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The Boeing 737 Family Manual

Table of contents: Introduction, about this manual................................................................................................01 The family in general02 The different types....................................................................................................................03 Air Conditioning and Pressurisation.........................................................................................04 Autoflight..................................................................................................................................05 Auxiliary Power........................................................................................................................06 Electrical...................................................................................................................................07 Flight Controls..........................................................................................................................08 Flight Instruments and Navigation............................................................................................09 Fuel System...............................................................................................................................10 Ice and Rain Protection.............................................................................................................11 Landing Gear and Brakes..........................................................................................................12 Power Plant...............................................................................................................................13 Warning Systems......................................................................................................................14 Performance..............................................................................................................................15 Limitations................................................................................................................................16 Abbreviations............................................................................................................................17

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Introduction
I designed this manual to provide an overview of the different types of Boeing 737 as well as brief instruction for various Boeing 737 systems. Furthermore, you will find information about the performance, limitations, and other interesting facts about the successful and old embattled series of Baby Boeings. This manual will help you to understand the B737 better and will guide you to the important stage of sufficient knowledge to pass the FTG Boeing 737 Family Type Rating Exam and Check Flight. This is actually the second manual that I have written. I have tried to explain everything as simply as possible, but with the necessary information to teach you the minimum requirements of understanding the airplane in general. If you have problems understanding certain parts of this manual or if you wish to get more information about a particular topic or system, feel free to contact me and I will try to explain it to you. It isnt a shame to ask something if you dont understood it, but it is a shame to fail exams because you havent asked about something that you havent understood!

Now enjoy reading the Boeing 737 Family Manual! Kind regards, Your Boeing Chief Instructor Ulf Karscht

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The family in general

A success story made by Boeing
In late 1958 Boeing announced a design study for a twin-engine feeder airliner to complete the family of Boeing passenger jets. In February 1965 the first order was placed and the project went ahead. The maiden flight of the 737 was on 9 April 1967, just two years after the project launch. It is now the best selling commercial aircraft in aviation history with more than 5,400 orders from 215 customers so far. Here are some statistics to illustrate its success: About 1,200 737s are in the air at any time A 737 takes off somewhere in the world every 5.3 seconds The 737 fleet has flown about 124 million hours in service, travelling 49 billion nautical miles

At present it takes 13 days to build a 737 with about 5800 airplane unit hours of work. Not all of the 737 is built at Renton. For instance, the fuselage is built at Wichita, Kansas. Also many of the components are outsourced beyond Boeing; e.g., the doors are built by Vought in Stuart, Florida, the spoilers by Goodrich in Charlotte, NC, the vertical fins by Xi'an Aircraft Industry in China and the horizontal stabilisers are built by Korea Aerospace Industries. Today there are 15 different types of Boeing 737s. Starting with the original, B737-100, and continuing with the B737-200 Basic, B737-200 Advanced, B737-200 Convertible, B737-200 Executive, T-43A (mil. trainer) and MP Surveiller (Indo. AF). The Classics B737-300, B737-400 and B737-500. The Next Generation B737-600, B737-700, B737-800, B737-900 and B737-BBJ. Besides some test models, Boeing is planning to introduce the B737-800 ERX, B737-900F and B737-900X in the near future. The success story still continues and even though Airbus introduced their competitor series, the A32X family, the future of the B737 series still looks bright, indeed!

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The different types

Family Original Series 200 300 First Flight 08. Aug 67 24. Feb 84 LastDelivery 02. Aug 88 17. Dec 99 Powerplant JT8D CFM56-3 Eng. Model -15A B2 Length(m) 30.48 33.4 Height (m) 11.28 11.13 Span (m) 28.35 28.88 Max seating 130 150 Fuel cap. kg 15750 16200 Classic 400 19. Feb 88 25. Feb 00 CFM56-3 C-1 36.45 11.13 28.88 174 16200 500 30. Jun 89 21. Jul 99 CFM56-3 B1 31.05 11.13 28.88 132 16200 600 22. Jan 98 Current CFM56-7 7B18 31.2 12.6 34.32 132 21000 New Generation 700 800 09. Feb 97 31. Jul 97 Current Current CFM56-7 CFM56-7 7B20 7B24 33.6 39.5 12.6 12.6 34.32 34.32 171 189 21000 21000 900 03. Aug 00 Current CFM56-7 7B26 42.1 12.6 34.32 189 21000

