Table of Contents v1.

Aircraft Differences B737-800

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B737-800
Aircraft Differences

Aircraft Systems
Performance Limitations & Planning

Ground Instructor
Operations - B737
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Aircraft Differences B737-800

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Table of Contents
General …………… 3 Flight Instruments…. 31

Air Systems ……… 11 Flight Management … 34

Anti-Ice & Rain ….. 13 Fuel …………………… 35

Automatic Flight ... 14 Hydraulics .………….. 37

Electrical ……….…. 17 Landing Gear .………. 39

Engines & APU …. 21 Warning Systems .…. 40

Fire Protection ….. 26 Performance .……….. 43

Flight Controls ….. 27

Exit Presentation
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General
• Features & Dimensions
• Maximum seating is 160 in
mixed class configuration
• New wing, stabiliser &
tailplane sections
• Winglets option installed
• Compared to the B737-300/400:
• Wingspan is 6.91 metres greater
• Length is 4.28 metres greater
Over-wing exits swing out & up
• Height is 1.37 meters greater Normally held closed by locks &
• Emergency Exit Doors cabin pressure

• Automatically lock when:

• 3 of 4 entry/service doors
are closed; &
• either engine running; &
• aircraft in the air or both
thrust levers advanced
• Unlock if any of above do not
exist or DC power is lost
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Aircraft Differences Displays Source Panel

B737-800
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General
Control Panel switch
• Instrument Panel Layout determines source of
• 6 liquid crystal Display Units (DUs) EFIS display control
• Capt‟s inboard & outboard DU
• FOs inboard & outboard DU Display Select Panels
• Upper & Lower DU

• Display Control
• With NORM selected (10.21.4)
• Primary Flight Display (PFD)
EFIS control panels
• Navigation Display (ND) located on glare-shield
• Engine Primary
• Lower DU may be blank
unless a multi-functional display
(MFD) selection made (see next
slide)

• Display Electronic Units (DEUs)

• DEU1 serves Capt. & upper DU
• DEU2 serves FO & lower DU
• Source Selector allows single DEU to serve all
DUs for maintenance (DSPLY SOURCE annunciation on PFD)
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Displays Source Panel
General
• Display Control
• MFD allows user to toggle system
format (SYS) or secondary engine
Display Select Panels
format (ENG) displays (content of these
formats is shown later)
• Manual selections may leave one
or more DUs blank - eg. Selecting
OUTBD PFD blanks inboard DU
• If lower DU is switched to ND &
MFD ENG display is selected,
a compact engine display is
shown on the upper DU
• Display Failures
• With NORM selected (10.21.5)
• PFD moves to inboard DU
• Loss of ND has no effect
• Engine Primary moves to lower DU - if ENG is Click Here to see a
panel switching demo
already selected, get compact engine display
• There is no auto switching for the lower DU
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General
• Lighting Lighting Forward Overhead Panel
• Taxi light has 3 settings &
will turn off automatically
at lift-off (uses squat switch)
• Strobe & Navigation lights
are on the same switch
• Logo light switch ON <10,000‟
at night or for collision avoidance Fixed lights on or off
passing through 10,000‟
• Map & Chart lights are separate - Controls
located on sidewall panels
Chart light is fixed in position
• Landing lights are now called Retractable
(mounted in fuselage)
& Fixed (in wing leading edge)
• Emergency Locator Transmitter
• Controls located on aft overhead panel
Cockpit emergency lighting includes 2 „DME‟
• When armed it is activated by a torches mounted on 2nd observers seat -
pre-set g-load & the ELT light illuminates flashing light indicates battery health (2-3
• Transmits on 121.5, 243 & 406 MHz flashes per 10 sec is normal)
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General Oxygen Panel
• Crew Oxygen
• Mask & goggles are integrated as a single unit
• Mask microphone is automatically selected when stowage
box left door is open or the test & reset
slide lever is depressed
• When mask not stowed, shut left door of the compartment
box & operate the test & reset slide lever to shut-off
There is no flight crew oxygen shut-off
oxygen, de-select microphone & retract flag valve (on the P6 panel) so the flight crew
oxygen pressure indicator displays
pressure to pressure reducer
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General
• Communications Offside Tuning Light Transfer switch toggles standby
• Radio Tuning Panel frequency to active
• Select any VHF or Radio Tuning Panel
HF radio to tune
• Offside tuning light
indicates that radio is
being tuned remotely
or panel is tuning the
other radio remotely
• Tune the standby
frequency then toggle
to the active window
• Glare shield press-to-talk switch works the same as When HF1 or HF2 selected, AM
light indicates previous selection.
selecting R/T or MIC switch
If light illuminated, HF AM active.
• System failures are displayed in the frequency window If light extinguished, HF USB active.
as PANEL FAIL,FAIL or INOP
• When stowage box left door open or test & reset lever Classic B737
is depressed the mask microphone is selected for Boom microphone or oxygen mask
transmission microphone are selected manually
on audio control panel
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General
• Communications Audio Control Panel

• Audio Control Panel (ACP)

