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737
Flight Manual
CONDITION / LOCATION CALLOUT
Takeoff Power Set PF: “CHECK POWER”
PM: “POWER SET ____%
100 Knots PM: “100 KNOTS”
V1 PM: “V1” (Call approximately 5 knots prior to
V1)
VR PM: “ROTATE
Takeoff
Positive Rate Of Climb PF or PM: “POSITIVE RATE”
PF: “GEAR UP”
Passing Transition Altitude PM: “____FEET ____SET”
Climb And
Descent
1000 Feet Above or Below
Assigned Altitude
PM: State actual altitude for assigned
altitude, i.e., “SIX THOUSAND FOR
SEVEN THOUSAND.”
1000 Ft ATDZ PM: “1000”
500 Ft ATDZ PM: “500”
400 Ft ATDZ PM: “400”
300 Ft ATDZ PM: “300”
200 Ft ATDZ PM: “200”
Approach
100 Ft ATDZ PM: “100”
100 Ft Prior To Minimums PM: “APPROACHING MINIMUMS”
IMC Reaching Minimums PM: “MINIMUMS”
(Except
Monitored) Approach Lights or Runway
In Sight
PM: “APPROACH LIGHTS IN SIGHT”
“RUNWAY IN SIGHT”
100 Ft Prior To Minimums Captain: “APPROACHING MINIMUMS, I’M
Monitored GOING HEADS UP”
Approach Landing
OR
Go-Around
Captain: “I HAVE THE AIRCRAFT”
OR
F/O: “MINIMUMS, GOING AROUND”
100 Feet PM: “100” * *
50 Feet PM: “50” * *
30 Feet PM: “30” * *
20 Feet PM: “20” * *
All IMC
Approaches
Visual
Approaches At
Captain’s
Discretion
10 Feet PM: “10” * *
* * Not Called if Announced By EGPWS
Autoland
Approaches
500 Feet ATDZ PM: “500”
PF: “FLARE ARMED”
Missed
Approach
(Go-Arounds
Or Rejected
Landings)
Missed Approach Point
DA(H), MAP
PF: “GOING AROUND”
PF: “FLAPS 15”
PF: “CHECK POWER”
PF or PM: “POSITIVE RATE”
PF: “GEAR UP”
PF: “CHECKED MISSED APPROACH
ALTITUDE”
Non-Precision MAP PM: “MISSED APPROACH POINT”
80 Knots PM: “80 KNOTS”
Landing Roll Transition To Manual
Braking
PF/PM: “MANUAL BRAKES”
737
Flight Manual Continental
Sec. 3 Page 5
Rev. 11/15/02 #41
FMS / MCP FLIGHT
GENERAL
The Autopilot Flight Director System (AFDS) and Flight Management
Computer (FMC) systems are designed to provide increased flight precision and
reduced pilot / crew workload. Pilots must be well versed in flying the B737
using all levels of automation from raw data hand flying through auto flight
guidance using the full LNAV and VNAV capabilities of the FMC. When an
automated function improves precision or reduces workload, its use may be
desirable. However, if an automated function does not complement a given
situation, good judgment supports use of a more basic mode. FMC LNAV and
VNAV automated flight guidance functions are tools to be used by the pilot
when and if they are appropriate. Continental expects B737 pilots to match the
level of automation used with the flight dynamics of the situation. The pilot’s
assessment of the situation, and his judgment, determine that level.
Below 10,000 feet MSL, due to the increased need to clear for visual traffic, it is
highly desirable to use the mode control panel functions in order to limit headsdown
time. Maximum emphasis should be placed on programming the FMC
with all known departure and climb information while on the ground, and all
known descent and landing information prior to descending below 10,000 feet
MSL. While one pilot programs, the other pilot assumes total responsibility for
clearing whenever the aircraft is in motion.
Closely monitor altitude during all altitude changes to ensure that the flight
guidance system acquires and/or commands levels off at the correct altitude.
Use standard callouts, crew coordination, and crosscheck MCP settings with
flight instruments to detect any uncommanded changes.
Sec. 3 Page 6
Rev. 11/15/02 #41 Continental
737
Flight Manual
PHILOSOPHY OF AUTOMATION
Continental’s goal for automation is to increase safety, efficiency, and improve
situational awareness, while reducing pilot workload. Pilots must be proficient
in all capabilities of their aircraft, including the automated systems, and must
use their judgment as to how and when those systems are employed.
LEVELS OF AUTOMATION
I Hand Flown Raw Data
II Hand Flown Flight Guidance
　
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