737-800 manual

This will be a complete, comprehensive guide to flying the Boeing 737. This
textbook covers every single button, switch and display in the flight cockpit of the
737-800 and explains the use of the aircraft in both normal and non-normal
operations. The guide has been written and created in a very systematic way,
always with the end user in mind. The first few pages guide you through all the
main panels and systems of the aircraft, and a guide to Simbrief and the history
of the 737 is also included. The last pages cover a full checklist for normal flight
operations, as well as non-normal checklists. The aircraft will be from a cold and
dark state from San Francisco (KSFO) to Los Angeles (KLAX).

Table of Contents
Chapter 1 – The Overhead Panel ---------------------------------------------- 1 - 24

Chapter 2 – The Upper Overhead Panel ------------------------------------- 25 - 33

Chapter 3 – The Pedestal ------------------------------------------------------ 34 - 48

Chapter 4 – The Main Panel ---------------------------------------------------49 - 65

Chapter 5 - Autopilot Mode Control Panel (MCP) ------------------------ 66 - 72

Chapter 6 - Upper and Lower Display Units -------------------------------- 73 - 84

Chapter 7 - Weight limit + Information + FMC -------------------------- 85 - 109

Chapter 8 - Normal Checklist ---------------------------------------------- 110 - 115

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 737-800 manual

CHAPTER 1: THE OVERHEAD PANEL

Flight Deck Introduction

welcome to the cockpit of the Boeing 737-800. So, the first thing you should notice is that
the aircraft is completely cold and dark, which means that all of its systems are turned off
with no lights or sounds that can be heard. This is the ideal state we want the aircraft to be
in, and it should be like this when you first load the aircraft. So, in this chapter, we will
take a look at the cockpit overhead panel and understand the different systems, switches,
lights and other features housed within it. You may have noticed that the overhead panel
itself is divided into two distinct parts. One is towards the back of the cockpit, while the
other with more switches and dials is right above the pilots for easy access. This is done
for a reason, as most of the important systems such as air conditioning, fuel, hydraulics and
the aircraft's primary electrical systems are all housed within this part of the overhead
panel. We differentiate these parts by calling them forword overhead panel e aft overhead
panel.

Aft Overhead

Forward Overhead

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Flight Control Panel

Starting from the left side on the outer left row, at the top
is the Flight Control Panel, which is responsible for
housing all the backup switches for the stationary and
moving flight surfaces on the aircraft. These include the
flaps, slats, spoilers, ailerons, vertical stabilizer and
rudder. These moving surfaces are controlled by hydraulic
fluid throughout the aircraft, and the 2 switches (A and B)
in the diagram are responsible for them.
By default, these switches are set to the on position. They
can be viewed them by lifting the switch guards and
verifying their position. The two switches also have low
pressure lights below them to indicate a fault or problem
with either hydraulic system. Next, there are two flight
spoiler switches. One for each half-wing within which
these systems are housed. Just like the hydraulic systems,
both are covered, and set to the default position.
Underneath this system is the yaw damper. This is a very important system that, among
other things, prevents an aerodynamic effect called Dutch roll. To simplify things, the yaw
damper actively uses the rudder to assist the aircraft in rolling or turning to either side,
resulting in synchronised turning and increasing the efficiency of the aircraft. If you've
ever wondered why your coffee doesn't spill when the aircraft rolls or tilts to either side
during flight, you have the yaw damper to thank.

1
The Dutch Roll effect was unique to the swept wing of the new jets. Its fatal effect was first realized during the
acceptance flight on October 19, 1959, of Braniff Airways B-707-227 N7071 killing four of the eight crew and
personnel aboard. https://aviation-safety.net/database/record.php?id=19591019-0 ;
https://www.historylink.org/File/20411

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 737-800 manual

At the top right of this panel, we have some hydraulic standby lights that come on whenever
they require the pilot's immediate attention. Finally below these, there are two switches
related to the alternate flaps system. The red switch on the left is the main switch which is
set to off by default. In the event that the normal flap settings do not work or are
asymmetrical, the pilots will flip the guard and turn the switch to ON along with the right
switch to extend or retract the flaps. Finally, below are 4 lights that indicate problems with
specific flight control subsystems within the aircraft.

Data Source Selectors

Below the flight control panel are these data
source selector. As you may have noticed
above, with the 2 flight control switches and
2 spoiler switches, this aircraft, along with
most other modern airliners flying today, are
equipped with redundant systems that act as
backups in case the primary system fails.
That's why there are 2 important systems on
the aircraft, and because navigation is
extremely important to any aircraft, there are
2 different sources from which pilots can get
data about the flight's navigation parameters
at any given time. The switches on this panel
all relate to the flight management system,
which is responsible for calculating the performance, trajectory, heading and navigation
of the aircraft. The first switch allows pilots to select the VHF navigation source from
either system 1 or system 2. These two switches perform the same function for the IRS
(inertial reference system) FMC (flight management computer/systems). During normal
operations, these switches are normally left in the central position so that the aircraft can

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automatically choose the most appropriate system from which to draw information and
data. Underneath these three switches are 2 display-related switches that, in addition to
using only the data for automatic calculations, also allow pilots to choose whether the data
shown on their primary displays comes from the primary or secondary backup systems.
Normally, this panel is rarely touched by pilots during normal operations, except when
there is a known fault with a particular system that cannot be repaired by local engineers
or ground personnel. In a scenario like this, pilots would manually change the data source
using these switches to obtain accurate data during flight.

Fuel Control Panel

Continuing down, is the Fuel Control Panel. At the
top, is an analogue indicator which displays the fuel
temperature. On either side of the fuel temperature
gauge are two lights for the engine and spar valve
— two are on each side of the aircraft. Fuel in a
modern airliner is normally stored in the wings and
and the fuselage (below the wing root) of the
aircraft. The wings are fueled first, and once they
are full, if additional fuel is needed to for the flight
requirements, the center fuselage can also be fueled.
These two engine valves, when illuminated, indicate
that fuel from the tanks is physically prevented from
entering the engine, thus preventing fuel leakage,
preventing the engine from starting or other
catastrophes from occurring when the aircraft is on
the ground.
2
This scenario of fuel vapor ignition in the empty center tank was determined to be the root cause
of the loss of TWA Flight 800, B-747-131, N93119 in July 1996.

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 737-800 manual

Coming in below, we have two fuel filter bypass lights. Normally, fuel from the tanks
goes through an extensive filtration process before being injected into the engine for
combustion and boost. However, in the event that one of these filters fails or fills
with debris, instead of cutting off the fuel supply to the engine, the fuel will be
injected directly into the engine without the filtration process being applied and the
light on the appropriate side will indicate this to you. In the middle of these two lights
is a fuel cross-feed light Below, that light is the Crossfeed valve which allows the
fuel to flow between the left and right halves of the aircrafts fuel system to prevent a
weight imbalance.

The fuel systems on both sides of the aircraft operate independently of each other.
This is to prevent an emergency on one side of the aircraft (such as a leaking fuel
tank or system) from one side affecting the other side.

However, in the unlikely event that fuel flows unevenly from the two wing tanks (for
example, the left tank is consumed at a rate of 800 gallons per hour and the right tank
is consumed at 700 gallons per hour) this cross feed valve can be selected by the
pilots so that fuel is shared between the two tanks. This can help prevent any
problems with fuel weight and the balance that could cause problems with the
aircraft's flight characteristics.

The light in the center is illuminated brightly when the fuel valves physically actuate
to connect the two fuel systems and then dims when the valves are in place and the
cross-feed fuel system is working as intended.

Below are six individual fuel pump switches that control the delivery of fuel from the
fuel tanks to the engines. There are two for the center fuel tank located in the fuselage
at the wing root, and four at the bottom. There are two individual pairs of pumps for
each the left and right wing tanks. It is also important to note that for longer flights
that require the use of the centre fuel pumps, the aircraft will drain the fuel from the
centre first, this is to avoid wing bending relief for as long as possible. When the fuel
reserves in the centre tanks are depleted, the pilots will see a low pressure warning

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light indicating that the pumps cannot maintain a proper fuel flow, so they will
manually turn off the pumps.

Elettrical Panel
At the top of the left inner row, the next panel is the
Primary Power Measurement and Monitoring
Display. Dividing this display into two halves, on
the left is a DC ammeter and voltmeter to measure
the current and voltage supply using Direct Current.
On the right, is an AC ammeter and voltmeter,
measuring the current and voltage supply using
Alternating Current. Above this is the CPS
frequency indicator, which shows how often
electricity is being supplied to or used by the various
aircraft systems. Below this display are three
indicator lights which will come on when there is a
problem with each of their associated systems. The
1st light will indicate when the main aircraft battery
is about to discharge. The 2nd lamp will indicate when there is a problem with the on-
board TR unit (Transformer Rectifier unit), which is responsible for converting AC power
to DC power. A 3rd indicator lamp illuminates when there is a fault with the electrical
system as a whole. The black button is only used by ground personnel and certified
engineers when a particular part of the electrical system needs to be repaired. To the lower
left, the left knob allows the pilot to see specifically the power status from the various
selected systems in the aircraft using Direct Current. The same applies to the right knob.
Further down, is a protected guard under which the switch for the main battery is located.
Pushing this cover down automatically turns on the battery. This is normally the first button
or switch to be manipulated by the pilots when starting the aircraft from a cold and dark

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state. On the right are two switches that control the power supply to the passenger cabin.
The left service switch controls the power supplied to the electric heaters, oven and other
electronic equipment that the flight attendants use to serve passengers. The rightmost
switch labelled IFE / PASS SEAT stands for (In-Flight Entertainment and Passenger Seat
Power) which allows electricity for passengers to use In-Flight Entertainment Systems and
to use onboard power supplies to charge their Personal Electronic Devices (PEDs).

Standby Power and Engine Generator Panels

Next, are the Standby Power and the
Generator Drive Panels. First we will
discuss the switch with the black guard in
the middle and its associated indicator
light. This black guarded switch is the
standby power switch and is normally left
in the automatic position and is rarely
manipulated by pilots during normal
operations. The standby power system
provides power to the most important
electrical components receiving power through the bus-bars or standby buses, as well as
the battery buses during a partial or total electrical failure. As such they are extremely
important and best not to be tampered with. The top light illuminates when the standby
power is switched off manually. On either side of this system are two red protected covers
which are the switches for each engine's electrical generator. During normal operation of
the aircraft, electricity is generated by the rotation of the engine fan blades (for example,
like a very fast windmill) which drive these generators. However, in the unlikely event that

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one of these generators fails, the pilots can manually flip the guards up and disconnect the
affected generator. (Note that this is a permanent disconnection and physically prevents
the engine turbines from acting as a source of power generation for the aircraft. Only
certified technicians and engineers are authorized to repair this system when the aircraft
is safely on the ground. Even then, the entire engine must be opened and dismantled to
install a new generator.) Again, this is a system that does not need to be modified during
normal operations. The lights above illuminate once the electric generators have been
disconnected manually. They can also be disconnected automatically by the engine fire-
extinguishing system if operated by pulling and rotating the associated fire handle.

Bus Transfer and Elettrical Source Selector Panel

Now, here we have the Bus Transfer Panel and
Source Selector. The ground power available
light indicates the availability of ground power,
which illuminates when the Ground Power
Unit (GPU) is connected to the aircraft.
To use the ground power, simply move the
switch to the ON position and you will see the
aircraft come to life. Below this is the power bus
and source selection switches. Starting with the
switch with the black guard, is the bus transfer
switch. Just like the standby switch we explored
earlier, this switch is also always left in the
automatic position for the aircraft to determine
which source of electricity is to be used to
power the primary systems so that electricity flows uninterrupted throughout the aircraft.
The two pairs of buttons on the side light up when the transfer bus is off or if the transfer

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bus is not receiving power from a source. Beneath these lights on either side are two
generator shutdown switches for each side of the aircraft. These lights are illuminated
whenever there is an active electrical source from which the aircraft can draw power to
power the respective side of the cockpit. (Normally this is the electrical generator in each
engine that supplies electrical power to the respective left and right systems). Remember
the redundency of the aircraft systems and that left-side power system works independently
of the right-side. The same is true here, as the left engine provides power to the left side of
the cockpit and the right engine provides power to the right side of the cockpit. Under each
of these lights are the engine generator source selectors. After the pilots start the engines,
the crew can press these switches to draw power from the engine generators to power the
aircraft. Similarly, this light in the center is the APU generator off bus light, which lights
up when the APU is up to speed (95%) and is available as a power source for the aircraft
to use. It has also has two switches that can be switched down to the ON position to power
the left and right systems of the aircraft respectively when the APU is on.

APU panel
Moving forward, we will find the APU panel, the
APU (auxilliary power unit) is a small jet engine
located in the tail of the aircraft that generates
electrical and pneumatic power to the main on-board
systems. Also like a very fast mini-windmill, it is
used while the aircraft is on the ground before the
engine start or when there are no GPUs or power
units available on the ground to supply power to the
aircraft - or during flight in emergencies. In addition,
the APU also provides bleed air, which is a supply
of very hot air that goes through a filtration process
(air packs) and is then injected into the aircraft as

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breathable air for the crew and passengers. Additionally, bleed air is used to sping up the
engines to idle speed during the engine start procedure, which will be discussed more later.
The first display is the indicator with four lights above it. The round gauge is an Exhaust
Gas Temperature (EGT) indicator which displays the temperature of the exhaust gases
expelled from the APU when it is running. The first light above the indicator is the
maintenance light, which comes on when the APU needs maintenance, but the aircraft can
still fly in this state. This is one of the very few important systems on the aircraft that does
not need to be in perfect condition for the aircraft to operate safely.
The 2nd light indicates low oil pressure. This light always comes on when the APU is
started, as the APU also requires fuel to stay running just like any other jet engine and the
oil pressure is low during the APU start-up phase. But if the Light stays on, it could indicate
either that there is no oil, or that the fluid has low pressure and therefore does not reach all
the components that allow a start; therefore, the APU will automatically shut down.
The 3rd light indicates a fault with the APU as a whole and, unlike the MAINT light, is
that you can no longer use it, requiring the ground crew and engineers to resolve the
problem.
The 4th light indicates an overspeed, which illuminates when the APU has been interrupted
during its start-up sequence or if the APU has a general fault within it — as when the
turbine spins faster than the specified safety standards.
Next, is the APU main switch. The switch is spring loaded. To start the APU, simply move
the switch to the start position for 3 seconds and release it. It will automatically return to
the power position. You will immediately notice that the low pressure light comes on as
expected and the EGT indicator will start to rise to about 800 degrees. The EGT will then
stabilise and return to a more reasonable temperature depending upon the weather
conditions at the local airport.

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Center Column
The two knobs at the top activate the interior lighting of the cockpit. The first
knob illuminates the circuit breaker panel behind the first officer's seat. The
second knob provides backlighting for all the panel displays and switches.
Moving down, the smoke light indicates the presence of smoke in the lavatories.
Below the light are two equipment cooling switches which control the supply
and exhaust for cold air that is fed to all of the aircraft electrical systems to keep
them cool during operational loads. These switches are normally left in normal
mode unless an alternative mode is required in the event of a fault, which
activates a back-up fan. Further down is the emergency light switch that
controls the emergency exit light strips which run along the cabin floors, as well
as the emergency exit signs at the top of the aircraft doors. In a cold and dark
state, these are normally set to the off position to conserve battery power,
however, lowering the lid automatically arms them.
Below these is the seat belt light switch and the no smoking sign switch, which
has now been replaced by this new chime switch. This is because smoking is
banned on all domestic and international civil flights globally — so this switch
is no longer required but, can be found on some older 737s still in service. The seat belt
sign switch is normally turned on after refuelling is completed at the departure airport. It
is turned to the automatic position when the aircraft crosses its transition altitude (normally
10,000’ but, may differ according to IACO rules). The switch is never turned to the off
position unless pilots wish to bring the aircraft to its cold, dark state. The attend call switch
sounds a chime in the cabin when pilots wish to call the attention of flight attendants
working in the cabin to call the cockpit. Conversely, the ground call switch alerts the
ground handling personnel working with/whitout headsets connected to the aircraft when
the aircraft is safely parked on the ground.
Finally, the bottom two switches control the left and right windscreen wipers, essentially
working as they would in a car with variable speed modes to be used depending on the
severity of the precipitation.

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 737-800 manual

Heating Panel
At the top of the right inner column, are four
window heat switches which when switched on,
prevent the four front cockpit windows from icing
or fogging up. The green lights indicate that the
windows are being warmed up, and when they are
off but the switches are on, it means that the
windows have reached the required temperature.
The middle button is a test button allowing the
pilots to test whether the window heat system as
well as the on/off lights and overheat warning
lights are functional for this system.
Below these are the probe heat switches, which
electrically heat some of the sensitive equipment
on the outside of the aircraft such as the Pitot tubes, temperature sensors and guided Alpha
fins. The lights on either side of these switches indicate fault with the heating system for
these external components and normally extinguish when the probe heat switches are on.
If the heater switches are on and the lights persist, the crew will not only know there is an
issue with a system, but exactly which system.

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Anti-Ice Panel
Underneath is the anti-icing panel,
where on the left side, we have the
wing anti-icing switch. Now, just like
the APU, the engines also produce
warm air that can be introduced into the
wing through the leading edge slats of
the wings in order to prevent ice
formation and maintain safe operation
of the aircraft even in cold conditions.
The indicator light at the top
illuminates brightly when the valve allowing the purge air to enter is opening and dims
when it is locked in a stable position. To the right of this switch are two engine anti-ice
switches that are similar to the wing anti-ice switch but instead heat the two engines.
In addition, air is fed into the engines through the engine cowl, which is the front edge of
the engine nacelle. The lights above these switches operate identically to the lights above
the wing anti-ice switch.

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 737-800 manual

Hydraulic pump panel

Continuing further down, is the hydraulic
pump panel. In this aircraft there are 3
hydraulic systems refered to as systems A
B and standby. Each are powered by 2
different sources: by the aircraft engines
and by an electric motor — on each side
of the aircraft respectively. The four
switches below the hydraulic pump
indicator lights allow the pilots to turn on
the two hydraulic pumps powered by the
two engines and the other two hydraulic pumps powered by the electric motors to
pressurize the aircraft hydraulic systems. The lights above indicate if there is low hydraulic
oil pressure in any of the pumps. This is to be expected until the engines are running. In
addition, pumps driven by the electric motor also have an overheat warning light to ensure
that the electrical system does not overheat and cause the hydraulic fluid to ignite or
overheat. The switches are arranged alternately to prevent a total loss of the hydraulic
system. System A consists of engine 1 and electric motor A and system B provides the
same redundency

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Aircraft Doors Panel

Coming underneath, we have a series of
lights to highlight which doors are open in
the aircraft. Each door that is not armed and
locked will have its corresponding light
illuminated in this panel.

Cockpit Voice Recorder

The cockpit voice recorder, also known as
one of the two black boxes, is used to record
the pilots’ voice communications and other
cockpit sounds. This is very valuable after an
unfortunate crash or any other catastrophic
aircraft incident. The voice recorder records
the last hour of voice communications
between the pilots before the moment of a
crash event..

