Boeing.737-500.-.Flight.Crew.Training.Manual
Boeing 737-500BOEING 737-500
Flight Crew Training Manual
Ariane Studios
D7-77370-3Z15-NIZ June 04 2003 1.2.4
Copyright © The Boeing Company / Ariane Studios
Intentionally Left Blank
D7-77370-3Z15-NIZ 1.2.5 June 04 2003
Normal Procedures
Contents
Copyright © The Boeing Company / Ariane Studios
Contents
Installation........................................................................................................................1.2.7
Features............................................................................................................................1.2.10
Assigning Keys ..............................................................................................................1.2.13
Operation.........................................................................................................................1.2.15
Eyepoint Settings............................................................................................................1.2.17
Walkround.......................................................................................................................1.2.18
About Ariane ..................................................................................................................1.2.21
The Boeing 737-500 Concept ......................................................................................1.2.21
History .............................................................................................................................1.2.22
Facts .................................................................................................................................1.2.26
CFM56-3 Engines...........................................................................................................1.2.28
Flight Crew Training....................................................................................................1.2.30
Taxi, Takeoff and Initial Climb.....................................................................................1.2.32
Flaap Retraction and Charts.........................................................................................1.2.36
Rejected Takeoff..............................................................................................................1.2.38
Turning Radii..................................................................................................................1.2.39
Take Off............................................................................................................................1.2.40
Climb and Descent Planning........................................................................................1.2.42
Landing Profiles .............................................................................................................1.2.44
Flare and Touchdown....................................................................................................1.2.48
ILS Approach..................................................................................................................1.2.51
Glossary............................................................................................................................1.2.52
Feature List......................................................................................................................1.2.53
Boeing 737-500 Technical Specifications.....................................................................1.2.45
Boeing737-500 Flight Crew Training Manual
NG. A new era. Complex Flight Management Systems. Spatial Sound Effects. Virtual Flight Decks.
Ng
Vi r t u a l Reality for Microsoft Flight Simulator
( r e a l i t y has n e v e r been closer (
Download the FIRST of the new era jets with the 737-BBJ at www.arianedesign.com now
D7-77370-3Z15-NIZ 1.2.7 June 04 2003
Normal Procedures
Installation
Copyright © The Boeing Company / Ariane Studios
Installation
Double-click on the executable and the install program will begin.
Follow ALL the on screen instructions. If you changed your default location of
FS2002/FS2004 you will have to TYPE IN the NEW path when asked by the
installer to do so. The installer needs to know this information to correctly install
the software.
Any Tech Support e-mails of a “I can’t see my aircraft” nature will be returned with
a polite READ THE MANUAL or READOUR SUPPORT SECTION response.
IF YOU DO NOT SPECIFY A NEW PATH OTHER THAN THE DEFAULT,
THIS INSTALLER WILL INSTALL TO:
c:\program files\microsoft games\FS2002 (or FS2004)*
14 Airline Options
There are 14 launch aircraft available for download as at the time oif this release.
The Boeing 737-500 uses some new files and entries; made to the registry and
elsewhere, but these files are not common files, and should you move any files,
the aircraft might not be able to be used or seen from the AIRCRAFT menu).
Changing the Uniforms of the Flight Attendant
We have provided users with a new directory that they can access to change
elements of the aircraft’s contents and also to add items.
You can edit the texture files and change the faces and uniforms of the crew by
painting the files in the texture folder.
To do this, you will need a copy of Image Tool, the image editing program from
Microsoft.
* Microsoft Flight Simulator Century of Flight. - circa July/August 2003 may default install to
c:\program files\microsoft games\FS2004
Boeing737-500 Flight Crew Training Manual
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Introduction
Copyright © The Boeing Company / Ariane Studios
IMPORTANT NOTE
Do NOT delete or move any of the files
the installer installs to FS2002 and elsewhere.
By doing so, you will cause your Flight Simulator program to crash
and unexpected and unpredictable results may follow which may
require a complete re-install to return your FS program to normality.
The Boeing Business Jet package has been flight tested for colour, texture matching
and many other areas of quality inspection that we carry out on all our aircraft
releases. If you feel you have a technical question, please contact us by e-mail.
We watch the online forums from time to time and make notes.
If you have a problem, please tell us first.
arianestudios@aol.com is there for you. (Yes, we answer all e-mails).
Boeing737-500 Flight Crew Training Manual
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Normal Procedures
Installation
Copyright © The Boeing Company / Ariane Studios
If your question can be found on our web site or in this manual, our e-mail reply
may politely suggest:that you
PLEASE REFER TO SUPPORT PAGES
Which means we suggest you navigate to the SUPPORT section on the website.
or
PLEASE REFER TO THE MANUAL
Which means the answer can be found in the Flight Training Manual.
We would like you to enjoy every part of the Boeing we created for you.
We appreciate your support on our projects but we would ask you not to copy the
programs or the contents. Doing so is unfairly taking income away from us, and no
matter what your opinion is regarding taking our work, your actions determine the
future (or not) of further releases.
Support what you enjoy by helping it to grow by buying to contribute to the funds
we need to develop more of it and not by giving it to friends “for evaluation”.
Giving it to friends is piracy. Piracy is theft. Theft of our work means a withdrawl
of benefits such as freeware liveries. Don’t do it.
Blue Skies,
Ariane Development Team
Boeing 737 Classic and NG Series Division
POLITE NOTE : DO NOT COPY FS SOFTWARE - COPYING IS PIRACY
Note: Our policy in the past, toward offenders we have found distributing
illegal copies of our software has been to simply show the evidence
to their internet service provider. Why? Because ISP’s are now legally liable for
the illegal distribution of pirated work. In most cases, reporting has meant immediate
cancellation of the offenders broadband or dial-up service to protect ISP’s interests.
ISP’s also have the right to share offenders (pirates/criminals)
information with each other.
We advise you for the sake of your future enjoyment and to avoid your
service being cut off, NOT to pirate the work of ANY FS Software Publishers.
This notice is published to protect the interests of all FS publishers everywhwere.
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ April 04 2003 1.2.10
Normal Procedures
Introduction
Copyright © The Boeing Company / Ariane Studios
The Boeing 737-500
Many of the new features on the Boeing 737-500 will differ slightly from the current
737 Classic Series. This set of instructions is for the Boeing 737-500 only. The new
features were designed to closely emulate the features and the operation of the real
aircraft. Some of the new features have not been seen before in Flight Simulator
and it is our aim to bring you further, cutting-edge software technology and a more
realistic flight experience with all future developments and, where possible and
practical, to retrofit these features to our current aircraft.
Boeing 737-500features
Feature Location Operation & Action
Doors and Inlets
Potable Water Rear of the aircraft
Door outlet under starboard door Textured
(as a texture)
RAM Front underside of
inlet doors aircraft nr. wing root OPEN
Special Features
Opening Port side/front
Passenger door of aircraft SHIFT - OPEN/SHUT
Boeing737-500 Flight Crew Training Manual
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Features
Copyright © The Boeing Company / Ariane Studios
Electric Stairs FWDPort Side key (see
“Assigning Keys”
LOWER/RAISE
Hydraulic Suspension On all wheels Operates on aircraft
taxiing/T/O/
*sensitive to rolls
Velocity Wheels On all wheels Wheels keep moving
after T/O
slow down with drag
Wing views Side views SHIFT and on keypad
View over REALwing
Lighting Effects
Main Landing Lights Port and Stbd
wing-to-fuse root Assign to key
ON/OFF
Retractable Under wing Assign to key
Landing Lights (see “Assigning Keys”)
ON/OFF
Taxi Lights Port and Stbd Assign to key
wing-to-fuse root
ON/OFF
Cabin Lights Port and Stbd Assign to key
windows ON/OFF
Cockpit Lights Inside cockpit Assign to SHIFT -
and FWD cabin/galley key (see below)
ON/OFF
Exit and Wing Lights Side of FWD Assign to key
window sections ON/OFF
Fin ‘logo lights’ Mounted Assign to key
on upper rear stabs ON/OFF
Boeing737-500 Flight Crew Training Manual
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Introduction
Copyright © The Boeing Company / Ariane Studios
Fin lighting On tail fin itself Assign to key
ON/OFF
Engine and Over and under Assign to key
Wing lighting wing and on Engines ON/OFF
Gear Bay Lighting In gear bay/ Assign to key
reflecting on gear ON/OFF
Moving Nose On nose wheel Assign to key -
wheel light gear stantion moves with nosewheel
Control Surfaces
Reverse thrust Engine Reverser or PG DN
Cowling (fully held down)
OPEN/SHUT
Trimmed Rear Elev Stabs Key Pad &
Stabilizers (or assigned ‘Trim’
Key) UP/DOWN
Roll Spoilers Upper wing edges Joystick/Yoke roll
UP/DOWN
Brake Spoilers Split 3 set on Spoiler /
upper wing Autobrake system
Kreuger Inboard front [F1,/
Flaps of wing to root /F2,F3,//F4]
Sets on Flap 1
OUT/IN
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ 1.2.13 June 04 2003
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Assigning Keys
Copyright © The Boeing Company / Ariane Studios
Leading Edge Slats Leading [F1,/
Edge Slats edge of wing /F2,F3,//F4]
Sets on Flap 1
OUT/IN
How to Assign Keys
All Flight Simulator controls and functions are assigned to set key sequences.