• SELCAL, Ground Crew or Cabin
Call light („C‟) & chime sounds
• SELCAL light extinguishes on
first transmission (reply)
• Ground Crew Call & Cabin Call
light extinguish when button
released or handset replaced
• ACP degraded mode is active
when ALT selected
• Call system utilises same switches,
same tones & a CALL light (VXA-O)
• Only flashes with cabin ready call
Classic B737
• Passenger address using handset Degraded mode is automatically
• For PA press „8‟ then hold the selected if power is lost to an audio
press-to-talk switch - normally use ACP system or a failure prevents control
from the panel
• ACARS
• Accessed by CDU/FMC - A4 printer on pedestal powered via CAB/UTIL switch
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General Emergency
Access Panel
• Flight Deck Door
• Resistant to ballistic penetration & intruders
• Door locks when electrical power is available & unlocks
when electrical power is removed
• Flight deck side:
• Lockable deadbolt - primarily for ground use
• Viewing window - to see into passenger cabin
• Decompression panels - equalisation & egress
• Release pins - to remove panels for egress
• Flight Deck Access System switch
• Door Lock Panel - control of door operation
• AUTO - door locked unless keypad entry is made
• DENY - rejects keypad entry & prevents further entry for a
period of time Door Lock Panel
• LOCK FAIL illuminated - selector in Auto & lock failed or
Flight Deck Access switch is OFF
• AUTO UNLK flashing - correct code entered in
Emergency Access Panel (chime & timer starts)
• Passenger cabin side: Click Here to see a
• Emergency Access Panel (keypad) CBT module on the
• Key operated deadbolt Flight Deck Door
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Air Systems
Duct Pressure Indicator
• Bleed Air System
• Bleed Air Duct Pressure Indicator is different; 40 psi on the Prior to engine
gauge is in the 9 o‟clock position start the duct
pressure will
• Air Conditioning indicate 0 since
no bleed load
• Flow rates are higher. Low Flow=75 lb/min, High Flow=105
lb/min & APU High Flow=131 lb/min
• Load Fan (impeller in the air cycle machine) augments flow
Classic B737
through ram air duct Turbofan augments flow
• Controlled via Fan Bypass Check Valve through ram air duct - uses
• Valve closes when ram air pressure increases bleed air when on ground or in
flight with flap extended
• Equipment Cooling
• Overboard exhaust valve is open when:
Classic B737
• On the ground or pressure differential 1 to 2 psi Flow Control Valve is open on
(normal flow mode - exhausts cooling air) the ground or in flight with
• Anytime either pack in HIGH & right recirc fan OFF pressure differential <2.5 psi
(smoke clearance flow mode - NNC.0.39)
Classic B737
• Pressurisation Outflow Outflow controlled by Main Outflow
• Cabin air outflow is controlled by the Outflow Valve & the Valve, Forward Outflow Valve &
Overboard Exhaust Valve Flow Control Valve
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Air Systems
B737-800: If the OFF SCHED
• Pressurisation DESCENT light illuminates & not
• Two identical automatic digital controllers AUTO & ALTN returning to departure airport,
(both DC powered) change FLT ALT to reset
• MAN (DC powered) bypasses both controllers
Cabin Pressurisation Panel
• System alternates between auto controllers
• No FLT/GRD switch - uses air/ground logic &:
• Prior to take-off, cabin slightly pressurises as thrust is
applied (N1s >60% or N2s>89%)
• Upon landing with thrust near idle, cabin is
depressurised to airport elevation
• Single automatic controller failure indicated by
AUTO FAIL & ALTN lights or other causes are:
• Loss of DC power
• Excessive cabin rate (>2,000 fpm)
• High cabin altitude (>15,800 ft)
• When ALTN selected AUTO FAIL light extinguishes
• Double controller failure gives AUTO FAIL light only
• FLT ALT & LAND ALT will display dashes
• Necessary to select MAN
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Anti-Ice & Rain
Windshield Wiper Selector Panel
• Windshield Wipers
• Forward windows (no.1) have independent wipers
& a rain repellent coating
• Probe Heat
• Probe heat not operational when on standby power
& probe heat lights (amber) do not illuminate
INT selection provides 7 second
• Engine Anti-Ice intermittent operation

• The COWL ANTI-ICE light is only related to pressure

• Activation affects stick shaker logic & minimum manoeuvre Primary Engine Indications
speed displays
• Cowl anti-ice valve position indicated above the N1 gauge,
TAI = valve open TAI = valve disagreement

• Wing Anti-Ice
• Most outboard leading edge slat is not heated
(4 slat panels per wing on the B737-800)
• Activation affects stick shaker logic & minimum manoeuvre
speed displays for remainder of flight
B737-800: if wing anti-ice used &
conducting flap 15 landing then use
VREF ICE (see Performance)
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Automatic Flight
• Flight Mode Annunciator
• Autoflight annunciations have different
format (see PFD diagram)
• Thrust Mode Display
• Located above the
N1 gauges (typically
displayed on upper DU)
• Assumed temperature for
reduced thrust take-off
• With N1 set control in AUTO,
N1 limits are displayed on
gauge with a reference bug
• Display annunciations are:
• TO, TO 1, TO 2
• D-TO, D-TO 1, D-TO 2 Primary Engine Indications
• CLB, CLB 1, CLB 2, Q-CLB
• CRZ, CON, G/A, --- (unchanged)
• Display of 1 & 2 relate to derate
selection & D relates to use of an
assumed temperature
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Automatic Flight
• Speed Intervention
• Only available in VNAV
• Opens the IAS/Mach window to allow setting
of FMC target speed with the IAS/Mach
selector on the MCP
• In a path descent the FMA pitch mode will
change to VNAV SPD
• Altitude Intervention
• Only available in VNAV
• During climb & descent each press of
ALT INTV switch deletes one constraint
• During cruise, if MCP altitude set above
FMC cruise altitude, press ALT INTV
switch to reset FMC altitude & initiate
a cruise climb Classic B737
During cruise at the MCP
• During cruise, if MCP altitude is set below FMC cruise altitude, with FMC CRZ page
altitude, press ALT INTV switch to initiate an early descent displayed, if a new MCP
(1,000‟ fpm until crossing VNAV path) altitude is selected the figure is
• If all constraints in a VNAV PATH descent are deleted the copied to the scratchpad
descent will default to VNAV SPD descent
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Automatic Flight
• Lateral Navigation Classic B737
• LNAV may be engaged on the ground provided: During take-off in TOGA the FD
roll mode is wings level - no other
• origin runway & active route entered in FMC
roll mode, including LNAV, can be
• first track within 5 deg of runway heading engaged below 400‟ RA - to
• selected prior to TOGA engagement terminate the take-off mode below
• LNAV is active at 50‟ RA - bank angle limited to 8° from 50 400‟ RA both FDs must be
to 200‟ RA & 30° from 200‟ to 400‟ RA switched OFF
• LNAV Switch light is extinguished until 400‟ RA

