737机组训练手册 Flight Crew Training Manual FCTM(16)

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1.34 FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual
Standard Callouts - Non-ILS Approach
CONDITION / LOCATION  CALLOUT (Pilot Monitoring, unless noted) 
First positive inward motion of VOR or LOC course deviation indication  “COURSE/LOCALIZER ALIVE” 
Final approach fix inbound  “VOR/NDB/FIX” 
500 ft. AFE  “500 FEET” 
100 ft. above DA(H) or MDA(H)  “APPROACHING MINIMUMS” 
Individual sequence flasher lights visible  “STROBE LIGHTS” 
At DA(H) or MDA(H) with individual approach light bars visible  “MINIMUMS - APPROACH LIGHTS / RED BARS” (if installed) 
At DA(H) or MDA(H) - Suitable visual reference established, i.e., PM calls visual cues  PF: “CONTINUE” 
At DA(H) or MDA(H)- Suitable visual reference not established, i.e., PM does not call any visual cues or only strobe lights  PF: “GO AROUND” 
At minimums callout - If no response from PF  “I HAVE CONTROL______” (state intentions) 
Below DA(H) or MDA(H)- Suitable visual reference established  “THRESHOLD/RUNWAY TOUCHDOWN ZONE” 
Below DA(H) or MDA(H)- Suitable visual reference established  PF: “LANDING” 
Below DA (H) or MDA(H)- Suitable visual reference not established, i.e., PM does not call any visual cues  PF: “GO AROUND” 

Copyright . The Boeing Company. See title page for details.
October 31, 2006 FCT 737 (TM) 1.35

737 Flight Crew Training  Manual

Standard Phraseology
A partial list of recommended words and phrases follows: Thrust:
.  
“SET TAKEOFF THRUST”

.  
“SET GO-AROUND THRUST”

.  
“SET MAXIMUM CONTINUOUS THRUST”

.  
“SET CLIMB THRUST”

.
“SET CRUISE THRUST” Flap Settings:

.  
“FLAPS UP”

.  
“FLAPS ONE”

.  
“FLAPS FIVE”

.  
“FLAPS TEN”

.  
“FLAPS FIFTEEN”

.  
“FLAPS TWENTY-FIVE”

.  
“FLAPS THIRTY”

.
“FLAPS FORTY” Airspeed:

.  
“80 KNOTS”

.
“V1”

.
“ROTATE”

.  
“SET _____ KNOTS”

.  
“SET VREF PLUS (additive)”
737-600 - 737-900

.  
“SET FLAPS _____ SPEED”

Copyright . The Boeing Company. See title page for details.
1.36  FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual

Electronic Flight Bag (EFB)
This section provides guidance on the use of the optional Electronic Flight Bag (EFB). The EFB may contain some or all of the following options.

Airport Moving Map
The airport map display is intended to enhance crew positional awareness while planning taxi routes and while taxiing. The system is not intended to replace normal taxi methods including the use of direct visual observation of the taxiways, runways, airport signs and markings and other airport traffic. Prior to taxi, NOTAMS and airport charts (using EFB terminal charts or paper) should be consulted for the latest airport status to include closed taxiways, runways, construction, etc., since these temporary conditions are not shown on the airport map.
Note:  Crews must avoid fixation on the display or distraction from primary crew duties while using any EFB application.
Crews must use direct visual observation out flight deck windows as the primary taxi navigation reference. Use the airport Heading-Up or North-Up map to provide enhanced positional awareness by:
.  
verifying taxi clearance and assisting in determining taxi plan (both
pilots)

.  
monitoring taxi progress and direction (both pilots)

.  
alerting and updating the pilot taxiing with present position and upcoming
turns and required stops (pilot not taxiing).

 

In flight, the airport North-Up (fixed) fixed map may be used to aid in runway exit planning and anticipating the taxi route to the gate or parking spot.
If one airport map display is inoperative at dispatch, the crewmember with the inoperative display may wish to keep a paper copy of the airport diagram readily available. During taxi in this situation, one pilot should continue to use the airport map display for positional awareness while the other pilot monitors progress on the paper chart. If an airport map display fails after dispatch and no paper backup airport diagrams are available, the crew should consider having the pilot not taxiing provide progressive taxi and positional updates to the pilot taxiing or request progressive taxi instruction from ground control. In any case, the pilot taxiing should always devote primary attention to taxiing the airplane by external visual observation. If the airport map display is inoperative on both sides, use normal taxi procedures.
　
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