flight crew training manual (pmdg 737 the next generation)

737 The Next Generation Flight Crew Training Manual

© Precision Manuals Development Group 25 June 2003

PMDG 737 The Next Generation Flight Crew Manual

Revision 1.0



Index The manual is divided into three main sections- Taxi, Takeoff and Initial Climb / Climb, Cruise and Descent / Holding, Approach and Landing.

All procedures are for Flight Simulation use only Taxi, Takeoff and Initial Climb ................................................................................. 5

Takeoff Briefing....................................................................................................... 5 Push Back............................................................................................................... 5 Taxi ......................................................................................................................... 5

Prior to Taxi ......................................................................................................... 5 During Taxi .......................................................................................................... 5 After Landing ....................................................................................................... 5

Thrust Use .............................................................................................................. 6 Taxi Speed and Braking.......................................................................................... 6 Takeoff Profile......................................................................................................... 7 Takeoff General ...................................................................................................... 8

Initiating Takeoff Roll ........................................................................................... 8 Rotation and Liftoff .............................................................................................. 9 Takeoff Crosswind Guidelines............................................................................. 9 Reduced Thrust Takeoff ...................................................................................... 9 Rejected Takeoff Maneuver .............................................................................. 10 Go/Stop Decision near V1 ................................................................................. 10 Initial Climb........................................................................................................ 10 Roll Modes ........................................................................................................ 10 Autopilot Engagement ....................................................................................... 11 Flap Retraction Schedule .................................................................................. 11

Takeoff – Engine Failure ....................................................................................... 11 Engine Failure Recognition ............................................................................... 11 Rotation – One Engine Inoperative ................................................................... 11 Initial Climb – One Engine Inoperative .............................................................. 11 Flap Retraction – One Engine Inoperative......................................................... 12 Flaps Up – One Engine Inoperative .................................................................. 12 Autopilot Engagement – One Engine Inoperative.............................................. 12 Noise Abatement – One Engine Inoperative ..................................................... 12

Climb, Cruise and Descent .................................................................................... 14 Reduced Thrust Climb .......................................................................................... 14 Climb Speed Determination .................................................................................. 14 Engine Icing During Climb..................................................................................... 14 Maximum Rate Climb............................................................................................ 14 Maximum Angle Climb .......................................................................................... 15 Cruise.......................................................................Error! Bookmark not defined.

Cruise Speed Determination ............................................................................. 15 Polar Operations ................................................................................................... 15

Low Fuel Temperature ...................................................................................... 15 Cruise Performance Economy........................................................................... 15 Engine Inoperative Cruise ................................................................................. 15

ETOPS Flight and Performance............................................................................ 16 ETOPS Procedures ........................................................................................... 16

Descent....................................................................Error! Bookmark not defined.



Descent Speed Determination........................................................................... 16 Descent Path..................................................................................................... 16 Descent Planning .............................................................................................. 16 Descent Rate..................................................................................................... 17 Speedbrakes ..................................................................................................... 17 Landing Gear..................................................................................................... 18 Speed Restriction USA...................................................................................... 18

Holding, Approach and Landing ........................................................................... 20 Holding.................................................................................................................. 20

Maximum ICAO Holding Airspeeds ................................................................... 20 Maximum FAA Holding Airspeeds..................................................................... 20

Approach............................................................................................................... 20 Instrument Approaches ..................................................................................... 20 Approach Briefing.............................................................................................. 21 Approach Category............................................................................................ 21 Stabilized Approach Requirements ................................................................... 21 Landing Minima ................................................................................................. 22 Radio Altimeter.................................................................................................. 22 Missed Approach Points (MAP)......................................................................... 22 Instrument Landing System (ILS) ...................................................................... 22 Localizer ............................................................................................................ 22 Other Non-ILS Approaches ............................................................................... 22 ILS Approach..................................................................................................... 23

Initial Approach ..................................................................................................... 24 Approach............................................................................................................... 24

AFDS Autoland Capabilities .............................................................................. 25 Low Visibility Approaches.................................................................................. 26

ILS – Non-Normal Operations............................................................................... 26 Non – ILS Instrument Approaches ........................................................................ 26 Circling Approach – General ................................................................................. 27 Circling Approach – One Engine Inoperative ........................................................ 27 Missed Approach – Circling .................................................................................. 28 Visual Approach.................................................................................................... 29

Thrust ................................................................................................................ 29 Downwind and Base Leg................................................................................... 29 Final Approach .................................................................................................. 30 Engine Failure On Final Approach .................................................................... 30 Missed Approach/Go-Around – All Approaches ................................................ 32

Missed Approach/Go-around – All Engines Operating.......................................... 32 Engine Failure During Missed Approach/Go-Around ............................................ 32 Missed Approach/Go-Around – One Engine Inoperative ...................................... 33 Landing Configuration and Speeds....................................................................... 33 Visual Approach Slope Indicator (VASI/T – VASI) ................................................ 33

Three Bar VASI/T – VASI .....................................Error! Bookmark not defined. Precision Approach Path Indicator (PAPI) ............................................................ 33

PAPI Landing Geometry.................................................................................... 34 Flare and Touchdown ........................................................................................... 34