• Flight Director Take-Off Classic B737

After lift-off the A/T mode
• After lift-off, the A/T mode changes automatically from THR
changes automatically from THR
HLD to ARM at 800‟ RA HLD to ARM at 400‟ &
• Automatic thrust reduction is programmed into the FMC 18 seconds
(TAKEOFF REF) but may be adjusted preflight
• Caution: if N1 is selected after the auto reduction, the
A/T will return to ARM only
• Go-Around Classic B737
• F/D & A/T go-around mode is armed when above 2,000‟ RA F/D & A/T go-around mode is
only armed when descending
with flap extended or with GS capture - without flare armed
through 2,000‟ RA
only a F/D go-around is available
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Electrical AC & DC Metering Panel

• Metering Panel
• Needle gauges replaced with digital readout
• If an excessive battery discharge is detected the
BAT DISCHARGE light illuminates
• The TR UNIT light will illuminate on the ground if any TR unit
fails or in flight if TR1 or TR2 & TR3 fails
• While on the ground, the ELEC light illuminates if a fault
exists with the DC or Standby power systems
• Galley & IFE Power
• Separate switch for cabin utilities STANDBY PWR OFF
(& ACARS printer) & the IFE system illuminated if AC or
DC standby bus or
• Integrated Drive Generator (IDG) the battery bus is
• Cooled using ram air & fuel unpowered
• IDG auto disconnect if oil temp >182°C
• The DRIVE light indicates low oil pressure due to:
• IDG failure
• Engine shutdown
• Manual or auto IDG disconnect
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Electrical
Bus Switching Panel
• External Ground Power
• Ground service switch connects ground power to ground
service bus no.1 & no.2 (see schematic)
• Bus Switching
• No audible „clunk‟ with generator switching
• The SOURCE OFF light indicates that no manually selected
source is powering related transfer bus or
the source was removed - both transfer busses may still be
powered due to bus transfer
• APU can power both transfer busses on the ground
or in flight up to aircraft ceiling
• Battery/Battery Charger Transformer Rectifier Auto Generator On-Line Feature
• There is a single 24V Nicad battery If aircraft takes-off with the APU
powering both transfer busses & APU
• Battery charger operates from ground service bus no.2 - shuts down or fails, engine generators
automatically controlled (see schematic) will automatically connect to related
• Once battery is charged the unit operates in a constant TR transfer bus
mode to power the hot battery bus & the switched hot
battery bus
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Electrical
• Electrical Schematic
• Primary AC busses are transfer
busses separated by bus tie
breakers (BTBs)
• With bus transfer in AUTO
BTBs operate automatically
to power transfer busses
• There are 2 galley busses
& 2 grd service busses
• TR3 normally uses transfer
bus no.2 or alternatively uses
transfer bus no.1
• Cross bus tie relay opens at
GS capture (ILS approach) or
when bus transfer is OFF
• Ground service bus no.2
powers the battery charger
• Standby busses are not powered via the
battery bus, but directly from the battery
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Electrical
• Standby Power System • Load Shedding
• With standby power switch in AUTO & a loss of power to AC • For single generator
transfer bus no.1 or DC bus no.1 then standby loads are operation, the galley
powered by the battery (same as classic) busses, main busses & IFE
• AC standby bus is powered by battery through a static busses are shed
inverter & DC standby bus powered directly by battery incrementally (depends on
• Standby power will be activated in flight or on the ground -
specific aircraft)
instruments shown are operable as are: • With the APU as only
• No.1 VHF Comm, VHF Nav (including ILS & marker source, all galley busses
beacons), ADF, DME & Transponder &/or main busses &/or IFE
busses are shed until within
• Left FMC, CDU & IRS
limits (OM 6.20.4)
• Left EFIS control Standby Instruments
panel
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Engines & APU Primary Engine Indicators

• Engines General
• CFM56-7B26 delivers 26,400 lb thrust
• Dual channel electronic engine control
(EEC) regulates each engine
• Primary engine indications displayed ENG FAIL
on upper DU (or inboard DU if selected) On the ground, after
shutdown, a red box
Secondary Engine Indicators indicates an in flight
X-BLD exceedance occurred

Excursion into amber range

or above red radial causes
indication to turn amber or
red respectively

• ENG selection on the MFD panel toggles secondary

engine indicators
• Secondary indications automatically displayed
anytime an engine parameter is exceeded or
in flight when start lever moved to cut-off or N2
below idle (flight idle is 72% N2)
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Engines & APU B737-800: EGT limits must be observed during
• Electronic Engine Control (EEC) operation in all EEC modes

• Normal, Soft & Hard Alternate mode B737-800: EECs are powered by own generator
from accessories gearbox when N2 is above
• If required data is not available, EEC
15% or by onside transfer bus
automatically selects Soft Alternate mode -
ON & ALTN lights illuminated Engine Panel
• Soft Alternate mode uses last flight
conditions to set engine parameters
• Use EEC Mode switches to select the
Hard Alternate mode - ALTN light only (or
retard thrust levers to idle)
• Hard Alternate mode uses thrust lever
position & internal data to give thrust 
that provided in Normal mode
• Soft & Hard Alternate mode have limit N1 Light is active when on the ground, engine
& N2 protection only running < 80 kt & 30 sec after landing - do
NOT dispatch due to system fault
• Reverse Thrust
• Use of reverse thrust annunciated on the
N1 gauge as:
• REV if thrust reverser not stowed
• REV if thrust reverser deployed
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Engines & APU
• Fuel Feed
• Spar Fuel Shutoff Valve & Engine Fuel Shutoff valve are
controlled by start lever & fire warning switch
• Cools the IDG oil using a heat exchanger