Pressurization Panel part 1

Beneath the cockpit voice recorder are two
analog gauges and a button to measure the
pressurization systems inside the aircraft. It
is important to understand that before each
flight, after the doors have been closed and
sealed, the aircraft is pressurised internally to
maintain a specic cabin pressure throughout
the flight. This is based on several factors
such as the planned cruising altitude and the
altitude of terrain near the path of flight, as
well as the local airport. Cabin pressure is
always kept below the atmospheric pressure
of 10000 feet or lower. Since at higher
altitudes, atmospheric pressure decreases,
affecting the density of oxygen available for
human oxygenation to the bloodstream. This results in hypoxia and without supplemental
oxygen or pressurized air, will cause permanent brain damage and death. Therefore, the
pressurisation panel is extremely important as it allows pilots to observe the pressurization

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of the outside air relative to the inside air (represented by this longer needle). This
relationship is compared to the pressure that is maintained inside the aircraft equivalent to
a specific altitude (represented by the smaller needle). If a large enough difference between
these two values (represented by the red arc range of 9 psi or greater) occurs, it can cause
structural damage to the aircraft and can also lead to the aircraft disintegrating during flight
due to the harsh aerodynamic forces tearing it apart. The altitude horn override switch on
the right simply turns off an alarm which sounds when there is a fault in the pressurization
system. Finally, the cabin climb gauge measures the pressurization rate of climb or descent
using the smaller bezel.

Pressurization Panel Part 2

Next, instead of continuing to the start of
the outer right column, the flow will move
to the right to the Second Pressurisation
Panel — since many of the systems just
discussed in the previous panel are also
applicable here.
In the upper left corner of the panel there
are two indicator lights. The first light
indicates a problem with the aircraft's
automatic pressurisation system caused by
the main controller.
As for a hole in the fuselage or a valve
malfunction, no light would alert us. Also,
if the main controller fails, the standby
controller takes over and the lights that will
come on are ALTN and AUTO FAIL
together. The Presusurization Alarm can
be turned off by pressing the Horn Cutout
button. The second light indicates an unplanned or unscheduled descent. This will activate
if the aircraft starts to descend at least 1,000’ prior to reaching cruise the set altitude. Below
these lights are two knobs with individual displays to adjust specific pressurisation
parameters within the aircraft. The first knob is set to match the planned cruise altitude
(and can be set from 1,000’ to 42,000’ in 50’ increments) for the flight. This value is used
by the aircraft pressurization system to plan the pressure differential between the cabin and
the outside atmosphere and is set before takeoff. The second knob is used for selecting the
destination airport landing altitude. The pilots will set the altitude of their arrival airport

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which assists the pressurisation systems in be fully depressurized 1,000’ prior to landing
at the destination airport.
To the right is an analog pressure gauge which allows pilots to monitor the position of the
physical Pressurization Outflow valve that opens and closes to let more or less air into the
cabin to manage the differential pressure. The switch in the center allows pilots to manually
open or close the Ramdoor (outflow) pressurisation valves outside the aircraft to manually
manipulate the differential pressure.
Beneath is the Pressurization Mode Selector, which is used to select between the Automatic
Pressure System and either the Alternate (or Backup Automatic Pressurization System)
or the Manual Pressurization System. Using either the Alternate or Manual Backup
Pressuization Systems will also illuminate the corresponding third indicator light (ALTN
system) or the fourth indicator light (Manual system) above these switches.
(It is worth remembering that if the crew has to switch to these alternate systems, they are
having a really bad day. Since the pilots would normally never need to use them.)

Air Temperature control panel

Next, to the top of the outer right column of the
Forward Overhead Panel, which is mainly
concerned with controlling the air temperature
and air conditioning systems for the aircraft.
At the upper left is an analog indicator
displaying the current temperature in different
sections of the aircraft. Using the knob the right
of the gauge allows pilots to manually switch to
monitor the air temperature in each area of the
aircraft. Temperatures can be adjusted via the
three lower switches which can lower and raise
the temperature. Returning to the knob on the

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right, the three settings in the Supply Duct Section relate to the air moving through the
supply ducts in the front (FWD) and rear (AFT) passenger cabins. And finally the last
four settings measure the temperatures the passengers feel in the Front Passenger Cabin,
Rear Passenger Cabin and inside the two air conditioning packs. Note: the needle for
the temperature indicator will jump or move up and down when the source selector is
changed. Below them is the Trim Air switch with which relates to the air conditioning
system. The function of the Trim Air is to better maintain the cabin temperature.
To understand the Trim Air System, it is necessary to understand the basic fundamentals
of the air conditioning for the Boeing 737-800. Bleed air is first produced from a source,
which is the engines during flight. Bear in mind that when it is producted, the bleed air
is extremely hot and therefore must be cooled before entering the cabin. Therefore, it
enters a system called the Pressurization And Conditioning Kit (PACK), normally
refered to as the Air PACKs. This system takes the pressurized air from the two separate
sources (the APU and engines) and cools it, and then distribute it to the passenger cabin
an cockpit. From there, Trim Air is used to precisely regulate the desired (or automatic
which is 21C°/70F°) temperature coming from the PACK system before entering the
cabin to be used as oxygen. As such, the trim air system is very important in controlling
the temperature of the air entering the cabin for both the passengers and flight crew.
Beneath the Trim Air are three temperature indicators corresponding to the three Air
Temperature Control Knobs which control the temperature in the following three zones:
the cockpit, the forward or business class passenger cabin and the aft passenger cabin.
The lights illuminate if the air temperature becomes too hot or too cold, which normally
indicates a problem with the PACK or trim system..

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Air Conditioning Panel

Below the Air Temperature Control Knobs is the
Air Conditioning Panel for the aircraft. First is a
row of three lights which will be described
shortly. Below the lights are the left and right
Recirculation Fan switches. The purpose of these
fans is to take the existing cabin air recirculate it
back into the PACK System every 5 minutes, to
be filtered and reintroduced into the cabin. This
reduces the need for additional bleed air from the
engines — reducing the workload of the air
conditioning units in the aircraft.
Below the switches in the center is another analog
pressure gauge which indicates the pneumatic
pressure in the two Pneumatic Supply Ducts from
which the recirculation fan systems that carry the
air throughout the aircraft.
To the right is a small butoon for the OVHT
(Overheat) Test which performs a simple test for
the continuity of the overheat sensor elements
mesuring the air inside the packs and ducts.
Next are three important switches related to the
PACK systems for the aircraft. Thes two switches
allow the crew to toggle between turning the PACKS off, to the automatic mode, or to the
high mode — where the Packs will work the fastest to cool the bleed air coming from the
engines. It is important to note, that the PACK systems are normally operated in the
automatic position so that the aircraft automatic air conditioning system logic will
determine the most efficient use of the systems.
In the center, is the Isolation Valve Switch that has a similar function to the Cross Feed
Valve on the fuel control panel. The function of the Isolation Valve is to connect the two
Bleed Air Ducts which would otherwise operate individually on each side of the aircraft —
in the event there is a failure of one of the PACK systems and the other needs to process
more bleed air from both engines — this switch should be moved to the open position.
Next, are a pair of rows consisting of three indicator lights which illuminate when there is
an issue with any of the associated systems. The lights are redundant for the left and right
PACK systems repectively. The 1st light on both sides illuminates when there is a problem
with one of the PACK systems. The 2nd light indicates overheating of the wing body, and

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comes on when there is a leak in the purge air ducts that pass through the wings and
fuselage of the aircraft. We just tested this using the switch above. Finally, the 3rd light
comes on when the purge air supplied to the PACK is too hot or when there is too much
pressure, causing heat to build up in the PACK system, but despite this, it will continue to
operate. When pilots identify this problem, they can choose to turn off the PACK systems
and let them cool down, or if it is only 1 pack that is not working, they can turn on the
isolation valve and bring the other PACK system up to speed and take responsibility for
the other PACK's malfunction. This PACK RESET button is used to reset the 3 indicators
listed above.
Lastly, at the bottom row are three air source switches from which to acquire bleed air. On
either side are engine bleed switches, which when turned on will draw bleed air from the
engines and then use it for air conditioning. In the middle is an APU bleed air switch, which
allows the PACKS to use the bleed air generated by the APU when on the ground to cool
the aircraft prior to engine start and also to help provide high pressure pnumatic air for the
engine start procedure.
When both the engine bleed switches and the APU bleed switches are turned on at the same
time — a Dual Bleed light will illuminate —warning the pilots that the pneumatic system
are supplying bleed air from two both sources. Engine power must be no higher than idle
in case the APU bleed check valve fails.
The RAM Door Full Open lights, only illuminates on the ground or airborne with the flaps
extended (which indicates a maintenance issue). The RAM (air) Door is a small physical
valve on the exterior of the aircraft that lets fresh air into the PACK system to allow it to
cool the bleed air produced by the engines. During flight, it is sufficient to partially open
the RAM port as fresh outside air enters the RAM port at high speed. On the ground, when
the aircraft is stationary, the RAM door must be opened fully to use the fresh outside air
for the PACK system

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 737-800 manual

Exterior Lights Panel

The last section of the Forward Overhead Panel is the Exterior Lights section, which also
includes the switches relating to the Engine Ignition systems and consists of four sections
containing switches.

From the left on the Exterior Lights Panel is the left side Exterior Lighting switches
consisting of switches for four types of lights. First are the switches for the Retractable
Landing Lights (left and right sides) which extend from their stowed position inside the
aircraft center fuselage — forward of each air conditioning bay — and illuminate forward.
Second are two switches for the Fixed Landing Lights (left and right sides) which
suppliment the retractable lights, but are located on the leading edges of the wings at the
wing root and are not stowed. They must be activated once cleared for take-off up, and up
to 10,000 ft. The third set are the Runway Turnoff Lights (left and right sides), which are
located next to the Fixed Landing Lights, and have a wide angle of illumination (more of
a greater angle (~45 degrees) than the Fixed and Retractable Landing Lights) and project
in the area in front of the main landing gear. They are activated after landing at night to
assist in clearly locating the taxiway before turn-off from the active runway; during taxi if
there is bad weather or low visibility conditions; or once the aircraft has entered the active
runway for greater visibility.
Fourth in this section is the Taxi Light Switch, which provides illumination for the area
located in front of the Nose Gear of the aircraft to allow pilots to see where they are going
when taxiing to the ground. Note: The Taxi Light, in normal night operations, is the only
non-strobe exterior white light turned on while taxing — prior to clearance to take the

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 737-800 manual

active runway — in order help flight crews in other aircraft in the airport operations areas
maintain their night vision. The second group consists only of the APU Start Switch which
was discuss above in the section discussing the APU Panel.
The third section consists of the Engine Start Switches, with one for each engine of course.
Moving the Engine Start switch to the Ground (Start) position initiates the automatic
engine start procedure, which opens the Engine Start Valve allowing the introduction of
Bleed Air from the APU or Ground Power Unit (GPU) to spin the engines up to the
appropriate start up RPM and turns on the Engine Ignition Ignitors in the combustion
chambers (the Ignitors are energized continously, either the left/right or both sets as
detailed after the Flight Mode setting), before injecting fuel (when the crew introduces
fuel flow by switching the Fuel Cut-off switch to the ON position — detailed further
below).
Then, the Continous and flight mode on engine start switch are used when flying through
heavy precipitation such as rain or snow as it ensures that the glow plugs keep the engines
running regardless of the large amounts of water and moisture that enter the engines during
such adverse weather conditions. The difference is that in Cont Mode only the glow plugs
selected by the centre switch will light (so only the right-hand ones if the selector is on the
right) whereas on FLT, both glow plugs will light regardless of the position of the centre
switch. The Flight Mode setting provides ignition when the Start Lever is in IDLE inflight.
The ignition select switch is bypassed in this position. This mode is used for inflight starts
(fan turbine windmilling), in severe turbulence, flight in moderate to severe icing or volanic
ash. In the center, between the left and right Engine Start Switches is the Engine Ignition
Switch which allows the crew to select which set of Engine Ignitor plugs (left/right or both)
are to be used to start both engines. Pilots normally never put this switch in the Both
position and usually choose one side left or right for the first flight and the other for the
next flight and so on.
Moving to the fourth set are the right side Exterior Light Switches of the aircraft. The first
light switch on the right side (starting from the left) is the Logo Light switch which

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 737-800 manual

illuminates a bright spot light illuminating the airline logo on the tail of the aircraft (this
provides additional visibility of the aircraft during night operations).
The second switch Position Lights has three modes: OFF, STEADY and STROBE AND
STEADY. When set to STEADY , the Position Lights (the Navigation or NAV lights) on
the wing tips illuminate green on the right wing and red on the left wing toward the
aircraft front. Both are steady white from the rear. This serves two purposes. First to alert
the ground crew that pilots or other flight personnel are currently working in/on the
aircraft and second, to allow other ground service vehichles and aircraft taxiing around
the airport operations area to know that a parked aircraft is in the immediate area and
most importantly where the wing tips are — thus avoiding ground collisions with parked
aircraft. In addition, both for parked and aircraft in transit — if they are approaching an
aircraft toward them or moving away from them. Moving this switch to the STROBE
AND STEADY position, in addtion to the steady Position Lights, the wingtip STROBE
Lights are activated in a flashing sequence to alert other pilots on the ground and in the
air that an aircraft is in their line of sight.
Moving to the third switch for the Anti-Collision Light, (sometimes refered to as the
Beacon Lights) which are red strobe lights on the top and bottom of the aircraft fuselage
(a flashing sequence of one per second indicates Engine Start or Run sequence). This
light is used during normal operations before the engines are started to alert the ground
crew that the engines are about to start and they should disconnect any ground equipment
still attached to the aircraft and move away from the hazzard areas of high velocity air
intake in front of the aircraft engines.
The fourth section is the Wing Lights illuminate the leading edge of the wings to scan
for ice. And fifth, the Wheel Well Lights illuminate the wheel wells above each of the
three aircraft landing gear and the cargo hold.
Below this row and above the Magnetic Compass is the Magnetic Compass switch
controlling the illumination of the Magnetic Compass instrument on top of the reflective
screen, allowing pilots to switch between dim and bright modes

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 737-800 manual

CHAPTER 2: THE UPPER OVERHEAD PANEL

Introduction Aft Overhead Panel

So ladies and gentlemen, welcome to the cockpit overhead panel, which houses some
important systems such as the inertial reference system or the IRS, backup radio
communication equipment and various test mechanisms to be able to check whether the
aircraft is responding to emergency situations such as stalling or overspeeding. in the case
of this panel then, we will go from left to right, this panel has been set up in an awkward
way because it is only used at one stage of the flight, so without further ado, let's jump in.

Electronic Locator Transmitter

First here we have the ELT light, which
stands for emergency locator transmitter.
During an unlikely emergency event such as
being submerged in water or encountering
high G forces on impact with the ground,
this system in the aircraft will send out an
automatic distress signal that can be
detected by non-geostationary satellites to
allow the aircraft to be found using various
GPS systems. The switch is normally left in the armed position and the indicator light
next to it will illuminate if such a signal has been issued or if there is a fault in the
systemLeading Edge Devices Annunciator

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 737-800 manual

Leading Edge Devices Annunciator

Moving down we have the Leading edge device
annunciator, which shows the positions of the
aircraft's slats and flaps located on the leading
edge of the wings. the leading adge device
indicates the transition/intermediate
position/full extension of flaps-slat. With the
flaps lever on position 1 (i.e. 8 degrees) the
device will show the first 2 longest green lines
indicating that the leading adge flaps are fully
extended, it is not the same with leading adge
slats, which are on intermediate position, this
indicator does not change with flaps 1-2-5.
Below this panel is the PSEU light, which
stands for electronic proximity unit. This
system is responsible for making sure that the
inputs made by the pilots when manipulating different moving parts of the aircraft actually
have the desired results. For example, if the pilots decide to extend the flaps to position 5,
it is this system that makes sure the aircraft understands that command and executes it
correctly to extend the flaps to that position

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 737-800 manual

IRS Display Unit

At the top right, we have the main
display for the IRS, which stands for
the aircraft's inertial reference
system. The IRS allows the aircraft to
understand its place in relation to its
surroundings from a navigation
perspective. This means that without
the IRS, the aircraft would not know
where it is, where it is heading and in
which direction to fly. As you can see,
there is no artificial horizon, no map
screen, virtually nothing that the
map screen, practically nothing that
pilots can use in navigation to be able
to help fly the aircraft. In addition, the
IRS, among other things, also
provides the pitch, roll and yaw parameters of the aircraft at all times. So when you get to
this display, what you see here can be manipulated by the display selector, which gives
you a lot of information about the aircraft. Switching to TK / GS mode allows you to see
the track the aircraft is following and the ground speed of the aircraft. Switching to P-pos
allows pilots to see their current position through these coordinates. Note that these
coordinates are in the format degrees and minutes with latitude first and longitude second.
Turning the knob to Wind displays wind speed on the left and wind direction on the right.
Switching to Hdg / sts displays the current aircraft heading on the left and the minutes to
the end of the system alignment on the right. This smaller knob here simply adjusts the
brightness of the display. This keypad on the right allows pilots to manually enter the
current aircraft position to help a malfunctioning IRS system be properly calibrated. This
small knob here allows pilots to display the minutes remaining for the alignment of the
aircraft's left IRS system to the right. There are 2 of these systems, because as mentioned,
all important systems in the aircraft always have another redundant or backup system in
case of any failures or emergencies.

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 737-800 manual

IRS Mode Selector Unit

Below the IRS display we have the IRS
mode selection unit, which allows pilots
to be able to automatically align the IRS
systems during the preflight procedure.
From the start, this GPS light here lights
up when there is a problem with the
aircraft's GPS system, thus preventing
the IRS units from obtaining the
aircraft's current position. There are
actually two other lights, but they are not
simulated. Under this light are a pair of
4 lights, 4 for each system, The 1st alignment light comes on when the IRS systems are in
the process of aligning and obtaining their current position and magnetic heading. The 2nd
DC light indicates that the IRS is drawing DC power from the aircraft's main battery units.
This light normally turns on when pilots move this knob to nav to align the IRS units and
then turns off when the alignment procedure begins. Coming in below, the 3rd Fault light
simply indicates a fault with that specific IRS system. Next we have the 4th DC Fault light
which comes on if the IRS systems are unable to draw DC power to be operational. As for
ATT mode (attitude) The IRS, instead of giving you attitude and position will only give
you attitude, this mode is used in the event of a fault or sudden loss of power.

Service Interphone and Dome light

Moving further to the right, we
have this service interphone
switch that allows pilots to
communicate with ground crew
who have headsets connected to
the aircraft. Moving below, this
switch allows pilots to turn on
lights that illuminate the entire
cockpit. The switch has three

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 737-800 manual

positions allowing pilots to toggle between turning the light on to be bright, bright or
completely off.

Audio Control Panel (Disclaimer)

The first panel here is the audio control
panel. The mic selector indicates which
source you want to communicate with.
That is, your microphone to which radio
you want to connect it. Now, just a couple
of things I need to say before we get
started on this panel. First, any switch with
these inop stickers on it means that the
system in question is inoperative. Airlines
often do this when they order their aircraft
from Boeing and don't want to pay for
another unnecessary system to be added to
their aircraft. However, since the cockpit
configuration doesn't change, the switches
for those systems still exist, and so airlines
put these inop stickers to highlight that
those switches don't necessarily do anything. Therefore, my plan for switches like these
throughout the aircraft is to still explain their function.