Landing Flare Profile ......................................................................................... 35 Bounced Landing Recovery .............................................................................. 35 After Touchdown and Landing Roll ................................................................... 35



Speedbrakes ..................................................................................................... 36 Factors Affecting Landing Distance................................................................... 36

Wheel Brakes........................................................................................................ 36 Reverse Thrust Operation..................................................................................... 37 Landing Crosswind Guidelines.............................................................................. 37 Overweight Landing .............................................................................................. 37

Diagram Index Fig. 1 .......................................................................................................................... 7 Fig. 2 ........................................................................................................................ 23 Fig. 3 ........................................................................................................................ 28 Fig. 4 ........................................................................................................................ 31 Fig. 5 ........................................................................................................................ 34



Taxi, Takeoff and Initial Climb Takeoff Briefing

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

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

A diagram of the local airport should be available during taxi. These diagrams can be found at various locations on the internet or in some commercial software releases such Jeppensen’s SimCharts. Prior to Taxi Verify correct parking position is entered in the FMC if

separate procedure file is available for specific airport. Make sure taxi route is understood, clearance should

be written down if necessary. During Taxi Follow taxi position on airport diagram Check each taxiway sign especially during low

visibility conditions (can be ignored with FS2002) If unfamiliar with airport, request progressive taxi

instructions Checklist requirements should be delayed until

stopped during low visibility operations Runway clearance should be verified and both

directions should be cleared before entering a runway Use taxi light if necessary Use all appropriate exterior lighting at night When entering active runway, ensure appropriate

exterior lights are turned on After Landing Taxi instructions need to be clearly understood,

especially during parallel runway operations



Thrust Use

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

To begin taxi, release brakes, increased thrust to minimum required for initial forward roll. Smooth increments should be used to determine initial roll thrust requirement. Once the airplane is rolling, thrust can be reduced but needs to be above idle otherwise the airplane will stop. Normal taxi speed is 20 knots. On long straight taxiways, 30 knots may be used. Before entering a turn, speed should be reduced to approximately 10 knots. If taxi speed is too high, speed should be reduced in combination with steady brake application and then brakes should be released. Differential braking should be avoided. Following other aircraft too closely should be avoided. For turns less than 90 degrees, steer nose wheels beyond centreline of the turn to keep main gear close to the centreline. During cold weather operations, the nose gear should be steered in both directions to reduce steering lag resulting from cold temperatures. If icing is evident, engine anti-ice switches should be turned on after engine start. Engine run-up should be performed periodically to reduce ice build-up. Taxiing for takeoff with one engine shut down is not recommended. When taxiing after landing with one engine shut down, system requirements such as hydraulics and electrical need to be noted.



Takeoff Profile

Fig. 1



Takeoff General Following the normal takeoff procedure will ensure adequate noise abatement satisfaction. However, some airports may have special requirements, which are outlined on the specific airport charts. As part of the before start procedure, the TAKEOFF REF page on the FMC should be reviewed to ensure that all pre-flight entries are correct. Verify the correct V2 speed is set on the MCP and that the map display, map range and LEGS page are consistent with the desired takeoff procedure. If any corrections are necessary, they have to be reconfirmed by hitting the activate button. The TAKEOFF REF or CLB page should be selected during takeoff. Any modifications should be made using the MCP and then entered in the FMC when workload permits. Initiating Takeoff Roll Autothrottle and flight director should be used for takeoff. Flight Director commands should be ignored until after takeoff. Use one of the two following procedures: Rolling takeoff: When cleared for takeoff before taxing into position on the runway, maintain normal taxi speed. Once the airplane is aligned with the centreline of the runway, apply takeoff power. Stopping on the runway is not required. Note: Brakes should not be held with thrust above idle except for run-ups during icing condition. Standing takeoff: Brakes may be held until engines are stabilized, then released and takeoff power should be applied. The airplane nose must be aligned with the centreline before power is applied. Advance the thrust levers to just above idle, approximately 40% N1. Once the engines are stabilized momentarily, apply takeoff power and press the TO/GA button (simulated by clicking on the area of the top left screw on MCP). The engines will accelerate more uniformly by allowing them to stabilize. This should not be done for more than 2 seconds because it could adversely affect takeoff distance.



If manual thrust setting is to be used, apply takeoff power and adjust as necessary with reference to the digital readouts on the engine display before reaching 60 knots. During initial takeoff roll, light forward pressure should be held on the controls. The airplane should be kept aligned with centreline during the entire takeoff roll by using the rudder pedals. One hand should be kept on the thrust levers until V1 in order to respond quickly to a possible rejected takeoff. Engine instruments and airspeed indications should be monitored during takeoff roll. Once passing 80 knots the virtual pilot not flying (first officer) will announce the event and the pilot flying should verify that this is in agreement with his airspeed indicator. Autothrottle may initially overshoot the desired N1 setting but should stabilize at +/- 2% N1 after THR HLD is announced on the PFD. Rotation and Liftoff After passing 80 knots, the forward pressure on controls can be released to neutral. For an optimum takeoff and climb, initiate smooth continuous rotation for 15° pitch attitude. After rotation, use flight director commands as primary reference for pitch. Liftoff attitude should be achieved in 3 to 4 seconds and rotation rates vary from 2 to 3 degrees per second with rates being lowest on longer airplanes. Note: Do not use flight director commands for rotation. Retract landing gear after positive rate of climb is noted on the altimeter and Vertical Speed Indicator. Takeoff Crosswind Guidelines The following guidelines are not limitations but should be used for optimum takeoff performance. If crosswind component on takeoff runway exceeds the value specified in guidelines, another runway should be requested (ignore if using FS2002).