• Start System
• Abnormal start protection provided on the ground
• If an impending hot start is detected the
white box around the EGT figure flashes
• If EGT limits are exceeded during start,
EGT figure & surround box turn red - fuel
(Fuel Metering Valve) & ignition removed
• If no EGT rise 15 secs after start lever
moved to idle (wet) - ignition & fuel removed
• With the start switch in AUTO & the engine running:
• ignition normally off
• selected igniter is activated with flaps extended
<18,000 ft or engine anti-ice selected ON
• both igniters activated if a rapid decrease in N2 or
50%<N2<57% or in flight 5%<N2<idle
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Engines & APU APU Compartment
• APU General Combustion air is obtained
• Electronic Control Unit from the inlet door
used for start, monitoring
& shutdown commands
• Uses a starter/generator
combination
• Bleed air provided by a
Load Compressor, if no
load, no duct pressure
• Cooling air obtained from
inlet above exhaust outlet
• APU Limitations
• Start & operate up to
aircraft ceiling of 41,000‟
• Power both busses to
aircraft ceiling of 41,000‟
• Provide 1 pack to 17,000‟ Classic B737
• Power both busses & 1 pack to 10,000‟ APU will operate to aircraft
ceiling of 37,000‟ & power one
• Provide 2 packs on the ground
bus to 35,000‟
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Engines & APU
• APU Starting
• Power to start APU comes from transfer bus no.1 Classic B737
or if AC not available, the battery (BAT DISCHARGE) APU may only be started using the
battery - turning the battery OFF
• External power will therefore provide for an APU start
on the ground will shut down the
• EGT & LOW OIL PRESSURE may fluctuate (SP.7.6) APU
• APU Shutdown
APU Forward Overhead Panel
• Turning OFF trips generator, closes
APU bleed air valve & provides 1 min
cooling before shutdown
• To shutdown immediately pull APU fire
switch or APU fire control handle in main
wheel well (or switch battery to OFF)
• Turning the battery OFF will shutdown
the APU in flight & on the ground
• Automatic shutdown provided for:
• Low oil pressure - LOW OIL PRESSURE
No colour bands or red
• 106% of 48,800 RPM - OVERSPEED radial shown on EGT
• Fire, high oil temp, high EGT, system gauge - No DELAY OFF
failure or failed start - FAULT selection on switch
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Fire Protection
• APU Fire Extinguishing Classic B737
• There are no exterior indicator disks to detect bottle Indicator disks for thermal relief
discharge or pressure relief - must use fire control panel to (red disk) & for bottle discharge
determine low bottle pressure (yellow disk) on aft fuselage

• There is no extinguisher bottle pressure gauge & therefore

no exterior viewing window Aft Cargo Compartment

• Cargo Fire Extinguishing

• Cargo fire detection signals pressurisation
system to descend the cabin at 750 fpm
(not in OM Vol.2) if the aircraft is in flight
• Descending the cabin helps prevent
smoke in cargo bay from entering the
cabin area (via check valve probably)
• If a cargo fire extinguishing bottle is
discharged & aircraft lands within 60 min
then discharge of the 2nd bottle is inhibited
however, aircraft needs to be depowered
or cargo fire extinguishing circuit breakers
reset to cancel the auto discharge of 2nd bottle (same as classic)
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Flight Controls
• Roll Control Flight Controls Layout

• Spoiler rise (on down-going wing) Winglets not shown

uses 4 flight spoiler panels
Ailerons do not
• Pitch Control extend to wingtip
• Control columns have a break-out
feature in case of jammed controls
• Elevator travel is reduced but is
sufficient for the landing flare
• Control forces are higher than
those during manual reversion
• Approaching the stall, control
forces are increased to aid
stall recognition & recovery
• Elevator Feel Shift (EFS)
increases hydraulic Four leading edge
system A pressure slats per wing
to the Elevator Feel & Centring Unit
• EFS is inhibited; on ground or RA < 100 ft or autopilot engaged
• Stabiliser has a single electrical actuator for main & autopilot trim
• The FEEL DIFF PRESS light is armed at all times
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Flight Controls
• Yaw Control
• Hydraulic system A & B pressure to main rudder
PCU is reduced above 135 kts
• Standby yaw damper available
to assist during manual reversion
• Powered by standby hydraulics
with Yaw Damper switch ON
• Only main yaw damper inputs
shown on yaw damper indicator
• With loss of only system B hydraulics the yaw
damper switch cannot be engaged (after
FLT CONTROL switch moved to OFF or STBY
RUD) & there is no active yaw damper
• Wheel to rudder interconnect system
(WTRIS) assists manual reversion
by providing rudder movement in
response to control wheel rotation
• Yaw damper input is dependent on
angle of attack - less movement
at high angles of attack
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Flight Controls
Leading Edge Flaps
• Flaps & Slats Flap Up Flap Extended
• Trailing edge flaps are double slotted
• Flap load relief is available at Flap 30 & 40
• Due to longer span there are 4 slat panels per wing
• Flap/slat electronic unit (FSEU) monitors actuators on flaps &
slats, except leading edge flaps & outboard
slat panels, to detect asymmetry or skew Flaps Up
• If trailing edge asymmetry or skew is detected then:
• TE flap bypass valve closes; &
• needle split is displayed on flap position indicator LE Slats Extend - TE Flap 5
(15° split displayed for a skew condition)
• If LE improper position or skew condition is detected
the LE FLAPS TRANSIT light, & possibly one or more
overhead annunciator panel lights, will illuminate LE Slats Full Extend - TE Flap 40
• Uncommanded motion protection is also provided
• Hydraulic pressure on LE retract lines only during the cruise B737-800: Slat skew
• If 2 LE flaps or >1 slat panel move on one wing the FSEU detection is inhibited during
removes LE control & illuminates LE FLAPS TRANSIT autoslat operations
• If TE flaps move, needle & lever will disagree, the TE
bypass valve closes & alternate system must be used
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Flight Controls
• Speed Brakes
• There are 8 flight spoiler panels
Hydraulics A powers panels 2,4,9,11
Hydraulics B powers panels 3,5,8,10
• There are 4 ground spoiler panels
Hydraulics A powers panels 1,6,7,12
• The SPEED BRAKES EXTENDED light illuminates:
• In flight with lever extended beyond armed
position &  800‟ RA or  Flap 10
• On ground with lever down & panels
not stowed & hydraulics A
pressure > 750 psi
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Classic B737
There are 4 flight spoiler panels
Hydraulics A powers panels 3,6
Hydraulics B powers panels 2,7
There are 6 ground spoiler panels
0,1,4,5,8,9 powered by Hydraulics A
B737-800: auto deployment of speed
brakes on touchdown relies on RA <
10‟ & on ground signal in addition to
lever armed, thrust levers idle (& wheel
speed >60 kts)
Ground Spoilers