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Boeing 737 Classics Layout

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Air Conditioning and Pressurisation

APU or engine 5th and if necessary 9th stage bleed air (hot) is pre-cooled by fan air before entering the pack. Inside the pack, bleed air is cooled by ram air through heat exchangers and an air cycle machine. A water separator collects water condensed by the cooling process to avoid icing. Series 3/5/6/700 pack output temperatures are independently controlled. Series 4/8/900 packs work to the coldest of the three zones, the two warmer zones are then heated by TRIM AIR after the mix manifold. In both series, flight-deck air is taken from before the mix manifold, however series 4/8/900 flight-deck air may also contain trim air. A pack in HIGH flow will produce more cold air than normal, but has a 25% higher bleed air demand. Approximately 25% of the cabin air is recirculated for passenger comfort compared to 50% on the 757/767 and none on the MD80. The recirc fan will switch off if either pack is in high flow, giving a net reduction in the ventilation rate of 15%, so best cooling is achieved with pack(s) AUTO and recirc fan ON; this also reduces pack load, bleed air demand and fuel consumption. The extra recirculation fan on the 4/8/900, was installed to increase the comfort levels for the increased passenger capacity of the larger aircraft. Unfortunately the second fan is quite loud on the flightdeck as are the NG fan(s). The 200 series air-con panel was very similar to the existing NG panel except that temperatures could also be displayed at the L & R packs. There was no recirc fan on the 200 series but there was a gasper fan. On the ground: 2-500's: Use only one pack from the APU because packs are working hardest when delivering cold air. NG APUs are more powerful so can use both packs for cooling or heating. If one pack fails with the pack switches in AUTO, the other will regulate to high flow (unless flaps are down). Note series 200 does not have an AUTO mode, the pack switch is simply ON/OFF. When engine bleeds ON, do not operate the associated pack in HIGH for takeoff, approach or landing. One pack may be inoperative provided maximum altitude is limited to: FL250

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The aircraft is pressurised by bleed air supplied to the packs and controlled by outflow valves. The auto system will fail if either: 1. 2. 3. 4. Cabin altitude exceeds 13,875ft Classics; 15,800ft NGs Cabin rate of climb or descent exceeds 1890 sea level fpm Classics; 2000 sea level fpm NGs Loss of AC power to auto computer for more than 3 secs Excessive differential pressure.

If the auto system fails, the standby system will automatically take over. The AUTO FAIL light will remain illuminated until the mode selector is moved to STANDBY (tidy but not necessary). The cabin rate selector, for use in standby mode, adjusts cabin rate of change of altitude between 50 and 2000fpm, the index is approx 300fpm. If you have to return to your departure airfield, do not adjust the pressurisation panel. You will get the OFF SCHD DESC light, but the controller will program the cabin to land at the take-off field elevation. If the flight alt selector is pressed, this facility will be lost. Digital pressurisation controllers have two automatic systems (AUTO and ALTN) instead of a standby system.

Cabin Altitude Panel

Cabin Pressurization Panel

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Autoflight

From 2003 the MCP changed to this style in which the knobs have been redesigned and the buttons have the caption printed on them instead of on the panel.

Today, almost every new Boeing has the same type of autopilot, although the arrangement of keys can differ. Most autopilot modes are well known. Lets take an in-depth view of two specially featured functions for lateral and vertical navigation, LNAV and VNAV. LNAV commands AFDS roll to intercept and track the active FMC route. LNAV engagement criteria on the ground: - Origin runway in flight plan - Active route entered in FMC - Track of first leg within 5 degrees of runway heading - LNAV selected prior to TO/GA. LNAV engagement criteria in flight: - Active route entered in FMC - Within 3NM of active route, LNAV engagement occurs with any airplane heading - Outside of 3NM, airplane must be on intercept course of 90 degrees or less LNAV automatically disconnects for following reasons: - Reaching end of active route - Reaching a route discontinuity - Intercepting a selected approach course in VOR LOC or APP modes (VOR/LOC armed) - Selecting HDG SEL VNAV commands pitch to hold a target airspeed, which is pre-programmed in the FMC. Manual speed intervene is also possible. VNAV works according to the most economical settings, which are entered in the FMC. Altitude constraints can also be kept by VNAV. The modes are VNAV SPD and VNAV PTH. The autothrottle modes therefore are FMC SPD, N1, RETARD or ARM. The IAS/MACH display blanks and the airspeed cursors are positioned to the FMC commanded airspeed.