It is this series of keys and functions that run the Microsoft Flight Simulator
interface. Microsoft, in their wisdom (thank you) give you the option to adjust or
change these assignments, depending on your setup. In designing the NG Series,
we opted to use a series of keys for a number of functions to add more features to
our aircraft. As you gain an understanding of how these keys work with your
setup, you can adjust or change them to give you greater control over the function
and operation of Flight Simulator.
Assigning key sequences to the retractable landing lights
Before you can retract or extend the fuselage landing lights, you will first need to
assign a key to operate this process. Many keys in Flight Simulator have already
been taken up by other programs, other
software, and in some cases hardware add-ons. There are still many keys available
as well as several key combinations.
For the retractable, under wing landing lights we suggest the following method.
1//
Locate the ASSIGNMENTS section of your FS2002 pull-down menu.
This can be found in OPTIONS/CONTROLS/ASSIGNMENTS.
2//
Upon opening the ASSIGNMENTS section look for the Event Category box on the
left and select GENERAL AIRCRAFT COMMANDS.
3//
Now scroll down in the EVENT box until you find the words
“Extend Concorde nose and visor fully” and select it.
4//
Now click the “Change assignment” button under the Event window and choose a
free key. (NB: You need two key events here so choose one that you can also add a
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ April 04 2003 1.2.14
Normal Procedures
Introduction
Copyright © The Boeing Company / Ariane Studios
“SHIFT” command to). ON UK/US keyboards there is a key that resembles an Lon
its side. That key is ideal.
5//
Press the key and select OK. It will tell you that the key is not selected. If it has
been “assigned” to another command. Find another key.
6//
When you find a key that is OK, click on the OK button and then scroll down to the
words “Retract Concorde nose and visor fully” and run through the process again,
but this time select and hold down the SHIFT key and the key you have chosen.
You can use a number of keys in close proximity to each other but we suggest that
you use the keys that best fit your setup.
You can now check and see if you would like to assign any further new keys to add
ease of use to your Flight Simulator setup with some of the new features.
Tip: We suggest that you leave the base set of keys that Microsoft programmed
and not change then unless you make a note of the new assigns and keep such a
note in a safe place. Losing memory of the keys may mean a new install.
Assigning a key sequence to Electric Stair Operation
Run through the same sequence as above but this time locate the TAILHOOK entry
in the Events Window of the assignments section. Assign a free key (we used the
key) and after clicking the OK box, go back to the outside FWD port area
and select the key and the stairs will extend and retract upon depression
of the key. After a short period, if the aircraft stairs "cut out", or seem to no longer
operate, to activate them again, simply press the door SHIFT – key on and off
quickly. The air stairs were designed to operate immediately after the door key
sequence was depressed.
Open Door
Keys and Opens and closes the port side door.
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ 1.2.15 June 04 2003
Normal Procedures
Operation
Copyright © The Boeing Company / Ariane Studios
Operation of the Reverse Thrusters
The reverse-thrusters are operated with the Pg Up or Pg Dn keys or the and
keys. ( is used to cancel the reverser and set the throttle to ‘0’. The Reverse
thrusters operate with the braking system of the aircraft and can be deployed at
will or, linked to the braking system of the aircraft, can be deployed on landing the
aircraft.
NB: It is dangerous to deploy reverse thrusters in flight and thus we have
disabled the function after T/O.
Spoilers
The main spoilers on the real aircraft activate at ‘somewhere’ between 1 and 2
seconds or more. On the real 500, the brake spoilers are divided into three sections.
Numbering 1-3 from the fuselage, numbers 1+3 will raise first followed by 2 which
is raised a little lower than 1 and 3. After just over 1 second spoilers numbered 1,3
and 2 will raise in that order, together. The spoiler design was like conducting a
‘spoiler symphony’ when we tested them to see that their operation proved to be as
close to the real thing as we could get it. A number of people were asked how the
spoilers actually operate and there were differing opinions.
A final trip to the airport on a number of occasions found this to be the most
accurate representation of the 500 spoiler system (we did it while we were studying
the NG system).
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ April 04 2003 1.2.16
Normal Procedures
Operation
Copyright © The Boeing Company / Ariane Studios
Landing and Deployment Notes
To set up the 500 for auto braking, select "arm spoiler" from your cockpit [/]
and then select the appropriate setting on the auto brake section of your panel (see
chart on next page). After landing the aircraft, the spoilers will deploy and you can
deploy the reverse thrusters {F2} - hold and depress. To de-activate, press .
To slow the aircraft down to safe taxiing speed . Keep you speed to below 21 knots
– if you have problems taxiing, you can reduce your ‘sim’ rate by half by pressing
and the minus [-] or plus [+] keys to increase or decrease the speed – one press
of the minus [-] key should do it by setting taxiing speed to 1/2 the sim rate.
Take care when taxiing not to exceed the safe speed otherwise the aircraft may roll
and you may cause damage to the underside of the CFM engines (see also Boeing
300 and 400 aircraft manuals).
Suspension
All aircraft have suspension but our aircraft have something we call "Active
Suspension". A feature that makes Ariane-designed aircraft challenging is that they
have their own compressing, adjusting suspension system that emulates
suspension systems of real aircraft. Set the aircraft u[p on a long taxiway and begin
your taxi roll. Achieve a speed of around 20-25 knots (the limit is around 21 knots
although a number of aircraft have been seen to break this limit). Now take the
next taxi to RWY or taxi to stand turn-off and go to an outside view by pressing the
key. You’ll note that the suspension compresses when you turn at higher speeds.
The aircraft will roll at 21 knots as it would in the real thing. At just below the
ground steering-to-rudder limit; the point at which the ground steering mechanism
is de-activated; if you use excessive speed, the aircraft engines may touch the
ground and you might lose the turn causing a crash to occur.
Note: A greater degree of care is required when taxiing the 500 at speed!
Landing
On landing, one thing you will note about our aircraft is that she requires you to
make a perfect, two-point landing on the main wheels and bring the nose in gently.
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ 1.2.17 June 04 2003
Normal Procedures
Eyepoint Settings
Copyright © The Boeing Company / Ariane Studios
On some runways, it is possible to collapse the nose by landing too hard (try Salt
Lake). Do not be at all surprised that you will need to practice landings a lot more
in the 500 due to its lower thrust rated engine performance! Come in too fast and
the aircraft will simply "bounce" all the way down the runway until you "run out of
road" and you will need to hit the TOGAbutton and go round and line her up
again. Choose a safe, documented landing speed to ensure you land correctly and
are able to stop inside the placard ‘safe distance’.
Approaches
Recommended Autobrake & Flap settings for landings are as published by Boeing
for the Classic and Boeing NGs, which is what the ‘green’ aircraft is based on.
(Green is the term used by Boeing for allocating production-line Boeing 737-700’s for
Boeing Business Jet fitting).
RWYLength (ft.) Norm Autobrake Setting Auto brake Ice/Poor Brakes Flap Setting
8,000 +1 2 30
6,001 to 7,999 2 2 30
5,001 to 6,000 3 MAX 40
5,000 or less MAX NOT AUTHORISED 40
The "rule of 9" can be used here, just add the auto brake setting to the number of
thousands of feet of runway so that they total at least 9. Note: use 4 for MAX.
Example: 7500 ft. of runway, auto brake 2, 7+2=9
Eyepoint Settings
With the recent designs of Boeing aircraft in the 737 Series, Ariane considered the
idea of ‘wing views’ from the passengers POV over the wing of our models.
We wanted to show the movement of animated wing parts upon landing; thus
introducing a more realistic view element for FS pilots.
Wing views were first introduced over the wings of the Ariane Boeing 737-300 and
Boeing 737-400 (see web site for more aircraft in this GMAX Series).
Wing views are one of the items covered in the Microsoft SDK (a "Software
Developers Kit" to help us understand a little more about the way Microsoft Flight
Simulator flies. We are happy to share these findings with everyone so they can create their
own views in freeware aircraft they design).