Audio Control Panel (Explanation) - Transmit

So, for starters, this top row of switches here refers to several radios that pilots can choose
to broadcast on. Starting from the left here we have three VHF radios (very hight
frequency). These are the frequencies on which air traffic control communications are
constantly taking place. Scrolling to the right, these two switches are HF or high frequency
radios. Unfortunately, these are not clickable and therefore are not simulated in the zibo.
Moving to the side, we have the FLT or flight intercom systems that pilots can use to
communicate with flight attendants. The SVC switch is the service intercom system for
pilots to communicate with ground crews, such as pushback drivers and more. Finally, this

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 737-800 manual

PA switch obviously represents the passenger announcement that allows pilots to talk
through the speakers and give public addresses to passengers.
Moving down the first row of buttons, they allow pilots to choose which radio
communication channels to receive audio from. You can see that this row of buttons belong
to the same audio channels as the row above, and, with these, you can receive audio in
VHF frequency, these two used for audio in HF frequency and these for the flight
intercom, the service intercom and the PA system. However, the Zibo mod only simulates
the first 2 VHF buttons you see on the screen at the moment. However, to listen on a
particular channel, simply press the button, and it will light up. You can then turn the button
to adjust the volume of the incoming audio. Now for a note on transmitting and receiving
radio communications. Selecting a button to transmit to will also automatically allow pilots
to receive audio from that source. For example, if I simply select VHF 1 as the audio
transmit source, I will also automatically receive audio on VHF 1. However, if I also select
this VHF 2 knob, I will only transmit on VHF1
The second row of switches concerns the aircraft's navigation radios. First, however, it is
important that you understand that not all frequencies are used for voice communications.
Some radio frequencies can also be used to allow an aircraft's navigation systems to
synchronise with several navigation beacons scattered around the world, which allows the
aircraft to perform complex visual approaches and perfect automatic landing procedures
using the ILS or instrument landing system during difficult weather conditions such as
dense fog. However, in addition to communicating effortlessly with the complex
navigation systems in these modern airliners, these navigation beacons also emit various
morse code identifiers for pilots to hear and tune to various different courses, headings and
tracks to be able to fly an approach when the automatic navigation system is not working
as intended. Therefore, these first 2 switches here, allow pilots to listen to the two primary
navigation radios. To the right we have these 2 inoperative knobs, and I assume this switch
emits morse code sounds indicating an approach marker. This speaker switch allows the
pilots to redirect the navigation audio from one of the systems to the aircraft speakers.
However, even this switch is not simulated in the Zibo 737.

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 737-800 manual

Coming down here, none of these switches are simulated in the aircraft. However, as
mentioned earlier, I will go through some of them to give you a brief idea. Starting with
this switch, it is simply a push to talk switch. Push the switch up to talk via a radio to an
outside radio station and push the switch down to talk via intercom to an outside radio
station. The next knob here is a filter switch, which, when switched to the left, lets in only
the radio voice audio, when switched to the right lets in only the morse code identifiers
emitted by navigation aids and beacons, and lets in both when switched to the middle.
Finally, this last switch allows pilots to switch between normal and alternate radio
operation.

Engine Display Panel

OK, so coming down, we have an engine
display panel that shows some important
engine information, as expected. These first
two reverse lights come on when the
aircraft's thrust reversers fail. Underneath
are two switches labelled EEC (Engine
Electronic Control). The purpose of these
switches is to automatically adjust the
engines and operate them at optimal
parameters. By pressing the switches, it will
be possible to switch them to alternate mode. These two engine control lights on either
side will illuminate in the event of an EEC failure.

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 737-800 manual

Oxygen Panel
Below is the oxygen gauge panel. Now, if you guys
don't know, the oxygen masks that are deployed for the
passengers are very different from those used by the
pilots during an emergency. The pilot's masks, as you
can see, are very specialised so that they can breathe
safely and manoeuvre the aircraft in the best possible
way. Therefore, the oxygen supply for the pilots is
dedicated and separate from the oxygen cylinders above
the passenger seats, which provide oxygen to the crew
and passengers. The indicator then shows how much
dedicated oxygen is available for pilots to breathe into their specialised oxygen masks.
This passenger oxygen switch on the right allows the oxygen masks to be released for the
passengers and flight crew. When in the normal position, the automatic pressure systems
will automatically deploy the masks in the event of cabin depressurisation. However, pilots
can also switch on the system manually in case the automated systems fail. This light
simply indicates when the masks have been deployed.

Landing Gear Indicator Lights

Below, we have three landing gear lights, representing the
position of the aircraft's main gear. When green, the landing
gear is lowered and locked. When the lights are not on, the
landing gear is withdrawn and safely stowed inside the wheel
well of the aircraft. These are alternative indicators

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 737-800 manual

Flight Data Recorder

Next, we have the flight data recorder switch, which, as the name
suggests, records various aircraft parameters whenever the aircraft is
in flight or when the aircraft is on the ground and has at least one
engine running. The light next to it simply shows that the data
recorder is inactive, switched off or has a fault in it.

Warning Test Panels

To the right of the flight data recorder, we simply have two
warning test systems. The first is the overspeed warning
test, which emits a simple noise in the cockpit to alert the
pilots that the aircraft is exceeding the permitted airspeed.
The second test system is a stall warning, which in
addition to producing a noise in the cockpit, also arms the
stick shaker inside the stick of both the captain and first
officer to provide tactile feedback that the aircraft is in
imminent danger of stalling.

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 737-800 manual

CHAPTER 3: THE PEDESTAL

Trim wheel System

So, just like the previous panels
previous panels, we will take the
same approach of covering this part
of the cockpit going from left to right.
So on the far left, we have an attitude
wheel which is mainly responsible
for controlling the stabiliser. If you
come from general aviation aircraft,
this is basically just a manifestation
of the general trim system within
those aircraft, as it helps the pilots
relieve the pressure on their sticks as
they fly the aircraft manually.
As for the trim wheel, it can be
moved in 3 different ways. One is to physically move the wheel using a handle that
protrudes from the side of the trim wheel to turn it when a hydraulic failure occurs. The
next way is to use these two convenient buttons located on both pilots' sticks to adjust the
aircraft up or down, and the third is controlled by the autopilot when it operates the vertical
mode. This small strip next to the attitude wheel is the attitude indicator, which shows the
numerical position of the attitude system. On regular flights, pilots manually set the trim
to be somewhere in this green range before takeoff and the specific numerical value is
decided by this FMC or aircraft brain when it calculates the aircraft's climb performance
based on fuel weight, passenger weight and the characteristics of the runway from which
the aircraft is about to depart. When the trim is not set in the green arc, it triggers an alarm
the moment we bring the throttles up to about 75%. This is to warn us that the aircraft has
not been properly configured for takeoff.

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 737-800 manual

Speed Brake
Moving onto this particular large white lever, this is the spoiler lever, which
helps the aircraft slow down by increasing drag once extended. These
markers on the side indicate the distance within which pilots can extend the
speedbrakes during flight. When the aircraft is in flight, pilots can only
extend the speedbrakes up to flight detent. However, on landing and on the
ground, the speedbrakes can be extended fully backwards providing
maximum aerodynamic braking action to help the aircraft slow down. Note
that extending the speedbrakes mid-flight must be done manually, but this is
not the case when the aircraft lands, as the speedbrakes can simply be set to
the armed position, which will automatically activate when the pressure
sensors at the rear of the landing gear detect contact with the ground.
Activating the speed brakes also illuminates this green light in front of the
pilots to alert them that the airbrakes have been armed for activation when
the wheels touch the ground.
In addition, the spoilers are divided into Ground Spoiler and Flight spoiler,
a reason mentioned earlier.

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 737-800 manual

Main Throttles and Reversers

Coming to the middle here, I'm sure you all know what
these two throttles are, but for those absolute
beginners out there, this is the throttle stump, where
you control the main engines by adjusting the fuel
flow and thrust of the aircraft. There are 2, 1 for each
engine of course, but pilots normally use both throttle
levers to get the particular thrust setting they want,
unless there is a loss of thrust in one engine and the
other engine needs to be used to compensate. Just like
the trim wheel, there is more than one way in which
these levers move during flight. The first is obviously
when pilots move the throttle levers manually, which,
during normal flight operations, usually only happens
during take-off and during the final approach to a
runway. The second way is via the auto-throttle
system, where the desired speed is followed and
achieved after setting it from the autopilot (mcp)
panel. Now note that pulling the thrust levers all the
way down does not turn off the engines: it just makes
them idle, where they still produce thrust but not
enough to gain speed. There are now a couple of
buttons on the throttle quadrant that allow
pilots to turn some important systems on and
off. First, on the side of each throttle lever is
this button that disengages the auto-throttle
system. Pilots normally press this button when
they are on final approach to the runway and
are stabilised, which means that the flaps and
undercarriage have been extended for landing
and they want to take control of the thrust
levers to manually land the aircraft.
In addition, these two switches above the
thrust levers activate TOGA (takeoff/go
around) mode, which is a pre-set thrust setting
in the flight management computer that
instantly provides high thrust during a takeoff,
as well as during an aborted landing sequence

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 737-800 manual

also known as a go-around. Opposite these thrust levers are these two thrust reversal levers,
which can only be activated when the main thrust levers are in the idle position, as you can
see on the screen here. The thrust reversers open these ports on the motor on the outside of
the main structure to let air in from the sides and push it forward from the front. What
essentially happens is that the engine, instead of applying a backward force and
accelerating forward, applies a forward force and then, instead of accelerating, starts to
decelerate, hence the name thrust reversers. This allows the aircraft to decelerate faster
and, more importantly, takes some of the responsibility
from the brakes in the landing gear, which can become very hot if relied upon for the entire
deceleration process. When these levers are simply lifted, the engines run at idle and
therefore provide the reverse thrust at idle. However, pilots can manually pull back these
levers to increase deceleration by running the engines at a higher setting.

Flaps
Coming to the right, we have the main flap lever, which pilots use to extend or
retract the flaps and slats depending on the phase of flight. FLAPS are
hypershifters that increase both the lift and drag induced in the aircraft, thus
providing more control at low speeds.
These numbers on the side of the flap lever determine the setting to which the
flaps are extended. To move the flap, simply lift the lever and place it at any of
these stops next to these numbers. In addition, any flap setting will be displayed
both in an analogue indicator in front of the pilots located next to the gear lever
and in the LE DEVICE system previously seen. In this gear there are 9 teeth
including 2 gates, these allow the flaps lever to be moved safely in case the pilot
cannot get a look at it. Gate 15 is used in case of a go around and gate 1 is used
for a go around with only one engine.

1-2-10-15 > App config 1-5-10-15 > T/O config 25-30-40 > Land Conf

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 737-800 manual

Parking brake
Coming up behind the main handcuff dial we have some important flight systems
as well as some important emergency systems. Starting at the top left, we have this
parking brake lever that works identically to the lever brake on a car. Pulling this
lever up engages the rubber brakes in the aircraft's wheels, preventing the aircraft
from moving when on the ground. As you can see, it also gives you this big red light
to indicate when they are engaged. In the middle, we have these two engine fuel
valve levers that allow fuel to escape to the engines. These levers are used to
physically open the fuel lines in the aircraft to allow
it to use the fuel as a feed. Next, on the right, we
have a pair of automatic trim switches, which
prevent the operation of the aircraft's automatic
trim system. This first switch is a main electronic
trim cut-off switch, which prevents the pilots from
controlling the attitude of the aircraft from the
stick, and the other one prevents the autopilot
systems from operating the trim. You can also see
that there are a couple of metal guards in front of
each of these switches, so pilots are prevented from
accidentally turning these switches on or off.
Finally, up here, we have a small horn cotout
button, which is mainly used to disable the non-
extended gear alarm. It is only used in training to
avoid confusion.

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 737-800 manual

Overheat and Fire Protection Panel

Moving downwards, we have the fire protection panel which becomes very important
when, you guessed it, there are overheating issues or any fires detected in the main areas
of the aircraft. To begin with, these two Overheat detector buttons allow pilots to select
which fire detection circuit they wish to use to detect a possible fire in the aircraft. This
aircraft has two dedicated fire detection circuits A and B, which operate independently of
each other (and, if both fail, the Fault light will illuminate). This is because if a low gas
pressure is detected in a loop, it is automatically detected and the loop is deselected
without any pilot input. If any other type of fault were present, it would be detected by
the system test performed by the pilot before starting the engines. Such a fault would not
be tested automatically, which is why the pilot is asked to select loop A or loop B after a
fault is identified. However, this switch is not simulated on the Zibo 737 and is therefore
always left in both positions. Moving below this switch, on the left side, we have this
Test switch. By sliding it to the left, it allows pilots to check whether the APU's engine
and fire detection unit failure and lights not working as intended. By moving the same
switch to the right, the engine overheat warning lights, the APU engine warning lights
and, in addition to illuminating these 3 large red lights in the middle, a full volume alarm
is also sounded to alert pilots to the presence of an onboard fire.
So, we come to the obvious feature of this panel, which are these three big switches in the
middle. These switches are the engine isolation and fire extinguisher switches for the two
engines, as well as the APU in the middle.Moving downwards, we have the fire
protection panel which becomes very important when, you guessed it, there are
overheating issues or any fires detected in the main areas of the aircraft. To begin with,

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 737-800 manual

these two Overheat detector buttons allow pilots to select which fire detection circuit they
wish to use to detect a possible fire in the aircraft. This aircraft has two dedicated fire
detection circuits A and B, which operate independently of each other (and, if both fail,
the Fault light will illuminate). This is because if a low gas pressure is detected in a loop,
it is automatically detected and the loop is deselected without any pilot input. If any other
type of fault were present, it would be detected by the system test performed by the pilot
before starting the engines. Such a fault would not be tested automatically, which is why
the pilot is asked to select loop A or loop B after a fault is identified. However, this
switch is not simulated on the Zibo 737 and is therefore always left in both positions.
Moving below this switch, on the left side, we have this Test switch. By sliding it to the
left, it allows pilots to check whether the APU's engine and fire detection unit failure and
lights not working as intended. By moving the same switch to the right, the engine
overheat warning lights, the APU engine warning lights and, in addition to illuminating
these 3 large red lights in the middle, a full volume alarm is also sounded to alert pilots to
the presence of an onboard fire.
So, we come to the obvious feature of this panel, which are these three big switches in the middle.
These switches are the engine isolation and fire extinguisher switches for the two engines, as well
as the APU in the middle.

In the event of a fire in a specific engine, both a light in the fire handle switch and an
audible alarm would come on. Assuming we have a fire in engine 2, the pilots will pull
up this switch and then flip it to the right or left or both sides in case one charge is not
enough. What it does is it releases a charge that extinguishes the fire, and physically
disconnects the engine's generators, fuel lines and purge air lines that connect it to the on-
board air conditioning system. When rotated to one side, a green extinguished light
illuminates to indicate which bottle of extinguisher has been used. It will then be possible
to test these three lights using the rightmost switch. However, in the event that the fire
detection circuits on board have failed, there is a small button on the underside of each of
these switches to manually override this function and for pilots to be able to pull back
these switches and extinguish the fire. Once you twist and turn the knob, you will see that
an entire side of the cockpit loses all power. In addition, the Wheel well light indicates a
fire in the undercarriage compartment, suggesting that you extend the undercarriage and
land as soon as possible.

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 737-800 manual

Central Pedestal
Well ladies and gentlemen, this
finally brings us to the aircraft's
central pedestal, which as
mentioned earlier, houses some
of the aircraft's most important
radio voice and navigation
systems. As we did with the
AFT overhead panel in the first
chapter, we will cover this
panel from top to bottom, left to
right. However, as you may
have noticed, some of the
systems on the left-hand side,
i.e. the captain's side of this
central pedestal, are identical to
the first officer's side on the
right-hand side, with a few key
differences. So let's get into
that!

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 737-800 manual

Communication Radio Tuning Panel

So starting from the top left, we have
the radio tuning panel where pilots
can tune in to pre-specified radio
frequencies in order to talk to air
traffic control or even other aircraft.
The two most noticeable features on
this panel are these two displays,
which show the specific frequency
that has been selected by the pilots.
The left display shows the active
frequency that is currently tuned and
used for voice communication. The
one on the right shows the standby frequency, where pilots can tune to a radio frequency
they wish to quickly switch to. This normally occurs when air traffic control asks pilots to
switch from their frequency to another. For example, suppose the ground controller gives
the pilots a frequency to switch to, and asks them to contact the tower controller. The pilots
will then put the tower frequency into this 2nd display and press this small transfer button,
which swaps frequencies on the two displays, making the previously standby frequency
active and vice versa. Now, to change the digits in the standby frequency use this larger
knob to change the numbers before the decimal point and this smaller knob to change the
numbers after the decimal point. This panel off switch here, when pressed, normally turns
off these displays, however, it is not simulated in the zibo mod 737. Next up, below we
have some radio selection switches, only these two switches VHF 1 and VHF 2 are
currently simulated in the zibo 737. The basic premise behind these switches is that there
are several different radio systems in the aircraft that can be used independently by the
pilots. Notice how the numbers on the display change when you switch from VHF 1 to
VHF 2. Now, in this particular aircraft configuration, there are 2 of these radionavigation
panels, one on the captain's side which is normally set to VHF 1 and one on the first officer's
side which is normally set to VHF 2.
The reason for having multiple radio systems is simply for redundancy and backup.
Adjusting the frequencies on the captain's side also automatically changes the frequencies
on the first officer's side, as both pilots use the same radio system. Also, in the real plane,
a small light here also comes on to warn the pilots that they are using the same radio system
instead of the two individual ones for each of them, however, this light is not simulated in
the Zibo mod. Moving down here, we have a knob that allows pilots to adjust the sensitivity

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 737-800 manual

of the high frequency or HF radios. This panel is actually movable, but does nothing as the
HF frequency buttons themselves are not operational in the Zibo 737.

Navigation Radio Tuning Panel

Coming below, we have the
navigation radio tuning panel,
similar to the communication radio
tuning panel, but instead allows
pilots to tune the navigation
frequencies of certain VOR
stations and other ground
navigation beacons to fly complex
visual approaches and use the ILS
or instrument landing system to
align both horizontally and
vertically with a runway for
landing. Just like the communication radio panels, there are 2 navigation radio
systems in the aircraft: one on the captain's side and the other on the first officer's
side. You can use the larger knob and the smaller knob again. Also, you can press
this transfer button to switch frequencies from standby to active and vice versa. Just
one more note, if you're wondering where to find these navigation frequencies we're
talking about, they are normally published on airport approach charts that all pilots
have access to. For example, this is the ILS approach frequency for runway 28R at
San Francisco. This test button simply allows pilots to see if the VOR and ILS
indicators are working correctly on the navigation display or ND in the aircraft,
however, this button is not simulated in the Zibo.