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Auxiliary Power

There are three different APUs available for the 737; the Garrett 85-129 on the 2/3/4/500; the Sundstrand APS 2000 on the 3/4/500 and the Allied Signal 131-9[B] for the NGs. The APU is a source of bleed air and AC electrics for the aircraft. This gives independence during turnarounds, electrical backup in the event of engine failure and provides air conditioning and pressurisation during an engine bleeds off take-off. Its electrical power source is the battery. Many series -500 aircraft have an extra, dedicated APU, battery to preserve main battery usage. The fuel source is normally from the No. 1 tank and it is recommended that at least one pump in the supplying tank be on during the start sequence to provide positive fuel pressure and preserve the APU driven pump. The AlliedSignal APU has a 41,000ft start capability and incorporates a starter/generator, thus eliminating a DC starter and clutch. It has educter oil cooling and therefore has no need for a high speed fan to give the improved cabin cooling capability. It is rated at 90KVA up to 31,000ft and 66KVA up to 41,000ft.

APU

GrdPwr

APU Control Panel

The APU start switch is located in between the lights panel on the lower overhead panel. Moving the switch to the spring loaded start procedure will initiate the APU start up procedure. The ground power supply is another method of getting electricity. When ground power is connected, the blue supply light will illuminate. Ground power is then connected and meets airplane power quality standards.

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Electrical
Primary electrical power is provided by two engine driven generators or integrated drive generators (IDGs) as installed. The generators / IDGs produce115 volt, 400 cycle, three-phase alternating current. Each generator / IDG supplies its own bus system in normal operation and can also supply power to the opposite bus system when one engine generator / IDG is inoperative. Stepdown transformers provide low voltage AC power for lighting, instruments and other low voltage AC circuits. Transformer rectifier (TR) units and a battery / battery charger supply DC power and backup power for the standby system. The electrical power system may be categorized into three main divisions: The AC system, the DC system, and the standby power system. Two 45 KVA three-phase brushless generators provide primary AC power. Each generator is driven through a constant speed drive (CSD) which maintains a constant generator speed throughout the normal operating range of the engine. The CSD is coupled directly to the engine and provides for complete mechanical isolation of the generator. Two 90 KVA integrated drive generators (IDGs) provide primary AC power. The IDGs contain the generator and drive in a common housing which maintains a constant generator speed throughout the normal operating range of the engine. The IDG eliminates the need for a separate drive (CSD) unit. An integral electro-mechanical disconnect provides for complete isolation of the IDG. The APU generator may be used to supply primary power on the ground and will serve, inflight, as backup for the engine generators. APU operation is monitored on the overhead panel, which includes an ammeter for generator load monitoring. Each AC power system consists of a generator bus, a main load bus and a transfer bus. If there is a failure of a generator bus, the associated transfer bus can be supplied automatically from the powered generator bus. Each transfer bus has an associated transfer relay which automatically selects the opposite generator bus as a power supply if its normal generator bus fails and the Bus Transfer Switch is in AUTO. The generator busses and main busses supply the heavy and nonessential electrical loads respectively. The transfer busses supply the essential loads. If a generator trips off the line inflight due to a fault, the generator bus and main bus will be de-energized, but the transfer bus automatically transfers to the operating generator. Either generator or the APU can supply power to both transfer busses. If the BUS TRANS switch is in the AUTO position and the source powering the transfer bus is disconnected or fails, the source powering the opposite transfer bus automatically picks up the unpowered transfer bus through the BTBs. The 28V DC power system supplies electrical loads requiring DC power. Three transformer rectifier (TR) units are the primary source of DC power. The battery provides 28V DC to loads required to be operative when no other source is available. The standby system is used to supply power to essential AC and DC systems. During normal operation the guarded Standby Power Switch will be in AUTO and the battery switch will be ON. Automatic switching is provided from the normal power sources to the alternate power source when the Standby Power Switch is in the AUTO position. If either the No. 1 DC bus or the No. 1 transfer bus loses power, both standby busses automatically switch to the battery bus / battery.

