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Condition:
• Inability to engage both autopilots in dual channel approach (APP) mode.
• Unexpected removal of the Flight Director Command Bars during approach on
the pilot’s side with the erroneous radio altimeter display.
• Inappropriate Flight Mode Annunciation (FMA) indication of autothrottle
RETARD mode during approach phase with the airplane above 27 feet AGL.
There will also be corresponding thrust lever movement towards the idle stop.
The FMA will continue to indicate RETARD after the thrust levers have reached
the idle stop rather than change to ARM.
Automatic systems give excellent results in the vast majority of situations. Faults can
occur at any point during an automatic approach. Many non-normal situations or
scenarios are possible. The flight deck is designed so that a quick analysis and decision
can be made for virtually all non-normal or fault situations using the autopilot/autothrottle
indicators, FMAs, master caution system and, for fail operational airplanes, autoland
status annunciations. Deviations in intended flight path or unexpected thrust lever
movement may also be an indication of an automation fault.
If the flight crew is aware of a degraded Autopilot Flight Director Systems (AFDS) mode,
special recognition should be given during the Approach Briefing as to how to manage the
use of the automatic features.
Note: Early intervention prevents unsatisfactory airplane performance or a
degraded flight path.
When the automatic systems as described above do not perform as expected, the PF
should reduce the level of automation to ensure proper control of the airplane is
maintained.
The PF should not attempt to restore higher levels of automation until after aircraft
control is assured.
Condition:
• Unexpected Configuration Warnings after takeoff, during approach, or during
go-around.
Flight crew must ensure the proper configuration for the phase of flight. Time may be
required in order to assess the situation, take corrective action and resolve the
discrepancy; therefore a go-around, holding, or additional maneuvering may be
necessary. Flight path control and monitoring of instruments must never be
compromised.
Page 4 of 4
Non-Normal Situation Guidelines
When a non-normal situation occurs, the following guidelines apply.
• NON-NORMAL RECOGNITION:
o The crewmember recognizing the malfunction calls it out clearly and
precisely.
• MAINTAIN AIRPLANE CONTROL:
o It is mandatory that the Pilot Flying (PF) fly the airplane.
• ANALYZE THE SITUATION:
o Any further action should only be initiated after the malfunctioning
system has been positively identified.
Additional Information
Any occurrences of erroneous display data, even if intermittent, should be reported to
maintenance.
More information can be found in the Boeing 737 Flight Crew Training Manual and
Flight Crew Operations Manual. Operators may want to review the following:
737 FCTM
1. Chapter 1 - Crew Resource Management
2. Chapter 1 - Callouts
3. Chapter 1 - AFDS Guidelines
4. Chapter 5 - Approach Briefing
5. Chapter 5 - Stabilized Approach Recommendations
737 FCOM
1. NP11 - Autopilot Flight Director Systems (AFDS) Procedures
2. Chapter 4 - Automatic Flight System Description
3. Chapter 10 - Flight Instruments, Displays System Description
4. Chapter 15 -Warning Systems System Description
For Training Purposes Only
Sept 04
11-i
P I LOT T R A I N I N G GU I D E
FUEL SYSTEM
Chapter 11: Fuel System TABLE OF CONTENTS
Page
Introduction .......................................................................................................................11-1
Fuel Tanks ..................................................................................................................11-3
Description ........................................................................................................................11-4
Fuel Specifications ......................................................................................................11-4
Fuel and Water Drains ................................................................................................11-5
AC Boost Pumps.........................................................................................................11-6
DC Auxiliary Pumps ....................................................................................................11-6
Center Transfer Pumps...............................................................................................11-6
Aft Transfer Pumps .....................................................................................................11-6
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