Crosswind Component -600 -700 with/out winglets Dry 36 36 / 34

Wet 20 23 / 21

Reduced Thrust Takeoff In order to extend engine life, takeoff thrust should be reduced by selected a derated takeoff setting on the FMC.



This should only be done if performance limits and noise abatement procedures permit. Rejected Takeoff Maneuver The rejected takeoff maneuver (RTO) should be initiated before reaching V1 if abnormalities occur that are considered hazardous to the safety of the airplane during flight. This could include an engine fire, engine failure or any other mechanical failure significant enough to put the airplane in jeopardy. The RTO is performed to stop the airplane on remaining runway in such an event. If any abnormality, such as an engine fire occurs, decide to reject takeoff prior to V1 and follow the non-normal procedure. The autothrottle must be disconnected to reduce power to idle. Go/Stop Decision near V1 Late initiation of the rejected takeoff maneuver is one of the leading causes of runway overrun accidents. By definition, V1 is the latest speed at which the pilot must take action to stop the airplane in the event the airplane is unsafe to fly. Rejecting a takeoff abve 80knots places the airplane in significant danger and as such a takeoff should not be rejected just because the airplane can be stopped, but instead because the airplane cannot be flown safely. Initial Climb After liftoff, the flight director commands pitch in order to maintain V2 + 20 knots until another pitch mode is selected. This is the optimum climb speed with takeoff flaps. Brakes should not be applied after takeoff; they are automatically applied when the gear lever is placed in the up position. Verify that the gear and flaps indications are normal and in accordance with the selected setting. Note: A maximum bank angle of 30° is permitted at V2 + 15 knots with takeoff flaps. Roll Modes Once climb is stabilized, select LNAV if it has not been armed before takeoff after passing 400 feet AGL. If the departure procedure does not begin at the end of the runway, it may be necessary to use HDG SEL initially. Once the desired route has been intercepted, LNAV can capture the track.



Navaids and appropriate radials required for the departure may be displayed on the navigation display by using the FIX feature of the FMC and/or the VOR/ADF switches on the EFIS controls. The STA and WPT buttons will provide additional information. Autopilot Engagement The autopilot may be turned on at or above 400 feet AGL after takeoff. The airplane should be in trim and following flight director commands prior to autopilot activation. Flap Retraction Schedule Flap retraction may begin at V2 + 15 knots, except for flaps 1 takeoff. For flaps 1 takeoff, flaps can be retracted when reaching flaps 1 maneuvering speed. When flaps are retracted and above 3000 feet AGL, VNAV may be selected or a desired climb speed entered in the MCP. Note: On PFD speed tape, UP indication is flaps up maneuvering speed. 1, 5, 10, 15 and 25 are corresponding flap maneuvering speeds. Bank angle should be limited to 15° until reaching V2 + 15. Takeoff – Engine Failure Engine Failure Recognition Initially, an engine failure will affect yaw like a strong crosswind. In order to stop the yaw, rudder should be applied. Rotation – One Engine Inoperative If an engine fails between V1 and rotation, directional control needs to be maintained by using the rudder. After smoothly rotating, a target pitch of 12° to 13° should be achieved. This is 2° to 3° lower than for an all engine takeoff. The rate of rotation should also be lowered to ½° per second less than that for a normal takeoff. Initial Climb – One Engine Inoperative The initial climb attitude should be adjusted to a minimum of V2 and so that a positive rate of climb can be ensured. The flight director commands should be followed. It will command a minimum of V2, or the existing speed up to a maximum of



V2 + 20. Indicated airspeed and attitude become the primary pitch references if the flight director is not used. Retract landing gear after a positive rate of climb is achieved and verified on the altimeter. If an engine fire is indicated, appropriate action should be performed as soon as possible. The appropriate non-normal checklist should be completed once the airplane is under control, the gear retracted and a minimum safe altitude reached (400 feet AGL). Note: Bank angle should be limited to 15° until V2 + 15 knots. At V2 + 15 knots with takeoff flaps, 30° of bank angle are permitted. Flap Retraction – One Engine Inoperative The minimum altitude for flap retraction with one engine inoperative is 400 feet AGL. Select flaps up maneuvering speed on the MCP. Accelerate and retract the flaps according to the flap-speed schedule. Flaps Up – One Engine Inoperative Once flaps are retracted, at flaps up maneuvering speed, LVL CHG should be selected and the maximum continuous thrust (CON) should be set on the FMC. Once the flaps are up and the thrust is set, perform the engine failure non-normal checklist, followed by the After Takeoff checklist. Autopilot Engagement – One Engine Inoperative The autopilot may be engaged at a safe altitude above 1000 feet AGL. (Note: FMC does not currently model engine inoperative climb speeds. We recommend 260KIAS.) Noise Abatement – One Engine Inoperative Noise abatement procedures are not required once an engine failure has occurred.



