737 Flight Crew Training Manual
Terminal Charts
Electronic terminal charts may be used in place of paper charts. Enroute charts are not available in the EFB at this time. Should the airplane dispatch with one or both displays inoperative, the crew should comply with the provisions of the MEL regarding the use of backup charts.
Airplane Performance
When all appropriate entries are made, the airplane performance application provides runway specific performance information equivalent to AFM-DPI data or airline airport analysis. During approach preparation, the system can provide advisory landing distance information.
Video Surveillance
The video surveillance display may be used at the discretion of the crew to identify individuals requesting flight deck entry or for other airline-specific purposes such as passenger cabin or cargo compartment observation.
Electronic Logbook and Other Documents
The electronic logbook and other electronic documents should be used as defined by operator policy and procedures.
Flight Path Vector (FPV) 737-600 - 737-900
The FPV displays Flight Path Angle (FPA) relative to the horizon line and drift angle relative to the center of the pitch scale on the attitude display. This indication uses inertial and barometric altitude inputs. The vertical flight path angle displayed by the FPV should be considered unreliable with unreliable primary altitude displays. The FPV can be used by the pilot in several ways:
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as a reference for establishing and maintaining level flight when the F/D
is not in use or not available. When maneuvering the airplane, adjust pitch
to place the FPV on the horizon. This results in zero vertical velocity
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as a cross-check of the vertical flight path angle when established in a
climb, descent, or on a visual final approach segment
Note: When on final approach, the FPV does not indicate airplane glide path relative to the runway. ILS glide slope, VASI/PAPI or other means must be used for a proper glide path indication.
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in climbs or descents, radar tilt can be adjusted to an appropriate elevation
based on the displayed FPA. Radar tilt, like the FPV, is referenced to the
horizon. Example: Adjusting the radar tilt to the same angle relative to the
horizon as the FPV during climb results in the radar beam centered on the
existing flight path
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1.38 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
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as a qualitative indication of airplane lateral drift direction if the map is not available. The FPV moves left or right of the pitch scale to indicate the relative position of the ground track to the present heading. The amount of drift cannot be determined from this display unless the airplane is equipped with heading marks on the horizon line. Example: FPV displaced to the left indicates wind component from the right and corresponding drift to the left
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as a reference by the pilot in maintaining proper pitch control with
unreliable airspeed indications. Adjust pitch to establish desired flight
path by placing the FPV just above, below or on the horizon line.
Note: The FPV should not be used in reference to the PLI, which is a pitch attitude referenced display.
Cold Temperature Altitude Corrections
If the outside air temperature (OAT) is different from standard atmospheric temperature (ISA), barometric altimeter errors result due to non-standard air density. Larger temperature differences from standard result in larger altimeter errors. When the temperature is warmer than ISA, true altitude is higher than indicated altitude. When the temperature is colder than ISA, true altitude is lower than indicated altitude. Extremely low temperatures create significant altimeter errors and greater potential for reduced terrain clearance. These errors increase with higher airplane altitudes above the altimeter source.
Operators should consider doing the Cold Temperature Altitude Corrections Supplementary Procedure in the FCOM when altimeter errors become appreciable, especially where high terrain and/or obstacles exist near airports in combination with very cold temperatures (-30°C/ -22°F or colder). Further, operators should also consider correcting en route minimum altitudes and/or flight levels where terrain clearance is a factor. In some cases corrections may be appropriate for temperatures between 0°C and -30°C.
Operators should coordinate with local and en route air traffic control facilities for each cold weather airport or route in their system. Coordination should include:
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confirmation that minimum assigned altitudes or flight levels provide
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