Flight Spoilers
• Flight Control Modules
• Compensator retains
40-70 psi in hydraulic
return line to resist gusts
when flight control valve
closed. Blockages cause
controls to feel heavy
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Flight Instruments Anticipation Cues -
NPS Pointer -
displayed when valid ILS
• Primary Flight Display signal is being received indicates path
relative to aircraft
Primary Flight Display
• Shown for the take-off scenario

Selected Speed - displays target airspeed &

corresponds to magenta bug on speed tape

Speed Trend Vector - tip of arrow indicates

predicted airspeed in next 10 seconds

Scale ID Annunciation - indicates the source of

displayed deviation for each scale. Possible
annunciations are either LNAV/VNAV, LOC/VNAV,
LNAV/G/S or ILS

Flap Manoeuvring Speed bugs - During take-off the

bug for the take-off flap setting is not shown Note:
Flap Retraction Schedule NP.20.39

NPS Deviation Scale - indicates the FMC Required

Navigation Performance

Actual Navigation Performance (ANP) Bars -

indicates the error remaining & will touch at
centre when the ANP equals the RNP

Current Mach/Groundspeed - displays groundspeed

in kts until 0.4 Mach
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Flight Instruments AoA Indicator - Approach
Selected Vertical
Reference Band shown for
• Primary Flight Display flaps 15, 30, 40 Speed bug (as set
on the MCP)
Primary Flight Display
• Shown for the approach scenario

Selected Altitude - displays altitude set in the

MCP Altitude Window

Landing Altitude Reference Bar - white from

1000‟ to 500‟ & then is amber below 500‟ to
touchdown (on inner edge of altitude tape)

Approach Reference display - ILS identifier or

frequency, approach front course & ILS/DME
distance. If Capt & FO freqs or MCP courses
disagree, display turns amber with strike-out

Flap Manoeuvring Speed bugs - when flap lever is

moved to flap 30 or 40, or the bug is less than
VREF+4, the bugs are removed

Landing Reference Speed, REF (as selected in the

FMC) shown at bottom of tape if off-scale

Flap/VREF Speed Annunciation (as selected in

the FMC) shown for flaps 15, 30, 40

Vertical Speed - displays vertical speed >400 fpm

(above indicator for climb & below for descent)
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Flight Instruments
• Integrated Standby Flight Display Push to toggle either:
• Approach mode Push to change
• Has independent sensors to detect units of barometric
• Backcourse mode
angular & linear accelerations (to be disabled FSO 63/03) pressure setting
• Magnetic heading information is • Blank
obtained from the left IRS
• Pressures obtained from auxiliary
pitot probes & alternate static ports
• Upon a 10 sec power-up conducts
a 90 sec alignment (movement may
result in inaccurate alignment - FSO)
• Normally powered by DC battery bus
or own lead-acid cells for 150 min
• Push the BARO knob Display
to set standard (STD) brightness
barometric pressure buttons
• Battery switch
must be ON Aligns horizon with the
for ISFD to aircraft attitude - push & hold
operate button >2 secs & alignment
takes 10 secs
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Slide 34 of 53
Flight Management
• FMC Pre-Flight
• Performance Initialisation Page
• Planned fuel loads may be entered
• No ISA deviation field since OAT is sensed by the
aspirated TAT probe
• N1 Limit Page
• Not required to enter OAT but manual entry is still
possible (for an expected increase)
• Take-off Reference Page
• Flap setting to be entered manually
• QRH „balanced field‟ takeoff speeds (for selected
flap & gross weight settings) may be displayed &
are normally used
• TOW field shows weight the displayed V speeds
(large font) are based upon
• GW field shows current gross weight
• Page 2/2 allows entry of runway conditions
(eg. Wet runway - do not select Skid Resistant)
& thrust reduction height or cutback parameters
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Slide 35 of 53
Fuel
• Main Tanks
• Capacity of 3,852 kg per tank
• No over-wing refuelling

• Centre Tank
• Capacity of 12,856 kg
• Tank extends into wing
• Boost pumps have higher
output pressure than mains
hence centre tank used first
• Scavenge jet pump operates
when main tank no.1 drops to
 half full (1,990 kg) & runs for
the remainder of the flight
• To avoid ignition a “Staged
Shut-off” Procedure applies
(see FSO 93/03)
• Cold Soaked Fuel Frost is
discussed in Performance
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Slide 36 of 53
Fuel
Fueling valve position lights illuminated when
• Fuel Pumps valve switch is OPEN & related tank not full
• All pumps powered by transfer Ground Fuelling Panel
busses no.1 & no.2
• Refuelling
• Fuelling panel allows selection
of desired fuel quantity
• Quantity Indication
• Normally shown on the upper DU
(Engine Primary) or on compact
engine display
• A LOW appears if main tank
 907 kg & extinguishes when  1,134 kg
• A CONFIG appears when centre tank  726 kg & there is no
fuel pressure with engines running - extinguishes when
centre tank  363 kg or fuel pressure exists
• An IMBAL appears in low tank, in flight, if main tanks differ
 453 kg & extinguishes when difference  91 kg
• Measuring sticks (Float Sticks) available for main tanks (6
per tank) & for centre tank (4)
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Slide 37 of 53
Hydraulics
• Hydraulic System B
• There is only one standpipe in the fluid reservoir
• Any leak in the engine-driven or electrical motor-driven
hydraulic pump will lead to loss of system & approximately
25% of fluid is preserved for PTU operation