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Climb, Cruise and Descent Reduced Thrust Climb By reducing normal climb thrust, engine life may be extended. The reduced climb settings can be found on the N1 LIMIT page on the FMC. CLB1 will derate thrust by approximately 10% and CLB2 by 20%. If the climb rate should fall below 500 feet due to weight restrictions or other factors, the next higher climb setting should be selected. Climb Speed Determination The FMC will automatically calculate climb speed and display it on the CLB and the PROGRESS page. In case of speed transition altitude, the FMC will command speed limit until transition altitude is reached. An example of this is 250 knots below 10000 feet. In addition, the FMC will provide optimum climb speeds for economy in ECON mode and reference speeds for maximum angle of climb and maximum rate of climb. These modes are MAX ANGLE and MAX RATE. The ECON mode provides the optimum speed to minimize airplane operating costs. Engine Icing During Climb Engine ice may form even when there is no evidence of icing on the windshield or other areas or the airplane. Ice accumulation can build very rapidly. The engine anti-ice system should be activated whenever icing conditions exist or are anticipated. Maximum Rate Climb The maximum rate of climb provides the best speed to reach high altitudes in the shortest amount of time. The FMC provides reference speeds for maximum rate of climb speeds on the CLB page.



Maximum Angle Climb The maximum angle of climb provides the best speed to climb the highest altitude in the shortest distance. This should be used for obstacle clearance or to reach a certain altitude in the shortest distance. The FMC provides reference speeds for maximum angle of climb on the CLB page. Cruise Speed Determination The FMC calculates cruise speed and display it on the CRZ page. The default speed is in ECON mode. A user defined speed or Mach value can be entered in the speed target line on the CRZ page to overwrite the automatically calculated value. Polar Operations When navigating in Polar Regions, magnetic heading can be considered useless for navigation as it is unreliable. The primary roll mode should be LNAV and deviations from the planned route can be made with the HDG SEL function. Note: HDG SEL or ROLL CWS should not be used north of 89 degrees 30 minutes North latitude or 89 degrees 30 minutes South. Low Fuel Temperature Fuel temperature will change in relation to the total air temperature. The fuel temperature may be near minimum temperature limit when cruising at high altitudes. Jet A fuel specifications limits freezing point to –40°C maximum and Jet A1 to –47°C. If fuel temperature is too low, increase Mach speed or seek warmer altitudes. Cruise Performance Economy The fuel burn for a flight plan from departure to destination is based on takeoff gross weight, cruise altitude, route of flight, temperature and cruise speed. The actual fuel burn should be compared with the flight plan fuel burn. The fuel burn can increase due to higher temperatures, lower cruise altitude than planned, cruise altitude more than 2000 feet above recommended optimum altitude, speed faster or considerably lower than planned, strong headwinds and improperly trimmed airplane. Engine Inoperative Cruise



If an engine failure occurs while at cruise, a descent may be necessary. The autothrottle should be disconnected and thrust set manually to CON. ETOPS Flight and Performance Extended range operation with two engine airplanes (ETOPS) are those flights that include points at a flying distance greater than one hour single engine cruise speed from an adequate airport. When conducting ETOPS flights, the pilots must be familiar with suitable enroute alternates defined in the flight plan. ETOPS Procedures ETOPS flights do not differ from standard operation. However, during the last hour of ETOPS cruise, the fuel crossfeed valve must be checked on aircraft with a single crossfeed valve to verify that it is operating. Before entering the ETOPS phase of flight, the APU must be operating. Descent Speed Determination The FMC provides by default a descent speed schedule in ECON mode which is a descent from cruise altitude to the airport speed transition altitude. The ECON speed schedule can be modified by entering alternate values on the DES page speed target line. Descent Path The FMC path descent provides the most economical descent. A descent guidance path is generated by entering at least one waypoint-related altitude constraint below cruise altitude on the LEGS page. Descent Planning As the aircraft descends into the terminal area, workload will typically increase. Nonessential tasks should be postponed until after landing. It is essential to perform proper descent planning in order to arrive at the desired altitude at the correct speed and configuration. The distance required is approximately 3 nautical miles per 1000 feet altitude loss using ECON speed.



The rate is dependent upon drag, thrust, airspeed and gross weight. Descent Rate The following table shows normal descent rates below 20000 feet with idle thrust and speedbrakes extended or retracted.

