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737NG

Operations Manual
Volume 1
Delta Air Lines, Inc.

REVIEWED BY: ___________________________________


Joe Sumner
737 - Technical Manager

APPROVED BY: ___________________________________


John Pickitt
737 - Chief Line Check Pilot

APPROVED BY: ___________________________________


Paul Repp
737 - Fleet Captain

Revision Number: 21
Revision Date: June 9, 2008
2008
737NG Operations Manual

Preface Chapter P1
Table of Contents Section 0
Volume 1 Chapter
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.0
Model Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.2
Abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.3
Revision Record / Highlights. . . . . . . . . . . . . . . . . . . . . . . . . . . P1.4
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.5
Flight Crew Bulletin Record . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.6
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP
Supplementary Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP
Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF
FCOM Template 12/12/98

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.0.1
Preface -
Table of Contents
737NG Operations Manual

Intentionally
Blank

Copyright Delta Air Lines, Inc. See title page for details.
P1.0.2 June 9, 2008
737NG Operations Manual

Preface Chapter P1
Model Identification Section 1

General
The airplanes listed in the table below are covered in the operations manual. The
table information is used to distinguish data peculiar to one or more, but not all of
the airplanes. Where data applies to all airplanes listed, no reference is made to
individual airplanes.
Note: The procedures and information contained in this manual also apply to
aircraft acquired by Delta Air Lines subsequent to the current revision;
however, this document may not address all pertinent information for these
airplanes. In such instances, specific operating procedures and systems
information can be found in appropriate Differences Chapter(s) and/or
Flight Crew Bulletin(s) prior to their incorporation in the next scheduled
revision.
Airplane number is supplied by the operator. Registry number is supplied by the
national regulatory agency. Serial number and tabulation number are supplied by
Boeing.

737-700
Airplane Number Registry Number Serial Number Tabulation
Number
3101 N301DQ 29687 YM701
3102 N302DQ 29648 YM702
3103 N303DQ 29688 YM703
3104 N304DQ 29683 YM704
3105 N305DQ 29645 YM705
3106 N306DQ 29633 YM706
3107 N307DQ 29679 YM707
3108 N308DQ 29656 YM708
3109 N309DQ 29665 YM709
FCOM Template 12/12/98

3110 N310DQ 29634 YM710


And Subsequent

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.1.1
Preface -
Model Identification
737NG Operations Manual
737-800

Airplane Number Registry Number Serial Number Tabulation


Number
3701 N371DA 29619 YC601
3702 N372DA 29620 YC602
3703 N373DA 29621 YC603
3704 N374DA 29622 YC604
3705 N375DA 29623 YC605
3706 N376DA 29624 YC606
3707 N377DA 29625 YC607
3708 N378DA 30265 YC608
3709 N379DA 30349 YC609
3710 N380DA 30266 YC610
3711 N381DN 30350 YC611
3712 N382DA 30345 YC612
3713 N383DN 30346 YC613
3714 N384DA 30347 YC614
3715 N385DN 30348 YC615
3716 N386DA 30373 YC616
3717 N387DA 30374 YC617
3718 N388DA 30375 YC618
3719 N389DA 30376 YC619
3720 N390DA 30536 YC620
3721 N391DA 30560 YC621
3722 N392DA 30561 YC622
3723 N393DA 30377 YC623
3724 N394DA 30562 YC624
3725 N395DN 30773 YC681
3726 N396DA 30378 YC682
Copyright Delta Air Lines, Inc. See title page for details.
P1.1.2 June 9, 2008
Preface -
Model Identification
737NG Operations Manual

Airplane Number Registry Number Serial Number Tabulation


Number
3727 N397DA 30537 YC683
3728 N398DA 30774 YC684
3729 N399DA 30379 YC685
3730 N3730B 30538 YC686
3731 N3731T 30775 YC687
3732 N3732J 30380 YC688
3733 N3733Z 30539 YC689
3734 N3734B 30776 YC690
3735 N3735D 30381 YC691
3736 N3736C 30540 YC692
3737 N3737C 30799 YC693
3738 N3738B 30382 YC694
3739 N3739P 30541 YC695
3740 N3740C 30800 YC696
3741 N3741S 30487 YC625
3742 N3742C 30835 YC626
3743 N3743H 30836 YC627
3744 N3744F 30837 YC628
3745 N3745B 32373 YC629
3746 N3746H 30488 YC630
3747 N3747D 32374 YC631
3748 N3748Y 30489 YC632
3749 N3749D 30490 YC633
3750 N3750D 32375 YC634
3751 N3751B 30491 YC635
3752 N3752 30492 YC636
3753 N3753 32626 YC637
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.1.3
Preface -
Model Identification
737NG Operations Manual

Airplane Number Registry Number Serial Number Tabulation


Number
3754 N3754A 29626 YC638
3755 N3755D 29627 YC639
3756 N3756 30493 YC640
3757 N3757D 30813 YC641
3758 N3758Y 30814 YC642
3759 N3759 30815 YC643
3760 N3760C 30816 YC644
3761 N3761R 29628 YC645
3762 N3762Y 30817 YC646
3763 N3763D 29629 YC647
3764 N3764D 30818 YC648
3765 N3765 30819 YC649
3766 N3766 30820 YC650
3767 N3767 30821 YC651
3768 N3768 29630 YC652
3769 N3769L 30822 YC653
3770 N3770O 29631 YC654
3771 N3771K 29632 YC655
And Subsequent

Copyright Delta Air Lines, Inc. See title page for details.
P1.1.4 June 9, 2008
737NG Operations Manual

Preface Chapter P1
Introduction Section 2

General
The Boeing Company developed normal and non-normal procedures for the
737NG aircraft. Delta Air Lines has modified some of the procedures for
simplification and standardization, when appropriate with other Delta aircraft.
Finally, the FAA has approved the procedures presented in the Operations Manual,
with the exception of flight crew bulletins.
These procedures are company policy for pilots to follow during ground operations
and in flight. Deviations from these policies and procedures should be made only
with good cause and based on the safest course of action. If an abnormality occurs
that is not covered by these procedures, the Captain must use his best judgement.

Manual Rights
The 737NG Operations Manual has been prepared for the exclusive use of Delta
Air Lines Inc., Flight Operations personnel under the direction and authority of
Delta and shall, at all times, remain the property of Delta. The holder hereof
acknowledges and agrees that this manual contains or may contain trade secrets,
copyrighted material and commercial and proprietary information, privileged and
confidential, to the interest of Delta, and the holder hereof further agrees that this
manual may not be reproduced, distributed or copied, in whole or in part, without
the express prior written consent of Delta.
In the event this 737NG Operating Manual is sold or distributed to any
other party, no warranty or guarantee, expressed or implied, is made as to
the accuracy, sufficiency or suitability of the materials contained herein or
of any revision, supplement or bulletin hereto. It is understood and agreed
to by such other party that it shall release indemnify and hold Delta, its
officers, employees and agents harmless against any and all claims or
actions of whatever nature which may arise or claim to arise from the use
hereof.
FCOM Template 12/12/98

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.2.1
Preface -
Introduction
737NG Operations Manual

Corrections to the Manual


To correct any errors or discrepancies discovered in this manual, or to submit a
suggested change to any Aircraft Operating Manual (Volume 1, Volume 2, QRH,
Flight Crew Training Manual), Normal Checklist, Airway Manual, Flight
Operations Manual (FOM), OE/TOE Guide, Flight Crew Bulletin (FCB), or Flight
Operations Bulletin (FOB):
Log on to the Delta Flight Operations Portal, http://dlnet.delta.com and submit a
Publications Change Request (PCR).
There are links to the PCR form on each fleet page and also on the Flight Ops
Manuals/Library Services page.
Once submitted, the PCR is automatically routed to the applicable Fleet Technical
Manager and Technical Writer for that manual.

Organization
The operations manual is organized in the following manner.
Volume 1
Preface contains general information regarding the manuals purpose,
structure, and content. It also contains lists of abbreviations, a record of
revisions, a list of effective pages and flight crew bulletins.
Limitations and Normal Procedures cover operational limitations and
normal procedures. All operating procedures are based on a thorough
analysis of crew activity required to operate the airplane, and reflect the
latest knowledge and experience available.
Supplementary Procedures covers those procedures accomplished as
required rather than routinely on each flight.
Aircraft Differences chapter notes differences between aircraft types.
Volume 2 - Chapters 1 through 15 contain general airplane and systems
information. These chapters are generally subdivided into sections covering
controls and indicators and systems descriptions.
Quick Reference Handbook (QRH) - The QRH covers normal checklists,
non-normal checklists and non-normal maneuvers.
Flight Crew Training Manual (FCTM) - The Flight Crew Training Manual
provides information and recommendations on maneuvers and techniques.

Copyright Delta Air Lines, Inc. See title page for details.
P1.2.2 June 9, 2008
Preface -
Introduction
737NG Operations Manual

Page Numbering
The operations manual uses a decimal page numbering system. The page number
is divided into three fields; chapter, section, and page. An example of a page
number for the Normal Procedures chapter follows: chapter NP, section 20, page 3.
Example Page Number

Chapter (Normal Procedures) Page Number


NP.20.3

Section (Amplified Procedures)

Warnings, Cautions, and Notes


The following levels of written advisories are used throughout the manual.
WARNING: An operating procedure, technique, etc., that may result in
personal injury or loss of life if not carefully followed.
CAUTION: An operating procedure, technique, etc., that may result in
damage to equipment if not carefully followed.
Note: An operating procedure, technique, etc., considered essential to emphasize.
Information contained in notes may also be safety related.

Airplane Effectivities
Differences in airplane configuration are shown by use of airplane effectivities
throughout Volumes 1 and 2, Quick Reference Handbook, and the Flight Crew
Training Manual. The following rules are used to express airplane effectivities:
Airplane effectivities are listed by ship number. A range of airplanes is
defined by a dash, e.g. Ships 3101 3110. A comma in the effectivity
range indicates a break in the range, e.g. Ships 3701 3710, 3712 3725;
airplane 3711 is excluded from the range.
Airplane effectivities apply only to the paragraph, illustration, operational
note, procedural step, etc. and to subordinate items (if any). Refer to the
examples below.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.2.3
Preface -
Introduction
737NG Operations Manual

Example 1 (with subordinate items):

Ships 3101 3110


If the PSEU light does not extinguish when the parking brake is set
or when both engines are shut down:

Do not takeoff.

Note: The PSEU light illuminates on the ground only.

In this example, the effectivity 3101 3110 applies to the first procedural step (If
the PSEU.....) and any additional indented/subordinate steps (Do not takeoff). The
effectivity does not apply to the next equivalently indented step (Note: The PSEU
light...).
Example 2 (without subordinate items):

Ships 3101, 3102


CAUTION: When gross weight is greater than 143,000 lbs, speed brake
will autostow to the 50% flight detent if airspeed exceeds 320 knots.
Do not overide autostow function unless airspeed is less than
320 knots.
Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN detent

In this example, the effectivity Ships 3101, 3102 applies to the first operational
caution only. The effectivity does not apply to the next equivalently indented step.
For clarity, an "All" effectivity may be applied to differentiate common steps from
those effected by specific ship numbers.
When airplane effectivities are centered immediately below a section or checklist
title, the entire section or checklist applies to the listed airplanes. In the following
example, the Emergency Equipment section below is applicable to Ships 3701
3771 only:

Emergency Equipment
Ships 3701-3771

Copyright Delta Air Lines, Inc. See title page for details.
P1.2.4 June 9, 2008
737NG Operations Manual

Preface Chapter P1
Abbreviations Section 3

General
The following abbreviations may be found throughout the manual. Some
abbreviations may also appear in lowercase letters. Abbreviations having very
limited use are explained in the chapter where they are used. Since this list is
compiled across several fleets, there may be some abbreviations that do not apply
to this specific fleet.

AFDS Autopilot Flight Director


A System
ABV Above AFE Above Field Elevation
AC Alternating Current or AFM Airplane Flight Manual
Aircraft (FAA approved)
ACARS Aircraft Communications AFM - DPI Airplane Flight Manual -
Addressing and Digital Performance
Reporting System Information
ACE Actuator Control AFS Automatic Flight System
Electronics (Autopilot or
Autothrottle)
ACP Audio Control Panel
A/G Air/Ground
ACT Active
AGL Above Ground Level
ADC Air Data Computer
AH Alert Height
ADF Automatic Direction
Finder AHRS Attitude Heading
Reference System
ADI Attitude Director
Indicator AI Anti-Ice
ADIRS Air Data Inertial AIL Aileron
Reference System
ALFA Safe Stall Margin Speed
ADIRU Air Data Inertial
ALT Altitude
Reference Unit
ALT ACQ Altitude Acquire
ADM Air Data Module
ALT HOLD Altitude Hold
AED Automatic External
Defribulator ALTN Alternate
AFDC Autopilot Flight Director AM Amplitude Modulation
Computer

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.3.1
Preface -
Abbreviations
737NG Operations Manual

AIMS Airplane Information ATIS Automated Terminal


Management System Information Service
AMI Airline Modifiable ATM Assumed Temperature
Information Method
ANP Actual Navigational ATT Attitude
Performance
AUTO Automatic
ANT Antenna
AUTO Autothrottle
ANU Aircraft Nose Up THROT
AOA Angle of Attack AUX Auxiliary
AOC Airline Operational AVAIL Available
Communication Data
AWABS Automated Weight and
Link
Balance System
A/P Autopilot
B
APL Airplane
BARO Barometric
APP Approach
BAT Battery
APU Auxiliary Power Unit
B/C or Back Course
AR Authorization Required B/CRS or
BAC or
ARINC Aeronautical Radio,
BCS
Incorporated
BFO Beat Frequency
ARM Aircraft Restrictions
Oscillator
Manual
BITE Built-In Test Equipment
ARPT Airport
BKR Breaker
ARR Arrival
BLD Bleed
ART Automatic Reserve
Thrust BLW Below
ASA Autoland Status BRG Bearing
Annunciator
BRT Bright
ASI Airspeed Indicator
BTL Bottle
ASR Airport Surveillance
BTL DISCH Bottle Discharge (fire
Radar
extinguisher)
ASYM Asymmetry
BTMS Brake Temperature
A/T Autothrottle Monitoring System
ATA Actual Time of Arrival C
ATC Air Traffic Control
Copyright Delta Air Lines, Inc. See title page for details.
P1.3.2 June 9, 2008
Preface -
Abbreviations
737NG Operations Manual

C Captain or CO Company
Celsius or COMM Communication
Center or COMP Comparator
Cool
COMPT Compartment
CAA Civil Aviation Authority
CON Continuous
CADC Central Air Data
CONFIG Configuration
Computer
CONT Control
CALSEL Call Select
COOL Cooling
CANC/RCL Cancel/Recall
CRM Crew Resource
CANPA Constant Angle
Management
Non-Precision Approach
CRS Course
CAP Capture
CRT Cathode Ray Tube
CAPT Captain
CRZ Cruise
CAWS Central Aural Warning
System CTL Control
CB Circuit Breaker CTR Center
CCD Cursor Control Device CWS Control Wheel Steering
CDS Common Display System D
CDU Control Display Unit DA Decision Altitude
CFIT Controlled Flight Into DA(H) Decision Altitude
Terrain (Height)
CG Center of Gravity DC Direct Current
CHKL Checklist DCU Display Concentrator
Unit
CHR Chronograph
D/D Direct Descent
CKD Checked
DDA Derived Decision
CKT Circuit
Altitude (MDA +50 feet)
CL Close
DDG Dispatch Deviations
CLB Climb Guide
CLMP Computer Lockout DEL Delete
Manual Power
DEP Departure
CLR Clear
DEP ARR Departure Arrival
CMD Command
DEPR Depressurize

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.3.3
Preface -
Abbreviations
737NG Operations Manual

DES Descent EFI Electronic Flight


Instruments
DEU Display Electronic Unit
EFIS Electronic Flight
DFCS Digital Flight Control
Instrument System
System
EGPWS Enhanced Ground
DFGC Digital Flight Guidance
Proximity Warning
Computer
System
DFGS Digital Flight Guidance
EGT Exhaust Gas Temperature
System
EHSI Electronic Horizontal
DH Decision Height
Situation Indicator
DIFF Differential
EICAS Engine Indication and
DIR Direct Crew Alerting System

DISC Disconnect EIS Electronic Instrument


System
DISCH Discharge
ELEC Electrical
DK Deck
ELEV Elevator
DME Distance Measuring
Equipment EMER Emergency

DN Down ENG Engine

DPC Display Processing ENG OUT Engine Out


Computer
ENT Entry
DSP Display Select Panel
EO or E/O Engine Out
DSPL Display
EOAP Electronic Overhead
DTG Distance to Go Annunciation Panel
DTW Distance to Waypoint EPR Engine Pressure Ratio
DU Display Unit EQPT or Equipment
EQUIP
E
ETOPS Extended Range
EADI Electronic Attitude Operation with Twin
Director Indicator Engine Airplanes
ECON Economy EVAC Evacuation
E/D End of Descent EXEC Execute
E/E Electrical/Electronic EXT Extend or External
EEC Electronic Engine F
Control
F Fahrenheit

Copyright Delta Air Lines, Inc. See title page for details.
P1.3.4 June 9, 2008
Preface -
Abbreviations
737NG Operations Manual

FAC Final Approach Course FOM Flight Operations Manual


FAA Federal Aviation FPA Flight Path Angle
Administration
FPM Feet Per Minute
FADEC Full Authority Digital
FPV Flight Path Vector
Engine Control
FREQ Frequency
FAF Final Approach Fix
F/S Fast/Slow
FAR Federal Aviation
Regulation FT Feet
FCB Flight Crew Bulletin FWD Forward
FCC Flight Control Computer FWSOV Fire Wall Shut Off Valve
FCTL Flight Control FX Fix
FCTM Flight Crew Training G
Manual
GA GoAround
FD, F/D or Flight Director
FLT DIR GEN Generator

FF Fuel Flow GLS GNSS Landing System

FFM Force Fight Monitor GMT Greenwich Mean Time

FGCP Flight Guidance Control GND Ground


Panel GNSS Global Navigation
FGS Flight Guidance System Satellite System

FILT Filter GP or Glide Path


G/P
FIR Flight Information
Region GPS Global Positioning
System
FL CH or Flight Level Change
FLCH GPWS Ground Proximity
Warning System
FLT Flight
GS Ground Speed
FLT CTRL Flight Control
G/S Glide Slope
FLPRN Flaperon
GW Gross Weight
FMA Flight Mode Annunciator
H
FMC Flight Management
Computer HAA Height Above Airport

FMS Flight Management HAT Height Above


System Touchdown

F/O or F O First Officer


Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.3.5
Preface -
Abbreviations
737NG Operations Manual

HDG Heading or ILS Instrument Landing


Hydraulic Driven System
Generator IM Inner Marker
HDG REF Heading Reference IMC Instrument
HDG SEL Heading Select Meteorological
Conditions
HF High Frequency
IN Inches
HGS Head-Up Guidance
System (HGS is a INBD Inboard
registered trademark of IND Indicator
Flight Dynamics)
IND LTS Indicator Lights
HI High
INOP Inoperative
HLD Hold
INIT Initialization
HPA Hectopascals
INSTR Instrument
HPSOV High Pressure Shut Off
Valve INT or Interphone
INTPH
HSI Horizontal Situation
Indicator INTC Intercept

HUD Head-Up Display INTC CRS Intercept Course

HYD Hydraulic IP Instructor Pilot

I IRS Inertial Reference


System
IAF Initial Approach Fix
IRU Inertial Reference Unit
IAN Integrated Approach
Navigation ISA International Standard
Atmosphere
IAS Indicated Airspeed
ISDU Inertial System Display
ICAO International Civil Unit
Aviation Organization
ISFD Intergrated Standby
IDENT Identification Flight Display
IFE In-Flight Entertainment ISLN Isolation
System
J
IFR Instrument Flight Rules
JAA Joint Aviation Authority
IGN Ignition
K
IGS Instrument Guidance
System K or KTS Knots

Copyright Delta Air Lines, Inc. See title page for details.
P1.3.6 June 9, 2008
Preface -
Abbreviations
737NG Operations Manual

KCAS Knots Calibrated M Mach


Airspeed
MAG Magnetic
KGS Kilograms
MAHP Missed Approach
KIAS Knots Indicated Airspeed Holding Point
L MAN Manual
L Left MAP Missed Approach Point
LAT Latitude MASI Mach/Airspeed Indicator
LBS Pounds MAX Maximum
LD Load MCC Maintenance Control
Center
LDA Localizer-type
Directional Aid MCDU Multi-purpose Control
and Display Unit
LDG Landing
MCO Maintenance Carry Over
LDG ALT Landing Altitude
MCP Mode Control Panel
LE Leading Edge
MCT Maximum Continuous
LIM Limit
Thrust
LIM SPD Limit Speed
MDA Minimum Descent
LKD Locked Altitude

L NAV or Lateral Navigation MDA(H) Minimum Descent


LNAV Altitude (Height)

LOC Localizer MDM Mechanical Dispatch


Manual
LOC-BC Localizer Back Course
MEA Minimum Enroute
LOM Locator Outer Marker Altitude
LON Longitude MEL Minimum Equipment
LRC Long Range Cruise List

LRU Line Replaceable Unit MFD Multifunction Display

LSK Line Select Key MHZ Megahertz

LT Light MIC Microphone

LWR CTR Lower Center MIN Minimum

LWR Lower Display MKR Marker


DSPLY or MLS Microwave Landing
LWR DSPL System
M MM Middle Marker
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.3.7
Preface -
Abbreviations
737NG Operations Manual

MMO Maximum Mach N1 Low Pressure Rotor


Operating Speed Speed
MNPS Minimum Navigation N2 High Pressure Rotor
Performance Speed (Pratt & Whitney
Specification and GE engines) or
MOCA Minimum Obstruction Intermediate Pressure
Clearance Altitude Rotor Speed (Rolls
Royce Engines)
MOD Modify
N3 High Pressure Rotor
MORA Minimum Off Route Speed (Rolls Royce
Altitude Engines)
MSA Minimum Safe Altitude O
MSG Message OAP Overhead Annunciator
MSGS Messages Received Panel (a.k.a. EOAP)
RCVD OAT Outside Air Temperature
MSL Mean Sea Level OCC Operations Control
MTRS Meters Center

MUH Minimum Use Height ODM Operational Data Manual

N OFST Offset

N Normal OHU Overhead Unit

NADP Noise Abatement OM Outer Marker


Departure Procedures OP Open
NAR North American Route OUTBD Outboard Display
NAV Navigation DSPL

NAV RAD Navigation Radio OVHD Overhead

ND Navigation Display OVHT Overheat

NLT No Later Than OVRD Override

NM Nautical Mile(s) OVSPD Overspeed

NNC Non-Normal Checklists OXY or Oxygen


O2
NNM Non-Normal Maneuvers
P
NPS Navigation Performance
Scales PA Passenger Address

NORM Normal PAPI Precision Approach Path


Indicator

Copyright Delta Air Lines, Inc. See title page for details.
P1.3.8 June 9, 2008
Preface -
Abbreviations
737NG Operations Manual

PAR Precision Approach PRES or Pressure


Radar PRESS
PASS Passenger PREV Previous
PBE Protective Breathing PRI Primary
Equipment
PROG Progress
PCP Pilot Call Panel
PROX Proximity
PDC Pitch Data Computer
P/RST Push To Reset
or
Performance Data PRV Pressure Regulating
Computer Valve
or PSI Pounds Per Square Inch
Pre-Departure Clearance
PTH Path
PERF Performance
PTT Push To Talk
PERF INIT Performance
PTU Power Transfer Unit
Initialization
PWR Power
PES Pitch Enhancement
System PWS Predictive Windshear
System
PF Pilot Flying
Q
PFC Primary Flight Computer
Q Quantity
PFD Primary Flight Display
QFE Local Station Pressure
PI Performance Inflight
QNH Altimeter Setting
PIP Product Improvement
Package QRH Quick Reference
Handbook
PLI Pitch Limit Indicator
QTY Quantity
PM Pilot Monitoring
R
PMC Power Management
Control R Right
PNL Panel RA Radio Altitude or
POS Position Resolution Advisory

POS INIT Position Initialization RAD Radio

POS REF Position Reference RAT Ram Air Temperature or


Ram Air Turbine
PPI Planned Position
Indicator RCL Request for Clearance

PPOS Present Position

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.3.9
Preface -
Abbreviations
737NG Operations Manual

RDMI Radio Distance Magnetic SAAAR Special Aircraft and


Indicator Aircrew Authorization
Required
REC Recorder
SAARU Secondary Attitude Air
RECIR or Recirculation
Data Reference Unit
RECIRC
SAT Static Air Temperature
REF Reference
or
RET Retract Satellite
REV Reverse SB Service Bulletin
RF Radius-to-Fix (RF) Legs S/B Speedbrake
or
S/C Step Climb
Refill
SDF Simplified Directional
RMI Radio Magnetic Indicator
Facility
RNAV or Area Navigation
SEI Standby Engine Indicator
RNV
SEL Select
RNP Required Navigational
Performance SELCAL Selective Calling
RPL Rudder Pressure Limiter SENS Sensitivity
RPM Revolutions Per Minute SERV Service
RPR Rudder Pressure Reducer SG Symbol Generator
RSEP Rudder System SPD Speed
Enhancement Program
SPDBRK Speedbrake
RST Reset
STA Station
RSVR Reservoir
STAB Stabilizer
R/T Radio Transmit
STAT Status
RTE Route
STBY Standby
RTO Rejected Takeoff
STD Standard
RTP Radio Tuning Panel
SYS System
RUD Rudder
T
RVR Runway Visual Range
T or TRU True
RVSM Reduced Vertical
T or TK or Track (to a Navaid)
Separation Minimum
TRK
S
TA Traffic Advisory

Copyright Delta Air Lines, Inc. See title page for details.
P1.3.10 June 9, 2008
Preface -
Abbreviations
737NG Operations Manual

TAA Terminal Arrival Area TR Traffic Resolution


TACAN Tactical Air Navigation TRK Track
TAC Thrust Asymmetry TRP Thrust Rating Panel
Compensation
TRU Transformer Rectifier
TAI Thermal AntiIce Unit
TAS True Airspeed TURB Turbine or
TAT Total Air Temperature Turbulence

T/C Top of Climb U

TCA Terminal Control Area UNLKD Unlocked

TCAS Traffic Alert and UNSCHD Unscheduled


Collision Avoidance or
System UNSCHED

T/D Top of Descent UPR DSPL Upper Display

TDZ Touch Down Zone U.S. United States

TDZE Touch Down Zone USB Upper Side Band


Elevation UTC Universal Time
TE Trailing Edge Coordinated

TEMP Temperature UTIL Utility

TERR Terrain V

TFC Traffic VA Design maneuvering


speed
TFR Transfer
VAL Valve
THR Throttle or
VANP Vertical Actual
Thrust
Navigational
THR HOLD Throttle Hold Performance
TMC Thrust Management VASI Visual Approach Slope
Computer Indicator
TMI Track Message Identifier VDP Visual Descent Point
TMSP Thrust Mode Select Panel VEF Speed at Engine Failure
TO or T/O Takeoff VERT Vertical
TOC Top of Climb VFR Visual Flight Rules
TOD Top of Descent VG Vertical Gyro
TO/GA Takeoff/GoAround VHF Very High Frequency

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.3.11
Preface -
Abbreviations
737NG Operations Manual

VIB Vibration WATRS Western Atlantic Route


System
VLV Valve
WDR Weight Data Record
VMC Visual Meteorological
Conditions WGS-84 World Geodetic System
of 1984
VMCA Minimum Control Speed
Air or WHL Wheel
Single Engine Minumum WPT Waypoint
Control Airspeed
WT Weight
VMCG Minimum Control Speed
Ground WXR Weather Radar

VMO Maximum Operating X


Speed XFEED Crossfeed
V NAV or Vertical Navigation XPDR or Transponder
VNAV XPNDR
VOR VHF Omnidirectional XTK Cross Track
Range
VR Rotation Speed
VREF Reference Speed
VRNP Vertical Required
Navigation Performance
V/S Vertical Speed
VSCF Variable Speed Constant
Frequency
VSD Vertical Situation Display
VSI Vertical Speed Indicator
VTK Vertical Track
V1 Takeoff Decision Speed
V1 (MCG) Minimum V1 for Control
on the Ground
V2 Scheduled Takeoff Target
Speed
W
W Warm

Copyright Delta Air Lines, Inc. See title page for details.
P1.3.12 June 9, 2008
737NG Operations Manual

Preface Chapter P1
Revision Record Section 4

Transmittal Letter
To: All holders of Delta Air Lines, Inc. 737NG Operations Manual, Volume 1.
Subject: Operations Manual Revision.
This revision reflects the most current information available to Delta Air Lines,
Inc. through the subject revision date. The following revision highlights explain
changes in this revision. General information below explains the use of revision
bars to identify new or revised information.

Revision Record
No. Revision Date Date No. Revision Date Date
Filed Filed
October 29, 2001 1 November 27, 2001
2 December 24, 2001 3 February 11, 2002
4 September 4, 2002 5 November 25, 2002
6 January 13, 2003 7 May 19, 2003
8 October 6, 2003 9 December 29, 2003
10 January 12, 2004 11 April 26, 2004
12 January 17, 2005 13 April 25, 2005
14 August 8, 2005 15 March 13, 2006
16 March 30, 2006 17 August 28, 2006
18 December 4, 2006 19 August 31, 2007
20 December 18, 2007 21 June 9, 2008
FCOM Template 12/12/98

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.4.1
Preface -
Revision Record
737NG Operations Manual

General
Delta Air Lines issues operations manual revisions to provide new or revised
procedures and information. Formal revisions also incorporate appropriate
information from previously issued Flight Crew Bulletins.
The revision date is the approximate date the revision material is distributed and
considered current. The revision should be incorporated as soon as it is received,
but may be incorporated as much as 21 days after the revision date.
Formal revisions include a Transmittal Letter, a new Revision Record, Revision
Highlights, and a current List of Effective Pages. Use the information on the new
Revision Record and List of Effective Pages to verify the operations manual
content.
The Revision Record should be completed by the person incorporating the revision
into the manual.

Filing Instructions
Consult the List of Effective Pages (P1.5). Pages identified with an asterisk (*) are
either replacement pages, new (original) issue pages, or deleted pages. Remove
corresponding old pages and replace or add new pages. Remove pages marked
DELETED; there are no replacement pages for deleted pages.
Be careful when inserting changes not to throw away pages from the manual that
are not replaced. The List of Effective Pages determines the correct content of the
manual.

Revision Highlights
This section (P1.4) replaces the existing section P1.4 in your manual.
Pages containing revised technical and non-technical material have revision bars
associated with the changed text or illustration.
Re paginated material not containing technical revisions are identified only by a
new page date.

Copyright Delta Air Lines, Inc. See title page for details.
P1.4.2 June 9, 2008
Preface -
Revision Record
737NG Operations Manual

Title Page
Changed revision number and revision date.
Added new graphic.

Chapter P1 - Preface
Section 0 - Table of Contents
P1.0.1-2 - New table of contents required.
Section 1- Model Identification
General
P1.1-4 - Revised table to include new 737-700 aircraft.
Section 2- Introduction
Corrections to the Manual
P1.2.1-4 - Revised. Added aircraft effectivities section.
Section 3 - Abbreviations
General
P1.3.1-12 - Updated abbreviations.
Section 4 - Revision Record
Revision Highlights
P1.4.1-12 - Added revision record and highlights of current revision.
Section 5 - List of Effective Pages
List of Effective Pages
P1.5.1-2 - New LEP required.
Section 6 - Bulletin Record
Bulletin Record
P1.6.1-2 - New Bulletin Record required.

Chapter L - Limitations
Section 0 - Table of Contents
L.TOC.0.1-2 - New table of contents required.
Section 10 - Operating Limitations
General
L.10.1 - Grammatical change.
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.4.3
Preface -
Revision Record
737NG Operations Manual
Operational Limitations
L.10.1 - Updated table to include General Operating Limits of 737-700
aircraft.
NonAFM Operational Information
L.10.2 - Revised table to include 737-700 aircraft.
Weight Limitations
L.10.2 - Added AFM certified airplane weights for 737-700 aircraft.
L.10.2 - Added Note to explain Minimum Takeoff Weight and when lower
minimum takeoff weights are authorized.
NonAFM Operational Information
L.10.3 - Added note regarding the priority for smoke removal procedures.
Autopilot/Flight Director System
L.10.3 - Added restriction for use of the autopilot below 100 feet RA at
airports with a pressure altitude above 8400 feet.
L.10.3 - Added restriction for use of Integrated Approach Navigation (IAN).
L.10.4 - Added limit to restrict autoland capability to runways at or below
8,400 ft.
Communications
L.10.4-5 - Updated effectivities for prohibited frequencies.
L10.5 - Added new section, Aircraft Communications Addressing and
Reporting System.
Flight Instruments, Displays
L.10.7 - Updated memory items to include Landing Flaps 15 with one engine
operative.
Fuel System
L.10.8 - Grammatical change.

Chapter NP - Normal Procedures


Section 0 - Table of Contents
NP.TOC.0.1-4 - New table of contents required.
Section 10 - Introduction
ILS Airborne Equipment Requirements (HUD used)
NP.10.7 - Added footnote (D) to Radio Altimeter(s) (G) CAT I ILS 1800 RVR.
NP.10.7 - Revised description of relative data in footnote (D).

Copyright Delta Air Lines, Inc. See title page for details.
P1.4.4 June 9, 2008
Preface -
Revision Record
737NG Operations Manual
Standard Callouts
NP.10.12 - Under ALL INSTRUMENT APPROACHES, added FINAL
APPROACH COURSE CAPTURE and GLIDE PATH CAPTURED
consistent with required callouts for IAN.
NP.10.12 - Under NON-ILS INSTRUMENT APPROACHES, added
callout for GLIDE PATH ALIVE, consistent with required callouts for IAN.
Section 20 - Amplified Procedures
Flight Deck Inspection - Captain or First Officer
NP.20.1 - Added conditional assumption regarding the completion of the
Electrical Power Up procedure.
NP.20.1 - Added step to verify oxygen pressure, hydraulic quantity and engine
oil quantity are sufficient for flight.
NP.20.1 - Reformatted Logbooks and manuals step for cross-fleet
consistency.
NP.20.2 - Added note regarding the location of the Revision Dates page.
NP.20.2 - Revised emergency equipment step to differentiate between the
fixed ELT on the 737-700 and portable ELT on the 737-800.
NP.20.3 - Added statement that the UNABLE REQD NAV PERF-RNP
message may appear on the FMS display until IRS alignment is complete.
Added note regarding IRS alignment requirements. This addition caused a
page shift in the remainder of the chapter.
Exterior Inspection - Captain or First Officer
NP.20.7 - Revised language for consistency.
NP.20.8 - Added aircraft effectivity for checking the tail skid (737-800 only).
The 737-700 is not equipped with a tail skid.
Preflight Procedure - Pilot Monitoring
NP.20.10 - Modified note regarding GPWS/WINDSHEAR test.
NP.20.11 - Revised Oxygen panel step for Boeing consistency.
NP.20.11-12 - Added a check of the ILS and GLS lights on 737-700 aircraft.
Both lights are located on the IRS control panel.
NP.20.13 - Revised Electrical panel step to include 737-700 aircraft. On
Deltas 737-700s, the GALLEY power switch is replaced by the CAB/UTIL
and IFE PASS SEAT power switches.
NP.20.14 - Updated Passenger signs consistent with Boeing and other Delta
fleets.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.4.5
Preface -
Revision Record
737NG Operations Manual
NP.20.15 - Added step to set High altitude landing switch as needed and verify
that the INOP light is extinguished.
NP.20.15-16 - Revised Air conditioning panel step to include 737-700
aircraft. Added aircraft effectivities.
NP.20.16 - Removed Wing-body OVER HEAT TEST from the preflight
procedure for Boeing consistency. This procedure is located in Supplementary
Procedures, Air Systems.
NP.20.16 - Revised procedures when APU bleed air is required for air
conditioning/heating.
NP.20.17 - Moved Ignition select switch from the Engine Start Procedure
for Boeing consistency.
NP.20.18-9 - Added 737-800 effectivity to Standby instruments/RMI steps.
Added Integrated standby flight display step for 737-700 aircraft.
NP.20.19 - Revised ANTISKID INOP light response to verify
extinguished as the light should not be illuminated.
NP.20.19 - Relocated WARNING to top of the Brake pressure step for
emphasis.
NP.20.21 - Added TAKEOFF CONFIG warning light check (when
operable) for 737-700 aircraft.
NP.20.21 - Relocated WARNING under FLAP lever for clarity.
NP.20.22 - Added 737-800 effectivity to ADF radios step as Deltas
737-700s are not equipped with ADF radios.
Preflight Procedure - Pilot Flying
NP.20.24 - Revised procedures for entering a speed restriction on the CLIMB
page.
Preflight Procedure - First Officer
NP.20.25 - Added steps to verify TAKEOFF CONFIG and CABIN
ALTITUDE lights are extinguished (737-700 only).
Preflight Procedure - Captain
NP.20.29 - Added steps to verify TAKEOFF CONFIG and CABIN
ALTITUDE lights are extinguished (737-700 only).
Before Start Procedure
NP.20.31 - Added to Note and CAUTION statements considerations for
Takeoff Thrust Derates (in addition to Assumed Temperature Takeoffs).
NP.20.32 - Added Takeoff Thrust Derates. Reformatted CAUTION statement
for clarity.

Copyright Delta Air Lines, Inc. See title page for details.
P1.4.6 June 9, 2008
Preface -
Revision Record
737NG Operations Manual
NP.20.32 - Under N1 LIMIT page added effectivities for software versions
(U10.6 or U10.7) as Thrust Mode Displays will vary depending on the
software installed.
NP.20.32 - Added Takeoff Thrust Derate entries for the N1 LIMIT page.
NP.20.33 - Revised AWABS to WDR for clarity.
NP.20.33 - Modified requirement to verbalize Thrust Mode Display.
Pushback/Start Procedure
NP.20.34 - Grammatical change for clarity.
NP.20.34-35 - Revised Hydraulic panel step for Boeing consistency.
NP.20.35 - Added fuel panel step for 737-700 aircraft. Added effectivity for
737-800 fuel panel step. Reformatted CAUTION statements in the fuel panel
step as these are action items.
NP.20.36 - Updated transponder step for cross-fleet standardization.
Engine Start Procedure
NP.20.37 - Removed Ignition select switch; moved to Preflight Procedure -
Pilot Monitoring.
NP.20.39 - Reformatted Normal engine start considerations for clarity.
Delayed Start Procedure
NP.20.43 - Added engine warm up requirement and recommendations from
the engine manufacturers Operating Instructions.
Before Takeoff Procedure
NP.20.44 - Added effectivities to notes under fuel quantity as they do not
apply to 737-700 aircraft.
NP.20.46 - Under radar, added aircraft effectivities.
Takeoff Procedure
NP.20.49 - Updated Takeoff Procedure consistent with revised Takeoff
profiles in Volume 1 and the FCTM. Moved the After takeoff checklist just
after flaps up.
Climb and Cruise Procedure
NP.20.50-51 - Revised Climb and Cruise procedure to include specific center
tank fuel pump procedures for both the 737-700 and 737-800.
Descent Procedure
NP.20.52-53 - Revised Descent procedure to include specific center tank fuel
pump procedures for both the 737-700 and 737-800.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.4.7
Preface -
Revision Record
737NG Operations Manual
Landing Procedure - ILS or IAN
NP.20.56-7 - Added IAN. Added conditional requirements for ILS Autolands.
Added Final Approach Course and Glide Path callouts.
Landing Procedure - Instrument Approach Using VNAV
NP.20.58 - Clarified recommended roll modes for the final approach.
Go-Around Procedure
NP.20.60 - Under Above 400 feet RA changed select roll mode to verify
or call for appropriate roll mode.
After Landing Procedure
NP.20.61 - Added engine cooldown recommendations for consistency with
Boeing.
NP.20.62 - Updated transponder step for cross-fleet standardization.
Shutdown Procedure
NP.20.66 - Added effectivities to RECUIRCULATION FAN switch(es) as the
737-700 is equipped with only one recirculation fan.
Secure Procedure
NP.20.68 - Revised electrical panel steps to include 737-700 aircraft. On
Deltas 737-700s, the GALLEY power switch is replaced by the CAB/UTIL
and IFE PASS SEAT power switches.
NP.20.68 - Removed Note and conditional statement under EMERGENCY
EXIT lights switch for cross-fleet standardization.
NP.20.69 - Added effectivity to TRIM AIR switch step as this only applies to
737-800 aircraft.
Section 30 - Flight Patterns
Approach Considerations - General
NP.30.3 - Under Flaps 15 Landing, removed use flaps 1 for go-around.
Non-ILS Approach Considerations
NP.30.8 - Replaced Pitch Mode and Roll Mode sections with Approach
Modes which explains available lateral and vertical path modes. Added
considerations for the use of IAN for a non-ILS approach.
NP.30.8 - Added Raw Data Monitoring to explain when raw data must be
used for all non-ILS approaches, including IAN.
NP.30.9 - Revised RNAV Approaches: RNAV (GPS), RNAV (RNP) section
for clarity and to reflect 737-700 considerations. Added that IAN is not an
authorized mode for RNAV (RNP) approaches.
NP.30.10 - Added considerations for IAN.
Copyright Delta Air Lines, Inc. See title page for details.
P1.4.8 June 9, 2008
Preface -
Revision Record
737NG Operations Manual
NP.30.10 - Under All Non-ILS Approaches, revised 2nd bullet for clarity.
Updated 4th bullet regarding lateral and vertical deviation. Relocated bullet
regarding RNP value to RNAV (RNP) Approach.
NP.30.11 - Updated Non-ILS Approach Table to reflect IAN considerations.
Flight Profiles
NP.30.17 - Updated Normal Takeoff Profile (Distant/ICAO NADP 2)
consistent with FCB-08-03 and the FCTM.
NP.30.18 - Updated Special Takeoff Profile (Close-In/ICAO NADP 1)
consistent with FCB-08-03 and the FCTM.
NP.30.19 - Updated the ILS Profile consistent with the FCTM.
NP.30.20 - Updated the Instrument Approach Profile Using VNAV consistent
with the FCTM.
NP.30.21 - Added Instrument Approach Using IAN profile. This caused a
page shift in the remainder of the section.
NP.30.22 - Revised the Instrument Approach Profile using V/S consistent with
the FCTM.
NP.30.25 - Revised the Missed Approach/Go-Around Profile - All
Approaches to include IAN considerations and for consistency with the
FCTM.

Chapter SP - Supplementary Procedures


Section 0 - Table of Contents
SP.TOC.1-10 - New Table of Contents
Section 2 - Air Systems
Air Conditioning/Heating with Ground Conditioned Air
SP.2.1 - Updated grammar in note.
SP.2.2 - Added aircraft effectivities. Added step for RECIRC FAN switch on
ships 3101-3110 (only one recirculation fan is installed). Added effectivity for
TRIM AIR switch as this is only applicable to ships 3701-3771.
SP.2.4-5 - Changed section title Automiatic Pressurization Control - Landing
Airport Elevation Above 8000 Feet to Automatic Pressurization Control -
Landing Airport Elevation Above 6000 Feet. Under Prior to takeoff,
changed LAND ALT indicator to 6000 feet. These changes reflect the
recommended Boeing procedures for landing at airports above 6000 feet.
SP.2.6 - Added effectivity to TRIM AIR switch as this is only applicable to
ships 3701-3771.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.4.9
Preface -
Revision Record
737NG Operations Manual
Section 4 - Automatic Flight
Instrument Approach Using VNAV
SP.4.4 - Changed gradient path to glide path.
SP.4.5 - Revised procedure to differentiate RNAV (RNP) approaches from
other non-ILS approaches.
SP.4.5-6 - Under Flight/Nav displays, added effectivities for FMS versions
U10.6 and U10.7, as the procedures differ.
SP.4.6 - Revised MCP altitude step regarding when to set TDZE.
SP.4.7 - Revised conditions for executing a Missed Approach.
Instrument Approach using Vertical Speed (V/S)
SP.4.8 - Changed gradient path to glide path in note.
SP.4.8 - Under FMC approach procedure step, removed duplicate statement
to add cold temperature corrections to waypoint altitude constraints.
SP.4.8 - Added step to use the Autopilot as required; autopilot use is
recommended until a suitable visual reference is established.
SP.4.8-9 - Under Flight/Nav displays, added effectivities for FMS versions
U10.6 and U10.7, as the procedures differ.
SP.4.9 - Under MCP Altitude, added note to set MCP to the next higher 100
foot increment of the TDZE.
SP.4.10 - Revised conditions for executing a Missed Approach.
Instrument Approach Using Integrated Approach Navigation (IAN)
SP.4.11-12 - Added new procedure.
Section 5 - Communications
En Route
SP.5.19 - Added section RNAV (RNP) Approach Verification taken from
FCB-08-01.
Cockpit Voice Recorder Test
SP.5.30 - Updated procedure to include CVR on ships 3101-3110. Added
appropriate aircraft effectivities.
HF System Test
SP.5.31 - Added appropriate aircraft effectivities - ships 3101-3110 have only
one (1) HF radio installed.

Copyright Delta Air Lines, Inc. See title page for details.
P1.4.10 June 9, 2008
Preface -
Revision Record
737NG Operations Manual
Section 7 - Engines, APU
Battery Start
SP.7.1 - Revised electrical panel steps to include 737-700 aircraft. On Deltas
737-700s, the GALLEY power switch is replaced by the CAB/UTIL and IFE
PASS SEAT power switches. Added appropriate aircraft effectivities.
High Altitude Airport Engine Start (Above 8400 Feet)
SP.7.5 - New procedure, applicable to ships 3101-3110 only.
Section 11 - Flight Management, Navigation
Other Operations
SP.11.20 - Added applicable aircraft effectivities for the FMC Navigation
Check. Ships 3101-3110 may experience additional messages in the scratch
pad: GPS-L INVALID or GPS-R INVALID.
Section 12 - Fuel
Ground Transfer of Fuel
SP.12.3 - Added new procedures as noted in FCB-06-05.
Section 16 - Adverse Weather
Windshear
SP.16.50-51 - Updated section with guidance from QRH Maneuvers section
as related to Windshear Avoidance and Windshear Precautions.

Chapter DF - Differences
Section 10 - 737 Differences Before Retrofit
DF.10.1-6 - New section which details the equipment differences between
Deltas current 737-800 fleet and the new 737-700s.
Section 11 - 737 Differences After Retrofit
DF.11.1-4 - New section which details the equipment differences between
Deltas 737-800 fleet after hardware/software retrofits and the 737-700s. A
737-800 that has undergone retrofit will be equipped the same as the 737-700s
with the exceptions noted in this section.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.4.11
Preface -
Revision Record
737NG Operations Manual

Intentionally
Blank

Copyright Delta Air Lines, Inc. See title page for details.
P1.4.12 June 9, 2008
737NG Operations Manual
Preface Chapter P1
List of Effective Pages - FAA Approved Section 5
Page Date
Page Date
Normal Procedures (continued)
Volume 1
* NP.30.17-26 June 9, 2008
* Title Page June 9, 2008
Supplementary Procedures (tab)
Preface (tab)
* SP.TOC.1-10 June 9, 2008
* P1.0.1-2 June 9, 2008
SP.05.1-2 August 31, 2007
* P1.1.1-4 June 9, 2008
SP.1.1-4 August 31, 2007
* P1.2.1-4 June 9, 2008
* SP.2.1-7 June 9, 2008
* P1.3.1-12 June 9, 2008
SP.2.8 August 31, 2007
* P1.4.1-12 June 9, 2008
SP.3.1-2 August 31, 2007
* P1.5.1-2 June 9, 2008
SP.4.1-3 August 31, 2007
Bulletins (tab) * SP.4.4-14 June 9, 2008
P1.6.1-2 See Bulletin Record SP.5.1-18 August 31, 2007
Limitations (tab) * SP.5.19 June 9, 2008
* L.TOC.0.1-2 June 9, 2008 SP.5.20-29 August 31, 2007
* L.10.1-10 June 9, 2008 * SP.5.30-31 June 9, 2008
Normal Procedures (tab) SP.5.32 August 31, 2007
* NP.TOC.0.1-4 June 9, 2008 SP.6.1-4 August 31, 2007
NP.10.1-6 August 31, 2007 * SP.7.1-2 June 9, 2008
* NP.10.7 June 9, 2008 SP.7.3-4 August 31, 2007
NP.10.8-11 August 31, 2007 * SP.7.5 June 9, 2008
* NP.10.12 June 9, 2008 SP.7.6 August 31, 2007
NP.10.13-20 August 31, 2007 SP.8.1-4 August 31, 2007
* NP.20.1-70 June 9, 2008 SP.9.1-4 August 31, 2007
NP.30.1-2 August 31, 2007 SP.10.1-12 August 31, 2007
* NP.30.3 June 9, 2008 SP.11.1-19 August 31, 2007
NP.30.4-7 August 31, 2007 * SP.11.20-21 June 9, 2008
* NP.30.8-11 June 9, 2008 SP.11.22-36 August 31, 2007
NP.30.12-16 August 31, 2007 SP.12.1-2 August 31, 2007
* SP.12.3-4 June 9, 2008

* = Revised, Added, or Deleted


Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 P1.5.1
Preface -
List of Effective Pages - FAA
Approved 737NG Operations Manual

Page Date
Supplementary Procedures
(continued)
SP.15.1-2 August 31, 2007
SP.16.1-18 August 31, 2007
SP.16.19-49 December 18, 2007
* SP.16.50-51 June 9, 2008
SP.16.52-54 December 18, 2007
Aircraft Differences (tab)
* DF.TOC.0.1-2 June 9, 2008
* DF.10.1-6 June 9, 2008
* DF.11.1-4 June 9, 2008

Copyright Delta Air Lines, Inc. See title page for details.
P1.5.2 June 9, 2008
737NG Operations Manual

Limitations Chapter L
Table of Contents Section 0
Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
Airplane General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
Operational Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
General Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
Maximum Operating Latitudes. . . . . . . . . . . . . . . . . . . . . L.10.1
Overwing Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.2
Escape Slide Girt Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Penetration Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Maximum Weight Limitations . . . . . . . . . . . . . . . . . . . . . L.10.2
Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.3
Operating Differential Pressure . . . . . . . . . . . . . . . . . . . . L.10.3
Air Conditioning Packs . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
AntiIce, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Autopilot/Flight Director System . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Autoland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Wind Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Flap Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
VHF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
ATC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
FCOM Template 12/12/98

HF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Prohibited Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Aircraft Communications Addressing and Reporting System L.10.5
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 L.TOC.0.1
Limitations -
Table of Contents
737NG Operations Manual

Engines and APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5


Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5
Engine Limit Display Markings . . . . . . . . . . . . . . . . . . . . L.10.5
EGT Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5
Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6
Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6
Operating Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6
Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.6
Alternate Flap Duty Cycle . . . . . . . . . . . . . . . . . . . . . . . . L.10.6
Flight Instruments, Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.7
Heads Up Display (HUD) . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.7
Approach, AIII Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.7
Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.7
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.7
Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8
Air Data Inertial Reference Unit (ADIRU) . . . . . . . . . . . . . . L.10.8
QFE Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8
Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.8
Weather Radar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8
Prohibited Fuel Types. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8
Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8
Fuel Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8
Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8
Look-Ahead Terrain Alerting (GPWS) . . . . . . . . . . . . . . . . . L.10.8
Traffic Alert and Collision Avoidance System (TCAS). . . . . L.10.9

Copyright Delta Air Lines, Inc. See title page for details.
L.TOC.0.2 June 9, 2008
737NG Operations Manual

Limitations Chapter L
Operating Limitations Section 10
L.10 Limitations-Operating Limitations
General
This chapter contains limitations on aircraft and systems operation pertinent to
flight crew operation of the aircraft. It is not intended to include items peculiar to
aircraft certification data, or information peculiar to other manuals on board the
aircraft.
B-737NG aircraft must be operated in compliance with Certificate Limitations of
the applicable FAA approved Airplane Flight Manual (AFM) and the Minimum
Equipment List contained in the Aircraft Restrictions Manual and Mechanical
Dispatch Manual (MDM) respectively.
Note: The pound symbol (#) indicates recall limitations. Recall limitations are
those operationally significant limitations that must be committed to
memory. Memorization is necessary because there are no placards, display
indications, or markings indicating a limitation exists.

Airplane General
Operational Limitations
General Operating Limits
Ships 3101-3110 Ships 3701-3771
# Maximum Takeoff and 10 knots, or as permitted by Delta 10-0 special pages.
Landing Tailwind
Component
# Maximum Operating 41,000 ft.
Altitude
# Maximum Takeoff and 10,000 ft. 8,400 ft.
Landing Altitude

Maximum Operating Latitudes


Maximum flight operating latitude 82 North and 82 South, except for the
region between 80 West and 130 West longitude, the maximum flight operating
latitude is 70 North, and the region between 120 East and 160 East longitude,
the maximum flight operating latitude is 60 South.
FCOM Template 12/12/98

Overwing Exits
# Installation of handle covers on the overwing exits must be verified prior to
departure whenever passengers are carried.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 L.10.1
Limitations -
Operating Limitations
737NG Operations Manual

NonAFM Operational Information


Note: The following items are not AFM limitations, but are provided for flight
crew information.
Escape Slide Girt Bar
# Whenever passengers are carried, the escape slide retention bar (girt bar) must
be installed during taxi, takeoff and landing.
Crosswind
# The maximum demonstrated takeoff and landing crosswind is:
Ships 3101-3110 Ships 3701-3771
#33 Knots #Winglets: 33 Knots
#No Winglets: 36 Knots

Penetration Airspeed
# Severe turbulent air penetration speed is 280 KIAS/.76M.
Maximum Weight Limitations
Weights Ships 3101-3110 Ships 3701-3771
Maximum Taxi Weight 155,000 173,000
(MTW)
Maximum Takeoff Weight 154,500 172,500
(MTOW)
Maximum Landing Weight 129,200 146,300
(MLW)
Maximum Zero Fuel 121,700 136,000
Weight (MZFW)

Ships 3101-3110
Note: Minimum Takeoff Weight 125,000 lbs. (with 26K full rate thrust). Lower
minimum takeoff weights that account for the actual pressure altitude and
outside air temperature may be authorized using AWABS or the ODM.

Air Systems
Pressurization
Maximum cabin differential pressure (relief valves) is 9.1 PSI.
Maximum differential pressure for takeoff and landing is 0.125 PSI (236 feet
below airport pressure altitude).

Copyright Delta Air Lines, Inc. See title page for details.
L.10.2 June 9, 2008
Limitations -
Operating Limitations
737NG Operations Manual

NonAFM Operational Information


Note: The following items are not AFM limitations, but are provided for flight
crew information.
Operating Differential Pressure
Normal operating differential pressure is allowed within the amber band.
Air Conditioning Packs
# With engine bleed air switches ON, do not operate the air conditioning packs in
HIGH for takeoff, approach or landing.
Ships 3101-3110
Note: The fire protection Non-Normal procedures takes precedence over the
statement regarding no air conditioning pack in HIGH during takeoff,
approach, or landing. The CARGO FIRE and SMOKE/ FUMES
REMOVAL checklists require the Operating PACK switch(es) HIGH.
Switch(es) need to be placed in HIGH in order to open overboard exhaust
valve (OEV).