• Electric Hydraulic Pumps

• If an excessive temperature is detected on pump casing or
in hydraulic fluid then OVERHEAT light illuminates & power
is removed from the pump

• System Indications Maximum quantity is 106%

• To access hydraulic pressure & quantity indications select A drops 15% when gear lowered
SYS on the MFD (normally on lower DU but may be on B drops 10% with slats full extend
upper or inboard DU)
• Refill prompt RF displayed when
quantity below 76% & the aircraft is:
• On ground with all engines shut-down or;
• Taxiing in after landing with flap up
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Slide 38 of 53
Hydraulics Flight Control Panel

• Standby Hydraulics
• Powers the standby yaw damper with the loss
of both hydraulic systems A & B (discussed in
Flight Controls section)
• Yaw Damper switch must be re-selected
ON (note: cannot reselect with only loss
of hydraulic system B)
• Automatic operation is initiated when:
• Loss of hydraulic system A or B; &
• Flaps extended; &
• Airborne or wheel speed 60 kts; or
• Fight Force Monitor (FFM) trips
• The STBY RUD ON light on the
Flight Control Panel is illuminated
whenever the standby rudder PCU
is pressurised by standby hydraulics
• Illuminates Master Caution light
& the FLT CONT annunciator
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Slide 39 of 53
Landing Gear
B737-800: If a landing is made with
• General RTO selected there is no auto
• There are no gear viewers in the floor - second set of green braking & the AUTO BRAKE DISARM
„down & locked‟ lights on aft overhead panel light illuminates 2 sec after
touchdown
• No anti-skid control switch, only ANTISKID INOP light
• Alternate brake system has anti-skid, locked wheel, Autobrake &
hydroplane & touchdown protection Antiskid Controls

• Manual Gear Extension

• With the manual extension access door open, landing gear
extension is possible with gear lever in any position but gear
retraction is disabled
• All manual gear extension handles are 61 cm long

• Wheel Well Protection

• Frangible fitting on wheel well opening causes affected gear
to free fall if loose tread detected during retraction
• Affected gear cannot be retracted Classic B737: Manual gear
• Air/Ground Logic extension is only possible with
landing gear lever in the OFF
• Obtained from proximity switches on both main gear struts & position
the nose gear strut - 2 switches on each strut
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Warning Systems Aft Overhead Panel
• Proximity Switch Electronic Unit (PSEU)
• PSEU operates the following systems:
• Take-off & landing configuration warnings
• Landing gear position indication
• Air/ground sensors & Door Warnings
• An internal fault causes the PSEU, the OVERHEAD
annunciator & MASTER CAUTION lights to illuminate
• PSEU light inhibited when thrust levers advanced for take-
off (53°), in flight & until 30 sec after landing Illuminated if a fault is detected in the
PSEU or an over-wing exit flight lock
• Take-Off Configuration Warning has failed to disengage after landing
• Aural warning activated if ground spoilers not down - in Note: if a flight lock fails to engage
addition to speed brake lever not in down detent when commanded the related Exterior
Door annunciator will illuminate - not
the PSEU light
• Landing Gear Configuration Warnings
• Red landing gear lights illuminate when gear in Classic B737: Red lights if gear in
disagreement with lever or gear not down  800‟ RA with disagreement with gear lever or
either thrust lever near idle gear not down & locked with flap 
15 & either thrust lever near idle
• With Flaps  25 & gear not down, the warning horn cannot
be silenced irrespective of thrust lever position
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Slide 41 of 53
Warning Systems
• Mach/Airspeed Warning
• VMO/MMO exceedance signal is sent by ADIRU to the warning
module - can only be tested on the ground

• Altitude Alerting
• Approaching within 900‟ to 200‟ of MCP altitude a white
box shows around selected altitude display, the box
around current altitude is shown bold & a tone is heard
• Deviating from MCP altitude by 200‟ to 900‟ causes
current altitude box to flash amber & a tone is heard

• Predictive Windshear Alerts

• Predictive windshear alerts shown on MAP, MAP CTR, Symbol displays approx.
APP & VOR modes of navigation display (ND) if  1,200‟ RA size of affected area
• During take-off directly ahead & close to aircraft - “WINDSHEAR AHEAD”
& WINDSHEAR shown on PFD & ND
• During approach directly ahead  1.5 Nm - “GO AROUND WINDSHEAR
AHEAD” & WINDSHEAR shown on PFD & ND
• During take-off & approach ahead  3 Nm - “MONITOR RADAR DISPLAY”
& WINDSHEAR shown on PFD & ND
 Table of Contents v1.2

Aircraft Differences B737-800

Warning Systems
• Approach Callout
• Descending below 500‟ RA a “FIVE HUNDRED” callout is
given if:
• A valid localiser frequency is tuned
• Flight path not within ±2 dots of localiser or;
• Flight path not within ±2 dots of glideslope or;
• backcourse approach detected
Slide 42 of 53
B737-800: Radio Altitude Callouts
are provided for 50 ft (“FIFTY”)
30 ft (“THIRTY”) & 10 ft (“TEN”)
as on the Classic B737
GAIN UCAL light - reminds pilots that
gain is not calibrated

• Weather Radar
• Activate using WXR on EFIS control
• Display mode control for Captain & FO
• Use TFR to use other pilot‟s settings
• Turbulence display with range  50 Nm

