselage damage. Use an
appropriate autobrake setting or manual braking until
stopped or desired taxi speed is reached.




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Speedbrakes

The speedbrakes are controlled by the speedbrake lever on
the throttle console by moving it between the DOWN and UP
position. The speedbrakes spoil the lift from the wing, which
positions the weight of the airplane on the main landing gear
to increase brake effectiveness. Speedbrakes are normally
armed for automatic extension upon touchdown but should
be monitored during touchdown to verify this. Extend
manually if automatic extension fails.

Factors Affecting Landing Distance

Reverse thrust and speedbrakes are most effective during
the high speed part of the landing. Speedbrakes should be
deployed and reverse thrust activated immediately after
touchdown with as little delay as possible. Floating above
the runway should be avoided due to the delay in touchdown
which results in a large portion of the runway being passed.

Wheel Brakes

Automatic Brakes
For limited runway, higher than normal approach speed and
landing in a crosswind, a higher than normal autobrake
setting is recommended. The settings should be as
following-
MAX: When minimum stopping distance is required.
Deceleration is less than when using full manual
braking.
MED (2 or 3): Should be used for wet runways or
when landing roll distance is limited.
MIN (1): Moderate deceleration suitable for routine
operations.

If deceleration is not suitable for desired stopping distance,
apply manual braking. The transition from autobrakes to
manual brakes should be made at about 60 knots.

Manual Braking
After main gear touchdown, smoothly apply constant brake
pedal pressure for desired braking. Do not attempt to
modulate, pump or improve braking by any other special
techniques.




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Reverse Thrust Operation

Maintain reverse thrust as required, up to maximum, until
airspeed reaches 60 knots. At this point, start reducing
reverse thrust to idle.

Landing Crosswind Guidelines

The following crosswind landing guidelines are not
limitations but provided to assist you in establishing your
personal limitations.

Runway Condition Crosswind - Knots
Dry 40
Wet 40

Overweight Landing

Overweight landings may be performed by using normal
landing procedures. It is recommended to use flaps 30 rather
than 40. Use the longest runway available (request longest
in FS2004) and avoid landing in tailwinds as well as excess
airspeed on final. While flying a normal profile, ensure that a
higher than normal rate of descend does not occur. Fly the
airplane onto the runway and if a long landing is likely,
perform a go-around maneuver. Use all available runway for
braking to minimize brake temperatures.
Overweight autolands are not recommended.


PMDG License and Support

There are three ways to obtain customer support from
PMDG:

1) Customer Support Forum (link available on our web site)
2) support@precisionmanuals.com
3) registration@precisionmanuals.com



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The 737 is a complicated airplane, and while we cannot
teach you how to fly her by email, you will find that our
customer support forum is a great place to meet and
exchange information with other 737NG pilots. If you are
having problems with something that is airplane or
procedure related, we recommend posting your question in
our forum!

If you are having problems with a download, installation or
software conflict, please contact us at our customer support
email for help!

If you are having problems with your license either as a
result of a hardware change, partition adjustment or any
other problem that might possibly cause the protection for
our software to kick in, please email us and we will work to
assist you as quickly as possible!

FS2004 Compatibility

PMDG was involved in the beta testing of the soon-to-be-
release Flight Simulator: Century of Flight. We are pleased
to have been selected for this opportunity, and we are
looking forward to customers enjoying nearly instantaneous
compatibility between our product and FS2004!

We will provide information on exactly what is required to run
our airplane under FS2004 as soon as Microsoft releases
their product to distribution. Although we recognize that
many users are eager to plan ahead, we assure you that the
transition cannot be made beforehand, so we ask for your
patience!

We are currently in the process of testing the methods that
will be used to move your PMDG airplane and license
seamlessly into FS2004, and expect to publish this process
for your use very shortly. Please know that we stand ready
to assist you, even in the event your transition to FS2004
does not go as smoothly as we hope!

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