To edit your aircraft.cfg for over-the wing views, you will need the following:
1 An FS2002 aircraft.cfg file (these files are in your chosen aircraft from the
AIRCRAFT folder in FS2002).
2 A text editor (use NOTEPAD - from your START menu in XP or from you
ACCESSORIES menu in Win ME or Win 98).
3 A detailed wing (such as the Ariane Boeing 737-300-/-400 or 500, or Boeing BBJ
or Boeing NG Series)
4 A steady-ish finger to take great screen shots J
First, locate the section in your FS2002 aircraft’s AIRCRAFT.CFG file under
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ April 04 2003 1.2.18
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Operation
Copyright © The Boeing Company / Ariane Studios
"EYEPOINT" – you can see from the picture that it comes under "VIEWS".
When you’ve located this section, you can change your viewpoint to situate
yourself almost anywhere along the fuselage section of the aircraft. Make notes of
these ‘seat numbers’ next time you fly. Laterally, vertically and Longitudinally
along the axis of the aircraft, are all options that can be "edited". Once you have set
your views you can then experiment some more. We strongly recommend you try
the settings: –9, -17 and –21 to start with. Depending which view you select, the
amount of views you can enjoy is most limitless. You can use a series of views to
get the right angle and enjoy the detail of your aircraft or use one view to ‘set’ your
view for landings at your favourite, detailed airport!
Virtual views
First, select "virtual" mode when in the cockpit of your aircraft (key press once).
Next, use the following keys to set your ideal viewpoint to a position you’d like to
be ‘sitting’, looking out over the wing.
Shift and Back# key this will move the view DOWN.
Shift and the Return Key this will move the view UP.
Ctrl Ret this will move the view BACKWARDS
Ctrl Back# this will move the view FORWARDS
There is a limit to the amount of movements from the centre point (we found it to
be around 100 each way) but if you create a new aircraft.cfg with a new eye point
setting, you will find that you have a further set of choices for you to move either
further forward, or backward, along the aircraft. Use the views too (keypad, 1,3, 7
and 1) to view the wings and engines and move using the keys above and you will
find that you have further views at your disposal to experiment with. The backspace key will re-set your view to "0" (this goes for any situation in FS) and you can
use the minus key [-] to zoom out and the [+] key to zoom in or a combination of
the [+] key and the shift key and the [-] key and the shift key to increase your
"zoom" in steady increments! You can now concentrate on making a great landing
and then running "Instant Replay", setting yourself over the wing and watching
how you did from your "passengers" point of view! Once you’ve got the hang of it,
its great fun and gives you an idea of what its like to fly your favourite creations!
Aircraft Walk Round
Set yourself up outside the aircraft and shut down the engines by hitting the -
- key and watch the door open. Notice the
entrance lobby detail. (On the BBJ you can change the wood and carpet colours by
studying the previous section explaining the use of OPT and INT programs).
Now move around to the other side of the aircraft using the --
key and followed by the -- sequence to slide you
around. To set yourself lower to the ground, use the - key combination. Now open the door again (a message will appear at the top of the FS view
window telling you MAIN EXIT IS OPENING.
Boeing737-500 Flight Crew Training Manual
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Normal Procedures
Walk Round
Copyright © The Boeing Company / Ariane Studios
Now close the door and retract the electric stairs.
Now start the engines by pressing the - sequence.
Watch the fans rotate as they spool up.
This contributes to the accurate operation of the engine which will be fully covered
in our forthcoming NG cockpit.
At an optimum point in time, Flight Simulator automatically selects the fuel
injection process which fully starts the engines and you will hear the familiar
whine as N1 and N2 pressure ratios reach their balanced start-up settings.
Cantilevered Flap Extension
Now move round to the flap section and select ‘flaps 1’ setting . Notice that the
slats will extend on the leading edge; also note that the inboard Kreuger flap (see
area between fuselage and wing) will also extend on selection of the F1 setting.
Go behind the wing nearer the fuselage and note that the flaps extend in sequence
on each pressing of the F7 key all the way to a “Full Flaps”, fully-extended setting.
The flaps are canted for each extension and will set in their exact position based on
current data.
Line up for take off
Location and time of year/season will affect the take off performance of the 500.
We suggest regular runways that are dry and an airport on the 50 Latitude parallel
and below 1,000 feet. We suggest a flap 5 setting until you learn to handle the
“speed climb” characteristics of the aircraft where you can use ‘Flap 1’ and an
ECON setting of thrust for a long and easy roll-out before rotation.
One of the more interesting characteristics of the 737-500 is a more challenging
performance equation over previous Boeing models.
Boeing737-500 Flight Crew Training Manual
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Operation
Copyright © The Boeing Company / Ariane Studios
Take off and Climb
Before you roll out, pull down the checklist by pressing the key. The complete
Boeing 737-500 check list for standard procedures has been included with the aircraft so there is no need to study any further paperwork outside of your cockpit).
After running through the list, take a look outside the aircraft. Note that we used
the Boeing standard cockpit from the FS2002 aircraft.
Note:
The Ariane Boeing 737 ADVANCED ANALOGUE COCKPIT is an ideal companion to the Boeing 737-500. This cockpit (equipped with TCAS anti-collision software-which is fun to use in FS) is not only the type of cockpit that the Boeing
737-500 uses, it is also designed with our Boeing 737-500 in mind and features a
number of items linked to the cockpit (such as every light switch which turns
individual lights ON and OFF such as LANDING, TAXI, STROBE etc.
Line your aircraft up just left of the centerline (NB: In the real 500, the Captains
view is set to just left of the centre of the aircraft as it is in the real aircraft). Select
thrust power to within 98% of N1. Do this by either pressing the key (full
power) and then by pressing the key twice to reduce it so it does not “red
line”. As you pass V1, rotate at around 125-130 knots IAS.
Now check your climb rate. It may be slower on the climb. This is because, unlike
our faster BBJ aircraft, the 500 uses what the aviation press called: “underpowered
engines”. This is not so, the engines were designed for the weight and design of the
500 which is a much smaller aircraft (and very similar to its replacement, the 600).
You can retract gear on positive rate of climb and as you do, set yourself up from
the outside.
Select the AFTER TAKE OFF section of the check list by pressing .
Run through the checks and confirm all systems are operating properly. As you
pass through your clearances to different flight levels, you can ‘clean up’ the
aircraft by methodically retracting the flaps within the published speeds.
Take the 500 up to FL240 and get ready for cruise altitude on your inaugural flight.
Your aircraft Captain.
Enjoy your flight.
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ 1.2.21 June 04 2003
Normal Procedures
About Ariane
Copyright © The Boeing Company / Ariane Studios
About Ariane
Ariane began building Boeings back in 2000. With the launch of our first aircraft in
the summer of that year; we discovered how many people enjoy flying the world’s
most popular aircraft! Our twelve-strong team of developers and admin. staff all
work hard to bring you the most realistic Boeing experience and are always willing
to do all we can to help you to derive the best from our unique products and
service. If there is something you’re not happy with, simply navigate the web site
SUPPORT section or send us an e-mail - we’ll do our best to answer you ASAP
and to put things right.
At Ariane, our goal is to achieve a level of detail in our work that will bring the real
world of the Boeing 737 to your desktop - to make your flying experience as
complete as possible. We enjoy making the aircraft for you and we look forward to
hearing from you about your flight experiences (especially from more real Boeing pilots
so please identify yourself and let us know if you would like to join our growing Technical
Team)!
We aim to publish a series of articles on the web site this year so please keep
visiting us at to get the most from your Boeings. Please remember that in order to
continue to bring you this great work, we need your support, not only from buying
the aircraft but also online, in the forums and with your friends. For these reasons
please respect our work; don’t “copy” it or "loan it for evaluation" to your friends –
in the end, by giving it away, you may only be robbing yourself by taking away the
possibility of future developments for you to enjoy flying.
Thank you for your support - we’ll see you on the NEWS pages with the next NG.
Ariane Design Studios
www.arianedesign.com
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ April 04 2003 1.2.22
Background Information
Copyright © The Boeing Company / Ariane Studios
Boeing 737-500 Background Information
Seating 100-120 passengers
Length 101 feet 9 inches (31.0 m)
Wingspan 94 feet 9 inches (28.9 m)
Tail height 36 feet 6 inches (11.1 m)
Engines CFM56-3 (produced by CFM; a Joint Collaborative
Organisation owned by jGeneral Electric
and Snecma of France)
Maximum takeoff weight
Basic 115,500 pounds (52,390 kg) -
High Gross Weight 133,500 pounds (60,560 kg)
Fuel capacity 6,295 U.S. gallons (23,825 L) (with optional tanks)
Maximum range 2,380 nautical miles; 2,740 statute miles; 4,400 kilometers
Cruise speed Mach 0.745 (495 mph)
Altitude capability 37,000 feet (11,280 m)
Cargo capacity 822 cubic feet (23.3 m3)
The Boeing 737-500 was launched on May 20, 1987, following an order for 38
aircraft from Southwest Airlines (included in the launch airlines).