• Stall Warning System

• Stall warning determined by two stall management yaw damper (SMYD) computers
• SMYD 1 connects to main rudder PCU & controls yaw damping during normal operation
• SMYD 2 connects to standby rudder PCU & operates the WTRIS
• System test requires both AC transfer busses to be powered for  4 min beforehand
• Ensure LE devices have no droop - asymmetry may prevent a successful stall test
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Slide 43 of 53
General Performance
Classic B737
• Structural Weight Limitations MTOW = 64,636 to
68,038 kg
• Maximum Take-Off Weight VXA-VXU = 79,015/VYA- =75,069 kg
MLW = 56,245 kg
• Maximum Landing Weight = 65,317 kg MZFW = 53,070 kg
• Maximum Zero Fuel Weight = 61,688 kg
• Allowable take-off weight may be further limited by CoG, take-off,
landing or enroute performance

• Operational Limits Classic B737

Max Operating Altitude=37,000 ft
• Max operating altitude = 41,000 ft pressure altitude
Operating Latitudes 73°N & 60°S
• Operating Latitudes = 82° North & 82° South (in certain
longitudinal regions only) Limits that are unchanged
Runway Slope = 2%
• Max tailwind component = 15 kts Max TO/LDG Altitude = 8,400 ft

• Engines
• CFM56-7B26 - rated at 26,400 lb thrust
• Electronic Engine Control
• Both EECs ON or ALTN for take-off
• In Alternate Mode must not use reduced thrust
or the Autothrottle or FMC %N1 & V speeds
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Slide 44 of 53
General Performance
• Engines Classic B737
• Max N1 = 104% & Max N2 = 105% Max N1 = 106% N2 = 105%
EGT Limits
• EGT Limits Max TO = 930 to 940°C
• Take-Off EGT = 950°C (transient period of 20 sec)
(no transient timing like on Classic B737 EGT) Max Continuous = 895°C
• Max Continuous EGT = 925°C Max Start = 725°C
Max oil temp 160 to 165°C
• Max Start EGT = 725°C
(operation between 160 & 165°C is
• Max oil temperature = 140 to 155°C limited to 15 min)
(operation between 140 & 155°C limited to 45 min)
• Take-off power limited to 5 min unless an engine fails during
the take-off, in which case 10 min is allowed
• Crosswind Limits
• Take-off & landing crosswind limits Classic B737
• Dry Runway = 33 kts B737-800: Maximum Max take-off & landing crosswind
• Wet Runway = 25 kts demonstrated Dry runway = 35 kts
• For a 30 m wide runway crosswind for take-off & Wet runway = 25 kts
landing is 33 kts On a 30 m wide runway
• Dry runway = 25 kts Dry runway = 25 kts
• Wet runway = 15 kts Wet runway = 20 kts
• Crosswind limit for autoland is unchanged at 20 kts
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General Performance
• Descent Speeds B737-800: When passing top of
• At high altitudes (ceiling now 41,000‟) buffet margins are descent following high speed
cruise (within about 6 kt of
reduced - during a path descent the aircraft may exceed
VMO/MMO, CI  100) VNAV may
VMO/MMO to maintain the path - consider a reduced descent revert to LVL CHG to prevent an
Mach No. & an early descent overspeed as on the Classic
B737
• Excess Thrust & Acceleration
• At high altitudes excess thrust is relatively low (climb B737-800: Operating in V/S at
capability of only 300 fpm at the thrust limited altitude) & high altitudes & commanding a
therefore acceleration may be poor, particularly when speed increase during climb may
result in aircraft pitching down to
above the optimum altitude accelerate - AFDS requires
• Also at high altitudes, engine acceleration is slower than minimum acceleration which
the CFM56-3 due to EEC software programming thrust alone may not provide
(VNAV would fly level)
• Turbulence Penetration
• Speeds for severe turbulence penetration are: Classic B737
Turbulence penetration 280 kts or
• Climb - 280 kts or 0.76 Mach 0.73 Mach (lowest) in climb or
• Cruise - use recommended thrust settings descent or, when below 15,000‟ at
• Descent - 0.76 Mach or 280 kts or, when below 15,000‟ a weight below the maximum
at a weight below maximum landing weight then, 250 landing weight then, 250 kts in a
kts in a clean configuration clean configuration
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Slide 46 of 53
General Performance
• Performance Limits after De-Icing/Anti-Icing B737-800: Following deicing or
• Elevator tab system is susceptible to vibration when fluid anti-icing ops, Operations
Manual Bulletin QAN-4 also
collects in the elevator balance bays or residue
instructs crew to position the
accumulates on tab external surfaces - this is called stabiliser trim to the full NOSE
elevator tab limit cycle oscillation (LCO) DOWN position & then slowly
• After any ground de-icing/anti-icing (using type II or type IV cycle the controls full forward to
fluid) airspeed is limited to 270 kts unless specific full aft, 3 times to assist with
drainage of any trapped residual
maintenance carried out on control surfaces & balance fluid
bays (Refer SP.16.6/7)
• If LCO is suspected in flight, reduce airspeed below
270 kts or until vibration ceases
• Do not use speed brakes for remainder of flight
• Evaluate a landing at nearest available airport
• Instructions included in Performance Limitations & Planning
manual (page 1-1-7)
• Cold-Soaked Fuel Frost B737-800 & Classic B737 See
NP.20.8 & SP.16.2 for further
• Long sectors, coupled with high arrival fuel loads increases
information regarding the pre-
the risk of cold-soaked fuel frost (CSFF) flight visual inspection of wing
• If any doubt exists discuss a strategy with a LAME surfaces
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Slide 47 of 53
Take-Off Performance
• Take-Off Flap Settings Classic B737
• Certified for Flap 1, 5, 10, 15 & 25 take-offs but Flap 5 is -300 certified for Flap 1, 5 &15
-400 certified for Flap 5 &15
the preferred take-off setting
• Specific data (RTOW tables) is provided for settings other
than Flap 5 if beneficial to normal operations
• Take-Off Thrust Classic B737
• Aircraft with engines rated at 26,000 lb thrust will normally The derate options shown on the
FMC Take-Off Reference page are
be derated to 24,000 lb thrust if possible
not to be used
• Where the derate option is taken normal assumed
temperature methods still apply
• Engine Anti-Ice Classic B737
• When using specific data reduce limit weight by When using specific data reduce
limit weight by 600 kg (B734) or
250 kg for engine anti-ice ON
250 kg (B733) for engine anti-ice
• For general charts, use the adjustment on the chart ON