AntiIce, Rain
Engines
# Engine TAI must be on when icing conditions exist or are anticipated, except
during climb and cruise below -40C SAT.
Wings
# Do not operate wing anti-ice on the ground when the OAT is above 10C (50F).

Autopilot/ Flight Director System


Autopilot
# Use of aileron trim with the autopilot engaged is prohibited.
# Do not engage the autopilot for takeoff below 400 feet AGL.
# For single channel operation during approach, the autopilot shall not remain
engaged below 50 feet AGL.
# Do not use the autopilot below 100 feet RA at airport pressure altitudes above
8400 feet.
Do not use Integrated Approach Navigation (IAN) Final Approach Course (FAC)
or Glide Path (G/P) guidance when any altitude constraint specified by the
approach procedure for a final approach fix, or for waypoints between a final
approach fix and a runway, has been modified by the flight crew.
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 L.10.3
Limitations -
Operating Limitations
737NG Operations Manual

Autoland
Wind Speeds
# Maximum allowable wind speeds for autoland operations:
# Headwind 25 knots
# Crosswind 20 knots
# Tailwind 10 knots

Flap Settings
# The autoland capability may only be used with flaps 30 or 40 and both engines
operative.
Ships 3101-3110
Autoland capability may only be used to runways at or below 8,400 ft pressure
altitude.

Communications
VHF
ATC Communications
Ships 3701-3707
Do not use VHF3 for ATC communications if audio entertainment system is in
use.
Ships 3725-3740 & 3745-3760
Do not use VHF3 (if installed for voice communication) for ATC
communications with ACARS operational.
HF
Ships 3701-3715
If one HF radio is selected for transmission, deselect the other HF radio on all
audio select panels.
Prohibited Frequencies
Ships 3701-3771
Flights predicated on the use of the following frequencies (MHz) are prohibited:
29.490, 29.489.

Copyright Delta Air Lines, Inc. See title page for details.
L.10.4 June 9, 2008
Limitations -
Operating Limitations
737NG Operations Manual

Ships 3701-3771
Flights predicated on the use of the following HF frequencies are prohibited:
11.133 MHz 22.434 MHz
22.683 MHz 22.766 MHz.
Ship 3725
Flights predicated on the use of HF frequency 16.141 MHz are prohibited.
Ship 3733
Flights predicated on the use of HF frequencies 9.673 and 9.674 MHz are
prohibited.
Aircraft Communications Addressing and Reporting System
The ACARS is limited to the transmission and receipt of messages that will not
create an unsafe condition if the message is improperly received, such as the
following conditions:
the message or parts of the message are delayed or not received,
the message is delivered to the wrong recipient, or
the message content may be frequently corrupted.
However, Pre-Departure Clearance, Digital Automatic Terminal
Information Service, Oceanic Clearances, Weight and Balance and
Takeoff Data messages can be transmitted and received over ACARS if
they are verified per approved operational procedures.

Engines, APU
Engines
Engine Limit Display Markings
Maximum and minimum limits are red.
Caution limits are amber.
Note: The published operating limits for engines relate to predefined normal and
abnormal operations. However, if any crew finds itself in a life-threatening
situation which requires an application of thrust beyond the certified
takeoff limits, they can feel confident that the engine(s) will operate
satisfactorily for whatever reasonable time is required to maintain safe
control of the aircraft.
EGT Limits
Takeoff Top of Amber Arc (5 Minutes) *
Maximum Continuous Top of White Arc
Starting - Ground/Flight EGT Start Limit Line

* 10 minutes allowed in the event of loss of thrust on one engine during takeoff.
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 L.10.5
Limitations -
Operating Limitations
737NG Operations Manual
Engine Ignition
# Engine ignition must be on for:
takeoff
landing
operation in heavy rain
anti-ice operation.
Engine Oil
# If engine oil pressure is in the yellow band with takeoff thrust set, do not takeoff.
Reverse Thrust
# Intentional selection of reverse thrust in flight is prohibited.
APU
Operating Altitudes
# Inflight - APU bleed + electrical load: maximum altitude 10,000 ft.
# APU bleed: maximum altitude 17,000 ft.
# APU electrical load: maximum altitude 41,000 ft.

Flight Controls
# Max flap extension altitude is 20,000 ft.
# Holding in icing conditions with flaps extended is prohibited.
# Do not use the speedbrakes in flight at radio altitudes less than 1,000 feet.
# In flight, do not extend the speedbrake lever beyond the FLIGHT DETENT.
Avoid rapid and large alternating control inputs, especially in combination with
large changes in pitch, roll, or yaw (e.g. large side slip angles) as they may result
in structural failure at any speed, including below VA (maneuvering speed).
NonAFM Operational Information
Note: The following items are not AFM limitations, but are provided for flight
crew information.
Alternate Flap Duty Cycle
Flap Position Minutes Off
0 15 5
greater than 15 25

Copyright Delta Air Lines, Inc. See title page for details.
L.10.6 June 9, 2008
Limitations -
Operating Limitations
737NG Operations Manual

Flight Instruments, Displays


Heads Up Display (HUD)
Maximum allowable crosswind for HUD guided takeoffs is 10 knots.
Approach, AIII Mode
# Maximum allowable wind speeds for HUD AIII operations:
# Headwind 22 knots
# Crosswind 15 knots
# Tailwind 10 knots

# For manual CAT II or CAT III approach and landing, AIII mode must be selected
and the autopilot (A/P) and autothrottle (A/T) must be disengaged prior to 500
feet above TDZE.
# Landing flaps 30 or 40 with both engines operative.
# Landing flaps 15 with one engine operative.
Do not use at latitudes greater than 85 latitude.
NonAFM Operational Information
Note: The following items are not AFM limitations, but are provided for flight
crew information.
Altimeters
Altitude Display Limits for RVSM Operations
The maximum allowable on-the-ground altitude display differences for RVSM
operations are:
Field Elevation Max Difference Between Max Difference Between
Captain & F/O Captain or F/O & Field Elevation
Sea Level to 5,000 feet 50 feet 75 feet
5,001 to 10,000 feet 60 feet 75 feet

The maximum allowable in-flight difference between Captain and First Officer
altitude displays is 200 feet.
Standby altimeters do not meet altimeter accuracy requirements of RVSM
airspace.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 L.10.7
Limitations -
Operating Limitations
737NG Operations Manual

Flight Management, Navigation


Air Data Inertial Reference Unit (ADIRU)
ADIRU alignment must not be attempted at latitudes greater than 78 degrees 15
minutes.
QFE Selection
The use of LNAV and VNAV with QFE selected is prohibited.
NonAFM Operational Information
Note: The following items are not AFM limitations, but are provided for flight
crew information.
Weather Radar
Do not operate the weather radar in a hangar or within 50 feet of any personnel or
a fuel spill.
Note: The hangar and personnel restrictions do not apply to the weather radar test
mode.

Fuel System
Prohibited Fuel Types
The use of Wide Cut Fuels per Class B of GE Specification D50TF2,
JP-4 or Jet B, is prohibited.
Temperatures
Maximum tank fuel temperature: 49C.
Minimum inflight tank fuel temperature: 3C above the freezing point of the fuel
being used or -43C, whichever is higher.
Fuel Balance
# Lateral imbalance between main tanks 1 and 2 must be scheduled to be zero.
Random fuel imbalance must not exceed 1,000 lbs for taxi, takeoff, flight or
landing.

Warning Systems
Look-Ahead Terrain Alerting (GPWS)
Do not use the terrain display for navigation.

Copyright Delta Air Lines, Inc. See title page for details.
L.10.8 June 9, 2008
Limitations -
Operating Limitations
737NG Operations Manual
Do not use the look-ahead terrain alerting and terrain display functions:
within 15 nm of takeoff, approach or landing at an airport not contained in
the GPWS terrain database
during QFE operations.
Note: Crews will be notified of airports not included in the database via EFCB
and/or flight plan remarks.
Traffic Alert and Collision Avoidance System (TCAS)
Pilots are authorized to deviate from their current ATC clearance to the extent
necessary to comply with a TCAS resolution advisory.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 L.10.9
Limitations -
Operating Limitations
737NG Operations Manual

Intentionally
Blank

Copyright Delta Air Lines, Inc. See title page for details.
L.10.10 June 9, 2008
737NG Operations Manual

Normal Procedures Chapter NP


Table of Contents Section 0
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.1
Controls and Indications Nomenclature . . . . . . . . . . . . . . NP.10.1
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.1
Autopilot Flight Director System and Flight
Management System Monitoring . . . . . . . . . . . . . . . . . . . . NP.10.3
RVSM Operations and System Requirements . . . . . . . . . . . NP.10.3
CDU Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.3
Crew Duties Reference Chart . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.4
HUD Takeoff Equipment Requirements. . . . . . . . . . . . . . . . . . NP.10.6
ILS Airborne Equipment Requirements (HUD used) . . . . . . . . NP.10.7
ILS Airborne Equipment Requirements (HUD not used) . . . . . NP.10.8
RNAV Approach Equipment Requirements List . . . . . . . . . . . NP.10.9
Standard Callouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.10
Preflight Procedure - Pilot Flying and Pilot Monitoring
Panel Scan Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.17
Preflight Procedure - Captain and First Officer
Panel Scan Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.18
Pilot Flying & Pilot Monitoring
Areas of Responsibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.19

Amplified Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.1


Flight Deck Inspection Captain or First Officer . . . . . . . . . . NP.20.1
Exterior Inspection Captain or First Officer . . . . . . . . . . . . . NP.20.4
Preflight Procedure Pilot Monitoring. . . . . . . . . . . . . . . . . . NP.20.10
Preflight Procedure Pilot Flying . . . . . . . . . . . . . . . . . . . . . NP.20.23
Preflight Procedure First Officer . . . . . . . . . . . . . . . . . . . . . NP.20.25
FCOM Template 12/12/98

Preflight Procedure Captain . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.28


Before Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.31
Pushback/Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.34
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.TOC.0.1
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Table of Contents
737NG Operations Manual

Engine Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.37


After Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.40
Taxi Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.42
Delayed Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.43
Before Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.44
Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.48
Climb and Cruise Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.50
Descent Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.52
Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.54
Landing Procedure - ILS or IAN. . . . . . . . . . . . . . . . . . . . . . . NP.20.56
Landing Procedure - Instrument Approach Using VNAV . . . NP.20.58
GoAround Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.60
Landing Roll Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.61
After Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.62
Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.65
Secure Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.68

Flight Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1


Flight Pattern Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1
Takeoff Considerations - General . . . . . . . . . . . . . . . . . . . . . . . NP.30.2
HUD Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.2
LNAV Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.2
Takeoff Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.2
Approach Considerations - General . . . . . . . . . . . . . . . . . . . . . NP.30.3
Below RVR 4000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.3
Flaps 15 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.3
HUD Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . NP.30.3
Scan Policy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.3
Stabilized Approach Requirements . . . . . . . . . . . . . . . . . . . . . . NP.30.4
IMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.4
VMC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.4

Copyright Delta Air Lines, Inc. See title page for details.
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Normal Procedures -
Table of Contents
737NG Operations Manual

ILS Precision Runway Monitor (PRM) Approach -


Breakout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.6
Low Visibility Approach Considerations (CAT II/III) . . . . . . . NP.30.7
Approach Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.7
Category II Approach Considerations . . . . . . . . . . . . . . . . . NP.30.7
Category III Approach Considerations . . . . . . . . . . . . . . . . NP.30.7
Non-ILS Approach Considerations. . . . . . . . . . . . . . . . . . . . . . NP.30.8
Approach Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.8
Raw Data Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.8
RNAV Approaches: RNAV(GPS), RNAV(RNP) . . . . . . . . NP.30.9
Non-ILS Approach Summary . . . . . . . . . . . . . . . . . . . . . . NP.30.10
Non-ILS Approach Table . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.11
Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.12
Visual Approach and Landing Considerations . . . . . . . . . . . . NP.30.13
Normal Maneuver Tolerances. . . . . . . . . . . . . . . . . . . . . . . . . NP.30.14
Basic Aircraft Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.14
Normal/Special Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.14
ILS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.15
Non-ILS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.15
Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.16
Flight Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.17
Normal Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.17
Special Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.18
ILS Approach Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.19
Instrument Approach Profile using VNAV . . . . . . . . . . . . NP.30.20
Instrument Approach Profile using IAN . . . . . . . . . . . . . . NP.30.21
Instrument Approach Profile using V/S . . . . . . . . . . . . . . NP.30.22
Circling Approach Profile . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.23
Visual Traffic Pattern Profile . . . . . . . . . . . . . . . . . . . . . . . NP.30.24
Missed Approach/Go-Around Profile
- All Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.25

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.TOC.0.3
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Intentionally
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NP.TOC.0.4 June 9, 2008
737NG Operations Manual

Normal Procedures Chapter NP


Introduction Section 10
NP.10 Normal Procedures-Introduction
General
This chapter contains Normal Procedures. It incorporates routine normal
procedures and associated flight patterns.
Controls and Indications Nomenclature
Controls and indications appear in all UPPERCASE type to correspond to the
words on the control panel or display. For example, the following item has
UPPERCASE words to match what is found on the panel:

APU GENERATOR switch ................................................................ON


The word GENERATOR is spelled out even though it is abbreviated on the panel.
The following appears in all lower case because there are no words identifying the
panel name or control position.

Mode control panel ............................................................................. Set

Normal Procedures
Normal procedures are used by the trained flight crew to ensure airplane condition
is acceptable and that the flight deck is correctly configured for each phase of
flight. These procedures assume all systems are operating normally and automated
features are fully utilized. The procedures also assume that systems are not
deactivated unless directed by procedure or required by an emergency situation.
Procedures are performed from recall and follow a panel flow. Checklists are used
to verify that critical items affecting safety have been accomplished. These
procedures are designed to minimize crew workload and are consistent with flight
deck technology.
During accomplishment of procedures, it is the crew members responsibility to
ensure proper system response. If an improper indication is noted, first verify that
the system controls are properly positioned. Then, if necessary, check the
appropriate circuit breaker(s), and test related system light(s).
Before engine start, individual system lights are used to verify system status. If an
individual system light is indicating an improper condition prior to engine start,
determine if the condition may affect dispatch and require maintenance action or
FCOM Template 12/12/98

compliance with the Mechanical Dispatch Manual (MDM).


Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.1
Normal Procedures -
Introduction
737NG Operations Manual
After engine start, the MASTER CAUTION system, annunciator lights, and alerts
are used as the primary means to alert the crew to a non-normal system condition.
Illumination of the MASTER CAUTION and system annunciator lights requires
accomplishment of the appropriate nonnormal procedure. Upon completion of
the procedure and prior to takeoff, the Mechanical Dispatch Manual (MDM)
should be consulted to determine if MEL relief is available.
The panel illustrations in this section describe the amplified procedures preflight
panel flow and areas of responsibility during flight. A normal panel flow is
encouraged; however, certain items may be handled in the most logical sequence
for existing conditions.
General phase of flight responsibilities are as follows:
Pilot flying (PF):
flight path and airspeed control
airplane configuration
navigation.
Pilot Monitoring (PM):
checklist reading
communications
tasks requested by PF
start levers and fire switches (with PF concurrence).
Phase of flight duties, beginning with the Takeoff Procedure and ending with
completion of the Landing Roll Procedure, are presented in table form in the
appropriate procedures section.
The First Officer, when flying the airplane, performs the duties listed under PF,
and the Captain performs those duties listed under PM.
Note: During flight with the autopilot engaged, the PF is primarily responsible
for updating the mode control panel. However, the PM may update the
mode control panel as directed by the PF. During manual flight, the PM
should manipulate the mode control panel as required.
The Captain retains final authority for all actions directed and performed.

Copyright Delta Air Lines, Inc. See title page for details.
NP.10.2 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual

Autopilot Flight Director System and Flight Management


System Monitoring
When the autopilot, flight director, or autothrottles are in use and a mode change
is selected or is scheduled to occur, the annunciation must be verified on the flight
mode annunciation display. Airplane course, vertical path, and speed must always
be monitored.
Similarly, when a thrust mode change is selected or is scheduled to occur, the
annunciation must be verified on the thrust mode display.
In LNAV and VNAV, all airplane course, vertical path, thrust and speed changes
must be verified.
RVSM Operations and System Requirements
Refer to the Airway Manual, Chapter 7, Navigation, Reduced Vertical Separation
Minimum (RVSM) section.
CDU Operation
On the ground, the control display unit (CDU) entries are normally performed by
the PF and verified by the PM.
In flight, with the autopilot engaged, CDU entries are normally accomplished by
the pilot flying and verified by the pilot monitoring prior to execution. With the
autopilot not engaged, CDU entries are accomplished by the pilot monitoring with
concurrence from the pilot flying. CDU manipulations should be accomplished
prior to high workload periods such as departure, arrival, or holding. During high
workload periods, using the autopilot modes such as heading select, level change,
and the altitude and speed intervention features, may be more efficient than
entering complex route modifications into the CDU.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.3
Normal Procedures -
Introduction
737NG Operations Manual

Crew Duties Reference Chart


The Crew Duties Reference Chart below indicates normal divisions in pilot work
load. This chart serves as a guide to help crew members coordinate their duties
during a typical flight.
Items not highlighted are required on every flight.
Items highlighted with gray shading are required during Class II
navigation only.
If operating in class II airspace for one hour or less, the only class II
navigation duties required are those identified with (N).
The chart delineates areas in which a crew member must remain reasonably
proficient if crew coordination is to be maintained at an optimum level.

CREW DUTIES C F PF PM
FLIGHT PLANNING
Sign In
Confirm passports, visas, and/or appropriate
documentation are current and in possession (see FOM)
Review flight plan, weather and route information
Flight attendant (Flight Leader) briefing
FLIGHT DECK PREPARATION
Check aircraft logbook
Align and initialize IRSs
Verify correct initialization
Load routing, performance, winds and climb profile into
FMS
Verify correct routing (including all Class II waypoints)
(N) Perform HF Selcal checks (as required)
(N) Receive security briefing
(N) Check final documents on board
Departure ATIS
ATC clearance
Radio closeout (as required)
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NP.10.4 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual

CREW DUTIES C F PF PM
Departure briefing
TAXI AND BEFORE TAKEOFF
Taxi clearance
Takeoff briefing
Check aircraft position on ND
Ensure minimum fuel for takeoff
CRUISE
Send company reports (as required)
Complete enroute items (ETAs, Fuel, etc.) on flight plan
(N) Perform nav accuracy checks
Log results of nav accuracy and RVSM check (if required)
PA announcements
Obtain oceanic clearance (as required)
Update enroute, ETP, destination, & alternate airport
weather
Monitor enroute fuel temperatures
(N) Perform enroute HF SELCAL checks (as required)
APPROACHING WAYPOINT
Read from flight plan to PF next way point, distance and
zone time.
Confirm from FMS next waypoint desired, distance and
zone time.
WAYPOINT PASSAGE
Read LNAV, and altimeters to PF
Confirm LNAV and altimeters
Complete AIREP data and HOWGOZIT
Transmit position report
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.5
Normal Procedures -
Introduction
737NG Operations Manual

CREW DUTIES C F PF PM
APPROACH AND LANDING
Arrival ATIS
Review STAR and altitude restrictions
Review approach plate
Approach briefing
Ground control communications
Ramp control communications
POSTFLIGHT
Perform ACARS postflight
Submit time report (as required)
Log book entries

HUD Takeoff Equipment Requirements


Equipment Required Touchdown RVR 300 (75m)
Localizer Receivers 2
First Officers HUD Annunciator Panel 1
Windshield Wipers 2

Electrical Power Source(s) 2


Anti-Skid System 1

Copyright Delta Air Lines, Inc. See title page for details.
NP.10.6 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual

ILS Airborne Equipment Requirements (HUD used)


The following charts cover general enroute requirements for all ILS approaches
and may vary from MEL dispatch requirements.
Equipment Required in Basic CAT I CAT II CAT III
addition to FAR 121.305 Turbojet ILS ILS ILS
Minimums 1800 RVR 1200 RVR 600 RVR
ADIRU IRS(s) 0 2 in NAV 2 in NAV 2 in NAV
AFDS FMA(s) (A) 0 1 2 2
Autopilot(s) and/or Flight 0 0 and 1 (C) 0 and 1 (C) 0 and 1 (C)
Directors (B)
Autothrottle System and 0 0 0 0
Disconnect Warning
DADC(s) (Pitot and Static) 0 2 2 2
DFCS(s) (FCC and MCP) 0 1 1 1
DH Indicators 0 1 (D) 2 (D) 2 (D)
Display Electronic Unit(s) 0 1 2 2
Electrical Power Source(s) (F) 0 1 2 2
Engine(s) Operating 1 1 1 1
Hydraulic System(s) 0 1 2 2
Head Up Display (HUD) 0 1 1 1
ILS Systems (LOC & G/S) 1 (D) 1 (D) 2 (D) 2 (D)
ND(s) 0 0 2 2
PFD(s) 0 2 (E) 2 (E) 2 (E)
Radio Altimeter(s) (G) 0 1 (D) 2 (D) 2 (D)
Windshield Wipers 0 0 2 2
(A) G/S, LOC, FLARE, TO/GA, and GA mode annunciations required.
(B) If operable, the HUD or both the autopilot and flight director will be utilized for all ILS
approaches when the reported weather is below 4,000 RVR or 3/4 mile.
(C) F/Os flight director required for crosscheck.
(D) Relative data (i.e., localizer/glideslope) must be displayed on Captains HUD combiner and
F/Os PFD.
(E) HUD combiner may be substituted for the Captains PFD
(F) The APU can be a substitute power source for the left or right electrical system when two are
required.
(G) If Radio Altimeter is inoperative, respective FD Steering Command will be lost at G/S and
LOC capture.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.10.7
Normal Procedures -
Introduction
737NG Operations Manual

ILS Airborne Equipment Requirements (HUD not used)


Equipment Required in Basic CAT I CAT II CAT III
addition to FAR 121.305 Turbojet ILS ILS ILS
Minimums 1800 RVR 1200 RVR 600 RVR
ADIRU IRS(s) 0 1 in NAV 2 in NAV 2 in NAV
AFDS FMA(s) (A) 0 1 2 2
Autopilot(s) and/or Flight 0 1 or 1 1 and 2 2 and 2
Directors (B)
Autothrottle System and 0 0 0 1
Disconnect Warning
DADC(s) (Pitot and Static) 0 2 2 2
DFCS(s) (FCC and MCP) 0 1 2 2
DH Indicators 0 0 2 2
Display Electronic Unit(s) 0 1 2 2
Electrical Power Source(s) (C) 0 1 2 2
Engine(s) Operating 1 1 2 2
Hydraulic System(s) 0 1 1 2
Head Up Display (HUD) 0 0 0 0
ILS Systems (LOC & G/S) 1 1 2 2
ND(s) 0 0 2 2
PFD(s) 0 1 2 2
Radio Altimeter(s) (D) 0 1 2 2
Windshield Wipers 0 0 2 2
(A) G/S, LOC, FLARE, TO/GA, and GA mode annunciations required.
(B) If operable, the HUD or both the autopilot and flight director will be utilized for all ILS
approaches when the reported weather is below 4,000 RVR or 3/4 mile.
(C) The APU can be a substitute power source for the left or right electrical system when two are
required.
(D) If Radio Altimeter is inoperative, respective FD Steering Command will be lost at G/S and
LOC capture.

Copyright Delta Air Lines, Inc. See title page for details.
NP.10.8 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual

RNAV Approach Equipment Requirements List


This list contains the equipment required to initiate an RNAV approach
[RNAV(RNP), RNAV(GPS), GPS, or NDB, VOR using LNAV]. For all RNAV
approach types, should equipment failure occur inside the FAF, in IMC, and
approach tolerances are in question, execute a missed approach.

RNAV EQUIPMENT REQUIREMENTS


RNAV APPROACH
RNAV(GPS)
or
EQUIPMENT REQUIRED RNAV (RNP)
NDB, VOR
using LNAV
Number Required
ADIRU IRS(s) 1 2
AFDS FMAs 1 2
Global Positioning System (GPS) 1 2
Autopilot 0 2
Autothrottle System and Disconnect
0 1
Warning
CDU 1 2
Current Navigation Database 1 1
DADC(s) (Pitot and Static) 2 2
DA Indicators 1 1
GPWS (Set TERR) 1 1
Electrical power source (AC)
1 2
(APU may be used)
Flight Director 1 2
FMC 1 2
FMC Alert Lights 1 1
Nav Display 1 2
Primary Flight Display (PFD)
1 2 (A)
DISPLAYS SOURCE not annunciated
Radio Altimeter 1 1
TO/GA Switches 0 1
(A) HUD combiner may be substituted for Captains PFD
Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.9
Normal Procedures -
Introduction
737NG Operations Manual

Standard Callouts
The callouts in the following table are for normal line operations. During takeoffs
and approaches, the Pilot Monitoring (PM) will monitor flight mode annunciator
progression.
Some callouts are made automatically by aircraft aural systems. When a required
callout is made automatically, it may be omitted by the appropriate crew member.
On any approach, when the Pilot Flying (PF) can maintain visual contact with the
runway, the APPROACHING MINIMUMS and MINIMUMS callouts are
not required. On non-ILS and CAT I approaches, the PM will annunciate visual
cues. On CAT II and CAT III approaches, the Captain will annunciate visual cues.
Note: White and amber landing altitude reference bars on the PFD altimeter tape
are based on height above touchdown, and may be used to approximate
AGL at most airports.
Note: If the Radio Altimeter is inoperative, reference the barometric altimeter for
the 1,000 and 500 callouts.
The following callouts will be verbalized by the appropriate crew member:
TAKEOFF
Condition Crew Member Callout
At 80 KIAS when THR PM 80 KNOTS, THROTTLE
HLD annunciated, if HOLD, ENGINE
autothrottles used. INSTRUMENTS
If autothrottles not CHECKED
used, THR HLD will
When PM announces 80
not be annunciated.
KNOTS, the PF should
silently verify that his airspeed
indicator is operating properly.
At V1, VR and V2. PM V1 - VR - V2
At positive rate of PM POSITIVE RATE
climb.

HUD GUIDED TAKEOFF


Condition Crew Member Callout
Note: Make all normal takeoff callouts.
Monitor runway PM STEER LEFT or STEER
centerline on PFD and RIGHT
visually (if able) until
reaching VR.
Copyright Delta Air Lines, Inc. See title page for details.
NP.10.10 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual

CLIMB
Condition Crew Member Callout
1,000 feet below each PM OUT OF ___ FOR ___
assigned altitude.
Approaching transition PM STANDARD,
altitude. CROSSCHECKED

DESCENT
Condition Crew Member Callout
1,000 feet above each PM OUT OF ___ FOR ___
assigned altitude.
Approaching transition PM ___ , CROSSCHECKED
level.

ALL APPROACHES
Condition Crew Member Callout
Any significant PM BUG ___ or
deviation from planned SINK ____, etc.
flight path, airspeed or
descent rate.
At approximately PM 1,000, CLEARED TO
1,000 AGL LAND or
1,000, NO LANDING
CLEARANCE
At approximately 500 PM 500
AGL
Below 500 feet AGL PM SINK ___
Any descent exceeding
1,000 feet per minute.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.11
Normal Procedures -
Introduction
737NG Operations Manual

ALL INSTRUMENT APPROACHES


Condition Crew Member Callout
Flight mode PM LOCALIZER CAPTURE,
annunciator FINAL APPROACH
progression. COURSE CAPTURE,
GLIDE SLOPE
CAPTURED, GLIDE
PATH CAPTURED, etc.

NON-ILS INSTRUMENT APPROACHES


Condition Crew Member Callout
Within 5 of final PM APPROACHING
approach course INBOUND COURSE
First positive PM LOCALIZER ALIVE
movement of localizer.
First positive PM GLIDE PATH ALIVE
movement of glide
path bar.
At approximately 80 PM APPROACHING
feet above Minimums. MINIMUMS
At or before CAPT APPROACH LIGHTS IN
Minimums. SIGHT, or RUNWAY IN
SIGHT or MISSED
APPROACH
F/O must acknowledge.
At Minimums. PM MINIMUMS
At missed approach PM MISSED APPROACH
point POINT

Copyright Delta Air Lines, Inc. See title page for details.
NP.10.12 June 9, 2008
Normal Procedures -
Introduction
737NG Operations Manual

ALL ILS APPROACHES


Condition Crew Member Callout
First positive PM LOCALIZER ALIVE
movement of localizer.
First positive PM GLIDE SLOPE ALIVE
movement of glide
slope bar.

CAT I AND CAT II APPROACHES


Condition Crew Member Callout
At approximately 80 PM APPROACHING
feet above minimums. MINIMUMS
At or before CAPT APPROACH LIGHTS IN
Minimums. SIGHT or RUNWAY IN
SIGHT or
MISSED APPROACH
F/O must acknowledge
At Minimums: PM MINIMUMS
DA(H)

CAT III APPROACHES


Condition Crew Member Callout
At approximately 80 PM APPROACHING
feet above minimums. MINIMUMS
At or before CAPT TOUCHDOWN ZONE
Minimums. LIGHTS IN SIGHT or
Touchdown zone lights RUNWAY IN SIGHT or
or runway visible.
MISSED APPROACH
F/O must acknowledge
At Minimums: PM MINIMUMS
DA(H)

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.13
Normal Procedures -
Introduction
737NG Operations Manual

AUTOLAND APPROACHES
Condition Crew Member Callout
When annunciated PM FLARE ARMED
FLARE (white).
Approximately 500
feet RA.
When annunciated PM FLARE CAPTURE
FLARE (green).
Approximately 50 feet
RA.
When annunciated PM RETARD
RETARD.
Approximately 27 feet
RA.
If off centerline during PM STEER RIGHT or STEER
rollout. LEFT (as appropriate)

Copyright Delta Air Lines, Inc. See title page for details.
NP.10.14 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual

HUD APPROACHES (AIII MODE)


Condition Crew Member Callout
When AIII available, CAPT/F/O AIII AVAILABLE
as indicated on HUD
control panel or
combiner.
When AIII is flashing CAPT SELECT AIII
on HUD combiner.
When AIII is CAPT AIII
displayed on the HUD
combiner.
When green AIII is F/O AIII ON THE RIGHT
annunciated on the
HUD annunciator
panel.
Above 500 feet AFE:
If NO AIII is displayed CAPT NO AIII
on HUD combiner.
If green AIII F/O NO AIII
annunciation is lost on
HUD annunciator
panel.
Below 500 feet AFE:
If green AIII F/O APPROACH WARN
annunciation is lost
and/or red APCH
WARN is annunciated
on the HUD
annunciator panel.
If NO AIII and/or CAPT MISSED APROACH
APCH WARN is
displayed on the HUD
combiner, and runway
is not in sight.
When FLARE is F/O FLARE ALIVE
annunciated green on
the HUD annunciator
panel.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.15
Normal Procedures -
Introduction
737NG Operations Manual

LANDING ROLL
Condition Crew Member Callout
When SPEED PM SPEEDBRAKES UP
BRAKE lever (ground
spoilers) is deployed to
full UP position.
If SPEED BRAKE PM SPEEDBRAKES NOT UP
lever is not deployed
to full UP position.
At 60 KIAS. PM 60 KNOTS

HUD LANDING ROLL


Condition Crew Member Callout
Note: Make all normal LANDING ROLL callouts.
Monitor runway
centerline on PFD and
visually (if able)
throughout landing
roll.
If left or right of F/O STEER LEFT or STEER
localizer centerline, RIGHT
centerline lights (CL)
or painted centerline
markings.

Copyright Delta Air Lines, Inc. See title page for details.
NP.10.16 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual

Preflight Procedure - Pilot Flying and Pilot Monitoring Panel


Scan Diagram
The diagram below describes the panel scan flow pattern for the Pilot Flying and
Pilot Monitoring amplified Preflight Procedures in this manual.

N47324W 122123
W122123

ELT
ELT ARM
ARM
ON
ON GPS
1 2
1
L R

PSEU

1 2

4
165 165

03
2730

6 912

151821

A/T
A/T
2
A/T

7
8 VHF 3 VHF 3

Preflight
Procedure-
PF VHF 3
ATC1

IDENT

ACARS

Preflight 9
EVENT
STAB TRIM
PRINT
CAB DOOR

Procedure-
PM

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.10.17
Normal Procedures -
Introduction
737NG Operations Manual

Preflight Procedure - Captain and First Officer Panel Scan


Diagram
This diagram describes the panel scan flow pattern for the Captain and First
Officers amplified Preflight Procedures in this manual.

2 1

3 2

4 3

5 MODE
H STBY
G RWY
1 2 3
4 5 6

Preflight
S
G/S 7 8 9
ENTER
0 TEST
FAULTCLR
BRTDIM
+ -

Procedure-
Captain
Preflight
Procedure-
First Officer

Copyright Delta Air Lines, Inc. See title page for details.
NP.10.18 August 31, 2007
Normal Procedures -
Introduction
737NG Operations Manual

Pilot Flying & Pilot Monitoring Areas of Responsibility


The diagram below describes each crew members area of responsibility for each
panel when the airplane is in flight.

N47324W122123

1 2
ELT
ELT ARM
ON
GPS

L R

PSEU

1 2

165 165

03
2730

6 912

151821

IDLE

5 5

STAB TRIM
MAIN AUTO
CUTOFF ELECTNORMAL
PILOT

1 2
A/T
A/T
2
A/T

CUT
OUT

Pilot Flying VHF 3 VHF 3

(PF) area of
responsibility
Pilot Monitoring MODE
H STBY
G RWY
S
G/S
1 2 3
4 5 6
7 8 9 VHF 3
A
T
C
ATC1

IDENT

(PM) area FAULTCLR


BRTDIM
+ -
ENTER
0 TEST

of responsibility ACARS

EVENT PRINT
STAB TRIM CAB DOOR

Unshaded areas are


the responsibility of
the pilot seated on
the respective side.

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August 31, 2007 NP.10.19
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Introduction
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737NG Operations Manual

Normal Procedures Chapter NP


Amplified Procedures Section 20
NP.20 Normal Procedures-Amplified Procedures
Flight Deck Inspection - Captain or First Officer
It is the responsibility of the Flight Leader to verify the cabin emergency
equipment inspection is completed and convey this information to the
flight deck crew.
For flights without flight attendants on board, refer to Supplementary
Procedures, Airplane General, Emergency Equipment, Doors, Windows
section, Cabin Inspection procedure.
For long range flights, ensure water and waste tanks are at acceptable
levels.
The Preliminary Preflight Procedure assumes that the Electrical Power Up
supplementary procedure is complete.
WARNING: If a red A/C OUT-OF-SERVICE tag is installed,
personnel are not to activate any system, control,
switch, or circuit breaker without obtaining verbal
approval of maintenance personnel (preferably the
AMT actually performing the repairs).
FLIGHT DECK ACCESS SYSTEM switch .................................... OFF
Guard up, switch up.
Verify that the following are sufficient for flight:
oxygen pressure
hydraulic quantity
engine oil quantity
Logbooks and manuals .................................................................. Check
Check the aircraft logbook to become familiar with the history and
maintenance status of the aircraft.
Ensure the Airworthiness Release has been signed by
Maintenance.
MCOs must be reviewed using the MDM to ensure
compliance when special operating procedures are applicable.
FCOM Template 12/12/98

Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.1
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Continued from previous page


Ensure the following documents are on-board:
Aircraft Logbook
Normal Checklists (2)
Quick Reference Handbook (QRH) (2)
Operations Manual Volume 2
Mechanical Dispatch Manual (MDM)
Aircraft Restrictions Manual (ARM)
Operational Data Manual (ODM)
Offline Airports Airway Manual (Brick)
Engine Performance Logbook
Note: The effective dates for all checklists and manuals may be
found by clicking the Revision Dates link from the Delta
Flight Operations portal.
Emergency equipment .................................................................... Check
Crash axe Stowed
Ships 3101-3110
ELT switch ARM, guard closed.
Verify that the ELT light is extinguished.
Ships 3701-3771
Emergency Locator Transmitter Stowed
Verify that the ARMED/OFF/ON switch is in the ARMED
position.
PBE Sealed and Stowed
Life vests (3) Stowed
Fire extinguisher Checked and stowed
Verify that the trigger safety pin is in place.
Manual gear extension access door ............................................... Closed
Circuit breakers .............................................................................. Check
Verify circuit breakers are in or collared in compliance with dispatch
requirements.

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.2 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

IRS mode selectors ...........................................................................NAV


IRS realignment is required for every flight.
Reference Supplementary Procedures, Flight Management,
Navigation section, IRS alignment procedures.
The UNABLE REQD NAV PERF-RNP message may show until
IRS alignment is complete.
Note: Full alignment is required on all Class II navigation flights and
for first flight of the day. Other flights only require fast
realignment.
Crew luggage .................................................................................Secure
Jump seat .......................................................................................Secure
ACARS ...................................................................................... Initialize
Refer to Supplementary Procedures, Communications section,
ACARS Initialization procedure.
PARKING BRAKE .............................................................................Set
Set the parking brake to check brake wear during the exterior
inspection.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.3
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Exterior Inspection - Captain or First Officer


A flight crew member shall make a complete exterior preflight inspection,
review the aircraft log book and report any discrepancy to the Captain and
to Maintenance as soon as possible. Emphasis should be placed on tire
wear, airframe/control damage, or leaking fluids.
Items at each location may be checked in any sequence.
Use the detailed inspection route below to check that:
the surfaces and structures are clear, not damaged, not missing
parts and there are no fluid leaks
the tires are not too worn, not damaged, and there is no tread
separation
Note: Notify maintenance if there is:
Any tread groove worn completely around the tire
Any layer of cord showing
Any questionable cut
Any appearance of improper inflation.
Note: If brake wear indicator pins are even with brake housing
with parking brake set, check with maintenance.
the gear struts are not fully compressed
the engine inlets and tailpipes are clear, the access panels are
secured, the exterior is not damaged, and the reversers are stowed
the doors and access panels that are not in use are latched
the probes, vents, and static ports are clear and not damaged
the skin area adjacent to the pitot probes and static ports is not
wrinkled
the antennas are not damaged
the light lenses are clean and not damaged.
For Cold Weather Operation, see the Supplementary Procedures,
Adverse Weather section.
Check the following specific items during the exterior inspection:

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.4 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Inspection Route
2

START
1 3
END
4

9 7

8
Left Forward Fuselage
Probes, sensors, ports, vents, and drains (as applicable) ............... Check
Doors and access panels (not in use) ...........................................Latched
Nose
Radome .......................................................................................... Check
Conductor straps - Secure
Forward E and E door ....................................................................Secure
Nose Wheel Well
Tires and wheels ............................................................................ Check
Exterior light .................................................................................. Check
Gear strut and doors ....................................................................... Check
Nose wheel steering assembly ....................................................... Check
Nose gear steering lockout pin ................................................ As needed
Gear pin ................................................................................... As needed
Nose wheel spin brake (snubbers) ............................................... In place

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.5
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Right Forward Fuselage


Probes, sensors, ports, vents, and drains (as applicable) ................ Check
Oxygen pressure relief green disc ............................................... In place
Doors and access panels (not in use)........................................... Latched
Right Wing Root, Pack, and Lower Fuselage
Ram air deflector door .............................................................. Extended
Pack and pneumatic access doors ................................................. Secure
Probes, sensors, ports, vents, and drains (as applicable) ................ Check
Exterior lights ................................................................................. Check
Leading edge flaps ......................................................................... Check
Number 2 Engine
Access panels .............................................................................. Latched
Probes, sensors, ports, vents, and drains (as applicable) ................ Check
Fan blades, probes, and spinner ..................................................... Check
Thrust reverser ............................................................................. Stowed
Exhaust area and tail cone .............................................................. Check
Right Wing and Leading Edge
Access panels .............................................................................. Latched
Leading edge flaps and slats .......................................................... Check
Fuel measuring sticks .................................................... Flush and secure
Wing Surfaces ................................................................................ Check
Fuel tank vent ................................................................................. Check
Right Wing Tip and Trailing Edge
Position and strobe lights ............................................................... Check
Static discharge wicks .................................................................... Check

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.6 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Aileron and trailing edge flaps ...................................................... Check


Right Main Gear
Tires, brakes and wheels ................................................................ Check
Verify that the wheel chocks are in place as needed.
If the parking brake is set, the brake wear indicator pins must extend
out of the guides.
Gear strut, actuators, and doors ..................................................... Check
Hydraulic lines ...............................................................................Secure
Gear pin ................................................................................... As needed
Right Main Wheel Well
APU FIRE CONTROL handle ............................................................Up
Ships 3101-3110
NGS operability indicator light ..................................................... Check
Verify that the light is green.
Wheel well ..................................................................................... Check
Note: Check hydraulic units, hydraulic lines, control cables and fire
detection elements for damage, leakage and security.
Right Aft Fuselage
Doors and access panels (not in use) ...........................................Latched
Negative pressure relief door .........................................................Closed
Outflow valve ................................................................................ Check
Probes, sensors, ports, vents, and drains (as applicable) ............... Check
APU air inlet .................................................................................... Open
Tail
Vertical stabilizer and rudder ......................................................... Check
Elevator feel probes ....................................................................... Check

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.7
Normal Procedures -
Amplified Procedures
737NG Operations Manual
Ships 3701-3771
Tail skid .......................................................................................... Check
Verify that the tail skid is not damaged.
Note: The tailskid cartridge must be replaced if no green color is
visible on the compression warning decal, or the tailskid
shoe is worn to the wear dimples.
Horizontal stabilizer and elevator .................................................. Check
Static discharge wicks .................................................................... Check
Strobe light ..................................................................................... Check
APU cooling air inlet and exhaust outlet ....................................... Check
Left Aft Fuselage
Doors and access panels (not in use)........................................... Latched
Probes, sensors, ports, vents, and drains (as applicable) ................ Check
Left Main Gear
Tires, brakes and wheels ................................................................ Check
Verify that the wheel chocks are in place as needed.
Note: If brake wear indicator pins are even with brake housing
when brakes are set, check with maintenance.
Gear strut, actuators, and doors ...................................................... Check
Hydraulic lines .............................................................................. Secure
Gear pin ................................................................................... As needed
Left Main Wheel Well
Wheel well ..................................................................................... Check
Note: Check hydraulic units, hydraulic lines, control cables and fire
detection elements for damage, leakage and security.
Engine fire bottle pressure ............................................................. Check
Left Wing Tip and Trailing Edge
Aileron and trailing edge flaps ....................................................... Check
Copyright Delta Air Lines, Inc. See title page for details.
NP.20.8 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Static discharge wicks.................................................................... Check


Position and strobe lights ............................................................... Check
Left Wing and Leading Edge
Fuel tank vent ................................................................................ Check
Wing Surfaces ................................................................................ Check
Fuel measuring sticks ....................................................Flush and secure
Leading edge flaps and slats .......................................................... Check
Access panels ...............................................................................Latched
Number 1 Engine
Exhaust area and tail cone ............................................................. Check
Thrust reverser ..............................................................................Stowed
Fan blades, probes, and spinner ..................................................... Check
Probes, sensors, ports, vents, and drains (as applicable) ............... Check
Access panels ...............................................................................Latched
Left Wing Root, Pack, and Lower Fuselage
Leading edge flaps ......................................................................... Check
Probes, sensors, ports, vents, and drains (as applicable) ............... Check
Exterior lights ................................................................................ Check
Pack and pneumatic access doors ..................................................Secure
Ram air deflector door ...............................................................Extended

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.9
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Preflight Procedure - Pilot Monitoring


After completion of this procedure, the PM should confirm all FMS
entries accomplished by the PF.
Normally this procedure is accomplished by the Pilot Monitoring (PM).
However, it does not preclude the Pilot Flying (PF) from completing all
or part of the procedure if time and conditions dictate.
WARNING: If a red A/C OUT-OF-SERVICE tag is installed,
personnel are not to activate any system, control,
switch, or circuit breaker without obtaining verbal
approval of maintenance personnel (preferably the
AMT actually performing the repairs).
First flight of the day items (if required) ....................................... Check
These checks or tests need only be accomplished prior to the first
flight each day (after midnight local time). These system tests are
covered in the Supplementary Procedures chapter of this manual.
FLIGHT RECORDER Flight Instruments, Displays
GPWS/WINDSHEAR Warning Systems
Transponder/TCAS Warning Systems
FLIGHT DECK ACCESS Airplane General, Emergency
SYSTEM Equipment, Doors, Windows
Note: The GPWS/WINDSHEAR test is required on each crew
change.
MACH AIRSPEED WARNING TEST switches ............................ Push
Verify clacker sounds when each switch is pushed.
FLIGHT RECORDER panel ......................................................... Check
Verify switch in NORMAL position, guard down, OFF light
illuminated.
Note: OFF light extinguishes on engine start.
STALL WARNING TEST switches ................................................ Push

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.10 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Verify control column vibration when each switch is pushed.


Note: The stall warning test requires that AC transfer busses are
powered for up to 4 minutes.
Note: With hydraulic power off, the leading edge flaps may droop
enough to cause an asymmetry signal, resulting in a failure
of the stall warning system test. Should this occur, place the
B system electric pump ON and retract the flaps. When
flaps are retracted repeat the test.
WARNING: Do not establish hydraulic power which will result
in flap movement unless the wing/flap area has
been cleared of personnel and equipment. Use an
outside observer.
Observers Audio control panel ...........................................................Set
ENGINE panel .....................................................................................Set
Verify that the REVERSER lights are extinguished.
Verify that the ENGINE CONTROL lights are extinguished.
EEC switches ON
ALTN lights Extinguished
CREW OXYGEN pressure indicator ............................................ Check
Verify 1,000 PSI minimum pressure for dispatch requirements.
Oxygen panel .......................................................................................Set
CAUTION: Switch activation will cause deployment of passenger
oxygen masks.
PASSENGER OXYGEN switch Guard closed
Verify that the PASS OXY ON light is extinguished.
Landing gear indicator lights ...................................... Verify illuminated
SERVICE INTERPHONE switch ......................................... As required
DOME WHITE switch ............................................................As desired
GPS light .............................................................................Extinguished
Ships 3101-3110
ILS light .................................................................... Verify extinguished
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.11
Normal Procedures -
Amplified Procedures
737NG Operations Manual
Ships 3101-3110
GLS light ...................................................................Verify extinguished
PSEU light ........................................................................... Extinguished
Flight control panel ........................................................................ Check
FLIGHT CONTROL switches Guards closed
Verify that the flight control LOW PRESSURE lights are
illuminated.
Flight SPOILER switches Guards closed
YAW DAMPER switch ON
Verify that the YAW DAMPER light is extinguished.
Verify that the standby hydraulic LOW QUANTITY light is
extinguished.
Verify that the standby hydraulic LOW PRESSURE light is
extinguished.
Verify that the STBY RUD ON light is extinguished.
ALTERNATE FLAPS master switch Guard closed
ALTERNATE FLAPS position switch OFF
Verify that the FEEL DIFF PRESS light is extinguished.
Verify that the SPEED TRIM FAIL light is extinguished.
Verify that the MACH TRIM FAIL light is extinguished.
Verify that the AUTO SLAT FAIL light is extinguished.
NAVIGATION panel ........................................................................... Set
VHF NAV transfer switch NORMAL
IRS transfer switch NORMAL
FMC transfer switch NORMAL
DISPLAYS panel ................................................................................ Set
SOURCE selector AUTO
CONTROL PANEL select switch NORMAL
Copyright Delta Air Lines, Inc. See title page for details.
NP.20.12 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Fuel panel ............................................................................................Set


Verify that the ENG VALVE CLOSED lights are illuminated dim.
Verify that the SPAR VALVE CLOSED lights are illuminated dim.
Verify that the FILTER BYPASS lights are extinguished.
CROSSFEED selector Closed
Verify that the VALVE OPEN light is extinguished.
FUEL PUMP switches OFF
Verify that the center tank fuel pump LOW PRESSURE lights are
extinguished.
Verify that the main tank fuel pump LOW PRESSURE lights are
illuminated.
Electrical panel ....................................................................................Set
BATTERY switch Guard closed
Ships 3101-3110
CAB/UTIL power switch ON
Ships 3101-3110
IFE/PASS SEAT power switch ON
Ships 3701-3771
GALLEY power switch ON
STANDBY POWER switch Guard closed
Verify that the STANDBY PWR OFF light is extinguished.
Verify that the BAT DISCHARGE light is extinguished.
Verify that the TR UNIT light is extinguished.
Verify that the ELEC light is extinguished.
Generator drive DISCONNECT switches Guards closed
Verify that the DRIVE lights are illuminated.
BUS TRANSFER switch Guard closed
Verify that the TRANSFER BUS OFF lights are extinguished.
Verify that the SOURCE OFF lights are extinguished.
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.13
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Verify that the GEN OFF BUS lights are illuminated.


CIRCUIT BREAKER and PANEL light controls................... As desired
EQUIPMENT COOLING switches ............................................. NORM
Verify that the OFF lights are extinguished.
EMERGENCY EXIT LIGHTS switch ............................... Guard closed
Verify that the NOT ARMED light is extinguished.
Passenger signs ................................................................................... Set
FASTEN BELTS switch ON
Windshield WIPER selectors .........................................................PARK
Verify that the windshield wipers are stowed.
WINDOW HEAT switches ................................................................ ON
Position switches ON at least 10 minutes before takeoff.
Verify that the OVERHEAT lights are extinguished.
Verify that the ON lights are illuminated (except at high ambient
temperatures.)
WINDOW HEAT tests ............................................................ As desired
Refer to Supplementary Procedures, Anti-ice, Rain section, Window
Heat System Tests.
PROBE HEAT switches ........................................................ As required
Refer to Supplementary Procedures, Adverse Weather section.
TAT TEST ............................................................................... As desired
Refer to Supplementary Procedures, Flight Instruments, Displays
section, Total Air Temperature test.
WING ANTIICE switch .................................................................OFF
Verify that the VALVE OPEN lights are extinguished.
ENGINE ANTIICE switches ..........................................................OFF
Verify that the COWL ANTIICE lights are extinguished.

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.14 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Verify that the COWL VALVE OPEN lights are extinguished.


Hydraulic panel....................................................................................Set
ENGINE HYDRAULIC PUMPS switches ON
Verify that the LOW PRESSURE lights are illuminated.
ELECTRIC HYDRAULIC PUMPS switches OFF
Verify that the OVERHEAT lights are extinguished.
Verify that the LOW PRESSURE lights are illuminated.
COCKPIT VOICE RECORDER ................................................ Check
Refer to Supplementary Procedures, Communications section,
Cockpit Voice Recorder Test.
Pressurization indicators .............................................................. Check
Cabin DIFFERENTIAL PRESSURE Zero
Cabin ALTITUDE Field elevation
Rate of CABIN CLIMB Zero
Ships 3101-3110
High altitude landing switch .................................................... As needed
Verify that the INOP light is extinguished.
Air conditioning panel .........................................................................Set
AIR TEMPERATURE source selector As needed
Ships 3701-3771
TRIM AIR switch ON
Ships 3101-3110
Verify that the DUCT OVERHEAT lights are extinguished.
Ships 3701-3771
Verify that the ZONE TEMP lights are extinguished.
Temperature selectors As needed
Verify that the RAM DOOR FULL OPEN lights are illuminated.
Ships 3101-3110
RECIRCULATION FAN switch AUTO

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.15
Normal Procedures -
Amplified Procedures
737NG Operations Manual
Ships 3701-3771
RECIRCULATION FAN switches AUTO
Engine BLEED air switches ON
Ships 3101-3110
Verify that the PACK TRIP OFF lights are extinguished.
Ships 3701-3771
Verify that the PACK lights are extinguished.
Verify that the WINGBODY OVERHEAT lights are extinguished.
Verify that the BLEED TRIP OFF lights are extinguished.
If a ground air conditioning/heating source is available:
Refer to Supplementary Procedures, Air Systems section, Air
Conditioning/Heating with Ground Conditioned Air.
If APU bleed air is required for air conditioning/heating:
APU ............................................................................ As required
Refer to Supplementary Procedures, Air Systems section, Air
Conditioning/Heating with APU Pneumatic Air.
If APU not operating:
Refer to Supplementary Procedures, Electrical section,
Electrical Power Up procedure.
If pneumatic air cart is required for air conditioning/heating:
Refer to Supplementary Procedures, Air Systems section, Air
Conditioning/Heating with Ground Pneumatic Air Cart.
Cabin pressurization panel .................................................................. Set
Verify that the AUTO FAIL light is extinguished.
Verify that the OFF SCHED DESCENT light is extinguished.
FLIGHT ALTITUDE indicator Cruise altitude
LANDING ALTITUDE indicator Destination field elevation
Set to nearest 50 foot increment.
Pressurization mode selector AUTO

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.16 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Verify that the ALTN light is extinguished.


Verify that the MANUAL light is extinguished.
Lighting panel ......................................................................................Set
LANDING light switches RETRACT and OFF
RUNWAY TURNOFF light switches OFF
TAXI light switch OFF
ENGINE START switches ............................................................... OFF
Ignition select switch ............................................................. IGN L or R
Ignition selector should be positioned to IGN L for Captains leg
and IGN R for First Officers leg.
Use IGN R for first flight of the day to ensure ignition is available
using standby power.
Lighting panel ......................................................................................Set
POSITION light switch As needed
ANTICOLLISION light switch OFF
WING illumination switch As needed
WHEEL WELL light switch As needed
Mode control panel ..............................................................................Set
When selecting a value on the MCP, ensure the corresponding display
on the instrument panel changes, if applicable.
COURSE(S) Set and crosscheck
FLIGHT DIRECTOR switches ON
Move the switch for the pilot flying to ON first.
AUTOTHROTTLE switch OFF
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.17
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Continued from previous page


IAS/MACH selector Set
Set V2 if preliminary information is available.
Heading Set runway or departure heading as required.
Bank angle limit 30
Altitude Initial assigned altitude
Autopilots Disengaged
Light test ............................................................................................Test
Master LIGHTS TEST and DIM switch As desired
Use scan flow to check all lights flashing or illuminated.
Use individual test switches or push-to-test feature to check
appropriate lights which do not illuminate during the light test.
The fire warning lights are not checked during this test.
Ships 3701-3771
Standby instruments ....................................................................... Check
Standby horizon Set
Gyro caging control Pull, then release
Approach mode selector As needed
Verify that the flight instrument indications are correct.
Verify that no flags are shown.
Standby altimeter Set
Verify that the flight instrument indications are correct.
Verify that no flags are shown.
Ships 3101-3110
Integrated standby flight display ......................................................... Set
Verify that the approach mode display is blank.
Set the altimeter.
Verify that the flight instrument indications are correct.
Verify that no flags or messages are shown.
Copyright Delta Air Lines, Inc. See title page for details.
NP.20.18 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual
Ships 3701-3771
Standby RMI ........................................................................................Set
Select either VOR or ADF.
Engine display control panel ...............................................................Set
N1 SET selector AUTO
SPEED REFERENCE selector AUTO
FUEL FLOW switch RATE
Move switch to RESET, then RATE.
AUTO BRAKE select switch ........................................................... RTO
Verify that the AUTO BRAKE DISARM light is extinguished.
ANTISKID INOP light ............................................. Verify extinguished
Brake pressure ....................................................... 2,800 PSI minimum
WARNING: Do not establish hydraulic power which will result in
flap movement unless the wing/flap area has been
cleared of personnel and equipment. Use an outside
observer.
If brake pressure is below 2,800 PSI:
System B ELECTRIC HYDRAULIC PUMPS switch ON.