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Flight Controls
The primary flight controls are the ailerons, elevators and rudder. These hydraulically powered surfaces provide flight control in roll, pitch and yaw. The ailerons are assisted by flight spoilers for roll control. A variable pitch horizontal stabilizer may be positioned by pilot inputs to the electric trim or manually through the trim wheels. Aerodynamic braking is provided in the air by the flight spoilers operating as speedbrakes. On the ground, speedbrakes use both flight spoilers and ground spoilers to destroy lift and make braking more efficient. High lift for takeoff and landing is provided by trailing edge flaps, and leading edge flaps and slats (LE devices). The autoslat system improves handling qualities at high angles of attack during operations with flaps set at positions 1, 2 or 5. Autoslat deployment is designed to occur prior to stick shaker activation. The roll control surfaces consist of hydraulically powered ailerons and flight spoilers, which are controlled by rotating either control wheel. The ailerons provide roll control of the aircraft around its longitudinal axis. The ailerons are positioned by the pilots control wheels, which are linked together by cables to supply the mechanical input to two separate hydraulic power control units. The pitch control surfaces consist of hydraulically powered elevators and an electrically powered stabilizer. The elevators are normally controlled by forward or aft movement of the control column. The stabilizer is normally controlled by either the stabilizer trim switches on the control wheel or the autopilot. The elevators provide pitch control around the aircrafts lateral axis. The elevators are positioned by the pilots control columns. Directional control about the vertical axis is provided by the rudder. Either set of rudder pedals positions the rudder through the rudder power control units. Rudder feel is provided by a feel and centering unit utilizing the mechanical action of springs, cams and rollers. Rudder trim is accomplished by operation of the Rudder Trim Control Switch located on the aft electronic panel. Operation of the Trim Control Switch electrically repositions the rudder feel and centering mechanism, which results in a shift in the rudder neutral position. The rudder pedals are displaced proportionately. The speed brakes consist of flight spoilers and ground spoilers. The SPEED BRAKE lever controls the spoilers. When the SPEED BRAKE lever is actuated all the spoilers extend when the aircraft is on the ground and only the flight spoilers extend when the aircraft is in the air. High lift leading edge devices are used in combination with the trailing edge flaps to increase lift during takeoff and landing. The trailing edge flaps and leading edge devices, when extended, increase the wing area and the effective wing camber, which greatly increases lift. Trailing edge flap positions 1 15 provide increased lift; positions 15 40 provide increased lift and drag to permit slower approach speeds and greater maneuvering capability. Flap positions 30 and 40 are normal landing flap positions. Flaps 15 is used for some non-normal landing conditions.

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Flight Instruments and Navigation

Two symbol generators (SGs) are the heart of the EFIS. SGs use navigational data from aircraft electronic systems and pilot controls to generate visual displays for respective EADIs and EHSIs. Two control panels are used to select displays on the EHSIs, and EADI radio altimeter decision height. Brightness controls are also on the panels. Failures are indicated by flags, annunciations and removal of data or affected portions of a respective display. Classics: The EADI displays pitch and roll attitudes, flight director commands, localizer / glide slope deviation and flight mode annunciator (FMA). An IAS tape, Mach, ground speed, decision height, and radio altitude are also on the EADI. Each EHSI presents an electronically generated color display of conventional HSI navigation data (VOR/ILS and NAV modes). Each EHSI is also capable of displaying the airplanes flight progress on a plan view map (MAP and CTR MAP modes), or the airplanes flight plan on a plan view map oriented to true north (PLAN mode). Excluding operation in the FULL NAV, FULL VOR/ILS, and PLAN modes, each EHSI also serves as a weather radar display when the WXR switch on the respective EFIS Control Panel is ON. During normal operation, each EHSI receives information from its own symbol generator. Each symbol generator receives data from a variety of aircraft systems to support the EHSI displays. During normal operation, heading reference data is supplied to each EHSI from the respective IRS. Airplane track data is supplied by the FMC. If the FMC track data should become unreliable, track data is automatically supplied by the respective IRS. The EFIS Control Panels provide selection of the EHSI display mode, display range, display brightness, weather radar display (ON or OFF and display brightness), and MAP data options. During normal operation, each panel controls the display for the respective EHSI. The selectable display modes are FULL ROSE NAVIGATION (FULL NAV), FULL ROSE VOR/ILS, EXPANDED ROSE NAVIGATION (EXP NAV), EXPANDED ROSE VOR/ILS , MAP, CENTER MAP (CTR MAP), and PLAN. NGs: There are basically two types of NG layouts, the one which is similar to the Classics layout (same instruments, but displayed on CRTs) and the new variant, which has basically the same functions like a B747-400 or similar. For more information about a modern EFIS, download the B747-400 manual on our site.

