FCTM notes

1. Events requiring maintenance inspection

i. Hard landing
ii. Severe turbulence
iii. Overspeed flaps/slats, Vmo/Mmo, Landing Gear, Tires
iv. High Energy stop
v. Lightning strike
vi. Extreme dust
vii. Tail strike
viii. Overweight landing
2. Flap Maneuver Speed is the recommended operating speed during T/O or landing.
These speeds guarantees full manoeuvre capability or at least 40 of bank.
Flap Maneuver Speed is based on airplane weight.
3. Minimum Maneuver Speed is the top of the lower amber band. When operating at
an a speed within amber band less than full maneuver capability exists.
Flaps Down Amber band. Minimum Maneuver Speed is the slowest speed tha
provides full maneuver capability, 1,3g or 40 of bank. Top of the amber band does
not vary with g load.
Speed at the bottom of the amber band (top of red/black tape) corresponds to stick
shaker activation for the current g load. If g load increases, stick shaker activation
speed increase.
Minimum Maneuver Speed is calculated using airplane AoA and current IAS.
4. A/T ARM mode primary feature is that provides minimum speed protection in the
event the airplane slows to Minimum Maneuver Speed.
5. Take Off Briefing
Standard & adverse weather & adverse rwy conditions & unique noise abatement &
dispatch according MEL & E/O procedures.
6. If taxi route is through slush or standing water in low temperature or with
precipitation and temperature below freezing then taxi with Flaps Up.
7. Proper T/O speeds are based on T/O weight, flaps setting, thrust rating, assumed T,
ambient T, QNH, wind, rwy surface condition and performance option. The FCOM
and FMC computed T/O speeds are only valid for dispatched performance based on,
balanced field length, no improved climb, the most forward CG limit and dry rwy.
8. If a gust is experienced near Vr, as indicated by stagnant airspeed or rapid airspeed
acceleration, momentarily delay rotation. Do not rotate early or use a higher than
normal rotation rate in an attempt to clear the ground and reduce the gust effect
because this reduces tail clearances margins.
9. Reduced T/O thrust (Assumed Temp.) may be used for T/O on a wet rwy if approved
T/O performance data for a wet rwy is used. However reduced T/O thrust
(Assumed Temp.) is not permitted for a rwy contaminated with standing water,
slush, snow or ice.
10. Derated T/O thrust (fixed derate) may be used for T/O on a wet rwy and on a rwy
contaminated with standing water, slush, snow or ice.
11. Derated T/O thrust (fixed derate) may permit a higher T/O weight when
performance is limited by Vmcg, such as when rwy contaminated with standing
water, slush, snow or ice. This is because derate T/O thrust allows a lower Vmcg.
12. Calculating a V1 that equates accelerate-go and accelerate stop distances defines
the minimum field length for a given weight. (Balance field length).
13. Unbalanced T/O speeds can be determined by using:
i. Improved climb, to increase climb or obstacle limit weight
ii. Max V1 policy, to increase obstacle limit weight
iii. Min V1 policy, to increase brake energy limited weight
iv. Clearway or Stopway, to increase field or obstacle limited weights.
14. Rejected T/O
Low speed phase <80 kts High Speed phase >80kts
1.Activation of master caution 1.Fire or Fire Warning
2.System failure 2.Engine failure
3.Unusual noise or vibration 3.Predictive WS
4.Tire failure 4.A/C unsafe or unable to fly
5.Abnormal slow acceleration
6.T/O config. warning
7.Fire or Fire warning
8.Engine failure
9.Predictive WS
10.Side windows opens
11.A/C unsafe or unable to fly

15. If the A/P is engaged prior to engaging VNAV, the AFDS reverts to LVL CHG, and the
FMA pitch mode changes from TOGA to MCP SPD.
16. Flap Retraction OEI. Use flaps up maneuver speed (block speed) for final T/O climb,
after engine-out flap retraction until clearing all obstacles. On airplanes equipped
with speed tape, using the green O for final T/O climb may not guarantee required
engine out obstacle clearance.
17. FMC U5.0 and later. FMCs use single idle speed to compute descent profile. TAI
entries on the Descent Forecast page have no effect on the descent profile.
18. Stabilized Approach Criteria
1.Correct flight path 2.Small changes in hdg and pitch are required to maintain the
correct flight path 3.speed should be at approach speed +10kts -5kts, if airspeed is
trending to approach speed 4.Correct ldg configuration 5.RoD<1000 fpm, if
procedure requires higher special briefing needed 6.Thrust setting appropriate for
configuration 7.Briefing and c/ls have been conducted 9.Circling approaches should
have wings lvl by 300ft AFE.
19. Delayed Flap Approach ( Noise Abatement)
Intercept the glide slope with gear down and flaps 15 at flaps 15 speed. Thrust
required to descend on the glide slope may be near idle. Approaching 1.000ft AFE
select ldg flaps, allow the speed to bleed off to the final approach speed then adjust
thrust to maintain it. Do the Ldg checklist.
20. Full rudder authority and steering capability are not affected by ruder trim.
However, if touchdown occurs with the rudder still trimmed for the approach be
prepared for higher rudder pedal forces which are required to track the centreline
on rollout.
21. 737-400
Engine Failure in Final Approach
If the approach is continued and sufficient thrust is not available for ldg flaps retract
the flaps to 15 and adjust thrust on operating engine. Command speed should be
increased to 20 kts over the previously set flaps 30 or 40 Vref (Hence the bug set at
Vref+20kts on EASI). This set a command speed that is equal to at least Vref of flaps
15. Wind additives should be added as needed, if time and conditions permit.
22. In order to accomplish non-ILS approach using VNAV, FMC U7.1 or later is required.
23. On EFIS airplanes with update 7.2(8.1 for FMCs with U8 series) and later, raw data
monitoring is not required. For FMC U7.1(for FMCs with U8.0) and earlier one pilot is
required to monitor raw data using the VOR/ILS from the FAF inbound.
24. Flaps 30 vs Flaps 40 ldg
A/C body angle for 3.0 Glide path is 3.1 vs 1.5. Threshold to Main Gear
Touchdown Point- No flare is 652ft vs 681ft.
25. Upset is defined as.
i. Pitch attitude greater than 25 nose up
ii. Pitch attitude less than 10 nose down
iii. Bank angle greater than 45
iv. Airspeed inappropriate for the conditions
26. Engine Failure NNC is normally accomplished after the flaps have been retracted and
conditions permit.
In case of engine fire, when the A/C is under control the gear has been retracted,
and a safe altitude has been attained then the NNC is accomplished.
27. Bird Strike
If engine ingestion is suspected , limit reverse thrust on ldg to the amount needed to
stop on the rwy. Reverse thrust may increase engine damage, especially when
engine vibration or high EGT is indicated.
28. Vref provides 15 bank angle maneuver capability and allows for 15 overshoot
protection in all cases.
29. Flap Extension using the Altn System.
The recommended method for setting command speed differs from the method
used during normal flap extension. Since the flaps extend more slowly when using
the altn system, it is recommended that the crew delay setting the new command
speed until the flaps reach the selected position.
30. A/P Autoland operations are not affected by the Hyd. Sys. A flight control Low
Pressure illuminated due to the rudder pressure reducer failed in low pressure.
31. Manual Reversion
The airplane should be trimmed slightly nose up and a light forward pressure held
on the control column to minimize the effects of the elevator dead band.
32. Tire failure during T/O. The crew should consider continuing to the destination
unless there is an indication that a damage has occurred. Do not use Autobrake on
ldg with flat tire(s).