When the brake pressure indicator reaches 2,800 PSI, or greater:


System B ELECTRIC HYDRAULIC PUMPS switch OFF.
Engine instruments ........................................................................ Check
MFD ENG switch Push
Note: EGT, F/F, oil pressure and oil temperature pointers and
digital readouts are not displayed until the ENGINE
START switch is moved to GRD.
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.19
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Continued from previous page


Primary and secondary engine indications Normal
Engine indications display existing conditions
No exceedance values are displayed
Minimum engine oil quantity for dispatch: 12 quarts
LOW OIL PRESSURE alerts Illuminated
START VALVE OPEN alert Extinguished
OIL FILTER BYPASS alert Extinguished
Note: Minimum oil quantity reading is determined prior to
pushback or engine start, whichever occurs first.
MFD SYS switch - Push
Hydraulic Quantity Indicators No RF indication displayed
LANDING GEAR lever ................................................ DOWN, 3 Green
GROUND PROXIMITY warning SYSTEM TEST ............ As required
Accomplished on First Flight of the Day and on each crew change.
Refer to Supplementary Procedures, Warning Systems section,
GPWS/Windshear Test.
GROUND PROXIMITY panel ...................................................... Check
FLAP INHIBIT switch Guard closed
GEAR INHIBIT switch Guard closed
TERRAIN INHIBIT switch Guard closed
Verify that the INOP light is extinguished.
SPEED BRAKE lever ....................................................... DOWN detent
Verify that the SPEED BRAKE ARMED light is extinguished.
Verify that the SPEED BRAKE DO NOT ARM light is extinguished.
Verify that the SPEEDBRAKES EXTENDED light is extinguished.
Reverse thrust levers ...................................................................... Down
WARNING: Movement of the reverse thrust lever could result in
operation of the engine thrust reverser.

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.20 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Takeoff configuration warning ..................................................... Check


Advance either or both forward thrust levers to the takeoff position.
Ensure the takeoff warning horn sounds.
Ships 3101-3110
If the TAKEOFF CONFIG warning light is operative, verify that it
illuminates when the thrust lever(s) are advanced.
Forward thrust levers .....................................................................Closed
Start levers ................................................................................ CUTOFF
Parking brake .......................................................................................Set
Verify that the parking brake warning light is illuminated
Note: Do not assume that the parking brake will prevent
airplane movement. Accumulator pressure can be
insufficient.
FLAP lever ..........................................................................................UP
WARNING: Do not establish hydraulic power which will result in
flap movement unless the wing/flap area has been
cleared of personnel and equipment. Use an outside
observer.
Lever and indicator in agreement and lights extinguished.
If trailing edge flaps indicator does not indicate UP:
Position the FLAP lever to agree with the FLAPS position
indicator and verify lights agree with the flap position indicated.
STABILIZER TRIM cutout switches ..................................... NORMAL
Fire/Overheat warning ................................................................... Check
Refer to Supplementary Procedures, Fire Protection section, Fire and
Overheat Protection System Test procedure.
CARGO FIRE system ................................................................... Check
Refer to Supplementary Procedures, Fire Protection section, Cargo
Fire Protection System Test procedure.
Radio tuning panels .............................................................................Set
PANEL OFF light Extinguished
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.21
Normal Procedures -
Amplified Procedures
737NG Operations Manual

No. 1 radio Set for ATC communication


No. 2 radio Set as required
No. 3 radio Set to DATA
Perform a SELCAL check (if required)
WARNING: Do not key HF radio while airplane is being
fueled. Injury to personnel or fire may result.
VHF NAVIGATION radios ........................................... Set for departure
WEATHER RADAR panel ................................................................. Set
Weather radar TEST ................................................................ As desired
Refer to Supplementary Procedures, Flight Management, Navigation
section, Weather Radar Test procedure.
Transponder ........................................................................................ Set
XPNDR switch 1 or 2 (set to corresponding pilot flying)
ALT SOURCE switch 1 or 2 (set to corresponding pilot flying)
Transponder mode selector STBY
Ships 3701-3771
ADF radios .......................................................................................... Set
RUDDER and AILERON trim ............................................. Free & zero
Check trim for freedom of movement
Set trim at zero units
STABILIZER TRIM override switch ................................. Guard closed
FLOOD and PANEL light controls ......................................... As desired

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.22 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Preflight Procedure - Pilot Flying


Normally this procedure is accomplished by the Pilot Flying (PF).
However, it does not preclude the Pilot Monitoring (PM) from
completing all or part of the procedure if time and conditions dictate.
After completing this procedure, the PF should confirm the flight deck
set-up accomplished by the PM.
FMC/CDU ...........................................................................................Set
IDENT page Check
Verify airplane and engine MODEL and NAV DATA
ACTIVE dates are correctly displayed.
POS INIT page Select
Enter position information.
Verify GMT is correct.
RTE page Select
Enter route by company route identifier or origin and
destination airports, then waypoints and/or airways.
DEPARTURES page Select
Select the active runway and departure/transition procedure if
known.
RTE page Select
Verify selected departure and route. Correct route
discontinuities, ACTIVATE and EXEC.
PERF INIT page Select
Verify total fuel quantity is displayed on the CDU and that the
fuel quantity indicators agree.
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.23
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Continued from previous page


Enter:
gross weight or zero fuel weight
fuel reserve
Domestic flight plan no alternate:
Use the RESERVE FUEL value from flight plan
Domestic flight plan alternate required:
Use the RESERVE FUEL value plus the IFR/ALTN
value from flight plan
International flight plan:
Use the FMS RESERVE FUEL value from flight plan
cost index
cruise altitude.
If known enter:
cruise wind
ISA deviation or topofclimb temperature
Press EXEC.
CLIMB page Select
SPD REST:
If departure procedure contains an airspeed restriction, verify
or enter restriction on SPD REST line.
Additional speed restrictions may be entered on TGT SPD line.
Press EXEC.
Thrust mode display Check
Verify TO is displayed.
Departure briefing .....................................................................Complete
Refer to FOM for briefing items.

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.24 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Preflight Procedure First Officer


Escape strap ......................................................................................Stow
Sun visors .........................................................................................Stow
EFIS control panel ...............................................................................Set
MINIMUMS reference selector As desired
FLIGHT PATH VECTOR switch As desired
METERS switch As desired
BAROMETRIC reference selector Set
Set barometric altitude reference
Set local altimeter setting
VOR/ADF switches As desired
Mode selector MAP
CENTER switch As desired
Range selector As desired
TRAFFIC switch As needed
WEATHER RADAR Off
MAP switches As desired
Clock ....................................................................................................Set
TIME/DATE pushbutton UTC time (as installed)
Display select panel .............................................................................Set
MAIN PANEL DISPLAY UNITs selector NORMAL
LOWER DISPLAY UNIT selector NORMAL
Ships 3101-3110
TAKEOFF CONFIG light ........................................ Verify extinguished
Ships 3101-3110
CABIN ALTITUDE light ......................................... Verify extinguished

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.25
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Disengage light TEST switch ................................................... Hold to 1


A/P light Illuminated steady amber
A/T light Illuminated steady amber
FMC light Illuminated steady amber
Disengage light TEST switch ................................................... Hold to 2
A/P light Illuminated steady red
A/T light Illuminated steady red
FMC light Illuminated steady amber
Right flight instruments ...................................................................... Set
Note: IRS alignment must be complete.
Verify that the flight instrument indications are correct.
Verify that only these flags are shown:
NO VSPD until Vspeeds are selected
expected RMI flags
Verify that the flight mode annunciations are correct:
autothrottle mode is blank
roll mode is blank
pitch mode is blank
AFDS status is FD
Note: Autothrottle mode and AFDS status are blank until the MCP
is set in the Before Start procedure.
Select the map mode.
Light controls .......................................................................... As desired
Seat ................................................................................................ Adjust
Position seat for optimum eye reference and verify seat is locked.
For correct positioning, refer to Volume 2, Airplane General,
Emergency Equipment, Doors, Windows chapter, Pilot Seat
Adjustment.
WARNING: Do not put objects between the seat and the aisle
stand. Injury can occur when the seat is adjusted.
Copyright Delta Air Lines, Inc. See title page for details.
NP.20.26 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Rudder pedals ................................................................................ Adjust


Adjust rudder pedals to permit full rudder deflection and brake
application.
Oxygen and interphone .................................................................. Check
Refer to Supplementary Procedures, Airplane General, Emergency
Equipment, Doors, Windows section, Oxygen Mask and Interphone
System Test.
Interphone and Chime systems ...................................................... Check
Check flight deck to cabin and cabin to flight deck if not
accomplished by prior communication.
Audio control panel .............................................................................Set
Seat belts ........................................................................................ Fasten

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.27
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Preflight Procedure Captain


Escape strap ...................................................................................... Stow
Sun visors ......................................................................................... Stow
HUD combiner .......................................................................Set or Stow
Adjust combiner brightness control
HUD warm-up time is 2 - 5 minutes.
Refer to Supplementary Procedures, Flight Instruments, HUD
Combiner Preflight as required.
EFIS control panel .............................................................................. Set
MINIMUMS reference selector As desired
FLIGHT PATH VECTOR switch As desired
METERS switch As desired
BAROMETRIC reference selector Set
Set barometric altitude reference
Set local altimeter setting
VOR/ADF switches As desired
Mode selector MAP
CENTER switch As desired
Range selector As desired
TRAFFIC switch As needed
WEATHER RADAR Off
MAP switches As desired
Clock ................................................................................................... Set
TIME/DATE pushbutton - UTC time (as installed)
Display select panel............................................................................. Set
MAIN PANEL DISPLAY UNITs selector NORMAL
LOWER DISPLAY UNIT selector NORMAL
Copyright Delta Air Lines, Inc. See title page for details.
NP.20.28 June 9, 2008
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Ships 3101-3110
TAKEOFF CONFIG light ........................................ Verify extinguished
Ships 3101-3110
CABIN ALTITUDE light ......................................... Verify extinguished
Disengage light TEST switch ....................................................Hold to 1
A/P light Illuminated steady amber
A/T light Illuminated steady amber
FMC light Illuminated steady amber
Disengage light TEST switch ....................................................Hold to 2
A/P light Illuminated steady red
A/T light Illuminated steady red
FMC light Illuminated steady amber
STAB OUT OF TRIM light ...................................... Verify extinguished
NOSE WHEEL STEERING switch ....................................Guard closed
Left flight instruments .........................................................................Set
Note: IRS alignment must be complete.
Verify that the flight instrument indications are correct.
Verify that only these flags are shown:
NO VSPD until Vspeeds are selected
expected RMI flags
Verify that the flight mode annunciations are correct:
autothrottle mode is blank
roll mode is blank
pitch mode is blank
AFDS status is FD
Note: Autothrottle mode and AFDS status are blank until the MCP
is set in the Before Start procedure.
Select the map mode.
Light controls ...........................................................................As desired

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June 9, 2008 NP.20.29
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Seat ................................................................................................ Adjust


Position seat for optimum eye reference and verify seat is locked.
For correct positioning, refer to Volume 2, Airplane General,
Emergency Equipment, Doors, Windows chapter, Pilot Seat
Adjustment.
WARNING: Do not put objects between the seat and the aisle
stand. Injury can occur when the seat is adjusted.
Rudder pedals ................................................................................ Adjust
Adjust rudder pedals to permit full rudder deflection and brake
application.
Oxygen and interphone .................................................................. Check
Refer to Supplementary Procedures, Airplane General, Emergency
Equipment, Doors, Windows section, Oxygen Mask and Interphone
System Test.
Audio control panel ............................................................................. Set
If HUD is to be used:
HUD Control Panel (HCP) ............................................................ Set
Refer to Supplementary Procedures, Flight Instruments, Displays
section, HUD Guided Takeoff.
Seat belts ........................................................................................Fasten
Flight Attendant Briefing ..........................................................Complete
Refer to FOM for expanded briefing format.
The Captain calls BEFORE START checklist
Note: The PREFLIGHT PROCEDURE.....COMPLETE challenge
and response on the BEFORE START checklist signifies that all
inspections, preparations and preflight procedures have been
completed.
The First Officer normally reads the BEFORE START checklist up to
After paperwork received items.

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.30 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Before Start Procedure


APU ....................................................................................... As required
If APU not operating, refer to Supplementary Electrical section,
Electrical Power Up procedure.
Fuel required .........................................................._____ onboard _____
Verbalize flight plan block fuel and actual fuel on board.
Compare actual fuel on board to MIN FUEL FOR T/O to prevent
delays.
Final paperwork .........................................................................Received
If an updated AWABS/WDR is sent via ACARS or radio closeout,
ensure passenger count and weight are within tolerance prior to
takeoff.
FMS & ACARS ...................................................................................Set
Two crew members must refer to the final AWABS and WDR
information and verify flight number, ship number, date, release
number, takeoff flap setting, trim and power settings, V-speeds, and
other pertinent performance information.
PERF INIT page Select
Enter final Zero Fuel Weight (ZFW) information from WDR.
Substantial differences should be reconciled before ZFW
entered.
Any unused tolerance may be subtracted from the ZFW.
Compare the actual takeoff weight with the GROSS WEIGHT on
the PERF INIT page.
Observe MIN FUEL FOR T/O value to prevent delays.
Determine the lowest practical takeoff power setting using the WDR.
Available temperature values will range from AT20 to AT67.
Note: Takeoff Thrust Derates or high Assumed Temperatures may
cause the FMS to automatically default to CLB1 or CLB2.
CAUTION: Aircrews must carefully observe and enter the
required Takeoff Thrust Derates and/or Assumed
Temperature value since the value will change
from runway to runway.
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.31
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737NG Operations Manual

If Assumed Temperature and/or Takeoff Thrust Derate is desired:


CAUTION: Do not use Assumed Temperature (AT) thrust
when restricted at particular airports (refer
to Delta Airway Manual 10-0 special pages),
when unstable weather conditions exist, or
when AWABS is inoperative.
N1 LIMIT page Select
Assumed Temperature entries:
Select CLB as required for full-rated climb thrust. If
reduced thrust climb is planned, select desired mode.
U.10.7 as installed
Verify D-TO and the selected Assumed Temperature value
(D-TO + XX C) appears above the N1 indicators on the
Thrust Mode Display.
U.10.6 as installed
Verify R-TO and the selected Assumed Temperature value
(R-TO + XX C) appears above the N1 indicators on the
Thrust Mode Display.
U.10.7 as installed
Thrust Derate entries:
Select the desired takeoff thrust limit TO-1 or TO-2 (3L,
4L).
Verify TO-1 or TO-2 appears above the N1 indicators on the
Thrust Mode Display.
If Thrust Derate is combined with Assumed Temperature
entries, the Thrust Mode Display will indicate both the
Thrust Derate and Assumed Temperature values (D-TO X
+ XX C).
If Full Thrust Takeoff is desired:
Verify TO appears above N1 indicators on upper display unit.
TAKEOFF REF page 1/2 Select
Verify FMS FLAPS value with the WDR FLAP value and modify
if required.
Continued on next page
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NP.20.32 June 9, 2008
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737NG Operations Manual

Continued from previous page


Enter Percent of Mean Aerodynamic Chord (PCT MAC) value
from WDR into CG line.
Verify FMS TRIM value approximates the STABILIZER value
shown on WDR.
Set stabilizer trim for takeoff using WDR.
Enter V speeds provided by WDR.
Verify V1 speed is displayed on speed tape.
Verify V2 speed is displayed at the top of airspeed indicator.
Verbalize V1, VR, V2, Thrust Mode Display (i.e., AT-XX, D-TO
X + XX C, etc.), Flaps XX at XXK, XX N1.
Verify that departure runway agrees with selected runway on RTE
page 1/X, or TAKEOFF REF page 1/2.
TAKEOFF REF page 2/2 Select
Enter thrust reduction altitude if different from displayed value.
Mode Control Panel .............................................................................Set
Set V2 in the MCP IAS/MACH display.
Takeoff data ................................................................................. Review
Review takeoff data to include N1, V1, VR, V2, flap setting, zero fuel
weight, temperature, altimeter setting, gross weight, and stabilizer
trim setting.
The First Officer reads remaining BEFORE START checklist items.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.33
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737NG Operations Manual

Pushback/Start Procedure
All appropriate procedure items will be completed prior to aircraft
movement.
WARNING: If nose gear steering lockout pin is not installed,
hydraulic system A must be depressurized prior to
moving aircraft. Possible injury to ground personnel
and damage to nose gear may be prevented.
The Captain calls PUSHBACK START checklist
Exterior Doors ............................................................................... Closed
All exterior door annunciator lights Extinguished
Cabin is ready for pushback verbal ........Received from Flight Leader
Flight deck access system switch ................................................. NORM
Switch down, guard down.
Flight deck door ..........................................................Closed and locked
Verify the AUTO UNLK and LOCK FAIL lights are extinguished.
Flight interphone contact with ground crew ............................. Establish
Hydraulic panel ................................................................................... Set
If pushback is needed and the nose gear steering lockout pin is not
installed:
WARNING: Do not pressurize hydraulic system A.
Unwanted tow bar movement can occur.
System A HYDRAULIC PUMP switches OFF
Verify that the system A pump LOW PRESSURE lights are
illuminated.
System B electric HYDRAULIC PUMP switch ON
Verify that the system B electric pump LOW PRESSURE light
is extinguished.

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.34 June 9, 2008
Normal Procedures -
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737NG Operations Manual

If pushback is not needed, or if pushback is needed and the nose gear


steering lockout pin is installed:
Electric HYDRAULIC PUMP switches ON
Verify that the electric pump LOW PRESSURE lights are
extinguished.
Ships 3101-3110
Fuel Panel ............................................................................................Set
If the center tank fuel quantity exceeds 1,000 pounds:
LEFT and RIGHT CENTER FUEL PUMPS switches ON
Verify that the LOW PRESSURE lights illuminate
momentarily and then extinguish.
If the LOW PRESSURE light stays illuminated turn off the
CENTER FUEL PUMPS switch.
AFT and FORWARD FUEL PUMPS switches ON
Verify that the LOW PRESSURE lights are extinguished.
Ships 3701-3771
Fuel panel ...........................................................................................Set
FUEL PUMPS switches (for tanks containing fuel) ON
Center tank fuel pump switches should be positioned ON only if
the fuel quantity in the center tank exceeds 5,000 lbs.
If a LOW PRESSURE light does not extinguish when the switch
is positioned ON, position the switch OFF.
LOW PRESSURE lights (for pumps operating) Extinguished
Note: The center tank fuel pump switch(es) must be positioned
OFF at the first indication of fuel pump low pressure at
anytime during the flight. This includes LOW PRESSURE
indications that may occur because of pitch attitude changes.
The First Officer reads the PUSHBACK START checklist up to After
pushback clearance or engine start clearance:

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.35
Normal Procedures -
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737NG Operations Manual

After pushback clearance or engine start clearance:


ANTI COLLISION light switch ................................................... ON
Select ON immediately prior to aircraft movement, or
immediately prior to engine start (if starting at gate).
Transponder ..................................................................... As required
At all US airports:
Select TA/RA.
At all non-US airports:
Select STBY or an active mode as required by local airport
operating procedures.
When cleared for pushback or tow out:
Brakes ..........................................................................................OFF
When cleared and ready to start:
Air conditioning PACK switches .................................................OFF
The First Officer reads remaining PUSHBACK START checklist
items.
Engine Start Procedure ............................................................Initiate
When airplane is stopped:
Parking brake ................................................................................. Set
Ground equipment ...............................................................Removed
System A HYDRAULIC PUMPS switches ............................... ON
System A and B pressure .................................. 2,800 PSI minimum

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.36 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Engine Start Procedure


The Captain should determine engine taxi configuration after considering
aircraft weight, ramp conditions, taxiway and maneuvering requirements.
Single engine taxi out using No. 2 engine is the normal procedure,
conditions permitting.
Single engine taxi out using No. 1 engine is permitted, but must be
coordinated with the ground crew.
Note: When departing from ramp areas where taxiing is restricted to
both engines, consider shutdown of one engine after exiting the
restricted area.
Refer to Delayed Start procedure for starting second engine.
APU bleed valve .................................................................... As required
APU bleed valve must be closed when:
ground air connected and isolation valve open
engine no. 1 bleed valve open
isolation and engine no. 2 bleed valves open.
Note: APU bleed valve may be open during engine start, but avoid
engine power above idle.
Note: One pilot will accomplish the engine start procedure; the other
will monitor outside the flight deck. The Captain will brief start
duties and announce the start sequence.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.37
Normal Procedures -
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737NG Operations Manual

CAPTAIN* FIRST OFFICER


* Captain may delegate engine start procedure as deemed necessary.
Announce engine start sequence.
Normal starting sequence is 2, 1.
Call START ENGINE No.____. Position ENGINE START switch to
GROUND.
Observe START VALVE OPEN alert.
Verify oil pressure increase by idle, N1 rotation, and N2 rotation.
Position engine start lever to IDLE detent when N2 rpm reaches maximum
motoring (25% minimum) and N1 rotation observed.
At times, the APU cannot accelerate an engine to 25% N2. In this case
the engine start lever may be placed to IDLE at a minimum of 20% N2;
however, the higher the rpm prior to adding fuel, the cooler the start.
Verify fuel flow and EGT indication.
Note: An abnormal start advisory is indicated by the white box
surrounding the EGT digital readout flashing. If this advisory occurs,
continue to monitor other engine indications and abort the start if
necessary.
At 56% N2 RPM:
ENGINE START switch moves to OFF automatically; if not, position
start switch to OFF.
Verify START VALVE OPEN alert extinguishes and report STARTER
CUTOUT.
Monitor N1, N2, EGT, fuel flow and oil pressure for normal indications as
engine accelerates and stabilizes at idle. Ensure EGT peaks prior to starting
other engine.
Repeat procedure to start remaining engine as required.

Note: Standard day, sea level, approximate stabilized idle indications


for the CFM567 engine.
N1 RPM 20% EGT 410C**
N2 RPM 59% Fuel Flow 600 PPH
** Idle EGT may vary from 320C 520C depending on OAT, bleed
configuration, and engine conditions.
Starter Duty Cycle
Limit each start attempt to a maximum of 2 minutes
A minimum of 10 seconds is required between start attempts

Continued on next page


Copyright Delta Air Lines, Inc. See title page for details.
NP.20.38 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Continued from previous page


Normal engine start considerations:
Advancing engine start lever to idle prematurely can cause a
HOT start.
Keep hand on engine start lever while observing RPM, EGT and
fuel flow until stabilized.
If fuel is shutoff inadvertently (by closing engine start lever) do
not reopen engine start lever in an attempt to restart engine.
Failure of ENGINE START switch to hold in GRD until starter
cutout RPM is reached can result in a HOT start.
CAUTION: Re-engagement of starter with N2 in excess of 20%
will result in serious damage to starter and engine.
Accomplish the ABORTED ENGINE START checklist for one or more
of the following abort start conditions:
the N1 or N2 does not increase or increases very slowly after the
EGT increases
there is no oil pressure indication by the time that the engine is
stabilized at idle
the EGT does not increase by 10 seconds after the engine start
lever is moved to IDLE
the EGT quickly nears or exceeds the start limit.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.39
Normal Procedures -
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737NG Operations Manual

After Start Procedure


Electrical Panel.................................................................................... Set
GEN switch(es) ON
GEN OFF BUS light(s) Extinguished
SOURCE OFF light(s) Extinguished
PROBE HEAT switches ..................................................................... ON
All probe heat lights Extinguished
Anti-Ice ................................................................................. As required
Refer to Supplementary Procedures, Adverse Weather section.
Air conditioning panel ........................................................................ Set
Single Engine Taxi:
CAUTION: Do not select a combination that will back
pressure the APU.
Configure the air conditioning panel per the following table:
Taxi APU Engine Bleed Packs Isolation
Configuration Bleed Valve
Left Right Left Right
No. 2 Engine & ON ON ON AUTO AUTO CLOSE
APU
No. 1 Engine & ON OFF ON AUTO AUTO AUTO/
APU OPEN
No. 2 Engine OFF ON ON OFF AUTO AUTO/
OPEN
No. 1 Engine OFF ON ON OFF AUTO AUTO/
OPEN

Two Engine Taxi:


Pack switches - AUTO
APU BLEED air switch - OFF
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.40 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Continued from previous page


ISOLATION VALVE switch - AUTO
AUTO BRAKE select switch ...................................... Verify set to RTO
RTO must be selected for all takeoffs, if available.
AUTO BRAKE DISARM light Verify extinguished
Do not takeoff if light remains illuminated.
The Captain calls AFTER START checklist
The First Officer reads the AFTER START checklist.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.41
Normal Procedures -
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737NG Operations Manual

Taxi Procedure
After the Agents salute is accepted:
Exterior lights ................................................................................ Set
Refer to Flight Operations Manual, Chapter 3, Exterior Lights
Usage.
TAXI lights switch - AUTO
Note: Due to heat buildup, the fixed landing and runway turnoff
lights should not be on at the same time when the aircraft
is on the ground and stopped.
Flaps .............................................................. ____, ____, Green light
Flap position indicator and FLAP lever Set for takeoff
LE FLAPS EXT green light Illuminated
When clear of congested areas:
The Captain calls TAXI CHECKLIST.
Flight controls ........................................................................... Check
The Captain will move the rudder pedals to full travel in both
directions and verify:
freedom of movement
that the rudder pedals return to center.
Note: Hold the nose wheel steering wheel during the rudder
check to prevent nose wheel movement.
The First Officer will move the control wheel and the control
column to full travel in both directions and verify:
freedom of movement
that the controls return to center.
The Captain and First Officer will each respond CHECKED
during TAXI checklist accomplishment.
The First Officer reads the TAXI checklist.

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.42 June 9, 2008
Normal Procedures -
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737NG Operations Manual

Delayed Start Procedure


Engine warm up requirement:
verify an increase in engine oil temperature before takeoff.
Engine warm up recommendations:
run the engines for at least 2 minutes
use a thrust setting normally used for taxi operations.
The Captain calls DELAYED START checklist.
Air conditioning panel .........................................................................Set
With No. 2 engine operating:
L PACK switch OFF
With No. 1 engine operating:
L PACK and R PACK switches OFF
Engine Start Procedure ....................................................... Accomplish
After engine start:
Electrical Panel ............................................................................. Set
GEN switch(es) - ON
GEN OFF BUS light(s) - Extinguished
SOURCE OFF light(s) - Extinguished
Anti-Ice ........................................................................... As required
Refer to Supplementary Procedures, Adverse Weather section.
Air conditioning panel .................................................................. Set
APU BLEED switch - OFF
Engine BLEED switches - ON
Pack Switches - AUTO
ISOLATION VALVE switch - AUTO
The First Officer reads the DELAYED START checklist.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.43
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Before Takeoff Procedure


The Captain calls BEFORE TAKEOFF checklist.
If updated AWABS/WDR is received and within tolerance:
Previously loaded FMS data sufficient. No further action
required.
If updated AWABS/WDR is received and not within tolerance or
departure runway has changed:
FMS data must be modified using updated AWABS/WDR
information. Refer to FMS/ACARS step in the Before Start
Procedure for specifics.
Two crew members must refer to the final AWABS and WDR
information and verify flight number, ship number, date, release
number, takeoff flap setting, trim and power settings, V-speeds,
and other pertinent performance information.
Stabilizer trim ........................................................................... ___ Units
Verify stabilizer trim is set for takeoff.
Flaps .................................................................... ____,____, Green light
Flap position indicator and FLAP lever Set for takeoff
LEADING EDGE FLAPS EXTENDED green light Illuminated
Flight deck windows ........................................................ Close and lock
Verify the lock levers are in the locked (forward) position.
Ensure drain tube is clear of window.
Bleeds/APU ........................................................................... As required
Confirm engine and APU bleeds set for the takeoff to be conducted
APU START switch ON or OFF
Turn APU off if bleed or electrical use not anticipated.
APU may be left on if operating in IMC or mountainous terrain.
Fuel quantity (center tank) ............................................................. Check
Ships 3701-3771
Note: Both center tank pump switches must be OFF for takeoff if
center tank fuel is less than 5,000 pounds.
Note: Do not accomplish the CONFIG non-normal checklist with
less than 5,000 pounds in the center tank prior to takeoff.
Copyright Delta Air Lines, Inc. See title page for details.
NP.20.44 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

AUTOTHROTTLE switch ..............................................................ARM


Recall ........................................................................................... Check
Press and hold either pilots annunciator panel.
Check that all annunciator and MASTER CAUTION lights
illuminate on both sides.
Release the annunciator panel and observe all lights extinguish.
Runway, departure, first fix ................................................___, ___, ___
Verify the selected runway, departure, and associated first fix in the
FMS match the latest ATC departure clearance.
Verbalize the runway, departure procedure, and first fix.
Check aircraft versus runway position on the ND (10nm scale). If
required, perform the IRS, Quick Alignment (QA)/Fast Realignment
procedure in Supplementary Procedures, Flight Management,
Navigation section.
Shoulder harnesses ........................................................................ Fasten
Takeoff briefing .................................................................... Accomplish
Refer to FOM, Chapter 3, Communications, for briefing items.
Flight Attendant notification ................................................ Accomplish
Notify the flight attendants to finalize preparations for takeoff with a
PA.
The Flight Leader must confirm to the Captain via the interphone,
CABIN IS READY FOR TAKEOFF.
Refer to FOM, Chapter 3, Communication-Flight Deck/Cabin
The First Officer reads the BEFORE TAKEOFF checklist up to Final
items.
Final items:
Normally accomplished when cleared on to runway.
Prior to entering a runway, confirm aircraft location utilizing an
outside source such as runway signage, painted runway number
markings, and/or aircraft heading.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.45
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Radar ................................................................................ As required


Ships 3101-3110 & 3708
Select WX or WX+T on the weather radar panel
Ships 3701-3707 & 3709-3771
Select WX or WX/T on the weather radar panel
Note: Select WXR on EFIS control panel when using radar in
flight.
Transponder ..................................................................... As required
Verify transponder code and altitude reporting set
Transponder mode selector TA/RA
To display traffic, select TFC on the EFIS control panel.
ENGINE START switches ....................................................... CONT
HUD ..................................................................................Set or Stow
If HUD is to be used, refer to Supplementary Procedures, Flight
Instruments, Displays section, HUD Guided Takeoff.
Exterior lights ................................................................................ Set
Landing/Strobe lights may be turned off when reduced visibility
conditions exist, in close proximity to other aircraft awaiting
takeoff at night, or when flying through clouds.
Due to heat buildup, the fixed landing and runway turnoff lights
should not be on at the same time when the aircraft is on the
ground and stopped.
Refer to Flight Operations Manual, Chapter 3, Exterior Lights
Usage, for further guidance.
The First Officer reads remaining BEFORE TAKEOFF checklist
items.
When cleared for takeoff:
Forward facing landing lights ....................................................... ON

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.46 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Intentionally
Blank

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.47
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737NG Operations Manual

Takeoff Procedure
PILOT FLYING PILOT MONITORING
Advance the thrust levers to
approximately 40% N1.
Allow the engines to stabilize.
Push the TO/GA switch. Verify proper mode annunciation.
Verify the correct takeoff thrust is set.
Monitor the engine instruments during
the takeoff. Call out any abnormal
indications.
Adjust takeoff thrust before 60 knots
as needed.
During strong headwinds, if the thrust
levers do not advance to the planned
takeoff thrust by 60 knots, manually
advance the thrust levers.
After takeoff thrust is set, the captains hand must be on thrust levers until V1.
Monitor airspeed. Monitor airspeed and call out any
Maintain light forward pressure on the abnormal indications.
control column.
Verify 80 knots. Call 80 KNOTS, THROTTLE
HOLD, ENGINE INSTRUMENTS
CHECKED.
Verify V1 speed. Verify the automatic V1 callout or call
V1.
At VR, rotate toward 15 pitch At VR call VR.
attitude. After liftoff, follow F/D At V2 call V2.
commands.
Monitor airspeed and vertical speed.
CAUTION: Early or rapid When a positive rate of climb (baro
rotation may altimeter) is indicated, call
cause tail strike. POSITIVE RATE.
Establish a positive rate of climb.
When a positive rate of climb is Position the landing gear lever UP
announced by PNF: when requested.
Call GEAR UP and continue
rotation to takeoff pitch attitude.
Above 400 feet RA: Select or verify roll mode.
Call appropriate roll mode as required. Verify proper mode annunciation.
Copyright Delta Air Lines, Inc. See title page for details.
NP.20.48 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

PILOT FLYING PILOT MONITORING


At thrust reduction height verify that climb thrust is set.
At acceleration height, call VNAV. Push the VNAV switch.
Verify acceleration. Set the FLAP lever as directed.
Call FLAPS ___ according to the Monitor flaps and slats retraction.
flap retraction schedule.
Engage the autopilot after a roll mode Verify proper mode annunciation.
and pitch mode are engaged.
At flaps up, call AFTER TAKEOFF Read the AFTER TAKEOFF checklist.
CHECKLIST.
Set or verify engine bleeds,
verify packs and pressurization
operating normally.
Set the ENGINE START
switches as needed.
Set AUTO BRAKES to OFF.
Set the landing gear lever to
OFF after landing gear
retraction is complete.
Set ANTI-ICE as required.
Operate APU as required.
Verify proper fuel balance.
CAUTION: Do not allow the shoulder harness straps to retract
quickly. Buckles can pull or damage circuit breakers.
Takeoff Flap Retraction Speed Schedule
Takeoff Flaps At Speed (display) Select Flaps
V2 + 15 15
25 15 5
5 1
1 UP
V2 + 15 5
15 or 10 5 1
1 UP
5 V2 + 15 1
1 UP
1 1 UP
Limit bank angle to 15 until reaching V2 + 15

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.49
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Climb and Cruise Procedure


PILOT FLYING PILOT MONITORING
Ships 3101-3110
During climb, set the affected center
tank fuel pump switch to OFF when a
center tank fuel pump LOW
PRESSURE light illuminates.
Set both center tank fuel pump
switches to OFF when a center tank
fuel pump LOW PRESSURE light
illuminates if the center tank is empty.
Ships 3701-3771
If the center tank fuel pump switches
were OFF for takeoff and the center
tank contains more than 2000 pounds,
position both center tank fuel pump
switches ON above 10,000 feet and
after the pitch attitude has been
reduced to begin acceleration to a
climb speed of 250 knots or greater.
Note: After takeoff, with less than
2000 pounds of fuel in the
center tank, the center tank fuel
pump switches may not be
moved from OFF to ON. The
remaining fuel may only be
used in a low fuel situation.
Approaching transition altitude, set the altimeters to standard and crosscheck.
At or above 18,000 feet, set the LANDING light switches to OFF.
Call CLIMB CHECKLIST. Read the Climb Checklist.
Approaching selected FMC cruise altitude, verify level off and proper mode/N1
limit annunciation.

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.50 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

PILOT FLYING PILOT MONITORING


Ships 3101-3110
When established in a level flight
attitude, if the center tank contains
usable fuel and a center tank fuel pump
switch(es) is OFF, set the center tank
fuel pump switch(es) to ON again.
Set the affected center tank fuel pump
switch to OFF when a center tank fuel
pump LOW PRESSURE light
illuminates.
Set both center tank fuel pump
switches to OFF when a center tank
fuel pump LOW PRESSURE light
illuminates if the center tank is empty.
Ships 3701-3771
During climb or cruise, position one
center tank fuel pump switch OFF
when center tank fuel quantity reaches
approximately 2,000 pounds. Open the
crossfeed valve to minimize fuel
imbalance.
Position the remaining center tank fuel
pump switch OFF without delay and
close the crossfeed valve when the
Master Caution and FUEL system
annunciator illuminate.
Perform navigation accuracy check
prior to entry into Class II airspace. On
LEGS page, verify that ANP is less
than or equal to RNP.
During the last hour of cruise on all
extended range (more than one hour
from an adequate airport) flights,
perform Fuel Crossfeed Valve check.
Prior to top of descent:
Select and verify the planned arrival procedure.
Set MCP altitude selector for descent.
At top of descent point observe descent initiated and verify proper mode
annunciation.

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June 9, 2008 NP.20.51
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Descent Procedure
PILOT FLYING PILOT MONITORING
Seat belt lights ON.
Ships 3101-3110
Set the affected center tank fuel pump
switch to OFF when a center tank fuel
pump LOW PRESSURE light
illuminates.
Set both center tank fuel pump
switches to OFF when a center tank
fuel pump LOW PRESSURE light
illuminates if the center tank is empty.
If established in a level flight attitude,
for an extended period of time with
usable fuel in the center tank and a
center tank fuel pump switch(es) OFF,
set the center tank fuel pump
switch(es) to ON again.
Set the affected center tank fuel pump
switch to OFF when a center tank fuel
pump LOW PRESSURE light
illuminates.
Set both center tank fuel pump
switches to OFF when a center tank
fuel pump LOW PRESSURE light
illuminates if the center tank is empty.
Ships 3701-3771
During descent, position one center
tank fuel pump switch OFF when
center tank fuel quantity reaches
approximately 3,000 pounds. Open the
crossfeed valve to minimize fuel
imbalance.
Turn the remaining center tank fuel
pump switch OFF without delay and
close the crossfeed valve when the
Master Caution and FUEL system
annunciator illuminate.
Continued on next page

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NP.20.52 June 9, 2008
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Amplified Procedures
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PILOT FLYING PILOT MONITORING


Ships 3701-3771
If established in level flight for an
extended period of time prior to
approach and landing with more than
2,000 pounds in the center tank and the
center tank fuel pump switches OFF,
one center tank fuel pump switch may
be turned ON again. Open the
crossfeed valve to minimize fuel
imbalance.
Turn the remaining center tank fuel
pump switch OFF without delay and
close the crossfeed valve when the
Master Caution and FUEL system
annunciator illuminate.
Note: After takeoff, with less than
2000 pounds of fuel in the
center tank, the center tank fuel
pump switches may not be
moved from OFF to ON. The
remaining fuel may only be
used in a low fuel situation.
Check and set VREF and approach speeds as required.
Set antiice 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 approaching transition level.
Set and crosscheck course selection and RADIO/BARO minimums as required
for approach (per the Radio/Baro Minimums Chart).
Captain and F/O will verify radio or baro altimeter bug settings agree.
Minimums normally should not be set using the DISPLAYS CONTROL
PANEL switch.
Conditions permitting, use all
available exterior lights below 18,000
feet.
Check RECALL.
Accomplish approach briefing. For
additional information, refer to FOM.
Shoulder harnesses fastened.
Call DESCENT checklist. Read the DESCENT checklist.
Approaching selected altitude verify level off and mode annunciation.
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June 9, 2008 NP.20.53
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Approach Procedure
PILOT FLYING PILOT MONITORING
Update the arrival and approach procedures as needed. Update the RNP as
needed.
Set and crosscheck flight and nav instruments.
For a BCRS approach, enter the front course in the MCP COURSE window. Do
not select VOR/LOC.
Set or stow HUD.
Refer to Supplementary Flight Instruments, Displays section, HUD Guided
Approach
Set and identify navigation radios for approach.
Cycle the CHIME switch twice.
Set altimeters to local setting and crosscheck.
Call APPROACH checklist. Read the APPROACH checklist.

Using flaps as speed brakes is not recommended.


The following should be used for flap extension (to maximum extent
possible):
Current Flap At Speedtape Select Flaps Command Speed for Selected
Position Display Flaps
UP UP 1 1
1 1 5 5
5 5 15 15
15 15 30 or 40 (VREF30 or VREF40) + wind
additives

Note: Flap maneuver speeds provide approximately 15 to 20 knots


above the minimum maneuvering speed for each flap setting. At
flaps 10 configuration, if operational needs dictate, at weights
up to maximum landing weight, crews may operate at the lower
of flaps 10 maneuvering speed or 160 knots.
Note: If performance requires the use of flaps 15 for landing, place the
GROUND PROXIMITY flap inhibit switch to FLAP INHIBIT.
If the flap maneuvering speeds cannot be displayed, reference the ODM
for speed schedules.

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NP.20.54 June 9, 2008
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Amplified Procedures
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Command Bug Settings


When autothrottle is engaged for landing (autoland):
Set VREF (Landing Flaps) plus 5 knots.
Note: The autothrottle automatically provides a safety margin
for wind corrections based on information provided by
the IRS. Throttle is adjusted to maintain a proper and safe
airspeed throughout the entire approach.
When autothrottle is not engaged for landing:
Set VREF (Landing Flaps) plus half the headwind component,
plus all of the gust.
Note: Half of the reported headwind component can be
estimated by using 50% for a direct headwind, 35% for a
45 degree crosswind, zero for a direct crosswind and
interpolation in between. Refer to Airway Manual, Ops.
Specs, Wind Component Chart for Precise headwind
calculation.
Note: Minimum additive is plus 5 knots. Maximum additive is
plus 20 knots. Gust correction should be maintained to
touchdown. Steady headwind correction may be bled off
as the airplane touches down.

Radio/Baro Minimums Chart


APPROACH TYPE BARO MIN REF RADIO MIN REF
ILS to CAT I PUBLISHED DA N/A
CAT II N/A PUBLISHED RA
CAT III N/A 50 FT
NON-ILS PUBLISHED N/A
DA/ DDA
CIRCLE TO LAND HIGHER OF: N/A
PUBLISHED MDA or
FIELD ELEV + 1,000 FT
VISUAL APPROACH MINS(1) N/A
(1) Set the approach minimums for the instrument approach used to back up the
visual approach. If no instrument approach is available, the Captain may choose
an appropriate minimums setting. Field elevation is not recommended. Both the
Captains and First Officers bugs should agree.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.55
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Landing Procedure - ILS or IAN


PILOT FLYING PILOT MONITORING
Call FLAPS ___ according to the flap Set the flap lever as directed.
extension schedule. Monitor flaps and slats extension.
When on localizer/final approach course intercept heading:
verify that the navigation radios are tuned and identified
verify that the deviation pointers are shown
Arm the APP mode. Verify proper mode annunciation.
Engage the other autopilot, if desired for
an ILS approach.
WARNING: When using LNAV to intercept the final approach course,
LNAV might parallel the localizer without capturing it.
The airplane can then descend on the glide slope with the
localizer not captured.
Use HDG SEL to intercept the final
approach course as needed.
At the first positive movement of
the localizer/final approach course,
call LOCALIZER ALIVE or
APPROACHING INBOUND
COURSE.
At localizer/final approach course capture, At localizer/final approach course
set appropriate heading. capture, call LOCALIZER
CAPTURED or FINAL
APPROACH COURSE
CAPTURED.
At the first positive movement of
the glide slope/glide path, call
GLIDE SLOPE/GLIDE PATH
ALIVE.
At glide slope/glide path alive, or when Set the landing gear lever to DN.
required, call: Verify that the green landing gear
GEAR DOWN indicator lights are illuminated.
FLAPS 15 Set the flap lever to 15.
Set the engine start switches to
CONT.
Set the speed brake lever to ARM.
Verify that the SPEED BRAKE ARMED
light is illuminated.

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NP.20.56 June 9, 2008
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PILOT FLYING PILOT MONITORING


At glide slope/glide path capture, call At glide slope/glide path capture,
FLAPS ___ as needed for landing. call GLIDE SLOPE/GLIDE
PATH CAPTURED.
Set the flap lever as directed.
Set the missed approach altitude on the
MCP.
Call LANDING CHECKLIST. Read the LANDING checklist.
At the final approach fix or OM, verify the crossing altitude.
Monitor the approach.
For ILS Autoland:
- Verify FLARE is armed no later than 500 feet RA.
- At approximately 50 feet RA, verify FLARE is captured.
- Ensure the autothrottle retards the thrust levers to idle by touchdown.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.20.57
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Amplified Procedures
737NG Operations Manual

Landing Procedure - Instrument Approach Using VNAV


Pilot Flying Pilot Monitoring
Call FLAPS ___ according to the Set the flap lever as directed.
flap extension schedule. Monitor flaps and slats extension.
The recommended roll modes for the final approach are:
for an RNAV or GPS approach use LNAV
for a VOR, LOC-BC or NDB approach use LNAV
for a LOC (or ILS GS out), SDF or LDA approach use VOR/LOC.
Verify that the VNAV glide path angle
is shown on the final approach
segment of the LEGS page.
When on the final approach course intercept heading for LOC, LOC-BC, SDF
or LDA approaches:
verify that the localizer is tuned and identified
verify that the LOC pointer is shown.
Select LNAV or arm VOR/LOC mode. Verify proper mode annunciation.
WARNING: When using LNAV to intercept the localizer, LNAV
might parallel the localizer without capturing it. The
airplane can then descend on the VNAV path with the
localizer not captured.
Use LNAV or HDG SEL to intercept
the final approach course as needed.
Within 5 degrees of final approach
course, or first positive movement of
the localizer, call APPROACHING
INBOUND COURSE or
LOCALIZER ALIVE.
Verify that LNAV is engaged or that VOR/LOC is captured.
Set appropriate heading.
Prior to the final approach fix and after Verify proper mode annunciation.
ALT HOLD or VNAV PTH is
annunciated:
set TDZE on the MCP
select or verify VNAV
select or verify speed
intervention, if desired.

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.58 June 9, 2008
Normal Procedures -
Amplified Procedures
737NG Operations Manual

Pilot Flying Pilot Monitoring


Approaching the final approach fix, Set the landing gear lever to DN.
call: Verify that the green landing gear
GEAR DOWN indicator lights are illuminated.
FLAPS 15. Set the flap lever to 15.
Set the engine start switches to CONT.
Set the speed brake lever to ARM.
Verify that the SPEED BRAKE
ARMED light is illuminated.
Beginning the final approach descent, Set the flap lever as directed.
call FLAPS ___ as needed for
landing.
Call LANDING CHECKLIST. Read the LANDING checklist.
At approximately 1,000 feet AGL and
when at least 300 feet below the
missed approach altitude, set the
missed approach altitude on the MCP.
At the final approach fix, verify the crossing altitude and crosscheck the
altimeters.
Monitor the approach.
If suitable visual reference is
established at DA(H), DDA(H) or the
missed approach point, disengage the
autopilot and autothrottle.
Autopilot must be disengaged prior to
descending through DA minus 50 feet
or DDA minus 100 feet.
Maintain the glide path to landing.

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June 9, 2008 NP.20.59
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GoAround Procedure
PILOT FLYING PILOT MONITORING
At the same time: Position the FLAP lever to 15 and
push the TO/GA switch monitor flap retraction
call FLAPS 15.
Verify:
the rotation to goaround attitude
that the thrust increases
proper mode annunciation.
Verify that the thrust is sufficient for
the go-around or adjust as needed.
When a positive rate of climb (baro
altimeter) is indicated, call
POSITIVE RATE.
When a positive rate of climb is Position the landing gear lever UP
announced by PNF: when requested.
Call GEAR UP and continue
rotation to takeoff pitch attitude.
Verify that the missed approach
altitude is set.
Above 400 feet RA: Select roll mode as directed.
Verify or call for appropriate roll mode Verify proper mode annunciation.
and verify proper mode annunciation.
Verify that the missed approach route is tracked.
At acceleration height, call FLAPS Set the FLAP lever as directed.
___ according to the flap retraction Monitor flaps and slats retraction.
schedule.
If desired, after flap retraction to the
planned flap setting, remain in TO/GA
or select LVL CHG. VNAV may be
selected if the flaps are up.
Verify that the missed approach altitude is captured.
Set the landing gear lever to OFF after
landing gear retraction is complete.
Set the engine start switches as needed.
Call AFTER TAKEOFF Read the AFTER TAKEOFF checklist.
CHECKLIST.

Copyright Delta Air Lines, Inc. See title page for details.
NP.20.60 June 9, 2008
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Landing Roll Procedure


PILOT FLYING PILOT MONITORING
Disengage the autopilot. Control the Verify autopilot is disengaged.
airplane manually.
Verify that the thrust levers are closed Verify autothrottle is disengaged.
and autothrottle disengages. Verify that the SPEED BRAKE lever
Verify that the SPEED BRAKE lever is UP.
is UP. Call SPEED BRAKES UP.
Without delay, fly the nose wheel If the SPEED BRAKE lever is not UP,
smoothly onto the runway. call SPEED BRAKES NOT UP.
Monitor the rollout progress.
Verify correct auto brake operation.
WARNING: After the reverse thrust levers are moved, a full stop
landing must be made. If an engine stays in reverse, safe
flight is not possible.
Without delay, move the reverse thrust Monitor engine instruments and
levers to the interlocks and hold light announce any engine limit being
pressure until the interlocks release. approached, exceeded or any other
Then apply reverse thrust as needed. abnormalities.
By 60 knots, start movement of the Call 60 KNOTS.
reverse thrust levers to be at the
reverse idle detent before taxi speed.
After the engines are at reverse idle,
move the reverse thrust levers full
down.
Before taxi speed, disarm the auto
brakes. Use manual braking as needed.

After Landing Procedure


Start the After Landing Procedure when clear of the active runway.
Engine cooldown recommendations:
run the engines for at least 3 minutes
use a thrust setting normally used for taxi operations
routine cooldown times less than 3 minutes are not recommended.
The Captain calls AFTER LANDING checklist.
Continued on next page

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June 9, 2008 NP.20.61
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Continued from previous page


Exterior lights ...................................................................................... Set
POSITION lights - STEADY
TAXI lights switch - AUTO
Note: When in congested areas, consider turning off lights that
may adversely affect the vision of ground personnel.
Note: Due to heat buildup, the fixed landing and runway turnoff
lights should not be on at the same time when the aircraft is
on the ground and stopped.
ENGINE START switches ................................................................OFF
FLAP lever .......................................................................................... UP
If Flaps 15 landing was accomplished:
GROUND PROXIMITY FLAP INHIBIT switch NORMAL
SPEED BRAKE lever ....................................................... DOWN detent
WEATHER RADAR ...........................................................................Off
Transponder ........................................................................... As required
At all US airports:
Select TA/RA.
At all non-US airports:
Select STBY or an active mode as required by local airport
operating procedures.
APU (if required) ......................................................................... START
APU GENERATOR switches (if APU operating) ............................. ON
Continued on next page

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NP.20.62 June 9, 2008
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Amplified Procedures
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Continued from previous page


Start lever ............................................................................... As required
Single engine taxi in, using the engine number 1, is the normal
procedure, conditions permitting.
Both engines should be used during taxi if the ramp and taxiways
are slippery. The Captain should determine engine and generator
requirements after considering aircraft weight, ramp conditions,
taxiway and maneuvering requirements.
If possible, after high thrust operation, including reverse thrust,
run the engines at or near idle for three minutes before shutdown
to cool the engine hot sections. Time at or near idle, such as
taxiing before shutdown, is applicable to this three minute period.
If needed, the engines may be shut down with a one minute
cooling period. Routine cool down times of less than three
minutes before shutdown are not recommended.
Air conditioning panel .........................................................................Set
Single Engine Taxi:
CAUTION: Do not select a combination that will back
pressure the APU.
Configure the air conditioning panel per the following table:
Taxi APU Engine Bleed Packs Isolation
Configuration Bleed Valve
Left Right Left Right
No. 2 Engine & ON ON ON AUTO AUTO CLOSE
APU
No. 1 Engine & ON OFF ON AUTO AUTO AUTO/
APU OPEN
No. 2 Engine OFF ON ON OFF AUTO AUTO/
OPEN
No. 1 Engine OFF ON ON OFF AUTO AUTO/
OPEN

Continued on next page

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June 9, 2008 NP.20.63
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Amplified Procedures
737NG Operations Manual

Continued from previous page


Two Engine Taxi:
Pack switches - AUTO
APU BLEED air switch - OFF
ISOLATION VALVE switch - AUTO
CAUTION: To avoid the possibility of shoulder harness buckles
snapping back and pulling or damaging circuit
breakers, hold both straps before releasing and then
allow straps to retract slowly to the stowed position.
The First Officer reads the AFTER LANDING checklist.

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NP.20.64 June 9, 2008
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Amplified Procedures
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Shutdown Procedure
After the airplane has come to a complete stop:
The Captain calls SHUTDOWN checklist.
Parking brake .................................................................... As required
If parking brake is set:
Parking brake warning light - Illuminated.
FASTEN BELTS switch .............................................................. OFF
APU .................................................................................. As required
Electrical ............................................................................... Establish
Verify APU powering busses. If APU is not to be used, connect
external power.
Engine start levers ............................................................... CUTOFF
If possible, after high thrust operation, including reverse thrust,
run the engines at or near idle for three minutes before shutdown
to cool the engine hot sections. Time at or near idle, such as
taxiing before shutdown, is applicable to this three minute
period. If needed, the engines may be shut down with a one
minute cooling period. Routine cool down times of less than
three minutes before shutdown are not recommended.
Transponder .............................................................................. STBY
ANTI COLLISION light switch ................................................. OFF
Exterior lights ................................................................... As required
FUEL PUMP switches ..................................................... As required
CAUTION: Do not operate the center tank fuel pumps with
the flight deck unattended.
Flight deck lights ................................................................As desired
WINDOW HEAT switches ............................................ As required
PROBE HEAT switches ............................................................ OFF
WING and ENGINE ANTIICE switches .................................. OFF
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June 9, 2008 NP.20.65
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ELECTRIC HYDRAULIC PUMP switches ...............................OFF


Ships 3101-3110
RECIRCULATION FAN switch........................................ As desired
Ships 3701-3771
RECIRCULATION FAN switches .................................... As desired
Air conditioning panel ................................................................... Set
If a ground air conditioning/heating source is available:
Refer to Supplementary Procedures, Air Systems section, Air
Conditioning/Heating with Ground Conditioned Air.
If APU bleed air is required for air conditioning/heating:
Refer to Supplementary Procedures, Air Systems section, Air
Conditioning/Heating with APU Pneumatic Air.
If pneumatic air cart is required for air conditioning/heating:
Refer to Supplementary Procedures, Air Systems section, Air
Conditioning/Heating with Ground Pneumatic Air Cart.
HUD combiner ............................................................................ Stow
Flight Director switches ...............................................................OFF
Stabilizer Trim ......................................................................... 5 units
AUTO BRAKE select switch ......................................................OFF
Parking brake ................................................................... As required
With chocks in place, the parking brake may be released.
The First Officer reads the SHUTDOWN checklist.
After the SHUTDOWN checklist is complete:
Enter ACARS information.
Refer to Supplementary Procedures, Communications section,
ACARS Postflight procedure.
Continued on next page

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NP.20.66 June 9, 2008
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Amplified Procedures
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Continued from previous page


Check oxygen, hydraulic, and engine oil quantities.
Ensure sufficient oxygen, hydraulic, and engine oil quantities
exist for the next flight. If quantities are less than the values
shown below, make a logbook entry in the IRREG block and
notify maintenance as soon as possible.
Engine oil:
Maintenance stations - 16 quarts
Non-maintenance stations - 13 quarts
Oxygen:
1,000 psi
Hydraulic fluid:
No RFs displayed
Verify appropriate logbook entries are completed.
Maintenance contact should be made when an aircraft logbook
write-up exists (e.g., failed autolands and maintenance
discrepancies).
Pull color-coded circuit breakers (red) in accordance with the aircraft
placard.
Position the flight deck access system switch to OFF.
Guard up, switch up.