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Fuel System
Fuel is contained in three tanks located within the wings and wing center section. Main tanks No. 1 and No. 2 are integral with the wing structure. The center tank lies between the wing roots within the fuselage area. Each tank is equipped with electrical fuel boost pumps, which supply fuel directly to the respective engine through the engine fuel shutoff valve or to either or both engines through the fuel crossfeed valve and engine fuel shutoff valve. Each fuel tank uses two AC-powered fuel pumps, which are fuel cooled and lubricated. A single failure in the electrical system will not affect more than one pump in each tank. Individual pressure sensors monitor the output pressure of each pump. The fuel panel is located on the left part of the overhead panel. Right on top it has the fuel temperature indicator. A sensor is main No. 1 tank allows monitoring of fuel system temperature. The temperature indicating system uses AC electrical power. Below it, is the fuel crossfeed valve switch. The engine fuel manifolds are interconnected by use of the crossfeed valve. The valve is DC motor-operated from the battery bus. The valve provides the means of directing fuel to both engines from any tank. Continued crossfeed use will result in a progressive fuel imbalance. The two switches in the middle are the center tank fuel pump switches, the four on the bottom are for the main tanks No. 1 and No. 2. The right pictue shows the fuel quantity gauges, one for the center-, one for the left and one for the right tank. The gauges can show the fuel quantity in kgs or lbs, the left push button is for testing the gauges. On the 3/4/500 models, center tank check valves open at a lower differential pressure than the check valves in the No. 1 and No. 2 main tanks. On the NGs, center tank pumps produce higher pressure than main tank pumps. This ensures that center tank fuel is used before main tank fuel, even though all fuel pumps are operating. On the 3/4/500 models, the fuel quantity indication system calculates the usable fuel quantity in each tank. The fuel quantity in each tank is displayed in digital and analog format on the center instrument panel and digitally on the fueling station panel. On the NGs, the fuel quantity indication system calculates the usable fuel quantity in each tank. The fuel quantity in each tank is displayed in digital and analog format on the upper display unit and digitally on the fueling station panel.

NG fuel gauge lower right corner of the upper EICAS

Classics on the main panel

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Ice and Rain Protection

Thermal anti-icing (TAI), electrical anti-icing, and windshield wipers are the systems provided for ice and rain protection. The anti-ice and rain systems include: -Flight Deck Window Heat -Windshield Wipers -Probe and Sensor Heat -Engine Anti-Ice System -Wing Anti-Ice System.

Flight deck window Nos. 1, 2, 4 and 5 consist of glass panes laminated to each side of a vinyl core. Flight deck window No. 4 has an additional vinyl layer and acrylic sheet laminated to the inside surface. Flight deck window No. 3 consists of two acrylic panes separated by an air space. A conductive coating on the outer glass pane of window Nos. 1 and 2 permits electrical heating to prevent ice build-up and fogging. A conductive coating on the inner glass pane of window Nos. 4 and 5 permits electrical heating to prevent fogging. Window No. 3 is not electrically heated. On the 3/4/500, the rain removal system for the forward windows consists of windshield wipers. The forward window wipers are controlled by one switch. On the NGs, a permanent rain repellent has been applied to the window at the factory. Each window wiper has its own switch. Windshield scratching will occur if the windshield wipers are operated on a dry windshield. Pitot probes, the total air temperature probe and the alpha vanes are electrically heated. Static ports are not heated. Engine bleed air thermal anti-icing prevents the formation of ice on the engine cowl lip. Engine anti-ice operation is controlled by individual ENG ANTI-ICE switches. The engine anti-ice system is operated on the ground and in fight. Each cowl anti-ice valve is electrically controlled and pressure actuated. Positioning the ENG ANTI-ICE switches to ON allows engine bleed air to flow through the cowl anti-ice valve for cowl lip anti-icing. On the 3/4/500, the wing anti-ice system provides protection for the three leading edge slats by using bleed air. The wing anti-ice system does not include the leading edge flaps. On the NGs, the wing anti-ice system provides protection for the three inboard leading edge slats by using bleed air. The wing anti-ice system does not include the leading edge flaps or the outboard leading edge slats. The wing anti-ice control valves are AC motor-operated and will remain in position with loss of electrical power. With a valve open, bleed air flows to the three leading edge inboard slats, and then exhausts overboard. The wing antiice system is effective with the slats in any position. Placing the WING ANTI-ICE switch ON when on the ground, opens both control valves if thrust on both engines is below the setting for takeoff warning activation and the temperature inside both wing distribution ducts is less than the thermal switch activation temperature.