Typical Rate of Descent (feet per minute)

Target Speed Clean With Speedbrake

M 0.78 / 280 knots 2200 fpm 3100 fpm

250 knots 1700 fpm 2300 fpm

VREF 40 + 70 1100 fpm 1400 fpm

Normal descent should be performed with idle thrust and clean configuration (no speedbrakes). Cruise altitude should be maintained until the proper distance is reached for the planned descent and then the selected airspeed schedule should be held during descent. The speedbrakes may be used for corrections to the descent profile when arriving too high and fast. The descent should be planned so that the airplane arrives at traffic patter altitude at flaps up maneuvering speed approximately 12 miles from the runway for a straight-in approach or 8 miles when making an abeam approach. A good reference is to be at 10000 feet AGL, 30 NM from the airport at 250 knots. It may be difficult to lose airspeed and a level flight segment may be required. For planning purposes, it takes approximately 25 seconds and 2NM to decelerate from 280 to 250 knots in level flight without speedbrakes. An additional 35 seconds and 3NM to decelerate to flaps up maneuvering speed. These values are reduced by half when using speedbrakes. In order to maintain orientation of position, the map mode should be displayed on the navigation display during descent. Approach charts should be reviewed and the approach briefing should be completed before arriving at top of descent. Speedbrakes When using speedbrakes during descent, a sufficient altitude and airspeed margin should be held in order to smoothly level off. Speedbrakes should be lowered before adding thrust.



Note: In flight, speedbrakes should not be extended beyond the flight detent position. Using speedbrakes with flaps should be avoided. With flaps 15 or greater and before reaching 1000 feet, speedbrakes should be retracted. Normal descents should be made in clean configuration to instrument approach altitude. Flaps are not normally used for increasing descent rate. Landing Gear The landing gear can be lowered to increase the rate of descent when thrust requirements anti-icing results in less than normal descent rate or ATC clearance requires a greater than normal rate. Note: Using the landing gear for increased drag should be avoided for passenger comfort and increase in gear door life. Speed Restriction USA Below 10000 feet MSL, the maximum indicated airspeed is 250 knots. The maximum speed within a 4 nautical mile radius and up to 2500 feet above the primary airport is 200 knots.



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Holding, Approach and Landing

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

Altitude Speed Through 14000 feet 230 knots

Above 14000 to 20000 feet MSL 240 knots

Above 20000 to 34000 feet MSL 265 knots

Above 34000 feet MSL .83 Mach

Maximum FAA Holding Airspeeds

Altitude Speed Up to 6000 feet MSL 200 knots

6000 feet MSL through 14000 feet MSL

230 knots (210 knots Washington D.C. & New York FIRs)

Above 14000 feet MSL 265 knots / .83 Mach

Maintain clean configuration if holding in icing conditions or turbulence. Approach Instrument Approaches In order to complete a safe instrument approach, good descent planning, careful review of the approach procedure and accurate flying is essential. The descent approach checklist should be completed during descent before passing 10000 feet MSL or transition level, whichever is lower. Approach preparations should be completed before arriving in the terminal area. Set decision height (DH) or minimum descent altitude (MDA). Altimeters should be crosschecked continually. The ADF/VOR selector should be set to the right position and ILS, VOR and ADF tuning and identifying as



required for the approach should be verified. The published approach inbound course should be set. Approach Briefing The approach briefing should include the items such as weather at destination and alternate, type of approach, navigation and communication frequencies, minimum safe sector altitudes, approach procedure including courses and heading, the vertical profile and the determination of the missed approach point (MAP) and the missed approach procedure Approach Category The 737 is classified as a category C airplane for straight in approaches. The FAA approach speed in this category is 121 knots or more but less than 141 knots. Stabilized Approach Requirements A stabilized approach requires the following to be satisfied- maintaining a stable airspeed, descent rate and vertical/lateral flight path in landing configuration. Any significant deviation should be announced and a go-around maneuver should be considered. Note: Do not attempt to land from an unstable approach. Stabilized approach recommendations Approaches should be stabilized by 1000 feet above

airport elevation in instrument meteorological conditions (IMC) and by 500 feet in visual meteorological conditions (VMC).

Only small changes to heading/pitch are required to maintain correct flight path.

Airspeed is not more than VREF + 20 knots and not less than VREF.

Aircraft is in correct landing configuration. Sink rate is not more than 1000 fpm except for special

approaches. Briefings and checklists have been completed.

Note: If an approach becomes unstable below 1000 feet in IMC or 500 feet in VMC, an immediate go-around is required.



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

Landing Minima The decision height, minimum descent altitude and visibility are requirements for landing minima under U.S. rules. Descent limits are based on the decision height for approaches using a glideslope (ILS) and the minimum descent altitude for approaches that do not use vertical guidance. The approach chart should be used to determine the relevant values. Radio Altimeter The radio altimeter is normally used to determine the decision height. It is represented by a readout on the lower area of the artificial horizon on the PFD. Missed Approach Points (MAP) The MAP is determined by reference to the altimeter, elapsed time and/or passage of a specific point or fix depending on the type of approach. Use the approach charts for the corresponding values. When then airplane arrives at the MAP and visual reference to complete the landing is not visible, a missed approach has to be conducted. Instrument Landing System (ILS) The arrival at the MAP is determined by reference to an altimeter. The DH is determined by reference to the radio altimeter. Localizer The MAP is commonly determined by timing from the final approach fix or DME or middle marker. Other Non-ILS Approaches The MAP for all other non-ILS approaches are depicted on the approach charts.



