Events Requiring Maintenance Inspection
During ground or flight operations, events may occur which require a maintenance inspection after flight. Most operators have established a procedure/policy to ensure that aircrews document these events so that proper maintenance can take place.
Chapter 5 of the Aircraft Maintenance Manual (AMM) refers to such events as “Conditional Inspections”. These include, but are not limited to:
.
hard landing

.
severe turbulence

.
(landing gear, flap/slat, MMO/VMO) overspeed

.
high-energy stop (refer to the AMM for guidance)

.
lightning strike

.
extreme dust

.
tail strike
. overweight landing.

737 Flight Crew Training  Manual
Additional events, that are not listed in chapter 5 but may require maintenance inspection, should also be reported. An example of such an event is an overly aggressive pitch up during a TCAS event or a Terrain Avoidance maneuver that could cause structural damage. If in doubt, the best course of action is to report it.

Training Objectives
The flight-training program prepares the student for airplane qualification and/or the FAA rating checkride (or equivalent). Flight safety, passenger comfort and operational efficiency are emphasized.

Qualification Requirements (Checkride)
Following satisfactory completion of transition training and when recommended by an authorized instructor, each pilot must satisfactorily demonstrate the ability to perform maneuvers and procedures prescribed in FAA or other applicable governing regulations. Throughout the prescribed maneuvers, command ability and good judgment commensurate with a high level of safety must be demonstrated. In determining whether such judgment has been shown, the evaluator considers adherence to approved procedures, actions based on the analysis of situations, and care and prudence in selecting the course of action.

Evaluation
An evaluation may be given at the end of simulator training. The content of the evaluation varies with the capabilities of the simulator used and the requirements of the governing regulatory agency.
An evaluation in the airplane may be required if the training has not been accomplished under the prescribed requirements of FAA or other applicable governing regulations.

Crew Resource Management (CRM)
Crew resource management is the application of team management concepts and the effective use of all available resources to operate a flight safely. In addition to the aircrew, it includes all other groups routinely working with the aircrew who are involved in decisions required to operate a flight. These groups include, but are not limited to, airplane dispatchers, flight attendants, maintenance personnel, and air traffic controllers.
Throughout this manual, techniques that help build good CRM habit patterns on the flight deck are discussed. For example, situational awareness and communications are stressed. Situational awareness, or the ability to accurately perceive what is going on in the flight deck and outside the airplane, requires on going questioning, crosschecking, communication, and refinement of perception.
Copyright . The Boeing Company. See title page for details.
FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual
It is important that all flight deck crewmembers identify and communicate any situation that appears unsafe or out of the ordinary. Experience has proven that the most effective way to maintain safety of flight and resolve these situations is to combine the skills and experience of all crewmembers in the decision making process to determine the safest course of action.

Headphone and Flight Deck Speaker Use
In the airplane, headphones or boom microphones/headsets are worn during takeoff until the top of climb and from the start of descent throughout approach and landing. During cruise, flight deck speakers may be used. Speaker volume should be kept at the minimum usable level adequate to avoid interference with normal crew flight deck conversation, but still ensure reception of relevant communications.

Flap Usage
For takeoffs, when conditions permit, consider using larger flap settings to provide shorter takeoff distance. Refer to the Typical Takeoff Tail Clearance table, chapter 3, to determine minimum tail clearance for different takeoff flap settings.
During maneuvering for an approach, when the situation dictates an earlier than
normal speed reduction, the use of flaps 10 with the gear up is acceptable. For normal landings, use flaps 30. When required, use flaps 40 to minimize landing speed and landing distance.

Flap - Speed Schedule/Maneuvering Speeds
　
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