• Line-Up Allowances Classic B737

• When using general charts apply the following: Use different line up allowances
• 180° turns reduce ASDA by 36 m & TORA by 20 m but determination of Field Length
• 90° turns reduce ASDA by 27 m & TORA by 11 m Available is the same
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Slide 48 of 53
Take-Off Performance
• Position Shift (Both GPS Inop. or Selected Off) Classic B737
• For departures from a position that does not coincide with the Runway position update only
available at threshold & must be
runway threshold, a position shift is entered in the FMC during
executed manually
pre-flight procedures
• Position shift is obtained from the RTOW tables
• FMC updates position when a TOGA switch pressed

• Performance Optimisation
• Take-off distance to 35‟ equals the accelerate/stop distance
(V1 is also said to be balanced)
• Take-off performance data may be based on Balanced or
Unbalanced Field Length
• Further optimisation of take-off performance may be achieved
by CoG positioning (see RTOW header)
Classic B737
• Wet Runway Accountability Use Unbalanced Field data
• FAR Part 25 Amendment 92 requires aircraft certified after (optimised take-off speeds) & take-
March „98 must account for a wet runway (reduced braking) off speeds are usually based on
when calculating take-off performance the Limit Weight
• Permits the use of reverse thrust as a stopping force
• Permits a reduction in screen height from 35‟ to 15‟
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Slide 49 of 53
Take-Off Performance
• Wet Runway Data Classic B737
• Separate wet runway accountability (certified data) is On a wet runway (the dry runway)
V1 is reduced by 6 kts. If V1
provided with each RTOW table - this involves a
reduction results in V1 less than
V1 VR V2 & a limit weight reduction V1MCG then reduce limit weight by
• Similarly, general take-off performance data is provided for 500 kg for every knot of difference.
both dry & wet runways in: Use V1=V1MCG
• QRH Take-Off Speeds Tables
• Take-Off Performance Charts

• RTOW Tables Method of Use

• Use RTOW tables to find limit weight or assumed
temp and take-off speeds
• Procedure is different when calculating limit weight
& take-off speeds for operation from a wet runway
• Chart colours are blue for bleeds ON, green for bleeds
OFF & buff for temporary data (from late „03)
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Slide 50 of 53
Take-Off Performance
• Example Calculation
• Consider the following conditions on
MEL Runway 27:
Wind = 270/15
OAT = 15°C
Runway = Wet
ETOW = 68,400 kg
• Complete TO Data Card for:
(a) Max Take-Off Thrust
(b) Reduced Take-Off Thrust
• Solutions
• (a) Limit Weight & Speeds
78,200-2,200 = 76,000 kg
140-150-156 kts

• (b) Limit Weight & Speeds

Assumed Temperature 36°C
73,500-2,200 = 71,300 kg
136-146-152 kts
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Slide 51 of 53
Take-Off Performance
• Practice Calculation
• Consider the following conditions on
MEL Runway 27:
Wind = Calm
OAT = 25°C (which row?)
Runway = Wet
ETOW = 65,600 kg
• Complete TO Data Card for:
(a) Max Take-Off Thrust
(b) Reduced Take-Off Thrust

• Solutions
• (a) Limit Weight & Speeds
75,000-2,400 = 72,600 kg
135-146-154 kts
• (b) Limit Weight & Speeds
Assumed Temperature 38°C
70,900-2,400 = 68,500 kg
132-142-150 kts
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Slide 52 of 53
Take-Off Performance
• Practice Calculation
• Consider the following conditions on
MEL Runway 27:
Wind = Calm
OAT = 26°C
Runway = Dry
ETOW = 64,200 kg
EEC = Alternate (Page 2-3-26)
• Complete TO Data Card

• Solution
• Limit Weights
Field Length = 71,250 kg
Climb = 78,600 kg
Obstacle = Nil Obstacles
• Take-Off Speeds (2-3-13)
• 142-144-153 kts
+1 +1 +0
143-145-153 kts
• Take-Off %N1 = 97.7
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Aircraft Differences B737-800

Slide 53 of 53
Landing Performance
• Maximum Quick Turn-Around Weights Classic B737
• Determine this weight using table on page 3.2.13 Minimum waiting time is 53 min
then the thermal plugs are to be
• If actual weight exceeds this value a minimum waiting time
checked
of 67 min applies & then thermal plugs checked
• Auto Spoiler Classic B737
• If the auto spoiler is inoperative then a field length If the auto spoiler is inoperative
adjustment of 110 m is required or use the weight then a field length adjustment of
200 m is required
adjustment shown on the chart
• Reverse Thrust Unavailable Classic B737
• If reverse thrust is inoperative on one engine then a field If reverse thrust inoperative on one
length adjustment of 110 m is required engine then a field length
adjustment of 85 m is required
• VREF ICE
Classic B737
• Where a Flap 15 landing is required &:
If ice formations are observed
• wing anti-ice was used in flight or; during the approach then add 10
• engine anti-ice is on for landing or; kts to final approach speed
• icing conditions were encountered & the landing Note: total adjustments for wind &
temp is <10°C then; ice should not exceed 20 kts
• use VREF15 + 10 = VREF ICE (SP.16.9)
(Qantas does not adjust the Landing Distance)