With a fuselage of 10 inches (25 cm) longer than the popular 737-200; at 94 feet 9
inches (28.9 m), it was the shortest of the Classic Range. With the addition of the
then, advanced technologies from the 737-300 and -400 models, the 737-500 was
designed to provide airline operators with a replacement for the 737-200 twinjet.
The 737-500 offers up to 20 per cent less fuel consumption per seat than a
comparably configured 737-200. It provides mixed-class seating for 110 passengers,
an all-economy configuration accommodating 122 and charter seating for 132.
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ 1.2.23 June 04 2003
Background Information
Copyright © The Boeing Company / Ariane Studios
Engines
Engines for the 737-500 are from the same CFM56-3 series of powerplants offered
on the 737-300 and -400. This engine series is noted for its exceptional fuel efficiency, low noise and high reliability.Ar e-rated 18,500-pound-thrust variant of the
CFM56-3 is the standard offering on the 737-500, with the full-rated 20,000-poundthrust version available as an option. The engines are produced by CFM
International, a company jointly owned by General Electric of the United States and
Snecma of France.
These advanced engines assure that the 737-500 is a good community neighbor at
even the most noise-sensitive airports. In fact, the takeoff, sideline and approach
noise levels are below the stringent "Stage 3" limits set by the U.S. government and
recommended by the International Civil Aviation Organization.
Maximum takeoff weights of the 737-500 range from 115,500 pounds (52 390 kg) for
the basic offering up to 133,500 pounds (60 560 kg) for the high-gross-weight
version.
Interior
The interior of the 737-500 is designed for maximum comfort and efficiency.
Attractive sidewall panels, contoured to make optimum use of the fuselage cross
section, will afford additional space at the head and elbow for window seat
passengers. This, in turn, allows the use of seats mounted 1 inch further outboard
than on older aircraft, providing an aisle 20 inches wide (50.8 cm) instead of 18
inches (45.72 cm). The wider aisle provides enough space for passengers to step
around serving carts.
Another feature in the cabin is a transverse galley that spans the entire width of the
fuselage at the back of the cabin. With lavatories installed forward of this area, the
galley is clear of passenger traffic; the cabin crew can work more efficiently and
provide faster meal and beverage service.
Much of the advanced technology developed for the 757 and 767 jetliners is
incorporated in the 737-500.
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Background Information
Copyright © The Boeing Company / Ariane Studios
For example, the wing leading edge approximates the shape of that on the 757 and
767 for improved aerodynamic efficiency. Lightweight advanced composites will be
used for flight control surfaces, aerodynamic fairings and engine cowlings, similar
to applications in the two larger Boeing twinjets. Another similarity is in the wing
skins, which utilize new weight-saving aluminum alloys.
Flight Deck
Still more 757/767 technology is found in the flight deck. Like its larger cousins, the
737-500 features a fully integrated flight management system (FMS) for automatic
control and guidance of the aircraft. With optional equipment, the FMS makes
Category IIIAautomatic landings (50-foot (15-m) decision height and 700-foot
(213-m) runway visual range). As a customer option, an electronic flight instrument
system is available. It features multicolor cathode ray tube displays for primary
flight instrumentation and offers increased reliability compared with electromechanical units.
Several additional electronic features are basic on the 737-500. An engine
instrument system shows engine and hydraulic information on two light-emitting
diode displays. These take the place of 21 separate electromechanical instruments
for greater simplicity, easier maintenance and increased reliability.
The flight management computer system incorporates a required time of arrival
(RTA) feature. It is the first commercial system to add time as a fourth navigation
control factor along with speed, direction and altitude. RTA provides a time window for making a departure that ensures that the airplane will meet a designated
time of arrival in order to avoid a holding pattern at its destination. RTA can cope
with en route delays too, enabling flight crews to adjust cruise speed for maximum
fuel efficiency. Workloads for pilots as well as air traffic controllers should be
reduced.
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Background Information
Copyright © The Boeing Company / Ariane Studios
Another feature is windshear detection capability. Windshear is caused by a violent
downburst of air that changes speed and direction as it strikes the ground.
The Boeing windshear detection system alerts flight crews to the condition and
provides flight-path guidance to cope with it.
Structural Features
A number of structural changes introduced in the 737-300 and -400 also are incorporated in the -500 model. These include strengthened wing; tip extensions to both
the wings and horizontal stabilizers; strengthened wheels, tires and brakes;
lengthened and reshaped dorsal fairing at the root of the vertical tail; and
repositioned nose gear to help provide engine inlet ground clearance about the
same as the 737-200.
The 737-500 bears a high degree of commonality with all versions of the 737 series,
including the original -100 and -200 models. This has been an ongoing objective in
the development of the various models. All versions have essentially the same handling characteristics in the air as on the ground.
Pilots flying earlier 737 models do not need a new type-rating to operate the 737-
500. Furthermore, a substantial number of replaceable parts on the 737-500 are
identical to those on the -300 and -400, and many are the same as on the -200.
This simplifies airline spares inventory and maintenance. Thus, commonality
makes it easy for operators to integrate the 737-500 into existing fleets.
The first 737-500 rolled out of the Renton plant on June 3, 1989. First flight occurred
on June 30, 1989. The airplane received flight certification from the U.S. Federal
Aviation Administration on Feb. 12, 1990, and the first delivery was made to
Southwest on March 2, 1990.
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737 Facts
Copyright © The Boeing Company / Ariane Studios
737 Facts
( The 737 is the best-selling commercial jetliner of all time.
( Airlines and other operators have ordered more than 5,100 Boeing 737s,
with more than 4,000 delivered. Currently more than 214 airline operators
in 100 countries fly 737s.
( On the average about 1,200 737s are in the air at all times; one takes off
every 5.3 seconds.
( The 737 fleet has carried more than 7 billion passengers.
( Since its commercial revenue service history began in 1968, the 737 fleet
has flown more than 56 billion miles -- approximately 260 round trips
from Earth to the sun.
( The 737 fleet has produced more than 124 million hours of revenue service
for its operators -- equivalent to about 12,400 years of continuous service.
( The 737 fleet has made more than 90 million flights.
( Of the more than 15,177 Boeing commercial jets ordered, approximately 32
percent have been 737 family members.
( On average, there are approximately 367,000 parts on a Next-Generation
737 airplane excluding rivets and bolts.
( Typically, about 50 gallons of paint are used to paint an average 737.
The paint weighs approximately 300 pounds.
( There are approximately 36.6 miles of wire on the NG 737-600/-700/-
800/-900 models, four miles less than 737-300/-400/-500 models.
737 General History
In 1967, the smaller, short-range 737 twinjet was the logical airplane to complement
the 707 and the 727. There was increasing demand for transports in its category, but
the 737 faced heavy competition from the Douglas DC-9 and the British Aircraft
Corp. BAC-111.
To save production time, and get the plane on the market as soon as possible,
Boeing gave the 737 the same upper-lobe fuselage as the 707 and 727, so the same
upper-deck cargo pallets could be used for all three jets. The 737 later adopted the
727ís cargo convertible features, which allowed the interior to be changed from
passenger to cargo use in the 737-200 series.
The 737 had six-abreast seating ó a selling point, because this way it could take
more passengers per load ó the DC-9 seated five abreast. The number of seats in
the 737 also was increased by mounting the engines under the wing. This engine
placement buffered some of the noise, decreased vibration and made it easier to
maintain the airplane at ground level. Like the 727, the 737 could operate selfsufficiently at small airports and on remote, unimproved fields. The planeís performance in these conditions led to orders in Africa. Later, airlines in Central and
Boeing737-500 Flight Crew Training Manual
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General History
Copyright © The Boeing Company / Ariane Studios
South America, Asia and Australia bought the versatile jet. At first, the 737 was
called the ìsquareî airplane because it was as long as it was wide.
The new technology made the position of flight engineer redundant; the 737ís
two-person flight deck became standard among air carriers. Nineteen 737-200s,
modified as T-43 navigator trainers, served with the Air Force, and the last 737-200
was delivered Aug. 8, 1988.
By 1987, the 737 was the most-ordered plane in commercial history. In January
1991, 2,887 737s were on order and Models 737-300, -400 and -500 were in
production. By 1993, customers had ordered 3,100 737s, and the company was
developing the Next-Generation 737s ó the -600, -700, -800 and -900.