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ADF Panel
Also below we have the ADF
(Automatic Direction finder) panel.
It uses several ground beacons that
emit morse code signals to find
certain navigation information such
as approach course, bearing and
heading. So, back on this panel, we
have these two knobs to adjust the
standby frequency and this transfer
switch to swap the two frequencies.
Now we also have these other two
knobs here. This mode switch here
allows pilots to switch between
ADF mode and ANT mode. Normally, this switch is left on the ADF position, where the
ADF system will send navigation detection to the aircraft's navigation display. Switching
to ANT mode provides better audio reception, however most online research and
documentation suggests that you will not get as much detection information on the
navigation display as you would if you left this switch on the ADF position. This other
switch here simply turns the ADF system display on and off.

Audio Control Panel

Moving down to the last main panel on this side, we have the
audio control panel. The microphone selector handles the source
you want to communicate with. That is, your microphone to
which radio you want to connect it. VHF-1 is the left radio, VHF-
2 is the right radio, service would be the Interphone that we have
with the flight attendants, PA would be for passengers, flt for
communicating with ground handlers. Finally, the pawls
underneath are for selecting which source you want to listen to
(and only listen to) and if you turn them you adjust the volume.
Note, this panel has already been seen in more detail in Chapter 2.

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 737-800 manual

Cargo Fire Control Panel

And this brings us to this central
column of the pedestal, where it
locates the fire control panel in the
hold. The primary function of this
panel is to identify and, when
necessary, extinguish any fire in
the cargo compartments of the
aircraft. Pressing the test button
turns on the fire detection lights,
the released fire extinguisher
charge lights in the front and rear hold and the fire interception fault light. These two
switches in the centre, just like the engine and APU fire detection systems, allow pilots to
choose between fire detection circuit A or B to detect a fire in the holds.

Weather Radar Control Panel

Coming further down, we have
the weather radar control panel
in the aircraft. Note that the entire
panel is not simulated, including
all these buttons and any warning
lights or switches. So, I don't
think we should waste time
delving into this panel, as you
will never need to use this panel
during the operation of the Zibo
mod 737 aircraft.
When Zibo adds functionality to
this panel, I will be sure to return
to this panel to highlight in detail the weather radar systems in the aircraft. Despite this
however, the Zibo 737 still has a full weather radar system that provides both weather and
turbulence data on the aircraft's main navigation display. It can be activated via the WXR
button on the EFIS.

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Transponder Panel
Coming in below, we have the
transponder panel. The transponder
(transmitter-responder) is an
electronic device that sends and
receives radio signals, it is used to
send information about your position,
altitude, direction, identification code
* and so on to the ATC and also to the
nearest aircraft. The ACARS, on the
other hand, is used to communicate
via satellite to various entities, one can be the company's operations department or, via the
CPDLC, with the ATC. However, it does not provide position or other information, it is
only a communication tool. Most modern airliners today are equipped with a type of
transponder called a Mode S transponder (Sierra) that allows these sophisticated systems
to automatically send this data to air traffic control and prevent mid-air collisions between
aircraft by using various traffic alerts and collision indicators within these systems-
(TCAS)-Traffic Alert and Collision Avoidance System. In addition, prior to each flight,
when pilots obtain clearance from air traffic control, they are normally assigned a unique
4-digit Squawk code, which, when tuned to this display, allows air traffic control to identify
the aircraft's call sign, speed, altitude and other aircraft parameters mentioned earlier. The
transponder has several selectable functions,
-IN STANDBY: the transponder system is operating but does not actively send any
information to air traffic control or any other aircraft in the vicinity.
-IN TEST: starts an audible test system inside the transponder with some visual signals on
the ND or navigation display
-IN ALT OFF: sends position data to air traffic control to show our aircraft on their radar,
but does not show altitude next to our triangle. This is particularly useful at busy airports,
where pilots will be instructed to 'turn on' their transponders but turn off the altitude, as it
is then understood that they are on the ground.
-IN TA: (traffic alert), Sends all information to ATC but only gives you traffic information
with respect to aircraft around you, it will emit an automatic voice in the cockpit whenever
the aircraft approaches another aircraft.
-IN TA / RA (Traffic Advisory and Resolution Advisory), where the transponder and
TCAS
will do all of the above things such as send altitude and directional positional data to ATC
and alert pilots with an automatic voice when an aircraft approaches, but it will also do one
more thing; If the two aircraft approaching each other both have transponders in sierra

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mode, both transponder systems will synchronise and provide a resolution advisory to both
aircraft to prevent a collision. For example, if two aircraft are heading towards each other
and are approximately one minute away from collision, the transponder systems on both
aircraft will synchronise and sound and automated voice. In one aircraft it will advise them
to climb and in the other aircraft to descend. The pilots will then take manual control and
enter a steep climb or descent to avoid a collision between the two aircraft. Therefore, the
transponder is always switched to TA / RA mode before take-off and only switched off
when the aircraft has landed safely at the arrival airport. The ATC switch is used to switch
between the two aircraft transponder systems.
Coming to the centre here, we have these two knobs that allow pilots to enter the special
4-digit code mentioned earlier into the transponder system. This outer knob on the left
adjusts the thousandths position, the smaller knob on the left adjusts the hundredths
position, this larger knob on the right adjusts the units position and this smaller knob on
the right adjusts the tenths position. Finally, this button in the centre is the identification
button which is only pressed when air traffic controllers' screens are cluttered with aircraft
and they wish to see who is talking to them on the radios, so as to address them correctly.
In such a scenario, the air traffic controllers will instruct the pilots to press ident, and once
they do, a small triangle on the ATC radar screens will flash for a few seconds, allowing
them to locate the aircraft.

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 737-800 manual

Lights, Trim and Doors

Finally, at the bottom, there is a strip of knobs and switches
that regulate the lighting on the central pedestal, some trim
control systems and a switch for the cockpit door locking
mechanism. Starting from the far left, this first knob
controls the headlights that illuminate the entire central
pedestal panel. The next knob, on the other hand, simply
adjusts the backlighting of the various switches, knobs and
displays on the central pedestal in a specific way. Coming
to the right, we have trim systems on the moving
surfaces, which help adjust the aileron and rudder trim
systems in the aircraft. Now, just like the pitch trim
system that we explored earlier, these trim systems
control the roll and yaw characteristics of the aircraft
but are normally left in their normal 0 position, where
the controls are neither turning left nor right and are
perfectly straight. However, in the event of an
emergency such as engine failure, an asymmetric thrust
is produced when, the operating engine slowly rolls the
aircraft in the other direction. In such a case, pilots can
align the rudder and ailerons so that they are constantly
pointing in a particular direction resetting this roll and
yaw motion and fly the aircraft straight as planned. This
trim stabiliser switch is a safety feature that prevents
pilots from adjusting the balancer trim incorrectly. If, for
example, a pilot is pitching and moves the trim on the
stick up, the system will prevent the trim from moving,
thus helping the pilot to avoid making this type of
mistake. Finally, this button on the right handles the
cockpit door locking mechanism. On automatic it allows
the system to manage the locking mechanism
automatically. On unlocked it obviously unlocks the door for a few seconds, a bit like an
electronic magnetic door. Finally, on deny obviously denies access to the cockpit.

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 737-800 manual

CHAPTER 4: THE MAIN PANEL 1

Primary flight display (PFD)

So to begin with, let's take a look at this panel
which is called the outboard display unit. Now
I've heard many people confuse this panel with the
primary flight display or PFD, but that's actually
incorrect, because this panel is called the outboard
display unit, and what is normally displayed
inside this panel that is called the primary flight
display. However, the PFD is responsible for
displaying all the critical flight information to
pilots, such as airspeed, altitude, attitude,
heading and the various autopilot modes listed on
some of the panels here. There are two of these
panels on either side for the captain and first
officer. Speed is shown on the speed tape in knots
(left) and altitude is shown on the altitude tape in
feet (right). Above this we have a rectangular
(FMA)-Flight Mode Annunciator section,
indicating all modes armed or activated by the MCP (autopilot). However, at the bottom
we have a gyrocompass section indicating heading and track. The 2 basic parts coloured
blue and brown indicate the sky and the ground, thus indicating the degree of pitch
downwards (dive) or upwards (pitch), this movement is indicated by a pitch angle divided
by 10 in 10. The same is true for the roll to the right or left, indicated by that arrow in the
blue part, the 1st line is 10 degrees, up to the 3rd 30 degrees, continuing however we will
make a bank-angle of 45 degrees up to the 4th line, and 60 degrees to the 5th line.
After that, we have the radio altimeter located at the bottom of the attitude indicator,
where it indicates the distance between the aircraft and the ground. Keep in mind that this
instrument does not indicate the exact distance below the aircraft, but slightly ahead of
the position at that moment.
Finally, exactly below the radio altimeter we have the ground proximity warnings,
(GPWS OR EGPWS) which warns you in case of danger. Last but not least, the ground
speed is displayed on the left and the qnh or qfe on the right, and next to the altitude set
bag, we have the angle of attack indicator, (AoA ) Safety System is a measuring
instrument, or more simply indicator, which measures the angle of attack; since stall can
occur at any speed, once the critical angle of attack (Red Arc) is reached, this indicator

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 737-800 manual

has been designed and developed to avoid this problem. Finally there are 2 paperclips in
the blue part called PLI - Pitch Limit Indicator, they indicate how much the angle of attack
is too high for a certain configuration. If for some reason the aircraft is beyond this angle,
the stick shaker will be activated.

Primary Flight Display (Flight mode Annunciator)

As mentioned earlier, we have the flight
mode annunciator, which shows three
important autopilot modes in these three
separate columns. These modes change
depending on what we want the aircraft to
do during the flight, and we will see some
of these changes when we manipulate
some knobs and buttons on the MCP
panel. To begin with, the first column
represents the speed management system,
which tells the pilots the specific mode in
which the autothrottle system is working.
The second column indicates the
management of the lateral navigation
profile and 'finally the 3rd column
indicates the vertical management of the
aircraft. Currently it reads N1 which is an
autothrottle mode that manages the speed
of the aircraft by controlling the rotation
speed of the engine blades.
The middle column reads LNAV, which stands for Lateral Navigation. This is another
autopilot mode in which the autopilot systems automatically fly the aircraft on the route
planned in the FMC or flight management computer. Finally, this last column reads VNAV
SPD which stands for Vertical Navigation Speed, allowing the aircraft to maintain a
specific speed while cruising or climbing or descending.

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 737-800 manual

The Speeds
Coming up on the left, we have the speed
indicator which, as you have probably
guessed, shows the indicated speed of
the aircraft in knots. However, it also
houses other important information.
Right at the top, this pink indicator is the
selected airspeed that if the aircraft's
autothrottle is activated, it will attempt to
reach and maintain that speed. This
speed is normally governed by the flight
management computers based on
various speed and altitude constraints
along the specified route, but can also be
configured manually on the MCP panel.
In addition, this small pink arrow
represents this same selected speed
visually on the tape, as an added bonus.
Finally, further below, we have the speed in MACH, instead of knots. For those of you
who don't know, the Mach number represents the ratio by which the speed of a moving
object can be compared to the speed of sound. The speed of sound has a mach number of
1, so this number is essentially the speed of the aircraft relative to the speed of sound.
Furthermore, this figure only becomes active when the aircraft reaches mach 0.4.

SMALL SUMMARY OF SPEED

IAS= (indicated air speed) is the measurement of the speed of an aircraft read directly on
the anemometer connected to the static pitot system. The indication of speed provided by
the anemometer is proportional to the dynamic pressure exerted by the airflow on the
aircraft. The dynamic pressure is obtained in the anemometer by means of a manometer
capsule. The higher the altitude, the more errors increase (rarefied air-temperature
pressure) so other speeds are used, in cruise the mach number

CAS= (calibrated air speed) would be in simple terms the ias minus instrument errors,
which can be caused by the position of the static plug (attached).

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 737-800 manual

EAS= (equivalent air speed) would be the cascade correcting for air pressurisation
problems, because unlike water, air can be compressed. However, this speed is never
used, only by design, but is used to calculate the tas

TAS= (true air speed) would be the tas minus the problem of air density.
we notice that these speeds near the ground are very similar, the higher you go, the more
errors increase

GS= (ground speed) speed relative to the ground, and would be tas plus or minus the
wind, so the ias will never be affected by the wind!

MACH= (mach number) is the speed relative to the speed of sound, the higher you go
the more the value increases to 1 due to the low temperature

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 737-800 manual

Attitude Indicator
Coming to the centre, of course, we
have the attitude indicator, which
displays an artificial horizon along
with a bank angle indicator at the top,
allowing pilots to see if the aircraft is
pitching or rolling on either side during
low visibility conditions such as dense
fog. So, the artificial horizon, as you
can see, has this blue part representing
the sky and this brown part
representing the ground. This middle
part represents the horizon. These lines
here indicate pitch increments of 2.5
degrees by which the aircraft is pointed
up, down or at the level of the horizon.
In the middle of the attitude indicator,
we have this wing and fuselage
indicator representing the position of
the wings and this small white square
in the middle represents the nose of the
aircraft to be able to see its desired, but
not actual pitch, in fact if you raise the nose
at low speeds the aircraft will not actually
climb. The current pitch of the aircraft can be
displayed using the FPV (flight path vector)
button in the EFIS. Also in the middle, we
have these pink bars, which are the flight
director. These bars are activated on the
control panel
and must be switched on to operate the
autopilot systems, as they visually show the
desired pitch and roll axis of the aircraft at
any time.
To the far left, we have this ladder ID
annunciator, which currently reads
LNAV/VNAV, thus implying that these
autopilot modes are currently active and
flying the aircraft, this is confirmed by the green colour in the FMA, which conversely

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would be white if armed. The specific scale ID selected on this annunciator also controls
these scales at the bottom and right of the artificial horizon - showing how the aircraft is
flying relative to its programmed course. Note that this annunciator scale ID will also
change depending on the phase of flight. For example, during an ILS landing, you will see
here instead the localizer and glideslope indications and you will see the two diamonds at
the bottom (the localizer) and to the right of the artificial horizon (the glideslope or
glidepath) which allow the pilots to orient themselves with respect to the runway. In the
top centre we have this autopilot status indicator, which is the main indicator on this display
to see if the autopilot is in control of the aircraft or not. It varies depending on whether the
system is A or B or both during an autoland. When it shows CMD, it means that the
autopilot systems in the aircraft are in command of all the aircraft's flight characteristics.
Finally, at the bottom of this display is a warning section, which only comes on when there
is a serious threat or imminent danger to the aircraft. Normally, you will see a Windshear
warning or a recall command if you are getting too close to the ground or nearby terrain.

The Altitude
Finally, moving to the right side of this display,
we have the main altitude tape, which
represents the altitude of the aircraft. Just like
the speed tape on the left, this display here
represents the altitude relative to the set
isobaric surface, while this pink altitude at the
top represents the selected altitude that the
aircraft's autopilot systems are trying to
achieve and can be governed by either the FMS
or the pilots on the MCP. To the right of this
altitude display, we have the vertical speed, a
vertical speed display that simply shows the
rate at which the aircraft is climbing or
descending in feet per minute.
Finally, down here, we have the barometric
pressure setting that the pilots have selected.
This affects the altitude reading as you will see later.

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 737-800 manual

The Direction
Finally, coming to the bottom, we have a partial view of the
heading indicator, where this white triangular arrow
represents the course (track) that the aircraft is currently
taking and this pink arrow here represents
the heading. This number
here is the current numerical heading of the aircraft and this
Mag indicator here means that the aircraft is currently flying
relative to magnetic north. Note that this setting can be
changed to follow true north if necessary.
HEADING= (heading) is the direction in which the
longitudinal axis of the aircraft is pointing relative to north;
TRACK= is the actual direction of movement changed by
the wind
COURSE= is the direction in which you intend to move the aircraft

EFIS (Minimums Selector)

Okay, coming to this part of the
flight deck, as mentioned earlier,
we have the EFIS panel, which
stands for the Electronic Flight
Information System. Just like the
PFD, there are 2 on each side of it,
allowing both the captain and the
first officer to adjust their screens to
their liking.
So, starting with this knob here on
the left, this is the minimum
selector knob, which allows pilots
to select the minimum decision
height for approach and landing. The premise behind this is that during normal weather
conditions, pilots normally have the runway in view anywhere between 5 and 15 nautical
miles away. However, during extreme weather conditions such as dense fog banks, this
aircraft has an autoland function, which allows the aircraft to land automatically without
any input from the pilots. However, even during these landings, it is imperative to have the
runway in view after descending to a specified altitude, as any problems with the aircraft's

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 737-800 manual

alignment using the autoland function must be visually checked by the pilots and they must
be given enough time to perform a go-around. Then the pilots specify the radio decision
height (inches of mercury) or barometric (hecto Pascal). Then, when the aircraft descends
beyond this altitude, an automatic voice sounds in the cockpit stating "Minimums", where
the pilots can decide whether they are "landing" or performing a "go-around". The larger
knob on this selector allows the choice between radio altimeter height or barometric
altimeter height. It should be noted that:
the radio altimeter height is simply the height of the aircraft from the specific terrain below
that it is flying over, and 'is therefore very subjective to 'obstacles. *
The barometric height is the height of the aircraft from mean sea level. **
The smaller knob on this selector simply allows you to scroll through and set the specific
altitude for both radio and barometric modes. This central reset button simply resets the
minimum to 0.

EFIS (FPV and Meters)

Moving to the right, we have the FPV (flight path vector)
which, as already mentioned, indicates the actual pitch of
the aircraft, conditioned by wind and speed (IAS).
This other button right next to the FPV is the meters
button, which allows pilots to display their altitude on the
PFD in both feet and meters. This is mainly because some
airports around the world offer clearances and other
altitude constraints in metres instead of feet.

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 737-800 manual

EFIS (QNH)
Finally, we come to this barometric
pressure selection knob, which adjusts
this part of the PFD that we briefly
mentioned earlier. Now, before we
delve into what this knob does, let's
understand what barometric pressure is
and more specifically what an
altimeter setting is. In simple terms, the
pressure altimeter in the aircraft simply
indicates the specific elevation of the
aircraft above a specified defined
point. This defined point is a sub-scale
of the altimeter, a bit like a reference
point for barometers. When mean sea level is 0, the atmospheric pressure anywhere in the
world will be 1013mba or hpa, which is the SI unit for barometric pressure. This can also
be measured in inches of mercury, where 1013 hpa would be 2992 inches of mercury. This
measurement is often used in comparison to the standard SI unit when flying in North
America. So, depending on the elevation of the field and weather conditions such as the
temperature at the local airport, this pressure will change, and air traffic control will often
update it allowing planes near the airport to have more accurate altitude readings. However,
once aircraft leave the vicinity of the local airport vertically, i.e. the transition altitude is
exceeded, pilots change the barometer setting from local to standard so that controllers can
have all aircraft on a single isobaric surface, which as mentioned is 1013 hpa or 2992 inches
of mercury. Any altitude above this transition altitude is referred to as flight level, while
any altitude below this transition altitude is referred to as feet. For example, throughout the
United States, the transition altitude is 18000 feet. So, if an aircraft is instructed by ATC
to climb to this point on the screen, they will say it as "climb to 16000 feet". However, if
the aircraft is told to climb to this altitude on screen, it would be told to climb to flight level
330 - implying that it is 33000 feet above mean sea level. So, back to this dial, this larger
dial allows you to switch between displaying pressure in Hpa or inches of mercury, while
this smaller dial allows you to select qnh.

