5.54 - Added a recommendation to select the APP mode after the airplane is on an intercept heading in addition to after being cleared for the approach. Added a paragraph emphasizing conditions that should be met before the APP mode is selected.
Instrument Approach Using V/S
5.58 - Modified recommendation on when landing flaps are selected to match the profile.
Go–Around and Missed Approach - All Engines Operating
5.74 - Clarified the note to indicate that flaps 1 during go-around from a flaps 15 approach applies only to normal approaches, and only for operators who are authorized to fly normal flaps 15 approaches. Modified the recommendation to limit bank angles to 15° until reaching VREF 15 + 15 knots or minimum maneuver speed as directed in the ONE ENGINE INOPERATIVE LANDING NNC.
5.76 - Added new section to provide considerations when a low altitude level off is required during a go-around.
Go-Around after Touchdown
5.76 -Removed discussion about the time required for the reverser to transition to forward thrust. Five seconds is not accurate in all conditions. Reworded the reason why a full stop landing must be made to coincide with the warning in the Landing Roll Procedure in Normal Procedures.
Go–Around and Missed Approach - One Engine Inoperative
5.77 - Removed section titled Go-Around and Missed Approach (TAC Operative) and incorporated information into section titled Go-Around and Missed Approach.
Chapter 6 - Landing VASI Landing Geometry
6.5-7 - Added two bar VASI landing geometry data for the 737-800SFP.
Landing Flare Profile
6.11 - Removed the recommendation to avoid trimming during flare or touchdown. This recommendation is emphasized in a note earlier in this section. Expanded discussion on why the airplane may float during flare.
Normal Touchdown Attitude
6.12 - Modified paragraph to more clearly describe the Touchdown Body Attitudes graphics. Moved sentence about why the airplane may float during the flare to the Landing Flare Profile section earlier in this chapter.
Copyright . The Boeing Company. See title page for details.
0.4.8 FCT 737 (TM) October 31, 2006
6.13-18,21 - Removed the condition "Vtd=Vapp". This graphic refers to velocity at touchdown only, approach speed is not applicable. Changed the condition for sink rate at touchdown from feet per second (fps) to feet per minute (fpm) which is more commonly used in aviation.
6.19 - Added touchdown body attitudes figure for the 737-800SFP with a 2-position tail skid.
6.20 - Added touchdown body attitudes figure for the 737-800SFP with a 1-position tail skid.
Body Clearance at Touchdown
6.28 - Added body clearance above ground figure for the 737-400SFP with a 2-position tail skid.
Pitch and Roll Limit Conditions
6.32 -Modified Ground Contact Angles - Normal Landing diagrams in accordance with updated data received from Boeing Aerodynamics. Added label for the 737-800SFP.
Landing Roll
6.33 - Modified description of how the nose wheel is lowered to the runway after touchdown. The concept of flying the nose wheel to the runway is more correctly descriptive than simply relaxing aft control column pressure. Clarified that holding the nose up after touchdown may result in a high nose gear sink rate upon brake application.
Speedbrakes
6.33 - Modified first paragraph to provide more information.
Wheel Brakes
6.39 - Paragraph reworded for clarity.
6.39 - Modified text to indicate that minimum vs. maximum reverse thrust is being compared.
6.41 - Removed reference to turning off the antiskid. There is no practical way to turn the antiskid off.
Reverse Thrust Operation
6.42 - Removed the sentence that stated reverse thrust always reduces the brake only stopping distance. On a slippery runway, reverse thrust reduces the brakes only stopping distance, but this is not necessarily true on a dry runway. Removed reference to brake and tire wear. Both the stopping distance and brake and tire wear issues are covered earlier in this chapter under the section titled Automatic Brakes.
Landing Crosswind Guidelines
6.46 - Added "Component" to table heading for clarity.
Chapter 7 - Maneuvers Rapid Descent
7.5 - Changed thrust lever to thrust levers to match the EMERGENCY DESCENT NNC.
Stick Shaker and Stall Speeds
7.24-25 - Added figures for the 737-800SFP.
Terrain Avoidance during Low RNP Operations
7.30 - Added new section to clarify Boeing’s recommended policy for dealing with GPWS alerts during low RNP operations.
Resolution Advisory (RA)
7.32 - Added reference to RA VSI for airplanes configured with IVSI TCAS.
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