The Next-Generation 737 models build on the strengths that made the 737 the
world's most successful commercial airliner, while incorporating improvements
designed for the 21st century.
The 126- to 149-seat 737-700 was launched in November 1993 and first delivered in
December 1997. The 162- to 189-seat 737-800 was launched Sept. 5, 1994.
The 110- to 132-passenger 737-600 was first delivered in 1998, and the 177- to 189-
passenger 737-900 was first delivered in 2001.
The Boeing Business Jet, launched in 1996 as a joint venture between Boeing and
General Electric and designed for corporate and VIP applications, is a highperformance derivative of the 737-700. The BBJ 2, announced in October 1999, is
based on the 737-800 and has 25 percent more cabin space and twice the cargo
space of the BBJ. Both provide unsurpassed levels of space, comfort and utility and
are backed by a global support program with dedicated field service
representatives.
On Aug. 29, 1997, the Navy awarded Boeing a contract to build 737-700
convertible/combi aircraft to replace the U.S. Navy's fleet of C-9 airlift transports,
which have been in service since the early 1970s. Designated C-40A, the aircraft
will be used for the Navy Unique Fleet Essential Airlift (NUFEA) mission,
transporting both passengers and cargo around the world. The C-40Acan operate
in three configurations: an all-passenger (121) configuration, an all-cargo
configuration of up to eight pallets, or a combination (or "combi") configuration
that will accommodate up to three cargo pallets and 70 passengers.
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CFM-56-3 Engine
Copyright © The Boeing Company / Ariane Studios
The Boeing 737 500 CFM56-3 Engine
The CFM56-3 turbofan, the first advanced derivative of the CFM56 family, is
perfectly tailored to meet the needs of second-generation, short- to medium-range
Boeing 737-300/-400/-500 aircraft. Certified by the FAAand DGAC in January
1984--only 20 months after the CFM56-2 began revenue service--the CFM56-3
family covers a thrust range of 18,500 to 23,500 pounds, and offers a fuel burn
efficiency improved by 20 percent compared to previous low bypass engines. Quiet
and clean by design, and retaining the CFM56-2 core and low pressure turbine, the
CFM56-3 offers 84 and 60 percent commonality in parts and tooling, respectively,
with its predecessor. The final production CFM56-3 engine was shipped to Boeing
for installation on the final Classic 737, a 737-400, in December 1999. In early 2001,
a CFM56-3C engine in service with Malev set a new CFM56 time on wing record,
logging more than 35,000 hours and 14,000 cycles without a single removal. As of
December 1, 2002, this "first run" -3 has 38,736 hours and is still going strong.
CFM56-3 Facts
( With more than 13,500 engines in service, a CFM56-powered aircraft takes off every 4
seconds.
( CFM is not an acronym, so it doesn't "stand" for anything. The company, and product
line, found their names due to a combination of the two parent companies' commercial engine
designations: GE's CF6 and Snecma's M56. CFM is a partnership between two of the world's
largest and most respected aircraft engine manufacturers.
( The addresses for the American and French headquarters for CFM International pay
homage to the company's founding fathers: One Neumann Way and Rond Point Rene
Ravaud.
( CFM56 design is flexible in order to meet specific aircraft needs. The current CFM56 family includes four fan sizes and thrusts from 18,500 to 34,000 pounds. Applications cover short-,
medium- and long-range aircraft.
( The world's major leasing companies have ordered CFM56 engines to power 57 percent
of their combined 1,500 aircraft fleet.
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CFM56-3
Copyright © The Boeing Company / Ariane Studios
CFMI CFM56-3
Max Thrust 25,000 Lbs
Max Fuel Capacity 6,875 US Gal (26,035 L)
CFM56-3
( 18,500 – 23,500 POUNDS THRUST
( A growing number of CFM56-3 engines
reach more than 25,000 cycles before their
first shop visit removal
( Expected first run life of more than 16,000
engine flight hours
( Meets most severe inclement weather threat
( Sets new industry standards for reliability
( 40 percent margin,
compared to ICAO NOx limit
CFM56 -3B-1 - 3B-1 - 3B-1
Takeoff Conditions (sea level)
Max. takeoff (lb) 20,000 22,000 23,500
Airflow (lb/sec) 638-655 683 638-710
Bypass ratio 6.0 5.9 6.0
In-Flight Performance
(35 000 ft-Mach=0.80-ISA)
Max. climb thrust (lb) 4,860 5,260 5,540
Ov. PR Ratio/max. CLB 27.5 28.8 30.6
Max. CRZ thrust (lb) 4,650 5,040 5,370
CRZ SFC (Bucket) lb/lb/hr 0.671 0.657 0.648
Engine Characteristics
Length (in) 93.0 93.0 93.0
Fan diameter (in) 60.0 60.0 60.0
Basic dry weight (lb) 4,276 4,301 4,301
Boeing737-500 Flight Crew Training Manual
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Flap Useage
Copyright © The Boeing Company / Ariane Studios
Preface
Flight Crew Training Manual
This chapter outlines similar operation to the Bocing operational policies that are
followed during training. Recommended procedures for Crew Coordination,
Flap/Speed Schedule, Thrust Management, Turbulent Air Penetration, and Crew
Resource Management are covered only in part.
This provides a basis for standardization. Conditions beyond the control of the
flight crew may preclude following a maneuver exactly. All maneuvers are not
intended to replace good judgment and logic.
A very comprehensive Boeing Manual is being completely rewritten for Boeing 737
simulator use and this will be available from our web site (please see our website
www.arianedesign.com and click on the NEWS section for details).
Operational Philosophy
The normal procedures described here are designed for use by virtual flight crews
with a knowledge of the Boeing 737 300/400/500 designed by Ariane Studios.
Flap Usage
For takeoff, when conditions permit. consider the use of flaps 5 or 15
(-300-/-400-/-500), flaps 5, 15 or 25 or flaps 5, 10, 15 or 25 (-200) to provide
additional aft body clearance and shorter takeoff distance.
For landings, when conditions
permit, use flaps 40 to minimize landing distance and landing speed.
Most operators, however, use flaps 30 for lower noise levels and fuel savings.
Fixed Flap-Speed Schedule/Maneuvering Speeds
The flap maneuvering speed schedule provides the recommended maneuvering
speed for various flap settings. When recommended procedures we followed, the
schedule provides adequate buffet margin for an inadvertent 15 degree overshoot
beyond the normal 30 degree bank.
The flap maneuvering speeds are shown in the table opposite.
The flap maneuvering speed schedule varies as a function of gross weight and will
provide adequate maneuver margin above stall at all weights shown.
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Flap Maneuvering
Speed Schedule
Copyright © The Boeing Company / Ariane Studios
The schedule provides speeds which are close to minimum drag and in climb are
close to maximum climb gradient speed. In level flight it provides relatively constampitch attitudes and requires little change in thrust atififferent flap settings.
Flap Maneuvering Speed Schedule (100/200/300/400/500)
Figures following illustrate the maneuver margin to stick shaker for the fixed speed
schedule.
Note: Forward C.G. (centre of gravity) is shown because it represents the most
critical maneuver margin. Autoslats are assumed inoperative. (as installed)
During flap retraction/extension, selecting the next flap setting should be initiated
when reaching the maneuver speed for the existing flap position. Normally the airplane should be accelerating when flaps are retracted to the next position.
Acceptable maneuver margin is, however, retained at a speed 20 knots below the
recommended speed.
For the design of Ariane aircraft cockpits equipped with an ADI Speed Tape, flap
retraction or extension should be initiated at the maneuvering speed (the 'T` symbol
on the Speed Tape).
Boeing737-500 Flight Crew Training Manual
Flap At & Below
Position 117,000 LB
(53,070 KG)
Flaps 0 210 knots
Flaps 1 190 knots
maps 5 170 knots
Flaps 10 160 knots
Flaps 15 150 knots
Flaps 25 140 knots
Above 117,000 LB Above
(53,070 KG) 139,500 LB
Up to 138.500 LB (62,823 KG)
(62,823 KG)
220 knots 230 knot
200 knots 210 knots
180 knots 190 knots
170 knots 180 knots
160 knots 170 knots
150 knots 160 knots
D7-77370-3Z15-NIZ April 04 2003 1.2.32
Txai, Takeoff and Climb
Copyright © The Boeing Company / Ariane Studios
Taxi, Takeoff and Initial Climb.
