737Ng Flight Management Navigation

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AIR DATA INERTIAL REFERANCE SYSTEM DATA IS USED FOR

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FLIGHT DISPLAYS
FLIGHT MANAGEMENT COMPUTERS
AUTOFLIGHT SYSTEM
AIRPLANE SYSTEMS

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AIR DATA INERTIAL REFERANCE SYSTEM

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AIR DATA INERTIAL REFERANCE UNITS
AIR DATA MODULES
INERTIAL SYSTEM DISPLAY UNIT
MODE SELECTOR UNIT

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ONE TOTAL AIR DATA TEMPERATURE OR TAT PROBE PROVIDES

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TOTAL AIR TEMPERATURE DATA TO THE 2 ADIRUs

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TWO ALPHA VANES SUPPLY

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ANGLE OF ATTACK DATA TO THE ADIRUs. THE STALL MANAGEMENT SYSTEM, AUTOTHROTTLE, AUTOPILOT AND AUTOSLATS USE THESE DATA

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THE IRS CONTAINS

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ELECTRONIC SENSORS AND NON-MECHANICAL LASER GYROSCOPES, WHICH MEASURE AIRPLANE MOVEMENTS IN ALL 3 AXES

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THE IRS SUPPLY

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ATTITUDE
HEADING
VERTICAL SPEED
AND OTHER DATA TO FLIGHT INSTRUMENTS

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THE IRS SUPPLY

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POSITION
WIND
AND OTHER DATA TO FMC

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THE IRS USE

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GRAVITY TO CALCULATE INITIAL ATTITUDE AND THE EARTH ROTATION TO CALCULATE TRUE NORTH AND POSITION

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THE IRS ALIGNMENT TIME IS

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BETWEEN 5 AND 10 MINUTES

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AT HIGH LATITUDE BETWEEN 70-78 DEG

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ALIGNMENT TIME IS 17 MINUTES

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IRS ISDU DISPLAYS

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TRUE HEADING
TRUE WINDS
IRS POSITION
TRUE TRACK AND GROUND SPEED

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WHILE IRS ALIGNS IN THE ATT MODE

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KEEP WINGS LEVEL CONSTANT SPEED FLIGHT FOR APP 30 SECONDS

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IN ATT MODE THE IRS DOES NOT CALCULATE

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ACC, VERTICAL SPEED, GROUND SPEED, TRACK POSITION, HEADING OR WIND

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ON DC LIGHT SHOWS THAT

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AC POWER IS NOT NORMAL AND THE BATTERY SUPPLIES THE IRS WITH POWER

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THE RIGHT IRS OPERATES WITH BATTERY POWER

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5 MINUTES. IF AC POWER IS NOT AVAILABLE AFTER 5 MINUTES THE RIGHT IRS AUTOMATICALLY SHUTDOWN

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IF THE LEFT ON DC LIGHT ILLUMINATES

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THE LEFT IRS OPERATES AS LONG AS THE BATTERY POWER IS AVAILABLE

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DC FAIL

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DC POWER TO THE IRS IS NOT NORMAL. IF OTHER LIGHTS ARE OFF, THE IRS OPERATES NORMALLY ON AC POWER

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FMC FAILURE INDICATIONS

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FMC ALERT LIGHT
CDU CHANGES TO MENU PAGE
FMC PROMPT IS GONE
THE MAP IS NOT AVAILABLE
NO LNAV-VNAV FOR 2 FMC FAILURE

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IF POWER TO THE FMCs HAVE STOP

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FOR LESS THAN 10 SECONDS, THAN NORMAL OPERATION CONTINUES WHEN POWER IS AVAILABLE AGAIN

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MORE THAN 10 SECONDS ON THE GROUND

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DATA IS ERASED

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MORE THAN 10 SECONDS IN THE AIR

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NO DATA ERASED PUT IN THE NEXT WAYPOINT

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ONE ENGINE OPERATION TARGET SPEED

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CHANGES TO MINIMUM DRAG SPEED

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THE HIGHER THE COST INDEX

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THE FASTER THE ECON CLIMB AND CRUISE SPEED

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INSTRUMENT SWITCH

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FLAG COME INTO VIEW TO TELL THAT 1 IRS SUPPLIES DATA TO ALL OF THE DISPLAYS

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THE WORD 'MAN'BY THE FUEL WEIGHT IN CDU SHOWS

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FUEL QUANTITIY INPUTS IS INOPERATIVE

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MAX RATE OF CLIMB

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LEAST AMOUNT OF TIME TO CLIMB

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MAX ANGLE CLIMB

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LEAST HORIZONTAL DISTANCE

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LRC GIVES

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MAXIMUM RANGE OR MINIMUM FUEL USE

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EST WIND IN THE CRUISE PAGE SHOWS

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YOU PUT IN THE WIND

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END OF DESCENT POINT

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IS THE LAST WAYPOINT IN THE DESCENT WITH AN ALTITUDE CONSTRAINTS

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FIVE MILES FROM TOP OF DESCENT

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THE FMC SCRATCPAD MESSAGE RESET MCP ALT SHOWS

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IF THERE IS NO ALTITUDE CONSTRAINTS AT A WAYPOINT IN THE DESCENT

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A PATH DESCENT IS NOT AVAILABLE

