737机组训练手册 Flight Crew Training Manual FCTM(22)

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In non-WGS-84 airspace, the local datum (position basis) used to survey the navigation data base position information may result in significant position errors from a survey done using the WGS-84 datum. To the pilot, this means that the position of runways, airports, waypoints, navaids, etc., may not be as accurate as depicted on the map display and may not agree with the GPS position. Operators should consult appropriate sources to determine the current status of airspace in which they operate.
A worldwide survey has been conducted which determined that using the FMC while receiving GPS position updating during SIDS, STARS and enroute navigation meets the required navigation accuracy in non-WGS-84 airspace. This navigation position accuracy may not be adequate for approaches, therefore the AFM requires the crew to inhibit GPS position updating while flying approaches in non-WGS-84 airspace “unless other appropriate procedures are used.”
Boeing's recommendations for operators are as follows:
.  
provided operational approval has been received and measures to ensure
their accuracy have been taken, RNAV approaches may be flown with
GPS updating enabled. Options available to operators may include
surveys of the published approaches to determine if significant
differences or position errors exist, developing special RNAV procedures
complying with WGS-84 or equivalent, or inhibiting GPS updating

.  
for approaches based upon ground-based navigation aids such as ILS,
VOR, LOC, NDB, etc., the GPS updating need not be inhibited provided
that appropriate raw data is used throughout the approach and missed
approach as the primary navigation reference. LNAV and VNAV may be
used. As always, when a significant difference exists between the airplane
position, raw data course, DME and/or bearing information, discontinue
use of LNAV and VNAV. Provided the FMC is not used as the primary
means of navigation for approaches, this method can be used as the “other
appropriate procedure” in lieu of inhibiting GPS updating.

 

Operators are encouraged to survey their navigation data bases and have all non-WGS-84 procedures eliminated or modified to WGS-84 standards.

737 Flight Crew Training  Manual

Weather Radar and Terrain Display Policy
Whenever the possibility exists for adverse weather and terrain/obstacles near the intended flight path, one pilot should monitor the weather radar display and the other pilot should monitor the terrain display. The use of the terrain display during night or IMC operations, on departure and approach when in proximity to terrain/obstacles, and at all times in non-radar environments is recommended.
Note:  It may be useful to show the terrain display at other times to enhance terrain/situational awareness.

AFDS Guidelines
Crewmembers must coordinate their actions so that the airplane is operated safely
and efficiently. Autopilot engagement should only be attempted when the airplane is in trim, F/D commands (if the F/D is on) are essentially satisfied and the airplane flight path is under control. The autopilot is not certified or designed to correct a significant out of trim condition or to recover the airplane from an abnormal flight condition and/or unusual attitude.

Autothrottle Use
Autothrottle use is recommended during takeoff and climb in either automatic or manual flight. During all other phases of flight, autothrottle use is recommended only when the autopilot is engaged.
737-600 - 737-900 During engine out operations, Boeing recommends disconnecting the autothrottle and keeping the throttle of the inoperative engine in the CLOSE position. This helps the crew recognize the inoperative engine and reduces the number of unanticipated thrust changes.
737-600 - 737-900 Note: The autothrottle logic on some airplanes allows the autothrottle to be
physically engaged during engine out operations.
Autothrottle ARM Mode
The autothrottle ARM mode is normally not recommended because its function can be confusing. The primary feature the autothrottle ARM mode provides is minimum speed protection in the event the airplane slows to minimum maneuvering speed. Other features normally associated with the autothrottle, such as gust protection, are not provided. The autothrottle ARM mode should not be used with Non-Normal Checklists. Some malfunctions that affect maneuvering speeds cause the autothrottle to maintain a speed above approach speed.
Copyright . The Boeing Company. See title page for details.
1.50  FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual

Manual Flight
The PM should make AFDS mode selections at the request of the PF. Heading and altitude changes from ATC clearances and speed selections associated with flap position changes may be made without specific directions. However, these selections should be announced, such as, “HEADING 170 SET”. The PF must be aware such changes are being made. This enhances overall safety by requiring that both pilots are aware of all selections, while still allowing one pilot to concentrate on flight path control.
　
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