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June 9, 2008 NP.20.67
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Secure Procedure
Only accomplish the Secure Checklist when:
requested by Maintenance or Operations.
the aircraft is to remain for several hours, or
the aircraft is to remain overnight.
When operating the last flight of the day into a limited or
non-maintenance station, accomplish the following:
If a maintenance discrepancy is noted and entered in the logbook,
the MCC must be contacted through the Dispatcher as soon as
possible to facilitate corrective action and avoid delays. If a flight
crew placard is applicable, it should be installed prior to departing the
aircraft.
Perform a postflight walk around. Emphasis should be placed on tire
condition, fluid leaks, oil quantity and possible airframe or control
surface damage.
If the aircraft will layover in cold weather, ensure it is configured as
described in Supplementary Procedures, Section 16, Adverse
Weather, Secure Procedure.
The Captain calls SECURE checklist.
Stabilizer Trim ....................................................................... As required
Refer to the Supplementary Procedures, Adverse Weather section,
Cold Weather Operations, Secure Procedure.
IRS mode selectors ............................................................................OFF
Selectors must be OFF for 30 seconds prior to removing electrical
power.
Ships 3101-3110
CAB/UTIL power switch ..................................................................OFF
Ships 3101-3110
IFE/PASS SEAT power switch .........................................................OFF
Ships 3701-3771
GALLEY power switch ....................................................................OFF
EMERGENCY EXIT lights switch ..................................................OFF
Air conditioning PACK switches ......................................................OFF
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NP.20.68 June 9, 2008
Normal Procedures -
Amplified Procedures
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Ships 3701-3771
TRIM AIR switch ............................................................................. OFF
HUD combiner ............................................................... Cover and Stow
Install the combiners protective cover.
Raise the combiner to its stowed position.
APU/External power.............................................................. As required
If electrical power is not required:
Accomplish Supplementary Procedures, Electrical section,
Electrical Power Down procedure.
If only ground service power is required:
GROUND POWER switch - OFF
GROUND SERVICE switch - Latched
Located on the forward Flight Attendant panel.
BATTERY switch - OFF
The First Officer reads the SECURE checklist.

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June 9, 2008 NP.20.69
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Amplified Procedures
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Intentionally
Blank

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737NG Operations Manual

Normal Procedures Chapter NP


Flight Patterns Section 30
NP.30 Normal Procedures-Flight Pattern Principles
Flight Pattern Principles
The profiles in this section are not designed to be comprehensive in nature. They
have been developed as a tool for the experienced crew member. A quick review
may be obtained by referencing a profile and its associated text. For a complete
analysis of a particular maneuver, the Flight Crew Training Manual (FCTM)
should be consulted in addition to the material in this section.
Maneuver profiles in this section do not include all standard callouts. A
comprehensive listing of standard callouts can be found in the Normal Procedures
chapter, Introduction section.
The maneuver profiles in this section also do not include every pilot action
recommended to fly a particular profile. Actions which cause the aircraft to
change direction or configuration are included in the maneuver profile drawing.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.30.1
Normal Procedures -
Flight Patterns
737NG Operations Manual

Takeoff Considerations - General


HUD Takeoff
HUD usage is required when conditions are below RVR 500. See Airway
Manual chapter 3 - Procedures (Ops Specs).
Refer to the Supplementary HUD Takeoff Preparation procedures and the
Standard Callouts table in the Normal Procedures Introduction section for
instructions.
LNAV Departure
If the LNAV mode is to be utilized immediately after takeoff and the aircraft
symbol is not in close proximity to the departure end of the runway, accomplish
the following:
Set the parking brake
Reduce ND scale to the 10 nm range
Enter the present latitude and longitude in the FMS POS INIT page
referencing the appropriate airport diagram in the Airway Manual.
Perform the IRS Fast Realignment procedure
Verify the aircraft symbol is now in close proximity to the departure end
of the runway on the ND.
Note: LNAV may be armed prior to takeoff.
CAUTION: Do not use LNAV for departure if FMS position is incorrect.
Takeoff Flaps
The AWABS system is enabled to offer takeoff settings of Flaps 1, 5, 10, 15, or
25. Settings may vary from day to day, or from runway to runway at the same
airport, as field conditions change.
Check AWABS for performance capability and appropriate V speeds. It is
imperative that crew members always check and verify flap settings, assumed
temperatures, N1, V-speeds and stabilizer trim setting for the assigned takeoff
runway are set correctly.
Review the Takeoff Flap Retraction Speed Schedule in section NP.20 of this
manual for the appropriate takeoff flap setting retraction schedule.
Flaps 1, 5, 10, 15 or 25 Takeoff
Use normal rotation rate.
Engine failure procedures remain the same for all takeoffs.
Limit bank angle to 15 degrees until reaching V2 + 15.
At acceleration height, retract flaps on flap speed schedule.
Refer to AM 10-0 pages for any airport specific additional information.

Copyright Delta Air Lines, Inc. See title page for details.
NP.30.2 August 31, 2007
Normal Procedures -
Flight Patterns
737NG Operations Manual

Approach Considerations - General


Below RVR 4000
If operable, the HUD or both an autopilot and a flight director will be used for all
ILS approaches when the reported visibility is below RVR 4000 or 3/4 mile.
Flaps 15 Landing
When a flaps 15 landing is desired:
Position the GROUND PROXIMITY- FLAP switch to INHIBIT.
Note: If above 250 knots, the GPWS INOP light may illuminate.
Use flaps 15 for go-around
If any of the following conditions apply, set VREF ICE (VREF 15 + 10):
Engine anti-ice will be used during landing
Wing anti-ice has been used anytime during the flight
Icing conditions were encountered during the flight and the landing
temperature is below 10 C.
Note: When VREF ICE is required, the wind additive should not exceed 10
knots.
HUD Approach/Landing
The HUD may be used for all approaches and landings.
For more information, refer to Normal Procedures, Introduction (Section 10),
Standard Callouts, HUD Operative and Used for the Approach equipment
requirements, and also Amplified Procedures (Section 20).
Scan Policy
Deltas flight deck scan policy, ensures that one crew member is always focused
on airspeed, altitude, and profile during an approach. Pilot flying and pilot
monitoring scan responsibilities are listed in the table below.
Note: Use of the terms in or out describes whether a crew members
responsibility is inside or outside of the flight deck during the approach.
Parenthetical terms, i.e. (in), describe a secondary responsibility.

RUNWAY PILOT FLYING PILOT MONITORING


ENVIRONMENT
Not in sight In (out) In (out*)
In sight Out (in) In (out)
* Except for Cat II and Cat III approaches.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.30.3
Normal Procedures -
Flight Patterns
737NG Operations Manual

Stabilized Approach Requirements


Maintaining a stable speed, descent rate, and vertical/lateral flight path in landing
configuration is commonly referred to as the stabilized approach concept.
Any significant deviation from planned flight path, airspeed, or descent rate must
be verbalized. The decision to execute a go-around is no indication of poor
performance.
WARNING: Do not attempt to land from an unstable approach.
IMC
At 1,000 feet AGL, and on final, the aircraft must be:
Configured for landing.
Maintaining stabilized descent rate not to exceed 1,000 FPM.
Note: If a published approach procedure requires a sink rate greater than
1,000 FPM, a special briefing should be conducted.
On target airspeed within tolerance, or speed being reduced toward target
airspeed if higher was necessary.
Established on course.
By 500 feet AGL, the aircraft must be:
On target airspeed within tolerance.
WARNING: These conditions must be maintained throughout the rest of
the approach for it to be considered a stabilized approach. If
the above criteria cannot be established and maintained,
initiate a go around.
At 100 feet HAT for all approaches, the aircraft must be positioned so the flight
deck is within, and tracking so as to remain within, the lateral confines of the
runway extended.
VMC
At 1,000 feet AGL and on final, the aircraft must be:
Configured for landing.
Maintaining stabilized descent rate, not to exceed 1,000 fpm.
Note: If a published approach procedure requires a sink rate greater than
1,000 FPM, a special briefing should be conducted.
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
NP.30.4 August 31, 2007
Normal Procedures -
Flight Patterns
737NG Operations Manual

Continued from previous page


By 500 feet AGL, the aircraft must be:
On target airspeed within tolerance.
Lined up with runway except:
Where the instrument approach or local procedures (such as River
Visual at DCA) dictate otherwise.
Maneuvering (including runway changes). Maneuvering below 500
feet is not recommended unless the Captain has determined the
operation to be safe after considering:
Descent rate change to acquire glide path not excessive.
Runway lateral displacement.
Runway threshold stagger.
Tailwind/crosswind components.
Runway length available.
WARNING: These conditions must be maintained throughout the rest of
the approach for it to be considered a stabilized approach. If
the above criteria cannot be established and maintained,
initiate a go-around.
At 100 feet HAT for all approaches, the aircraft must be positioned so the flight
deck is within, and tracking so as to remain within, the lateral confines of the
runway extended.
Crossing the Runway Threshold
As the aircraft crosses the runway threshold it must be:
Stabilized within tolerance on target airspeed until arresting descent rate
at flare.
On a stabilized flight path using normal maneuvering.
Positioned to make a normal landing in the touchdown zone, i.e., first
3,000 feet or first third of the runway, whichever is less.
WARNING: Initiate a go-around if the above criteria cannot be maintained.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.30.5
Normal Procedures -
Flight Patterns
737NG Operations Manual

ILS Precision Runway Monitor (PRM) Approach -


Breakout Procedure
Note: All "Breakouts" must be hand flown
If ATC calls "Traffic Alert" during a PRM approach:

A/P .......................................................................................... Disengage


F/D (both) ..........................................................................................OFF
Maneuver.................................................................. As directed by ATC
If descending, vertical speed should not exceed 1,000 fpm.
Note: If ATC breakout instructions coincide with a TCAS RA, follow the
vertical guidance of the RA and the lateral guidance directed by ATC.

When breakout complete:


Reset automation to the appropriate level.

Copyright Delta Air Lines, Inc. See title page for details.
NP.30.6 August 31, 2007
Normal Procedures -
Flight Patterns
737NG Operations Manual

Low Visibility Approach Considerations (CAT II/III)


Approach Preparation
For inoperative equipment, refer to ILS Airborne Equipment Requirement Chart,
section NP.10, or AM Ops Specs, section 3.
Review the airport diagram/SMGCS chart for taxi planning.
Maximum reported runway winds:
10 knot tailwind
15 knot crosswind
22 knot headwind for HUD AIII mode operations
25 knot headwind to autoland.
Autoland:
Consider monitoring with HUD in AIII
Must be accomplished using flaps 30 or 40.
HUD AIII approach and landing:
Two engines operating: Flaps 30 or 40
One engine operating: Flaps 15.
CAT II Approach Considerations
Autobrakes Level 2 minimum recommended
Set both radio altimeter bugs to published RA
Approach may be flown using:
Single channel or autoland procedures, or
HUD AIII approach and landing.
Approach may continue to DA(H) if established on the final segment and
the controlling RVR goes below minimums.
CAT III Approach Considerations
Autobrakes must be used if operable; Level 3 minimum recommended.
Set both radio altimeter bugs to 50 feet
Approach may be flown using:
Autoland procedures, or
HUD AIII approach and landing.
Execute a missed approach if established on the final segment and any
controlling RVR goes below minimums.
Visual contact with the TDZ lights and/or TDZ is required to continue
below DA(H).

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.30.7
Normal Procedures -
Flight Patterns
737NG Operations Manual

Non-ILS Approach Considerations


Approach Modes
There are several roll modes, [Integrated Approach Navigation (FAC, VOR/LOC,
BCRS), LNAV, VOR/LOC, or HDG SEL] available for flying the lateral path and
three modes, [Integrated Approach Navigation (G/P), VNAV, and Vertical Speed]
for flying the vertical path of a Non ILS Approach. The type of approach and
conditions related to the particular approach (No GP, Step down Constraints, RNP,
etc.) may dictate the use of one mode over another. Refer to the Non-ILS
Approach Table in this section for recommended or in some cases mandatory
approach modes (roll and pitch), and associated minima.
Note: Refer to the Supplementary Procedures, Automatic Flight Section,
Instrument Approaches Using IAN, Instrument Procedures Using VNAV,
and Instrument Approaches Using Vertical Speed procedures for
additional information.
Raw Data Monitoring
When conducting any localizer based approach, select the appropriate localizer
frequency and monitor raw data throughout the approach. For all other types of
approaches, raw data must be monitored if the VOR/LOC or HDG SEL roll modes
are used or if the approach is not in the FMC database.
When conducting non-localizer based approaches using IAN (FAC) or LNAV as
the roll mode, monitoring the raw data of the underlying navaid is optional, but
recommended. If IAN or LNAV is used, crews are authorized to conduct VOR,
VOR-DME, or NDB approaches even when the underlying navaid is NOTAMd
out of service or unavailable. For IAN approaches however, both NAV radios must
be tuned to a VOR frequency (non-localizer frequency).
For non-localizer based approaches, if being vectored to final approach and LNAV
will be the roll mode, the aircraft may be considered established on the approach
when:
the aircraft reference symbol is touching a published segment of the
extended final approach (5NM Map scale), or
the aircraft is within the XTK error limit defined by the approach RNP
value.

Copyright Delta Air Lines, Inc. See title page for details.
NP.30.8 June 9, 2008
Normal Procedures -
Flight Patterns
737NG Operations Manual

RNAV Approaches: RNAV(GPS), RNAV(RNP)


In addition to the Non-ILS Approach Considerations, crews should be familiar
with the additional procedural guidance associated with RNAV operations
including RNAV (GPS) and RNAV (RNP) approaches. Refer to the FCTM
General Information Section, RNAV Operations and the information below for
additional information.
WAAS: Delta's 737 fleet does not have WAAS (Wide Area Augmentation
System) receivers. Crews will disregard WAAS frequencies and
associated LPV minimums included on some approach plates.
GPS NOTAMS: Flight plans may include GPS "unreliable" or GPS
"unusable" NOTAMS. With operable GPS(s), regardless of NOTAMS,
crews are legal to conduct any published RNAV (GPS) or RNAV (RNP)
approach if ANP is less than RNP.
Temperature Restrictions: The 737 FMC is an uncompensated
BARO-VNAV system as it does not correct FMC altitudes for large
temperature deviations. Therefore, crews must comply with both high and
low temperature restrictions listed in the Jeppesen briefing strip. Do not
confuse these temperature restrictions with cold weather temperature
correction requirements.
Ships 3701-3771: Comply with Category D speed criteria and weather
minima during the final approach segment for all RNAV (RNP)
approaches unless an exception is annotated on the applicable airport
green page.
Integrated Approach Navigation (IAN) is not authorized for RNAV
(RNP) approaches.
Due to the precise tracking required during RNAV (RNP) approaches, use
of the autopilot is mandatory from the IAF inbound when in IMC, or
whenever a segment of the approach features an RF leg, until a suitable
visual reference is established. In all other circumstances, use of the
autopilot is highly recommended.
VOR and DME position updating must be inhibited prior to conducting a
RNAV (RNP) approach. Refer to Supplementary Procedures, Flight
Management, Navigation, Inhibiting VOR/DME Use for Position
Updating.
RNAV (RNP) approaches require verification that both GPS's are
providing updates to the FMC prior to conducting the approach. Refer to
the Non ILS Approach Summary, this section for verification procedures.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.30.9
Normal Procedures -
Flight Patterns
737NG Operations Manual

Non-ILS Approach Summary


For amplified procedures and additional information, refer to Supplementary
Procedures, Automatic Flight, Instrument Approach Using IAN, Instrument
Approach Using VNAV, and Instrument Approach Using Vertical Speed.
All Non-ILS Approaches
Select approach from FMC database; confirm waypoints and altitude
constraints
Note presence of glide path on the FMC LEGS page
Refer to Non-ILS Approach table for minima, and recommended pitch
and roll mode guidance
No later than FAF [IAF for RNAV (RNP)], one pilot will set Flight and
Nav displays to monitor lateral and vertical deviation as required in the
appropriate approach procedure.
RNAV (RNP), RNAV (GPS), GPS, VOR or NDB Approach: LNAV or FAC
as Roll Mode
For inoperative equipment, refer to the RNAV Equipment Requirements
chart in Volume 1, Normal Procedures, Introduction section
Consider missed approach criteria annotated as (LNAV or LNAV/FAC)
listed in Supplementary Procedures, Automatic Flight, for Instrument
Approaches Using IAN, VNAV, and Vertical Speed.
RNAV (RNP) or RNAV (GPS) Approaches or any Approach Using IAN
Mode
Verify OAT and temperature restriction compliance.
RNAV (RNP) Approach
Prior to IAF, verify or enter RNP value as required on FMC LEGS page.
VOR and DME Update - Inhibit (FMC NAV Options, page 2)
Verify both GPSs are updating by selecting FMC NAV STATUS (page 1)
and verifying the (2) is present next to the GPS reference.
Use of the autopilot is mandatory from the IAF inbound when in IMC, or
whenever a segment of the approach features an RF Leg, until a suitable
visual reference is established.
Brief Missed approach plan if approach is discontinued during an RF leg.
Confirm LNAV activation or reselect LNAV and verify active
waypoint
Confirm engagement of or reselect autopilot
Until alternate ATC instruction is received, continue to fly approach
track to the MAP and transition to the published Missed Approach
procedure.

Copyright Delta Air Lines, Inc. See title page for details.
NP.30.10 June 9, 2008
Normal Procedures -
Flight Patterns
737NG Operations Manual

Non-ILS Approach Table


Approach Condition Minima Approach Mode
VOR, NDB, LOC,
LOC BCRS, LDA,
SDF, GPS Overlay All DA/DDA4 IAN1, 2, 3
(NDB or GPS), or
GPS
LNAV/VNAV Mins DA
RNAV (GPS)
LNAV Mins DA/DDA4
or IAN1, 2, 3
RNAV (GNSS) Neither LNAV/VNAV DDA
(ICAO equivalent) nor
LNAV Mins (ICAO)
No final approach
segment stepdown DA
constraint or constraint IAN1, 2, 3
clearance verified
Final approach
LOC (ILS GS Out)
segment stepdown DDA VOR/LOC & V/S
constraint exists but
compliance not verified
FAF altitude differs DA
from GS crossing VOR/LOC & VNAV
altitude
RNAV (RNP) ALL DA LNAV & VNAV
Mandatory
(1) IAN is not authorized in IMC unless both crewmembers have
completed approved IAN training.
(2) IAN is not authorized at or below -10C.
(3) LNAV (or VOR/LOC as applicable) and VNAV may be used as an
alternate method if desired.
(4) DDA is required if the approach procedure does not include a VNAV
Ballnote.
Note: Any Non-ILS approach without a GP requires use of Vertical Speed to a
DDA.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 NP.30.11
Normal Procedures -
Flight Patterns
737NG Operations Manual

Circling Approach
Weather Requirements
Use the higher of:
Circle to land category D or the highest maximum speed published
minima, or
1,000 feet (300m) ceiling or HAA if higher, and 3 statute miles (4,800m)
visibility.
Minimum Descent Altitude MDA(H)
Use the higher of:
Published MDA(H) or
Airport elevation plus 1,000 feet (300m).
General Considerations
Use autopilot, autothrottles, and flight director if available to reduce
workload during the circling maneuver
Set established MDA(H) in the MCP altitude window
Use approach procedures appropriate for the type of approach used to
descend to the MDA(H).
If using an ILS approach, or a non-ILS approach with glideslope, do
not select APP mode, as it will not capture and level off at the
MDA(H). Use VNAV or V/S mode to control descent.
Recommended configuration for descent to MDA(H) is gear down, flaps
15 with two engines operating, or gear up, flaps 5 or 10 with one engine
inoperative. Complete the configuration when level at MDA(H) prior to
descending below 1,000 feet AGL.
Do not descend below the established MDA(H) until abeam the landing
runway and intercepting the normal visual descent profile.
Disengage the autopilot no later than 50 feet below MDA(H).
CAUTION: Circle in the direction assigned in the approach clearance, or in
accordance with procedures in the airway manual. Circle to
avoid all obstacles and other hazards.
Continued on next page

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NP.30.12 August 31, 2007
Normal Procedures -
Flight Patterns
737NG Operations Manual

Continued from previous page


FMS Utilization
Using FMS while maneuvering to land is optional
Select appropriate approach from the database
If desired, enter the airport reference (e.g., KATL) point on the fix page
and enter a range circle to improve situational awareness in the
maneuvering phase. (a 3.5 mile arc will approximate 2.5 to 3 miles from
the end of the runways).
Prior to commencing the approach, if desired, select the landing runway,
line select it to 1L on the LEGS page, making it the active way point, and
extend the centerline to provide guidance for maneuvering to land. Do not
execute the LEGS page modification until abeam the landing runway.
Doing so will delete the programed missed approach procedure. Upon
execution, VNAV path information will be available from present position
to the landing runway.
Missed Approach - Circling Approach
Execute a missed approach anytime the airport is no longer in sight.
If not stabilized on final approach by 500 feet AGL, initiate a go-around.
Make a climbing turn toward the landing runway to reach the missed
approach heading, even if it requires a turn of more than 180 degrees and
not in the shortest direction.
Maintain the missed approach flap setting until close in maneuvering is
complete.

Visual Approach and Landing Considerations


FMS/ND Utilization
Using the FMS during visual approaches is optional
Program the landing runway as the active Waypoints
With ND in 10 mile scale, turn base leg from downwind leg when the
aircraft symbol is approximately 3 - 4 nautical miles from the approach
end of runway
Use VNAV path information, if available, or distance remaining from
runway and height above touchdown zone elevation (TDZE) to determine
3 to 1 descent profile.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.30.13
Normal Procedures -
Flight Patterns
737NG Operations Manual

Normal Maneuver Tolerances


The tolerances described below represent the performance expected in good
flying conditions.
Basic Aircraft Tolerances
Aircraft Control
Maneuver Component Tolerance
Airspeed 10 knots
Heading 10
Altitude 100 feet

Area Navigation
Path Tolerance
Arcs 2 nm
Bearings 5
Courses 1 dot or 5
Radials 5
Airways Remain within lateral confines

Target Airspeed
Target Airspeed is defined as the intended airspeed appropriate for the landing
configuration while stabilized inside the final approach fix. This airspeed is
computed from VREF speed plus the following additives:
Operational Manual procedure additives (including non-normals) and
Wind additives
1/2 the reported steady state headwind plus,
All of the gust increment.
Normal/Special Takeoff
Maneuver Component Tolerance
Airspeed Initial climb speed - 5/ +10 knots (not
less than V2)
Assigned Heading 5

Copyright Delta Air Lines, Inc. See title page for details.
NP.30.14 August 31, 2007
Normal Procedures -
Flight Patterns
737NG Operations Manual

ILS Approach
Category I ILS Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
LOC Course 1/2 dot or less at DA
Glide path 1/2 dot or less at DA

Category II Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
LOC Course 1/3 dot or less at Decision Region*
Glide path 1/2 dot or less at Decision Region*

* Decision Region is defined as the region from 300 feet above the TDZE to
the minimums appropriate to the low minima approach being flown.
Category III Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
LOC Course 1/3 dot or less at Decision Region*
Glide path 1/2 dot or less at Decision Region*

* Decision Region is defined as the region from 300 feet above the TDZE to
the minimums appropriate to the low minima approach being flown.
Non-ILS Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
NDB Bearing 5
LOC Course 1 dot or less*
VOR Radial 1 dot or less or 5

*Arrive at DDA with 1/2 dot or less

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 NP.30.15
Normal Procedures -
Flight Patterns
737NG Operations Manual
Circling Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
Track Runway centerline
Descent Rate Approximately 1,000 fpm prior to
500 feet AFE
Altitude at MDA published +0 to 50 feet

Visual Approach
Maneuver Component Tolerance
Final Approach Airspeed Target Airspeed -5/ +10 knots
Track Runway centerline
Descent Rate Approximately 1,000 fpm prior to
500 feet AFE
Altitude 1 nm from end of runway Approximately 300 feet AFE

Copyright Delta Air Lines, Inc. See title page for details.
NP.30.16 August 31, 2007
Note: For an immediate turn after
takeoff, maintain initial

June 9, 2008
climb speed with takeoff
flaps while maneuvering. Acceleration Height
Flight Profiles

Follow AFDS bank limits. (normally 1,000 feet)


Initial Climb Speed Select VNAV
V2+15 to V2+25 Verify climb thrust
Takeoff Roll Retract flaps on schedule
Set takeoff thrust by 60 knots
Maintain light forward
pressure.
Monitor airspeed

Flaps Up
V1 VR After Takeoff Checklist
Rotate.

400 Feet RA
737NG Operations Manual


Select/verify roll mode

Copyright Delta Air Lines, Inc. See title page for details.
Thrust Set
Normal Takeoff Profile (Distant/ICAO NADP 2)

Positive Rate of Climb Note: Use of company climb performance


Manually advance thrust to data ensures compliance with Class
stabilize at approximately Position gear up C and D airspace speed restrictions
40% N1 when using this profile. Otherwise,
Push TO/GA adhere to appropriate SID speed
restrictions.
The following profile satisfies typical vertical noise abatement requirements.

NP.30.17
Flight Patterns
Normal Procedures -
Speed Flaps Up
Clean Configuration

NP.30.18
Initial
Initial Climb
Climb Speed
Note:
Note: For
For an
an immediate
immediate turn after
turn after After Takeoff
Select Checklist
CLB, CLB1 or CLB2
knots
Flight Patterns

initial V2+15
V2+15 to
to V2+25
V2+25 knots
takeoff,
takeoff, maintain
maintain initial (as required)
climb
climb speed
speed with takeoff
with takeoff Thrust Reduction Height After Takeoff Checklist
Normal Procedures -

flaps
flaps while maneuvering.
while maneuvering. (normally 1,500 feet)
limits. Thrust Reduction Height At 10,000 feet MSL, select
Follow
Follow AFDS
AFDS bank
bank limits.
ECON
(normally
Verify thrust
1,500reduction
feet) or
select
VerifyN1
thrust reduction or
Takeoff Roll
Takeoff Roll Maintain
select N1V2+15 to V2+25
Set
Set takeoff
takeoff thrust
thrust by
by 60 knots
60 knots Maintain
Maintain configuration.
V2+15 to V2+25
Maintain
Maintain light
light forward pressure.
forward pressure. Maintain configuration.
Monitor airspeed
Monitor airspeed


V1
V1 VR
VR
Rotate.
Rotate. Acceleration Height
Acceleration Height
(normally
(normally 3,000 feet)
3,000 feet)
737NG Operations Manual

Select VNAV
Select VNAV


Retract
Retract flaps
flaps on schedule
on schedule

Copyright Delta Air Lines, Inc. See title page for details.
Accelerate
Accelerate to
to 250 knots
250 knots
Thrust
Thrust SetSet
Special Takeoff Profile (Close-In/ICAO NADP 1)

to Positive
Positive Rate
Rate of Climb
of Climb
Manually
Manually advance
advance thrust
thrust to
areas in close proximity to the departure end of an airport runway.

stabilize
stabilize at approximately
at approximately Position
Position gear up
gear up
40%
40% N1N1
TO/GA 400
400 Feet RA
Feet AGL
Push
Push TO/GA
Select/verify
Select/verify roll mode
roll mode
The following profile satisfies noise abatement requirements for noise sensitive

June 9, 2008
Flaps 1
On RADAR Vectors

June 9, 2008
HDG SEL
Approaching Intercept
Appropriate pitch mode
Heading
Flaps 5 or Enroute to Fix
Arm HUD LNAV or appropriate
AIII mode Glideslope Alive roll mode
VNAV or appropriate
ILS Approach Profile

(if desired) (or as required)


pitch mode
Gear down
Flaps 15
Arm speedbrake 500 Feet
Intercept Heading FAF Verify FLARE armed
Arm APP mode (Dual Autopilot)
Second A/P CMD
(Dual Autopilot) Minimum Height for Single
Autopilot Use (50 feet AGL)
737NG Operations Manual

Disengage A/P
Localizer Capture

Copyright Delta Air Lines, Inc. See title page for details.
Glideslope Intercept
Heading to final
Landing Flaps Touchdown
approach course
Select AIII mode (as required)
Disengage A/P
Set missed approach altitude (Dual Autopilot)
Landing Checklist
FAF (LOM, MKR, DME)
Verify crossing altitude

NP.30.19
Flight Patterns
Normal Procedures -
Flaps 1

NP.30.20
On RADAR Vectors
Flight Patterns

HDG SEL
Approaching Intercept
Appropriate pitch mode
Heading
Normal Procedures -

Flaps 5 or Enroute to Fix


LNAV or appropriate roll mode
Descend to DA(H)/DDA(H) VNAV or appropriate pitch mode
Intercept Monitor VNAV path
Heading
Select
appropriate
roll mode. FAF Approaching 1,000 feet
Set missed approach altitude.

No later than FAF


Set TDZE At DA(H)/DDA(H)
(or next higher 100 feet) Intercept landing profile
and disengage autopilot
737NG Operations Manual

Instrument Approach Profile using VNAV

Select VNAV (as required)


before descending
Select speed intervention
below DA - 50 feet or

Copyright Delta Air Lines, Inc. See title page for details.
(if desired) Inbound (3 - 5 nm)
DDA-100 feet.
Gear down
Flaps 15
Arm speedbrake
Landing flaps
Landing checklist

June 9, 2008
Flaps 1
On RADAR Vectors

June 9, 2008
HDG SEL
Approaching Intercept
Appropriate pitch mode
Heading
Flaps 5 or Enroute to Fix
LNAV or appropriate
Glide Path Alive roll mode
(or as required) VNAV or appropriate
pitch mode
Gear down
Flaps 15
Arm speedbrake
Intercept Heading FAF
Select APP
Instrument Approach Using IAN

At DA(H)/DDA(H)
Intercept landing profile
and disengage autopilot
737NG Operations Manual

before descending
Localizer/Final Approach below DA - 50 feet or

Copyright Delta Air Lines, Inc. See title page for details.
DDA-100 feet.
Course Capture Glide Path Intercept
Heading to final Landing Flaps
approach course Set missed approach altitude
Landing Checklist
FAF (LOM, MKR, DME)
Verify crossing altitude

NP.30.21
Flight Patterns
Normal Procedures -
Flaps 1

NP.30.22
On RADAR Vectors
Flight Patterns

Approaching Intercept HDG SEL


Heading Appropriate pitch mode
Normal Procedures -

Flaps 5 or Enroute to Fix


LNAV or appropriate roll mode
VNAV or appropriate pitch mode
Descend to DDA(H)
Set desired vertical speed
Intercept Heading
Select appropriate
roll mode. FAF Approaching 1,000 Feet
Set missed approach altitude.

No later than FAF


Instrument Approach Profile using V/S

Set TDZE or intervening At DDA(H)


737NG Operations Manual

altitude constraints.
Intercept landing profile
and disengage autopilot

Copyright Delta Air Lines, Inc. See title page for details.
Inbound (when required) before descending below
Gear down DDA-100 feet.
Flaps 15
Arm speedbrake
Landing flaps
Landing checklist

June 9, 2008
Prior to FAF

June 9, 2008
Turning Base MCP Altitude/MDA(H)
Landing flaps (1,000 feet minimum) Select roll mode
(if not previously selected) Verify ALT HOLD Set appropriate
Landing checklist Set missed approach altitude MDA(H)
Start descent as required Select HDG SEL in MCP
Select VNAV or V/S
(as required)
Gear down
Circling Approach Profile

Flaps 15
Arm speedbrake
Flaps 15 landing
Landing checklist

Intercept Landing Profile Missed Approach


Disengage autopilot no later Make a climbing turn in
than 50 feet below MDA(H). shortest direction toward
737NG Operations Manual

the landing runway


Execute the missed

Copyright Delta Air Lines, Inc. See title page for details.
approach.

NP.30.23
Flight Patterns
Normal Procedures -
Turning Base or

NP.30.24
Entering downwind
5nm from runway (straight-in) Flaps 5
Flight Patterns

Gear down
Flaps 15
Normal Procedures -

Arm speedbrake
Start descent as required
Flaps 15 landing
Landing checklist
Visual Traffic Pattern Profile

1,500 Feet
Base (traffic pattern) or
3 green gear lights (straight-in) 500 feet
Landing flaps Stabilized on profile
(if not previously selected) 2 NM
Landing checklist
737NG Operations Manual

Copyright Delta Air Lines, Inc. See title page for details.
Flaps 5 3 NM

June 9, 2008
Above 400 feet RA After Desired Flaps Set and At or Above
Select/verify roll mode Flap Maneuvering Speed

June 9, 2008
Verify missed approach Verify route tracking and altitude capture
altitude set Accomplish After Takeoff checklist

Initiation
Push TO/GA
Select or verify Flaps 15
Verify go-around attitude
Verify/adjust thrust as necessary
Positive rate of climb-Position gear up

Acceleration Height (1,000 feet)


Select flaps 5
Remain in TO/GA or select LVL CHG and set
maneuver speed for desired flap setting
737NG Operations Manual

Retract flaps on schedule.

Copyright Delta Air Lines, Inc. See title page for details.
Note: Any time the airspeed is below Note: For a manual go-around
Missed Approach/Go Around Profile - All Approaches

the top of the amber band, limit Rotate manually


bank angle to 15 degrees. Select/Verify go-around thrust
engage autopilot and autothrottle as desired

NP.30.25
Flight Patterns
Normal Procedures -
Normal Procedures -
Flight Patterns
737NG Operations Manual

Intentionally
Blank

Copyright Delta Air Lines, Inc. See title page for details.
NP.30.26 June 9, 2008
737NG Operations Manual

Supplementary Procedures Chapter SP


Table of Contents Section 0
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.05.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.05.1

Airplane General, Emergency Equipment, Doors,


Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1
Cabin Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1
Flight Deck Access System Test . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1
Oxygen Mask and Interphone System Test. . . . . . . . . . . . . . . . . . SP.1.2
Water System Draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3

Air Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1


WingBody Overheat Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1
Air Conditioning/Heating with Ground Conditioned Air . . . . . . SP.2.1
Air Conditioning/Heating with APU Pneumatic Air . . . . . . . . . . SP.2.1
Air Conditioning/Heating with Ground Pneumatic Air Cart . . . . SP.2.2
Isolated Pack Operation during Engine Start . . . . . . . . . . . . . . . . SP.2.2
Pressurization System Manual Mode Test . . . . . . . . . . . . . . . . . . SP.2.3
Manual Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.3
Pressurization Control Operation
Landing at Alternate Airport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.4
Automatic Pressurization Control
Landing Airport Elevation Above 8000 Feet . . . . . . . . . . . . . . . . SP.2.4
Unpressurized Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . SP.2.5
No Engine Bleed Takeoff and Landing. . . . . . . . . . . . . . . . . . . . . SP.2.6

AntiIce, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1


AntiIce Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1
FCOM Template 12/12/98

Cold-Soaked Fuel Frost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1


Exterior Safety Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1
Window Heat System Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.TOC.0.1
Supplementary Procedures -
Table of Contents
737NG Operations Manual

Overheat Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2


Power Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2

Automatic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1


Level Change Climb/Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1
Vertical Speed (V/S) Climb/Descent . . . . . . . . . . . . . . . . . . . . . . SP.4.1
Temporary Level-Off during Climb or Descent (Not at
FMC Cruise Altitude). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.2
Intervention of FMC Altitude Constraints during VNAV
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.2
Intervention of FMC Cruise Altitude during VNAV
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.2
Intervention of FMC Altitude Constraints during VNAV
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.3
Intervention of FMC Airspeed Constraints during VNAV . . . . . SP.4.3
Altitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.3
Heading Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.3
VOR Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.4
Instrument Approach using VNAV . . . . . . . . . . . . . . . . . . . . . . . SP.4.4
Instrument Approach using Vertical Speed (V/S) . . . . . . . . . . . . SP.4.8
Instrument Approach using Integrated Approach Navigation
(IAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.11
Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.13

Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
Aircraft Communication Addressing and Reporting System
(ACARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
Pre-Departure Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
Digital-Automatic Information Service . . . . . . . . . . . . . . . . . SP.5.1
Company Communications Sequence . . . . . . . . . . . . . . . . . . SP.5.1
Menu Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3
Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.5
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.7

Copyright Delta Air Lines, Inc. See title page for details.
SP.TOC.0.2 June 9, 2008
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Table of Contents
737NG Operations Manual

INIT DATA page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.7


ATIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.9
Pushback Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.10
Pre-Departure Clearance . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.11
AWABS Update . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.12
Departure Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.14
En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.15
Position Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.15
In Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.17
RNAV (RNP)Approach Verification (ACARS
Reporting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.19
Service Failure During Flight . . . . . . . . . . . . . . . . . . . . . SP.5.19
Arrival Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.19
Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.20
FLT SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.20
OTHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.25
Pushback Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.26
Departure Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.27
Service Failure During Flight . . . . . . . . . . . . . . . . . . . . . SP.5.27
Arrival Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.28
FRM/CDL Code Downlinks . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.29
MTC REPORT page . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.29
Cockpit Voice Recorder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.30
HF System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.31

Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1
Electrical Power Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1
Electrical Power Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.3
Standby Power Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.3

Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.1


Battery Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.1
Starting with Ground Air Source
(AC electrical power available) . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.3
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.TOC.0.3
Supplementary Procedures -
Table of Contents
737NG Operations Manual

Engine Crossbleed Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.3


Setting N1 Bugs with No Operative FMC . . . . . . . . . . . . . . . . . SP.7.4
APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.4
High Altitude Airport Engine Start (Above 8400 Feet) . . . . . . . SP.7.5

Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1


Fire and Overheat System Test . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1
Fire and Overheat System Test - With an Inoperative Loop . . . . SP.8.2
Cargo Fire Protection System Test . . . . . . . . . . . . . . . . . . . . . . . SP.8.2

Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.9.1


Flight Controls Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.9.1

Flight Instruments, Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.1


Altimeter Difference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.1
Flight Recorder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.2
HUD Control Panel (HCP) Test . . . . . . . . . . . . . . . . . . . . . . . . SP.10.2
HUD Combiner Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.3
HUD Guided Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.4
HUD Guided Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.6
HUD Recorded Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.8
QFE Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.8
Setting Airspeed Bugs with No Operative FMC. . . . . . . . . . . . SP.10.9
Setting Reference Airspeed Bugs for Takeoff . . . . . . . . . . . SP.10.9
Setting Reference Airspeed Bugs for Approach . . . . . . . . SP.10.10
Total Air Temperature (TAT) Test . . . . . . . . . . . . . . . . . . . . . . SP.10.11

Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1


Transponder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1
Weather Radar Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1
Weather Radar Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2
Copyright Delta Air Lines, Inc. See title page for details.
SP.TOC.0.4 June 9, 2008
Supplementary Procedures -
Table of Contents
737NG Operations Manual

Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2
Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.3
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.4
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.4
IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.5
Full Alignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.5
Align Light(s) Flashing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.6
Fast Realignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.7
Inadvertent Selection of Attitude Mode
(while on the ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.8
ISDU Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.8
Lateral Navigation (LNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.9
Proceeding Direct to a Waypoint (overwrite) . . . . . . . . . . . . SP.11.9
Intercepting a Leg (Course) to a Waypoint . . . . . . . . . . . . . . SP.11.9
Route Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.9
Route Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.10
Linking a Route Discontinuity . . . . . . . . . . . . . . . . . . . . . . SP.11.10
Determining ETA and Distance to Cross Radial
(Bearing) or Distance from a Fix . . . . . . . . . . . . . . . . . . . . SP.11.10
Changing Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.11
Entering Holding Fix Into Route . . . . . . . . . . . . . . . . . . . . . SP.11.11
Exiting Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.12
Intercepting a Leg (Radial) from a Waypoint . . . . . . . . . . . SP.11.12
Airway Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.13
Along Track Displacement . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.14
Entering Created Waypoints on the Route or Route
Legs Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.14
Entering Created Waypoints on the Nav Data Pages. . . . . . SP.11.15
Deleting Created Waypoints on the Nav Data Pages. . . . . . SP.11.16
Entering a Crossing Radial (Bearing) or Distance
from a Fix as a Route Waypoint . . . . . . . . . . . . . . . . . . . . . SP.11.17
Entering a Lateral Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.18
Change SID or Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.18
Change STAR, PROF DES, or APP . . . . . . . . . . . . . . . . . . SP.11.19
Delete Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.19
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.TOC.0.5
Supplementary Procedures -
Table of Contents
737NG Operations Manual

Other Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.20


FMC Navigation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.20
Inhibiting VOR/DME Use for Position Updating . . . . . . . SP.11.21
Inhibiting GPS Updating . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.21
Vertical Navigation (VNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22
Temporary Level Off during Climb or Descent (Not
at FMC Cruise Altitude) . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22
Intervention of FMC Altitude Constraints during
VNAV Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22
Intervention of FMC Cruise Altitude during VNAV
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22
Intervention of FMC Altitude Constraints during
VNAV Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22
Intervention of FMC Airspeed Constraints during
VNAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.23
Entering Waypoint Speed and Altitude Restriction
(On Climb or Descent Legs Only) . . . . . . . . . . . . . . . . . . SP.11.23
Deleting Waypoint Speed and Altitude Restriction . . . . . . SP.11.23
Changing Speed and/or Altitude Restriction during
Climb or Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.24
Changing Climb/Cruise/Descent Speed Schedule . . . . . . . SP.11.24
Early Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.24
Step Climb or Descent from Cruise . . . . . . . . . . . . . . . . . . SP.11.25
Performance and Progress Functions . . . . . . . . . . . . . . . . . . . SP.11.26
Determining ETA and Fuel Remaining for New
Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.26
Estimated Wind Entries for Cruise Waypoints. . . . . . . . . . SP.11.26
Step Climb Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.27
Entering Descent Forecasts . . . . . . . . . . . . . . . . . . . . . . . . SP.11.27
Engine Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.27
Required Time of Arrival (RTA) . . . . . . . . . . . . . . . . . . . . . . . SP.11.28
Entering an RTA Waypoint and Time . . . . . . . . . . . . . . . . SP.11.28
Entering Speed Restrictions for RTA Navigation . . . . . . . SP.11.28
Entering New Time Error Tolerances for RTA
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.29
Copyright Delta Air Lines, Inc. See title page for details.
SP.TOC.0.6 June 9, 2008
Supplementary Procedures -
Table of Contents
737NG Operations Manual

RNAV Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.30


Entering Required Navigational Performance (RNP) . . . . . SP.11.30
Resetting RNP to Default Value . . . . . . . . . . . . . . . . . . . . . SP.11.30
Additional CDU Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.31
Navigation Display Plan Mode (Center Step Operation) . . SP.11.31
Enter Position Shift on Runway . . . . . . . . . . . . . . . . . . . . . SP.11.31
Nav Accuracy Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.31
FMC Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.32
Before Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.32
After Paperwork Received. . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.32
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.32
Climb and Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.33
Descent, Approach, and Before Landing. . . . . . . . . . . . . . . SP.11.33
FMS Preflight for Origins / Destinations Not Contained in FMS
Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.34
Supplemental Navigation Database. . . . . . . . . . . . . . . . . . . SP.11.34
Entering Created Airports, Navigational Aids, and Waypoints on the
NAV DATA Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.35

Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1
Fuel Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1
Refueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2
Fuel Load Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2
Fuel Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2
Normal Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2
Refueling with Battery Only . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2
Refueling with No AC or DC Power Source
Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.3
Ground Transfer of Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.3
Fuel Crossfeed Valve Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.4

Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1


GPWS/Windshear Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1
TCAS System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.TOC.0.7
Supplementary Procedures -
Table of Contents
737NG Operations Manual

Adverse Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1


Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1
Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.3
After Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.3
Engine Anti-ice Operation - On the Ground . . . . . . . . . . . . SP.16.4
Wing Anti-ice Operation - On the Ground. . . . . . . . . . . . . . SP.16.5
TaxiOut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.6
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.8
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.9
Engine Anti-Ice Operation - In Flight . . . . . . . . . . . . . . . . SP.16.10
Wing Anti-Ice Operation - In Flight. . . . . . . . . . . . . . . . . . SP.16.11
Cold Temperature Altitude Corrections . . . . . . . . . . . . . . . SP.16.13
Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.14
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.15
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.17
Secure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.17
Ground De/Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.19
Definitions and Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.19
Delta De/Anti-icing Program . . . . . . . . . . . . . . . . . . . . . . . SP.16.23
De/Anti-icing Fluids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.26
Forced Air Deicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.29
De/Anti-Icing Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.30
Types of De/Anti-icing Checks (table). . . . . . . . . . . . . . . . SP.16.34
Communication Procedures . . . . . . . . . . . . . . . . . . . . . . . . SP.16.35
Holdover Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.35
Configuring the Aircraft for De/Anti-Icing . . . . . . . . . . . . SP.16.40
Ground De/Anti-Icing Procedure . . . . . . . . . . . . . . . . . . . . SP.16.41
Takeoff Decision Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.42
Holdover Time Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.42
Hot Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.47
Operation in Heavy Rain or Hail. . . . . . . . . . . . . . . . . . . . . . . SP.16.48

Copyright Delta Air Lines, Inc. See title page for details.
SP.TOC.0.8 June 9, 2008
Supplementary Procedures -
Table of Contents
737NG Operations Manual

Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.48
Severe Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.49
Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50
Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50
Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50
Guidelines for Contaminated Runways . . . . . . . . . . . . . . . . . . SP.16.52
Procedure Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.52

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.TOC.0.9
Supplementary Procedures -
Table of Contents
737NG Operations Manual

Intentionally
Blank

Copyright Delta Air Lines, Inc. See title page for details.
SP.TOC.0.10 June 9, 2008
737NG Operations Manual

Supplementary Procedures Chapter SP


Introduction Section 05
SP.05 Supplementary Procedures-Introduction
General
This chapter contains procedures that may be required during routine operations,
due to unusual situations, or as a result of a procedure referenced in a NonNormal
Checklist. Additionally, some procedures that are normally performed by
maintenance personnel are included.
At the discretion of the Captain, procedures may be performed by recall, by
reviewing the procedure prior to accomplishment, or by reference to the procedure
during its accomplishment.
Supplementary procedures are provided by section. Section titles correspond to
the respective system titles, except for the adverse weather section.
FCOM Template 12/12/98

August 31, 2007 SP.05.1


Supplementary Procedures -
Introduction
737NG Operations Manual

Intentionally
Blank

SP.05.2 August 31, 2007


737NG Operations Manual
Supplementary Procedures Chapter SP
Airplane General, Emergency Equipment,
Doors, Windows Section 1
Cabin Inspection
SP.1 Supplementary Procedures-Airplane General

For a flight without a flight attendant staff (ferry flight, test flight, delivery flight,
training flight, etc.) the pilots verify the following:
Doors - Secured and at least the Forward entry door armed
Beverage cart - Stowed and locked in position
Galley (coffee pots, doors, and drawers, etc.) - Secured
Overhead bins - Closed
Closets - Closed and locked
Lavatories - Inspect for general security; doors closed.
After block-in, pilots must disarm all doors and partially open the main entry door,
to be fully opened by the gate agent.

Flight Deck Access System Test


The following procedure is normally accomplished prior to the first flight of the
day.

FLIGHT DECK ACCESS SYSTEM switch .......................... NORMAL


Switch down, guard down
With the flight deck door open:
FLIGHT DECK DOOR rotary switch .....................................AUTO
Access code ................................................................................ Enter
ENT key ..................................................................................... Push
Verify alert sounds.
Verify amber keypad LED illuminates.
Verify AUTO UNLK light extinguishes.
FLIGHT DECK DOOR rotary switch .....................................DENY
Verify AUTO UNLK light extinguishes.
Continued on next page

August 31, 2007 SP.1.1


Supplementary Procedures -
Airplane General, Emergency
Equipment, Doors, Windows 737NG Operations Manual

Continued from previous page


FLIGHT DECK DOOR rotary switch .......................... UNLOCKED
Push and turn the FLT DK DOOR rotary switch to UNLOCKED
position.
Verify red keypad LED extinguishes.
Verify green keypad LED illuminates.
Note: The door lock solenoid will disengage until the FLT DK
DOOR rotary switch is released.
FLIGHT DECK ACCESS SYSTEM switch ...............................OFF
Guard up, switch up.
Verify the LOCK FAIL light illuminates.
FLIGHT DECK ACCESS SYSTEM switch .....................NORMAL
Switch down, guard down

Oxygen Mask and Interphone System Test


Audio control panel ............................................................................. Set
Push FLIGHT INTERPHONE transmitter selector, FLIGHT
INTERPHONE receiver switch and SPEAKER receiver switch.
Adjust volume on FLIGHT INTERPHONE and SPEAKER receiver
switches.
Oxygen panel ...................................................................................... Set
Oxygen mask Stowed and doors closed.
Regulator selector Rotate to EMERGENCY
TEST-RESET switch Push down and hold for 5 seconds.
Observe yellow cross in oxygen flow indicator and oxygen flow is
audible. The test indicator will remain and oxygen flow will be
audible until the TEST-RESET button is released.
Continued on next page

SP.1.2 August 31, 2007


Supplementary Procedures -
Airplane General, Emergency
737NG Operations Manual Equipment, Doors, Windows

Continued from previous page


Verify that the crew oxygen pressure does not decrease more than
100 PSI.
If the oxygen cylinder valve is not in the full open position, pressure
can:
decrease rapidly, or
decrease more than 100 psi, or
increase slowly back to normal.
TEST-RESET button Release
Regulator selector Rotate to 100%
TEST-RESET button Push down and hold
Ensure the test indicator blinks.
Ensure the test indicator goes out, showing that the oxygen system
is leak free.
Control wheel PushToTalk switch INT or Audio control panel
PushToTalk switch I/C
Tap on stowage box or mask and verify that tapping is audible in
the headset and or speakers. The mask mic will remain active until
the TEST-RESET button is released.
TEST-RESET button and PUSHTOTALK switch Release
Regulator selector Leave at 100%
Note: It is not necessary to don the mask for preflight adjustment.
The entire preflight test can be performed with the mask
stowed.

Water System Draining


Lavatory water supply selector valves......................... SUPPLY/DRAIN
Galley water supply shutoff valves .................................... SUPPLY ON
The shutoff valve is found adjacent to each wet galley sink.
Continued on next page

August 31, 2007 SP.1.3


Supplementary Procedures -
Airplane General, Emergency
Equipment, Doors, Windows 737NG Operations Manual

Continued from previous page


Drain line ...............................................................Connect to drain ports
There are two drain port locations:
below the main passenger entry door
aft of the water service panel
Water service panel ..........................................................................Open
Tank drain valve handle .................................................................OPEN
Drains potable water tank and water system aft of the wings.
Forward lavatory drain valve .........................................................OPEN
Drain valve is found below the sink in the forward lavatory only.
Drain valves for coffee maker and
water boiler (if installed) ................................................................OPEN
All galley and lavatory water faucets ...............................................Open
Close faucets when water flow stops.
Accomplish the following items after verifying the potable water
system is empty:
Drain valves for coffee maker and
water boiler (if installed) .....................................................CLOSED
Forward lavatory drain valve ...............................................CLOSED
Tank drain valve handle .......................................................CLOSED
Water service panel .................................................................... Close
Drain line ............................................... Disconnect from drain ports
If the potable water tank will not be refilled immediately after the
system is emptied, open the following circuit breakers:
P183 circuit breaker panel
LAVATORY WATER HEATER A
LAVATORY WATER HEATER D
LAVATORY WATER HEATER E
Power distribution panel number 1
POT WATER COMPRESSOR
WATER QTY IND

SP.1.4 August 31, 2007


737NG Operations Manual

Supplementary Procedures Chapter SP


Air Systems Section 2
WingBody
SP.2 SupplementaryOverheat
Procedures-AirTest
Systems

Wingbody OVHT TEST switch .....................................................Push


Hold for a minimum of 5 seconds.
Both WINGBODY OVERHEAT lights illuminated
MASTER CAUTION illuminated
AIR COND system annunciator illuminated
Wingbody OVHT TEST switch ................................................ Release
Both WINGBODY OVERHEAT lights extinguished
MASTER CAUTION lights extinguished
AIR COND system annunciator extinguished

Air Conditioning/Heating with Ground Conditioned Air


Before connecting ground conditioned air source:
PACK switches ............................................................................ OFF
Allows cart to operate at maximum efficiency.
After disconnecting ground conditioned air source:
PACK switches .................................................................As required
Note: To allow more efficient cooling/heating of the aircraft interior,
select the RECIRCULATION fan switch(es) OFF.

Air Conditioning/Heating with APU Pneumatic Air


Pack switches ..................................................................... AUTO/HIGH
ISOLATION VALVE switch ......................................................... OPEN
FCOM Template 12/12/98

Engine bleed air switches ...................................................................ON

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.2.1
Supplementary Procedures -
Air Systems
737NG Operations Manual

APU bleed air switch ......................................................................... ON


Wait one minute prior to utilizing APU pneumatics.
Note: To allow more efficient cooling/heating of the aircraft interior,
select the RECIRCULATION fan switch(es) OFF.

Air Conditioning/Heating with Ground Pneumatic Air Cart


CAUTION: The BAT switch should always be on when using the
airplane air conditioning system since the protective
circuits are DC. This ensures protection in the event
of loss of AC power.
APU BLEED air switch ....................................................................OFF
ISOLATION VALVE switch ..........................................................OPEN
Ships 3101-3110
RECIRC FAN switch .................................................................... AUTO
Ships 3701-3771
RECIRC FAN switches ................................................................. AUTO
Ships 3701-3771
TRIM AIR Switch .............................................................................. ON
PACK switches ................................................................... AUTO/HIGH
Temperature selectors.............................................................. As desired
Duct pressure .................................................................. 20 psi minimum
If pneumatic air source cannot maintain 20 psi minimum :
ISOLATION VALVE switch ................................................... AUTO
Single pack operation only.
Note: To allow more efficient cooling/heating of the aircraft interior,
select the RECIRCULATION fan switch(es) OFF.

Isolated Pack Operation during Engine Start


To improve cabin air quality between starting the first and second engine:
CAUTION: Moving engine BLEED air switches while a starter is
engaged can damage the starter.
Copyright Delta Air Lines, Inc. See title page for details.
SP.2.2 June 9, 2008
Supplementary Procedures -
Air Systems
737NG Operations Manual

Engine No. 2 ..................................................................................... Start


After engine No. 2 stabilized:
ISOLATION VALVE switch .................................................. CLOSE
Right PACK switch ..................................................................AUTO
Duct pressure .......................................................................Stabilized
Engine No. 1 ..................................................................................... Start
After engine No. 1 stabilized:
ISOLATION VALVE switch ....................................................AUTO

Pressurization System Manual Mode Test


PACK switches ................................................................................. OFF
Pressurization mode selector .......................................................... MAN
AUTO FAIL and ALTN lights extinguished.
MANUAL light illuminated.
Outflow valve switch ................................................................... CLOSE
Verify outflow valve position indicator moves toward CLOSE.
Outflow valve switch ..................................................................... OPEN
Verify outflow valve position indicator moves toward OPEN.
Pressurization mode selector .........................................................AUTO
Verify outflow valve position indicator moves toward OPEN.
MANUAL light extinguished.