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Landing Gear and Brakes

The aircraft has two main landing gear and a single nose gear. Each main gear is a conventional two-wheel landing gear unit. The nose gear is a conventional steerable two-wheel unit. Hydraulic power for retraction, extension, and nose wheel steering is normally supplied by thr hydraulic system . A manual landing gear extension system is installed. The planes are also provided with an alternate source of hydraulic power for nose wheel steering. The normal brake system is powered by hydraulic system B. The alternate brake system is powered by hydraulic system A. Antiskid protection is provided on both brake systems, but the autobrake system is available only with the normal brake system. The landing gear are normally controlled by the LANDING GEAR lever. On the ground, a landing gear lever lock, prevents the LANDING GEAR lever from moving to the up position. An override trigger in the lever may be used to bypass the landing gear lever lock. In flight, the air / ground system energizes a solenoid which opens the lever lock. When the LANDING GEAR lever is moved to UP, the landing gear begins to retract. During retraction, the brakes automatically stop rotation of the main gear wheels. After retraction, the main gear are held in place by mechanical uplocks. Rubber seals and oversized hubcaps complete the fairing of the outboard wheels. The nose wheels retract forward into the wheel well and nose wheel rotation is stopped by snubbers. The nose gear is held in place by an overcenter lock and enclosed by doors which are mechanically linked to the gear. Hydraulic pressure is removed from the landing gear system with the LANDING GEAR lever in the OFF position. Rudder pedals allow 7 degrees of nose steering each direction. The steering wheel overrides the rudder pedals. Rudder pedal steering is deactivated as the nose gear strut extends. Each main gear wheel has a multi-disc hydraulic powered brake. The brake pedals provide independent control of the left and right brakes. The nose wheels have no brakes. The brake system includes: normal brake system alternate brake system brake accumulator antiskid protection autobrake system parking brake The brake accumulator is pressurized by hydraulic system B. If both normal and alternate brake system pressure is lost, trapped hydraulic pressure in the brake accumulator can still provide several braking applications or parking brake application. The parking brake can be set with either A or B hydraulic systems pressurized. If A and B hydraulic systems are not pressurized, parking brake pressure is maintained by the brake accumulator. The parking brake is set by depressing both brake pedals fully, while simultaneously pulling the PARKING BRAKE lever up. This mechanically latches the pedals in the depressed position and commands the parking brake valve to close. The parking brake is released by depressing the pedals until the PARKING BRAKE lever releases.

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Power Plant
The engine is dual rotor assembly consisting of a fan rotor (N1) and a compressor rotor (N2). The N1 rotor consists of a single stage fan and a three stage booster section connected by a through shaft to a four-stage low pressure turbine. The N2 rotor is a ninestage axial flow compressor connected by a through shaft to a single-stage high pressure turbine. The first four stages of the compressor are variable. The compressor delivers highly compressed air to the annular combustor where the fuel / air mixture is ignited. The resulting high energy gasses drive the turbines, producing the power to turn the fan, the compressor and the accessories. Thrust is the combined forces produced by accelerated fan air and rapidly expanding high velocity combustion gasses. Fan air and combustion gasses exit through separate nozzles at the rear of the engine. ELECTRONIC ENGINE CONTROL (EEC) Each engine has a full authority digital EEC. Each EEC has two independent control channels and automatically switches channel if the operating channel fails. With each engine start or start attempt, the EEC alternates between control channels. The EEC uses thrust lever inputs to automatically control forward and reverse thrust. N1 is used by the EEC to set thrust in two control modes; normal and alternate. Manual selection of the control mode can be made with the EEC switches on the engine panel. In the normal mode, the EEC uses sensed flight conditions and bleed air demand to calculate N1 values. The EEC compares commanded N1 to actual N1 and adjusts fuel flow to change engine speed until actual N1 equals commanded N1. The full rated takeoff thrust for the installed engine is available at a thrust lever position less than the forward stop. Fixed or assumed temperature reduced takeoff thrust ratings are set at thrust lever positions less than full rated takeoff. If the thrust lever is advanced to the forward stop, the EEC limits thrust to the maximum certified thrust rating for current conditions. ENGINE AND FUEL FLOW INDICATORS