Typical Rotation (All Engines, All Airplanes)
Boeing737-500 Flight Crew Training Manual
Model Flap Liftoff Attitude Tail Clearance
(degrees) (incline)
200 Adv 1&5 11.6 28
10 12.1 24
15 11.5 29
25 11.0 32
300 1 10.0 23
5 9.9 24
15 8.1 37
400 5 9.1 23
15 8.5 29
500 1 10.0 34
5 9.9 35
15 8.1 47
D7-77370-3Z15-NIZ 1.2.33 June 04 2003
Txai, Takeoff and Climb
Copyright © The Boeing Company / Ariane Studios
Taxi, Take off and Initial Climb
Rotation Execution (737-100/200/300/400/500)
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Body Attitude
Copyright © The Boeing Company / Ariane Studios
Boeing737-500 Flight Crew Training Manual
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Takeoff Modes
Copyright © The Boeing Company / Ariane Studios
Immediate Turn After Takeoff
Obstruction clearance, noise abatement, or departure procedures may require an
immediate turn after takeoff. Initiate the turn at the appropriate altitude and
maintain V2 + 15 to V2 + 25 with takeoff flaps. Climb performance is slightly
reduced while turning. A maximum bank angle of 30 degrees is permitted at V2 +
15 knots with takeoff flaps (maximum maneuvering speed on speed tape/MASI
equipped airplanes). After completing the turn, and at or above flap retraction altitude, accelerate and retract flaps while climbing.
Takeoff Roll Modes
737-100/200/200 ADV
On airplanes with wings level takeoffinode and an immediate rum after takeoff is
necessary, headinig may be preselected prior to takeoff. Use HDG SEL when the
turn is desired (minimum 400 feet AGL).
Flap Retraction Schedule - All Engine
At flap retraction altitude, normally 1,000 AGL, PF will call for climb thrust or NI,
flaps up manctivering speed, and flap retraction. ne PNF will set climb thrust or
press NI to select climb thrust, rotate the MCPspeed selector to the flaps up
maneuvering speed and retract flaps to the next higher flap position. Table 2-3
Takeoff Flap Retraction Speed Schedule. provides airspeed indicator targets for flap
retraction.
For all airplanes, begin flap retraction at V2 + 15 knots, except for flaps 1 takeoff
For flaps 1 takeoff, begin flap retraction when reaching the flap 1 maneuvering
speed. With airspeed increasing, additional flap retraction should be initiated.
For flaps up maneuvering, maintain:
+ Fixed Target Speed (ASI airplanes)
+ Green -0- (Speed Tape airplanes)
+ "UP' (MASI or PFD/NDairplanes)
With flaps up and above 3000 feet AGL, select VNAV (as installed) or set the target
climb speed in the MCP speed window.
Boeing737-500 Flight Crew Training Manual
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Flaps for takeoff
Copyright © The Boeing Company / Ariane Studios
Takeoff Flap Retraction Speed Schedule
Limit bank angle to 15 degrees until reaching V2+15.
Speed Tape Displays (-300/400/500): "F' -
Minimum Flap Retraction Speed, existing flap.
"0" - Flaps Up Maneuvering Speed. MASI or I'I'DIND
"UP” = Flaps Up Maneuvering Speed.
Boeing737-500 Flight Crew Training Manual
15 5 V2+15 V2+15 V2+15 V2+15
5 1 170 180 190 5
1 up 190/F 200/F 210/F 1
5 1 V2+15 V2+15 V2+15 V2+15
1 up 190/F 200 210 1
1 up 190/F 200 210 1
T/O Select At & Below Above Above All
Flaps Flaps 117,000 Lb 117,000 Lb 138,500 Lb Weights
(53,070 KG) (53,070 KG) (62,828 KG)
up to
138,500 Lb
(62,828 KG)
D7-77370-3Z15-NIZ 1.2.37 June 04 2003
Go/Stop Descision near V1
Copyright © The Boeing Company / Ariane Studios
Go/Stop Decision Near V1
At one second after V 1, the airplane has already reached VR + 3 to 5 knots.
The figure compares the effects of an early decision or late decision on the Go/Stop
distance.
Boeing737-500 Flight Crew Training Manual
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RTO Execution
Operational Margins
Copyright © The Boeing Company / Ariane Studios
RTO Execution Operational Margins
Compares the operational margins of proper RTO execution plus the effect of using
one engine in reverse, iLh the operational margins of improper executions using
reduced brake pressure, no spoilers, delayed executions, etc.
A successful rejected takeoff at or near V 1 is dependent upon the captain making
timely decisions and using the proper pr-ocedures.
Boeing737-500 Flight Crew Training Manual
Available Runway
Flight Manual
Operational
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Turning Radius
Copyright © The Boeing Company / Ariane Studios
Turning Radius (Maximum steering angle)
Center of turn for minimum turning radius. (Slow continuous turning at a
minimum thrust on all engines. No differential braking.)
Turning Radius
Figure above shows the minimum turn radius capability.
The wing tip of the 737-100/200 and tail ofthe 737-300/400/500 swing the largest
arcs while turning and determine the minimum obstruction clearance path.
All other portions of the airplane structure remain within this arc.
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Take Off Profile
Copyright © The Boeing Company / Ariane Studios
Take Off Profile
Boeing737-500 Flight Crew Training Manual
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Buffet and Stall Speeds
Copyright © The Boeing Company / Ariane Studios
Stick Shaker, Initial Buffet and Stall Speeds (737-500)
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Economy Climb Schedule
Copyright © The Boeing Company / Ariane Studios
Economy Climb Schedule - FMC/PDCS Data Unavailable
737- 100 thru 500 1290 knots 0.74
737-600 1280 knots 1.78
Maximum Rate Climb
A maximum rate climb provides both high climb rates and minimum time to cruise
altitude. Table shows the maximum rate climb speeds for several gross weights.
The FMC/PDCS provides maximum rate of climb.
Maximum Rate Climb
737-100 thru -500 737-600/700/800
80,000 Ibs (36,288 kgs) 260 knots .72 mach 230 knots .74 mach
110,000 Ibs (49,896 kgs) 270 knotsl .72 mach 245 knots .74 mach
130,000 Ibs (58,968 kgs) 280 knots .72 mach 255 knots .74 mach
150,000 Ibs (68,039 kgs) 3 15 knots. 72 mach 265 knots .74 mach
170,000 lbs (77,111 kgs) 275 knots .74 mach
Maximum Angle Climb
Maximum angle climb speed is normally used for obstacle clearance, minimum
crossing altitude or to reach a specified altitude in a minimum distance. It varies
with gross weight and is approximately flaps up maneuvering speed.
Engine Inoperative Climb
The engine out climb speed provides maximum angle climb performance, and
varies with gross weight at altitude.
After flap retraction and all obstructions are cleared, on the FMC the PIC will select
ECON CLB page, select ENG OUT followed by the prompt corresponding to the
failed engine.*
Note: ENG OUT cannot be executed on the 737-600/700/800 FMC.
* As installed.
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Descent Planning
Copyright © The Boeing Company / Ariane Studios
Descent Planning
Flight deck workload increases as the airplane descends into the terminal area.
Distractions must be minimized and administrative and nonessential duties
completed before descent or postponed until after landing. The earlier that essential
duties cam be perfumed, the more time will be available for the critical approach
and landing phases.
Operational factors and/or terminal area procedures may not permit following the
optimum descent schedule. Terminal area requirements can be incorporated into
basic flight planning but ATC, weather, icing and other traffic may require
adjustments to meet the requirements.
Proper descent planning is necessary to arrive at the desired altitude at the proper
speed and configuration. The distance required for the descent is approximately 3
NM/1000 feet altitude loss for no wind conditions using ECON speed. Rate of
descent is dependent upon thrust, drag, airspeed schedule and gross weight.
The approximate descent rates available below 15,000 feet with idle thrust, clean or
with speedbrakes are shown below.
Descent Rates
Normally, descend with idle thrust and in clean configuration (no speed brakes).
Maintain cruise altitude until the proper distance or time out for the planned
descent and then hold the selected airspeed schedule during descent. Deviations
from this schedule may result in arriving too high at destination and require circling to descend, or arriving too low and far out requiring extra time and fuel to
reach destination. The speedbrakes may be used to correct the descent profile if
arriving too high or too fast. Figure 3-3 provides typical rates of descent for speed
brake down and speed brake up conditions. The Descent - Approach Checklist is
normally commenced during descent and should be completed passing transition
level.