Manual Mode Operation


CAUTION: Switch actuation to the manual mode causes an
immediate response by the outflow valve. Full range
of motion of the outflow valve can take up to 20
seconds.
Pressurization mode selector .......................................................... MAN
MANUAL light illuminated
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.2.3
Supplementary Procedures -
Air Systems
737NG Operations Manual

CABIN/FLIGHT ALTITUDE placard ........................................... Check


Determine the desired cabin altitude.
If a higher cabin altitude is desired:
Outflow valve switch (momentarily) ........................................OPEN
Verify the outflow valve position indicator moves right, cabin altitude
climbs at the desired rate, and differential pressure decreases. Repeat
as necessary.
If a lower cabin altitude is desired:
Outflow valve switch (momentarily) ..................................... CLOSE
Verify the outflow valve position indicator moves left, cabin altitude
descends at the desired rate, and differential pressure increases. Repeat
as necessary.
During descent:
Thrust lever changes should be made as slowly as possible to prevent
excessive pressure bumps.
Outflow valve switch (momentarily) ..................................... CLOSE
During descent, intermittently position the outflow valve switch
toward CLOSE, observing cabin altitude decrease as the airplane
descends.
Before entering the landing pattern, slowly position the outflow valve
switch to full open to depressurize the airplane. Verify differential
pressure is zero.

Pressurization Control Operation Landing at Alternate


Airport
At top of descent:
LAND ALT Indicator................................................................. Reset
Reset to new destination field elevation.

Automatic Pressurization Control Landing Airport Elevation


Above 6000 Feet
Flights less than one hour:
Use Normal Procedures.

Copyright Delta Air Lines, Inc. See title page for details.
SP.2.4 June 9, 2008
Supplementary Procedures -
Air Systems
737NG Operations Manual

Flights more than one hour:


Use Normal Procedures except as modified below.
Prior to takeoff:
LAND ALT indicator ......................................................6000 feet
At initial descent or approximately 20 minutes prior to landing:
LAND ALT indicator .......................... Destination field elevation

Unpressurized Takeoff and Landing


When making a no engine bleed takeoff or landing with the APU
inoperative:
Takeoff
PACK switches ..............................................................................AUTO
ISOLATION VALVE switch ....................................................... CLOSE
Engine BLEED air switches ............................................................. OFF
Note: Cross-check the FMS supplied OAT with the ATIS OAT. If
there is a difference, overwrite (change to large font) the
temperature in the FMC with the OAT reported on ATIS.
CAUTION: Enter a slash before the temperature (/XX) in the
TAKEOFF REF page to avoid an unintentional
Assumed Temperature entry.
After Takeoff
Note: If engine failure occurs, do not position engine BLEED air
switches ON until reaching 1500 feet or until obstacle clearance
height has been attained.
At not less than 400 feet, and prior to 2000 feet above field elevation:
Engine No. 2 BLEED air switch ................................................... ON
When CABIN rate of CLIMB indicator stabilizes:
Engine No. 1 BLEED air switch ................................................... ON
ISOLATION VALVE switch ....................................................AUTO

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.2.5
Supplementary Procedures -
Air Systems
737NG Operations Manual

Landing
When below 10,000 feet and starting final approach turn:
Engine BLEED air switches ........................................................OFF
Avoid high rates of descent for passenger comfort.

No Engine Bleed Takeoff and Landing


When making a no engine bleed takeoff or landing with the APU
operating.
Takeoff
Note: If antiice is required for taxi, configure for a No Engine Bleed
Takeoff just prior to takeoff.
Note: If antiice is not required for taxi, configuration for a No
Engine Bleed Takeoff may be accomplished just after engine
start.
Right PACK switch ....................................................................... AUTO
ISOLATION VALVE switch ....................................................... CLOSE
Left PACK switch ......................................................................... AUTO
Engine No. 1 BLEED air switch .......................................................OFF
APU BLEED air switch ..................................................................... ON
Engine No. 2 BLEED air switch .......................................................OFF
Ships 3701-3771
TRIM AIR Switch .............................................................................. ON
WING ANTI-ICE switch ..................................................................OFF
The WING ANTI-ICE switch must remain OFF until the engine BLEED
air switches are repositioned to ON and the ISOLATION VALVE switch
is repositioned to AUTO.
After Takeoff
Note: If engine failure occurs, do not position engine BLEED air
switches ON until reaching 1500 feet or until obstacle clearance
height has been attained.
Engine No. 2 BLEED air switch ........................................................ ON
Copyright Delta Air Lines, Inc. See title page for details.
SP.2.6 June 9, 2008
Supplementary Procedures -
Air Systems
737NG Operations Manual

APU BLEED air switch .................................................................... OFF


When CABIN rate of CLIMB indicator stabilizes:
Engine No. 1 BLEED air switch ................................................... ON
ISOLATION VALVE switch ....................................................AUTO
Landing
If additional goaround thrust is desired, configure the pressurization
system for a no engine bleed landing.
When below 10,000 feet:
WING ANTI-ICE switch ............................................................ OFF
Right PACK switch ..................................................................AUTO
ISOLATION VALVE switch .................................................. CLOSE
Left PACK switch.....................................................................AUTO
Engine No. 1 BLEED air switch ................................................. OFF
APU BLEED air switch ................................................................ ON
Engine No. 2 BLEED air switch ................................................. OFF

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.2.7
Supplementary Procedures -
Air Systems
737NG Operations Manual

Intentionally
Blank

Copyright Delta Air Lines, Inc. See title page for details.
SP.2.8 August 31, 2007
737NG Operations Manual

Supplementary Procedures Chapter SP


AntiIce, Rain Section 3
AntiIce
SP.3 Use Procedures-AntiIce, Rain
Supplementary

Requirements for use of anti-ice and operational procedures for engine and wing
anti-ice are contained in Supplementary Procedures, Adverse Weather Section
SP.16.

Cold-Soaked Fuel Frost


Frost may form on the lower and upper wing surfaces due to cold-soaked fuel
touching the wing surface after long flights with large fuel loads.
Exterior Safety Inspection

Surfaces.......................................................................................... Check
Visually inspect the lower and upper wing surfaces.
If there is frost or ice on the lower surface outboard of measuring stick
4, there may also be frost or ice on the upper surface. The distance that
the frost extends outboard of measuring stick 4 can be used as an
indication of the extent of the frost on the upper surface.
Takeoff with light coatings of cold-soaked fuel frost, up to 1/8 inch (3
mm) in thickness on lower wing surfaces is allowable; however, all
leading edge devices, all control surfaces, tab surfaces, winglet
surfaces (if applicable), and control balance cavities must be free of
snow, frost or ice. If the frost on the lower surface is greater than 1/8
inch (3 mm) in thickness, all ice or frost on the wings must be
removed using appropriate deicing/anti-icing procedures.
Takeoff with cold-soaked fuel frost on upper wing surfaces is not
allowable. If any frost is present on the upper wing surface, all ice or
frost on the wings must be removed using appropriate
deicing/anti-icing procedures.
FCOM Template 12/12/98

August 31, 2007 SP.3.1


Supplementary Procedures -
AntiIce, Rain
737NG Operations Manual

Window Heat System Tests


Overheat Test
The overheat test simulates an overheat condition to check the overheat warning
function of the window heat system.

WINDOW HEAT switches ................................................................ ON


WINDOW HEAT TEST switch .................................................... OVHT
OVERHEAT lights On
ON lights Extinguish
Lights extinguish after approximately 1 minute.
MASTER CAUTION On
ANTIICE system annunciator On
WINDOW HEAT switches ............................................................. Reset
Position the WINDOW HEAT switches OFF, then ON.
Power Test
The power test verifies operation of the window heat system. The test may be
accomplished when any of the window heat ON lights are extinguished and the
associated WINDOW HEAT switch is ON.

WINDOW HEAT switches ................................................................ ON


Note: Do not perform the power test when all ON lights are
illuminated.
WINDOW HEAT TEST switch ...................................................... PWR
The controller is forced to full power, bypassing normal temperature
control. Overheat protection is still available.
WINDOW HEAT ON lights ..................................................Illuminated
If any ON light remains extinguished, the window heat system is
inoperative. Observe the maximum airspeed limit of 250 kts below 10,000
feet.

SP.3.2 August 31, 2007


737NG Operations Manual

Supplementary Procedures Chapter SP


Automatic Flight Section 4
Level
SP.4 ChangeProcedures-Automatic
Supplementary Climb/Descent Flight

ALTITUDE selector .................................................. Set desired altitude


Note: If a new MCP altitude is selected while in ALT ACQ, the
AFDS engages in V/S and the existing vertical speed is
maintained.
LVL CHG switch ..............................................................................Push
Verify FMA display:
Thrust mode (climb) N1
Thrust mode (descent) RETARD then ARM
Pitch mode MCP SPD
IAS/MACH Selector .....................................................Set desired speed

Vertical Speed (V/S) Climb/Descent


ALTITUDE selector .................................................. Set desired altitude
Note: If a new MCP altitude is selected while in ALT ACQ, the
AFDS engages in V/S and the existing vertical speed is
maintained.
V/S thumbwheel ..............................................Set desired vertical speed
Verify FMA display:
Thrust mode (climb or descent) MCP SPD
Pitch mode V/S
IAS/MACH Selector .....................................................Set desired speed
To transition to the vertical speed mode from another engaged climb or
descent mode:
FCOM Template 12/12/98

V/S mode switch .........................................................................Push


V/S climb mode engages at existing V/S.
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.4.1
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
Continued from previous page
V/S thumbwheel ........................................ Set desired vertical speed
Verify FMA display:
Thrust mode (climb or descent) MCP SPD
Pitch mode V/S
IAS/MACH Selector ............................................... Set desired speed

Temporary Level-Off during Climb or Descent (Not at FMC


Cruise Altitude)
MCP altitude selector .................................................Set desired altitude
MCP N1 light will extinguish if leveling from a climb.
N1 Limit changes to CRZ if leveling from a climb.
To continue climb/descent:
MCP altitude selector ............................................Set desired altitude
VNAV switch .............................................................................. Push
Observe climb or descent initiated. Mode annunciations appear
as initial climb or descent.

Intervention of FMC Altitude Constraints during VNAV Climb


MCP altitude selector ..................................................... Set new altitude
New altitude must be higher than the FMC altitude constraint(s) to
be deleted.
ALT INTV switch ............................................................................ Push
Each push of the ALT INTV switch will delete an FMC altitude
constraint.

Intervention of FMC Cruise Altitude during VNAV Cruise


MCP altitude selector .......................................................................... Set
ALT INTV switch ............................................................................ Push
If a higher altitude is selected, a CRZ climb will be initiated.
If a lower altitude is selected, an early descent will be initiated.
Copyright Delta Air Lines, Inc. See title page for details.
SP.4.2 August 31, 2007
Supplementary Procedures -
Automatic Flight
737NG Operations Manual

Intervention of FMC Altitude Constraints during VNAV


Descent
MCP altitude selector ..................................................... Set new altitude
New altitude must be lower than the FMC altitude constraint (s) to
be deleted.
ALT INTV switch ............................................................................. Push
Each push of the ALT INTV switch will delete an FMC altitude
constraint.
If all FMC altitude constraints are deleted, the descent mode will
revert to a VNAV speed descent.

Intervention of FMC Airspeed Constraints during VNAV


SPD INTV switch ............................................................................. Push
MCP IAS/MACH display shows current FMC target speed.
IAS/MACH Selector .................................................... Set desired speed
VNAV remains engaged.
To resume former FMC speed:
SPD INTV switch ........................................................................ Push
MCP IAS/MACH display blanks and FMC commanded VNAV
speed is active.

Altitude Hold
Altitude HOLD switch ..................................................................... Push
Verify FMA display:
Pitch mode ALT HOLD

Heading Select
Heading selector ....................................................... Set desired heading
Heading select switch ....................................................................... Push
Verify FMA display:
Roll mode HDG SEL
Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.4.3
Supplementary Procedures -
Automatic Flight
737NG Operations Manual

VOR Navigation
VHF NAV radio(s) .......................................................Tune and Identify
COURSE selector ....................................................... Set desired course
When on an intercept heading to the VOR course:
VOR LOC mode switch .............................................................. Push
Verify VOR LOC armed mode annunciates.
A/P automatically captures the VOR course.
Verify VOR LOC engaged mode annunciates upon course
capture.
Note: If change to a localizer frequency is desired when captured in
the VOR mode, disengage VOR LOC mode prior to selection of
the localizer. VOR LOC mode can then be reengaged.

Instrument Approach using VNAV


Note: If the desired approach is not contained in the FMS database,
refer to the Instrument Approach using the Vertical Speed
procedure.
Note: Ensure the current local altimeter setting is accurate before
initiating an approach with VNAV operations.
FMC approach procedure. ............................................................. Select
Select the approach procedure on the ARRIVALS page. Do not
manually build the approach or add and execute waypoints located
inside the FAF [IAF for RNAV(RNP)] to the selected FMC
procedure. Add cold temperature corrections to waypoint altitude
constraints as appropriate.
Note: If the airfield reports -10C or colder, add altitude
corrections to all published (large font) altitudes on the
FMC LEGS page, except for runway waypoint, per the
temperature corrections table in the Airway Manual.
Additionally, comply with any VNAV temperature
restrictions listed on RNAV (GPS) or RNAV(RNP)
approach charts.
Verify VNAV glide path angle is displayed on the final approach
segment of the LEGS page.

Copyright Delta Air Lines, Inc. See title page for details.
SP.4.4 June 9, 2008
Supplementary Procedures -
Automatic Flight
737NG Operations Manual

If conducting an RNAV (RNP) Approach:


RNP ................................................................................. Verify/Enter
No later than the IAF, one pilot will verify or manually enter the
applicable RNP value. The other pilot will verify the entry.
Note: The 737NG is not authorized to conduct RNAV (RNP)
approaches with a published RNP less than 0.11.
VOR Update ............................................................................. Inhibit
Prior to IAF inhibit VOR updating FMC NAV OPTIONS page 2.
For additional information refer to Supplementary Procedures,
Section 11, Flight Management, Navigation, Inhibiting
VOR/DME Use for Position Updating.
DME Update ............................................................................ Inhibit
Prior to IAF inhibit DME updating FMC NAV OPTIONS page 2.
For additional information refer to Supplementary Procedures,
Section 11, Flight Management, Navigation, Inhibiting
VOR/DME Use for Position Updating.
GPS Update .................................................................................... (2)
Verify both GPSs are updating by selecting FMC NAV STATUS
page 1 and noting that (2) is present next to the GPS reference.
Autopilot ...............................................................................As Required
Autopilot recommended until suitable visual reference is established.
If conducting an RNAV (RNP) Approach:
Use of the autopilot is mandatory from the IAF inbound when in
IMC or whenever a segment of the approach features an RF Leg
until a suitable visual reference is established.
Flight/Nav displays ..............................................................................Set
Ships 3701-3771 (U10.6 as installed):
No later than the FAF (IAF for RNAV [RNP]):
FMC ........................................................... Display PROG 4/4
One pilot must have PROG 4/4 displayed.
EFIS Control Panel ..............................................................Set
One pilot must have MAP mode, 5NM scale displayed.
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.4.5
Supplementary Procedures -
Automatic Flight
737NG Operations Manual

Ships 3101-3110 & 3701-3771 (U10.7 as installed):


No later than the FAF (IAF for RNAV [RNP]):
One pilot will set displays to monitor lateral and vertical path
performance.
[LNAV] Lateral deviation is displayed by the Navigation
Performance Scales (NPS) on the PFD.
[VOR/LOC] Lateral deviation is displayed on the PFD.
Vertical deviation is displayed on the Nav Display,
Vertical Deviation Scale in Expanded MAP, CTR MAP,
and CTR MAP with VSD.
[RNAV (RNP)] RNP, ANP and XTK error is displayed on
the Nav Display in Expanded MAP and CTR MAP only.
AFDS roll mode .................................................................. Select/Verify
Verify appropriate roll mode annunciation.
MCP altitude ............................................................................Set TDZE
If being vectored for an approach:
Set TDZE when the aircraft is on a final approach course intercept
heading, level at the altitude for the next approach waypoint and
cleared for the approach.
If on a published segment of an arrival or approach procedure and
after ALT HOLD or VNAV PTH is annunciated:
Set TDZE when cleared for the approach.
Note: If the TDZE is not an even 100 foot increment, set the MCP
altitude window to the next higher 100 foot increment.
Note: There may be a level segment beyond the FAF before
intercepting the descent path.
VNAV switch ...................................................................... Select/Verify
Speed intervention (if desired) ....................................................... Select
At approximately 1,000 feet AGL and when the airplane is at least 300
feet below the missed approach altitude:
MCP altitude ......................................... Set missed approach altitude

Copyright Delta Air Lines, Inc. See title page for details.
SP.4.6 June 9, 2008
Supplementary Procedures -
Automatic Flight
737NG Operations Manual

At DA/DDA:
If suitable visual reference is not established, execute a missed
approach.
After suitable visual reference is established:
A/P disengage switch (if autopilot is in use) .......................... Push
Disengage the autopilot before descending below DA minus 50
feet or DDA minus 100 feet.
A Missed Approach shall be executed if any of the following occur:
(LNAV) FMC VERIFY POSITION message appears
(LNAV)UNABLE REQD NAV PERF- RNP message appears on
the navigation display or in the FMC scratchpad.
Additionally, after the FAF and runway environment not in sight:
Aircraft exceeds the tolerances for approaches requiring raw data
monitoring (NP.30, Normal Maneuver Tolerances)
Loss of VNAV PTH annunciation occurs
[RNAV (RNP)] Vertical path deviation exceeds +/- 75 feet.
Ships 3701-3771 (U10.6 as installed)
(LNAV) XTK error is greater than the required RNP value for the
approach.
Ships 3101-3110 & 3701-3771 (U10.7 as installed)
Lateral Navigation Performance Scale (NPS) deviation alert occurs.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.4.7
Supplementary Procedures -
Automatic Flight
737NG Operations Manual

Instrument Approach using Vertical Speed (V/S)


Note: Any Non-ILS approach in the FMC database without a glide
path must be flown using Vertical Speed to a DDA.
Note: If the FMS is inoperative, or the desired approach is not in the
FMS database, the approach may still be flown using raw data.
The approach may be built if the FMS is operative, and the
approach may be flown using LNAV, VOR/LOC, or HDG SEL,
but raw data monitoring is required and raw data tolerances
apply. The approach must be flown using the V/S mode to a
DDA.

FMC approach procedure ............................................................... Select


Select the approach procedure on the ARRIVALS page. Do not add
and execute waypoints located inside the FAF to the selected
procedure.
Note: If the airfield reports -10C or colder, add altitude
corrections to all published (large font) altitudes on the
FMC LEGS page, except for runway waypoint, per the
temperature corrections table in the Airway Manual.
Autopilot .............................................................................. As Required
Autopilot use is recommended until a suitable visual reference is
established.
Flight/Nav displays ............................................................................. Set
Ships 3701-3771 (U10.6 as installed):
No later than the FAF:
FMC............................................................ Display PROG 4/4
One pilot must have PROG 4/4 displayed.
EFIS Control Panel .............................................................. Set
One pilot must have MAP mode, 5NM scale displayed.

Copyright Delta Air Lines, Inc. See title page for details.
SP.4.8 June 9, 2008
Supplementary Procedures -
Automatic Flight
737NG Operations Manual

Ships 3101-3110 & 3701-3771 (U10.7 as installed):


No later than the FAF:
One pilot will set displays to monitor lateral and vertical path
performance.
[LNAV] Lateral deviation is displayed by the Navigation
Performance Scales (NPS) on the PFD.
[VOR/LOC] Lateral deviation is displayed on the PFD.
Vertical deviation may be displayed on the Nav Display,
Vertical Deviation Scale in Expanded MAP, CTR MAP,
and CTR MAP with VSD.
AFDS roll mode ..................................................................Select/Verify
Verify appropriate roll mode annunciation.
No later than FAF:
MCP altitude ..................................................................................Set
Set the first intermediate altitude constraint or the TDZE. When
the current constraint is assured, the next constraint may be set
prior to ALT HOLD to achieve continuous descent path.
Note: If the altitude constraint or TDZE an even 100 foot
increment, set the MCP to the next higher 100 foot
increment.
At descent point:
Desired V/S ....................................................................................Set
Verify V/S mode annunciates.
At approximately 1,000 feet AGL and when the airplane is at least 300
feet below the missed approach altitude:
MCP altitude .........................................Set missed approach altitude
At DDA:
If suitable visual reference is not established, execute a missed
approach.
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.4.9
Supplementary Procedures -
Automatic Flight
737NG Operations Manual
Continued from previous page
After suitable visual reference is established:
A/P disengage switch (if autopilot is in use) ......................... Push
Disengage the autopilot before descending below DDA
minus 100 feet.
A Missed Approach shall be executed if any of the following occur:
(LNAV) FMC VERIFY POSITION message appears
(LNAV)UNABLE REQD NAV PERF- RNP message appears on
the navigation display or in the FMC scratchpad.
Additionally, after the FAF and runway environment not in sight:
Aircraft exceeds the tolerances for approaches requiring raw data
monitoring (NP.30, Normal Maneuver Tolerances).
Ships 3701-3771 (U10.6 as installed)
(LNAV) XTK error is greater than the required RNP value for the
approach.
Ships 3101-3110 & 3701-3771 (U10.7 as installed)
Lateral Navigation Performance Scale (NPS) deviation alert occurs.

Copyright Delta Air Lines, Inc. See title page for details.
SP.4.10 June 9, 2008
Supplementary Procedures -
Automatic Flight
737NG Operations Manual

Instrument Approach Using Integrated Approach Navigation


(IAN)
As Installed

IAN is not a suitable approach mode for:


circling approaches, as the AFDS will not level off at MCP
altitude,
RNAV (RNP) approaches
approaches not contained in the FMS database. Refer to the
Instrument Approach Using Vertical Speed Procedure.
Approaches requiring cold temperature altitude corrections (at or
below -10 C, in accordance with the Airway Manual, Chapter 4).
Note: Ensure the current local altimeter setting is accurate before
initiating the approach.
FMC approach procedure ............................................................... Select
Select the approach procedure on the ARRIVALS page.
Select the G/S prompt OFF if flying an ILS approach with the
glideslope out.
Do not:
Manually build the approach
Add and execute waypoints to the selected FMC procedure
Modify any altitude constraint specified by the approach procedure
for a final approach fix (FAF), or for waypoints between the FAF
and runway (Volume 1, Limitations).
Verify glide path angle is displayed on the final approach segment of
the LEGS page.
Navigation radios .................................................................................Set
If final approach course guidance is derived from the localizer, set
the appropriate localizer frequency. If final approach course
guidance is derived from the FMC, radios must be tuned to a VOR
frequency.
MCP .....................................................................................................Set
Set front course for all approaches, including B/C LOC.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.4.11
Supplementary Procedures -
Automatic Flight
737NG Operations Manual

Autopilot ............................................................................... As required


Autopilot use is recommended until suitable visual reference is
established.
Select APP mode ............................................................................ Select
Set APP mode when:
Navigation radios are tuned and identified (as needed)
On a final approach course intercept heading (if on vectors)
Both the lateral and vertical deviation pointers are displayed on the
PFD
Cleared for the approach.
Verify appropriate pitch and roll modes armed on the FMA
Roll mode may be FAC, VOR/LOC or BCRS
Pitch mode will be G/P
At G/P capture ............................................ Set missed approach altitude
At DA/DDA:
If a suitable visual reference is not established, execute a missed
approach.
After suitable visual reference is established:
A/P disengage switch (if autopilot is in use) ......................... Push
Disengage the autopilot before descending below DA minus 50
feet or DDA minus 100 feet.
A missed approach shall be executed if any of the following occur:
(LNAV, FAC) FMC VERIFY POSITION message appears.
(LNAV, FAC) UNABLE REQD NAV PERF-RNP message
appears on the FMC scratchpad (autopilot will disengage).
Additionally, after the FAF and runway environment not in sight:
Full scale lateral deviation occurs
Full scale vertical deviation occurs.

Copyright Delta Air Lines, Inc. See title page for details.
SP.4.12 June 9, 2008
Supplementary Procedures -
Automatic Flight
737NG Operations Manual

Circling Approach
Note: Autopilot use is recommended until intercepting the landing
profile.
MCP altitude selector ..........................................................................Set
If the MDA(H) does not end in zero zero, for example 1820, set MCP
ALTITUDE window to the closest 100 foot increment above the
MDA(H).
Accomplish an instrument approach, establish suitable visual reference
and level off at MCP altitude.
Verify ALT HLD mode annunciates.
MCP altitude selector .................................Set missed approach altitude
HDG SEL switch .............................................................................. Push
Verify HDG SEL mode annunciates.
Intercepting the landing profile:
Autopilot disengage switch ......................................................... Push

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.4.13
Supplementary Procedures -
Automatic Flight
737NG Operations Manual

Intentionally
Blank

Copyright Delta Air Lines, Inc. See title page for details.
SP.4.14 June 9, 2008
737NG Operations Manual

Supplementary Procedures Chapter SP


Communications Section 5
Aircraft
SP.5 Communication
Supplementary Addressing
Procedures-Communications and Reporting System
(ACARS)
Pre-Departure Clearance
The flight crew shall compare the filed flight plan versus the digital pre-departure
clearance and shall initiate voice contact with Air Traffic Control if any
question/confusion exists between the filed flight plan and the digital
pre-departure clearance.
Digital-Automatic Information Service
The flight crew shall verify that the D-ATIS altimeter setting numeric value and
alpha value are identical. The alpha value is the numeric altimeter setting spelled
out (i.e., two niner niner two). This will be depicted on the ACARS ATIS message.
If the D-ATIS altimeter setting altimeter numeric value and alpha values are
different, the flight crew must not accept the D-ATIS altimeter setting.
Company Communications Sequence
The COMMUNICATIONS SEQUENCE chart depicts DATA LINK functions
that are currently in effect for Delta Air Lines. The chronological sequence in
which DATA LINK messages should be sent is shown as a function of flight
phase. The messages that appear above the profile are ROUTINE and should be
sent whenever appropriate on every flight. The messages below the profile are
NON ROUTINE and should be sent as needed.
Messages are delivered to the Flight Control dispatchers cue and are also directly
processed by Flight Following. This direct processing of DATA LINK messages
results in system wide updates in our host computers.

Continued on next page


FCOM Template 12/12/98

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.1
SP.5.2
COMPANY COMMUNICATIONS
_ NOTE: All items shown on MISC MENU
ABOVE PROFILE LINE ROUTINE
Communications

_ and DOWNLINKS MENU (except


BELOW PROFILE LINE NON ROUTINE
CALSEL) are operative at any time.
Supplementary Procedures -

POSITION RPT MSGS RCVD

IN RANGE
Communications Sequence Chart

ATIS ATIS
DIVERSION MTC COORD
INIT DATA FLT SUMMARY
INIT RQ
FLT CTRL ATIS
AIRBORNE RTN APU USE/FUEL
FUEL EN RTE DELAY
PDC (COMPANY)
OTHER
OUT IN
737NG Operations Manual

FLIGHT DECK SERVICE FAILURE CODES AFTER


CLEANUP IN
OFF ON

Copyright Delta Air Lines, Inc. See title page for details.
PRN PAPER OTHER AWABS OTHER
OTHER
DELAY CODE DELAY CODE
DELAY CODE

OFF ON

RAMP/CLOSE OUT ENROUTE RAMP

August 31, 2007


Supplementary Procedures -
Communications
737NG Operations Manual

Menu Layout
This section provides general usage information and menu layouts for operating
the Collins ACARS unit. The system is interactive, and methods for using it are
consistent for all messages. With some experimentation and use, it will become
simple to use each feature.
Ground support for some ACARS functions is still in development and therefore
these functions should not be used. Refer to the DATA LINK INDEX menu tree
on the next page for operational functions. If in doubt about the status of an
operational message, use normal company radio procedures.
Reports can be accessed through the ACARS DATA LINK INDEX page shown
below.

ACARS-DATA LINK INDEX

< PREFLIGHT FLT LOG


<

< EN ROUTE ATIS


<

< POSTFLIGHT WEATHER


<

< MISC MENU DOWNLINKS


<

< ATC LOG MSGS RCVD


<

HH:MM

The menu tree on the next page shows menu/submenu layout and can be
referenced to lead the flight crew to the proper pages for transmission of
desired/required reports.

Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.3
SP.5.4
DATA LINK INDEX

PREFLIGHT POSTFLIGHT ATC LOG ATIS DOWNLINKS


Communications

INIT DATA H FLT SUMMARY MTC COORD


FLT PLAN RQ EMPLOYEE NUMBER CALSEL
Menu Layout Chart

FLT LOG
CLEARANCES ARRIVAL DELAY ENGINE RPT
Supplementary Procedures -

OCEANIC RQ FUEL RPT FLT CTRL


PREDEPART RQ FLIGHT PHASE OTHER

ATC LOG EN ROUTE MISC MENU WEATHER MSGS RCVD


PDC (COMPANY) UNDEL MSGS HOURLY WX
DIVERSION
AWABS AIRBORNE RTN MSG DISPLAY AREA FCST
UTC TIME POSITION RPT MISC RPT FLD COND
DEPT DELAY EN RTE DELAY PRN PAPER ATIS
737NG Operations Manual

ATIS REV FLT PLN UTC TIME TERM FCST


WEATHER IN RANGE

Copyright Delta Air Lines, Inc. See title page for details.
LINK STATUS NOTAMS
FUEL RPT ATIS VHF CTRL SEVERE WX
FLIGHT PHASE WEATHER
VHF VOICE CNTRL
FUEL RPT
7500 RPT
FLIGHT PHASE
MAINT MENU
DOWNLINKS
Not functional at this time.

August 31, 2007


Supplementary Procedures -
Communications
737NG Operations Manual

Advisory Messages
Alert Advisories
Alert advisories appear on the MCDU signifying that either a condition requires
attention, a function is available, or an uplink has been received. Selecting the
advisory will access the required menu. The advisories are listed below in order
from highest to lowest priority.
FAIL Internal failure of MU. Refer to the
ACARS INOP Non-Normal Checklist
in the QRH.
POWER Power interruption resulting in loss of
initialization data.
SELCAL SELCAL uplink message received.
ATC MSG ATC uplink message received.
OCEANCL ATC oceanic clearance uplink
message received.
DEPT CL ATC predeparture clearance message
received.
MESSAGE Non ATC uplink message received.
INIT Initialization data incomplete.
DATAMD Datalink attempted with ACARS in
VOICE mode or ACARS in VOICE
mode for greater than 105 seconds.
ATIS ATC ATIS message received and not
viewed.
INRANGE Alert to send the In Range Report.
ARRDLA Alert to send the Arrival Delay Report.
DEPDLA Alert to send the Departure Delay
Report.
SUMMARY Summary Report has not been sent.
PAPER Printer is out of paper.
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.5
Supplementary Procedures -
Communications
737NG Operations Manual
Continued from previous page
Informational Advisories
Informational advisories appear on the MCDU indicating system status. The
advisories are listed below in order of priority.
VHF IN PROG Message is actively being sent/received.
UTC OK UTC TIME updated by uplink.
VOICE VHF is in voice mode.
NO COMM No DATA LINK is available.
VNNN.NN VHF is in voice mode and frequency
selected.

Note: If the DATA LINK is functioning normally in the DATA mode,


there will be no advisory shown.

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.6 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual

Preflight
INIT DATA page

Access the INIT DATA page from the DATA LINK INDEX page.
ACARS mode (VHF # 3) .............................................................. DATA
Ensure NO COMM is not displayed.
Confirm UTC time is correct.
PREFLIGHT (1L) .......................................................................... Select
INIT DATA (1L) ............................................................................. Select
INIT RQ (5R) ................................................................................. Select
Verify datalink information is correct. Manually enter values as necessary.
The following page will be displayed.

ACARS-INIT DATA
F L T N O D A T E
1 0279 20 5
O R I G D E S T
2 KJFK MMMX 6
F O B F U E L B O A R D E D
3 033.0 031.5 7
G W E T E
4 156.3 04:49 8

*PRINT INIT RQ* 9

<RETURN 15:10

1 FLT NO
Automatically updates when INIT RQ selected, or may be manually entered.

2 ORIG
Automatically updates when INIT RQ selected, or may be manually entered.

3 FOB (Fuel On Board)


Defaults to FMC value, or may be manually entered.

Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.7
Supplementary Procedures -
Communications
737NG Operations Manual
Continued from previous page

4 GW
Defaults to FMC value, or may be manually entered.

5 DATE
Automatically updates when INIT RQ selected, or may be manually entered.

6 DEST
Automatically updates when INIT RQ selected, or may be manually entered.

7 FUEL BOARDED
Enter manually. This is the amount of fuel listed on the fuel service record.

8 ETE
Enter manually.

9 INIT RQ
Automatically updates FLT NO, DATE, ORIG, and DEST.

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.8 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual

ATIS

PREFLIGHT ................................................................................... Select


ATIS ................................................................................................ Select
This page allows request of digital ATIS information, when provided
by airport.
Note: Availability of digital ATIS is indicated on airport diagrams
(XX-9 Jeppesen plate) by D-ATIS in the ACARS
communications block.
The following page will be displayed.

ATS-ATIS RQ
A I R P O R T
1 MMMX
S E R V I C E T Y P E
2 LARRIVAL ATIS
R E P O R T I N G M O D E
3 LSINGLE REPORT

SEND*

<RETURN 15:11

1 AIRPORT
The AIRPORT field defaults to departure airport prior to OFF time, then
defaults to arrival airport after OFF time. If diversion page is transmitted with
an airport other than planned arrival airport, the default will be the diversion
airport.

2 TYPE
The TYPE field allows selection of Departure, Arrival, Departure/Arrival (used in
conjunction with Auto Update Mode), and Enroute Information Services weather
products.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.9
Supplementary Procedures -
Communications
737NG Operations Manual

3 REPORTING MODE
The REPORTING MODE field allows selection of a single ATIS or the
enabling/disabling the automatic ATIS update feature.
Sending an ATIS request with SINGLE REPORT in this field will result in one
ATIS report with no automatic ATIS updating.
Sending an ATIS request with AUTO-UPDATE START in this field
enables the automatic update function; sending a request with
AUTO-UPDATE STOP disables the function.
When AUTO-UPDATE STOP is requested, one more ATIS report will
be received, and then the automatic update function is disabled.
An ATIS prompt is displayed every time a new ATIS is transmitted at
the selected airport.
Selection of Arrival or Departure ATIS is automatic, and is dependent on
OFF time.
Pushback Delays
For any pushback delays, refer to Other in this section for information on how
to submit the report.

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.10 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual

Pre-Departure Clearance

PREFLIGHT ................................................................................... Select


CLEARANCES .............................................................................. Select
The following page will be displayed.

ACARS-CLEARANCES

<OCEANIC CLX RQ

<DEPART CLX RQ

<ATS LOG

<PDC (COMPANY)

<RETURN 15:11

PDC (COMPANY) ......................................................................... Select


Selecting PDC (COMPANY) causes a delivery request message to be
readied for downlink.

ACARS-PDC (COMPANY)

SEND*

<RETURN 15:11

SEND .............................................................................................. Select

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.11
Supplementary Procedures -
Communications
737NG Operations Manual

AWABS Update
AWABS page 1/2

To update AWABS (function is not operational until after pushback):


DATA LINK INDEX ................................................................ Select
PREFLIGHT (1L) ..................................................................... Select
AWABS (4L) ............................................................................. Select
The following page (page 1/2) will be displayed.
Fill in each field as described below.

ACARS-AWABS 1/2
S N / R W Y / C O N T T E M P
1 / /D [ ]/F 4
F C / C C / Y C W I N D ( D I R / V E L )
2 []/[]/[] 251/005 5
T O L E R A N C E A L T I M E T E R
3 L--- [ ] 6

*PRINT

<RETURN 15:12

1 SN/RWY/CONT (Mandatory)
The following fields (boxed fields) on AWABS page 1/2 are Mandatory entries.
SN (Sequence Number) - is reserved for future use.
Note: The digits 88 must be entered in order to satisfy ACARS
requirements.
RWY (Runway identifier) - Enter the desired takeoff runway. AWABS
data will only be sent for this runway. This identifier must be recognizable
by AWABS (consult the existing WDR or ARM for the exact label).
Examples include:
26R - Runway 26 Right
26LTWYE13 - Runway 26 Left at taxiway E 13
25LPOSNF - Runway 25 Left at takeoff position NF
If the runway ID is not recognized, the system will uplink a message
with a list of possible runway labels.
Copyright Delta Air Lines, Inc. See title page for details.
SP.5.12 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
CONT (Contamination) - The runway contaminant condition you desire.
Choices are:
D Dry (default entry)
W Wet
I Icy
Q Quarter Clutter (25 CTR)
H Half Clutter (50 CTR)
If you are overweight for the requested contaminant, you will receive a
message uplink advising you of this, but you will not receive a WDR
uplink.

2 FC/CC/YC (Optional)
Passenger count. Enter only changes from the existing WDR passenger
distribution. Example: To change 16/00/130 to 16/00/132, enter //132.

3 TOLERANCE (Optional)
Passenger/Cargo tolerance. Choices are OFF, ON, and L ---.
L --- (default) will leave tolerance the same as it was on the latest WDR
OFF forces the tolerance off
ON forces tolerance on.

4 TEMP (Optional)
Current temperature in degrees Fahrenheit (default) or Celsius (C).
To enter new Fahrenheit temperature value, simply enter a temperature number.
To enter a Celsius value, you must type a temperature number, a slash / and then
the character C.

5 WIND (DIR/VEL) (Recommended)


Use 360 for North. Range of directions is 001 - 360.
Separate direction and velocity with slash / ( i.e., 270/20).

6 ALTIMETER (Optional)
Altimeter setting. Any entry greater than 2000 is considered inches of mercury
(inHG). Any entry less than or equal to 2000 is considered Hectopascals (hPa).

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.13
Supplementary Procedures -
Communications
737NG Operations Manual
AWABS - continued (Page 2/2)

After completing the required entries on AWABS page 1/2, you must
move to page 2/2 in order to access the SEND prompt.
NEXT PAGE button.................................................................. Select
The following page will be displayed.
Note: All fields on AWABS page 2/2 are for future use and should
be left blank.

ACARS-AWABS 2/2
C G O - F U E L E 1 I N C A D J Z F W
[ ]/[] [ .]
C G O - F U E L E 2 M E L C D L
[ ]/[] [ ]

*PRINT

<RETURN 15:12

SEND (5R) ................................................................................ Select


Note: Use this AWABS update procedure only as required. The time it
takes to uplink a new WDR is directly related to the number of
system requests being processed at that time.
Departure Delays
For any departure delays, refer to Other in this section for information on how
to submit the report.

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.14 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual

En Route
Position Report

Access the EN ROUTE page from the DATA LINK INDEX page.
EN ROUTE .................................................................................... Select
POSITION RPT .............................................................................. Select
This report consists of 2 pages, the second of which can be accessed
through the use of the PREV or the NEXT prompt.
The following page (page 1/2) will be displayed.

ACARS-POSITION RPT 1/2


P O S I T I O N T I M E
1 MGM 16:22
F L T L E V E L A L T M A C H
2 FL360 .79
F O B
032.7
N E X T P O S I T I O N E T A
3 KELPP [ : ]
E N S U I N G P O S I T I O N
[ ]

<RETURN 15:13

1 POSITION
Enter report point (R) identifier from the flight plan.

2 FLT LEVEL ALT


Enter the three digit flight level the plane is currently cruising at.

3 NEXT POSITION
If NEXT POSITION and ETA are entered, they will automatically move
to POSITION and TIME for the next POSITION RPT once SEND is
pressed.
Partially completed pages will retain entered data until report is sent or
the end of the flight.
Go to page 2 after entering information on page 1.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.15
Supplementary Procedures -
Communications
737NG Operations Manual

Position Report - continued (Page2/2)

ACARS-POSITION RPT 2/2


W I N D ( D I R / V E L ) S A T
1 252/085 -50 3
T U R B U L E N C E I C I N G
2 LSMOOTH NONEL 4
S K Y C O N D
CLEARL 5

*PRINT SEND*

<RETURN 15:13

1 WIND
Enter direction and velocity.
2 TURBULENCE
Touch to scroll through selections and select one of the following:
SMOOTH LT CHOP MOD CHOP SEV TURB
LT TURB MOD TURB EXT TURB

3 SAT
Temperature must be entered manually.

4 ICING
Touch to scroll through selections and select one of the following:
NONE TRACE MODERATE
LIGHT SEVERE

5 SKY COND
Touch to scroll through selections and select one of the following:
CLEAR BROKEN UNDERCAST BWTN LAYER
SCATTERED OVERCAST IN CLOUD CIRRUS

Note: Select SEND to downlink report before leaving second page.

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.16 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
In Range

Access the EN ROUTE page from the DATA LINK INDEX page.
EN ROUTE .................................................................................... Select
IN RANGE ..................................................................................... Select
This report consists of 2 pages, the second of which can be accessed
through the use of the PREV or the NEXT prompt.
The following page (page 1/2) will be displayed.

ACARS-IN RANGE 1/2


D E S T E R T
1 MMMX 19:08 5
W H E E L C H R U N A C C M I N O R
2 [] [] 6
R E D C O A T M E D I C A L
3 LNO NOL 7
S E C U R I T Y L A N G A S S I S T
4 LNO NOL 8

*PRINT

<RETURN 15:13

1 DEST
Automatically fills in using information from INIT DATA or DIVERSION pages
(if report was sent).

2 WHEEL CHAIR
Enter total number of wheel chairs required at destination.

3 RED COAT
Toggle YES or NO.

4 SECURITY
Toggle YES or NO.

5 ERT
Automatically fills in using information from INIT DATA or DIVERSION pages
(if report was sent).

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.17
Supplementary Procedures -
Communications
737NG Operations Manual

6 UNACC MINOR
Enter total number of unaccompanied minors onboard.

7 MEDICAL
Toggle YES or NO.

8 LANG ASSIST
Toggle YES or NO.
Go to page 2/2 after entering information on page 1/2.

ACARS-IN RANGE 2/2


L A V S R V C C A B I N S E R V
1 LNO NOL 2

EDIT TEXT> 3
[ ]
[ ]
[ ]
[ ]

*PRINT SEND*

<RETURN 15:14

1 LAV SRVC
Toggle YES or NO.

2 CABIN SRVC
Toggle YES or NO.

3 EDIT TEXT
Use text field for sending special requests not listed in the report.

Note: Select SEND to downlink report before leaving second page.

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.18 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
RNAV (RNP) Approach Verification (ACARS Reporting)
Delta maintains an agreement with the FAA which requires on-going data
collection on the success of RNAV (RNP) operations. The primary means of
approach verification is through an ACARS downlink to the address of
ATLWDDL (ACARS B ENROUTE B DOWNLINKS B OTHER). Enter
the airport, approach flown and SAT or UNSAT. Please include the specific
reason for any approach considered UNSAT.
Crews may also verify approaches flown and provide more detailed feedback via
the RNAV SID, STAR, and RNP Feedback link located in the Pilot Feedback
and Reporting section of the Flight Ops web page.
Service Failure During Flight
If a service failure was reported during the flight or the service failure was
accepted prior to pushback, refer to Other in this section for information
on how to submit the report.
Arrival Delays
For any arrival delays, refer to Other in this section for information on
how to submit the report.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.5.19
Supplementary Procedures -
Communications
737NG Operations Manual

Postflight
FLT SUMMARY (Page 1/2)

Access the POSTFLIGHT page from the DATA LINK INDEX page.
POSTFLIGHT (3L) ........................................................................ Select
FLT SUMMARY (1L) ................................................................... Select
The following page will be displayed. Fill in each field as described
below.

ACARS-FLT SUMMARY 1/2


E M P N O - - T A K E O F F - - T / O P W R
1 <NO DATA TOL 4

E M P N O - - L A N D I N G - - - - - - F O B
2 <NO DATA 032.6 5

H O U R S - - - - - A P U - - - - - C Y C L E S
3 06098.2 009212 6

<RETURN 15:14

1 EMP NO - TAKEOFF
Employee number of crew member that performed the takeoff.
Selection causes EMPLOYEE NUMBER page to be displayed. Employee
number received in the Init Data uplink, when available, may be chosen or
manual data entry may be made.

2 EMP NO - LANDING
Employee number of crew member that performed the landing.
Selection causes EMPLOYEE NUMBER page to be displayed. Employee
number received in the Init Data uplink, when available, may be chosen or
manual data entry may be made.
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.20 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
Continued from previous page

3 HOURS - APU
Default is actual APU hours.

4 T/O PWR
Enter takeoff power from the following range:
TO - Normal takeoff is default. Select AT for Assumed Temperature
takeoffs.
PWR DERATE - This prompt appears below the T/O PWR prompt when
Assumed Temperature takeoff is selected. Input Assumed Temperature.

5 FOB (Fuel On Board)


Default is actual fuel on board.

6 CYCLES - APU
Default is actual APU cycles.
Enter a two digit number in APU Cycle field of Flight Summary Report.
The first digit denotes APU utilization at the ORIGIN
0 APU started 15 min or less before pushback
1 APU started more than 15 min before pushback
9 APU already running when flt crew arrived
The second digit denotes APU utilization at the DESTINATION
0 APU not started at destination
1 APU started at destination
To improve accuracy of data for cities where the APU is needed for tow-in (e.g.,
LAX, LGA) or cities that have special emphasis programs (e.g., starting APU
prior to arriving at the gate), use the following procedures:
If, in the Captains judgement, the ramp agents will not hook up ground
power/air prior to the Flight Summary Report being sent, enter code 1-
APU started at destination.
If, in the Captains judgement, the ramp agents will have the opportunity
to hook up ground power/air prior to the Flight Summary Report being
sent, enter code 0 - APU not started at destination.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.21
Supplementary Procedures -
Communications
737NG Operations Manual

APU Cycle Field Examples


Example 1: 9 1 = APU was running when the crew arrived at the aircraft before
departure, and the crew started the APU at some point at the destination.
Example 2: 0 0 = Normal APU start within 15 minutes of pushback and the APU
was not started at the destination.
Example 3: 1 1 = The APU was started more than 15 minutes before pushback,
and was started by the crew at some point at the destination.
Example 4: 1 1 or 9 1 = APU started after landing and left running until pushback
for next flight.
FLT SUMMARY (Page 2/2)

After completing the required entries on FLT SUMMARY page 1/2,


you must move to page 2/2 in order input autoland information.
NEXT PAGE button.................................................................. Select
The following pages will be displayed. Fill in each field as described
below.
If an autoland was not accomplished:

ACARS-FLT SUMMARY 2/2


A U T O L A N D I R U E R R O R
1 LNO
L E F T
[ .] 5

R I G H T
[ .] 6

*PRINT

<RETURN 15:16

Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.22 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual
Continued from previous page
If an autoland was accomplished:

ACARS-FLT SUMMARY 2/2


A U T O L A N D I R U E R R O R
1 LYES
A I R P O R T L E F T
2 MMEX [ .] 5
R U N W A Y
3
S A T / U N S A T R I G H T
4 LSAT [ .] 6

*PRINT

<RETURN 15:15

1
AUTOLAND
Default value is NO, indicating an autoland was not performed.
If an autoland was performed, depress 1L key, default will change to
YES, then complete the following fields:

2 AIRPORT
Default value is landing airport.

3 RUNWAY
Runway upon which autoland was performed.

4 SAT/UNSAT
Default value is SAT. Depress the 4L key to indicate UNSAT.

Note: Parameters for a successful autoland attempt are


delineated in the MDM, TOPP Dispatch Documents
Section, Aircraft Log System, Completed Log Sheet
Example.
Note: SATISFACTORY autoland information is only required
to be recorded under the Autoland column of the aircraft
logsheet, next to the T/O Power column.
Note: UNSATISFACTORY autoland attempts must also be
recorded in the aircraft logbook as an irregularity.
Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.23
Supplementary Procedures -
Communications
737NG Operations Manual

5 LEFT
No entry required.

6 RIGHT
No entry required.

Note: After completing all entries, allow ACARS to the report


automatically. This will allow for proper sequencing in the
Times report.

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.24 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual

Other
Use this page to submit Pushback Delays, Departure Delays, Arrival Delays, and
Service Failure during Flight codes.

Note: The Other page can also be used to request game scores. Use the
address ATLXGDL for game day listings, and place appropriate
information in the EDIT TEXT field.
To use this page for entering any special codes for the reports mentioned above,
the following instructions apply:

Note: Any information entered on line two or after is not


automatically captured by the database. The information is
manually read.

ACARS-OTHER
A D D R E S S
1 ATLXGDL

<CLR TEXT EDIT TEXT>


2 [ ]
3 [ ]
[ ]
[ ]
[ ]
*PRINT SEND*

<RETURN 15:16

1 Address
Enter ATLWDDL in the address box.

2 First line of Edit Text field


Enter the primary code for the delay followed by any secondary codes in the first
line only of the text field. Enter a maximum of four codes (separate codes with one
space). If over four codes are needed, send a second report. Codes entered after
line one are not recorded in the database.
Reports may be combined; e.g., Pushback Delay, Departure Delay.

Note: The database will automatically capture only the codes entered on line
one of the Edit Text field.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.25
Supplementary Procedures -
Communications
737NG Operations Manual

3 Second line of Edit Text field


Any additional free text remarks may be entered starting on line two.
Send the reports when crew workload permits and safety is not compromised.
Use the codes on the following pages for each report:

Note: If submitting a COR, mention "Operation Clockwork" in the narrative.


If submitting a POE, select ACARS Metrics, then Clockwork Metrics.
Pushback Delays
Report any pushback delay that exceeds D-0.
If a delay or service failure occurs up to dispatch agent salute:
Code Reason
PBRD Boarding not complete/paperwork not available
PCAB Cabin not ready for pushback/passenger issue
PATC ATC wheels up time
PPSH Pushback clearance not available/ramp blocked
PFUL Fueling not completed/late completion
PCAT Catering not completed/late completion
PCLN Cabin cleaning not completed/late completion
PCRW Flight crew (Pilot or FA) late to aircraft
(less than 30 minutes prior to departure)
PEQP Late arriving equipment to gate
PCGO Ground crew servicing
(e.g., loading cargo, water servicing, late bags, etc.)
PMTC Maintenance issue
PLAV Lavatory service not completed/late completion
PSEC Security issues

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.26 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual

Departure Delays
Report any departure delay that exceeds planned taxi time by 15 minutes or more.
If a delay occurs after dispatch agent salute and prior to takeoff:
Code Reason
DATC ATC flow control issues/runway change
DWAY Airport/taxiway congested
DRMP Ramp congested
DWDR AWABS update/closeout required
DICE De/Anti-icing delay
DMTC Maintenance issue which delayed takeoff

Service Failure During Flight


If a service failure is reported during the flight or the service failure was accepted
prior to pushback:
A flight attendant will contact the cockpit and provide a list of services
that were not available.
Code Reason
SICE Ice or beverages serviced to min specs
SWTR Aircraft not serviced with potable water
SBEE Aircraft had "B spec" cleaning to expedite on-time
departure
SLAV Lavatories poorly cleaned/strong odor present
SBKT Aircraft not stocked with adequate blankets
SGAL Aircraft missing galley equipment
SCAT Flight not fully catered
SPAX Failed to load pax/non-revs with seats available.

Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.27
Supplementary Procedures -
Communications
737NG Operations Manual
Continued from previous page
Arrival Delays
If a delay occurs upon arrival at the gate:
Code Reason
AANA Gate agent not available
AGNA Gate not available
(e.g., departing aircraft still in the gate)
AGAT Gate change after landing
AJNP Jetway not pre-positioned
ALNO Parking light not on
ANGC No ground crew/ground crew not prepared
AOBS Obstructions within safety lines
ARMP Ramp congestion

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.28 August 31, 2007
Supplementary Procedures -
Communications
737NG Operations Manual

FRM/CDL Code Downlinks


MTC REPORT page

Access the MTC REPORT page from the DATA LINK INDEX page.
DOWNLINKS (4R) ........................................................................ Select
MTC REPORT (1L) ....................................................................... Select
The following page will be displayed. Fill in each field as described
below.