Original Gauges (also some 3/4/500s)

Classics Indicating Gauges

New Generation

Although the indication gauges look quite different, they all show up almost the same (at least essential) parameters. N1, EGT and FF (fuel flow)! Additional parameters such as N2, engine oil temperature or vibrations are also shown, everytime on the 2-500s and may be also displayed on NGs in the lower EICAS.

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Warning Systems
GENERAL Aural, visual and tactile signals provide warnings, cautions and advisories that require attention. The indications vary, depending upon degree of urgency or hazard. Signals are used singularly or in combinations to provide information about the condition. LIGHTS Red warning lights on forward panels indicate immediate action conditions. Master fire warning lights for engine, wheel well, cargo compartment or APU fires. Autopilot / autothrottle lights, and landing gear unsafe configurations are also indicated by red lights. Amber caution lights indicate system conditions which require timely corrective action. Blue lights provide information on system status such as electrical power availability, valve position, equipment status and call lights. Specific information for lights is found in the appropriate system section. TACTILE Control column shakers mounted on both columns warn of impending stall. AURAL Airspeed limit warning sounds a clacker. Autopilot disconnect sounds an intermittent wobble horn. Exceeding cabin altitude limit and takeoff configuration warnings generate an intermittent horn. Unsafe landing gear position generates a steady horn. Fire warnings activate a fire warning bell. APU ground fire also sounds a steady horn in the main wheel well. GPWS warnings and alerts are indicated by lights, whoop, whoop sounds and voice. Warnings, cautions and alerts for takeoff and landing gear configurations, exceeding Mach / airspeed limits approaching stall, ground proximity warning system warnings and alerts, windshear warnings and alerts, and TCAS are addressed in this section. Cabin altitude warning is found in the air conditioning pressurization section. Autopilot and autothrottle disconnect warnings are discussed in the autopilot / flight guidance section. Fire warnings and conditions which cause the fire bell and APU fire horn in the main gear wheel well are located in the fire warning and protection section. An aural automatically silences when the associated non-normal condition no longer exists. Some aurals can be manually silenced. MASTER FIRE WARNING LIGHTS Two MASTER FIRE WARN lights illuminate when any fire condition occurs. The lights remain illuminated as long as the condition exists or until cancelled by the crew. Pressing either MASTER FIRE WARN light or BELL CUTOUT switch extinguishes both lights, silences the fire bell / APU main gear wheel horn and resets the system for future warnings. SYSTEM ANNUNCIATOR LIGHTS Two system annunciator light panels are on the lightshield. The annunciator light panel lights monitor caution lights on aft and forward overhead and fire control panels. If a caution condition exists, the appropriate system annunciator and MASTER CAUTION lights illuminate. Master Caution Lights Two MASTER CAUTION are lights integrated with the annunciator light panels. Both MASTER CAUTION lights and the appropriate system annunciator light illuminate when a system caution light comes on outside the normal field of vision of the crew. System caution lights remain illuminated as long as the caution exists or until cancelled by the crew. Pressing either MASTER CAUTION light extinguishes both lights and resets the annunciator light for further cautions. Pressing either annunciator light panel recalls existing caution annunciations. Single failures in dual / redundant systems do not illuminate MASTER CAUTION and system annunciator lights. However, pressing either annunciator light panel recalls the system failure. The appropriate system caution light, annunciator and MASTER CAUTION lights illuminate.

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Performance
The purpose of the Flight Performance Section of the B737 Flight Manual is to provide a convenient source of aircraft performance data for flight crews. Since all weight, balance, and performance data required for dispatch resides within the FAA Approved computer based systems, the large majority of the Planning and Performance charts, graphs, and tables used to produce performance data for flight crews are not duplicated in this section. Instead, basic performance information is presented.

