NAVIGATION

	Position The aircraft has several nav positions, many of which are in use simultaneously! They can all be seen on the POS REF page of the FMC.    IRS L & IRS R Position: Each IRS computes its own position independently; consequently they will diverge slightly during the course of the flight. After the alignment process is complete, there is no updating of either IRS positions from any external sources. Therefore it is important to set the IRS position accurately in POS INIT. GPS L & GPS R Position: (NG only) The FMC uses GPS position as first priority for FMC position updates. Note this allows the FMC to position update accurately on the ground, eg if no stand position is entered in POS INIT. This practically eliminates the need to enter a take-off shift in the TAKE-OFF REF page.
	Radio Position: This is computed automatically by the FMC. Best results are achieved with both Nav boxes selected to AUTO (happens automatically on NG), thus allowing the FMC to select the optimum DME or VOR stations required for the position fix. Series 500 aircraft have an extra dedicated DME interogator (hidden) for this purpose and NG's have two. Radio position is found from either a pair of DME stations that have the best range and geometry or from DME/VOR or even DME/LOC. The NAV STATUS page shows the current status of the navaids being tuned. Navaids being used for navigation (ie radio position) are highlighted (here WTM & OTR).
	FMC Position: FMC navigational computations & LNAV are based upon this. The FMC uses GPS position (NG's only) as first priority for FMC position updates, it will even position update on the ground. If GPS is not available, FMC position is biased approximately 80:20 toward radio position and IRS L. When radio updating is not available, an IRS NAV ONLY message appears. The FMC will then use a “most probable” position based on the IRS position error as found during previous monitoring when a radio position was available. The FMC position should be closely monitored if IRS NAV ONLY is in use for long periods. The POS SHIFT page shows the bearing & distance of other systems positions away from the FMC position. Use this page to force the FMC position to any of those offered. RNP/ACTUAL Actual Navigation Performance (ANP) is the FMC's estimate of the quality of its position determination. The FMC is 95% certain the the aircraft's actual position lies within a circle of radius ANP centred on the FMC position. Therefore the lower the ANP, the more confident the FMC is of its position estimate. Required Navigation Performance (RNP) is the desired limit of navigational accuracy and is specified by the kind of airspace you are in. Eg for BRNAV above FL150, RNP=2.00nm. The RNP may be overwritten by crew. ACTUAL should always be less than RNP.
	If a navaid or GPS system is unreliable or giving invalid data then they can be inhibited using the NAV OPTIONS page.
There is an AFM limitation prohibiting use of LNAV when operating in QFE airspace. This is because several ARINC 424 leg types used in FMC nav databases terminate at MSL altitudes. If baro set is referenced to QFE, these legs will sequence at the wrong time and can lead to navigational errors.   EHSI & Navigation Display (ND)
737-3/4/500 EFIS Control Panel	737-NG EFIS Control Panel
In the NG, if an EFIS control panel fails, you will get a DISPLAYS CONTROL PANEL annunciation on the ND. There is an additional, rather bizarre, attention getter because the altimeter will blank on the failed side, with an ALT flag, until the DISPLAYS - CONTROL PANEL switch is positioned to the good side. Note that this is not the same as the EFI switch on the -3/4/500's which was used to switch symbol generators.
The -3/4/500 Electronic Horizontal Situation Indicator (Map mode)	737-NG Navigation Display (Map mode)
EHSI - Nav	EHSI - Plan
EHSI - Full VOR/ILS	EHSI - Expanded VOR/ILS
EHSI - Map	EHSI - Center Map
*** WARNING *** The The ND DME readout below the VOR may not necessarily be that of the VOR which is displayed. This photograph shows that Nav 1 has been manually tuned to 110.20 as shown in 1L of the FMC. DVL VOR identifier has been decoded by the auto-ident facility so "DVL" is displayed in large characters both on the FMC and the bottom left of the ND. Below this is displayed "DME 128" implying that this is the DME from DVL VOR. However it can be seen on the ND that the DVL VOR is only about 70nm ahead. In fact DVL is only a VOR station and it has no DME facility, the DME was from another station on 110.20. The second station could be identified aurally by the higher pitched tone as "LRH" but was not displaying as such in line 2L of the FMC. I only discovered this by chance as I happened to be following the aircraft progress by tuning beacons en-route (the way we used to do!). In my opinion, this illustrates the need to aurally identify any beacons, particularly DME, you may have to use, even if they are displayed as decoded.
Instrument Transfer If either Nav receiver fails, the VHF NAV transfer switch may be used to display the functioning Nav information onto both EFIS and RDMI’s. With Nav transferred, the MCP course selector on the serviceable side becomes the master, but all other EFIS selections remain independent. If an IRS fails, the IRS transfer switch is used to switch all associated systems to the functioning IRS.	1/200
3/4/500	NG's
IRS Malfunction Codes (Classics) Align Annunciator Malfunction Code Significance of Annunciator or Malfunction Code Recommended Action Flashing (after 10 mins) None Failed align requirement Verify and re-enter present position --- 01 ISDU failed power up RAM test Replace ISDU Steady 02 Entered latitude disagrees with latitude calculated by IRU Verify and re-enter present position. If fault persists do full align or replace IRU --- 02 IRU failure Replace IRU Flashing 03 Excessive motion during align Restart a full align Flashing (During full align) 04 Lat or Long entered is not within 1 degree of stored value Re-enter the identical position to the last position entered. Flashing (During fast realign) 04 Lat is not within 1/2 degree or Long not within 1 deg of stored value Enter known accurate present position. If align light continues to flash, do full align. --- 05 Left DAA is transmitting a fault Replace left DAA. --- 06 Right DAA is transmitting a fault Replace right DAA. --- 07 Selected IRU has detected an invalid air data input. Replace DADC. Flashing (after 10 mins) 08 Present position has not been entered Enter present position Steady 09 Attitude mode has been selected Restart a full align. NB if ATT mode is desired, enter magnetic heading in POS INIT 1/2. --- 10 ISDU is not receiving power from both IRU's. Ensure that both IRU's are ON and receiving power.
Alternate Navigation System - ANS (If installed) This is an option for the -3/4/500 series. ANS is an IRS based system which provides lateral navigation capability independent of the FMC. The ANS with the Control Display Units (AN/CDU) can be operated in parallel with the FMC for an independent cross-check of FMC/CDU operation.
Navigation Mode Selectors	The ANS is two separate systems, ANS-L & ANS-R. Each consists of its own AN/CDU and "on-side" IRS. Each pilot has his own navigation mode selector to specify the source of navigation information to his EFIS symbol generator and flight director.
	The ANS also performs computations related to lateral navigation which can provide LNAV commands to the AFDS in the event of an FMC failure.
	The IRS PROGRESS page is similar to the normal PROGRESS page except that all data is from the "on-side" IRS (L in this example).
AN/CDU Pages	AN/CDU has no performance or navigation database. All waypoints must therefore be defined in terms of lat & long. The AN/CDU memory can only store 20 waypoints, these can be entered on the ground or in-flight and may be taken from FMC data using the CROSSLOAD function.
Future In Jan 2003, the 737 became available with three new flight-deck technologies: Vertical Situation Display (VSD), Navigation Performance Scales (NPS) and Integrated Approach Navigation (IAN). The Vertical Situation Display shows the current and predicted flight path of the airplane and indicates potential conflicts with terrain. Navigation Performance Scales NPS use vertical and horizontal indicators to provide precise position awareness on the primary flight displays to will allow the aircraft to navigate through a narrower flight path with higher accuracy. The Integrated Approach Navigation enhances current airplane landing approach capability by simplifying pilot procedures and potentially reducing the number of approach procedures pilots have learned in training. For more information about NPS and IAN see the section on Flight Instruments.