Boeing737-500 Flight Crew Training Manual
Target Speed Rate of Descent (Typical)
M 0.78 / 280 / 250 Clean With Speed Brake
2100 fpm 3000 fpm
250 1700 fpm 2300 fpm
210 1400 fpm 1900 fpm
(737-100 thru - 500)
VREF 40 + 70 1100 fpm 1900 fpm
(737-600/700/800)
D7-77370-3Z15-NIZ June 04 2003 1.2.44
Landing and Go-Around
Copyright © The Boeing Company / Ariane Studios
Landing and Go-Around Flaps and Airspeeds
* Limit bank angle to 15 degrees until machingYREF+ 15
** Limit bank angle to 15 degrees until reaching flaps up maneuvering speeds
*** Limit bank angle to 15 degrees until reaching 150 knots (or speed
tape/MASI minitnum maneuver speed)
Landing and Go-Around Configurations and Speeds
Tlic Landing and Go-Around Flaps and Airspeed Table 4-3 shows configurations
and speeds for normal and non-normal landings- The table also shows recommended go-around configuration and speed. The target speed for the approach is
the appropriate landing speed plus the wind and gust additives.
Recommended Landing Flap Setting
Both flaps 30 (for noise abatement) and flaps 40 are nornial landing flap positions.
Runway length and condition mustbe taken into account when selecting a landing
flap position.
Boeing737-500 Flight Crew Training Manual
Landing Condition
Normal
(For 737-100/200 Basic)
One Engine Inop
(For 737-100/200 Basic)
Hydr. Sys. B Inop
(Sys. A for 737-100/200)
Asym. or No LE devices
(For 737-100 basic)
Asym. TE Flaps
Jammed Stabilizer
Manual Reversion (hydr.
systems A7B inoperative)
TEFlaps Up
(For 737-100/200 Basic)
All Flaps up
Landing
Flaps
40
30
15
(25 not 15)
15
15
15
less than 1
between 1 & 15
15 or more
15
15
Up
Up
Landing
Speed
VREF40
VREF30
VREF15
(VREF25)
VREF15
VREF15
VREF15+15**
(VREF15)
VREF40+40**
VREF40+30
VREF for least
indicated flap
VREF15
VREF15
VREF40+40**
VREF40+45**
VREF40+55**
Go
Around
Flaps
15*
15*
15
(15*)
1*
15
15**
less than 1**
between 1 & 15
15 or more
15
15***
Up
Up
Go Around
Speed
VREF 40*
VREF 30*
VREF 15+5
(VREF25*)
VREF 15+5*
(VREF 15)
VREF + 15
VREF 15+5**
VREF 15
VREF 40 + 40**
VREF 40 + 30
VREF for least
indicated flap
VREF 15
VREF 15 ***
VREF40+40**
VREF40+45**
VREF40+55**
D7-77370-3Z15-NIZ 1.2.45 June 04 2003
ILS Final Approach
Copyright © The Boeing Company / Ariane Studios
Boeing737-500 Flight Crew Training Manual
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Visual Tr a ffic Pattern
Copyright © The Boeing Company / Ariane Studios
Boeing737-500 Flight Crew Training Manual
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Circling Approach
Copyright © The Boeing Company / Ariane Studios
Boeing737-500 Flight Crew Training Manual
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Flare and Touchdown
Copyright © The Boeing Company / Ariane Studios
Flare and Touchdown
These techniques discussed are applicable to all landings including crosswind
landings and slippery runway conditions. Unless an unexpected or sudden event
occurs, such as windshear or collision avoidance situation, it is not appropriate to
use sudden, violent or abrupt control inputs during landing.
Begin with a stabilized approach on speed, in trim and on glide path.
When the threshold passes under the airplane nose and out of sight, shift the visual
sighting point to approximately 314 the runway length. Maintain a constant
airspeed and descent rate- Initiate the flare when the main gear is approximately 15
feet above the runway by increasing pitch attitude approximately 3 degrees.
This will slow the rate oftlescent. After [he flare is initiated, smoothly retard the
thrust levers to idle, and make small pitch attitude adjustments to maintain the
desired descent rate to the runway. Ideally, main gear touchdown should occur
simultaneously with thrust levers reaching idle. A touchdown attitude of 4 to 6
degrees is normal with an airspeed of approximately VREF plus any gust
correction. Do not trim the stabilizer during flare or after touchdown.
Typically, the pitch attitude will increase slightly during the actual landing, but
avoid over-rotating. Do not increase the pitch attitude after touchdown; this could
lead to a tail strike. 'Me Landing Flare Profile (Figure 4-12) shows a normal
approach and touchdown.
Shifting the visual sighting point down the runway assists in controlling the pitch
attitude during the flue. A smooth power reduction to idle also assists in
controlling the natural nose down pitch change associated with thrust reduction.
Hold sufficient back pressure on the control column to keep the pitch attitude
constant.
Avoid rapid control column movements or trimming during the flare to avoid
increasing the pitch attitude after touchdown. Such actions are likely to cause pitch
to increase at touchdown and increase the potential for a tailstrike. Do not allow
the airplanc to float. Fly the airplane onto the runway and accomplish the landing
roll procedure. Do not attempt to extend the flare by increasing pitch attitude in an
attempt to achieve a perfectly smooth touchdown. Do not attempt to hold the nose
wheel off the runway.
If the airplane should bounce, hold or re-establish a normal landing attitude and
add thrust as necessary to control the rate of descent. Thrust need not be added for
a shallow bounce or skip. When a high, hard bounce occurs, initiate a go-around.
Apply go-around thrust and use normal go-around procedures.
A second touchdown may occur during the go-wound.
Do not retract the landing gear until a positive rate of climb is established.
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ 1.2.49 June 04 2003
Body attitude for flare
Copyright © The Boeing Company / Ariane Studios
Approach attitudes
Initial descent to intercept glideslope
Tip: Aim to intercept flight simulator’s glideslope above 3000 ft.
Intercepting the glideslope below 2000ft may result in experiencing an FS
‘bug’ which will cause your aircraft to ‘drop’ the ILS and dive.
On glideslope/localiser received
Once you have capture, slow the aircraft to approach speed. Adjust flaps.
Touchdown flare
Boeing737-500 Flight Crew Training Manual
4º to 6º
5º to 6º
3º
D7-77370-3Z15-NIZ June 04 2003 1.2.50
Touchdown Body Attitude
Copyright © The Boeing Company / Ariane Studios
Touchdown Body Attitude
Boeing737-500 Flight Crew Training Manual
3 Deg G/S
Flaps 30
Vref+5
3 Deg G/S
Flaps 15
Vref+5
2.5 Deg G/S
Flaps 30
Vref+5
Pitch Atitude
Thrshld to Rvr Limit
Gear Ht at Thrshld
Thrshld to Touchdown
Eye Ht Above Gear
Pitch Atitude
Thrshld to Rvr Limit
Gear Ht at Thrshld
Thrshld to Touchdown
Eye Ht Above Gear
Pitch Atitude
Thrshld to Rvr Limit
Gear Ht at Thrshld
Thrshld to Touchdown
Eye Ht Above Gear
3.4 Deg
45 Ft
33 Ft
622 Ft
16.2 Ft
3.4 Deg
45 Ft
33 Ft
622 Ft
16.2 Ft
3.4 Deg
45 Ft
33 Ft
622 Ft
16.2 Ft
3.4 Deg
49 Ft
32 Ft
615 Ft
16.3 Ft
5.5 Deg
84 Ft
30 Ft
580 Ft
18.0 Ft
3.9 Deg
308 Ft
32 Ft
738 Ft
16.7 Ft
3.1 Deg
51 Ft
32 Ft
606 Ft
16.5 Ft
4.7 Deg
81 Ft
30 Ft
576 Ft
18.0 Ft
3.6 Deg
312 Ft
32 Ft
728 Ft
17.0 Ft
3.4 Deg
44 Ft
33 Ft
623 Ft
16.1 Ft
5.7 Deg
81 Ft
31 Ft
590 Ft
17.7 Ft
3.9 Deg
302 Ft
33 Ft
748 Ft
16.5 Ft
Condition Geometry 737-200 737-300 737-400 737-500
Gross Wt: 97,000 Lb (737-200 Adv); 110,000 Lb (737-300); 121,000 Lb (737-400); 110,000 Lb (737-500)
D7-77370-3Z15-NIZ 1.2.51 June 04 2003
ILSApproach (AFS)
Copyright © The Boeing Company / Ariane Studios
Boeing737-500 Flight Crew Training Manual
ILS Approach (AFS)
D7-77370-3Z15-NIZ April 04 2003 1.2.52
Glossary of Terms
Copyright © The Boeing Company / Ariane Studios
Glossary of Terms
ADV Advanced
AFDS Automatic Flight Director System
AGL Above Ground Level
Approach The position of the aircraft in relation to the runway
APU Auxhiliary power unit
CRT Cathode Ray Tube (glass screen or monitor)
FD Flight Director
Glideslope The angle of beams transmitted to the aircraft from the
instrument landing systgem (ILS)
IAS Indicated Air Speed
ILS Instrument Landing System
Line Up Position aircraft left centerline of runway
LNAV Lateral Navigation
MCP Master Control Panel
NAV Navigation
NM Nautical Miles
PF Pilot Flying
PNF Pilot Not Flying
RWY Runway
R/T Reverse Thrust
RTO Rejected Takeoff
STBD Starboard
T/O Take Off
TOGA Take off and go around
VNAV Vertical Navigation
VREF Speed Reference
PLEASE NOTE
This Flight Training Manual is an ongoing project and will be expanded
as further editions and sections are designed, compiled, edited and released.