ILS Approach Fig. 2



Initial Approach If a complete approach procedure is selected via the FMC, the initial approach phase can be conducted using LNAV and VNAV. The LEGS sequence, altitude restrictions and the map display should be checked for the correct entry of the procedure. Last minute changes by ATC should be made through the MCP heading and altitude selector and the LEGS page should only be updated when workload permits. Approach The approach may be flown by using the HDG SEL or LNAV for lateral navigation and VNAV, V/S or LVL CHG for altitude changes. If the flight plan is programmed in the FMC, then VNAV is the preferred descent mode. If VNAV is not available, LVL CHG should be used for altitude changes greater than 1000 feet. Smaller changes should be made with V/S. Once maneuvering to intercept the localizer, decelerate and extend flaps to 5. Flaps 5 and Flaps 5 maneuvering speed should be reached prior to localizer capture. If the autothrottle SPD mode is being used, timely speed selections should be made to reduce thrust lever movement, which will reduce cabin noise and increase fuel efficiency. When flaps are extended, select the next lower speed just as the additional drag comes into effect. If the speed selection is delayed, it causes an increase in thrust, and if the lower speed is selected too quickly, the thrust will decrease then increase. The map display and range should be setup to display a scaled plan of the approach area. When on an intercept heading and cleared for approach, the APP mode should be selected. The VOR LOC and GS flight mode annunciators should now be armed. APP mode should not be selected until the ILS is tuned and identified, the airplane is on an inbound intercept heading, localizer and glideslope pointers appear on the attitude display in the correct position and clearance for the approach has been received. The glideslope may be captured before the localizer from either above or below. If glideslope capture is unwanted, select LOC mode first and then APP mode. Note: The APP mode should be selected, both autopilots engaged in CMD, and the airplane stabilized on localizer and glide path before descending below 800 feet on the radio altimeter.



At localizer capture, select the heading to match the inbound course. For normal intercept angles, little overshoot will occur but for large angles, some overshoot is normal. Bank angles of up to 30° can be used for this maneuver. The map display should be used to maintain awareness of the distance to the final approach fix. Once the glideslope is alive (pointer begins to move), extend landing gear and flaps to 15, and decrease speed to flaps 15 speed. Once the glideslope has been captured, observe the correct mode annunciations. Now, select landing flaps and VREF + 5 and perform landing checklist. When established on the glideslope, set missed approach altitude on the MCP. Attention should be paid to not extend landing flaps above flaps 15 speed. Below 1500 feet radio altitude the flare mode is armed. Verify the FLARE annunciation on the PFD mode annunciator. This indicates the second autopilot being fully engaged. During autoland, the rudder must be applied after touchdown to maintain runway centreline. After touchdown, the autopilot must be disconnected immediately. The autobrakes should remain on until a safe stop is assured and sufficient visibility exists to control the airplane by visual reference. Delayed Flap Approach If icing or adverse conditions do not exist, the final flap selection may be delayed to save fuel. Intercept glidesleope with gear down and flaps 15 at flaps 15 speed. When reaching 1000 feet, select landing flaps and reduce speed to final approach speed. Complete the landing checklist and the approach should be stabilized by 500 feet. AFDS Autoland Capabilities Autoland requires flaps 30 or 40 and should not be attempted unless the localizer beam is aligned with the runway centreline. If the localizer is offset from the centreline, the airplane may depart the runway.



Low Visibility Approaches CAT II Operations Single or dual autopilots or flight director only, with two engines. Autothrottles should be disconnected when the autopilot is disengaged. CAT III Operations Approach to touchdown using automatic landing systems with pilot intervention not required. However, controls should be constantly guarded because pilot intervention may become necessary at any time. ILS – Non-Normal Operations ILS Approach – One Engine Inoperative Flight director or single autopilot may be used. The use of dual autopilots with one engine inoperative is not authorized. The use of autothrottle during a one engine approach is not recommended. Thrust lever movements should be minimized. Intercept localizer at flaps 5 speed with flaps 5. Once the glideslope is alive, extend the landing gear and flaps to 15. Set final approach speed and decelerate. A manual takeover may be required. Engine Failure on Final Approach A go-around decision should be made immediately after an engine failure on final approach with landing flaps extended. If approach is continued, retract flaps to 15 and speed should be increased to 15 knots above the previously set flaps 30 or 40 VREF. Non – ILS Instrument Approaches Non-ILS approaches should be flown with VNAV if appropriate vertical path is defined on the FMC LEGS page. V/S may be used as an alternative mode. Using the autopilot during non-ILS approaches is the preferred method. In addition, flight director only commands may be followed with the autopilot disengaged during VMC conditions.



Circling Approach – General A circling approach should be performed with the landing gear extended and at flaps 15 maneuvering speed with flaps 15 set. MCP altitude of MDA should be held with ALT HOLD and the circling maneuvering should be performed with HDG SEL. Use VOR/LOC and VNAV or V/S for ILS if circling from an ILS approach. APP mode should not be used for descent to a circling approach. The missed approach altitude should be set prior to performing the circling maneuver when in altitude hold at MDA. Initiate the turn to base leg, select landing flaps and decelerate to approach speed. To avoid overshooting the final approach course, adjust the turn to final to initially aim at the inside edge of the runway threshold. Speed reduction will reduce the radius of the turn. Perform the landing checklist and do not descend below MDA until the visual profile to the landing runway has been intercepted. Once MDA has been left, disengage the autopilot and autothrottle. After intercepting the visual profile, cycle the flight director to OFF and the ON again. This will eliminate unwanted commands. Perform the landing. Circling Approach – One Engine Inoperative Maintain gear up, flaps 10 at flaps 10 maneuvering speed from the final approach fix until prior to turning base for the circling approach. Before turning base, extend the gear and flaps to 15 and reduce speed to VREF + 15. Do not descend from MDA until the visual profile of the landing runway has been intercepted.