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VNAV DISCONNECTS

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WHEN THE AIRSPEED IS MORE THAN 5 KNOTS ABOVE THE AIRPORT SPEED RESTRICTION
OVERSPEED DISCONNECT

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FMC DOES NOR USE RADIO DATA

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ON THE GROUND

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TK/GS

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LEFT WINDOW DISPLAYS THE TRACK
RIGHT WINDOW DISPLAYS PRESENT GROUND SPEED

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WIND

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LEFT WINDOW DISPLAYS PRESENT INFLIGHT TRUE WIND DIRECTION
RIGHT WINDOW DISPLAYS PRESENT INFLIGHT WIND SPEED

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HDG/STS

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LEFT WINDOW DISPLAYS PRESENT TRUE HEADING
RIGHT WINDOW DISPLAYS ANY APPLICABLE MAINTENANCE CODES

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IRS BOTH ON RIGHT

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FLIGHT ISTRUMENTS ATTITUDE AND HEADING SOURCE IS FROM R

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ADF ADF

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AUDIO RECEPTION POSSIBLE, ADF BEARING POSSIBLE, ADF BEARING SENT TO THE DUs AND THE STANDBY RADIO MAGNETIC INDICATOR

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ADF ANT

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ADF RECEPTION OPTIMIZED, NO ADF BEARING DATA AVAILABLE

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ILS TEST

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COURSE WITHIN 90 DEGREES OF AIRPLANE HEADING

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NAV TEST

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COURSE 000 DEGREES

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NORMAL ALIGNMENT IS BETWEEN

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7815 N AND S

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MAGNETIC VARIATION BETWEEN ------ IS STORED IN EACH IRS MEMORY

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82N - 82S

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IF THE LATITUDE/ LONGTITUDE POSITION IS NOT WITHIN 4 NM OF THE ORIGIN AIRPORT

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VERIFY POSITION

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IF THE ENTERED POSITION DOES NOT PASS THE IRS INTERNAL COMPARISON TEST

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ENTER IRS POSITION

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THE FLASHING ALIGN LIGHT

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POSITION ENTERED DOES NOT PASS ONE OF TWO INTERNAL COMPARISON TESTS AND SHOUL BE CHECK FOR ACCURACY

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FIRST INTERNAL TEST

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IF THE POSITION DOES NOT AGREE WITH LAST STORED POSITION ALIGN WILL FLASH

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SECOND INTERNAL POSITION TEST

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COMPARES THE ENTERED LATITUDE WITH SYSTEM COMPUTED LATITUDE

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IF AN IRS LOSES BOTH AC AND DC POWER

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THE ALIGNMENT IS LOST

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IN ATT MODE

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DRIFT OF UP TO 15 DEG PER HOUR

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LEFT IRS IS POWERED FROM

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AC STANDBY BUS

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RIGHT IRS IS POWERED FROM

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AC TRANSFER BUS 2

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IF AC POWER IS NOT NORMAL EITHER OR BOTH SYSTEMS

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AUTOMATICALLY SWITCH TO BACK UP DC POWER FROM THE SWITCH HOT BATTERY BUS

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VOR

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VERY HIGH FREQUENCY OMNI RANGE

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RADAR ANTENNA

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SWEEPS A FORWARD ARC OF 180 DEGREES

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HEAVY TURBULANCE RADAR

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PRECIPITATION 5 OR MORE METERS PER SECOND TOWARD OR AWAY FROM THE RADAR IN 40 NM

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FMC DEFAULT VERTICAL REQUIRED NAVIGATION PERFORMANCE VALUE

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400 FEET

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IF THERE IS NO E/D POINT

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FMC PREDICTIONS ASSUME A COMPUTED PROFILE TO 1000 FEET ABOVE THE DESTINATION FIELD ELEVATION

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THE DESCENT PATH ASSUMES DECELERATION TO REACH FINAL APP FIX OR THE G/S INTERCEPT POINT

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AT VREF 40+20

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FMC TRANSITION TO ON APP WHEN THE AIRPLANE IS WITHIN

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2 NM OF THE FIRST APP POINT
2000 FEET OF THE AIRPORT ELEVATION WHICHEVER OCCURS FIRST

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DRIFT DOWN EXECUTION

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DISCONNECT A/T
SET MAX CONT THRUST N1
SET MCP SPEED ENG OUT SPEED
SET MCP ALTITUDE TO MAX ALT
SET LVL CHANGE

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THE MAX THRUST REDUCTION AUTHORITY IS

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25 PERCENT BELOW

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IF ASSUMED TEMP METHOD IS APPLIED TO A FIX DERATE

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ADDITIONAL POWER SHOULD NOT EXCEED FIX DERATE N1 LIMIT
DIR CONT PROB

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IF ASSUMED TEMP METHOD IS USED WITH FULL RATE

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FULL THRUST WILL BE AVAILABLE

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CLIMB1

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3 % N1 10 % THRUST

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CLIMB2

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6 % N1 20 % THRUST

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THE REDUCED CLIMB SETTING GRADUALLY INCREASES TO FULL RATED CLIMB THRUST

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BY 15000 FEET

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CHECK FMC FUEL QUANTITIY

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SHOWS IF THE FMC HAD DETECTED AN UNEXPECTED DROP IN FUEL QUANTITIY

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INSUFFICIENT FUEL

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PREDICTED FUEL AT DESTINATION WILL BE 900 KG OR LESS