ACARS-MTC REPORT 1/1


F R M / F I M / C D L C O D E
/ /

EDIT TEXT>
[ ]
1 [ ]
[ ]
[ ]
[ ]
<NEXT REPORT

<RETURN 15:16

1 Free Text Field

EDIT TEXT (2R)............................................................................ Select


Enter the letters FRC in the scratchpad followed by the code from the
Fault Reporting Manual (FRM) (for example: FRC 22102000). Depress
the desired line key to move the text into the free text field. Do not use the
FRM/FIM/CDL CODE blocks at the top of the page to enter the code.
Note: Do not use codes contained in the FRM for cabin items. Use the
CDL sheet completed by the cabin crew.
Note: The CLR TEXT and SEND prompts are not displayed until text
has been entered in the free text field.
ENTER (5R) ................................................................................... Select
SEND (5R) ..................................................................................... Select

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.5.29
Supplementary Procedures -
Communications
737NG Operations Manual

Cockpit Voice Recorder Test


TEST switch ..................................................................................... Push
After a slight delay:
Ships 3701-3771
Monitor indicator ..............................................................Green band
A tone may be heard through a headset plugged into the headset jack.
Ships 3101-3110
Test light........................................................................................ ON
A tone may be heard through a headset plugged into the headset jack.
TEST switch .................................................................................Release

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.30 June 9, 2008
Supplementary Procedures -
Communications
737NG Operations Manual

HF System Test
CAUTION: Do not operate the HF transmitter while fueling
operations are in progress.
Ships 3101-3110
Mode Selector ....................................................................................HF1
Ships 3701-3771
Mode Selector ....................................................................... HF1 or HF2
HF Frequency ................................................................................. Select
See Airway Manual, Communications section for HF frequency
chart.
HF Sensitivity ................................................................................. Select
Rotate HF Sensitivity (HF SENS) control knob clockwise to increase
sensitivity.
HF MIC Selector Switch. ................................................................. Push
Microphone switch .......................................................................... Press
Push the Control Wheel Push-to-Talk (INT) switch or the Audio
Control Panel Push-to-Talk (I/C) switch.
Note: A 1,000 Hz coupler tone can be heard up to 15 seconds
during HF antenna tuning. When the HF antenna is tuned to
that frequency, the 1,000 Hz ceases and the HF system is
ready to transmit.
Listen for good side tone.
Listen for other traffic on same frequency.
Microphone switch ...................................................................... Release
HF Sensitivity ................................................................................. Select
Rotate HF SENSE control knob counter clockwise to decrease
sensitivity, and reduce noise and static.
Note: Decreasing sensitivity too far prevents reception, including
SELCAL monitoring of HF radio.
Accomplish SELCAL check before takeoff or enroute.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.5.31
Supplementary Procedures -
Communications
737NG Operations Manual

Intentionally
Blank

Copyright Delta Air Lines, Inc. See title page for details.
SP.5.32 August 31, 2007
737NG Operations Manual

Supplementary Procedures Chapter SP


Electrical Section 6
Electrical
SP.6 Power
Supplementary Up
Procedures-Electrical

WARNING: If a red A/C OUT-OF-SERVICE tag is installed on the


thrust levers do not activate any system, control,
switch, or circuit breaker without obtaining verbal
approval of maintenance personnel (preferably the
mechanic actually performing the repairs).
WARNING: Do not establish any hydraulic power which will result
in flap movement unless the wing/flap area has been
cleared of personnel and equipment. Use an outside
observer.
Battery switch .....................................................................................ON
Battery............................................................................................ Check
DC METERS selector BAT
Ensure minimum voltage 22 volts.
Standby Power switch ....................................................................AUTO
Bus Transfer switch .......................................................................AUTO
Electric Hydraulic Pump switches .................................................... OFF
APU BLEED switch ......................................................................... OFF
Landing Gear Lever ....................................................... DOWN/3 Green
FLAP lever and Flap Position indicator ......................................... Check
The FLAP lever should be in agreement with the indicator. If the FLAP
lever and indicator do not agree, position the FLAP lever to the same
position as the indicator.
ALTERNATE FLAPS master switch ........................OFF (Guard down)
ALTERNATE FLAPS position switch ............................................. OFF
Electrical Power ......................................................................... Establish
FCOM Template 12/12/98

Continued on next page

August 31, 2007 SP.6.1


Supplementary Procedures -
Electrical
737NG Operations Manual
Continued from previous page
If external power is desired:
GROUND POWER AVAILABLE light ......................Illuminated
GROUND POWER switch ...................................................... ON
SOURCE OFF light Extinguished
If APU power is desired:
Accomplish Supplementary Fire Protection section, Fire and
Overheat System Test procedure.
Fuel pump (left manifold)........................................................ ON
APU switch ........................................................ START & on bus
When the APU GEN OFF BUS light illuminates:
APU GENERATOR bus switches ON
SOURCE OFF lights Extinguished

Note: It is recommended that the APU be operated for one


minute before using as a bleed air source.
Note: If extended APU operation is required on the ground,
place an AC operated fuel pump ON. If fuel is loaded
in the center tank, place the left center tank fuel pump
switch ON to prevent a fuel imbalance before takeoff.
If external power and APU power are unavailable:
Accomplish Supplementary Engines, APU section, Engine
Battery Start procedure.
CAUTION: Center tank fuel pump switches should be positioned
ON only if the fuel quantity in the center tank exceeds
1000 lbs.
CAUTION: Do not operate the center tank fuel pumps with the
flight deck unattended.

SP.6.2 August 31, 2007


Supplementary Procedures -
Electrical
737NG Operations Manual

Electrical Power Down


The following flight deck procedures are accomplished to permit removal of
electrical power from the airplane.
Before accomplishing the following steps, verify IRS, EMERGENCY EXIT
lights, and PACK switches are OFF.

APU switch and/or GRD PWR switch ............................................. OFF


If APU was operating:
Delay approximately 2 minutes after the APU GEN OFF BUS light
extinguishes before placing the BATTERY switch OFF.
Fuel pump (left manifold) ................................................................ OFF
Battery switch ................................................................................... OFF

Standby Power Test


The following procedure is normally accomplished prior to the first flight of the day.
Note: Ground service must be disconnected to get correct test
indications.
Battery switch ..................................................................................... ON
ACDC meter selectors ........................................................STBY PWR
If APU generator is online:
APU GEN No. 1 switch .............................................................. OFF
APU GEN No. 2 switch .............................................................. OFF
If ground power is online:
GRD PWR switch ....................................................................... OFF
STANDBY POWER switch ............................................................. OFF
STANDBY PWR OFF light - illuminated.
ACDC voltmeters ........................................................................... Zero
STANDBY POWER switch ............................................................. BAT
STANDBY PWR OFF Light - extinguished.
Continued on next page

August 31, 2007 SP.6.3


Supplementary Procedures -
Electrical
737NG Operations Manual
Continued from previous page
ACDC voltmeters ......................................................................... Check
AC voltmeter 115 +/-5 volts
DC voltmeter 24 +/-2 volts
Frequency meter ............................................................................. Check
Check frequency meter for normal indication: 400 +/- 10 CPS.
DC meter selector ..............................................................................BAT
Check DC voltmeter for normal indication: 24 +/- 2 volts.
Check DC ammeter for discharge indication: a negative value.
DC meter selector ................................................................... AUX BAT
Check DC voltmeter for normal indication: 24 +/- 2 volts.
Check DC ammeter for discharge indication: a negative value.
STANDBY POWER switch .......................................................... AUTO
GRD PWR switch or APU GEN No. 1 and No. 2 switches .............. ON
Note: It may take up to 3 minutes for CDS displays to recover when
power is interrupted for more than 2 seconds on the ground.

SP.6.4 August 31, 2007


737NG Operations Manual

Supplementary Procedures Chapter SP


Engines, APU Section 7
Battery
SP.7 StartProcedures-Engines, APU
Supplementary

(With APU bleed or ground air available)

Prior to a battery start, ensure the following procedures have been


accomplished:
Exterior Inspection (except items requiring electrical power)
Flight Deck Inspection (except IRS Alignment)
Electrical Power Up.
On the Captain's command, the First Officer reads and the Captain
accomplishes the following items:
Oxygen & interphone ............................................................... Check
Ships 3101-3110
CAB/UTIL power switch ..............................................................ON
Ships 3101-3110
IFE/PASS SEAT power switch ......................................................ON
Ships 3701-3771
GALLEY power switch .................................................................ON
EMER EXIT LIGHTS switch .............................................. ARMED
Passenger signs .............................................................................. Set
HYD PUMP switches ....................................................................ON
Air conditioning & pressurization ...... _____ Pack(s), bleeds ON, set
Parking brake ................................................................................. Set
Note: The wheels should be chocked in case the brake pressure
has bled down.
Accomplish Supplementary Fire Protection section, Fire and Overheat
System Test procedure.
Cleared for Start
FCOM Template 12/12/98

PACK switches ............................................................................ OFF


ANTICOLLISION light switch .....................................................ON
Ignition select switch ............................................................... IGN-R
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.7.1
Supplementary Procedures -
Engines, APU
737NG Operations Manual

Engine Start
Engine No. 1 start ............................................................Accomplish
Only N1, N2, and oil quantity are displayed until the EECs are
powered.
Generator No. 1 switch ................................................................. ON
IRS mode selectors ..................................................................... NAV
FMC/CDU ................................................................ Set IRS position
WARNING: If engine No. 1 was started using a ground air
source, to minimize the hazard to ground
personnel, the external air should be disconnected
and engine No. 2 started using the Engine
Crossbleed Start procedure.
Engine No. 2 start ............................................................Accomplish
Generator No. 2 switch ................................................................. ON
PUSHBACK/START checklist ............................................Complete
AFTER START checklist ....................................................Complete
BEFORE START checklist ..................................................Complete
The airplane is ready for taxi. Refer to the normal checklists for
subsequent checks.

Copyright Delta Air Lines, Inc. See title page for details.
SP.7.2 June 9, 2008
Supplementary Procedures -
Engines, APU
737NG Operations Manual

Starting with Ground Air Source


(AC electrical power available)
WARNING: Due to ACS safety concerns, when the APU is
inoperative, only the left engine may be started at the
gate. The right engine start must be delayed until
after pushback. Exceptions to this policy are
permitted if operational requirements dictate, and a
plan is jointly coordinated with ACS personnel.
When cleared to start:
APU BLEED air switch .............................................................. OFF
Engine No. 1 start ............................................................ Accomplish
Use normal start procedures.
WARNING: To minimize the hazard to ground personnel, the
external air should be disconnected, and engine No.2
started using the Engine Crossbleed Start procedure.

Engine Crossbleed Start


Prior to using this procedure, ensure that the area to the rear is clear.
Engine BLEED air switches ............................................................... ON
APU BLEED air switch .................................................................... OFF
PACK switches ................................................................................. OFF
ISOLATION VALVE switch .........................................................AUTO
Ensures bleed air supply for engine start.
Engine thrust lever
(operating engine) ................................ Advance thrust lever until bleed
duct pressure indicates 30 PSI
Nonoperating engine....................................................................... Start
Use normal start procedures with crossbleed air.
After starter cutout, adjust thrust on both engines, as required.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.7.3
Supplementary Procedures -
Engines, APU
737NG Operations Manual

Setting N1 Bugs with No Operative FMC


Reference the ODM to determine N1 setting for desired phase of flight.
N1 SET outer knob ....................................................................... BOTH
The last FMC computed value is displayed by reference N1 bugs and
readouts. If the FMC has not calculated an input since power up, a default
value of 104% is displayed.
N1 SET inner knob ....................................................................... Set N1
Note: If the N1 SET outer knob is returned to the AUTO position, the
bugs and readouts will revert to the last FMC computed value or
104% if the FMC has not calculated an input since power up.

APU Start
Note: With at least one generator operating, subsequent start attempts
should be made at succeedingly lower altitudes until a
satisfactory start is accomplished.
Note: During the APU start cycle, the APU EGT indication may
fluctuate from 0 to 1100 C prior to normal EGT rise and the
LOW OIL PRESSURE light may cycle on and off several
times.These indications have no adverse effect on starting the
APU. It is not necessary to monitor EGT during start. Automatic
shutdown occurs in the event of EGT exceedance. If the LOW
OIL PRESSURE light illuminates after the start cycle is
complete, accomplish the APU LOW OIL PRESSURE
non-normal checklist.
APU Switch .................................................................................. START
Momentarily position APU switch to START and release to ON.
Check LOW OIL PRESSURE light illuminates, then extinguishes.
Check APU GEN OFF BUS light illuminates.
Note: The start cycle may take as long as 120 seconds.

Copyright Delta Air Lines, Inc. See title page for details.
SP.7.4 August 31, 2007
Supplementary Procedures -
Engines, APU
737NG Operations Manual

Note: If extended APU operation is required on the ground, place an


AC operated fuel pump ON. If fuel is loaded in the center tank,
place the left center tank fuel pump switch ON to prevent a fuel
imbalance before takeoff.
CAUTION: Center tank fuel pump switches should be positioned
ON only if the fuel quantity in the center tank exceeds
1000 lbs.
CAUTION: Do not operate the center tank fuel pumps with the
flight deck unattended.
Note: Whenever the APU is operating and AC electrical power is on
the airplane busses, extended service life of the APU fuel
control unit can be realized by operating at least one fuel boost
pump to supply fuel under pressure to the APU.

High Altitude Airport Engine Start (Above 8400 Feet)


Ships 3101-3110

Engine start ........................................................................... Accomplish


An indication of N1 rotation plus maximum motoring and a minimum of
20% N2 are required prior to introducing fuel to the engine.

Note: Maximum motoring occurs when N2 acceleration is less than


1% in approximately 5 seconds.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.7.5
Supplementary Procedures -
Engines, APU
737NG Operations Manual

Intentionally
Blank

Copyright Delta Air Lines, Inc. See title page for details.
SP.7.6 August 31, 2007
737NG Operations Manual

Supplementary Procedures Chapter SP


Fire Protection Section 8
FireSupplementary
SP.8 and Overheat System
Procedures-Fire Test
Protection

Fault/Inop detection ....................................................................... Check


OVERHEAT DETECTOR switches - NORMAL
TEST switch - Hold to FAULT/INOP
Verify MASTER CAUTION, OVHT/DET annunciator, FAULT
and APU DET INOP lights are illuminated.
If the FAULT light fails to illuminate, the fault monitoring system
is inoperative.
If APU DET INOP light fails to illuminate, do not operate APU.
Fire/Overheat warning ................................................................... Check
TEST switch - Hold to OVHT/FIRE
Verify fire warning bell sounds, master FIRE WARN lights,
MASTER CAUTION lights and OVHT/DET annunciator
illuminate.
Master FIRE WARNING light - Push
Verify master FIRE WARN lights and fire warning bell cancel.
Verify engine No. 1, APU, and engine No. 2 fire warning switch
and engine No. 1 and engine No. 2 OVERHEAT lights are
illuminated. If AC busses are powered, verify WHEEL WELL fire
warning light is illuminated.
If an engine fire warning switch and an ENG OVERHEAT light
do not illuminate, a detection loop is inoperative.
Refer to Supplementary Fire and Overheat Test - Inoperative
Loop procedure in this section.
Extinguisher test ............................................................................ Check
FCOM Template 12/12/98

EXTINGUISHER TEST switch - Hold to 1


Verify the green extinguisher test lights are illuminated. Release switch
and verify the lights are extinguished. Repeat test for position 2.

August 31, 2007 SP.8.1


Supplementary Procedures -
Fire Protection
737NG Operations Manual

Fire and Overheat System Test - With an Inoperative Loop


To determine the specific inoperative loop:
OVHT DET switches ....................................................................... A
TEST switch .................................................................. OVHT/FIRE
If the FAULT light remains extinguished and both ENG OVERHEAT
lights and engine fire warning switches illuminate, loop A is good.
If the FAULT light illuminates and one of the ENG OVERHEAT lights
and corresponding engine fire warning switch remain extinguished,
there is a fault in loop A of the detection system of that engine.
OVHT DET switches ....................................................................... B
TEST switch .................................................................. OVHT/FIRE
If the FAULT light remains extinguished and both ENG OVERHEAT
lights and engine fire warning switches illuminate, loop B is good.
If the FAULT light illuminates and one of the ENG OVERHEAT lights
and corresponding engine fire warning switch remain extinguished,
there is a fault in loop B of the detection system of that engine.
OVHT DET switches ....................................................... As required
Select the good loop for each engine (NORMAL if both loops tested
good).
TEST switch .................................................................. OVHT/FIRE
If the test is successful leave the fire panel in this configuration for
flight.

Cargo Fire Protection System Test


DETECTOR SELECT switches .................................................. NORM
TEST switch ..................................................................................... Push
Verify fire warning bell sounds and master FIRE WARN lights
illuminate.
Master FIRE WARN light ................................................................ Push
Verify master FIRE WARN lights and fire warning bell cancel.
Verify cargo fire (FWD, AFT) warning lights are illuminated.

SP.8.2 August 31, 2007


Supplementary Procedures -
Fire Protection
737NG Operations Manual

Verify DETECTOR FAULT light remains extinguished.


Note: If a cargo fire warning light does not illuminate and the
DETECTOR FAULT light illuminates, a detection loop is
inoperative.
Verify the green EXTINGUISHER test lights are illuminated.
Verify the cargo fire bottle DISCHARGE light is illuminated.

August 31, 2007 SP.8.3


Supplementary Procedures -
Fire Protection
737NG Operations Manual

Intentionally
Blank

SP.8.4 August 31, 2007


737NG Operations Manual

Supplementary Procedures Chapter SP


Flight Controls Section 9
Flight
SP.9 Controls
Supplementary Check Controls
Procedures-Flight

This is a check of normal flight control functions and is not a complete check of
the flight control system. Two people are required; both on interphone.
FLIGHT DECK ACTION GROUND RESPONSE

Electrical power (APU or external)


On bus
System A and B electric hydraulic
pump switches OFF
Control wheel Left LEFT AILERON UP, TAB
DOWN; RIGHT AILERON
DOWN, TAB UP
Control wheel Right LEFT AILERON DOWN, TAB
UP; RIGHT AILERON UP, TAB
DOWN
Control wheel Neutral
Control column Forward ELEVATOR DOWN, TABS UP
Control column Aft ELEVATOR UP, TABS DOWN
Control column Neutral
Request hydraulic clearance CLEAR FOR HYDRAULIC
PRESSURE, WING AND
CONTROL AREAS CLEAR
System A and B electric hydraulic
pump switches ON
Verify System A & B pressure
indicators and brake pressure
indicator read 2800 psi minimum
Parking brake Set
FCOM Template 12/12/98

Rudder trim Turn left


Verify left rudder pedals move
forward

August 31, 2007 SP.9.1


Supplementary Procedures -
Flight Controls
737NG Operations Manual

FLIGHT DECK ACTION GROUND RESPONSE

Rudder trim Turn right


Verify right rudder pedals move
forward
Rudder trim Zero, pedals
centered
Aileron trim Turn left
Verify control wheel turns to left
Aileron trim Turn right
Verify control wheel turns to right
Aileron trim Zero, control wheels
centered
Flap lever UP
Verify flap position indicator reads
zero
Nose gear steering wheel Hold LEFT AILERON UP, TAB
Control wheel Left DOWN; LEFT FLIGHT
SPOILERS UP; RIGHT
Control column Forward AILERON DOWN, TAB UP;
Rudder pedal Left RUDDER LEFT; ELEVATORS
DOWN, TABS UP
Nose gear steering wheel Hold LEFT AILERON DOWN, TAB
Control wheel Right UP; RIGHT FLIGHT SPOILERS
UP; RIGHT AILERON UP, TAB
Control column Aft DOWN; RUDDER RIGHT;
Rudder pedal Right ELEVATORS UP, TABS DOWN
Flight controls Neutral
Alternate flaps master switch
ARM
Flap lever Position 1
Verify no flap movement

SP.9.2 August 31, 2007


Supplementary Procedures -
Flight Controls
737NG Operations Manual

FLIGHT DECK ACTION GROUND RESPONSE

Alternate flaps position switch FLAPS MOVING DOWN


hold DOWN until flap position
indicator indicates 1
Flap position indicator flaps 1 ALL LEADING EDGE
Verify aft overhead leading edge DEVICES FULLY EXTENDED
devices annunciator panel indicates
all green (FULL EXTEND) with
no amber lights illuminated.
Verify LE FLAPS TRANSIT light
remains illuminated
Alternate flaps master switch LEADING EDGE FLAPS
OFF FULLY EXTENDED, ALL
Verify Aft overhead leading edge LEADING EDGE SLATS
devices annunciator panel indicates RETRACTED TO EXTEND
all leading edge flaps full extended POSITION
and all leading edge slats in extend
position
Verify LE FLAPS EXT light
illuminated
Speed brake lever UP ALL SPOILERS UP
Speed brake lever DOWN ALL SPOILERS DOWN
Stabilizer trim switches NOSE STABILIZER LEADING EDGE
DOWN MOVING UP
Stabilizer trim switches NOSE STABILIZER LEADING EDGE
UP MOVING DOWN
With stabilizer still moving:
Stabilizer trim cutout switches
CUTOUT
Verify trim motor stops

August 31, 2007 SP.9.3


Supplementary Procedures -
Flight Controls
737NG Operations Manual

FLIGHT DECK ACTION GROUND RESPONSE

Stabilizer trim cutout switches


NORMAL
Verify Trim motor resumes
Control column Forward
Verify Trim motor stops
Column actuated stab trim override
OVERRIDE
Verify Trim motor resumes
Stabilizer trim switches Trim into
green band
Column actuated stab trim override
NORMAL
Switch guard Close
Request clearance to flaps 30 FLAPS CLEAR
Flap lever Position 30 FLAPS MOVING DOWN
Control column Forward ELEVATOR DOWN, TABS
DOWN
Control column Aft ELEVATOR UP, TABS UP
Control column Neutral
Flap lever UP FLAPS MOVING UP
Parking Brake As desired
Electrical power As desired

SP.9.4 August 31, 2007


737NG Operations Manual

Supplementary Procedures Chapter SP


Flight Instruments, Displays Section 10
Altimeter
SP.10 Difference
Supplementary Procedures-Flight Instruments, Displays

Note: If flight in RVSM airspace is planned use the RVSM table in the
limitations section.
This procedure is accomplished when there is a noticeable difference between the
altimeters. Accomplish this procedure in stabilized level flight or on the ground.

Altimeter barometric settings ........................................................ Check


Check all altimeters set to proper barometric setting for phase of flight.
Standby altimeter baro set control ..................................Rotate and reset
Rotate to a different setting, then reset proper barometric setting.
Altimeters .............................................................................. Crosscheck
Maximum differences between the altimeter readings:
Altitude CDS/CDS CDS/Standby
Sea Level 50 feet 50 feet
5,000 feet 50 feet 80 feet
10,000 feet 60 feet 120 feet
15,000 feet 70 feet (see note)
20,000 feet 80 feet (see note)
25,000 feet 100 feet (see note)
30,000 feet 120 feet (see note)
35,000 feet 140 feet (see note)
40,000 feet 160 feet (see note)
41,000 feet 170 feet (see note)
Note: Above 10,000 feet and 0.4 Mach, position error causes the
tolerance to diverge rapidly and direct crosscheck becomes
inconclusive. Between 10,000 feet and 29,000 feet, differences
greater than 400 feet should be suspect and verified by ground
maintenance checks. Between 29,000 feet and the maximum
FCOM Template 12/12/98

operating altitude, differences greater than 500 feet should be


suspect and verified by ground maintenance checks.

August 31, 2007 SP.10.1


Supplementary Procedures -
Flight Instruments, Displays
737NG Operations Manual

If it is not possible to identify which altimeter is indicating the correct


altitude:
ATC ................................................................................................Notify

Flight Recorder Test


The following procedure is normally accomplished prior to the first flight of the
day.

Flight Recorder ..................................................................................Test


FLIGHT RECORDER OFF light Illuminated
FLIGHT RECORDER switch TEST
FLIGHT RECORDER OFF light Extinguished
FLIGHT RECORDER switch NORMAL

HUD Control Panel (HCP) Test


The following test procedure verifies all HCP display legends are functioning.
Accomplish as desired.

Note: Test capability is only available on the ground.


HCP TEST key ............................................Press and hold for 4 seconds
All HCP display lines and annunciators will blank, except the test dot.
Subsequently, the following keys should illuminate for 2 seconds then
blank:
MODE
STBY
RWY annunciator dot
G/S annunciator dot
CLR annunciator dot
FAULT
The entire cycle repeats until TEST is deselected.
HCP TEST key .................................................................................Press
Terminates test.

SP.10.2 August 31, 2007


Supplementary Procedures -
Flight Instruments, Displays
737NG Operations Manual

HUD Combiner Preflight


The following steps are used for combiner preparation and optimum seat
positioning for HUD operations. Accomplish as desired.

HUD combiner .............................................................................. Lower


CAUTION: If combiner is inadvertently displaced forward into
the breakaway position, do not allow the combiner to
spring back on its own.
Select IMC or VMC on the HCP to verify proper HUD combiner
alignment. Reposition the combiner if "ALIGN HUD" appears in the
display.
HCP TEST key ........................................ Press momentarily and release
Selection enters the HCP TEST MENU.
Note: Anytime the TEST key is pressed, all of the First Officers HGS
annunciators will illuminate for 2 - 5 seconds, then extinguish.
Note: Test capability is only available on the ground.
Look into the combiner, move the cursor to "HGS TEST DISPLAY"
using the HCP +/- keys and press ENTER.
Adjust seat position to enable a full view of the HUD symbology.

HCP TEST key ........................................ Press momentarily and release


Selection exits HGS TEST MENU.

August 31, 2007 SP.10.3


Supplementary Procedures -
Flight Instruments, Displays
737NG Operations Manual

HUD Guided Takeoff


The HUD is a repeater display that can enhance situational awareness during all
flight operations. Additionally, low visibility takeoffs can be accomplished using
the HUDs flight guidance capabilities.
If HUD flight guidance is to be used for takeoff, accomplish the following during
the Captains cockpit preparation procedure:
HUD Control Panel (HCP) Set-up
The following must be accomplished when using the HUD for HUD guided
takeoff in actual low visibility (less than 500 RVR to 300 RVR):

HUD System ....................................................................................... Set


Combiner Lowered, cover removed
Runway Data Set in control panel
Enter runway length
The runway length entered must be between 7,500 and 13,500 feet.
Enter TDZE for the expected runway if the flight must return for
landing.
Enter glideslope angle for the expected approach if the flight must
return for landing.
The glideslope angle must be set between -2.51 and -3.00 for an
AIII approach.
Note: CLR may be selected to blank display during taxi. Push
CLR again to restore display. If the HUD will not be used
for takeoff, the combiner should be stowed.
Low Visibility Takeoff
The following must be accomplished when using the HUD for HUD guided
takeoff in actual low visibility (less than 500 RVR to 300 RVR):

Ensure Jeppesen 10-9A plate shows RVR 300 takeoff minimums for
the takeoff runway.
Ensure crosswind component is 10 knots or less.
VHF NAV radios ................................................................................. Set
Set both to departure runway ILS frequency and identify.

SP.10.4 August 31, 2007


Supplementary Procedures -
Flight Instruments, Displays
737NG Operations Manual

MCP COURSE selectors .....................................................................Set


Set both to published runway heading.
HCP mode ......................................................................................... PRI
MCP COURSE selectors .............................................................. Update
Position aircraft on center of runway. Align HUD localizer deviation
symbol with runway centerline. Set First Officers MCP COURSE to
match the Captains MCP COURSE. This will ensure the amber
disagreement warning will not be displayed in the PFDs.
Verify HUD ground roll guidance cue is displayed.
Note: Use the minimum necessary display intensity to enable viewing
of both the runway markings and the HUD symbology.
WARNING: Do not initiate a rolling takeoff.
Takeoff:
WARNING: Use 80 knots as an abort speed for HUD failure.
After this speed use runway centerline to complete
takeoff.
The Captain should utilize HUD symbology throughout takeoff roll
and use the centerline lights as a visual backup.
The First Officer should monitor runway centerline on PFD and
visually (if able) until reaching VR. If left or right of localizer
centerline call "Steer Left or Steer Right."
Note: Captain must meet the Experience Requirements listed in
chapter 3 of the Airway Manual to conduct a HUD takeoff in
low visibility.
Note: Captain must review Takeoff Minima listed in chapter 3 of the
Airway Manual for takeoff below 500 RVR.
Note: Captain must review HUD Takeoff Equipment Requirements
chart in the Normal Procedures chapter of this manual.

August 31, 2007 SP.10.5


Supplementary Procedures -
Flight Instruments, Displays
737NG Operations Manual

HUD Guided Approach


The HUD is a repeater display that can enhance situational awareness during all
flight operations. Additionally, AIII approaches are accomplished using the
HUDs flight guidance capabilities.
HUD Control Panel (HCP) Set-up
The following must be accomplished for HUD guided AIII approaches. It is
recommended that this set-up be used for all approach modes:

HUD System ....................................................................................... Set


Combiner Lowered, cover removed
Runway Data Set in control panel
Enter runway length.
The runway length entered must be between 7,500 and 13,500 feet
for an AIII guided landing rollout.
For runways with a displaced threshold:
Enter the usable length listed as "Landing Beyond - Threshold" on
the 10-9A page.
Enter runway TDZE (if available) for the landing runway.
Note: If TDZE is not available, use the closest airport elevation.
Enter glideslope angle
The glideslope angle must be set between -2.51 and -3.00 for an
AIII approach.

SP.10.6 August 31, 2007


Supplementary Procedures -
Flight Instruments, Displays
737NG Operations Manual

HCP mode ...................................................................................... Select


AIII - The guidance cue is controlled by independently derived pitch and
roll command signals from the HGS computer. Consider this mode when
accomplishing hand-flown or autopilot/flight director approaches in low
visibility.
Note: The AIII mode can be activated manually or by arming for
automatic engagement.
Note: If the HUD is capable of providing AIII guidance, "AIII" is
displayed on the right side of the "STBY" line.
Note: Approach On Course (AOC) conditions must be satisfied at the
time AIII mode is selected.
Note: The AIII mode can only be selected above 500 feet AGL.
Below 500 feet AGL, all AIII capability messages are removed
and the AIII mode is no longer available.
PRI - Flight Director guidance and navigation raw data are displayed.
Consider using one of the "de-cluttered" approach modes (IMC, VMC
or AIII) for landing.
IMC - Flight Director guidance is displayed. Primarily used to
back-up Autopilot/Flight Director approaches.
Enter published glideslope/descent angle into the HCP.
VMC - No Flight Director or HUD guidance is displayed.
Enter published glideslope/descent angle into the HCP.

August 31, 2007 SP.10.7


Supplementary Procedures -
Flight Instruments, Displays
737NG Operations Manual

HUD Recorded Faults


If desired, use the following steps to determine recorded faults associated with an
AIII "APCH WARN" message.

Note: This capability is only available on the ground.


HCP TEST key ........................................ Press momentarily and release
Selection enters the HCP TEST MENU

RECORDED FAULTS ................................................................... Select


Look into the combiner, move the cursor to "RECORDED FAULTS"
using the HCP +/- keys and press ENTER.
Fault(s) for the leg just flown will appear (leg number 1).
Note: To view faults recorded for legs previous to that just flown
(leg number 1), type in the sequential leg number (e.g., 2, 3,
4, 5, etc.).
HCP TEST key ........................................ Press momentarily and release
Selection exits HGS TEST MENU.

QFE Operation
This procedure is accomplished when ATC altitude assignments are referenced to
QFE altimeter settings.

Note: Do not use LNAV or VNAV below transition altitude/level.


Altitudes in the navigation data base are not referenced to QFE.
Use only raw data for navigation.
Altimeters ............................................................................................ Set
Set altimeters to QFE when below transition altitude/level.
Note: If QFE altimeter setting is beyond the range of the altimeters,
QNH procedures must be used with QNH set in the altimeters.
Landing altitude indicator ....................................................... Set at zero
Ships 3701 through 3739
Terrain inhibit switch .............................................. TERRAIN INHIBIT

SP.10.8 August 31, 2007


Supplementary Procedures -
Flight Instruments, Displays
737NG Operations Manual

Setting Airspeed Bugs with No Operative FMC


Reference the ODM and/or WDR to determine airspeed settings for desired phase
of flight.
Setting Reference Airspeed Bugs for Takeoff
Speed reference selector (outer) ..........................................................V1
Default speed of 80 knots is displayed.
Speed reference selector (inner) ..........................................Set V1 speed
V1 bug is displayed when a speed greater than 80 knots is set. The NO
VSPD flag is displayed until both V1 and VR are set.
Speed reference selector (outer) ......................................................... VR
Default speed of 80 knots is displayed.
Speed reference selector (inner) ......................................... Set VR speed
VR bug is displayed when a speed greater than 80 knots is set. The NO
VSPD flag is removed after both V1 and VR are set.
MCP speed selector ......................................................................Set V2
Airspeed cursor and V2+15 bug move to the correct speeds.
Speed reference selector (outer) ........................................................ WT
Default weight of 70,000 lbs is displayed.
Speed reference selector (inner) ........................ Set takeoff gross weight
Flaps up maneuver speed bug is displayed.
Note: If VREF is selected on the ground, INVALID ENTRY is
displayed.
To set the spare bug, if desired:
Speed Reference selector (outer) .........................................Spare bug
Default speed of 60 knots is displayed.
Speed reference selector (inner) .....................................................Set
Set speed as desired.

August 31, 2007 SP.10.9


Supplementary Procedures -
Flight Instruments, Displays
737NG Operations Manual

Speed reference selector (outer) ........................................................ SET


Digital readout is removed.
Note: When the flap lever is set to any takeoff flap setting above flaps
1, a bug comes into view for the next smaller flap maneuvering
speed, between takeoff flaps and flaps up. For example, if the
flap lever is set to 15 for takeoff, a bug for flaps 5 maneuvering
speed will appear. For a flaps 1 takeoff, the flaps 1 maneuvering
speed will be displayed.
Setting Reference Airspeed Bugs for Approach
Speed reference selector (outer) ......................................................... WT
Default weight of 70,000 lbs is displayed.
Speed reference selector (inner) ........................ Set current gross weight
Flaps up maneuver speed bug is displayed.
Speed reference selector (outer) ..................................................... VREF
Default speed of 80 knots is displayed.
Speed reference selector (inner) .....................................Set VREF speed
The green VREF bug and white VREF +15 bug are shown when a speed
greater than 80 knots is set.
Note: If V1 or VR is selected in flight, INVALID ENTRY is
displayed.
To set the spare bug, if desired:
Speed reference selector (outer) ......................................... Spare bug
Default speed of 60 knots is displayed.
Speed reference selector (inner) .................................................... Set
Set speed as desired.
Speed reference selector (outer) ........................................................ SET
Digital readout is removed.

SP.10.10 August 31, 2007


Supplementary Procedures -
Flight Instruments, Displays
737NG Operations Manual

Total Air Temperature (TAT) Test


This procedure is for testing Total Air Temperature probe heat.

Total Air Temperature probe ............................................................. Test


TEMP PROBE light Illuminated
TAT TEST switch Push and hold
TEMP PROBE light Extinguished
TAT TEST switch Release

August 31, 2007 SP.10.11


Supplementary Procedures -
Flight Instruments, Displays
737NG Operations Manual

Intentionally
Blank

SP.10.12 August 31, 2007


737NG Operations Manual

Supplementary Procedures Chapter SP


Flight Management, Navigation Section 11
Transponder
SP.11 SupplementaryTest
Procedures-Flight Management, Navigation

Transponder mode selector TEST switch ................... Push momentarily


Check fail light illuminates.
Check all code segments illuminate. Verify no error codes exist.

Weather Radar Test


EFIS mode selector ...............................MAP, MAP CTR, VOR, or APP
Weather Radar Mode ..................................................................... TEST
WXR (EFIS control panel) .................................................................ON
Verify test pattern consisting of the following colors appears:
Green
Yellow
Red
Magenta.
If testing of the PWS system is desired:
Weather Radar Mode .................................................. Deselect TEST
WXR (EFIS control panel) ............................................................ON
Weather Radar Mode ................................................................. TEST
Verify the amber WINDSHEAR caution, red WINDSHEAR
warning and PWS FAIL annunciations display momentarily and
then extinquish.
Note: In the short time the weather radar is on and not in the
TEST position, it will radiate.
WXR (EFIS control panel) .......................................................... OFF
FCOM Template 12/12/98

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.1
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Weather Radar Operation


The recommended tilt and range settings are guidelines for good radar
operation. The flight crew is not limited to these settings. Operational
needs often dictate flexibility in tilt and range selections.
Before Takeoff
Confirm RADAR operation with a confidence check.
Set tilt 15 UP, WX mode, and short range.
Slowly lower tilt until weather or ground returns are displayed.
If no returns can be detected, suspect an inoperative radar.
WARNING:Do not operate weather radar in a hangar or within 50
feet of any personnel or a fuel spill.
To evaluate terminal area weather before takeoff:

Set tilt at 15 UP, RANGE at 40 nm or less.


The radar height of weather targets displayed is at least
(Tilt x Distance x 100). Weather targets displayed at:
10 nm are at least 15,000 feet AGL
15 nm are at least 22,500 feet AGL
20 nm are at least 30,000 feet AGL
Slowly lower tilt from 15 UP to 5 UP while evaluating weather
returns in the area.
Takeoff
During takeoff, tilt is initially set at 5 UP, with range at shortest
appropriate for terminal area conditions.
During initial climb (below 10,000 feet AGL) set the tilt between 2 to 7
UP, with 5 tilt being a good compromise. (Maintain the radar display clear
of ground returns while allowing weather returns to be displayed).
Climb
As climb continues above 10,000 feet AGL, lower tilt as necessary to
maintain ground returns at the outer edge of the display.
A range selection of 80 nm or less is optimal during climb, unless a longer
range setting is needed for deviation planning.
Continued on next page
Copyright Delta Air Lines, Inc. See title page for details.
SP.11.2 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Continued from previous page
Cruise
To establish enroute park:

Set RANGE at 80 nm or less.


Adjust tilt to produce ground returns at the outer edge of radar display.
This tilt setting guards against over scanning nearby weather areas
and provides continuous confirmation that the radar is working.
Weather targets will separate from ground returns and move toward
the bottom of the display.
Range settings above 100 nm should be selected occasionally for
long-range planning.
Set tilt to produce a scattering of ground returns beyond 100 nm.
Storms detected at long range will increase in displayed intensity as
they are approached. Plan early deviations accordingly.
Note: Nearby weather areas may not be detected due to over scanning.
When returning to a shorter range, lower tilt to enroute park
position.
At cruise altitudes above 30,000 feet:
Use sufficient down tilt to direct the beam into unfrozen areas of nearby
storms.
Recommended Over Water Settings:
Altitude (feet) 40 NM 80 NM 160 NM
40,000 -7 -3 -2
35,000 -6 -2 -1
30,000 -4 -1 0
25,000 -3 -1 0
20,000 -2 0 +1
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.3
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Continued from previous page
Descent
On descent from cruise altitude, raise tilt as necessary to maintain ground
returns at the outer edge of the display.
Low Altitude Park
Generally used at altitudes below 10,000 feet AGL.
To observe weather:

Set tilt 2 to 5 UP, range at shortest appropriate distance.


Note: If ground returns flood display, raise tilt until ground returns are
removed, and weather can be displayed.
Approach
Approach Park
On final approach:
Set tilt at 10 UP, range at 20 nm.
At 10 UP tilt the radar height of weather returns displayed will be
above aircraft altitude by at least (Tilt x Distance x 100). Weather
areas will be developed above aircraft altitude by at least:
10 nm 10,000 ft.
15 nm 15,000 ft.
20 nm 20,000 ft

Strong returns at mid to upper levels indicates hazardous convective


activity.
In a thunderstorm environment, occasionally lower tilt to produce
ground returns and detect radar shadows, then return tilt to approach
park.

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.4 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

IRS
Full Alignment
Prior to commencing procedure the airplane must be parked and not
moved until procedure is complete and ALIGN lights extinguish.
If the present position cannot be entered through the FMC MCDU, it may
be entered through the ISDU keyboard (See ISDU Entries procedure
below).
IRS mode selectors ...........................................................................NAV
Observe that ON DC lights illuminate momentarily, then the ALIGN
lights illuminate steadily.
Note: Alignment time varies from 5 to 17 minutes depending on
airplane latitude.
MCDU .................................................................................................Set
POS INIT page Select
Using the most accurate information available, enter present
position on the SET IRS POSITION line. Confirm that the box
prompts are replaced by the entered present position.
Set initial position using the following priorities:
First choice GPS
Second choice Gate position
Third choice Airport Reference Point (ARP)
Verify GMT is correct.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.5
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Align Light(s) Flashing


Do not move IRS Mode selector to OFF except where called for in
procedure.
POS INIT page ............................................................................... Select
Set IRS position .................................................... Enter present position
Enter present position using the most accurate latitude and longitude
available. If the present position is being entered via the CDU and a
position is already displayed on the SET IRS POS line, enter new
position over displayed position.
If ALIGN light continues to flash:
Set IRS position. .............................................. Enter present position
Re-enter same present position.
If ALIGN light continues to flash after re-entry:
IRS. ..............................................................................................OFF
Rotate IRS Mode Selector to OFF and verify ALIGN light
extinguished.
Note: Light must be extinguished before continuing with
procedure (approximately 30 seconds.)
IRS. ............................................................................................. NAV
Rotate IRS Mode Selector to NAV and verify ALIGN light
illuminated.
Set IRS position. .............................................. Enter present position
Enter present position.
Note: Approximately five to seventeen minutes are required for
alignment.
If ALIGN light flashes:
Set IRS position. .............................................. Enter present position
Re-enter same present position over displayed position.
If ALIGN light continues to flash:
Maintenance action is required.

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.6 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Fast Realignment
Prior to commencing procedure the airplane must be parked and not
moved until procedure is complete and ALIGN lights extinguish.
Note: Fast re-alignment may be accomplished at intermediate stops if
groundspeed indication is not more than 20 on either ND.
IRS mode selectors ...................................................................... ALIGN
Rotate IRS mode selectors to ALIGN from NAV, and observe ALIGN
lights illuminated.
MCDU .................................................................................................Set
POS INIT page Select
Using the most accurate information available, enter present
position on the SET IRS POSITION line. Confirm that the box
prompts are replaced by the entered present position.
Set initial position using the following priorities:
First choice GPS
Second choice Gate position
Third choice Airport Reference Point (ARP)
Verify GMT is correct.
IRS mode selector .............................................................................NAV
Observe ALIGN light extinguished within 30 seconds.
Note: If time permits it is preferable to perform a full alignment of the
IRS. A more precise alignment will result.
Note: If the mode selector is accidentally switched to OFF or ATT,
position mode selector to OFF, wait for ALIGN light(s) to
extinguish, then perform full alignment procedure.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.7
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Inadvertent Selection of Attitude Mode (while on the ground)


Inadvertent selection of the attitude mode may be due to physically
overpowering the switch during turnon or may be the result of a faulty
switch which prevents the flight crew from accurately determining which
mode is selected.
If ATT position is selected inadvertently when switching to NAV
IRS mode selectors ......................................................................OFF
Observe ALIGN lights extinquish.
After ALIGN lights extinquish, initiate a full alignment.
ISDU Entries
Heading Entry

Note: Due to IRS drift rate when in ATT mode, periodic heading
updates are required.
IRS display selector .........................................................................HDG
Push H key to initiate a heading entry.
Keyin present magnetic heading. Push ENT key (cue lights
extinguish). Observe proper heading shown on the navigation
displays.
Present Position Entry

IRS mode selector ............................................................................ NAV


ALIGN lights must be illuminated (steady or flashing).
IRS display selector ........................................................................PPOS
Latitude ............................................................................................Enter
Keyin latitude into data display, beginning with N or S, then push
ENT Key (cue lights extinguish).
Longitude .........................................................................................Enter
Keyin longitude into data display, beginning with E or W, then
push ENT key (cue lights extinguish). Observe proper latitude and
longitude are displayed and ALIGN light is not flashing.

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.8 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Lateral Navigation (LNAV)


Proceeding Direct to a Waypoint (overwrite)
RTE LEGS page ............................................................................. Select
On page 1/XX, line 1L, enter desired waypoint over the presently
active waypoint.
Correct any ROUTE DISCONTINUITY if entered waypoint was not
in original flight plan.
Intercepting a Leg (Course) to a Waypoint
RTE LEGS page ............................................................................. Select
On page 1/XX, line 1L, enter desired waypoint over presently active
waypoint.
Observe INTC CRS prompt displayed in line 6R.
Enter the desired intercept course in the INTC CRS line. Observe the
desired course is displayed on line 6R but, with magnetic variation
differences in line 1.
Correct any ROUTE DISCONTINUITY if the entered waypoint was
not in original flight plan.
EXEC key ......................................................................................... Push
Observe MOD RTE LEGS page changes to ACT.
LNAV may disengage after execution of an intercept leg to a
waypoint. If LNAV disengages, turn to a heading to satisfy LNAV
capture criteria, as described in Chapter 11, and then engage LNAV.
Route Modification
RTE LEGS or RTE page ................................................................. Select
Line select existing waypoints in the desired sequence.
Keyin any new waypoints in the scratch pad and line select into the
flight plan. Correct any ROUTE DISCONTINUITIES.
EXEC key ......................................................................................... Push
Observe MOD RTE or MOD RTE LEGS page changes to ACT.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.9
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Route Removal
RTE page ........................................................................................ Select
ORIGIN ............................................................................................Enter
If EXEC key illuminates
EXEC key ................................................................................... Push
Linking a Route Discontinuity
Correct the ROUTE DISCONTINUITY by entering or deleting
waypoints in a sequence that provides a continuous flightplan path.
EXEC key ........................................................................................ Push
Observe MOD RTE or MOD RTE LEGS page changes to ACT.
Determining ETA and Distance to Cross Radial (Bearing) or
Distance from a Fix
FIX INFO page .............................................................................. Select
Enter the identifier of the reference waypoint (normally an offroute
waypoint) onto the FIX line. Enter the desired radial or distance from
the FIX on a RAD/DIS line, or line select the ABM prompt if the
desired radial from the FIX is perpendicular to the present
route/course.
Time and distance to go ................................................................. Check
Check ETA and DTG, as desired.
Note: If ETA and DTG are not displayed, the fix radial and/or
distance do not intersect the route.

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.10 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Changing Destination
RTE page ........................................................................................ Select
Enter the new destination over the original DEST. Enter desired
routing to the new destination using the RTE, RTE LEGS, and
ARRIVALS pages, as appropriate. Correct any ROUTE
DISCONTINUITY.
EXEC key ......................................................................................... Push
Observe the MOD RTE or MOD RTE LEGS page changes to ACT.
Note: If destination is changed during climb, performance predictions
may be blanked if the new flight plan is incompatible with the
entered cruise altitude. Correct by entering a lower CRZ ALT
on the CLB page.
Entering Holding Fix Into Route
HOLD key ........................................................................................ Push
(If RTE HOLD page is displayed, observe NEXT HOLD prompt.
Line select 6L until (RTE LEGS) HOLD AT page is displayed.)
Observe HOLD AT box prompts and PPOS prompt (if in flight) are
displayed. Enter the holding fix in line 6L, or line select PPOS.
If the holding fix is a waypoint in the active route, or PPOS was
selected, observe MOD RTE HOLD page displayed. If the holding fix
is a waypoint not in the active route, observe message HOLD AT
XXXXX displayed in the scratch pad. Enter the holding fix into the
route by line selecting in the desired waypoint sequence. Observe the
MOD RTE HOLD page displayed. If displayed holding details are
incorrect or inadequate, enter correct information on appropriate
line(s).
EXEC key ......................................................................................... Push
Observe MOD RTE HOLD page changes to RTE HOLD (ACT RTE
HOLD if holding at PPOS).

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.11
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Exiting Holding Pattern


HOLD key ........................................................................................ Push
Observe EXIT HOLD prompt displayed.
EXIT HOLD line select key ............................................................. Push
Observe EXIT HOLD prompt changes to EXIT ARMED.
EXEC key ........................................................................................ Push
Observe EXIT ARMED is highlighted in reverse video and LNAV
flight returns to the holding fix and resumes the active route.
Note: The holding pattern may be exited by performing a DIRECT
TO modification if desired. In this case, the flight path may not
return to the holding fix before proceeding to the selected
waypoint.
Ships 3704 - 3771
Note: A late sequencing of the hold exit waypoint may occur if
multiple route modifications are performed just prior to exiting
the hold. LNAV guidance may be temporarily interrupted while
sequencing the hold exit waypoint.
Intercepting a Leg (Radial) from a Waypoint
RTE or RTE LEGS page ................................................................ Select
On page 1/XX, line 1L, enter the originating waypoint (anchor point)
or the outbound radial. Observe the ROUTE DISCONTINUITY
displayed in line 2L.
Line select waypoint at 1L to the scratch pad and add the outbound
radial to intercept, a slash, and then a distance sufficiently placed in
front of the aircraft (i.e., ATL090/200).
Line select this to the ROUTE DISCONTINUITY at 2L.
Line select the created wayoint at 2L to 1L.
Observe INTC CRS prompt displayed in line 6R.
Line select the displayed course at 6R.
Observe large font after selection and verify the white dashed
line on the ND is correct.
EXEC key ........................................................................................ Push
Observe the MOD RTE LEGS page change to ACT.
Copyright Delta Air Lines, Inc. See title page for details.
SP.11.12 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Airway Intercept
RTE LEGS page ............................................................................. Select
On page 1/XX, line 1L, enter the originating waypoint (anchor point)
of the airway.
Observe ROUTE DISCONTINUITY displayed in line 2L.
RTE page ........................................................................................ Select
Following the origination waypoint (anchor point), enter the new
clearance on the route page.
RTE LEGS page ............................................................................. Select
On the ND, determine the next active waypoint.
Line select the next waypoint on the new route (airway); 1L on page
1/XX.
Observe INTC CRS prompt displayed in line 6R.
Note: The course should be similar to the charted course, but may
not be exact.
Line select the displayed course at 6R.
Observe large font after selection and verify the white dashed
line on the ND is correct.
EXEC key ......................................................................................... Push
Observe the MOD RTE LEGS page change to ACT.
Sequence remaining waypoints.
Refer to Supplementary Procedures chapter, Flight Management,
Navigation section, Route Modification procedure.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.13
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Along Track Displacement


RTE LEGS page ............................................................................. Select
Line select the reference waypoint to the scratch pad. Add a / and
the + or distance desired. (EX: SEA/15 for a point 15 miles
downtrack from SEA)
Line select the reference waypoint. (The FMC will automatically
position the created waypoint to appropriate position.)
EXEC key ........................................................................................ Push
Observe the MOD RTE LEGS page change to ACT.
Entering Created Waypoints on the Route or Route Legs Pages
Note: Created waypoints are stored in the temporary navigation data
base for one flight only.
RTE or RTE LEGS page ................................................................ Select
Using any of the following methods, key into the scratch pad the
parameters which define the new created waypoint (place identifiers
must already be stored in one of the FMC data bases):
Place bearing/distance (for example, SEA250/40);
Place bearing/place bearing (for example, SEA180/ELN270);
Alongtrack displacement (for example, SEA/-10);
Latitude and longitude (for example, N4731.8W12218.3).
Enter into the route by line selecting to the appropriate waypoint
sequence.
Repeat the above steps to define additional created waypoints as
desired. Correct any ROUTE DISCONTINUITY.
EXEC key ........................................................................................ Push
Observe the MOD RTE or MOD RTE LEGS page changes to ACT
(for an inactive route, activate and execute on the RTE or RTE
LEGS page).

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.14 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Entering Created Waypoints on the Nav Data Pages


Note: Created waypoints entered on the SUPP NAV DATA pages
(permitted on the ground only) are stored in the supplemental
navigation data base for an indefinite time period; those entered
on REF NAV DATA pages are stored in the temporary
navigation data base for one flight only.
INIT/REF key. ................................................................................. Push
Observe INDEX prompt displayed.
INIT/REF INDEX page. ................................................................ Select
Observe the NAV DATA prompt displayed. To access the SUPP NAV
DATA page, enter SUPP into the scratch pad.
NAV DATA page. .......................................................................... Select
(If the SUPP NAV DATA page is selected, observe the EFF FRM date
line displayed. If an effective date had not been previously entered,
box prompts are displayed. The effective date must be entered before
proceeding. If required, enter the current or appropriate date on EFF
FRM line and execute.)
Data. ................................................................................................ Enter
Enter a crew-assigned identifier on either the WPT IDENT, NAVAID
IDENT, or AIRPORT IDENT line, as appropriate. Use the navaid
category only for stations with DME.
For a WPT IDENT entry, define the waypoint with entries for either
latitude and longitude, or with entries for REF IDENT and
RADIAL/DIST (REF IDENT identifier must already be stored in one
of the FMC data bases).
For a NAVAID IDENT or AIRPORT IDENT entry, enter appropriate
data.
EXEC key illuminates when data has been entered into all box
prompts.
EXEC key. ....................................................................................... Push
Repeat above steps to define additional created waypoints as desired.
To enter a new identifier in the same category, simply overwrite the
previous identifier.
Note: To enter a created waypoint into the flight plan, key the
identifier into the scratch pad and follow the route
modification procedure.
Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.15
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Deleting Created Waypoints on the Nav Data Pages


INIT/REF key .................................................................................. Push
Observe the INDEX prompt displayed.
INIT/REF INDEX page ................................................................. Select
Observe the NAV DATA prompt displayed. To access the SUPP NAV
DATA page, key SUPP into the scratch pad.
NAV DATA page ............................................................................ Select
Enter the identifier on either the WPT IDENT, NAVAID IDENT, or
AIRPORT IDENT line, as appropriate.
Data ................................................................................................Delete
Push the DEL key and then line select the identifier. Observe the
EXEC key illuminates.
EXEC key ........................................................................................ Push
Data previously entered is deleted. Observe NAV DATA page
displayed with prompts.

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.16 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Entering a Crossing Radial (Bearing) or Distance from a Fix as


a Route Waypoint
FIX INFO page ............................................................................... Select
Enter identifier of the reference waypoint (normally an offroute
waypoint) onto the FIX line. Enter the desired radial or distance from
the FIX on a RAD/DIS line, or line select the ABM prompt if the
desired radial or distance from the FIX is perpendicular to the present
route/course.
Line select the desired intersection (lines 2L5L) into the scratch pad
and observe the new created waypoint displayed as
FIX/Radial/Distance.
RTE LEGS page ............................................................................. Select
Line select the new created waypoint, displayed in the scratch pad, to
the desired waypoint sequence.
Repeat the above steps to define additional created waypoints as
desired. Correct any ROUTE DISCONTINUITIES.
EXEC key ......................................................................................... Push
Observe the MOD RTE LEGS page changes to ACT.
Note: These created waypoints are stored in the temporary
navigation data base for one flight only.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.17
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Entering a Lateral Offset


RTE page ........................................................................................ Select
Observe the OFFSET prompt displayed.
LATERAL OFFSET page .............................................................. Select
Observe dash prompts for OFFSET DIST.
OFFSET DIST .................................................................................Enter
Enter desired offset distance using format Lxx or Rxx for left or right
offset up to 99 nm. Observe dash prompts for START WAYPOINT
and END WAYPOINT.
START/END WAYPOINT ...............................................................Enter
If no start/end waypoint is entered, offset will begin/end at first/last
valid offset leg.
Change SID or Runway
This entire procedure must be accomplished when a SID is used and the
runway or SID is changed. This will prevent the possibility of incorrect
routing or inadequate obstacle clearance.
DEPARTURES page ...................................................................... Select
RUNWAY....................................................................................Reselect
SID ..............................................................................................Reselect
TRANSITION (if required) ........................................................Reselect
RTE LEGS page ............................................................................. Select
WAYPOINT SEQUENCE and ALTITUDES ................................ Check
Modify as necessary to agree with clearance.
EXEC key ........................................................................................ Push

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.18 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Change STAR, PROF DES, or APP


The associated airport must be entered as route origin or destination.
ARRIVAL page .............................................................................. Select
STAR or PROFILE DESCENT (if required) ................................. Select
TRANSITION (if required) ............................................................ Select
APPROACH ................................................................................... Select
APPROACH TRANSITION (if required) ..................................... Select
RTE LEGS page ............................................................................. Select
WAYPOINT SEQUENCE .......................................................... CHECK
Modify as necessary to agree with clearance.
EXEC key ......................................................................................... Push
Delete Procedure Turn
DEP/ARR page ............................................................................... Select
Approach ........................................................................................ Select
Reselecting same approach or selecting a new approach will remove
procedure turn and select a straight in approach on the LEGS page.
EXEC key ......................................................................................... Push
or
RTE LEGS page ........................................................................ Select
Select last waypoint of procedure turn to scratchpad and
overwrite PROC TURN line. Check waypoint sequencing to
comply with clearance.
EXEC key .................................................................................... Push

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.19
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Other Operations
FMC Navigation Check
Ships 3101-3110
If the GPS-L INVALID, GPS-R INVALID, IRS NAV ONLY, VERIFY
POSITION, or UNABLE REQUIRED NAV PERF RNP message is
displayed in the scratch pad, or course deviation is suspected, accomplish
the following as necessary to ensure navigation accuracy:
Ships 3701-3771
If the IRS NAV ONLY, VERIFY POSITION, or UNABLE REQUIRED
NAV PERF RNP message is displayed in the scratch pad, or course
deviation is suspected, accomplish the following as necessary to ensure
navigation accuracy:
Actual position ................... Determine and compare with FMC position
Determine actual airplane position using raw data from VHF
navigation or ADF radios.
If radio navaids are unavailable:
FMC position .................................... Compare with the IRS position
Use the POS SHIFT page of the FMC CDU. If the two IRS
positions are in agreement and the FMC position is significantly
different, the FMC position is probably unreliable. The POS
SHIFT page may be used to shift FMC position to one of the IRS
positions. This is accomplished by line selecting the IRS or radio
position and then pressing the EXEC Key.
Actual position ....... Confirm with ATC radar or visual reference points.
Navigate using most accurate information available (continue to
monitor FMC position using VOR/ADF raw data displays on
nonflying pilot's navigation display).
CAUTION: Navigating in LNAV mode with an unreliable FMC
position may result in significant navigation errors.
Navigate by conventional VOR/ADF procedures, radar vectors from
ATC, dead reckoning from last known position, and/or use of visual
references.