Circling Approach Fig. 3



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

Visual Approach Thrust Elevators and thrust are the primary methods of controlling attitude and rate of descent. Thrust should be slowly adjusted by using small increments and no large changes should be required except for in the event of a go-around. Downwind and Base Leg Fly at an altitude of 1500 feet above the runway elevation and enter downwind at flaps 5 at flaps 5 maneuvering speed. Track parallel to the landing runway at approximately 2NM abeam. Extend landing gear and flaps to 15, arm speedbrake and reduce speed to flaps 15 maneuvering speed prior to turning base. If the pattern has to be extended, delay gear and flaps 15 extension until the normal visual approach profile. When turning base leg, adjust thrust accordingly while descending at approximately 600-700 fpm.



Extend landing flaps prior to turning final then reduce speed to final approach speed and trim the airplane. The Landing checklist can now be performed. Once established in the final approach configuration, the approach may be flown at final approach speed (VREF). Final Approach Roll out of base to final on the extended runway centreline and maintain the proper approach speed. A normal approach profile composed of approximately 300 feet above airport elevation for each mile from the airport. The airplane should be stabilized with proper approach speed at approximately 700-900 fpm rate of descent on the desired glide path. Note: Rate of descent greater than 1000 fpm should be avoided. Engine Failure On Final Approach If an engine fails while on visual final approach, use the procedure described in the ILS approach section.



Visual Traffic Pattern Fig. 4



Missed Approach/Go-Around – All Approaches Missed approach/go-around procedures are the same for instrument or visual approaches.

Missed Approach/Go-around – All Engines Operating If a missed approach is required during a dual autopilot approach with FLARE arm annunciated, leave the autopilot engaged. Push the TO/GA button, reduce flaps to 15 and verify go-around thrust has been set. Retract the landing gear once a positive rate of climb has been achieved and verified on the altimeter. If a missed approach is required during a single autopilot or manual instrument approach or visual approach, push the TO/GA button, retract flaps to 15 and verify that go-around thrust has been set. Rotate smoothly toward a 15 degree pitch attitude. Retract the landing gear once a positive rate of climb has been achieved and verified on the altimeter. Note: An automatic go-around cannot be initiated after touchdown. Above 400 feet AGL, select an appropriate roll mode. If maneuvering is required during the missed approach, carry out the missed approach procedure to gear up before performing the turn. Further flap retraction should be delayed until initial maneuvering is complete and safe altitudes and appropriate speed has been reached. Retract flaps on normal schedule and after reach maneuvering speed, select LVL CHG. Verify that climb thrust is set and that the airplane levels off at the selected altitude and the proper speed is maintained. If a diversion to an alternate airport is required, VNAV should not be used until appropriate entries in the FMC have been made. Engine Failure During Missed Approach/Go-Around If an engine fails during go-around, carry out the normal go-around procedures. Maximum go-around thrust should be set while maintaining flaps 15, VREF 30 or 40 and limit bank angle to 15° until initial maneuvering is complete and a safe altitude has been reached. Retract flaps on the normal schedule.



Missed Approach/Go-Around – One Engine Inoperative The missed approach with one engine inoperative should be performed the same way as a normal missed approach except use Flaps 1 for go-around flap setting. Select maximum continuous (CON) thrust when flaps are retracted. Windshear Escape: Windshear is defined as a change in airspeed of greater than 15knots over a short duration of time. This may occur during any phase of takeoff or landing. If windshear is encountered during takeoff prior to V1, abort the takeoff. If encountered after V1, maintain ground roll as long as practical while still leaving room for ground obstruction clearance during the first stage climb. Windshear encountered during landing should be handled by pitching the airplane to 20 degrees nose up, applying maximum power and leaving the configuration of the airplane unchanged until it is clear that the windshear has been passed. performed the Landing Configuration and Speeds Normal landing flap configurations are flaps 15, 30 (for noise abatement) and 40. Runway length and condition should be considered when selecting landing flap configuration. Visual Approach Slope Indicator (VASI/T – VASI) The VASI is a system of lights that provides visual descent guidance during the approach. Visual projections of the approach path are normally aligned to intersect the runway at a point 1000 or 1800 feet beyond the threshold. The diagram below gives a visual explanation of the system’s use. Precision Approach Path Indicator (PAPI) The PAPI is normally located on the left side of the runway and works in a similar way to the VASI but is laid out in a single row of lights. It is normally aligned with the runway to intersect at 1000 to 1500 feet down the runway.