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 737-800 manual

CHAPTER 4: THE MAIN PANEL 2

Navigation Display
Well, ladies and gentlemen, welcome back to the flight cockpit
of the Boeing 737-800 and as mentioned earlier, in this chapter,
we're going to take a look at the various indications of this
navigation display or ND.Within this onboard display, which
is located right next to the PFD, The navigation display is
extremely important, as it displays critical information such as
the aircraft's planned route, its current heading, its ground
speed and information regarding the aircraft's mid-flight
performance. So let's jump in and start exploring this display.

Ground Speed, True Air Speed (TAS) & Wind

Right, so as usual, starting at the top left here, we have some speed indications. This GS
indicator represents the ground speed of the aircraft, which is particularly important when
you're taxiing on the ground and you want to know your taxi speed, as IAS is not active at
low speeds. To the right of this ground speed
indicator, we have the TAS indicator. Note that
this number is different and is usually always
higher than the airspeed shown on the primary
flight display. To understand why, you need to
understand that airspeed is measured using these
pitot tubes on the outside of the aircraft, which
measure the amount of air molecules entering
them per second to determine the airspeed of the
aircraft. Therefore, the airspeed shown decreases
at higher altitudes because as altitude increases,
atmospheric pressure and temperature decreases
and therefore, fewer air molecules interact with the
pitot tubes, thus giving a lower speed value.
Exactly below is shown the direction from which

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the wind is hitting the aircraft and the wind speed in knots. Below is also a visual
representation of the wind direction with this arrow.

Waypoint Identifier
Moving to the right here, we have some information
about the waypoints that the aircraft passes through on
its route. So before we take a look at these indicators,
let's first try to understand what waypoints are and how
they work. Just like the complex road networks we have
on the ground, the air is littered with complex invisible
aerial networks known as airways. Each airway leads in
a certain direction that has multiple waypoints along it.
Think of these waypoints as railway stations on a track
- and the track itself is the airway.
So if an aircraft wants to go from point A to point B, it
will often take an airway and continue to follow several
waypoints on this airway until it wants to change
direction. When this point occurs, the plane will switch
to a different airway and turn in another direction to
intercept the different waypoints on this new airway. Think of this like a train changing
tracks on a railway line when it wants to reach new stations. So, coming now to these
indicators, at the top we have the name of the next waypoint on the aircraft's route. These
names are mostly unique around the world and you will see different themes represented
as you travel around the world. Below the name, we have the estimated time of arrival at
that waypoint in Zulu time - which is a universally accepted time for aviation around the
world. Below that, we have the distance to the waypoint in nautical miles. As you jump
from one waypoint to another on your route, you will see this indication change to highlight
information about the next waypoint at any given time.

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Direction Indicator
Coming to the centre here, we have
some information regarding the
direction in which the aircraft is
currently flying. This TRK symbol here
on the left means that the aircraft is
operating in track mode. You'll also see
HDG instead of TRK here, which
implies that the aircraft is flying in
heading mode. The difference between
these two modes is that track mode
takes into account the direction and
speed of the wind that we talked about
earlier and flies in a particular direction
over the ground to mitigate the effects
of high altitude winds. The heading
mode simply does not do this. Moving
to the centre, we have a numerical value
that shows the direction of the aircraft
in a 360 degree cardinal plane. The final indicator on the right shows whether the aircraft
is flying relative to magnetic north or true north. Coming below these three indicators,
we have this pink heading bug, representing the specific heading selected on the MCP
panel in front of the pilots. To the right of the bug, we have this white triangle,
representing the track of the aircraft and the white line shows the actual direction in
which the nose of the aircraft is pointing.
To conclude the lower left and right ends indicate that the 2 independent receivers are
activated on vor mode and set with the frequency of the vor station of saronno, these
receivers installed on board, can also be set to ADF or off.

VOR= very-omnidirectional-range is a radio navigation system used in aviation. The vor

station emits a VHF signal which allows the receiver on board to calculate the direction
with respect to magnetic north.
ADF= automatic-direction-finder is a radio goniometric instrument equipped with
antennas that receive signals emitted by NDB (non-directional beacon) ground stations.

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Compass Arc
Well, coming down further, we have this
compass arc where this white line running
straight down the middle represents the
track of the plane. Now, as you may have
noticed, even though the nose of the plane
is pointing in this direction, the track of the
plane still shows that we're travelling
straight. This is again because of wind drift,
as the nose has to point in that direction for
the wind to push the aircraft into a straight
line. Moving along this white line, we have
these white distance arcs, where in the
centre of the display is a numerical distance
reading in nautical miles. These other
unnumbered hatches simply represent half
the values, so this one is 40 mn, this smaller
one is 20 nautical miles, the longer one is 60
mn and, of course, the end of this compass
arc represents 80 nautical miles in front of the aircraft. In addition, on this compass arc, we
have pink stars, which represent waypoints, plus, this pink line represents the route the
aircraft must take to reach the next waypoint. As you can see, currently, this white line and
the pink line overlap, which means that we are perfectly on track to reach this waypoint at
this specific moment. Further down, we have this white triangle, which represents the
aircraft itself.

Finally, behind the larger white triangle there are two initials with values:
RNP= Required Navigation Performance (RNP) is the desired limit of navigation
accuracy from which the aircraft can deviate and is specified by the type of airspace you
are in.
ANP= Actual Navigation Performance (ANP) is the FMC's estimate of the quality of its
position determination. The FMC is 95% certain that the actual position of the aircraft is
within a circle of radius ANP centred on the FMC position. Therefore, the lower the
ANP, the more certain the FMC is of its position estimated.
NOTA: ANP should always be lower than RNP.
DME= Distance Measurement Equipment - showing the distance of the VOR station
from the aircraft.

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Below this white triangle, we have other indications in blue. Before it however we have
the indication FMC L, this simply means that the navigation display is receiving its data
from the port flight management computer which is normally programmed by the
captain. If one of the Nav or Fmc receivers fails, you can use the NAV VHF/ Fmc
transfer switch to display information from the right FMC and so this display here would
simply say FMC R. On the right as already mentioned the indicators signal the deviation
limit and 'prevent the aircraft from accidentally entering another airway and encountering
traffic or other catastrophic incidents. On the other hand, the aircraft itself, although
extremely state-of-the-art and modern, simply cannot operate in navigation with 100%
accuracy.

Terrain Radar
Colors different Altitude from aircraft (ft)
Black No land
Cyan Zero feet MSL (customer option)
Green -2000 a +250
Yellow -500 a +2000
Red +2000 o superiore
Magenta Ground level unknown

EFIS Introduction
Now that we've had a brief overview of the different
indications on the navigation display, we can now
check out this bottom row of buttons and knobs on
the EFIS and see their effects on the ND. So to start
with, we have these two needles VOR and ADF on
either side. These buttons as already mentioned
activate the vor/adf display of the receiver, but it
needs to be tuned to a frequency.

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Nav Display Mode Selector Knob

Then, next, we have this navigation
display mode selection knob, which
allows you to change the mode in which
the navigation display is operating to see
different approach screens and so on on
the display. To begin with, we have this
approach mode, which when selected,
shows the track locator with a magenta
rhombus in the horizontal section
(localizer) and On the right side of this
display, you will also see a vertical pink
diamond (glideslope), blank, representing the descent path. In addition, on the upper
right side, you will see information about the ILS approach that has been tuned into
the navigation radios. You can see the name of the approach, the approach course as
well as the DME or the distance to the ILS beacon on the ground. In the VOR position
it is practically identical to the approach mode, except that the glide indicator is
missing on the right side. You will again see information regarding name, approach
course, radial as well as distance to the VOR station tuned into the navigation radios
in the upper right corner of the navigation display. Rotating the knob to the map view
returns you to the main map screen, highlighting the different waypoints on the route,
wind information and RNP and ANP indications at the bottom. Finally, turning the
knob to PLAN mode switches the ND from being a front view compass arc to a true
compass with the 4 cardinal directions North, South, East and West. Now this mode is
normally used in conjunction with this FMC and basically allows pilots to go through
every single waypoint on their route to see if there are any discrepancies or anomalies.
Finally, pressing this CTR button again will give you a full 360 degree compass with
the aircraft centred in the middle to allow pilots to see behind them and study their
peripheral environment. In some aircraft, pressing this button again will give you this
vertical situation display, showing the aircraft from the side and showing the vertical
path of the aircraft. Thus, it shows when the aircraft is going up or down and by how
much. Also it can be used for a verification of the correct qnh set during an ILS.

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Range Selector
All right, so coming to the right, this knob
here is quite simple to understand, it's
simply a range selector and all these
numbers that you see above this knob
simply allow you to adjust the maximum
range of view on the navigation display.
This ranges from 5 nautical miles up to
640 nautical miles when the knob is all
the way to the right. Note that when I
select, say, 20 nautical miles, the end of
this compass arc on the map represents 20 nautical miles and these white dashes, as
mentioned earlier, represent partial distance measurements. Finally, this central TFC
button simply activates the traffic signals on the navigation display, allowing pilots to see
other air traffic in their vicinity.

Bottom Row
OK ladies and gentlemen, that brings us to this bottom row of buttons that show all the
additional information on this navigation display. Let's cover these buttons from left to
right as usual. Starting from the left, we have this WXR button, which activates the weather
radar. This shows different weather cells on the navigation display and the different colours
represent the intensity of the weather and turbulence, with green being light and red, of
course, being a super heavy cell. Next, this STA button shows the different radio stations
and navigation aid beacons in the vicinity. This WPT button here shows nearby waypoints
on the map and this ARPT button
does the same thing as the previous
two, but for airports, and shows
different airports in the vicinity of the
aircraft. Pilots can use this in an
emergency and if they wish to make
an emergency landing at a nearby
airport. This DATA switch here
simply shows additional information
about the waypoints the aircraft will
pass through on its way. This includes
the estimated time of arrival at each
waypoint in Zulu time, as well as certain speed and altitude constraints for certain

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waypoints that require these to be in place. Moving further to the right, this POS button
will show a bearing line to a nearby VOR or NDB station if one has been selected on the
navigation radios. Now I am not sure if this button is simulated in the Zibo. Finally, at the
bottom, we have this TERR button, which, like weather radar, draws a map of the terrain
near the aircraft. Again, seeing green on the display normally means that the terrain is at
low altitude and red normally represents mountains and valleys in the surrounding region
above the aircraft.

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CHAPTER 5:AUTOPILOT MODE CONTROL PANEL

MCP (Intro)
This MCP panel, in front of the pilots, is probably one of the most important sets of
buttons and knobs in the entire cockpit, as it allows the pilots to control the aircraft's
speed, altitude, heading, vertical speed and allows holistic control over the autopilot and
autothrottle systems within the aircraft.

Course Selector
So, starting from the left as usual, we
have the Course knob which basically
allows pilots to fly to a whole range of
different ground navigation signals such
as VOR stations, NDB or non-
directional signals as well as ILS signals
used during instrument landings.
Turning this knob while having the
appropriate navigation frequency tuned
into the navigation radios will provide pilots with the appropriate indications on the ND.
There are 2 switches on the MCP panel, one for the captain and the other for the first officer
and both can be used individually according to the pilot's needs to help pilot the approach.

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Flight Director Bars

Coming in below, we have
the Flight-director switch.
these switches are extremely
important, as without them
on, the entire autopilot and
guidance system during flight
phases will be absent. They
also provide these pink
reticles on the PFD, which
allow pilots to see the 'desired' pitch and roll axis of the aircraft during climbs, descents,
turns and heading. As for the switches themselves, pushing the switch up turns on the flight
director and pilots normally turn them on before engine start and only turn them off after
landing at the arrival airport. Also, this MA light above one of the flight director switches
implies that this side is the master and the other side is the slave. This means that, in this
case, most of the aircraft's primary navigation systems will receive data from the left flight
director computer, since this left system is the master. The switch that is turned on first
becomes the master and the second switch that is turned on automatically becomes the
slave.

Autothrottle Switch
Here we have the autothrottle
switch that controls the throttles
during various phases of flight
and works in conjunction with
the overall flight management
system to assist the aircraft in
reaching or maintaining a set
speed. Turning the switch to off
shuts down and prevents the
system from taking control of the throttles. You will notice that the autothrottle system
can also be turned off by pressing the small buttons on both thrust levers.

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Speed Control Knob

Moving further to the right, we
have buttons that allow pilots to
control the speed characteristics
of the aircraft. Starting with this
display right here, this represents
the indicated speed of the aircraft
that pilots can select using this
white knob. Setting a speed value
here and pressing this Speed button will instruct the autothrottle mode to fly the aircraft at
that specific speed by altering the thrust of the engines. The N1 button right next to this
speed button allows pilots to set the takeoff thrust during takeoff or during an aborted
landing sequence. This mode is called TOGA and is the maximum thrust speed set in the
fmc or via the N1 selector, the toga mode can also be activated via the mic button in front
of the pilots or by one of the 2 buttons above the throttles. Finally, this black button to the
left of the white knob we have "CO" which stands for Change over and allows pilots to
select the speed on this display as a mach number instead of KIAS. This is because being
in a high cruise altitude the ias contains many errors that the mach number system, it can
also be used when ATC asks pilots to accelerate during the cruise phase of the flight. As
for this speed intervention button to the right of this knob, we will get to that later.

LNAV and VNAV

So, coming to the right here, we
have the VNAV and LNAV
buttons, which stand for vertical
navigation and lateral
navigation. These modes, when
engaged, basically obey every
single instruction programmed
into the flight management
computer prior to flight,
including speed restrictions, altitude constraints, directions needed to reach various
waypoints on the route and so on to fly the aircraft from point A > B. The lnav system is
responsible for the aircraft's roll axis and is responsible for rotating the aircraft from one
waypoint to the next as programmed in the FMC. The VNAV mode is responsible for
controlling the vertical axis of the aircraft, thus dynamically manipulating the pitch and

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speed of the aircraft to maintain the vertical profile programmed in the FMC. When these
systems work together, they control each individual control axis of the aircraft to allow
the aircraft to fly as accurately as possible on the specified course. Well, now back to this
speed control panel we will see this speed trigger. Now, as mentioned earlier, when the
VNAV is engaged, the autopilot systems will manage the aircraft's speed and altitude
using the constraints that have been programmed into the FMC. In fact, the entire speed
display will turn white, signifying that the VNAV has taken control of the aircraft's speed
and altitude characteristics, the more information the Vnav speed will be written in the
FMA inside the PFD. However, suppose pilots want to use VNAV for its altitude
component but want to set the speed manually, they can press this speed trigger and dial
in a specific speed. This means that the aircraft will follow all altitude constraints
programmed into the FMC, but the aircraft will only obey the speed that has been
manually entered into the speed control panel. It may seem confusing at first, but it is
useful in case of a communication from ATC to slow down due to traffic for example.

Heading Control Knob

In between these LNAVs and
VNAVs we have the heading
knob, which, as you have
probably guessed, allows pilots
to fly a particular heading when
selected on this display using this
knob. This system can be used
when pilots are flying on
predetermined approaches or
departures around the world, but they are mostly used when air traffic control is vectoring
the aircraft immediately after takeoff or during the approach. For example, ATC might
instruct pilots to "turn right heading 340", so pilots will select 340 on this display and push
this heading selection button, automatically turning the aircraft in that direction. Note that
the heading is shown by a dotted pink line on the ND. The heading can also be set as a
reference, Finally, the eagle-eyed among you may have noticed that there are actually two
knobs on this panel, and you are right. The smaller knob, as we have just seen, allows pilots
to select the specific direction they wish to fly, but the larger knob at the back allows pilots
to select the maximum bank angle during the turn. This ranges from 10 degrees and rises
in 5 degree increments up to 30 degrees. This is particularly important when pilots wish to
make tight or shallow turns depending on the phase of flight.

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VOR LOC and APP

So the next buttons will be
seen on the first officer's
display instead of the
captain's. Starting with this
VOR LOC button below the
LNAV button, this serves two
main functions. The 1st is that
it allows pilots to let the
autopilot systems inside the aircraft follow certain VOR radials set by the course selector,
this is because some airports around the world are quite difficult to land and sometimes
have difficult approaches that require pilots to use this button to reduce their workload
when flying VOR approaches. The 2nd function of this button is that it intercepts the
airport's ILS locator. Arriving at this APP button, this button acts as a twin button to the
VOR LOC button we have just seen. Pressing this button after tuning to the appropriate
ILS frequency in the navigation radios will instruct the aircraft to intercept the glide slope
of the ILS beacon and the localizer, thus reporting a full establish. When the aircraft
intercepts both the localizer and the glide slope, it is perfectly aligned with the runway
centerline and is descending at the correct speed to touch the beginning of the runway
threshold.

Altitude Control Knob

Coming to the right, we have
the altitude control knob,
which, as you've probably
guessed, allows pilots to select
an altitude at which the aircraft
should climb or descend.
However, there are some
caveats, the altitude control
panel does not necessarily have
a single button that can be pressed to instruct the aircraft to fly at a particular altitude
instantly. Instead, there are 3 primary methods that pilots must choose depending on their
use case. The 1st is the use of this altitude intervention button. What this button essentially
does is that it overrides any altitude constraint programmed into the flight management
computer. Most departure and arrival procedures will have specific altitudes at which the

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aircraft must fly between certain points. For example, for this specific departure from San
Francisco International Airport, the chart specifies that the aircraft must be below 3000
feet at a waypoint. This constraint will automatically be programmed into the FMC when
pilots enter this waypoint into their route, as these procedures are updated monthly and
each airline has access to the latest procedures at all times. However, if ATC has too much
air traffic in the vicinity of the airport and wants to get our aircraft out of San Francisco as
quickly as possible, they may order us to go up to flight level 190. So, pilots can press this
altitude intervention button, which will automatically clear the 3000-foot constraint that's
been programmed into the FMC, and then it will select 19000 feet in this display and the
aircraft will immediately begin to climb to this altitude. Now, here's an important note, do
not press this button repeatedly, as each press basically cancels the next altitude constraint
programmed into the FMC. So pressing this button 10 times due to impatience can
accidentally cancel important descent altitude constraints at the arrival airport. The 2nd
way to reach a certain altitude is simply by using the vertical speed button below and using
the scroll wheel to adjust the rate at which the aircraft will climb or descend to a certain
altitude in feet per minute. Also note that arming the Vertical speed will also activate this
speed mode on the left, so you will need to dial in a speed that the plane will maintain
while it is arriving at this altitude at this vertical speed. Finally, the last way to set the
altitude for the aircraft is by using the level change mode we saw earlier near the speed
control knob. By pressing this button, you can select a speed and an altitude on this panel,
the aircraft will automatically decide the appropriate rate of climb or descent to maintain
this specific speed and to arrive at this altitude. As for the Altitude hold button, this will
basically stop your climb or descent at any altitude specified on this selector and level the
aircraft at the exact altitude you pressed this button. For example, if you're climbing to
15000 feet and you press this button when you're at 5000 feet, the aircraft will stop its
climb at 15000 feet and maintain 5000 feet of altitude. And that's it for the altitude panel.

