In MAP mode, the radar displays surfaces in red, yellow, and green (most

reflective to least reflective).
These displays enable identification of coastlines, hilly or mountainous regions,
cities, or large structures. Ground mapping mode can be useful in areas where
ground-based navigation aids are limited.

The radar system performs only the functions of weather detection and ground
mapping. It should not be used or relied upon for proximity warning or
anticollision protection.

The IDNT mode activates the ground clutter reduction feature. Signals that are
determined to have a high probability of originating from ground returns will be
automatically removed from the display. Some portions of weather targets may be
removed as well. The IDNT mode is provided for analysis by the pilot and is not
for continuous use.

Copyright . The Boeing Company. See title page for details.
11.20.8  December 7, 2001

737 Operations Manual

Introduction
The flight management system (FMS) aids the flight crew in managing automatic navigation, in-flight performance optimization, fuel monitoring, and flight deck displays. Automatic flight functions manage the airplane lateral flight path (LNAV) and vertical flight path (VNAV). The displays include a map for airplane orientation and command markers (bugs) on the airspeed and N1 indicators to assist in flying efficient profiles.
The flight crew enters the desired route and flight data into the CDUs. The FMS then uses its navigation database, airplane position, and supporting system data to calculate commands for manual or automatic flight path control.
The FMS can automatically tune the navigation radios and determine LNAV courses. The FMS navigation database provides the necessary data to fly routes, SIDs, STARs, holding patterns, and (U7.5 and on) procedure turns. (U7 and on) Lateral offsets from the programmed route can be calculated and commanded.
For vertical navigation, computations include items such as fuel burn data, optimum speeds, and recommended altitudes. Cruise altitudes and crossing altitude restrictions are used to compute VNAV commands. (U4 and on) When operating in the Required Time of Arrival (RTA) mode, the computations include required speeds, takeoff times, and en route progress information.
Flight Management Computer (FMC)
The basis of the flight management system is the flight management computer. Since the term FMC is universally understood, it is used here for standardization and simplification.
Different FMC configurations may be installed due to a software update program. The terminologies “U3.1,” “U4,” “U5,” “U7,” and “U10” are used throughout the manual when necessary to identify information which is unique to these specific FMC configurations. References to U3 will be used for information not specific to U3.1. References to U7 will be used for information not specific to U7.5. References to U10 will be used for information not specific to U10.2A. The FMC/CDU IDENT page permits flight crew identification of the installed update.
Flight Management, Navigation -Flight Management System Description 737 Operations Manual

The FMC uses flight crew–entered flight plan information, airplane systems data, and data from the FMC navigation database to calculate airplane present position, and pitch, roll, and thrust commands required to fly an optimum flight profile. The FMC sends these commands to the autothrottle, autopilot, and flight director. Map and route information are sent to EHSIs. The EFIS control panels are used to select the desired information for EHSI display. The mode control panel is used to select the autothrottle, autopilot, and flight director operating modes. Refer to the following chapters for operation of these other systems:
.
Chapter 4, Automatic Flight

.
Chapter 10, Flight Instruments, Displays. The FMC and CDU are used for en route and terminal area navigation and to

supplement primary navigation means when conducting other types of nonprecision approaches. The FMC satisfies the requirements of Basic Area Navigation (B–RNAV) when
operated in accordance with this Operations Manual.
A single FMC is not certified as a sole source of navigation system. It is certified
to navigate accurately in conjunction with an accurate radio navaid environment. Airplanes which are equipped with the Alternate Navigation System (ANS) are certified for operations outside radio navaid coverage, due to the independent position monitoring capability afforded by the ANCDU and the capability to navigate using the IRS positions if the FMC position should become unreliable.
The dual FMC installation is certified as a “sole source” navigation system. Airplanes equipped with two FMCs are certified to operate outside radio navaid coverage. The second FMC serves as a backup, providing complete navigational functions if the other FMC fails.
　
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