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.20 June 9, 2008
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Inhibiting VOR/DME Use for Position Updating


This procedure inhibits the use of VOR/DME information for FMC
position updating.
PROG page ..................................................................................... Select
Observe NAV STATUS prompt displayed.
NAV STATUS page ........................................................................ Select
NAV OPTIONS page ....................................Select (NEXT/PREV page)
To inhibit specific VOR or DME inputs:
Observe dash prompts for VOR/DME INHIBIT. Enter desired
VOR/DME identifier (a previous entry may be overwritten but
will no longer be inhibited). Use DEL key to remove a specific
VOR/DME from inhibit status.
To inhibit all VOR updating:
VOR UPDATE ON/OFF (4L) ................................................ OFF
To inhibit all DME updating:
DME UPDATE ON/OFF (3L) ............................................... OFF
Reselect VOR/DME UPDATE ON/OFF prompt to return to update
status.
Inhibiting GPS Updating
Note: GPS position updates are allowed for all United States National
Airspace approach operations. Outside this region, GPS
position updates are allowed during approaches only if the FMC
database and approach charts are referenced to the WGS-84
reference datum. GPS updates should be inhibited for all other
approach operations.
PROG page ..................................................................................... Select
Observe NAV STATUS prompt displayed.
NAV STATUS page ........................................................................ Select
NAV OPTIONS page ....................................Select (NEXT/PREV page)
GPS UPDATE .................................................................................. OFF

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.11.21
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Vertical Navigation (VNAV)


Temporary Level Off during Climb or Descent (Not at FMC
Cruise Altitude)
MCP altitude selector .................................................Set desired altitude
MCP N1 light will extinquish if leveling from a climb.
N1 Limit changes to CRZ if leveling from a climb.
To continue climb/descent:
MCP altitude selector ............................................Set desired altitude
ALT INTV switch ....................................................................... Push
Observe climb or descent initiated. Mode annunciations appear
as initial climb or descent.
Intervention of FMC Altitude Constraints during VNAV Climb
MCP altitude selector ..................................................... Set new altitude
New altitude must be higher than the FMC altitude constraint(s) to
be deleted.
ALT INTV switch ............................................................................ Push
Each push of the ALT INTV switch will delete an FMC altitude
constraint.
Intervention of FMC Cruise Altitude during VNAV Cruise
MCP altitude selector .................................................Set desired altitude
ALT INTV switch ............................................................................ Push
If a higher altitude is selected, a CRZ climb will be initiated.
If a lower altitude is selected, a VNAV descent will be initiated.
Intervention of FMC Altitude Constraints during VNAV
Descent
MCP altitude selector .................................................Set desired altitude
New altitude must be lower than the FMC altitude constant (s) to be
deleted.
ALT INTV switch ............................................................................ Push
Each push of the ALT INTV switch will delete an FMC altitude
constraint.
If all FMC altitude constraints are deleted, the descent mode will
revert to a VNAV speed descent.

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.22 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Intervention of FMC Airspeed Constraints during VNAV


SPD INTV switch ............................................................................. Push
MCP IAS/MACH display shows current FMC target speed.
MCP speed selector ...................................................... Set desired speed
VNAV remains engaged.
To resume former FMC speed:
SPD INTV switch ........................................................................ Push
MCP IAS/MACH display blanks and FMC commanded VNAV
speed is active.
Entering Waypoint Speed and Altitude Restriction (On Climb
or Descent Legs Only)
RTE LEGS page ............................................................................. Select
Keyin desired speed and altitude, or speed only (followed by /), or
altitude only, into scratch pad.
An altitude followed by A or B signifies a requirement to be at or
above or at or below that altitude at the waypoint (for example,
keyin 220A or 240B).
Line select to desired waypoint line.
EXEC key ......................................................................................... Push
Observe MOD RTE LEGS page changes to ACT.
Note: This changes any prior speed and altitude restriction at this
waypoint.
Deleting Waypoint Speed and Altitude Restriction
RTE LEGS page ............................................................................. Select
Push DEL key to enter DELETE in scratch pad. Line select to
appropriate waypoint line.
EXEC key ......................................................................................... Push
Observe MOD RTE LEGS page changes to ACT and restriction is
deleted and replaced with an FMC predicted value (small size
characters).

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.23
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Changing Speed and/or Altitude Restriction during Climb or


Descent
CLB/DES page ............................................................................... Select
Push DEL key to enter DELETE in the scratch pad, or keyin the
desired speed and altitude in the scratch pad. Line select to the SPD
REST line.
EXEC key ........................................................................................ Push
Observe the MOD CLB or the MOD DES page changes to ACT and
the restriction is changed or deleted.
Changing Climb/Cruise/Descent Speed Schedule
CLB/CRZ/DES page ...................................................................... Select
Select the prompt for the desired climb/cruise/descent schedule, or
keyin the desired speed in the scratch pad and line select to the TGT
SPD line.
EXEC key ........................................................................................ Push
Observe the MOD CLB, MOD CRZ, or MOD DES page changes to
ACT and new speed schedule is specified.
Early Descent
MCP altitude selector .......................................................................... Set
Set next leveloff altitude.
DES page ........................................................................................ Select
Line select DES NOW prompt.
EXEC key ........................................................................................ Push
Observe MOD DES page changes to ACT. Observe descent is
initiated (if VNAV engaged).
Note: For a PATH DES, this will result in a 1000 FPM rate of descent
until the planned path is intercepted. For a SPD DES, this will
result in an idle thrust normal rate of descent.

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.24 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Step Climb or Descent from Cruise


MCP altitude selector ..........................................................................Set
Set new leveloff altitude.
CRZ page ........................................................................................ Select
Enter new altitude on the CRZ ALT line. The display changes to
MOD CRZ CLB or MOD CRZ DES.
If the desired climb/descent speed is different from the displayed
cruise speed, manually enter the desired TGT SPD, or use access
prompts to select desired CLB/DES page.
EXEC key ......................................................................................... Push
Observe the MOD CRZ CLB/MOD CRZ DES page (or other
selected MOD CLB/MOD DES page) changes to ACT. Observe
climb/descent is initiated at the TGT SPD (if VNAV engaged).

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.25
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Performance and Progress Functions


Determining ETA and Fuel Remaining for New Destination
RTE page ........................................................................................ Select
Enter the new destination over the original DEST. Enter correct
routing to the new destination using RTE, RTE LEGS, and
ARRIVALS pages, as appropriate. Correct any ROUTE
DISCONTINUITY.
PROGRESS page ........................................................................... Select
Observe new destination with a MOD title. Check ETA and FUEL
remaining.
RTE page ........................................................................................ Select
EXEC or ERASE the new destination/routing, as desired. Observe
MOD RTE page changes to ACT.
Estimated Wind Entries for Cruise Waypoints
RTE LEGS page ............................................................................. Select
Observe the DATA prompt displayed.
RTE DATA page............................................................................. Select
Enter the estimated true wind direction/speed on the appropriate
line(s).

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.26 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Step Climb Evaluation


CRZ page ........................................................................................ Select
Enter the desired step climb altitude on the STEP line. If known, enter
the estimated average true wind direction/speed for the desired step
climb altitude on the ACTUAL WIND line.
Step climb savings ...................................................................Determine
Observe the fuel SAVINGS/PENALTY and FUEL AT ______
(destination) lines to determine if a higher cruise altitude is
advantageous.
If step climb fuel savings are significant, use the appropriate climb
procedure to initiate climb to the higher altitude when NOW is
displayed on STEP POINT line.
Note: Step climb evaluations do not consider buffet margin limits.
If the altitude entered for the step climb evaluation is higher
than the maximum altitude for flight with an adequate
buffet margin, the message MAX ALT FLXXX will be
displayed in the scratch pad. Ensure the new cruise altitude
entered for the climb is at or below the MAX ALT
displayed in the message in order to maintain a safe buffet
margin.
Entering Descent Forecasts
DES page ........................................................................................ Select
Observe FORECAST prompt displayed.
DES FORECASTS page ................................................................ Select
Verify the TRANS LVL and revise if required. Enter average ISA
DEV forecast for descent and destination QNH. Enter forecast
descent WINDs (for up to three different altitudes).
EXEC key ......................................................................................... Push
Observe MOD DES FORECASTS page changes to ACT.
Engine Out
Engine out climb and cruise pages provide advisory information for engine
out operation. Refer to Volume II, Flight Management, Navigation,
sections 41 and 42, for a complete description of ENG OUT CLB and ENG
OUT CRZ pages.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.27
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Required Time of Arrival (RTA)


Note: An active FMC flight plan complete with all performance data
must exist before the required time of arrival (RTA) mode can
be used.
Entering an RTA Waypoint and Time
RTA PROGRESS page .................................................................. Select
On PROGRESS page 2, line 1L, enter the flight plan waypoint where
required time of arrival is applicable. Observe the MOD RTA
PROGRESS page displayed with the computed ETA, for the entered
waypoint, displayed in line 1R.
RTA ..................................................................................................Enter
Enter required time of arrival into line 1R. Time should be entered in
hours, minutes, and seconds (Examples: 174530, 1745, 1745.5).
Observe MOD RTA PROGRESS page displayed with pertinent data
for complying with entered RTA. Observe EXEC key illuminated.
EXEC key ........................................................................................ Push
Observe ACT RTA PROGRESS page displayed.
Entering Speed Restrictions for RTA Navigation
PERF LIMITS page ....................................................................... Select
Enter minimum or maximum speed restriction for RTA navigation in
lines 2, 3, or 4 depending on phase of flight. Observe RTA parameters
change to reflect new limits (RTA PROGRESS page) and EXEC key
illuminated.
EXEC key ........................................................................................ Push
Observe MOD PERF LIMITS page change to ACT PERF LIMITS
page.
Note: Entered restrictions on line 2, 3, and 4 also restrict other
navigation modes such as ECON.

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.28 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Entering New Time Error Tolerances for RTA Navigation


PERF LIMITS page ........................................................................ Select
Enter desired time error tolerance (5 to 30 seconds) for the RTA
waypoint on line 1L (Example: 25). Observe MOD PERF LIMITS
page displayed and EXEC key illuminated.
EXEC key ......................................................................................... Push
Observe ACT PERF LIMITS page displayed.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.29
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

RNAV Procedures
Entering Required Navigational Performance (RNP)
LEGS Page ..................................................................................... Select
Enter RNP value from the approach plate into the scratch pad.
Line Select Key 6L........................................................................... Push
Resetting RNP to Default Value
LEGS Page ..................................................................................... Select
DELETE Key ................................................................................... Push
Line Select Key 6L........................................................................... Push

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.30 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Additional CDU Functions


Navigation Display Plan Mode (Center Step Operation)
EFIS Control Panel Mode Selector ............................................... PLAN
RTE LEGS page ............................................................................. Select
EFIS Control Panel Range Selector ...................................... As required
MAP CTR STEP key ........................................................................ Push
Each push moves the CTR label to the next geographically fixed
waypoint in the route. Selecting PREV PAGE or NEXT PAGE
moves the CTR label to the first geographically fixed waypoint on
the new page.
EFIS Control Panel Mode Selector ....................................... As required
Enter Position Shift on Runway
TAKEOFF REF page ...................................................................... Select
TO SHIFT distance .......................................................................... Enter
Enter distance desired from runway threshold. When TO/GA is
pushed, FMC will update position to runway threshold plus entered
distance.
If position shift must be removed
RTE page ................................................................................... Select
RWY ........................................................................................... Enter
Reenter runway on RTE page. Check and reenter other
performance data as required.

Nav Accuracy Check


Prior to entry into Class II airspace, a nav accuracy check will be
performed. Completion of this check should be annotated on the
International Flight Plan.
Use the following:
Select LEGS Page in the FMS.
Verify ANP value is less than or equal to RNP.
Place check in flight plan block indicating nav accuracy check
completed.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.31
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

FMC Inoperative
Use conventional navigation. LNAV and VNAV modes are not
available.
Set N1 reference and Airspeed bugs using the ODM and/or WDR.
Refer to Supplementary Engines, APU section, Setting N1 Bugs
with no Operative FMC procedure.
Refer to Supplementary Flight Instruments, Displays section,
Setting Airspeed Bugs with no Operative FMC procedure.
Accomplish the following procedures, in conjunction with normal
procedures, during appropriate phases of flight.
Before Start
IRS alignment ...........................................................................Complete
Use ISDU to enter present position information.
See Supplementary IRS - Full Alignment, Fast Realignment and
ISDU Entries procedures in this section.
CAUTION: IRS ALIGN lights must be extinguished prior to
aircraft movement.
After Paperwork Received
N1 reference bugs ................................................................. As required
Airspeed bugs ........................................................................ As required
Note: VREF is not set for takeoff.
Set V2 in MCP IAS/MACH display window.
Before Takeoff
Autothrottle .........................................................................................Off
Note: Autothrottle may be used after takeoff.
FLIGHT DIRECTOR switches...................................................... On
Press either TO/GA switch when applying takeoff thrust to
activate the flight director.

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.32 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

Climb and Cruise


Autothrottle ............................................................................ As required
Rotate MCP speed selector knob to desired speed.
If autothrottle is engaged during climb:
MCP SPD or N1 appears on the FMAs.
If autothrottle is engaged during cruise:
MCP SPD appears on the FMAs.
N1 reference bugs .................................................................. As required
EFIS control panel mode selector .......................................... As required
Set mode selector switch to APP or VOR as required.
Tune navigation radios manually.
Autopilot ................................................................................ As required
Descent, Approach and Before Landing
Autothrottle ............................................................................ As required
Rotate MCP speed selector knob to desired speed.
CAUTION: If the TO/GA switch is used for go-around, only
reduced thrust is available. Maximum thrust
go-around must be performed manually.
N1 reference bugs .................................................................. As required
Airspeed bugs ........................................................................ As required
EFIS control panel mode selector .......................................... As required
Set mode selector switch to APP or VOR as required.
Autopilot ................................................................................ As required
Dual autopilots are available for autoland.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.33
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual

FMS Preflight for Origins/Destinations/Waypoints Not


Contained in FMS Database
Certain offline airports, waypoints, and/or navaids may not be included in
the permanent FMS database. If necessary, the Lat./Long. for the offline
airport or Lat./Long. for a navaid or waypoint can be loaded into the FMS
SUPP NAV DATA pages.
Also, display and use raw data as applicable for all Departure
Procedures/STARs/ Approaches/Missed Approaches at airports not
included in the permanent FMC database. Set EFIS mode selector to APP
or VOR as required for each phase of flight.
Supplemental Navigation Database
Access to the SUPP NAV DATA pages is available only on the ground. To
access the database, type SUPP in the scratchpad from the INIT/REF
INDEX page, then select the NAV DATA prompt.
Note: Data entered into the supplemental database is retained
indefinitely, whereas data entered into the temporary database
(entered on the REF NAV DATA pages) is erased after the
completion of each flight.
Refer to Volume 2, Flight Management, Navigation, FMC Cruise,
Navigation Summary (NAV SUMMARY) for additional guidance.
To determine if SUPP NAV DATA is present:

IDENT page ................................................................................... Select


SUPP DATA (5R) .......................................................................... Check
If no date is displayed, no data in supplemental database. If a date is
displayed, data is stored in the supplemental database.
To display the SUPP NAV DATA page:

INIT/REF INDEX page ................................................................. Select


SUPP ....................................................................Type into scratchpad
NAV/DATA prompt (1R) ............................................................... Select
EFF FROM MMMDY/YR (3R) .................................................... Check
If no date is displayed, no data in supplemental database. If a date is
displayed, data is stored in the supplemental database.
Continued on next page
Copyright Delta Air Lines, Inc. See title page for details.
SP.11.34 August 31, 2007
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Continued from previous page
EFF FROM MMMDY/YR (3R) ..................................................... Enter
Entry of date is required before any entries can be made to SUPP
NAV DATA.
EXEC key ......................................................................................... Push
To clear supplemental database memory:
DELETE ALL SUPP DATA (6R) .................................................. Select
Must be accomplished prior to entry of origin airport.
EXEC key ......................................................................................... Push
Note: The supplemental database should be cleared prior to use to
prevent the FMS from accessing incorrectly entered data.
To clear individual supplemental database entries:

WPT IDENT, NAVAID IDENT, AIRPORT IDENT ....................... Enter


DEL key ............................................................................................ Push
EXEC key ......................................................................................... Push
To display all data in supplemental and temporary databases:

SUMMARY prompt (2R) ............................................................... Select


TEMP NAV SUMMARY pages are followed by SUPP NAV
SUMMARY pages.
Entering Created Airports, Navigational Aids, and Waypoints
on the NAV DATA Pages
The supplemental navigation database shares memory storage with the
temporary navigation database, the two being limited to a total of 40
navaids and 6 airports. Forty (40) waypoints may be stored, with 20
dedicated to the temporary database and the remaining 20 shared.
To enter airport data:

Four letter ICAO AIRPORT IDENT (2L) ....................................... Enter


The display changes to airport data.
RUNWAY IDENT (1L) ................................................................... Enter
LATITUDE (3L) .............................................................................. Enter
Continued on next page
Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.11.35
Supplementary Procedures -
Flight Management, Navigation
737NG Operations Manual
Continued from previous page
LONGITUDE (3R) ..........................................................................Enter
Airport ELEVATION in feet MSL (4R) ...........................................Enter
MAG VAR computes automatically.
EXEC key ........................................................................................ Push
To enter navigation aid data:

NAVAID IDENT (maximum 5 characters) (1R)..............................Enter


The display changes to airport data.
LATITUDE (3L) ..............................................................................Enter
LONGITUDE (3R) ..........................................................................Enter
FREQ (4L) .......................................................................................Enter
CLASS (2R) .....................................................................................Enter
Navaid ELEVATION in feet MSL (4R) ...........................................Enter
MAG VAR computes automatically.
EXEC key ........................................................................................ Push
To enter waypoint data:

WPT IDENT (maximum 5 characters) (1L) ....................................Enter


The display changes to airport data.
To define the waypoint by Lat./Long.:
LATITUDE (3L) .........................................................................Enter
LONGITUDE (3R) .....................................................................Enter
To define the waypoint by Radial/Distance:
REF IDENT (6L) ........................................................................Enter
REF IDENT must be already stored in a FMC database.
RADIAL/DIST (5R) ...................................................................Enter
MAG VAR is computed by FMS.
EXEC key ................................................................................... Push

Copyright Delta Air Lines, Inc. See title page for details.
SP.11.36 August 31, 2007
737NG Operations Manual

Supplementary Procedures Chapter SP


Fuel Section 12
FuelSupplementary
SP.12 BalancingProcedures-Fuel
If an engine fuel leak is suspected:
Accomplish the ENGINE FUEL LEAK checklist.
Maintain main tank No. 1 and No. 2 fuel balance within limitations.
Note: Fuel pump pressure should be supplied to the engines at all
times. At high altitude, without fuel pump pressure, thrust
deterioration or engine flameout may occur.
If the center tank contains fuel:
Center tank fuel pump switches .................................................. OFF
Crossfeed selector ....................................................................... Open
Fuel pump switches (low tank) ................................................... OFF
When quantities are balanced:
Fuel pump switches (main tank) ..............................................ON
Center tank fuel pump switches ...............................................ON
Crossfeed selector ................................................................ Close
If the center tank contains no fuel:
Crossfeed selector ....................................................................... Open
Fuel pump switches (low tank) ................................................... OFF
When quantities are balanced:
Fuel pump switches ..................................................................ON
Crossfeed selector ................................................................ Close
FCOM Template 12/12/98

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.12.1
Supplementary Procedures -
Fuel
737NG Operations Manual

Refueling
Fuel Load Distribution
Main tanks No. 1 and No. 2 should normally be serviced equally until full.
Additional fuel is loaded into the center tank until the desired fuel load is reached.

Note: Main tanks No. 1 and No. 2 must be scheduled to be full if the center
tank contains more than 1,000 lbs of fuel.

Note: If the main tanks are not full, the zero fuel gross weight of the
airplane, plus the weight of the center tank fuel, may exceed the
maximum zero fuel gross weight by up to 5,000 pounds for takeoff,
climb, and cruise; and up to 3,000 pounds for descent and landing,
provided the effects of balance (CG) have been considered.

Fuel Pressure
Apply from a truck or fuel pit. A nozzle pressure of 50 psi provides approximately
300 U.S. gallons per minute.
Normal Refueling
When a full fuel load is required, the fuel shutoff system closes the fueling valves
automatically when the tanks are full. When a partial fuel load is required, the fuel
quantity indicators are monitored and the fueling valves are closed by manually
positioning the fueling valve switches to CLOSED when the desired fuel quantity
is aboard the airplane.
Refueling with Battery Only
When the APU is inoperative and external power is not available, refueling can be
accomplished as follows:

Battery switch .................................................................................... ON


Note: The refueling system will operate normally. Operation is limited
only by battery life.

Copyright Delta Air Lines, Inc. See title page for details.
SP.12.2 August 31, 2007
Supplementary Procedures -
Fuel
737NG Operations Manual

Refueling with No AC or DC Power Source Available


When it becomes necessary to refuel with the APU inoperative, the
aircraft battery depleted, and no external power source available,
refueling can still be accomplished:
Fueling hose nozzle ....................Attached to the refueling receptacle
Fueling valves ................................ Open for the tanks to be refueled
Note: Main tanks No. 1 and No. 2, and the center tank refueling
valves each have a red override button that must be pressed
and held while fuel is being pumped into the tank.
Releasing the override button allows the spring in the valve
to close the valve.
Caution must be observed not to overfill a tank, since there is no
automatic fuel shutoff during manual operation. When the desired
amount of fuel has been pumped into the tanks, the refueling valves for
the respective tanks can be released.

Ground Transfer of Fuel


Fuel can be transferred from one tank to another tank by using the appropriate fuel
pumps, the fueling valve, the defueling valve, and the crossfeed valve. AC power
must be available.
Prior to transferring fuel or defueling, conduct a lamp test of the respective fuel
pump LOW PRESSURE lights. When transferring fuel or defueling from either
the center or main wing tanks, montior the fuel pump LOW PRESSURE lights and
turn the fuel pumps OFF at the first indication of fuel pump low pressure.
Fuel may be transferred from tank to tank or the aircraft may be defueled with
passengers on board, provided the fuel quantity in the tank from which fuel is
being taken is maintained at not less than 2000 pounds. Deplane all passengers and
non-essential crew when defueling or transferring fuel from a tank that has less
than 2000 pounds. Wait until the process has been completed and the respective
fuel pumps turned OFF before reloading non-essential crew and passengers.
To transfer fuel from the main tanks to the center tank:

Main tank fuel pump switches ............................................................ ON


Crossfeed selector ............................................................................ Open
Manual defueling valve ................................................................... Open
Center tank fueling valve switch ................................................... OPEN
Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.12.3
Supplementary Procedures -
Fuel
737NG Operations Manual

Fuel transfer ................................................................................ Monitor


The center tank fuel quantity indicator shows an increase in fuel. The main
tank indicators show a decrease in fuel.
Center tank fueling valve switch ...............................................CLOSED
When the required amount of fuel has been transferred, the switch is closed
at the fueling panel.
Manual defueling valve ................................................................... Close
Crossfeed selector ........................................................................... Close
Main tank fuel pump switches ..........................................................OFF
Main Tanks ...................................................................................... Refill
Refueling panel and defuel panel access doors ............................... Close

Fuel Crossfeed Valve Check


Crossfeed selector ............................................................................Open
Verify crossfeed VALVE OPEN light illuminates bright and then dim.
Crossfeed selector ........................................................................... Close
Verify crossfeed VALVE OPEN light illuminates bright and then
extinguishes.

Copyright Delta Air Lines, Inc. See title page for details.
SP.12.4 June 9, 2008
737NG Operations Manual

Supplementary Procedures Chapter SP


Warning Systems Section 15
GPWS/Windshear
SP.15 Test
Supplementary Procedures-Warning Systems

The following procedure is normally accomplished prior to the first flight of the
day and on each crew change.

Ground Proximity Warning System


TEST switch ............................................................... Push momentarily
Verify proper operation of the following:
BELOW G/S and GPWS INOP lights illuminate
PULL UP and WINDSHEAR alerts illuminate
GLIDESLOPE, PULL UP, and WINDSHEAR aurals sound
TERR FAIL and TERR TEST show on navigation displays
terrain display test pattern shows on navigation displays
terrain caution aurals sound and TERRAIN caution message shows
on navigation displays.
Note: If the test switch is held until aurals begin, all installed
GPWS aural warnings are tested.

TCAS System Test


The following procedure is normally accomplished prior to the first flight of the
day.

Transponder mode selector TEST switch ................... Push momentarily


TCAS TEST is displayed on the navigation display for 8 seconds then
blanks.

One of the following aural annunciations will sound at the completion


of the test:
Aural Alerts Definition
TCAS SYSTEM TEST FAIL Test failed. Maintenance required.
TCAS SYSTEM TEST OK Test complete. System operable.
FCOM Template 12/12/98

CAUTION: Absence of an aural warning should be investigated


prior to flight.

August 31, 2007 SP.15.1


Supplementary Procedures -
Warning Systems
737NG Operations Manual

Intentionally
Blank

SP.15.2 August 31, 2007


737NG Operations Manual

Supplementary Procedures Chapter SP


Adverse Weather Section 16
Introduction
SP.16 Supplementary Procedures-Adverse Weather

Airplane operation in adverse weather conditions may require additional


considerations due to the effects of extreme temperatures, precipitation,
turbulence, and windshear. Procedures in this section supplement normal
procedures and should be observed when applicable.

Cold Weather Operation


Considerations associated with cold weather operation are primarily concerned
with low temperatures and with ice and snow on the airplane, ramps, taxiways and
runways.
Icing conditions exist when OAT is 10C (50F) or below during ground
operations, takeoff, initial climb or go-around; or, TAT is 10C or below in-flight
and:
visible moisture (clouds, fog with visibility less than one mile, rain, snow,
ice crystals, or other freezing precipitation) is present, or
standing water, ice, or snow is present on the ramps, taxiways, or
runways.

Preflight
Although removal of surface snow, ice or frost is normally an ACS function, the
flight crew should use additional care and scrutiny during preflight preparation to
inspect areas where surface snow or frost could change or affect normal system
operations.

Exterior Inspection

Surfaces.......................................................................................... Check
Check for frost, snow or ice.
Thin hoarfrost is acceptable on the upper surface of the fuselage provided
all vents and ports are clear. Thin hoarfrost is a uniform white deposit of
fine crystalline texture, which usually occurs on exposed surfaces on a cold
and cloudless night, and which is thin enough to distinguish surface
features underneath, such as paint lines, markings or lettering.
When cold-soaked fuel frost is present, refer to Supplementary Procedures,
Anti-Ice, Rain Section, SP.3.

Control surfaces ............................................................................. Check


Verify control surfaces are free of snow or ice.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.16.1
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Control balance cavities ................................................................. Check


Check drainage after snow removal. Puddled water may refreeze in flight.

Pitot probes and static ports ........................................................... Check


Check all pitot probes and static ports free of ice and snow. Water rundown
after snow removal may refreeze immediately forward of static ports and
cause an ice buildup which disturbs airflow over the static ports resulting
in erroneous static readings even when static ports themselves are clear.

Air conditioning inlets and exits .................................................... Check


Verify that the air inlets and exits, including the outflow valve, are free of
snow and ice.
If the APU is operating, verify that the outflow valve is fully open.

Engine inlets ................................................................................... Check


Verify that the inlet cowling is free of snow and ice.
Verify that the fan blades are free of snow and ice and that the fan is free
to rotate.

Fuel tank vents ............................................................................... Check


Verify all traces of ice and frost are removed.

Landing gear doors ......................................................................... Check


Landing gear doors should be free of snow or ice.

APU air inlets ................................................................................ Check


The APU inlet door and cooling air inlet must be free of snow or ice prior
to APU start.

Outflow valves ............................................................................... Check


Check that outflow valves are free of impacted snow and unobstructed.

If airframe de/anti-icing is accomplished at the gate:


Refer to the Ground De/Anti-Icing procedure in this section.
Flight Deck Preparation

PROBE HEAT .................................................................................... ON


Verify that all probe heat lights are extinguished.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.2 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Engine Start
Note: If airframe icing conditions exist or taxiways are slippery,
delayed engine start is not recommended. Normal procedures
are applicable with some exceptions.
Do the normal Engine Start Procedure with the following modifications:
If the engine has been cold soaked for one or more hours at
ambient temperatures below -40C, do not start or motor the
engine. Maintenance personnel should do appropriate procedures
for adverse weather heating of the Hydro-Mechanical Unit.
If the engine has been cold soaked for three or more hours at
ambient temperatures below -40C, do not start or motor the
engine. Maintenance personnel should do appropriate procedures
for adverse weather starter servicing.
If ambient temperature is below -35C, idle the engine for two
minutes before changing thrust lever position.
Up to three and onehalf minutes may be allowed for oil pressure
to reach the minimum operating pressure. During this period, the
LOW OIL PRESSURE light may remain illuminated, pressure
may go above the normal range and the FILTER BYPASS light
may illuminate. Operate the engine at idle thrust until oil pressure
returns to the normal range.
Display units may require additional warm-up time before
displayed engine indications accurately show changing values.
Display units may appear less bright than normal.
Note: If a precautionary shutdown was accomplished due to lack of
oil pressure after start, the engine heat generated may provide
adequate warming for a subsequent start to be successful (allow
10 to 15 minutes for internal heat distribution to warm the oil
system). If available, a hot air source may be used to warm the
oil tank and engine gearbox prior to the next start.
After Start
Electrical power ............................................................... Generators ON
Normally engine IDGs stabilize within one minute, although due to
cold oil, up to five minutes may be required to produce steady power.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.16.3
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Engine Anti-ice Operation - On the Ground


Engine anti-ice must be selected ON immediately after both engines are started
and remain on during all ground operations when icing conditions exist or are
anticipated, except when the temperature is below -40C OAT.
WARNING: Do not rely on airframe visual icing cues before
activating engine anti-ice. Use the temperature and
visible moisture criteria because late activation of
engine anti-ice may allow excessive ingestion of ice
and result in engine damage or failure.
CAUTION: Do not use engine anti-ice when OAT is above 10C.
When engine anti-ice is needed:
ENGINE START switches ....................................................... CONT
ENGINE ANTI-ICE switches ...................................................... ON
Verify that the COWL VALVE OPEN lights illuminate bright,
then dim.
Verify that the COWL ANTI-ICE lights are extinguished.
Note: If the COWL VALVE OPEN lights remain illuminated
bright with engines at IDLE, position APU BLEED air
switch to OFF and increase thrust slightly (up to a maximum
of 30% N1).
When engine anti-ice is no longer needed:
ENGINE ANTI-ICE switches .....................................................OFF
Verify that the COWL VALVE OPEN lights illuminate bright,
then extinguish.
ENGINE START switches ...........................................................OFF

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.4 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Wing Anti-ice Operation - On the Ground


Use wing anti-ice during all ground operations between engine start and takeoff
when icing conditions exist or are anticipated, unless the airplane is, or will be
protected by the application of Type II or Type IV fluid in compliance with Deltas
de-icing program.
WARNING: Do not use wing anti-ice as an alternative for ground
de-icing/anti-icing. Close inspection is still needed to
ensure that no frost, snow or ice is adhering to the
wing, leading edge devices, stabilizer, control
surfaces or other critical airplane components at
takeoff.
WARNING: Ground use of the wing antiice system is intended to
complement, and not replace, ground
deicing/antiicing and inspection procedures.
CAUTION: Do not use wing anti-ice when OAT is above 10C.
When wing anti-ice is needed:
WING ANTI-ICE switch .............................................................. ON
Verify that the L and R VALVE OPEN lights illuminate bright,
then dim.
Note: The wing anti-ice VALVE OPEN lights may cycle
bright/dim due to the control valves cycling closed/open in
response to thrust setting and duct temperature logic.
When wing anti-ice is no longer needed:
WING ANTI-ICE switch ............................................................ OFF
Verify that the L and R VALVE OPEN lights illuminate bright,
then extinguish.
If the aircraft has been protected by de/anti-icing fluid and icing
conditions exist or are anticipated:
Configure airplane per the following chart:
Fluid Type Operating Engine(s) Wing Anti-Ice
Type I 2 ON
Type II or Type IV 1* or 2 OFF
* Single engine taxi permitted.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.16.5
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

TaxiOut
CAUTION: Taxi at a reduced speed. Use smaller nose wheel
steering and rudder inputs and apply minimum
thrust evenly and smoothly. Taxiing on slippery
taxiways or runways at excessive speed or with high
crosswinds may start a skid.
CAUTION: When operating the engines over significant amounts
of standing de-icing or anti-icing fluid, limit thrust to
the minimum required. Excessive ingestion of de-icing
or anti-icing fluid can cause the fluid to build up on
the engine compressor blades resulting in compressor
stalls and engine surges.
When engine anti-ice is required and the OAT is 3C or below, do an
engine run up, as needed, to minimize ice build-up. Use the following
procedure:
Check that the area behind the airplane is clear.
Run-up to a minimum of 70% N1 for approximately 30 seconds
duration at intervals no greater than 30 minutes.
If airport surface conditions and the concentration of aircraft do not
permit the engine thrust level to be increased to 70% N1, then set a
thrust level and time at that thrust level as high as practical.
Note: When operating in conditions of freezing rain, freezing drizzle,
freezing fog or heavy snow, run-ups to a minimum of 70% N1
for approximately 1 second duration at intervals no greater then
10 minutes enhance ice shedding.
Flight controls ................................................................................ Check
Note: Increase in control forces can be expected at low temperatures
because of increased resistance in cables and thickened oil in
snubbers and bearings.
If any flight control is suspected of binding or restricted movement,
refer to the Supplementary Flight Controls section, Flight Controls
Check.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.6 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Nose wheel steering ....................................................................... Check


Nose wheel steering should be exercised in both directions during taxi
to circulate warm hydraulic fluid through steering cylinders and
minimize steering lag caused by low temperatures.
Flaps .............................................................................................. Check
Move flaps through full travel to ensure freedom of movement.
CAUTION: The flap position indicator and leading edge
devices annunciator panel should be closely
observed for positive movement. If the flaps should
stop, the flap lever should be placed immediately
in the same position as indicated.
Flaps ......................................................................... Set flaps, as needed
If taxi route is through slush or standing water in low temperatures or
if precipitation is falling with temperatures below freezing, taxi with
flaps up. Taxiing with flaps extended subjects the flaps and flap
drives to snow and slush accumulations from the main gear wheels.
Leading edge devices are also susceptible to slush accumulations.
If flaps are up for taxi, delay accomplishment of the TAXI and
BEFORE TAKEOFF checklists until flaps are properly positioned
and a flap movement check completed.
Exposure of untreated surfaces for the short period of time from
delayed flap extension to takeoff should not affect the performance of
the wing nor jeopardize compliance with the clean aircraft concept.
If thrust reversers are used on snow or slush covered taxiways, the
aircraft (especially wing leading edges) must be reinspected for
contamination.
If airframe de/anti-icing is accomplished during taxi:
Refer to the Ground De/Anti-Icing procedure in this section.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.16.7
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Before Takeoff
CAUTION: To prevent damage to the retractable landing lights,
consider leaving them in the retracted position when
taking off on contaminated runways.
Flaps ..........................................................................................Verify set
Takeoff Speeds
Takeoff, accelerate-stop distances and V1 speeds are normally based
on smooth, dry, hard-surfaced runways. Snow, slush, standing water
and ice affect takeoff performance. Slush and standing water affect
acceleration, and precipitation in any form affects stopping capability.
For performance corrections, see ODM/ARM.
Anti-ice Takeoff Performance Penalties
When takeoff performance is based on known or forecast icing
conditions at departure time and performance corrections are
required, they will be applied to the weight and balance data
(AWABS). This will be indicated by a statement printed on AWABS
below the adjusted takeoff weight and in the performance notes.
The flight crew is responsible for applying takeoff weight corrections
when conditions require and the Weight Data Record does not
indicate that corrections were applied.
WARNING: The Captain must verify that there is no
contamination (snow, ice or frost) adhering to the
wings or control surfaces.
It can be reasonably assumed that those areas not visible are clear if
the entire airplane has been deiced, the wing surfaces are viewed from
the cabin are clear of accumulation and a satisfactory control check is
made just prior to takeoff. If contamination is suspected, particularly
if lengthy delays occur, return aircraft to ACS/Maintenance for
inspection and further deicing if necessary.
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.8 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Continued from previous page


Avoid fast rotation rates (in excess of 3 degrees/second) since
combined with wing contamination this may result in reduction of
stall margin. At light gross weights and cold temperatures, a 3 degree
per second rotation rate will result in an initial climb speed above V2
+20. Initial climb speeds up to V2 +25 will not significantly affect the
climb profile.
At designated high elevation airports, improved performance takeoffs
can be used if needed to increase the climb limit weights for takeoff
performance. This will provide additional stall margins with
minimum performance penalties.
Rejected Takeoff
If operable, use RTO position of the AUTOBRAKE selector for
takeoff. When aborting a takeoff on a slippery runway, use maximum
allowable symmetrical reverse thrust and ensure speed brake lever is
up. If a side slip develops, correct back to center line by reducing
reverse thrust to reverse idle and releasing brakes. This allows the tire
cornering forces to be used for alignment to runway center line. Use
rudder, steering and differential braking, as required, to prevent over
correcting past the center line. When reestablished on center line,
apply maximum braking and reverse thrust to stop the aircraft.
Takeoff
Refer to the Guidelines for Contaminated Runways procedure in this
section, if applicable.
Do the normal Takeoff Procedure with the following modification:
When engine anti-ice is required and the OAT is 3C or below, the takeoff
must be preceded by a static engine run-up. Use the following procedure:
Run-up to a minimum of 70% N1 and confirm stable engine
operation before the start of the takeoff roll.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.16.9
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Engine Anti-Ice Operation In Flight


Engine antiice must be ON during all flight operations when icing conditions
exist or are anticipated, except during climb and cruise when the temperature is
below -40C SAT. Engine antiice must be ON before, and during descent in all
icing conditions, including temperatures below -40C SAT.
When operating in areas of possible icing, activate engine antiice before entering
icing conditions.
WARNING: Do not rely on airframe visual icing cues before
activating engine antiice. Use the temperature and
visible moisture criteria because late activation of
engine anti-ice may allow excessive ingestion of ice
and result in engine damage or failure.
CAUTION: Do not use engine anti-ice when TAT is above 10C
When engine antiice is needed:
ENGINE START switches ....................................................... CONT
ENG ANTIICE switches ............................................................ ON
Verify that the COWL OPEN lights illuminate bright, then dim.
Verify that the COWL ANTI-ICE lights are extinguished.
Note: If the COWL VALVE OPEN lights remain illuminated
bright with engines at IDLE, increase thrust slightly (up to a
minimum of 30% N1).
When engine anti-ice is no longer needed:
ENGINE ANTI-ICE switches .....................................................OFF
Verify that the COWL VALVE OPEN lights illuminate bright,
then extinguish.
ENGINE START switches ...........................................................OFF
Fan Ice Removal
CAUTION: Avoid prolonged operation in moderate to severe icing
conditions.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.10 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Severe icing can usually be avoided by a change in altitude and/or airspeed. If


flight in moderate to severe icing conditions cannot be avoided, do the following
on both engines, one engine at a time at approximately 15 minute intervals:
Thrust .................................................................................... Increase
Increase thrust to a minimum of 80% N1 for approximately 1 second to
ensure the fan blades and spinner are clear of ice.

Engine vibration may occur due to fan blade/spinner icing. If engine


vibration continues after increasing thrust, do the following on both
engines, one engine at a time:
ENGINE START switch ......................................................... FLT
Thrust .................................................................................. Adjust
Adjust thrust to 45% N1. After approximately five seconds,
increase thrust lever slowly to a minimum of 80% N1.
Note: Engine vibration may reduce to a low level before 80%
N1 is reached, however, thrust increase must continue to
a minimum of 80% N1 to remove ice from the fan blades.
Note: Engine vibration may indicate full scale prior to shedding
ice, however, this has no adverse effect on the engine.
If vibration does not decrease, do the procedure for HIGH
ENGINE VIBRATION If not in icing conditions.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.16.11
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Wing Anti-Ice Operation In Flight


Note: Do not use wing anti-ice prior to 400 feet AGL.
Ice accumulation on the flight deck window frames, windshield center post, or on
the windshield wiper arm may be used as an indication of structural icing
conditions and the need to turn on wing anti-ice.
The wing anti-ice system may be used as a de-icer or anti-icer in flight only. The
primary method is to use it as a de-icer by allowing ice to accumulate before
turning wing anti-ice on. This procedure provides the cleanest airfoil surface, the
least possible runback ice formation, and the least thrust and fuel penalty.
Normally it is not necessary to shed ice periodically unless extended flight through
icing conditions is necessary (holding).
The secondary method is to use wing anti-ice before ice accumulation. Operate the
wing anti-ice system as an anti-icer only during extended operations in moderate
or severe icing conditions, such as holding.
CAUTION: Do not use wing anti-ice when TAT is above 10C.
CAUTION: Use of wing anti-ice above approximately FL350 may
cause bleed trip off and possible loss of cabin
pressure.
Note: Prolonged operation in icing conditions with the leading edge
and trailing edge flaps extended is not recommended. Holding
in icing conditions with flaps extended is prohibited.
When wing anti-ice is needed:
WING ANTI-ICE switch .............................................................. ON
Verify that the L and R VALVE OPEN lights illuminate bright,
then dim.
When wing anti-ice is no longer needed:
WING ANTI-ICE switch .............................................................OFF
Verify that the L and R VALVE OPEN lights illuminate bright,
then extinguish.
After flying in icing conditions with temperature at destination airport
below 46F, and/or if landing will be made with anti-icing in use, and/or
the flight required the use of wing anti-ice, check that required
corrections have been made to go-around climb limit weight. Use
AWABS or ODM data, as available.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.12 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Cold Temperature Altitude Corrections


Extremely low temperatures create significant altimeter errors and greater
potential for reduced terrain clearance. When the temperature is colder
than ISA, true altitude will be lower than indicated altitude.
Refer to Airway Manual, Weather, Pressure Altimeter Corrections, Cold
Weather, for altitude correction considerations when operating at or near
airports where high terrain and/or obstacles exist in combination with very
cold temperatures (-10C or colder), or when en route minimum altitudes
are affected by terrain clearance.

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.16.13
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Approach and Landing


Approach

Engine antiice ...................................................................... As required


If icing conditions exist, engine antiice must be ON.

Wing antiice ........................................................................ As required


Use normal procedures and reference speeds unless a flaps 15 landing is
planned.
If a flaps 15 landing will be made:
Set VREF 15
If any of the following conditions apply, set VREF ICE = VREF
15 + 10:
engine antiice will be used during landing
wing antiice has been used any time during the flight
icing conditions were encountered during the flight and the
landing temperature is below 10C.
The combined airspeed corrections for steady wind, gust, and icing
should not exceed the maximum of 20 knots.
Landing
Refer to the Guidelines for Contaminated Runways procedure in
this section, if applicable.
Use autobrakes, if available, for maximum stopping effectiveness.
To optimize stopping distance:
Avoid excessive approach speed
Touchdown within 1500 feet from the approach end of the
runway
Assure spoilers deploy
Use maximum allowable symmetrical reverse thrust.
Reduce reverse thrust to reverse idle by 60 knots. Select forward
idle at normal taxi speed.
If side slipping develops, return both reverse levers toward the idle
detent.
Reverse thrust may reduce forward visibility due to blowing snow.
Avoid abrupt steering inputs.
Ice accumulation may render the nose wheel steering inoperative or
sluggish. Use rudder inputs and/or differential braking for
directional control.
Copyright Delta Air Lines, Inc. See title page for details.
SP.16.14 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

After Landing
CAUTION: Taxi at a reduced speed. Use smaller nose wheel
steering wheel and rudder inputs and apply minimum
thrust evenly and smoothly. Taxiing on slippery
taxiways or runways at excessive speed or with high
crosswinds may start a skid.
CAUTION: When operating the engines over significant amounts
of standing de-icing or anti-icing fluid, limit thrust to
the minimum required. Excessive ingestion of de-icing
or anti-icing fluid can cause the fluid to build up on
the engine compressor blades resulting in compressor
stalls and engine surges.
Do the normal After Landing Procedure with the following
modifications:
After prolonged operation in icing conditions with the flaps extended,
or when an accumulation of airframe ice is observed, or when landing
on a runway contaminated with ice, snow, or slush:
Do not retract the flaps to less than flaps 15 until the flap areas
have been checked to be free of contaminates.
Engine anti-ice must be selected ON and remain on during all ground
operations when icing conditions exist or are anticipated, except when
the temperature is below -40C OAT.
WARNING: Do not rely on airframe visual icing cues before
activating engine anti-ice. Use the temperature and
visible moisture criteria because late activation of
engine anti-ice may allow excessive ingestion of ice
and result in engine damage or failure.
CAUTION: Do not use engine anti-ice when OAT is above 10C.
When engine anti-ice is needed:
ENGINE START switches .......................................................CONT
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.16.15
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Continued from previous page


ENGINE ANTI-ICE switches ...................................................... ON
Verify that the COWL VALVE OPEN lights illuminate bright,
then dim.
Verify that the COWL ANTI-ICE lights are extinguished.
Note: If the COWL VALVE OPEN lights remain illuminated
bright with engines at IDLE, increase thrust slightly (up to a
maximum of 30% N1).
When engine anti-ice is no longer needed:
ENGINE ANTI-ICE switches .....................................................OFF
Verify that the COWL VALVE OPEN lights illuminate bright,
then extinguish.
ENGINE START switches ...........................................................OFF
When engine anti-ice is required and the OAT is 3C or below, do an
engine run up, as needed, to minimize ice build-up. Use the following
procedure:
Check that the area behind the airplane is clear.
Run-up to a minimum of 70% N1 for approximately 30 seconds
duration at intervals no greater than 30 minutes.
If airport surface conditions and the concentration of aircraft do not
permit the engine thrust level to be increased to 70% N1, then set a
thrust level and time at that thrust level as high as practical.
Note: When operating in conditions of freezing rain, freezing
drizzle, freezing fog or heavy snow, run-ups to a minimum
of 70% N1 for approximately 1 second duration at intervals
no greater then 10 minutes should be considered.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.16 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Shutdown
Do the following step before starting the normal Shutdown Procedure:
After landing in icing conditions:
WARNING: Ensure that the stabilizer trim wheel handles are
stowed before using electric trim to avoid
personal injury.
Stabilizer trim ..............................................................Set 0 to 2 units
Prevents melting snow and ice from running into balance bay areas and
prevents the stabilizer limit switch from freezing. With flaps retracted,
this requires approximately eight hand wheel turns of manual trim.

Secure
Do the normal Secure Procedure with the following modifications whenever the
temperature falls below 0 C (32 F):

Stabilizer trim ..................................................................Set 0 to 2 units


Positioning stabilizer inhibits intake of snow and ice in balance bay
areas and prevents freezing of trim switch.
Wheel chocks .................................................................... Verify in place
Parking brake ............................................................................. Released
Reduces the possibility of frozen brakes.
Note: Additional cold weather securing procedures are required to be
accomplished by maintenance personnel. Stations have the
responsibility for draining the water system.
At non-maintenance stations:
Coordinate the following with Delta ACS or ACS contract personnel
before leaving the aircraft:
If the airplane will not be heated:
Pressurization mode selector ................................................ MAN
Continued on next page

Copyright Delta Air Lines, Inc. See title page for details.
August 31, 2007 SP.16.17
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Continued from previous page


Outflow valve switch ........................................................ CLOSE
Position outflow valve fully closed to inhibit intake of snow
and ice.
If ground conditioned air will be used to heat the airplane:
Pressurization mode selector ................................................MAN
Outflow valve switch ...........................................................OPEN
Position the outflow valve fully open to prevent aircraft
pressurization.
Refer to the Supplementary Air Systems section for ground
conditioned air procedures.
If packs will be used to heat the airplane:
CAUTION: Do not leave the interior unattended with a
pack operating and all doors closed. With the
airplane in this configuration, accidental
closure of the main outflow valve can cause
unscheduled pressurization of the airplane.
Pressurization mode selector ................................................MAN
Outflow valve switch ...........................................................OPEN
Position the outflow valve fully open to prevent aircraft
pressurization.
Refer to the Supplementary Air Systems section for airplane
heating procedures.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.18 August 31, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Ground De/Anti-Icing
Definitions and Concepts
Ground de/anti-icing background information and policies are described in
this section and the Airway Manual, Weather - Icing. Procedures for
aircraft specific de/anti-icing are located in this section.
Deicing
Deicing is the procedure of removing frost, ice, slush, or snow from the
aircraft in order to provide clean surfaces. On the ground this may be
accomplished by:
Using any mechanical or pneumatic means that will not damage the
aircraft.
Using heated deicing fluid to remove all forms of frozen
contamination (including environmental frost). Heated fluids
penetrate the frozen contaminants and contact the aircraft skin. The
high thermal conductivity of the aircraft skin causes the heat to
spread, breaking the bond of the ice and snow, causing it to melt or
fall off the aircraft.
Anti-icing
Anti-icing is a precautionary procedure that provides protection against the
formation of frost or ice, and accumulation of snow or slush on treated
surfaces of the aircraft for a limited period of time (holdover time).
Anti-icing fluid is the only protection against airfoil icing prior to getting
airborne. Therefore, fluid application should be completed as close to
takeoff time as possible.
De/Anti-icing
A combination of the deicing and anti-icing procedures.
Secondary De/Anti-icing
If an aircraft which has been de/anti-iced is delayed on the ground long
enough that anti-icing protection is no longer effective, or if for any reason
the de/anti-icing process is interrupted while freezing/frozen precipitation
is falling, the ground de/anti-icing procedure must be reaccomplished in its
entirety. This is referred to as secondary de/anti-icing.

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.19
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

When secondary de/anti-icing is necessary, the contaminated anti-icing


fluid and all frozen contamination must be completely removed by deicing
before making another application of anti-icing fluid. If a holdover time
was previously established after completing secondary de/anti-icing, a
new holdover time must be determined.
Clean Aircraft Concept
The airline industry, in concert with the FAA, is operating with a clean
aircraft concept to minimize the effects of all forms of frozen
contamination on aircraft surfaces.
Takeoff is prohibited when frost, ice, snow or slush is adhering to the
wings, control surfaces, engine inlets, or other critical surfaces of the
aircraft.
Do not rely on air flow during takeoff roll to remove frozen
precipitation that may be adhering to the aircraft.
A coating of frost up to 1/8 inch thick on the lower wing surface,
below the fuel tank area, is permissible provided it is caused by
cold soaked fuel.
A thin coating of frost is permitted on the fuselage, provided letter
and paint lines are visible through the frost.
Cold soaked wings
A cold soaked wing condition can occur when an aircraft lands with a large
amount of fuel remaining in the wing tanks. During cruise at high altitude,
the aircraft is subjected to extremely cold temperatures for an extended
period of time causing the aircraft skin and fuel to become super cooled. If
enough super cooled fuel is remaining in the wing tanks to contact the
upper wing surface, it will maintain the skin at a temperature below
freezing. When this happens, any moisture contacting the upper wing
surface may form frozen contamination, even in ambient air temperatures
as high as 15C (60F).
For all other aircraft, a cold soaked wing should only be suspected if both
of the following conditions are met.
Frost or ice is observed on the wings underside during the walk
around, and
A large amount of fuel was remaining in the wing tanks after
landing.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.20 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

If cold soaked wings are suspected, cabin windows may be used during the
preflight to visually inspect the upper wing surfaces for frost or ice. The
quickest way to alleviate a cold soaked wing condition is to add warm fuel
to the wing tanks.
Critical Aircraft Surfaces
Critical aircraft surfaces are those surfaces which must be clear of adhering
frozen contamination before beginning takeoff roll. Critical aircraft
surfaces include, but may not be limited to:
Wings, slats, flaps, ailerons, spoilers.
Horizontal stabilizer and elevator.
Vertical stabilizer and rudder.
Pitot heads, static ports, ram-air intakes, engine and flight
instrument probes, other kinds of instrument sensor pickups.
Engine and APU inlets and exhausts.
Landing gear and landing gear doors.
Fuel vents.
Radome
Representative Aircraft Surfaces
Representative aircraft surfaces are those which the pilot can readily
observe to determine whether or not frost, ice, or snow is accumulating or
forming on that surface. By using a representative surface, a pilot can make
a reasoned judgement regarding whether or not frost, ice, or snow is
adhering to other aircraft surfaces.
Representative aircraft surfaces visible from the flight deck are:
Fuselage.
Radome.
Representative aircraft surfaces visible from the best vantage point(s) in
the cabin are:
Wing area upper surfaces.
Wing leading edges.
Engine inlets.