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ 1.2.53 June 04 2003
Features
Copyright © The Boeing Company / Ariane Studios
Features
( All new design - Wing Designs
( Retracting Underwing Landing Lights
( New Gear Assembly and Hydraulics
( New Entrance Lobby Design with Flight Attendant
( Detailed Lobby Interior
( New Wheels and Gear Details
( Working Stab Trim
( Night FX - PhotoReal ‘Passengers’
( New 737-500 version Flight CFG files
( 14 International Aircraft (inc. in launch version).
( Real Boeing excerpts in Flight Training Guide
( New inset glass window FX
( All new GMAX/3ds Model
( Faster Frame Rates
( All-New Light FX
( Highly detailed underside and engines
( Engine and Fuselage modelled from real reference
( Air and CFG files to BoeingSpecs.
( Animated Electric Air Stairs
( Opening Port Entrance Door
( Hi-Resolution Reflecting Textures
( Mixed Matt and Shiny Surfaces
( Velocity Wheels (keep turning after you leave the ground).
( Wheel Bay Areas with Night Lighting
( Animated Thrust Reversers
( Compressing Suspension
(sensitive to weight and height)
( RAM Inlet Doors
( Intricately-detailed wing edge lights
Boeing737-500 Flight Crew Training Manual
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Features
Copyright © The Boeing Company / Ariane Studios
Gear
Fully working, moving oleos and COMPRESSING hydraulic gear system. Gear will
visually depress on landing and aircraft will visibly ROCK AND ROLLon its own
suspension and shock absorbers!
Warning: Fast taxiing can now overstress the aircraft.
Suspension modelled to compress and roll like the real thing!
Gear retracts with accurate movement of gear arms/assemblies. Textured gear arms
feature retraction actuators, cardian lugs, piston rods that smoothly retract into
their cases on landing providing a shock absorber effect. Detail also shows lower
side stays, folding drag struts and shock absorber strokes and brake torque
flanges.Wheels show interiors and exteriors, rim and hub details, including wheel
nuts and hydraulic brake cylinders, pipe lines and vests. Front nose wheel features
nose wheel steering, moving nose wheel also features suspension with retraction
breaker strut, Y-shape leg, hydraulic steering cylinder, oleo shock strut and torque
link. Ribbed tyres cover the wheels and close-up inspection shows tread (taken
from three feet away from photos of real NG wheels)! Front gear also shows
landing light mounts, nuts and housing which moves with the lower nose wheel
assembly, casting light on the direction of travel. Retractable, unique "NG under
fuselage lights" are able to be assigned to any key to
retract smoothly into place (comes with instructions).
Flaps
Inboard, outboard and main flap
(and hinge) detail with accurate curved movements
and speed deployments. Fowler flap with tab hinge
line. Inboard Kreuger flap deploys and sets at 1st
flap deployment. Fully detailed inboards and high detail, textured inner housing
and assembly with struts and edges. Main Flaps include detailed textures of anchor
bearing and gearbox mounts, modelled carriage and track roller and mounts and
rivet detail. Modelling of gates and bars, textured side details show action of, and
curve movement through, 1/2/5/10/15/25/30/40 settings. Accurate and detailed
modelling of flap inner fuselage mounts with all 'see-under-and-through' detail
faithfully modelled. See-through areas feature rivet, flanges and edges, flap gear
and screw housings.Moveable flap-track fairings with trailing edge aft sections.
Spoilers
Spoilers at front edge feature correct curved movement and speed deployment.
Carriage drive nuts and spoiler drive screws, shafts and cams. Variable-speed
spoiler flaps (flaps deploy at correct points with different, delayed timings for
each separate spoiler (not "pop-up" action).Auto-flap
deployment of spoiler-brake system, upon landing and activation of "arm spoilers"
key.. Spoiler flaps feature detailed texturing and struts and hinges with detailed,
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ 1.2.55 June 04 2003
Features
Copyright © The Boeing Company / Ariane Studios
textured housing areas inside. Roll spoilers deploy accurately on rolls with
detailed inner housings seen from wing views which can be set up by users.
Views assignable to any passenger seat to watch wing surface animations.
Wings Ailerons Tail Fins and Rudder
Accurate textures show wind and rain bleed points, air
flow and general, relevant wear and tear.Metal and painted edges, engine mounts and struts with new
textured strut detailing. Trailing edge and spoiler anchorage. Over-wing fuel filler caps, inspection plates and centre line spines under wing inspection plates, rivets and
fluid marks. Hydraulic actuators, tab hinge lines and
aileron hinges. Accurate NG "V" wing shape with curved
surfaces and integrated fixing points (no “V” = no “NG”).
Aileron features servo and trim tab texturing and horn
balances. Static
discharge wicks, ailerons and especially on rear edge of winglet area. Rudder
movement assembly features top and centre rudder detail including centre and top
recessed tab hinges moving with animation. Fin shows leading edge heaters and
fairing panels with static pylons and wicks at back edges. Texturing also features
'no-step' areas with wear FX.
Engines
Accurate, cantilevered design; characteristic of the new, higher thrust ratio, flat-bottomed conical-entry engines. "Gravel Kit" vortex displacer modelling from outer to
inner mouldings. Centre-spinning fan textures with recessed and mounted design,
inlet cone detail, fancase and compressor housing, drain masts and shoulder
cowlings. Three-stage engine detail at rear; including nozzles, cowls, cowl covers,
inner rear nacelles and rear core jet pipe mixer/ejector. Thrust reversers feature
animated, reverse thrust deployment. Engines feature rivet detail on round front
nacelle edge cover. Texturing also includes all engine paint, all logos, warnings,
labels and stamps, inlets and other label detail.
Fuselage
Moulded fuselage with Ariane’s unique 'Boeing shape' featuring characteristic nose
cone and side windows. Texturing of windows with glass FX lights intermittently
at night with shutter details.
Edge of windows with rubber sealing edges, rivets and folds with lap joins. Rear
detail APU unique , NG 'twin' APU exhaust feature. Aircraft registration door
handle and window detail. Front detail shows windows with rivet detail on frames.
Modelled wipers, antennae, stall warning vane and pitot heads with shadowing.
Multiple antennae featured on top section and modelled for VHF/AF/ B/Band
Microwave/Satellite communications. Radome air temperature probe and static air
pressure plate. Front gear doors and under doors with door edges. Port door opens
Boeing737-500 Flight Crew Training Manual
D7-77370-3Z15-NIZ April 04 2003 1.2.56
Features
Copyright © The Boeing Company / Ariane Studios
and electric staircase lowers. Wing to fuselage fairings, skin lap joints and finger
recesses on doors and discharge valves.
Cabin
Window detail with infill window
effects with glazing that reflects light.
INSET frame detail and triple layer
reflective glazing showing corporate
passengers on inside of the cabin.
Cockpit interior features ON and OFF
light (user assignable) with seethrough windows that show dash/
fascia detail that lights up at night.
Cockpit detail features tiny lights and
switches and cockpit instruments lighting. Instrumentation faces light up at
night with subtle gauge light FX that
also reflects on the faces of Captain
and First Officer.
Rear door and cabin wall can be seen
from the front of the aircraft through glass on the inside of the cockpit revealing
detail such as fuse panels behind First Officer. Captain and First Officer in uni -
form offers option to add own face to texture. All corporate liveries are as real
world, laid and textured from real photographs, retouched by hand as multilayer illustrations for each airframe.
www.arianedesign.com
FPS FACTOR = 20-32 fps
(Tested on: Mid- Range Compaq 1.7 ghz / 256Mb RAM / Ge Force Titanium 32mb)
This specification and features are the concept and copyright of Ariane Design. Concepts are NOT to be copied.
ARIANE STUDIOS 2003
ADVANCED SIMULATION DESIGN
Boeing737-500 Flight Crew Training Manual
Detailed Systems. Fitted Rockwell Collins TCAS II. Accurate and detailed instrumentation.
Advanced Analogue Cockpit
Vi r t u a l Reality for Microsoft Flight Simulator
( t h e only t h i n g closer to
this is the r e a l thing (
Download the NEW TCASII COCKPIT at www.arianedesign.com now
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