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CMD and CWS

Coming to the last panel on
this MCP here, we have the
main autopilot control panel
which houses the main
autopilot engage and
disengage switches. So, just
like most other important
systems in the aircraft, there
are 2 autopilot control systems (A and B). These two switches above are therefore the
main control trigger switches. Normally, only one of these switches is pressed during
flight to turn on the autopilot systems in the aircraft. The only time both of these buttons
are pressed simultaneously is when this approach mode is armed during an ILS landing.
When this is done, pilots can switch on both autopilot systems to be able to perform an
automatic landing procedure, also to switch from master system A to B simply activate
the other command button b, in fact the flight director system will switch to master on the
right side. Note also that without pressing at least one of these buttons, none of the
previous buttons on the MCP panel will work. Their corresponding lights will come on
and the displays will show the selected values, but the aircraft will not obey any
instructions programmed into the MCP without having at least one autopilot system
activated. Well, coming further down we have these two CWS (control wheel steering)
buttons, It can be extremely useful in certain situations. It allows pilots to set a particular
pitch and roll on their control column and yoke and have the aircraft fly automatically in
that specific attitude. It is basically a more advanced version of the trim system because
it removes the need for pilots to constantly apply positive pressure to their yoke or control
column during a climb. It is particularly useful during initial climbs after take-off from
airports, as well as during mid-flight turbulence. Finally, coming down here, this is the
main autopilot disengagement switch, which, you guessed it, disengages the autopilot
systems. Simply press this switch to disengage the autopilot. Note that when you press
the switch down, it not only disengages the autopilot, but also prevents you from engaging
it again by pressing the main control buttons. You must first turn the disengage switch
back on before turning the autopilot systems back on. Just thought you should know.

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CHAPTER 6: UPPER E LOWER DISPLAY UNITS

Introduction
Previously, we looked at the MCP or mode control panel, which houses all the important
autopilot and autothrottle related systems within the aircraft. In this chapter, we'll finish
our cockpit familiarisation portion of this series by covering all the various switch knobs
and displays that sit in front of the pilots and take an in-depth look at the various engine
indications on the upper and lower displays. Now, all that remains is for us to move on.

Electronic Flight Bag (EFB)

Often referred to as the Avitab or tablet, we have the
EFB "electronic flight bag". This EFB can be used
for a number of things in the simulator such as
adjusting aircraft settings, connecting ground
services such as the GPU or chocks, refuelling,
loading passengers, displaying aeronautical charts
and much more.

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Captain Left Side

Coming further down, we have the pilots'
coffee holder, and to the right here, we have
the captain's oxygen mask.
The pilots' oxygen masks are very specialised
and are therefore stored here for use in the
event of cabin depressurisation. You can test
the oxygen system and hear an audible
ventilation sound when you press this button
here. Coming further to the right, we have
these two light control knobs, this knob
illuminates the EFB area. The 2nd one
illuminates the rudder pedal area. Finally,
this last half-arched wheel here is the triller (nosewheel), which allows the pilots to control
the orientation of the front wheel while taxiing on the ground. It is very similar to a car
steering wheel; in fact, compared to the rudder, it increases the wheel's turning angle by up
to 70 degrees.

Caution Systems
Coming to the centre here, on the
captain's side, we have a few more
buttons, knobs and indications to look
at, starting with this main warning
panel. There are three buttons here,
starting with this red one, this is the
main fire alarm button, which comes on
when a fire is detected on board the
aircraft. Also, an audible alarm is
sounded throughout the aircraft. You can simply press this button to silence the alarm.
Right next to this red switch is the main warning light, which comes on whenever there is
a problem or failure with any system inside the aircraft. This light is normally
accompanied by an indication on this system annunciator panel, highlighting which
system has a fault. For example, here we have a problem with fuel, so the main warning
light has come on and the system annunciator simply says fuel. To remove this warning,

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simply press the main warning light and the warning disappears. However, this switch-off
is only temporary because this system warning light also acts as its own button. If you
remove the fuel warning by pressing the master warning light, the light will certainly
disappear, but if you have not been able to solve the problem and press this recall button,
it will recall the problem and turn on the master caution again. Note that sometimes you
may see the master caution light on but see nothing on the system beacon. This is because
the two master caution systems on either side of the cockpit control different systems, so
be sure to check the other side and you will find the problem.

Clock and NWS

What about that, right next to this PFD, we have this digital
clock, which allows pilots to see the current date as well as
the time in local and Zulu measurements. Just press the
time/date button to switch between the two modes. On the left,
we have a stopwatch switch, which allows pilots to time the
duration of their flight or turns. Pilots normally start it in the
case of a holding or procedures that require specific
manoeuvre times. Press the button once to start the stopwatch,
press it again to stop it and press it again to reset it. Coming
up below, we have an ET (estimated time) switch, This times
the minutes of the flight from the moment it was activated to
'example. Press this ET button once to start the clock and press it
again to stop it. You can also press this small reset button to reset
the ET timer. Finally, these two buttons on the right simply allow
pilots to adjust the brightness of this watch. Coming below, we have
the nose wheel steering system. this protected switch allows riders
to select the front setting between normal and alternate modes. On
normal, hydraulic system A is used, but in the event of a failure the
switch will be set to alternate to allow system B to interact with the
wheel.

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GS Inhibit & View Switchers

All right, so moving over to the
captain's pdf, here on the left, we
have this lower Glideslope inhibit
switch. Basically, when pilots are
flying hand-held on an ILS
approach with a glideslope to
assist them, this light illuminates
when the aircraft descends below the optimum vertical path to the runway and sounds an
automatic voice announcing "glideslope". In certain situations, when descending below the
glideslope is a planned manoeuvre, pilots can press this light to mute the automatic voice,
but the light will still persist. More information on what a glideslope is in the previous
chapter of this series, so go and check it out if you haven't already. Moving further to the
right, we have some knobs that allow you to reposition important displays within these
panels. Pilots can use these two knobs to reposition the primary flight display in, say, the
onboard display unit. Pilots normally do this not for convenience, but when there is a
problem with one of these displays and they need to choose another panel to accommodate
these displays.

Captain’s Indicator Lights

Coming to the right of these view switching knobs, we come to some important lights and
buttons. Starting at the top, this AP reset light comes on when the main autopilot control
system has been disengaged and is accompanied by
an alarm. You can simply press the backup of the
main autopilot disengagement switch to disable the
alarm and light or you can press this button itself,
which performs the same function. Coming to the
right, there is a similar switch for the Autothrottle
system but this does not sound an alarm. On the
right, the last light on this panel is the FMC
message light, which comes on when there is a
message on the flight management computer. To
the side we have this test button simply allows pilots to test the systems and to see if the
lights are working properly. Turning the switch down allows pilots to switch the intensity
of the lights between bright and dim modes.

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Warning Lights
Coming further to the right, we
have some more system-specific
lights. Starting from the left, we
have this takeoff configuration
light, which comes on along with
an audible warning when the
thrust levers are pushed to more
than 74% without being prepared
for takeoff. This means that either
the flaps are not extended for takeoff or the speed brakes are armed or the trim is not in
the green arc. Basically, if the aircraft is not ready for takeoff and the pilots advance the
thrust levers, this light comes on to warn the pilots to abort takeoff and redo their
checklists. Right next to this light is the cabin altitude light, which comes on when cabin
pressure exceeds 10000 feet, thus indicating a loss of cabin pressure. This is also
accompanied by an alarm bell. Next to the cabin altitude light, we have two lights related
to the speedbrakes. This top light, as mentioned in chapter 2, shows when the spoiler lever
has been set to the armed position. This speedbrakes do not arm light comes on when
there is an error with the automatic deployment of the flight spoilers when the lever is set
to the armed detent. Finally, this stab out light will illuminate when the autopilot systems
within the aircraft are unable to properly control the stabilizer attitude system within the
aircraft.

Captain cockpit lights

Finally, on the captain's side, we have
other knobs that control the aircraft's
lighting. These are all hidden behind
the stick, so in order to access them
easily, a pro tip for you beginners is to
press this knob which makes it
disappear and then you can manipulate
these knobs with ease. So starting with
this main panel light, this controls the
backlighting of the captain's front
panels. Coming further to the right, this knob controls the brightness of the top display.
This next knob controls the background lighting of the cockpit and this AFDS flood light
simply illuminates the MCP panel we saw in the previous chapter. Below, this left knob

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controls the brightness of the outer display. This next knob controls the brightness of the
inner display unit and finally this one controls the brightness of the lower display unit.
So, pretty self-explanatory. Finally, there are also 2 black levers called food-air and wind-
air, which, when extended, throw air into the windows or feet.

Standby Displays
Okay, that brings us to the centre of the front panels,
where we first have these two spare instrument displays
that can be used during emergencies by pilots. Then, at
the top you have this artificial reserve horizon, which as
you can probably see is a miniature version of the PFD
that we saw in detail in Chapter 4. This approach button
on top brings up the appropriate scale ID annunciators to
allow pilots to fly an approach on a runway. Pressing this
hp/in button allows pilots to switch between hecto
pascals and inches of mercury to enter the altimeter
setting, which can be done using this knob here. Finally,
these two buttons on the side allow pilots to adjust the
brightness of this display. Finally, you also have this
VOR/ADF standby meter at the bottom, which can
provide radials from nearby VOR or ADF stations using
these two buttons to switch between the two.

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Upper Display Unit Controls

And that, ladies and gentlemen, brings us to
this upper display, which shows riders
important engine and fuel information. To
start with, we have the TAT indicator, which
shows the total air temperature. Now notice
that this is different from the outside air
temperature. The total air temperature is the
temperature of the air when it hits the aircraft
at high speed. This air is compressed when it
hits the airframe of the aircraft at these speeds
and therefore heats up - an effect known as
ram rise, and this number is represented here
in celsius. To the right of this display, we have
the thrust mode setting that has been selected.
On the ground, this will often be read TO or
takeoff, as this is normally the next stage of
flight and pilots set the takeoff thrust during
the takeoff sequence. Further down we have:
N1: which corresponds to the percentage
relative to the maximum possible rotation of
the blades and the low pressure compressor;
EGT: (exhaust gas temperature) shows the temperature of the exhaust gas produced by
the engine
FF: (fuel flow) shows how much fuel is consumed per hour by each engine. The fuel
flow is now 650 pounds per hour.
Coming up here to the top right, this is a system indicator dedicated to the engine display.
These two lights at the top will come on and say 'start valve open', which means the air
purge valves are open to allow the engine to idle during the engine start procedure. The
next two indications will show Filter Bypass, which is similar to the fuel filter bypass
lights on the top panel and will show if fuel is skipping the filtering process and being
injected directly into the engines. Finally, this last line will show low oil pressure
indications, which is pretty self explanatory. Finally, below, we see the total fuel on
board and the overall fuel distribution.

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Buttons for UDU

OK, now that we've had a look at
this display, let's see what these
buttons and knobs on top do. Firstly,
this knob here allows pilots to set an
N1 reference for the engines. By
holding it on auto, the thrust setting
for takeoff or bypass thrust will be
calculated by the flight management
computer depending on what is
selected in the FMC when pilots
calculate takeoff performance prior
to flight. Pilots can also set individual N1 thrust settings for each engine by using this
bottom knob to choose between engine 1, engine 2 or both engines and then using this
smaller knob to select the specific N1 value. Coming to the right of this knob, we have a
V-speed reference knob, which allows pilots to set important (V1-Vr-V2-Vref) reference
speeds manually on the PFD. Again, leaving this knob on auto allows pilots to use the
FMC to program the V speeds that are displayed on the speed tape during takeoff, but they
can also use this larger knob to manually select a particular V speed and then use this
smaller knob to adjust the value for that V speed. Finally, this fuel flow switch here is
spring loaded and changes this fuel flow display to the upper display we just saw. When it
is in this "rate" position, the display will show the rate at which fuel is being used by both
engines. When this switch is moved down to the "used" position, the FF display will
temporarily change to show how much fuel the aircraft has used so far and by pressing it
up, the used fuel indications are reset to 0. Pilots may do this prior to a flight to prevent the
fuel usage indications from clashing with those of any previous flights made with the same
aircraft.

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Lower Display Unit Controls

Well and that brings us to this lower display
which, as you can see, is normally left blank.
However, it is quite easy to view the
information here using this MFD panel. By
pressing this engine button once, you get
access to all this engine information:
N2: which corresponds to the percentage
relative to the maximum possible blade
rotation and high pressure compressor, and is
responsible for providing power to the
aircraft;
FF: (fuel flow) indicates how much fuel is
consumed per hour by each engine. The fuel
flow now is 650 lbs per hour;
OIL PRESS: Corresponds to the pressure of
the oil used in the engine core;
OIL TEMP: Corresponds to the temperature
of the oil circulating in the engines;
OIL QTY: Corresponds to the quantity of fluid present in the engine;
VIB: Corresponds to the vibrations of the engine inside the nacelle. These dashes at the
top indicate vibration thresholds and if the engine vibrates more than this amount, it can
lead to engine failure or even structural damage, so this is a pretty important reading.
Pressing this Eng button again will bring a condensed version of the information we just
saw on the lower display now to the upper display without the visual cues. Finally, pressing
the Engine button again will clear this information from both display units and return us to
our original state. Pressing this system button right next to the engine button displays some
of the aircraft's subsystem information on the lower display unit. Starting at the top, we see
the amount and pressure of the hydraulic fluids in both the A and B hydraulic systems, and
pilots normally check to make sure they have enough before starting the flight. Coming in
below, we have the brake temperatures for the 4 wheels of the main gear. Below, we have
real-time readings of the position of every movable flight control surface in the aircraft,
including the elevators, ailerons, flight spoilers or speed brakes, as well as the rudder at the
bottom. Pilots normally check the full range of movement during a flight control check
performed before each flight. Finally, this CR button is an erase recall button where pilots
can recall any indication on the upper and lower displays and by pressing it again they can
get rid of these indications.

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Autobrake
All right, let's move on here to these last buttons and
indications to conclude this central part of the front
panels. Starting with this knob here, this is the automatic
brake knob which controls the intensity of the automatic
braking performance provided to the aircraft's landing
gear on landing, and it also controls the anti-skid, as
when the wheel locks up because the brake pressure is
too high, it releases some brake pressure to turn the
wheel and improve braking. Riders can select the
braking intensity from 1, which offers light braking
performance, up to max for the most severe braking
performance. The setting that riders select is based on
different track conditions, whether it is dry, wet or
slippery, as well as the length of the track, the presence
of a tailwind, etc. This RTO setting stands for rejected
takeoff and pilots use this mode prior to takeoff to allow the aircraft to provide maximum
braking action if the pilots decide to abort the takeoff for any reason below 80 knots. This
top automatic brake deactivation light comes on when pilots switch to manual braking after
landing to clear the runway.

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Flaps and Gear Lever

Moving further to the right, we come to this analogue
indicator that we saw in Chapter 2 that shows the position
of the flaps up to 40. This LE flap transit light comes on
when the flaps and leading edge slats are transitioning into
position and this green LE flap extended light comes on
when the flaps are locked into position. Coming further to
the right, this large lever here is the main landing gear lever.
The lever itself has 3 distinct positions: up, down and off.
When switched to the down position, the hydraulic systems
inside the aircraft extend the main landing gear and lock it
in place to be able to absorb the impact of the aircraft's
weight when it hits the ground. This is evidenced by these
three green lights at the top. When the landing gear is
pushed up, the hydraulic systems retract the gear from its
lowered position and lock it in place inside the aircraft's
undercarriage compartment. When the landing gear is
moving from one position to another, these 3 lights come
on as red lights and all lights go out when the gear has been
retracted. Finally, this off position depressurizes the
hydraulic systems that hold the gear in place in the wheel
well. Pilots normally move the landing gear lever to this
position a few minutes after takeoff, because once the gear
is safely in the wheel well, constant hydraulic pressure is
not needed to keep it there. Moving on to this colourful
analogue indicator here shows the brake pressure inside the
aircraft's landing gear. Any value between 3 and 3.5 means
the brakes have good pressure and are sufficient for flight,
but a value in red means there is too much brake pressure and a value in yellow means the
pressure inside the brakes is lacking. Again, pretty self-explanatory. Finally, we come to
the first officer's side of the emergency indications which are identical to the captain's
except for this indication here. This extended speed brake light comes on when the flight
switches or speed brakes are extended at a time when they should not be, for example
during take-off or other similar phases of flight.

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GPWS
Finally, on the first officer's side we
have the main GPWS system, which
stands for Ground Proximity Warning
System. This system is responsible for
alerting pilots whenever the aircraft is
in danger. This includes everything
from minimum announcements when
the aircraft is coming in to land and is
perfectly stabilised, to unstabilised
approaches, Windshear, flying in high
terrain conditions and so on. This top
light is an inop light to indicate a failure
or breakdown of the GPWS system.
Below this light is a GPWS test system
that tests the automatic voices that
sound in the cockpit during various phases of flight. Finally, these three switches protected
here allow pilots to disable or turn off certain alarms in the cockpit related to the flaps,
landing gear and ground system. These are used when the aircraft has a problem that the
pilots are already aware of and do not want a constant alarm to distract them or when they
are flying special approaches at certain airports that have rather strange procedures. In
addition there should be a 4th switch called X-raas, this takes care of all the warnings
regarding runway information, e.g. on runway 34L or approaching 34L. Finally, on the
right there are three knobs that allow the first officer to control the backlighting of his side
panel, as well as controlling the brightness of their displays.

Conclusion
So, ladies and gentlemen, we have come to the end of this detailed 737-800 cockpit
manual, in the chapters there will be additional information about the 737, and a complete
checklist for a maximum flight experience with this aircraft.
Congratulations, you now also have a good understanding of how pilots can monitor
various engine parameters and subsystems in flight.

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CHAPTER 7: Weight Limit + Informations

Information About 737-8

The 737 is a short- to medium-haul aircraft based on a fundamental element of
Boeing's philosophy: to give airlines added value through reliable, simple
products with low operating and maintenance costs.

The Next Generation models (600, 700/700ER, 800 and 900/900ER) of the Boeing
737 family make this twin-engine aircraft the most modern and technologically
advanced single-aisle aircraft on the market.

The entire 737 family (Next Generation and Classic) is the best-selling aircraft
family in the history of commercial aviation, with 6,828 aircraft ordered and 5,268
delivered, more than the entire range of Boeing's main competitor (update:
December 2006).

2006 was a record year, with the highest number of net orders (729 aircraft) in its
history, which began in 1967.

To view interactive 737 content click www.newairplane.com/737

General information
The 737 NG family consists of aircraft of four different sizes, with a capacity
ranging from 132 to 215 seats (single class configuration).

The 737-600 is the smallest of the family and can carry 110 to 132 passengers
(single class). The 737-700 can carry 126 to 149 passengers, while the 737-800
has a capacity of 162 to 189 passengers. The 737-900 is the longest of the 737
NGs: it has a capacity of 177 passengers in the two-class configuration and over
189 passengers in single class. The latest version launched, the 737-900ER, is the
same size as the 737-900, but will be able to carry 26 more passengers, thanks to

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the addition of a couple of exits and the new flat rear pressurisation bulkhead,
replacing the traditional 'dome' bulkhead.