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.21
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Best Vantage Point(s)
The best vantage point is the location in the aircraft where a pilot can best
check representative aircraft surfaces. This will normally be a passenger
window in the over-wing area. It may be necessary in some circumstances
to move forward a few rows to get the best view of the engines. Outside
lighting conditions and glare may also affect which specific location is the
best vantage point.
Holdover Time
Holdover time is the estimated time that anti-icing fluid will prevent the
formation of frozen contaminants on the treated surfaces of the aircraft.
Holdover time is determined by the pilot using the Holdover Time Tables.
Holdover time starts when the final application of fluid begins. The final
fluid applied will be either:
De/Anti-icing fluid in the one step procedure, or
Anti-icing fluid in the two step procedure.
Holdover time ends when either:
The applied fluid loses its effectiveness, or
The time extracted from the holdover time range expires.
Ground Icing Conditions
Guidance for determining precipitation categories (type) and intensities
(light, moderate, and heavy) is located in the Airway Manual, Weather,
Hazardous Weather - Icing.
WARNING: Do not take off during hail, moderate or heavy
freezing rain, snow pellets, or heavy ice pellets.
Operational Effects of Frozen Contamination
Frost, ice, and/or snow adhering to airfoils, engine inlets, flight controls
and flight instrument sensors, even in small amounts, can have a critical
effect on aircraft performance. For example, ice formations on the wings
leading edges and upper surfaces creating texture roughness of medium to
coarse sandpaper can reduce lift as much as 30 percent and increase drag
by 40 percent. Therefore, frozen contamination on the aircraft in any form
poses a serious threat to flight safety due to degraded operational
performance.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.22 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Degraded aerodynamic performance such as:


Lift decreases - Frozen contamination may destroy the lifting
ability of an airfoil, including leading edge devices. The aircraft
may not lift off at a normal pitch attitude. Required gaps in leading
edge devices may be blocked and further reduce lift on one or both
wings.
Drag/weight increases - An aircraft may fail to reach takeoff speed
in the calculated distance.
Stall speed increases - Buffet or stall may occur before activation
of stall warning systems.
Controllability decreases - Caused by changing the aerodynamic
properties of the control surface due to ice. For example, ice on the
leading edge of the horizontal stabilizer can affect pitch control,
especially during rotation.
Reduction in available engine power caused by:
Icing of engine inlets, guide vanes or compressor blades.
Ingestion of ice shedding from other parts of the aircraft.
Impairment of flight and engine performance indicators resulting in:
Incorrect power settings due to EPR probe icing.
Incorrect airspeed indication caused by pitot/static probe icing.
Erroneous stall warning caused by ice on the AOA probe.
Degraded flight control response as ice may interfere with the free
movement of the flight controls.
Delta De/Anti-icing Program
Delta Air Lines Ground De/Anti-icing Program is coordinated among
Airport Customer Service, Maintenance, Flight Control, Flight
Operations, Fleet Management and Reliability, and Flight Safety. Each
Delta deicing station will have designated trained personnel on duty to
determine when to initiate ground de/anti-icing operations. At airports
where no Delta personnel are permanently assigned, the Captain may
declare the de/anti-icing program in effect. In this case, the Captain shares
responsibility for the effectiveness of the effort with the ground crew. The
procedures outlined in this section will help guide the Captain through this
decision making process.
There are several components to Deltas De/Anti-icing Program. Pilots
need to be aware of how key components play an integral part in ensuring
safe winter flight operations.

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.23
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
De/Anti-icing Alert Plan
A Deicing Alert Chart will be issued daily by Delta Meteorology to the
OCC Duty Director. This chart reflects forecasted freezing/frozen
precipitation for specific geographic regions for the next days flying (24 -
48 hours in advance). Affected stations will be notified, and plans will be
made to initiate local de/anti-icing operations. Flight Control will work in
conjunction with individual stations to determine possible changes to the
flight schedule based on any anticipated decrease in airport air traffic
capacity.
Station De/Anti-icing Plans
Each Delta station that conducts de/anti-icing operations is required to
have a detailed de/anti-icing plan on file. This plan contains, but is not
limited to the following information:
Persons responsible for implementing/terminating the de/anti-icing
plan.
Deicing equipment and fluids.
Location of de/anti-icing areas.
Local procedures including communication with the flight crew
and coordination with local ATC.
ATC will be notified whenever the local de/anti-icing plan is in effect.
Departure runway queues will be managed by ATC in order to minimize
the amount of time an aircraft spends on the ground after being
de/anti-iced.
Special procedures for the pilots will be contained in the Airway Manual,
10-0 Delta Special Pages (green pages), or noted in the Airport Remarks
section of the flight plan.
Responsibility for De/Anti-icing of Aircraft
The Captain has the ultimate responsibility for ensuring the aircrafts
critical surfaces are free of frozen contamination and the flight can be
operated safely. The ground deicing crew shares in this responsibility by
providing an aircraft that complies with the clean aircraft concept.
Normally, aircraft de/anti-icing will be performed by:
Delta Maintenance.
Airport Customer Service (ACS).
Business partner (contractor).
Any combination of the above.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.24 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

ACS and/or contractors accomplish the majority of aircraft de/anti-icing.


As always, pilot vigilance is paramount during any de/anti-icing
procedure. If possible, the pilots should evaluate the operation from the
flight deck as it is being conducted and:
If deicing or anti-icing is not being performed properly and safety
is jeopardized, stop the operation and attempt to have the problem
corrected.
When possible, provide timely feedback on individual station
de/anti-icing performance to the Dispatcher. A telephone report is
preferred.
Document all de/anti-icing problems or kudos on a COR.
Depending on the circumstances and local station procedures, aircraft
de/anti-icing may be accomplished:
Whenever requested by the Captain.
Prior to taxiing into the gate (to prevent accumulation).
During overnight parking (prior to pilots arrival).
At the gate - prior to pushback.
After pushback - clear of the gate.
During taxi operations, i.e., car wash.
Deicing at Offline Stations
If de/anti-icing is required at an offline station, consult with Flight Control.
In unusual circumstances, such as when operating at an offline station, the
pilots may be required to supervise the de/anti-icing operation. In this case,
the pilots must ensure the aircraft is free of frozen contamination in
accordance with the clean aircraft concept. If the Captain determines that
the pilots are unable to effectively supervise the de/anti-icing procedure,
the flight will not operate.
Note: Contact the Dispatcher if a noncertified fluid must be used.
Refer to Noncertified Fluids section in this chapter.

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.25
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

De/Anti-icing Fluids
Type I Fluid
Type I fluid is a deicing and anti-icing fluid with low viscosity and is
considered an unthickened fluid. It forms a very thin wetting film on
aircraft surfaces and has excellent deicing properties. Type I fluid can be
orange-colored or colorless. Due to its low viscosity, it provides minimal
anti-icing protection. Type I fluid is always diluted because adding water
ensures fluid freeze point protection and ensures proper aerodynamic
flow-off characteristics. Type I fluid is never applied 100 percent.
Different dilution ratios of Type I fluids affect the freeze point of the fluid,
but do not alter its holdover time significantly. Consequently, there are no
ratio break outs on the Type I Holdover Time Table. The Type I Holdover
Table will apply when this fluid is used.
Type II Fluid
Type II fluid is a deicing and anti-icing fluid of high viscosity and is
considered a thickened fluid. It adheres to the aircraft surfaces to provide
a protective film. It creates a thicker layer than Type I fluid and thus has
improved anti-icing capability. Type II fluid can be straw-colored or
colorless. Airflow during takeoff roll causes the fluid to shed so that by
rotation the surfaces are aerodynamically clean. Varying concentration
levels of Type II fluid affect its holdover time. Delta prefers to use 100
percent concentration of Type II fluid, but other concentration levels may
be used at contract or overseas facilities. Not all stations will have Type II
available. The Type II Holdover Table will apply when this fluid is used.
Type III Fluid
Type III fluid is a deicing and anti-icing fluid with longer [holdover] times
than Type I fluid, but lower viscosity than Type IV fluids. It was primarily
designed for use on aircraft with slower rotation speeds to ease shedding
of the fluid during takeoff, but it is fully approved for use on Delta aircraft.
Type III fluid is bright yellow in color. Few stations are expected to have
Type III fluid available. The Type III Holdover Table will apply when this
fluid is used.
Type III fluid or fluid/water mixtures are normally applied heated when
used for deicing (contamination removal), but may be heated or unheated
for anti-icing (surface protection).

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.26 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Type IV Fluid
Type IV fluid is an enhanced performance deicing and anti-icing fluid with
characteristics similar to Type II. Type IV fluid is green colored, except in
Japan, where it is colorless. Its anti-icing effectiveness is superior to Type
II fluid and holdover time is increased by a significant factor under most
conditions. There is a separate Holdover Time Table for Type IV which
reflects this improved performance. Additionally, Type IV fluid has some
unique visual characteristics. It is pale green in color and considerably
thicker than Type II fluid. When applied to the wings, the extra thickness
may cause the fluid to appear wavy or bumpy. Varying concentration levels
of Type IV fluid affect its holdover time. Delta prefers to use 100 percent
concentration of Type IV, but other concentration levels may be used at
contract or overseas facilities. Not all stations will have Type IV available.
The Type IV Holdover Table will apply when this fluid is used.
Some contract deicing ground crews may communicate a specific brand of
Type IV fluid during the Post De/Anti-icing Report, for example, Type IV,
Octagon, Max-Flight. Flight crews should disregard the fluid brand
information and utilize the Type IV Holdover Time Table.
Noncertified Fluids
A de/anti-icing fluid that does not meet SAE/ISO certification
requirements (including military fluids) is classified as noncertified, Type
I, Type II, Type III, or Type IV fluid. These fluids may be encountered at
certain international stations, or during offline operations at military bases.
The use of noncertified Type I fluid is not authorized for takeoff during
active icing conditions. Contact the Dispatcher if a noncertified Type I
fluid is used. Noncertified Type II, Type III, or Type IV fluids are not
authorized under any circumstances.
Fluid Standards
Deicing fluids are:
Heated water when OAT is above or equal to -3C (27F).
Heated water mixed with Type I fluid.
Heated water mixed with one of the following SAE/ISO fluids:
Type II, or
Type III, or
Type IV.

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.27
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Anti-icing fluids must be certified by the:


Society of Automotive Engineers (SAE).
International Standards Organization (ISO).
Anti-icing fluids are:
Heated or unheated water mixed with one of the following
SAE/ISO fluids:
Type I,
Type II,
Type III, or
Type IV.
Undiluted SAE/ISO Type II fluid.
Undiluted SAE Type III fluid
Undiluted SAE/ISO Type IV fluid
All de/anti-icing fluids have a limit to their low operational temperature
use. Ground deicing crews and Dispatchers have access to this information
in the Technical Operations Policies and Procedures (TOPP) 20-30-05.
The following is an approximate low temperature limit of the fluids:
Type I has the lowest temperature use, approximately -30C
(-22F)
Type II and IV are approximately -25C (-13F)
Type III is approximately -29C (-20F)
Under extremely low temperature conditions consider using alternate
means of deicing, such as brooms or nonheated forced air.
Fluid Effects on Braking and Steering
Generally, Type I, Type II, Type III, and Type IV fluids are considered to
have the same affect on braking and steering as water.
CAUTION: A slippery condition may exist in and around the
de/anti-icing ramp and taxi ways, particularly during
dry weather conditions or light precipitation.
De/Anti-icing Fluid vs. Hydraulic Fluid
It is very difficult to distinguish between de/anti-icing fluids and hydraulic
fluid. In small quantities and thin coatings, both fluids will have similar
coloring and feel slippery to the touch. During the exterior inspection, if
residual fluids on aircraft surfaces cannot be identified, contact local
Maintenance or call the MCC through the Dispatcher for guidance.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.28 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Fluid Application Methods
De/anti-icing can be performed using a one or two step procedure.
One step procedure - This procedure is a combination of deicing
and anti-icing performed at the same time with the same fluid
(de/anti-icing). The fluid used to deice the aircraft is always heated
and remains on the surface to provide anti-icing protection. This
procedure can be repeated so as to minimize the time required to
complete the final application of fluid.
Two step procedure - This procedure consists of two distinct fluid
applications. The first step, deicing with a heated fluid, is followed
by the second step, anti-icing, as a separate fluid application.
Normally, Type II or Type IV fluid is used during the second step;
however, Type I or Type III fluid may be used.
Note: Areas in front of the most forward passenger door are normally
treated only with Type I or Type III fluid. International stations
may use a thin mixture of Type II or Type IV fluid when Type I
or Type III fluid is not available.
Note: Holdover time starts when the final application begins in either
the one step or two step procedure.
Forced Air Deicing
At some stations, forced air deicing equipment is used to facilitate
contamination removal. Forced air deicing utilizes an air stream to help
remove frozen accumulations from an aircraft with or without deicing
fluid. Forced air deicing has the advantage of reducing the total amount of
glycol needed for deicing, providing economic and environmental
benefits. Forced air only (without fluid) may be especially helpful for
removing frozen accumulations from RON aircraft surfaces.
Forced air applications (with or without fluid) may not eliminate the need
for conventional de/anti-icing procedures. After a forced air application
has occurred, conventional deicing (using fluid only) may be needed to
ensure complete contamination removal.
Holdover times are not associated with forced air deicing. To use Type I
holdover time tables, anti-icing using heated Type I fluid without forced air
must occur. To use Type II, Type III, or Type IV holdover time tables,
anti-icing using Type II, Type III, or Type IV fluid without forced air must
occur.
The post-de/anti-icing check and report (below) should still occur even if
forced-air deicing is the only task performed.
Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.29
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

De-/Anti-icing Checks
There are four types of de/anti-icing checks: Post De/Anti-icing Check,
Flight Deck Check, Cabin Check, and External Check.
Post De/Anti-icing Check
This check is an integral part of the de/anti-icing process. After aircraft
de/anti-icing is complete, the deicing ground crew performs a Post
De/Anti-icing Check to confirm that the critical surfaces are free of any
contamination. Confirmation that the Post De/Anti-icing Check has been
successfully completed will be communicated to the pilots during the Post
De/Anti-icing Report by stating; POST DE/ANTI-ICING CHECK
COMPLETE.
Flight Deck Check
This check is an integral part of the holdover time and is performed by the
pilots. Because of the limitations and cautions associated with the use of
the Holdover Time Tables, the pilots must not rely on the use of holdover
times as the sole determinant that the aircraft is free of contamination.
They must continually assess the current weather, environmental
conditions, and the aircrafts condition. Several Flight Deck Checks are
required during the holdover time period to maintain awareness of the
aircrafts condition.
The Flight Deck Check is performed by the pilots just prior to takeoff and
is required anytime:
Ground icing conditions exist, and
The holdover time is still valid.
The Flight Deck Check consists of:
A check of representative aircraft surfaces which are visible from
the flight deck.
If desired or if any doubt exists, conduct a Cabin Check.
When circumstances do not permit a satisfactory visual check from inside
the aircraft, return to the designated area and:
Have ground de-icing crew perform an External Check, or
If any doubt exists as to the condition of the aircraft, repeat the
Ground De/Anti-icing procedure.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.30 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Cabin Check
This check is performed by the pilots and is required:
Any time the aircraft has been de/anti-iced, and holdover time is
exceeded during conditions of frost, freezing fog, or snow, or
Within 5 minutes of takeoff any time a pilot-assessed change in
intensity is to be used, or
When doubt exists after conducting the Flight Deck Check, or
During conditions of heavy snow (provided Type IV fluid has been
used for anti-icing).
Since clear ice formation cannot be detected visually from inside the
aircraft, the Cabin Check is not authorized when:
Type I fluid has been applied during freezing drizzle.
Type II , Type III, or Type IV fluid has been applied during
freezing drizzle, light freezing rain, or rain on cold soaked wings
and holdover time has expired. Secondary de/anti-icing or an
External check must be accomplished prior to takeoff.
Ice pellets have fallen.
The Cabin Check consists of a visual inspection of all representative
aircraft surfaces which are visible from the best vantage point(s) in the
cabin. Normally, de/anti-icing fluid failure will first occur on the leading
or trailing edges of the wing rather than the mid-chord. Therefore, the
leading edges and upper surfaces of both wings must be visually checked
for evidence of fluid failure. Additionally, engine inlets must be inspected
for contamination. Takeoff must occur within five minutes of the most
recent check.
The ability to adequately perform this check from inside the aircraft is
highly dependent upon several factors. Lighting conditions, cleanliness of
cabin/flight deck windows, and outside visibility may severely hinder or
prevent the pilots ability to satisfactorily assess aircraft surfaces for
contamination. When circumstances do not permit a satisfactory visual
check from inside the aircraft, return to the designated area and:
Have ground de-icing crew perform the External Check.
If any doubt exists as to the condition of the aircraft, repeat the
ground de/anti-icing procedure.

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.31
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
External Check
This check is performed by the de/anti-icing ground crew and is required
anytime:
Doubt exists after conducting a Cabin Check, or
The aircraft has been anti-iced with Type II, Type III, or Type IV
fluid, and holdover time is exceeded during freezing drizzle, light
freezing rain, or rain on cold soaked wings.
This check consists of a close visual inspection of the aircrafts upper wing
surfaces and leading edges for frozen contamination. Takeoff must occur
within five minutes of the External Check.
If the External Check cannot be accomplished, return for secondary
de/anti-icing.
CAUTION: An External Check is not authorized during freezing
drizzle when Type I fluid is used.
Contact local operations for specific locations on the airfield to accomplish
the External Check. Be aware that some stations may conduct secondary
de/anti-icing as an alternative to the External Check.
Visual Indications of Loss of Fluid Effectiveness
It is difficult to determine when anti-icing fluid is beginning to fail,
however, when any ice or snow can be seen accumulating on treated
surfaces, the fluid has lost its effectiveness. Any ice, frost, or snow on top
of deicing or anti-icing fluids must be considered as adhering to the
aircraft, and secondary de/anti-icing must be accomplished prior to
takeoff.
Normally, de/anti-icing fluid failure will first occur on the leading
or trailing edges of the wing rather than the mid-chord. However,
when the aircraft is pointing downwind the mid-chord will fail
first.
The leading edges and upper surfaces of both wings must be
visually checked for evidence of fluid failure.
If the leading edges and upper surfaces of both wings cannot be
inspected from the cabin, return for an External Check or
secondary de/anti-icing.
Type I Fluid
When Type I fluid has lost its effectiveness, frozen precipitation will begin
to accumulate on the aircraft surface in much the same manner as it would
on a nontreated surface.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.32 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Type II, Type III, and Type IV Fluid
When Type II, Type III, or Type IV fluid has lost its effectiveness and is no
longer able to absorb the freezing moisture, look for the following visual
indications.
Gray or white appearance and buildup of ice crystals in or on top of
the fluid.
Progressive surface freezing.
Snow accumulation.
Dulling of surface reflectiveness caused by the gradual
deterioration of the fluid to slush (loss of gloss or orange peel
appearance).
Ice buildup on the wing life raft attach points (if installed), adjacent
to the over-wing exits.

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.33
TYPES OF DE/ANTI-ICING CHECKS

Type of Check Post De/Anti-icing Check Flight Deck Check Cabin Check External Check*

SP.16.34
Performed by: Deicing Ground Crew Pilots Pilots Deicing Ground Crew
Holdover time is still Doubt exists after the Flight Doubt exists after the Cabin
Adverse Weather

Required when: The final fluid coating is


applied to determine critical valid. Deck Check, or Check, or
surfaces are free of frozen heavy snow is falling Type II, Type III, or Type IV fluid
contamination. (provided Type IV fluid has has been used and holdover time
Supplementary Procedures -

been used for anti-icing), or is exceeded during conditions of


holdover time is exceeded freezing drizzle, light freezing
during conditions of frost, rain, or rain on cold soaked
Types of De/Anti-icing Checks

freezing fog, or snow, or wings.


snow grains.
Time limit to During/following the During the holdover time Must be within five minutes of Must be within five minutes of
accomplish the de/anti-icing and prior to and just prior to takeoff. takeoff. Repeated as takeoff. Repeated as necessary.
check: pushback or taxi. necessary.
Location to Outside the aircraft. The flight deck (may The best vantage point(s) in Outside the aircraft.
perform the also include the best the cabin.
check: vantage point(s) in the
737NG Operations Manual

cabin).
Representative surfaces All representative aircraft Upper wing surface and leading

Copyright Delta Air Lines, Inc. See title page for details.
Areas to check Aircraft critical surfaces.
are: visible from the flight surfaces visible from the edge.
deck (and cabin if cabin.
desired).
* In lieu of external check, deicing ground crew may elect to de/anti-ice aircraft.

December 18, 2007


Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Communication Procedures
Any airport specific deicing procedures will be contained in the Airway
Manual, 10-0 Delta Special Pages (green pages), or noted in the Airport
Remarks section of the flight plan.
It is critical to establish communications with the ground crew prior to
commencing de/anti-icing. Once the deicing operation commences, any
aircraft movement or changes in configuration must be coordinated with
the ground crew.
Post De/Anti-icing Report
After the aircraft has been de/anti-iced, a Post De/Anti-icing Report must
be directly communicated to the Captain using the format specified on the
GROUND DE/ANTI-ICING procedure card. The pilot is required to read
back this information to verify accuracy.
Note: A report is not required when the aircraft is deiced due to frost,
prior to the pilots arrival, and no active frost is forming.
Holdover Times
Use of Holdover Time Tables
Holdover times provide an operational guideline for departure planning.
They must be used in conjunction with the Flight Deck Check. Holdover
Time Tables are located in this section.
Holdover times published in the tables are only approximate and must be
adjusted after considering all variables. The source of the Holdover Time
Tables is the Aerospace Division of the Society of Automotive Engineers
(SAE). Time data is derived from an analysis of testing conducted in field
and laboratory conditions, as well as airline operational experience.
Numerous factors affect the actual time that anti-icing fluid will provide
protection against frozen contamination.
The times specified in the tables represent the approximate holdover times
for seven categories of active precipitation.
Frost.
Freezing fog.
Snow.
Freezing drizzle.
Freezing rain (light).

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.35
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Ice pellets
Rain on cold soaked wings.
Three precipitation categories specify a time range (snow, freezing drizzle,
and rain on cold soaked wings), and four categories specify a single time
(freezing fog, frost, light freezing rain and ice pellets).
Whenever a time range is given, the lower time in the range is for moderate
precipitation conditions and the upper time is for light conditions.
When a single time is specified in the table, it represents the approximate
holdover time limit for that weather condition. However, it may be
necessary to adjust the holdover time downward after considering other
environmental factors.
Establishing Holdover Time
A holdover time is established using the following five steps.
(1) Obtain the Post De/Anti-icing Report from the ground crew and
read back the information. The following data from the report is
used to establish a holdover time:
Fluid type: Type I, Type II, Type III, or Type IV.
Fluid concentration: Mixture information is only required for
Type II, Type III, or Type IV fluid. There are no fluid mixture
break outs on the Type I Holdover Time Table because dilution
ratios do not significantly affect holdover time for Type I fluids.
Local time that the final (anti-icing) fluid application began.
This is the point at which the holdover timing starts.
(2) Determine the current weather conditions (OAT, type of
precipitation, and intensity of precipitation).
OAT is determined by the most current weather report or ATIS.
The Holdover tables allow pilots to determine holdover times
based partly upon the type and intensity of the frozen
precipitation that is falling.
The type and intensity of frozen precipitation (light, moderate,
or heavy) is officially determined by the most current official
weather report (e.g.,from National Weather Service [NWS],
NWS-approved automated system, or other agent approved by
the NWS).
If at any time a pilot assesses intensity greater than that being
reported, he/she shall use the heavier precipitation when
entering the holdover tables for holdover time.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.36 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

If, in the pilots judgement, the intensity is less than that being
reported, the pilot shall request (e.g., to the tower or trained
weather observer) a new observation be taken and reported or
shall wait long enough for an update to an automated
meteorological observation to be taken and reported as
applicable.
A pilot may act on their own assessment of lesser
precipitation intensity only in those cases concerning
snowfall or ice pellets where the officially reported (e.g.,
from NWS, NWS-approved automated system, or other
agent approved by the NWS) meteorological precipitation
intensity is grossly different from that which is obviously
occurring. (For example: precipitation is reported when
there is no actual precipitation occurring.)
If an adjustment to intensity is pilot-assessed, the pilots
shall communicate the newly assessed intensity to flight
control via ACARS.
If a pilot acts based upon their own assessment that
precipitation intensity levels are LOWER than the official
reported intensity level, a Cabin Check is required within
the 5 minutes preceding takeoff.
Pilot assessment of precipitation intensity levels may only be
used when there is enough natural sunlight or artificial lighting
available to provide adequate exterior visibility. All windows
through which the assessment is made must be adequately
transparent so as to not restrict the pilots visibility under the
lighting conditions present.
The Snowfall Intensities as a Function of Prevailing Visibility
chart in the Flight Crew Operations Manual, Volume 1, is based
on prevailing visibility and allowances are made for the effects
of night light conditions.
Ice pellet intensity shall be assessed using the following criteria:
Light - scattered pellets that do not completely cover
exposed surfaces regardless of duration
Moderate - slow accumulation on the ground
Heavy - rapid accumulation on the ground
Pilots are not permitted to self-assess intensity in the case of
reported freezing drizzle or freezing rain unless no precipitation
is actually falling. Freezing drizzle and freezing rain quickly
adhere to cold surfaces and can be difficult to see; for this
reason, if conditions are reported or anticipated the aircraft shall
be de-iced and/or treated with anti-icing fluid as a precaution
against encountering these conditions during taxi-out.

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.37
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

(3) Based on all the information obtained in steps 1 and 2, reference


the appropriate Holdover Time Table and determine:
A single time from the frost, freezing fog, light freezing rain or
ice pellets column, or
A time range from the snow, freezing drizzle, or rain on cold
soaked wings column.
(4) If a single time was extracted from the table, go to step 5. If a
time range was extracted, determine a specific holdover time
from this range by assessing:
Intensity of precipitation. As a general rule, holdover time
ranges should be interpreted as follows:
Light conditions = Upper end of time range.
Moderate conditions = Lower end of time range.
Heavy conditions = Less than the lower time value.
When determining intensity, the pilots must consider the rate,
density, and moisture content of the precipitation. For example,
wet snow is considered more intense than dry/powdery snow
and will have a lower holdover time. Wet snow occurs at or near
freezing temperatures of -1C (30F) or above.
(5) Further refine the determined holdover time after considering the
following additional factors:
Environmental factors - Jet blast, high wind velocity, and wind
direction may cause anti-icing fluid to flow off aircraft surfaces
thus reducing holdover time. Blowing snow due to wind or jet
blast could decrease holdover time by increasing the amount of
precipitation contacting aircraft surfaces and diluting the fluid.
Solar radiation from direct sunlight may increase holdover time
by warming aircraft surfaces.
Aircraft skin temperature - Although this is difficult to
determine, pilots need to be aware that aircraft skin temperature
lower than OAT may decrease holdover time. One of the best
ways to assess wing skin temperature is by referencing the fuel
temperature, if available. Fuel temperature significantly lower
than OAT may decrease holdover time.
Operational experience of the pilots - For example, pilots who
rarely fly in ground icing conditions may feel more comfortable
using more conservative holdover times. Additionally, any
background knowledge or experiences can be applied by the
pilots.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.38 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual
Adjusting Holdover Time
A continuous assessment of weather and environmental conditions in
conjunction with the Flight Deck Check is required during the holdover
time period. Changing conditions may increase or decrease fluid
effectiveness, necessitating a holdover time adjustment.
A change in OAT.
A change in type or intensity (rate or density) of precipitation.
Snow changing to light freezing rain, or light snow changing to
heavy snow will decrease holdover time. Conversely, moderate
snow changing to light snow may increase holdover time. Presence
of ice pellets precipitation may necessitate similar adjustment.
Jet blast, an increase in wind velocity, or a change in wind direction
will decrease holdover time.
Exceeding Holdover Time
The Captain is responsible for monitoring the status of the aircraft exterior
for frozen contamination. The pilot performs periodic Flight Deck Checks
to ensure the aircraft is free of contamination during the time between
anti-icing and takeoff, whenever the holdover time is still valid.
When holdover time is exceeded, the required course of action will depend
upon the type of active precipitation and the type of fluid used to anti-ice.
Refer to the foldout card in this section for additional specific guidance.
Required Action When Holdover Time is Exceeded
Fluid Active Precipitation
Used to
Anti-Ice Frost Freezing Snow, Freezing Light Rain on Cold
Fog Snow Drizzle Freezing Soaked
Grains Rain Wings
Type I Accomplish one of the Takeoff Not Authorized
following actions:
A Cabin Check,
Type II, Accomplish one of the following
Type III, An External Check, or actions:
or Secondary De/Anti-Icing An External Check, or
Type IV Secondary De/Anti-Icing

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.39
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Configuring the Aircraft for De/Anti-icing


It is the responsibility of the pilots to ensure the aircraft is properly
configured prior to commencing de/anti-icing operations.
Note: Whenever de/anti-icing will occur during overnight parking, the
pilots must ensure the aircraft is properly configured prior to
leaving for the night. Refer to the Securing for Cold Weather
procedure contained in this section.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.40 December 18, 2007
FOLD
Supplementary Procedures -
Adverse Weather
737NG Operations Manual 737NG Operations Manual

Ground DeIcing/AntiIcing Wing Anti-ice ........................................................................ As required


Before de/anti-icing: If Type I fluid was applied and icing conditions do not exist, taxi
operations may proceed on single engine and wing anti-ice should
Parking brake.............................................................................................Set remain OFF.
Establish communications with ground personnel. If Type I fluid was applied and icing conditions exist or are
anticipated, start both engines and select wing anti-ice ON.
Operate engines as directed by ground personnel or 10-0 pages. If Type II, Type III, or Type IV fluid was applied, taxi operations
Flaps ..........................................................................................................UP may proceed on single engine and wing anti-ice should remain OFF.
APU or external power ................................................................ As required Determine holdover time
Use HOLDOVER TIME GUIDELINES table.
Packs....................................................................................................... OFF
Holdover time starts when final application of fluid begins.
Engine and APU bleeds.......................................................................... OFF
Actual weather conditions could be different from reported
Stabilizer trim .........................................................Full APL NOSE DOWN conditions. The Captain makes final determination using the most
accurate of METAR, ATIS, or pilot observation. Refer to Icing in the
Set stabilizer to APL NOSE DOWN limit to prevent deicing fluid and slush Airway Manual, Weather chapter, Hazardous Weather section, and
run-off from entering stabilizer balance panel cavity.
the Snowfall Intensities as a Function of Visibility chart for additional
Trim airplane to electrical APL NOSE DOWN limit. Then continue trimming information.
manually to manual APL NOSE DOWN limit.
During taxi:
WARNING: Once the deicing operation begins, any aircraft movement or Stabilizer Trim ................................................................................. Reset
changes in configuration must be coordinated with the ground
crew. Both crew members ensure proper setting for takeoff.

After de/anti-icing: Flaps ........................................................................Check, set as needed


Move flaps through full travel to ensure freedom of movement.
Obtain and read back post de/anti-icing report:
Consider delaying flap/slat extension when freezing precipitation or
Fluid type. slush may accumulate on untreated surfaces, or in flap areas.
Concentration (for Type II, Type III, and Type IV only). Perform engine run-ups as required:
Local time final (anti-icing) fluid application began and current local time. When engine anti-ice is required and the OAT is 3C or below,
perform engine run-ups as defined in the following table during
Verbal confirmation: POST DE/ANTI-ICING CHECK COMPLETE prolonged ground operations.
Reconfigure aircraft:
Interval Min. N1 Duration
Engine and APU bleeds ......................................................... As required
30 Minutes 70% 30 seconds
Engine(s) (if required) .................................................................. Restart Prior to T/O 70% Momentary
Packs ...................................................................................... As required
Holdover time ........................................................... Adjust as necessary
Allow sufficient time for residual fluid to drain prior to using packs.
Refer to the Takeoff Decision Tree.
Complete TAXI and BEFORE TAKEOFF checklists.

December 18, 2007 SP.16.41


Supplementary Procedures -
Adverse Weather
737NG Operations Manual 737NG Operations Manual

n Flight deck check


Takeoff Decision Tree
Inspect aircraft components visible from the flight deck for frozen contamination.
DE/ANTI-ICE AIRCRAFT Inspect the fuselage and radome.
Holdover Time Begins o Cabin check
Inspect aircraft components visible from the cabin for frozen contamination.
NOT FLIGHT DECK
CHECK CLEAN TAKEOFF Inspect all the following from the best vantage point in the cabin:
CLEAN
1 Engine inlets.
Both wings: upper surface and leading edge. (Best vantage points are the
NOT SURE
passenger windows forward of and at the overwing area. Use the wing
TAKEOFF illumination lights.)
NOT CABIN within
CLEAN
CHECK

2
CLEAN 5 minutes. p External check
If unable,
repeat Contact local operations.
NOT SURE
Cabin
Check or Secondary de/anti-icing may be performed in lieu of EXTERNAL CHECK.
External
NOT EXTERNAL
CLEAN
CHECK CLEAN Check.
3 Holdover Time Guidelines (All Locations & Fluid Types)
See Special
Considerations Holdover times DO NOT exist for conditions of snow pellets, heavy snow,
Holdover Time Ends for Heavy Snow moderate to heavy freezing rain, or hail, and takeoff is NOT authorized under
these conditions. An exception for heavy snow might be possible when Type
IV anti-icing fluid is used; see Special Considerations for Heavy Snow.
Ice Pellets
Holdover time ranges are for moderate to light conditions. During heavy
Frost
weather conditions, the holdover time will be less than the lower time
Freezing Drizzle
Freezing Fog specified in the range.
Light Freezing Rain
Light to Mod. Snow/
Rain on Cold Soaked Wings
Jet blast, high wind velocity, high moisture content, and aircraft skin
Snow Grains temperature lower than OAT may decrease holdover time below the lowest
time specified in the range.
Ground de-/anti-icing fluids are not intended for and do not provide ice
NOT CABIN
CLEAN
Fluid
Type TYPE I
protection during flight.
CLEAN CHECK
2
For shaded areas either the holdover times have not been established
or the weather conditions generally do not occur within the respective
NOT SURE TYPE II, III, OR IV temperature range.
These tables are for use in departure planning only, and should be used in
TAKEOFF
within 5
conjunction with the pre-takeoff Flight Deck check.
NOT EXTERNAL minutes. EXTERNAL
NOT
CLEAN CHECK CHECK
CLEAN Continued on next page
3 If unable, 3
repeat
CLEAN Cabin CLEAN
Check.

TAKEOFF within 5 minutes.


If unable, repeat De/Anti-icing.

SP.16.42 December 18, 2007


FOLD
Supplementary Procedures -
Adverse Weather
737NG Operations Manual 737NG Operations Manual

Continued from previous page


Special Considerations for Ice Pellets
Ice pellets generally remain in the frozen state, imbedded in anti-icing fluid, and are not

LT RAIN
absorbed by fluid in the same manner as other forms of frozen precipitation. In the past,

If the temperature decreases, or conditions degrade to a point where a different holdover time would apply, that different holdover
Critical surfaces are free of contamination before applying Type IV anti-icing fluid (i.e., ice pellets cannot be falling during either
25
presence of a contaminant not absorbed by the fluid would be an indication of a failed fluid.
Ice pellets imbedded in anti-icing fluid are difficult to detect using a cabin check.

LIGHT ICE PELLETS MIXED WITH:

Type IV anti-icing fluid is considered effective for 90 minutes after the start of application, under the following conditions:
Therefore, a cabin check during ice pellet conditions may not be of value and is not
required.

FREEZING
RAIN

NOT AUTHORIZED
Use of Holdover Time Tables for Ice Pellets and Ice Pellet Mixtures

LT

10
25
25
After proper deicing and anti-icing, takeoff is allowed under conditions of light ice pellets,
moderate ice pellets, and ice pellets mixed with other forms of precipitation by using the

HOLDOVER TIMES (MINUTES)


"Ice Pellet Holdover Times" table and accompanying footnotes. If the holdover time has

FREEZING
DRIZZLE
Ice Pellet Holdover Times (100% Type IV Fluid Only)

LT-MOD
been exceeded, the aircraft must be completely deiced, and if precipitation is still present,

10
25
25
anti-iced again prior to a subsequent takeoff. The ice pellet holdover time cannot be
extended by a cabin check or an external check of the aircraft critical surfaces.

Special Considerations for Heavy Snow

The tables precipitation intensity and temperature limits are not exceeded.
LT-MOD
SNOW
Takeoffs are allowed in heavy snow provided:

If precipitation stops falling at any time during the holdover period, and
25
25

If precipitation resumes, the original holdover time must not be exceeded.


The aircraft has been anti-iced with 100% concentration Type IV fluid following
deicing, and

time must not be exceeded (from the start of the anti-icing step).
A Cabin Check is accomplished within the 5 minutes preceding takeoff

MODERATE
If a definitive fluid failure determination cannot be made using this check due to snowfall,

Holdover times begin at the start of the anti-icing application.


PELLETS
ONLY

Undiluted (100%) Type IV fluid is used for anti-icing.


lighting conditions, or any other reason, the aircraft must be completely deiced and

ICE

10
25
25

10
anti-iced (if precipitation is still present) prior to takeoff.

the holdover time has not been exceeded, and


Ice pellet holdover times are valid provided:
LIGHT ICE
PELLETS
ONLY

30
50

30
50

the OAT has not decreased.


the deice or anti-ice steps).
< -5 to -10 < 23 to 14
< 0 to -5 < 32 to 23
> 32

< 14
F
OAT

< -10
>0
C

December 18, 2007 SP.16.43


Conversions Snowfall Intensities as a Function of Prevailing Visibility
Time of OAT Visibility (Statute Mile)

SP.16.44
Day
RVR Feet RVR Statute C F > 2 < 2 - 2 < 2 - 1 < 1 - 1 <1- <- <
Meters Miles
Adverse Weather

6000 2000 1-1/4 > -1 > 30 Very Light Light Light Moderate Moderate Heavy Heavy
Day
5000 1600 1 < -1 < 30 Very Light Very Light Light Light Moderate Moderate Heavy
Snowfall
Intensity

4000 1200 3/4 > -1 > 30 Very Light Light Moderate Heavy Heavy Heavy Heavy
Night
Supplementary Procedures -

2400 800 1/2 < -1 < 30 Very Light Light Moderate Moderate Heavy Heavy Heavy

TYPE I
OAT APPROXIMATE HOLDOVER TIMES (MINUTES)

SNOW/SNOW GRAINS RAIN ON


LIGHT
ACTIVE FREEZING FREEZING COLD
C F FREEZING
FROST FOG DRIZZLE SOAKED
VERY LIGHT LIGHT MODERATE RAIN
WING

> -3 > 27 45 11 18 - 22 11 - 18 6 -11


737NG Operations Manual

TAKEOFF
< -3 to -6 < 27 to 21 45 8 14 - 17 8 - 14 5 - 8
NOT AUTHORIZED
< -6 to -10 < 21 to 14 45 6 11 - 13 6 - 11 4 - 6

< -10 < 14 45 5 7 - 8 4 - 7

To use these times the fluid must be heated to a minimum temperature of 60C (120F) at the nozzle and at least 1 liter per square meter (2 gallons per 100 square feet) must
be applied to de-iced surfaces.
* Refer to Snowfall Intensities as a function of Prevailing Visibility chart if no other environmental factors inhibiting visibility, i. e., smoke or fog, are present.
Holdover times DO NOT exist for conditions of ice pellets, snow pellets, heavy snow, freezing drizzle, freezing rain, or hail, and takeoff is NOT authorized under these
conditions.

December 18, 2007


TYPE IV
OAT APPROXIMATE HOLDOVER TIMES (MINUTES)
RAIN ON
Fluid
ICE FREEZING LIGHT COLD
Concentration ACTIVE FREEZING SNOW/SNOW GRAINS*
C F PELLETS DRIZZLE** FREEZING SOAKED
(Fluid/Water) FROST FOG
RAIN WING
MOD - LGT HEAVY MOD - LGT MOD - LGT
100/0 12 hrs 75 35-75 40-70 25 10-50
> -3 > 27 75/25 5 hrs 65 20-55 35-50 15 5-35
50/50 3 hrs 15 5-15 See 10-20
100/0 12 hrs 20 20-40 Ice 20-45 10

< -3 to -10 < 27 to 14 Pellets
75/25 5 hrs 25 15-35 Holdover 15-30 10
100/0 12 hrs 20 20-40 Times
< -10 to -14 < 14 to 7 Table
75/25 5 hrs 25 15-35 TAKEOFF NOT AUTHORIZED
< -14 to -25 < 7 to -13 100/0 12 hrs 15 15-30
< -25 < -13 USE TYPE I FLUID
Use only for 0 C (32 F) or above.
* Refer to Snowfall Intensities as a function of Prevailing Visibility chart if no other environmental factors inhibiting visibility, i. e. smoke or fog, are present.
737NG Operations Manual

** If positive identification of freezing drizzle is not possible, use light freezing rain holdover times.
Takeoffs are allowed in heavy snow provided:
(1) the aircraft has been anti-iced with 100/0 concentration Type IV fluid following deicing, and
(2) a pre-takeoff contamination (cabin) check is accomplished within the 5 minutes preceding takeoff.
If a definitive fluid failure determination cannot be made using this check due to snowfall, lighting conditions, or any other reason, the aircraft must be completely deiced
and anti-iced (if precipitation is still present) prior to takeoff.
Refer to Ice Pellets Holdover Times table in this section.
TYPE II
OAT APPROXIMATE HOLDOVER TIME (MINUTES)
FLUID SNOW/ RAIN ON COLD
FREEZING LIGHT
CONCENTRATION ACTIVE FREEZING SNOW SOAKED
C F DRIZZLE FREEZING

December 18, 2007


(FLUID/WATER FROST FOG GRAINS WING
RAIN
MOD - LGT MOD - LGT MOD - LGT
100/0 8 hrs 35 20 - 45 30 - 55 15 5 - 40
> -3 > 27 75/25 5 hrs 25 15 - 30 20 - 45 10 5 - 25
50/50 3 hrs 15 5 - 15 5 - 15
100/0 8 hrs 20 15 - 30 15 - 45 10
< -3 to -10 < 27 to 14
75/25 5 hrs 20 10 - 20 15 - 30
100/0 8 hrs 20 15 - 30
< -10 to -14 < 14 to 7
75/25 5 hrs 20 10 - 20
TAKEOFF NOT AUTHORIZED
< -14 to -25 < 7 to -13 100/0 8 hrs 15 15 - 30
< -25 < -13 USE TYPE I FLUID
737NG Operations Manual

* Refer to Snowfall Intensities as a function of PrevailingVisibility chart if no other environmental factors inhibiting visibility, i. e., smoke
or fog, are present.
** If positive identification of freezing drizzle is not possible, use light freezing rain holdover times.
Type II and Type III Fluid Holdover Times Tables

Use only for 0C (32F) or above.


Holdover times DO NOT exist for conditions of ice pellets, snow pellets, heavy snow, moderate to heavy freezing rain, or hail, and takeoff
is NOT authorized under these conditions.
Adverse Weather

SP.16.45
Supplementary Procedures -
SP.16.46
TYPE III
OAT APPROXIMATE HOLDOVER TIMES (MINUTES)
Adverse Weather

FLUID SNOW/SNOW GRAINS RAIN ON


CONCENTRATION FREEZING LIGHT
ACTIVE FREEZING COLD
C F (WATER/FLUID) VERY DRIZZLE FREEZING
FROST FOG SOAKED
Supplementary Procedures -

LIGHT MODERATE RAIN


LIGHT WING

100/0 120 20 35 - 40 20 - 35 10 - 20 10 - 20 8 6 - 20
> -3 > 27 75/25 60 15 25 - 35 15 - 25 8 - 15 8 - 15 6

50/50 30 10 15 - 20 8 - 15 4-8 5-9

100/0 120 20 30 - 35 15 - 30 9 - 15 10 - 20 8
< -3 to -10 < 27 to 14
75/25 60 15 25 - 30 10 - 25 7 - 10 9 - 12 6

< -10 to -29 < 14 to -20 100/0 120 20 30 - 35 15 - 30 8 - 15 TAKEOFF NOT AUTHORIZED
737NG Operations Manual

< -29 < -20 USE TYPE I FLUID

Use only for 0 C (32 F) or above.


* Refer to Snowfall Intensities as a function of PrevailingVisibility chart if no other environmental factors inhibiting visibility, i. e., smoke or fog, are
present.
** If positive identification of freezing drizzle is not possible, use light freezing rain holdover times.

December 18, 2007


Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Hot Weather Operation


During ground operation the following considerations will help keep the
airplane as cool as possible:
flight deck windows must be kept closed.
While the airplane is electrically powered, packs should be run or
cooling air supplied to the airplane when the OAT exceeds 40 C
(103 F) to protect the reliability of electrical and electronic
equipment in the airplane.
If cooling air is available from an outside source, the supply should
be plugged in immediately after engine shutdown and should not
be removed until just prior to engine start.
Keep all doors and windows, including cargo doors, closed as
much as possible.
Electronic components, window heat and radar contribute to a high
temperature level in the flight deck should be turned off while not
needed.
Windshield air, foot air vents and all the air outlets should be open.
Open all passenger cabin gasper outlets and close all window
shades on the sunexposed side of the passenger cabin.
Note: If only cooling air from a ground air conditioning cart is
supplied (no pressurized air from the APU or ground external
air), then the TAT probes are not aspirated. Because of high TAT
probe temperatures, the FMCs may not accept an assumed
temperature derate. Delay selecting an assumed temperature
derate until after bleed air is available.
Heat build up from the pneumatics within the wing body areas may
cause WING-BODY OVERHEAT lights to illuminate. After
exiting the landing runway and during ground servicing, consider
positioning the flaps to 1 to assist in dissipating heat from these
areas. If this is accomplished, stations personnel should be advised.
Brake temperature levels may be reached which can cause the wheel fuse
plugs to melt and deflate the tires. Consider the following actions:
Consideration for brake cooling should be taken into account when
operating on runways and taxiways exposed to high temperatures
since these areas maintain temperatures considerably above
ambient. Excessive use and riding of brakes should be avoided.
Intermittent brake usage provides a cooling period between
application. Allow the airplane to accelerate, then brake to a very

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.47
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

slow taxi speed and release the brakes completely. Use of reverse
thrust to reduce taxi speed is not recommended.
Be aware of brake temperature buildup when operating a series of
short flight segments. The energy absorbed by the brakes from
each landing is cumulative.
Extending the landing gear early during the approach provides
additional cooling for tires and brakes.
During flight planning consider the following:
High temperatures inflict performance penalties which must be
taken into account on the ground before takeoff.
Alternate takeoff procedures (No Engine Bleed Takeoff, Improved
Performance, etc.)

Operation in Heavy Rain or Hail


When flight in or near heavy rain or hail is encountered or anticipated,
accomplish the following:
If heavy rain or hail is encountered:
ENGINE START switches ....................................................... CONT
Thrust Levers ............................................................... Adjust Slowly
If thrust changes are necessary, move the thrust levers slowly. Avoid
changing thrust lever direction until engines have stabilized at a
selected setting.

Turbulence
During flight in light to moderate turbulence, the autopilot and/or
autothrottle may remain engaged unless performance is objectionable.
Increased thrust lever activity can be expected when encountering wind,
temperature changes and large pressure changes. Shorttime airspeed
excursions of 10 to 15 knots can be expected.
Passenger signs .................................................................................. ON
Advise passengers to fasten seat belts prior to entering areas of reported
or anticipated turbulence.
Instruct flight attendants to check that all passengers' seat belts are
fastened.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.48 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Severe Turbulence
Autothrottle ........................................................................DISENGAGE
AUTOPILOT ................................................................................... CWS
A/P status annunciators display CWS for pitch and roll.
Note: If sustained trimming occurs, disengage the autopilot.
ENGINE START switches ................................................................ FLT
Thrust ...................................................................................................Set
Set thrust as required for the phase of flight. Change thrust setting only if
required to modify an unacceptable speed trend.
PHASE OF FLIGHT AIRSPEED
CLIMB 280 knots or .76 Mach
CRUISE Use FMC recommended thrust settings. If the
FMC is inoperative, refer to the Operation
Without Airspeed Indication section, in the
Abnormal chapter of the ODM, for approximate
N1 settings that maintain near optimum
penetration airspeed.
DESCENT .76 Mach/280/250 knots. If severe turbulence is
encountered at altitudes below 15,000 feet and
the airplane gross weight is less than the
maximum landing weight, the airplane may be
slowed to 250 knots in the clean configuration.

Note: If an approach must be made into an area of severe turbulence,


delay flap extension as long as possible. The airplane can
withstand higher gust loads in the clean configuration.

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.49
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Windshear
Windshear is a change of wind speed and/or direction over a short distance
along the flight path. Indications of windshear are listed in the Windshear
non-normal maneuver in the QRH.
Avoidance
The flight crew should search for any clues to the presence of windshear
along the intended flight path. Presence of windshear may be indicated by:
Thunderstorm activity
Virga (rain that evaporates before reaching the ground)
Pilot reports
Low level windshear alerting system (LLWAS) warnings.
Stay clear of thunderstorm cells and heavy precipitation and areas of
known windshear. If the presence of windshear is confirmed, delay takeoff
or do not continue an approach.
Precautions
If windshear is suspected, be especially alert to any of the danger signals
and be prepared for the possibility of an inadvertent encounter. The
following precautionary actions are recommended if windshear is
suspected:
Takeoff
Use maximum takeoff thrust instead of reduced thrust.
For optimum takeoff performance, use flaps 5, 10 or 15 as selected
by AWABS. If multiple flap settings are offered, use the highest
available setting for the runway in use to improve tail skid
clearance during rotation.
Use the longest suitable runway provided it is clear of areas of
known windshear.
Consider increasing Vr speed using the runway allowable takeoff
weight (RATOW) from the AWABS. Refer to the ODM to
determine the higher rotation speed, not to exceed actual gross
weight Vr + 20 knots. Set V speeds for the actual gross weight.
Rotate at the adjusted (higher) rotation speed. This increased
rotation speed results in an increased stall margin and meets
takeoff performance requirements. If windshear is encountered at
or beyond the actual gross weight Vr, do not attempt to accelerate
to the increased Vr but rotate without hesitation.

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.50 June 9, 2008
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Be alert for any airspeed fluctuations during takeoff and initial


climb. Such fluctuations may be the first indication of windshear.
Know the allengine initial climb pitch attitude. Rotate at normal
rate to this attitude for all nonengine failure takeoffs. Minimize
reductions from the initial climb pitch attitude until terrain and
obstruction clearance is assured, unless stick shaker activates.
Crew coordination and awareness are very important. Develop an
awareness of normal values of airspeed, attitude, vertical speed,
and airspeed buildup. Closely monitor vertical flight path
instruments such as vertical speed and altimeters. The pilot
monitoring should be especially aware of vertical flight path
instruments and call out any deviations from normal.
Should airspeed fall below the trim airspeed, unusual control
column forces may be required to maintain the desired pitch
attitude. Stick shaker must be respected at all times.
Approach and Landing
Use flaps 30 for landing.
Establish a stabilized approach no lower than 1,000 feet above the
airport to improve windshear recognition capability.
Use the most suitable runway that avoids the areas of suspected
windshear and is compatible with crosswind or tailwind.
limitations. Use ILS G/S, G/P, VNAV path or VASI/PAPI
indications to detect flight path deviations and help with timely
detection of windshear.
If the autothrottle is disengaged, or is planned to be disengaged
prior to landing, add an appropriate airspeed correction (correction
applied in the same manner as gust), up to a maximum of 20 knots.
Avoid large thrust reductions or trim changes in response to sudden
airspeed increases as these may be followed by airspeed decreases.
Crosscheck F/D commands using vertical flight path instruments
Crew coordination and awareness are very important, particularly
at night or in marginal weather conditions. Closely monitor the
vertical flight path instruments such as vertical speed, altimeters,
and glideslope displacement. The pilot monitoring should call out
any deviations from normal. Use of autopilot and autothrottle for
the approach may provide more monitoring and recognition time.
Recovery
Accomplish the Windshear Escape Maneuver found in the NonNormal
Maneuvers section of the QRH.

Copyright Delta Air Lines, Inc. See title page for details.
June 9, 2008 SP.16.51
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Guidelines for Contaminated Runways


When there is contamination on the runway or the braking action is less
than good, Captains must evaluate crew, aircraft, and environmental
conditions in determining the safety of operating their flight.
For takeoffs, refer to the Flight Operations Manual (FOM), Chapter 5,
Flight Planning, Weight Data Record (WDR), Contaminated Runways, for
additional guidance.
For landings, refer to the Airway Manual, Chapter 4, Weather, Braking
Action for additional guidance.
Procedure Guidance
General
Consider crew capability.
Consider current Maintenance Carry Overs (MCOs) - reversers,
antiskid, etc.
Consider type and amount of contaminant.
Consider source and age of reported braking action.
Consider usable runways and taxiways (NOTAMS, ATIS, etc.).
Taxi
Be aware that ramps and taxiways may be very slippery.
Be cautious of jet blast on contaminated surfaces. People and
equipment behind may be in jeopardy.
Taxi onto and off runways at an extremely slow speed. Nose wheel
slippage may occur causing the aircraft to continue straight ahead
and possibly off the paved surface.
Crosswind
On slippery runways, crosswind guidelines are a function of
runway surface condition, airplane loading, and assume proper
pilot technique.
The following crosswind guidelines are applicable to all Delta
aircraft for takeoff and landing.
Braking Crosswind Tailwind
Action Component Component
Good Aircraft Limits 10 kts*
Fair 20 kts 5 kts
Poor 10 kts 0 kts
Nil Do Not Operate
* Unless the aircraft and airport are authorized for 15 knots
Copyright Delta Air Lines, Inc. See title page for details.
SP.16.52 December 18, 2007
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Notes:
Crosswind guidelines are not considered limitations. Refer to
AOM, Volume 1, Limitations chapter for crosswind limits.
Reduce crosswind guidelines by 5 knots with a reverser
inoperative.
When multiple reports are present, e.g. Braking Action Fair to
Good, use the lower crosswind value
Takeoff
Do not take off with braking action report of NIL by any air carrier
aircraft or airport operator.
A rolling takeoff is strongly advised when the crosswind exceeds
20 knots.
Do not take off with standing water, slush, or wet snow in excess of
1/2 inch (1.2 cm) depth.
Do not take off in dry snow in excess of 4 inches or 10 cm depth.
Landing
Do not land with a braking action report of NIL by any air carrier
aircraft or airport operator in the landing or rollout portion of the
runway.
Do not land with standing water, slush, or wet snow in excess of
1 inch (2.5 cm) depth.
Do not land in dry snow in excess of 4 inches or 10 cm depth.
Land as early in the touchdown zone as possible.
Ensure the ground spoilers are extended at touchdown.
Use autobrakes, if available.
Use reverse thrust judiciously.
Do not assume the last 2,000 feet of the runway will have braking
action as good as the touchdown zone.
Be aware of the possibility of white out effect from reverse thrust
use in dry snow.

Copyright Delta Air Lines, Inc. See title page for details.
December 18, 2007 SP.16.53
Supplementary Procedures -
Adverse Weather
737NG Operations Manual

Intentionally
Blank

Copyright Delta Air Lines, Inc. See title page for details.
SP.16.54 December 18, 2007
737NG Operations Manual

Differences Chapter DF
Table of Contents Section 0
737NG Differences Before Retrofit . . . . . . . . . . . . . . . . . . . DF.10.1
Aircraft General, Emergency Equipment, Doors, Windows DF.10.1
Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.2
Anti-Ice, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.2
Automatic Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.2
Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3
Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3
Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.4
Flight Instruments, Displays. . . . . . . . . . . . . . . . . . . . . . . . . DF.10.4
Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . DF.10.4
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.5
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.5
Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.6
737NG Differences After Retrofit . . . . . . . . . . . . . . . . . . . . DF.11.1
Aircraft General, Emergency Equipment, Doors, Windows DF.11.1
Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.2
Automatic Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.2
Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.2
Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3
Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3
Flight Instruments, Displays. . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3
Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . DF.11.4
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.4
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.4
Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.4
FCOM Template 12/12/98

June 9, 2008 DF.TOC.0.1


Differences -
Table of Contents
737NG Operations Manual

Intentionally
Blank

DF.TOC.0.2 June 9, 2008