.  
balance fuel if required

.  
verify rudder trim is zero

.  
ensure the autopilot is engaged in HDG SEL and stabilized for at least 30
seconds

.  
trim the rudder in the direction corresponding to the down (low) side of
the control wheel until the bank indicates level (no bank angle indicated
on the bank pointer). Apply rudder trim incrementally, allowing the bank
to stabilize after each trim input. Large trim inputs are more difficult to
coordinate. The airplane is properly trimmed when the bank angle on the
bank pointer indicates zero. If the airplane is properly rigged, the control
wheel should indicate approximately level. The resultant control wheel
condition indicates the true aileron (roll) trim of the airplane being used
by the autopilot.

After completing the alternate rudder trim technique, if the autopilot is disengaged the airplane may have a rolling tendency. Hold the wings level using the sky pointer as reference. Trim out any control wheel forces using the aileron trim switches. If properly trimmed, the airplane holds a constant heading and the aileron trim reading on the wheel/column agrees with what was seen while the autopilot was engaged. Aileron trim inputs require additional time and should be accomplished prior to final approach.
Copyright . The Boeing Company. See title page for details.
1.42  FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual

Flight Management Computer(s)/CDUs
The Flight Management System provides the crew with navigation and performance information that can result in a significant crew workload reduction. This workload reduction is fully realized when the system is operated as intended, including proper preflight and timely changes in flight. FMC guidance must always be monitored after any in flight changes. If flight plan changes occur during periods of high workload or in areas of high traffic density, the crew should not hesitate to revert to modes other than LNAV/VNAV.
During preflight, all flight plan or performance related FMC CDU entries made by one pilot must be verified by the other pilot. In flight FMC CDU changes should be made by the PM and executed only after confirmation by the PF.

FMC Route Verification Techniques
After entering the route into the FMC, the crew should verify that the entered route is correct. There are several techniques that may be used to accomplish this. The crew should always compare:
.  
the filed flight plan with the airways and waypoints entered on the
ROUTE pages

.  
the computer flight plan total distance and estimated fuel remaining with
the FMC-calculated distance to destination and the calculated fuel
remaining at destination on the PROGRESS page.

For longer flights and flights that are planned to transit oceanic airspace, the crew should cross-check each leg on the LEGS page with the computer flight plan to ensure that the waypoints, magnetic or true tracks, and distances between waypoints match.
If there is a discrepancy noted in any of the above, correct the LEGS page to match the filed flight plan legs. A cross check of the map display using the plan mode may also assist in verification of the flight plan.

FMC Performance Predictions - Non-Normal Configuration
FMC performance predictions are based on the airplane being in a normal configuration. These predictions include:
.  
climb and descent path predictions including top of climb and top of
descent

.  
ECON, LRC, holding, and engine out speeds

.  
altitude capability

.  
step climb points

.  
fuel remaining at waypoints and destination or alternate

.  
estimated time of arrival at waypoints and destination or alternate

.  
holding time available.

737 Flight Crew Training  Manual
If operating in a non-normal configuration, such as gear down, flaps extended, spoilers extended, gear doors open, etc., these performance predictions are inaccurate. FMC predictions for the climb and descent path are not usable.
Do not use FMC fuel predictions. Cruise fuel predictions are based on a clean configuration. Fuel consumption may be significantly higher than predicted in other configurations.
Note:  VNAV PTH operation for approaches is usable for non-normal configurations.
An accurate estimated time of arrival is available if current speed or Mach is entered into the VNAV cruise page. Estimates of fuel remaining at waypoints or the destination may be computed by the crew based upon current fuel flow indications, but should be updated frequently. Performance information for gear down altitude capability and gear down cruise performance is available in the PI chapter of the QRH.
　
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