The latest version launched, the 737-700ER, is the longest-range model in the
entire 737 Next Generation (NG) family. It can fly a maximum distance of 10,200
kilometres (almost 4,000 kilometres more than the current 737-700) and has the
same fuselage as the -700, but wings and landing gear of the larger 737-800.

More Bigger Wings, Greater range and speed

The 737-600, -700 / 700ER, -800 and -900 / 900ER models have a new wing that
increases efficiency and allows the installation of larger tanks, resulting in
increased flight range.

The wings have a wing chord, that is the "width" of the wing between the front
and rear edges, increased by 50 cm and an opening, ie the distance from one end
to the other, increased by five meters. This translates into a wing area increased
by 25%, up to 125 m2, and a fuel capacity that touches 26,136 liters, which is 30%
more than previous versions.

The range of the 737 NGs is approximately 6,000 km, which represents up to 38%
more than previous versions and allows you to fly non-stop from one coast to
another in the United States.

The wing's advanced aerodynamic profile allows it to economically maintain a

cruising speed of Mach 0.785 (over 850 km per hour), compared to Mach 0.745 of
the previous 737 models. The maximum permitted speed is Mach 0.82.

History
The first 737 NG to be launched was the -700, ordered in 63 units by Southwest
Airlines on 17 November 1993. The roll-out of the first aircraft took place on 2
December 1996; first flight on 9 February 1997; first delivery on 17 December
1997.

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The 737-800 was launched on 5 September 1994 during the Farnborough Air
Show, with purchase commitments from customers for more than 40 examples.
The roll-out of the first 737-800 took place on 30 June 1997; first flight on 31 July
1997; first delivery on 22 April 1998 to the German carrier Hapag-Lloyd. To date,
over 1200 aircraft have been ordered and some 820 delivered.

Scandinavian Airlines (SAS) became the launch customer for the 737-600 on
March 15, 1995, with an order for 35 aircraft and first delivery in the third quarter
of 1998.

On November 10, 1997 Alaska Airlines became the launch customer for the 737-
900 Next-Generation, with an order for 10 aeroplanes. Deliveries started in May
2001.
The 737-700 was certified by the FAA (Federal Aviation Administration) on 7
November 1997, while the JAA (Joint Aviation Authorities, then comprising the
aviation authorities of 27 European countries) recommended certification
validation to member states on 19 February 1998. The second model of the 737
Next-Generation family, the 737-800, obtained FAA certification on 13 March
1998 and JAA certification on 9 April 1998. The -600 received FAA certification on
August 14, 1998 and JAA certification on September 4, 1998. For the 737-900,
FAA certification arrived on 17 April 2001, followed two days later by JAA
certification.

Initially known as the 737-900X, the -900ER version was launched on 18 July 2005
with an order of 30 aircraft (plus 30 options) from Indonesian carrier Lion Air. The
latest addition to the family, the 737-700ER, was launched on January 31, 2006
with an order for two aircraft from the Japanese airline ANA.

Interiors
The interior fittings of the new 737s have been conceived in accordance with a
contemporary aesthetic taste and the carriers' need to be able to configure the
cabin with maximum flexibility.

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From Passengers View

The sense of spaciousness demanded by the airlines has been achieved with
ceiling panels similar to those fitted to the Boeing 777, and larger, softer-curved
overhead bins.
The seats are 'convertible', allowing operators to swap a row of five seats in
business class for a row of six in economy class in less than a minute.

Tecnology
Boeing involved the airlines in the development of the 737 NG. Their message
was very clear: advanced technologies that combine simplicity, reliability and low
costs, not technologies just for the sake of novelty. The airlines also expressed the
wish that the cockpit of the new aircraft should be compatible with that of the
previous generation.

Quieter, more efficient and powerful engines

The 737-600, -700/700ER, -800 and -900/900ER are powered by CFM56-7
engines produced by CFMI, a joint venture between the US company General
Electric and the French company Snecma. The engines' noise emissions are well
below not only the current "Stage 3" limits but also those foreseeable for the
future "Stage 4" regulation.

These new engines, certified by the FAA in 1996 for a thrust of about 12,000 kilos
(26,400 pounds), are characterised by low fuel consumption and reduced
maintenance costs. Compared to the CFM56-3C fitted to the 737-300, -400 and -
500, the CFM56-7 offers 10 per cent more thrust. To better exploit the increased
power, the new 737s have an enlarged vertical drift and horizontal stabilisers.

The 737 NGs have a maximum cruise altitude of 12,500 metres (41,000 feet),
compared to 11,280 on the 737-300, -400 and -500 models and 11,900 on the
Airbus A320.

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Weight & Speed limit

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Simbrief
Welcome to Simbrief, a
virtual flight planning
service designed for flight
simulation enthusiasts who
want to take their flights to
the next level!
Registered users gain
access to a web-based
dispatching system that can
generate in-depth flight
plan packages with
detailed fuel planning,
weather forecasts, current
NOTAMs, ETOPS calculations and more in seconds!

→General informations →Simbrief Home →Flight Plan

→SkyVector →Metar →Aip Italia

PAGE 1 Aeroporto AVG wind AVG isa Cost

alternato Index
PAGE 2 Rotta
PAGE 3 Weight-pax Payload-zfw- Fuel Law
cargo tow
PAGE 4 Vento in Temperatura in Frequenze
crociera crociera
PAGE 9 Metar

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Cost Index

Average Cruising
dddddddddd Wind

Plan Fuel
Fuel Reserve

Block Fuel

Page 3 - Passenger
Payload

Zero Fuel Weight

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T/C oat

ISA Dev

Page 9 - Metar

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FMC-FMS-CDU
The Flight Management System (FMS)
is basically a flight management system
that is installed on modern aircraft to
optimise fuel consumption and flight
parameters, to constantly report
information on navigation and aircraft
movements, but above all to reduce the
workload of pilots who, thanks to this
system, can dispense with low-routine
tasks and concentrate on practical flight
management.

The Flight Management Computer (FMC) is the main command system for a modern airliner.
It allows you to set up and control the navigation and performance of the aircraft, bringing
together from all the subsystems of the aircraft the information necessary for the pilots.

Inside the cockpit, the Flight Management Computer is usually located between the seats of the two
pilots, after the throttles, positioned under the main panel. The Flight Management Computer part is
directly accessible by the pilots, the CDU (Control Display Unit) consists of two small keyboards with
letters and numbers and two screens, one for each pilot.

The CDU (or MCDU-Multifunction Control Display Unit on Airbus) consists of a display, 6
LSK (line selection keys) to the right and left of the display and an alphanumeric keyboard,
through which data can be entered or modified at will within the FMS.

First introduced on the 200 series in February 1979 as the Performance Data Computer System
(PDCS), the Flight Management Computer (FMC) was a huge technological breakthrough. Smiths
Industries (formerly Lear Seigler) supplied all the FMCs installed on the 737.
The true FMC was introduced with the 737-300 in 1984, this retained the performance database
and functions, but also added a navigation database that interacts with the autopilot and flight
director, self-handling and IRS. The integrated system is known as the Flight Management System
(FMS) of which the FMC is only one component. Most aircraft have only one FMC, but there is an
option to have two which is usually only carried by operators in MNPS airspace, e.g. in oceanic
areas. The FMS can be defined as being able to navigate in four dimensional areas (latitude,
longitude, altitude and time) optimising performance to achieve the most economical flight
possible.

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FMC-Flight Preparation Pages

To begin with, the first page we are going to view will be
the identify page, which as the name suggests we will go
to view the main information of the aircraft, in particular
the model, the maximum thrust rating of the engine (26
thousand pounds), the installed airack cycle, the validity
of the airack that in this case is from 18 June until 15
July 2020. Finally, we have op-program that indicates
the software installed in the FMC and (U10.8A) which
indicates the software update number.
Before continuing with the next pages, I must first notify
you that mandatory data (with squares) and optional data
(dashed) are required in the FMC in order to make the
flight plan as precise as possible.

Next below we have 2 ticks, Index and pos-init. The 1st

will take you to a menu with the main pages of the fmc
listed and the 2nd will take you to the location page.

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Initialization Reference Index Page

If we continue, we will have this menu page which will
show the pages required for the start-up on the left-hand
side and the navigation pages on the right-hand side.

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Position Initialization Page

As you can guess, the aircraft now wants to know what
airport we are in, so for convenience we will enter a flight
that takes us from KSFO to KLAX. Since we have
already displayed the ident page, let's move on to this
page, You will notice that the ScratchPad requires the
position to complete the alignment, this can be done using
the next page button. You will then need to copy and paste
the position of the left or right GPS and paste it in place
of those squares, all by simply pressing the corresponding
button. for a more precise alignment, you can enter the
icao of the corresponding airport and the gate where the
plane is located. If you continue, you will see GMT,
which stands for Greenwich Mean Time and therefore
indicates the hour, the month and the day.

➔ The result should therefore be similar:

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Route Page
Continuing on we have this CDU page that as the name
suggests we will be able to add fundamental information
for the flight route. To begin with we have to enter the
icao of the departure and destination airport, and then
we can enter the callsign of the aircraft, that is the call
sign that will be displayed by the controller. On the right
we have the company route, which basically allows you
to load a flight plan that you have loaded or previously
saved, and finally below we have a space called runway,
where we can already enter the runway from which we
will take off. However, this information can be entered at
a later date. For now, let's move on to page 2/2 where we
can enter the various waypoints on the right and the
airways on the left. Of course you can also enter a SID
(standard instrumental departure) to follow a standard exit
route from the airport. in case of a hypothetical flight from
a local airport or vor to vor you can simply enter a direct
route point.

➔ These will be our airways and waypoints:

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Performance Initialization Page

If you continue, you will see the aircraft's performance
page, where you will be asked to provide various
mandatory data. Starting from the left we have:
Gross weight: corresponds to the weight of the aircraft
plus fuel, this weight will decrease during the flight due
to fuel and oil consumption. The gross weight of an
aircraft can also vary during a flight due to a drop in
payload or in-flight refueling.
Plan Fuel: is a figure that corresponds to the fuel that
will be present in the tanks but has not yet been reached,
this figure will be used temporarily to calculate the GW
of the aircraft.
Zero Fuel Weight: equals the gross weight of the
aircraft by subtracting the total weight from the fuel.
Reserve: corresponds to the extra amount of fuel needed
to reach the destination or an alternate airport, it is
composed of (alternate fuel + end of Reserve of 45
minutes).
Cost Index: is a value used in the Flight Management
System (FMS) to optimise the speed of the aircraft so as
to consume as little time and fuel as possible. It provides
the ratio between the unit cost of time and the unit cost
of fuel, therefore the lower this value is, the more fuel
will be saved.
Conversely, if this value were high, more time would be saved to fly the planned route.
Trip / Cruise Altitude: the first data item corresponds to the maximum flight level allowed
with the current weight and weather, while the desired cruise flight level should be entered
in the squares.
Cruise wind: is an optional data item where you have to enter the direction and speed of
the average cruise wind.
ISA Deviation: this data indicates the difference between the theoretical temperature
calculated using a formula and the actual temperature at the cruise altitude indicated on the
FMC.
Top Of Climb Outside Air Temperature: this is the theoretical cruising temperature,
calculated using the standard vertical temperature gradient as a reference, which would be
about 2 degrees per 1000 feet (1.98 for the finicky ones). At FL00 the standard temperature
is +15 degrees.

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Transition Altitude: this is a transition altitude at which each airport prevails a fixed
value, and when exceeded by climbing in altitude, the barometric altimeter must be set
from local to standard. This is so that ATC can identify all aircraft with respect to the
same standard isobaric surface, and it also switches from feet to flight level. Same
procedure in reverse when overpassing by descending in altitude.

N1 Limit
Moving on, we have this page, which deals with a
maximum engine power limit. Let's start with the first
figure at the top right:
Sel OAT: generally also called the flex temperature, this
is defined as (Assumed temperature thrust reduction) and
consists of reducing the wear of the engines in transport
aircraft by performing take-off without using all the
available thrust. By entering a value that is calculated
with external software, you are 'tricking' the engines into
thinking that there really was that temperature. This is
because the air temperature, the warmer the air, the less
dense it is.
On the right hand side we have the maximum n1 value
that the engines will reach in toga mode, or that the pilot
should follow with the automatics off.
Finally further down we have the option to decrease the
maximum N1 at will for left take off, and for right climb,
and above each, the engine rating that would be achieved
once selected is mentioned.

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Takeoff Reference Page

Going forward we will have this page, which will inform
the system with which the aircraft will be configured for
takeoff.
To begin with, we have squares with flaps written on
them. In this space, we will enter the flaps setting that we
would like to use at takeoff, so that the system can
calculate the takeoff speed. Immediately below, we again
have a maximum N1 percentage that will be used for
engine 1 and engine 2. Also below, we have the Center of
Gravity (CG), and this value is the point on which the
aircraft balances. In addition, the CG affects the stability
of the aircraft, and to ensure the safe flight of the aircraft,
the centre of gravity must be within the specified limits
set by the aircraft manufacturer. To conclude the left side,
the Runway space informs us of the previously selected
runway. On the right hand side we have this QRH (Quick
reference handbook) which calculates the V1-Vr-V2
speeds based on the set weight and flaps data, so pressing
QRH off will require manual calculation. Finally we have
again the gross weight and takeoff weight shown below
the takeoff speeds.

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Departure & Arrival Page

Then continuing in the fmc we will get this page, or the
one already set in the departure airport, where we can
choose the sid on the left and the runway on the right.
You will notice that there are 2 Arrival entries on the
right, this is because it is not possible to set the sid at the
destination airport. On the contrary, in the departure
airport you can follow both a standard departure and
arrival procedure.
A Standard Instrument Departure is defined as a procedure
used by aircraft in the post take-off phase based on radio
guidance that ensures vertical and horizontal separation from
obstacles and terrain surrounding it even in low visibility
conditions.
Conversely, a Standard Instrument Arrival is a specified
instrument arrival route linked to a significant point.
So once you have selected departure from KSFO, we
will select our SID on the left and the runway on the
right. You will notice that in international airports you
will also be offered one of the many transitions present
in that specific airspace. *
Transition: These are transition routes * that connect
the end of the SID with an entry point in the airway, so
for each SID we can have different transitions. Exactly
the same with Stars at the arrival airport, which, instead
of sid will be star.
I want to add an extra piece of information that probably
not everyone knows. If you notice that your sid, star,
transition and aerovias are different to those stated by
maps or automated software that creates VFR and ifr
flight plans are different, it is very likely that you will
need to update the airacks….

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Actual Route Legs Page

To conclude the most important pages of the FMC, we
have this screen, where we could display different
information about the waypoints. *
Starting from the left, we can see all the waypoints
entered in the Route page, its heading, and the distance
in miles from each of them. Below the distance from the
waypoint we have speeds and altitudes, these are the
restrictions that the Vnav will face at the appropriate
time in the flight. In this case the speed from the Wesla
point onwards will be below 230K, same for the altitude
restriction, which will have to be greater than 2000FT.
Continuing we have this RTA data entry where the
waypoints will be displayed again on the left, with the
difference that we could enter the cruising winds from
the first point after the top of climb on the right.
In addition, when you put the ND in PLAN mode from
Efis the route data item will be replaced by a steps item,
which by pressing it several times you can check all
route points and fix any discontinuity in the flight plan.
Continuing we have this page, where there are these 2
indicators RNP and ANP, for more information, you will
find everything in chapter 4.
Finally on this page you can also enter direct to a
waypoint, this is to save time and fuel or by order from ATC. Simply copy an interested
waypoint and paste it at the top, instead of the purple one highlighting the active one you
are heading to. The same procedure can be done to shorten the route being flown in the
future or for a discontinuity which consists of an empty route space caused perhaps by a
wrong waypoint being entered or an aeroute with no destination, thus creating a vector.
You will notice a discontinuity when you find the word THEN with 5 squares and
underneath the word ROUTE DISCONTINUITY.

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Fix Route Page

Further down the pages we find this one, which
creates waypoints relative to the route. Its particular
use can be for pilot reminder purposes, as it will
prompt for a waypoint, VOR or NDB in the fix space.
Below that it will prompt for the radial to it and the
distance in miles. These can be combined, and if
entered on the previously seen page (Legs) a custom
waypoint can be created.
further to the right, once the desired waypoint has
been entered, some information will be displayed.
Here are some examples of Custom Waypoint:
SUSEY 225(radiale)/4(miglia)
-- new point compared to susey --
QUENN220/KAPIL300
-new point intersected between quenn and kapil radial-
SRN-42
-- new point at 42 miles before srn --

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 737-800 manual

Holding Page
Surely you have already passed the top of descent, had
your descent profile set too low, or had to perform a
hold loop after a go-around or other procedures... that
is why there is this holding page, which will allow the
aircraft to calculate a hold loop at the desired point. All
you have to do is select the next hold item, copy a
waypoint and paste it into the squares. After that we will
press execute to confirm the action, and, you will notice
that a 2D cylinder will appear at the inserted point. In
addition, there is important information such as: the
restriction altitude, speed, time taken and distance. +
To delete the holding and continue the flight, simply
return to the corresponding holding page and click on
EXIT. An alternative way can be the method seen
before in the Legs page, i.e. ++ replacing the custom
waypoint that created the fmc with the next one.
A very interesting thing is that when creating a new
holding, you can press PPOS to create and start a
holding at the exact point you are at.

➔ This should look like this:

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 737-800 manual

Progress Page
At this point, we will find this page; the purpose of this
page is to give information to the pilots about the
destination time and the expected amount of fuel at a
given waypoint. Starting right from the left, we will find
all the names of the various waypoints up to the icao of
the destination airport (in this case Los Angeles -
KLAX). Moving downwards we can see the estimated
time in Zulu, the distance in miles, the wind direction in
degrees and the wind intensity/speed that will be present
once we reach the top of descend. Towards the centre
we will find other indications for each waypoint, namely
the DTG (data-time-group), this identifies in NATO
(zulu time) the date of sending a message or the
occurrence of an event. And finally, on the right we
have the time of arrival at the given point, and the
remaining fuel.
Continuing under Navigation Status, we have a couple
of pieces of information relating to left/right vor, the
same for GPS, IRS and DME. Basically it takes all the
indicated data that the FMC uses to calculate the
position. This would be how much our position differs
from that calculated by the fmc, Hence the RNP figure.
I will not go into this page now as it is not necessary,
also in zibo it is not simulated perfectly.
Note: the page can only be viewed in flight.