Take-off (m) Landing (m) Long range cruise Ceiling (ft) L.R. Fuel flow (kg/h) Maximum Range*

200 Adv 2030 1350 0.73 37000 2827 2645

300 2109 1396 240/0.745 37000 2250 2591

400 2665 1540 240/0.745 37000 2377 2501

500 2003? 1357 240/0.745 37000 2100 2998

600 1878 1340 230/0.785 41000 1932 3153

700 2042 1415 230/0.785 41000 2070 3299

800 2652 1634 230/0.785 41000 2187 2926

900 1704 230/0.785 41000 <2300 2726

*Range with maximum payload in nautical miles

Limitations
The B737 airplanes are certified in the transport category (FAR 25) and are eligible for the following types of operation when the required equipment is installed and approved in accordance with the applicable FARs. Visual Flight (VFR) Instrument Flight (IFR): B737 Airplanes are category C for Instrument Approaches except for Circling, which is category D. Night Flight Icing Conditions Extended Overwater Operations (ETOPS) for 6/7/800 Minimum Flight Crew: Captain and First Officer Maximum takeoff and landing tailwind component: 10kts for every B737 Maximum operating altitude: 37,000ft for 3/4/500 and 41,000ft for 6/7/800 Maximum takeoff / landing altitude: 8,400ft for 3/4/500 and 10,000ft for 6/7/800 Maximum flight operating latitude: 73 North and 60 South for 3/4/500 and 82 North and 82 South for NGs Turbulent air penetration speed: 280 knots /.73 Mach for 3/4/500 and 280 knots /.76 Mach for 6/7/800 Maximum tire speed: 195 knots Maximum manufacturer demonstrated takeoff / landing crosswind component: 35 knots - dry runway.

BCI Ulf Karscht

FTG

Training Division

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System safety relief differential pressure maximum: 8.65 psi for 3/4/500 and 9.10 psi for 6/7/800 Maximum cabin differential for takeoff / landing: .125 psi 1. Minimum altitude for autopilot engagement (climb and cruise) is 1,000 ft. AGL. 2. For coupled single channel approaches with electronic glideslope, the autopilot shall not remain engaged below 50 ft. AGL. 3. Use of Aileron Trim with the Autopilot engaged is prohibited. 4. 6/7/800 Autopilot use prohibited below 100 RA at airport pressure altitudes above 8400 feet. 5. The autoland capability may only be used with flaps 30 and 40 with both engines operative. Allowable winds for autoland: Headwind - 20 knots Tailwind - 10 knots Crosswind - 15 knots Flap limit speeds (IAS): 3/4/500: 1 - 230 knots 15 - 195 knots 2 - 230 knots 25 - 190 knots 5 - 225 knots 30 - 185 knots 10 - 210 knots 40 - 158 knots 700: 1 - 230 knots 15 - 195 knots 2 - 230 knots 25 - 170 knots 5 - 225 knots 30 - 165 knots 10 - 210 knots 40 - 156 knots 8/900: 1 - 230 knots 15 - 200 knots 2 - 230 knots 25 - 190 knots 5 - 225 knots 30 - 175 knots 10 - 210 knots 40 - 162 knots Landing gear placard speeds: A. Retract - 235 knots B. Extend - 270 knots/.82M C. Extended - 320 knots/.82M 2. Do not apply brakes until after touchdown. 3. Autobrakes: Arming the RTO feature is required on all takeoffs, if operable. Position the RTO selector to OFF if the autobrake system is inoperative.

BCI Ulf Karscht

FTG

Training Division

PAGE 20 (20)

Table of abbreviations:
A320X AC AGL AFDS APU APP BBJ DC EADI EFIS EHSI ER F (version) FAR FMC FPM ft FTG HDG IAS ILS LE LNAV LOC LR M MCP NG nm PTH psi RA RTO SEL SPD TO/GA VNAV VOR A318 A321 Alternating Current Above Ground Level Autopilot Flight Director System Auxiliary Power Unit Approach Boeing Business Jet Direct Current Electronic Attitude Display Indicator Electronic Flight Instrument System Electronic Horizontal Situation indicator Extended Range Freighter Federal Aviation Authority Flight Management Computer Feets per minute feet Flying Tigers Group Heading Indicated Air Speed Instrument Landing System Leading Edge Lateral Navigation Localizer Long Range Mach Mode Control Panel New Generation 6/7/800 nautical mile Path pounds per square inch Radio Altitude Rejected Take Off Mode Select(ed) Speed Take Off and Go Around Vertical Navigation Very High Frequency Omnidirectional Range

BCI Ulf Karscht