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by ground personnel. This will be accomplished by:
· BCD De-select external power, if connected. (This will depower
the Transfer busses.)
· Select the ground service bus at the Flight Attendant station.
· Turn off the Battery Switch.
At the request of Maintenance or station personnel, the APU may be left
running and/or the electrical system fully powered.
737
Flight Manual Continental
Sec. 3 Page 291
Rev. 11/15/02 #41
OVERNIGHT PARKING AT NON-MAINTENANCE STATION
Procedures for overnighting an aircraft at a non-maintenance station are as
follows:
· When the flight crew is aware that a non-maintenance station will be used
to overnight the aircraft, the last maintenance station that is passed through
should be notified of any condition or fault that may affect the following
morning’s departure.
· Upon termination of a flight at a non-maintenance station, the flight crew
must contact Maintenance Control and advise them of any maintenance
problems of a serious nature or if servicing is required. A serious problem
is defined as one that would ground the aircraft or cause it to be in violation
of the minimum equipment list (MEL) or configuration deviation list
(CDL).
· If high winds are forecast park aircraft into wind or forecast wind.
· Inform Maintenance Control of existing fuel load in the event ballast fuel is
necessary.
· Prior to leaving the aircraft, a walk-around inspection should be conducted
by one of the crewmembers.
Terminal operations should provide additional securing of the aircraft which
includes at least closing all the doors and installing chocks.
Sec. 3 Page 292
Rev. 11/15/02 #41 Continental
737
Flight Manual
INTENTIONALLY LEFT BLANK
737
Flight Manual Continental
Sec. 3 Page 293
Rev. 11/15/02 #41
SUPPLEMENTARY PROCEDURES
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
TCAS II is installed and interfaced with the aircraft’s transponder, weather
radar system(s) and IVSI’s to provide the flight crew with graphic air traffic
displays as a backup to visual collision avoidance, application of “right of way”
rules, and Air Traffic Control (ATC).
To effectively work, timely and reliable crew response to TCAS advisories is
essential. Delayed crew response or reluctance of a flight crew to adjust
flightpath as advised by TCAS due to ATC clearance provisions, fear of later
FAA scrutiny, or other factors could significantly decrease or negate the
protection afforded by TCAS.
General
Unless otherwise specified, pilots are expected to operate TCAS while in flight
in all airspace, including oceanic, international, and foreign airspace. TCAS
operation should be in the TA/RA mode except as otherwise required.
The 5 or 10 mile TCAS RANGE should be selected for takeoff. During climb, the
range should be incrementally increased to allow optimum traffic display. The
selected range is often dependent on the traffic situation and density. The 40 nm
selection is normally optimum for cruise flight. During descent, the range may
be incrementally adjusted downward as the aircraft approaches and enters the
terminal environment. During both climb and descent, ABOVE or BELOW may be
selected to “clear” the airspace into which the aircraft is climbing or
descending. This action affects only the display of traffic and does not effect the
TA/RA.
Deviation From Assigned Clearance
Deviation from a clearance in response to a TA only is not authorized unless the
traffic is acquired visually and the pilots determine that evasive action is
required in accordance with normal “see and avoid” practices. Such evasive
action will be reported as due to visual contact with the traffic.
Deviation from a clearance in response to an RA is authorized only to the extent
required to follow the RA display guidance. If the RA requires maneuvering
contrary to right of way rules, cloud clearance rules, or other criteria, pilots are
expected to follow the TCAS RA guidance. Deviation from rules, policies,
procedures, or limitations should be kept to the minimum necessary to comply
with TCAS guidance.
Sec. 3 Page 294
Rev. 11/15/02 #41 Continental
737
Flight Manual
Pilot Response To Traffic Alerts (TA)
The flight crew should respond immediately to TA’s by attempting to establish
visual contact with the traffic. Continue to clear for other traffic during the
search for the alert traffic. If the traffic is acquired visually, continue to maintain
or attain safe separation in accordance with current FARs and good operating
　
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