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 737-800 manual

Climb Page
At this point, we will be able to see the last pages of the
FMC, in fact the next pages we will see are related to the
Vnav mode of the autopilot. Starting as usual from the
top left, we will find a flight level, where we will find
the cruise altitude that the Vnav will reach and maintain.
Further down is the speed the aircraft will maintain
above 10,000 feet, due to the restriction just below that,
created to reduce noise pollution. Continuing on we
have 2 items:
Max Rate: when activated will use Vy, meaning it will
take you to a particular altitude in the shortest time
possible.
Max Angle: when activated it will use Vx, i.e. take you
to a particular altitude in the shortest available space.
Continuing to the right we will have the next waypoint
indicated to reach, below, the time of arrival at that
waypoint and its distance. Further below we will find the
previously mentioned fmc calculation error and finally
the N1 selected during the ascent (N1 limit page).
To conclude this page we are left with 2 items:
Engine Out: this is a setting that calculates an altitude
and speed for only one engine, so if we should lose one,
we click the item, choose which engine we lost and the
aircraft will automatically set enough thrust for the
climb.
Required Time of Arrival: This is another setting that allows the aeroplane to calculate the
speed to arrive at a point at a specific hour or minute. This is used if the aircraft, for obvious
reasons, is behind schedule.

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 737-800 manual

Cruise Page
At this point, we will find the cruise page. We can still
find the cruise altitude on the left, and the maximum
flight level of the aircraft in current and standard
conditions on the right. Going down, we have the
target cruise speed in IAS/MACH that the Vnav will
follow, it can be changed there, or by using the speed
intervention button in the MCP, and you will
immediately notice a notice next to it that will alert
you of this change.
Underneath, again the N1 set and finally the amount of
fuel expected when you reach your destination.
In this case 2800 kg of fuel expected in Los Angeles.
To the right we have the miles at the top of descend
and just below that the current wind direction and
strength.
Finally we find 4 selectable options:
Economic: Sets the speed to consume the least amount
of fuel but take the longest time;
Long Range Cruise: Sets a speed that will get you to a
distant point as quickly as possible;
Engine out: Already seen setting, which brings the
aircraft to optimal speed and altitude with only one
engine available.
Required Time of Arrival: Already seen setting, where it induces a speed to arrive at a
point at a certain hour or minute.

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 737-800 manual

Descent Page
So here we are on the drop-down page. Here we find a
couple of settings for the Vnav:
End of Descent Altitude: As we know, we have a start
of descent (T/D) as well as an end of descent (E/D). It
therefore tells us the exact point where the descent will
end. This space will remain empty if we do not have a
complete route or a selected track;
Target speed: is a value indicating the speed in
IAS/MACH during the descent, controlled by the A/T
system. It can be changed manually, or automatically
due to restrictions, below. Speed Restriction: As just
mentioned, this is a space in which it will be available
to enter a speed and altitude restriction (in this case the
aircraft will maintain 240 knots below 10000 feet).
Vertical Deviation: Allows a flight crew to cross-
check with the VBI in addition to obtaining an accurate
measurement in feet above or below the targeted
vertical bearing. The VERT DEV will display HI or
LO preceded by a number indicating the feet the
aircraft is above or below the targeted glide slope. this
value shows the aircraft's vertical deviation from the
flight management computer's determined glide path
(vertical bearing) within + - 400 feet. It works in a
similar way to the scale of the instrument landing
system (ILS), called VDS (white line-pink circle in the
ND).
To the right we have the next point restriction (IRNMN) of speed and altitude. Further
down we find yet another information about the time of arrival and the distance to a point
in the flight plan.
Continuing down, instead of the restriction of the next point, we only have the name of the
next waypoint and its altitude.
FPA: (Flight path angle) Indicates the descent angle in degrees that the Vnav is adopting;
V/B: (Vertical Bearing) Indicates the angle of descent (that the aircraft should fly) between
the current position and the waypoint of the restriction;
V/S: (Vertical Speed) value converted to a vertical speed (RoD) required to reach the
waypoint;

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 737-800 manual

Economic: Sets the speed to consume as little fuel as possible but take longer;
SPEED: Setting to change the mode of Vnav-controlled speed management from Vnav-
path to Vnav-speed:
VNAV SPD - The aircraft will descend at the programmed FMC descent speed with the
thrust levers closed and ignore the vertical profile.
VNAV PTH - The aircraft will descend at approximately the FMC programmed speed
and maintain a vertical profile. To achieve this, the thrust levers could be advanced to
increase thrust to reduce VS if the aircraft will be low on the descent profile. Similarly, if
the aircraft is unable to reach its descent profile (usually due to tailwind), then the VS
will be increased and the speed can be expected to increase beyond that programmed in
the FMC. In this case, the FMC will warn the Drag Required when the speed exceeds the
FMC speed by 10 knots so that the speed can be managed with the descent.
Required Time of Arrival: Already seen setting,
where it induces a speed to arrive at a point at a
given hour or minute;
FORECAST: This option leads to a page which
helps (via optional information) with the
calculation of the Vnav path.
TRANSITION ALTITUDE; (altitude in FT)
TERMAL ANTI-ICE; (on=on anti-ice, off=off anti-
ice. What it will do is to increase N1 by about 3%
to have a "perfect" descent)
CABIN RATE; (aircraft pressurisation rate)
ISA DEVIATION/QNH;
WPT ALT- -WIND DIRECTION/INTENSITY

Offset Page
Questa pagina, accessibile dalla pagina route o init-ref/offset permette di eseguire una
variazione/dirottamento dal piano di volo. Ciò che fa è spostare da-a la rotta verso
sinistra/destra di tot miglia, Questo a causa di molti fattori. Esempio: L2.5 (mn)

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 737-800 manual

Approach Page
Ladys and gentlemen, here we are at the end, the
last but not the last page. Here you will find the
page where you can program the approach, and
view other information:
Gross weight: corresponds to the weight of the
aircraft plus fuel, this weight will decrease during
the flight due to fuel and oil consumption.
Further down you will find information on the
destination airport and the runway chosen for
landing, together with the value that determines its
length in feet or metres. Proceeding instead we
will find the abbreviation ILS-Course where it will
indicate the information necessary to make the
aircraft follow the vertical descent path
(frequency) and the horizontal one (Course), it
also provides the level of precision of the radio
waves emitted:
CAT I-II-III(A-B-C)
G/S: This acronym is only present in the
simulator, and mainly only has the function of
deactivating the glideslope of the selected ILS.
On the right we have 2 files:
Flaps: These are selectable flaps settings for
landing, thus allowing the FMS to calculate the
VREF
Vref: Equals the landing speed conditioned by the flaps current weight and optional
information added in the FORECAST page.
Wind Correctioin: Can be used by a flight crew to modify the Vref + speed (speed
additive) used by the glider during final approach. This is to account for wind gusts and
headwinds greater than 5 knots. When the auto-jet is engaged, the speed additive is
automatically added to Vref. This provides a safety buffer to ensure the auto-jet does not
command a speed equal to or less than Vref.

CHAPTER 8: Checklist b738

110
 BOEING 737-800 NORMAL CHECKLIST

FOLLOW ME ON YOUTUBE By AndreaXXX

 SAFETY INSPECTION PROCEDURE PREFLIGHT PROCEDURE
SURFACES & CHOCKS CHECKED FLT CONTROL SWITCH ON & GUARD

MAINTENANCE STATUS CHECKED YAW DAMPER ON

BATTERY SWITCH ON & GUARD NAV & INSTR TRANS SWITCHES NORMAL
LOAD &
STANDBY POWER SWITCH AUTO & GUARD FUEL
PUMPS ON
ELECTRIC HDY PUMP OFF FASTEN BELTS AUTO

LANDING GEAR LEVER DOWN-6 GREEN WINDOW HEAT TEST & ON

OXYGEN TESTED – 100% PROBE HEAT SWITCH AS REQ

ENGINE / WING ANTI-ICE TEST & OFF

PRELIMINARY PREFLIGHT PROCEDURE
ENG / ELECTRIC HDY PUMP ON
GROUND POWER ON
WIPERS AS REQ
BAT > 25 /GRD
DC / AC VOLTS METER
PWR > 105 V
TRIM AIR ON
CAB/UTIL POWER ON
CONT TEMPERATURE SEL AUTO
IFE/PASS SEAT ON
L & R RECIRCULATION FANS AUTO
MAIN THROTTLE T/O TEST - IDLE
PACK / ISOLATION VALVE AUTO
FLAPS LEVER UP - 0
APU BLEED ON
SPOILER LEVER DOWN
ENGINE BLEED OFF
ENGINE START LEVERS CUTOFF
PRESSURIZATION MODE SEL AUTO
PARKING BRAKE SET
CRZ & LAND PRESS ALTITUDES SET
RUDDER/AILERON TRIMS FREE & ZERO
SET AND COMPLETE THE FMC
EXTERNAL LIGHT STEADY & LOGO

INTERNAL LIGHT AS REQ EFIS PANEL SET

IRS MODE SELECTOR L & R NAV GPWS SYSTEM TEST

PASSENGER OXYGER SWITCH NORM /GUARD TCAS SYSTEM TEST

FLIGHT DATA RECORDER TEST & GUARD MODE CONTROL PANEL SET
START ( PRESS
OVERSPEED/STALL WARNING TEST APU
3 SEC)
EMERGENCY EXIT LIGHTS ARM & GUARD APU GENERATOR L & R ON

OVERHEAT/ ENG & CARGO FIRE TEST

TRANSPONDER SET & ALT OFF

 BEFORE START PROCEDURE BEFORE TAXI PROCEDURE
ANTI–COLLISION LIGHT ON FLIGHT CONTROLS CHECKED

RECALL CHECKED TAXI LIGHT ON

FLIGHT DECK WINDOWS / DOOR CLOSED AUTO BRAKE RTO

IAS / MACH SELECTOR V2 + 15 VNAV & LVAN SET

FUEL FLOW SWITCH RESET MASTER CAUTION VERIFY

PACK SWITCH OFF LE ADGE DEVICE SYSTEM TEST

AC VOLTIMETER SWITCH APU GEN >110V FLAPS T/O SET

PNEUMATIC AIR ABOVE 30 PSI

BEFORE TAKEOFF PROCEDURE
START-UP PROCEDURE AUTO THROTTLE ARM

MASTER CAUTION SYSTEM CHECKED STROBO &

POSITION LIGHT
STEDY
SERVICE INTERPHONE ON LANDING & RUNWAY LIGHT ON

ENGINE IGNITION L OR R FUEL QUANTITY CHECK

ENGINE 2 START SWITCHES GRD STAB TRIM UNITS SET

ENG 2 FUEL LEVER IDLE 25% N2 TRANSPONDER TA-RA

ENGINE 1 START SWITCHES GRD WHEN LINE-UP ON RUNWAY, ADVANCE THE THRUST
AT 40% OF POWER, WATCH THE PARAMETERS AND
ENG 1 FUEL LEVER IDLE 25% N2 THRUST LEVERS…….TO-GA

ENGINE GENERATORS 1 & 2 ON

APU / APU BLEED SWITCH OFF

TAKEOFF & CLIMB PROCEDURE
V1 / VR / V2 / VMCA PROCEDURE
L & R PACKS AUTO
GEAR UP &
POSITIVE CLIMB
ENGINE START SWITCHES CONTINOUS OFF
AUTO BRAKE OFF
ENGINE BLEED ON
RUNWAY & TAXI LIGHT OFF
PROBE HEAT ON
LANDING LIGHT > 10’000
WING ANTI–ICE AS REQ
CLEAR, HAND AUTO PILOT AS REQ
GROUND EQUIPMENT
SIGNAL
FLAPS (PROCEDURE) RETRACT

ANTI-ICE < 10° AS REQ

ALTIMETER SETTING MSL / STD

 CRUISE PROCEDURE TAXI PROCEDURE
PRESSURIZATION INDICATOR CHECKED AUTO BRAKE OFF

ENGINE STARTER SWITCH AUTO SPEED BRAKES DOWN

CTR FUEL PUMPS(WHEN EMPTY) OFF FLAPS RETRACT

CHECK FUEL
FMC PROGRESS PAGE LANDING WING & RWY LIGHT OFF
CONSUMPTION
VHF FREQUENCY SET PROBE HEAT OFF

APPROACH PAGE (FMC) SET APU (IF REQUIRED) START

POSITION LIGHTS STEADY

DESCEND PROCEDURE
WEATHER RADAR OFF
ENGINE START SWITCHES CONTINOUS
FLIGHT DIRECTOR OFF
FASTEN BELTS ON
TAXI & LOGO LIGHT ON
LANDING LIGHT ON < 10'000 FT
ENGINE START AUTO
STAR (FMC) SET
TRANSPONDER STANDBY
MASTER CAUTION VERIFY

ILS COURSE / FREQ SET SHUTDOWN PROCEDURE

PARKING BRAKE SET
APPROACH PROCEDURE
APU BLEED & GENERATOR ON
ATIS CHECKED
FASTEN BELTS OFF
SET QNH /
ALTIMETER SETTING
MINIMUNS ENGINE START LEVERS CUTOFF
AUTO BRAKE AS REQ
EXTERIOR LIGHTS OFF
RUNWAY E WING LIGHT ON
FUEL PUMPS OFF
FLAPS SET
WINDOW HEATERS OFF
SPEEDBRAKES ARMED
ANTI-ICE OFF
ILS LAND
ELEC HYDRAULIC PUMPS OFF
NAV FREQUENCY 1 & 2 SET
TRIM AIR OFF
L & R COURSE SET
RECIRCULATION FAN OFF
WHEN {LOCALISER} ESTABLISHED SET VOR-LOC
L & R PACKS OFF
WHEN {GLIDE} ESTAB’D SET APP
YAW DAMPER OFF
WHEN [SINGLE CH] ON PFD SET CMD B
 SECURE PROCEDURE
CAB/UTIL POWER OFF

IFE/PASS SEAT POWER OFF

IRS MODE SELECTOR OFF

EMERGENCY EXIT OFF By AndreaXXX

APU & APU BLEED OFF

STANDBY POWER OFF

BATTERY OFF

PHONETIC ALPHABET
ALPHA HOTEL OSCAR VICTOR
BRAVO INDIA PAPA WHISKEY
CHARLIE JULIET QUEBEC X-RAY
DELTA KILO ROMEO YANKEE
ECHO LIMA SIERRA ZULU
FOXTROT MIKE TANGO
GOLF NOVEMBER UNIFORM

NOTES
 EMERGENCY CHECKLIST
ENGINE FIRE PROCEDURE DEPRESSURIZATION / RAPID
DECOMPRESSION
CONFIRM THE FAILURE OR IDENTIFY CHECK
OXYGEN MASK WEAR
A/T SWITCH OFF
PASSENGER OXYGEN ON
THRUST LEVER IDLE
PRESSURIZATION MODE SELEC MANUAL
ENGINE START LEVER CUTOFF
OUTLFLOW VALVE HOLD CLOSE
PULL & ROTATE
ENGIRE FIRE SWITCH
FOR 1 SECOND ALTITUDE HORN CUTOUT PRESS
NOTE: If after 30 second the ROTATE TO
engine fire warning light THE OTHER FASTEN BELTS ON

stay illuminated SIDE

ESTABLISH CREW COMMUNICATION RADIO CHECK
START ( PRESS
APU
3 SEC) START A EMERGENCY DESCENT < 10'000 FT
APU BLEED & GENERATOR ON
ENGINE START SWITCHES CONTINOUS
RUDDER AS REQ ( 5°)
TRANSPONDER TA ONLY - 7700
FASTEN BELTS ON
DECLARE AN EMERGENCY
FLIGHT CREW ALERT

ENGINE ANTI-ICE OFF CARGO FIRE PROCEDURE

TRANSPONDER TA ONLY - 7700 CONFIRM THE FAILURE OR IDENTIFY CHECK

DECLARE AN EMERGENCY CARGO FIRE SWITCH ARM

CARGO FIRE DISCHARGE SWITCH PRESS

APU FIRE PROCEDURE NOTE: THE DISCHARGED LIGHT MAY NEED UP TO
CONFIRM THE FAILURE OR IDENTIFY CHECK
30 SECONDS TO ILLUMINATE.
RECIRCLE FAN SWITCH OFF
APU FIRE SWITCH PULL
L & R PACK HIGHT
NOTE: If the warning light HOLD FOR 1
stay illuminated SECOND CAB/UTIL POWER OFF
APU SWITCH OFF PLAN TO LAND AT THE NEAREST SUITABLE
AIRPORT
APU BLEED OFF IF ON THE GROUND, INFORM GROUND
IF YOU ARE ON THE GROUND, REQUEST THE PERSONNEL NOT TO OPEN ANY CARGO DOOR
ASU, TO RECEIVE ENOUGH PNEUMATIC AIR TO UNTIL ALL PASSENGERS AND CREW HAVE EXITED
START AN ENGINE THE PLANE AND FIRE FIGHTING EQUIPMENT IS
NEARBY
 ELECTRICAL DRIVE FAILURE PROCEDURE EEC ALTERNATE MODE PROCEDURE
CONFIRM THE FAILURE OR IDENTIFY CHECK CONFIRM THE FAILURE OR IDENTIFY CHECK

AC SWITCH SELECTOR GEN AFFECTED AUTO THROTTLE OFF

NOTE: CHECK THE ALTERNATING CURRENT BOTH RETIRED
PRODUCED AND CONSUMED. IF THE VALUE IS THRUST LEVERS TO
AROUND ZERO, THERE IS A FAULT. MID-POSITION

GENERATOR DRIVE SWITCH DISCONNECT EEC MODE SWITCHES ALTERNATE

START ( PRESS AUTO THROTTLE (IF REQ) ENGAGE

APU
3 SEC)
APU GENERATOR SWITCH
ON
AFFECTED SIDE FLAP FAILURE-ASIMMETRY PROCEDURE
IF APU ISN’T AVAILABLE, LAND AT THE NEAREST
CONFIRM THE FAILURE OR IDENTIFY CHECK
SUITABLE AIRPORT
ALTERNATIVE FLAPS SWITCHES ARM

ENGINE FAILURE AFTER V1 PROCEDURE

FLAPS LEVER SWITCH UP OR DOWN
CONTINUE THE TAKEOFF, AND CLIMB ABOVE
2500 FT
PLAN TO LAND AT THE NEAREST SUITABLE
CONFIRM THE FAILURE OR IDENTIFY CHECK AIRPORT

AUTO THROTTLE OFF

GEAR FAILURE PROCEDURE
THRUST LEVER AFFECTED IDLE
CONFIRM THE FAILURE OR IDENTIFY CHECK
ENGINE OUT PAGE (ON FMC) SET N1 MAX
SPEED BELOW 270 K
NOTE: DO AN ENGINE SHUTDOWN ONLY WHEN
FLIGHT CONDITIONS ALLOW MANUAL LANDING GEAR COVER OPEN
ENGINE START LEVERS CUTOFF
MANUAL LANDING GEAR HANDLE PULL
PACK SWITCH (AFFECTED SIDE) OFF DOWN (6
LANDING GEAR
START ( PRESS GREEN LIGHT)
APU
3 SEC) PLAN TO LAND AT THE NEAREST SUITABLE
APU GENERATOR AIRPORT
ON
SWITCH (AFFECTED SIDE)

ISOLATION VALVE AUTO EVACUATION PROCEDURE

PARKING BRAKE SET
TRANSPONDER TA-ONLY
SPEEDBRAKE LEVER DOWN
PLAN TO LAND AT THE NEAREST SUITABLE
AIRPORT FLAP LEVER RETRACT

ENGINE START LEVERS CUTOFF

CREW OF FLIGHT ALERT