VASI / PAPI Landing Geometry Fig. 5

Flare and Touchdown It is not appropriate to make sudden and violent control inputs during landing except for unexpected events such as windshear or collision avoidance. The airplane should in trim and on glide path. As the threshold is passing under the airplane nose, the visual sighting point should be at approximately ¾ the runway length. The flare should be initiated at approximately 15 feet above the runway by increasing pitch attitude to approximately 2° - 3° to slow the rate of descent. As the flare is achieved, slowly retard the throttle to idle and make small changes to the pitch attitude to maintain the desired descent rate to the runway. Preferably, the throttle should reach idle as the airplane is touching down. Hold sufficient back pressure on the controls to keep the pitch attitude constant. Note: Trim should not be used during the flare or after touchdown as it increases the risk of a tailstrike.



Landing Flare Profile Use the following conditions 3° approach glide path flare distance is approximately 1000 to 2000 feet beyond

the threshold typical landing flare times range from 4 to 8 seconds

Pitch attitude increases slightly during landing but over-rotating should be avoided. Pitch attitude should not be increased after touchdown as this could result in a tailstrike. The airplane should not be allowed to float and should be flown onto the runway. A flare extension to achieve a perfectly smooth touchdown should be avoided and the nose wheel should not be held off the runway. If flare and thrust is excessive near touchdown, the airplane may float in ground effect. Bounced Landing Recovery If the airplane should bounce, hold a normal landing attitude and add thrust as required to control the rate of descent. If a hard bounce occurs, a go-around should be performed. Do not retract the landing gear until a positive rate of climb has been verified as a second bounce may occur during the go-around. Bounced landings can occur if higher than idle thrust is maintained throughout initial touchdown. After Touchdown and Landing Roll Touchdown should not be performed with thrust above idle as this may result in a nose up pitch tendency and an increased landing roll. If the speedbrakes do not extend automatically after main gear touchdown, extend them manually by moving the lever to the UP position. This should be done without delay. The nosewheel should be flown smoothly onto the runway by relaxing back pressure on the controls. Controls movement forward of neutral should not be required. Do not allow the pitch attitude to increase after takeoff, as this may result in a tailstrike. Applying excessive nose down elevator may be result in forward fuselage damage. Use an appropriate autobrake setting or manual braking until stopped or desired taxi speed is reached.



Speedbrakes The speedbrakes are controlled by the speedbrake lever on the throttle console by moving it between the DOWN and UP position. The speedbrakes spoil the lift from the wing, which positions the weight of the airplane on the main landing gear to increase brake effectiveness. Speedbrakes are normally armed for automatic extension upon touchdown but should be monitored during touchdown to verify this. Extend manually if automatic extension fails. Factors Affecting Landing Distance Reverse thrust and speedbrakes are most effective during the high speed part of the landing. Speedbrakes should be deployed and reverse thrust activated immediately after touchdown with as little delay as possible. Floating above the runway should be avoided due to the delay in touchdown which results in a large portion of the runway being passed. Wheel Brakes Automatic Brakes For limited runway, higher than normal approach speed and landing in a crosswind, a higher than normal autobrake setting is recommended. The settings should be as following- MAX: When minimum stopping distance is required.

Deceleration is less than when using full manual braking.

MED (2 or 3): Should be used for wet runways or when landing roll distance is limited.

MIN (1): Moderate deceleration suitable for routine operations.

If deceleration is not suitable for desired stopping distance, apply manual braking. The transition from autobrakes to manual brakes should be made at about 60 knots. Manual Braking After main gear touchdown, smoothly apply constant brake pedal pressure for desired braking. Do not attempt to modulate, pump or improve braking by any other special techniques.



Reverse Thrust Operation

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

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

Runway Condition Crosswind - Knots Dry 40 Wet 40

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

PMDG License and Support

There are three ways to obtain customer support from PMDG: 1) Customer Support Forum (link available on our web site) 2) [email protected] 3) [email protected]

mailto:[email protected]



The 737 is a complicated airplane, and while we cannot teach you how to fly her by email, you will find that our customer support forum is a great place to meet and exchange information with other 737NG pilots. If you are having problems with something that is airplane or procedure related, we recommend posting your question in our forum! If you are having problems with a download, installation or software conflict, please contact us at our customer support email for help! If you are having problems with your license either as a result of a hardware change, partition adjustment or any other problem that might possibly cause the protection for our software to kick in, please email us and we will work to assist you as quickly as possible!

FS2004 Compatibility

PMDG was involved in the beta testing of the soon-to-be-release Flight Simulator: Century of Flight. We are pleased to have been selected for this opportunity, and we are looking forward to customers enjoying nearly instantaneous compatibility between our product and FS2004! We will provide information on exactly what is required to run our airplane under FS2004 as soon as Microsoft releases their product to distribution. Although we recognize that many users are eager to plan ahead, we assure you that the transition cannot be made beforehand, so we ask for your patience! We are currently in the process of testing the methods that will be used to move your PMDG airplane and license seamlessly into FS2004, and expect to publish this process for your use very shortly. Please know that we stand ready to assist you, even in the event your transition to FS2004 does not go as smoothly as we hope!

flight crew training manual (pmdg 737 the next generation)

Documents

takeoff briefing

takeoff profile

takeoff general

takeoff maneuver

takeoff engine failure

initiating takeoff roll

reduced thrust takeoff

takeoff crosswind guidelines