Vertical Situation Display

Vertical Situation Display The VSD, now certified on NG's, gives a graphical picture of the aircraft's vertical flight path. The aim to is reduce the number of CFIT accidents; profile related incidents, particularly on non-precision approaches and earlier recognition of unstabilised approaches. The VSD works with the Terrain Awareness and Warning System (TAWS) to display a vertical profile of the aircrafts predicted flight path (shown between the blue dashes) on the lower section of the ND. It is selected on with the DATA button on the EFIS control panel. VSD can be retrofitted into any NG but it requires software changes to the displays and FMC and also some additional hardware displays. Click here for presentation on VSD

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ETOPS

In 1953, the United States developed regulations that prohibited two-engine airplanes from routes more than 60 min single-engine flying time from an adequate airport (FAR 121.161). These regulations were introduced based upon experience with the airliners of the time ie piston engined aircraft, which were much less reliable than modern jet aircraft. Nevertheless, the rule still stands.

ETOPS allows operators to deviate from this rule under certain conditions. By incorporating specific hardware improvements and establishing specific maintenance and operational procedures, operators can fly extended distances up to 180 min from the alternate airport. These hardware improvements were designed into Boeing 737-600/700/800/900.

The following table gives some FAA ETOPS approval times & dates:

Aircraft Series	Engine	ETOPS-120 approval date	ETOPS-180 approval date
737-200	JT8D -9/9A	Dec 1985
	JT8D -15/15A	Dec 1986
	JT8D -17/17A	Dec 1986
737-300/400/500	CFM56-3	Sept 1990
737-600/700/800/900	CFM56-7		Sept 1999
737-BBJ1/BBJ2	CFM56-7		Sept 1999

ICE AND RAIN PROTECTION

Panels
737-1/200 Ice & Rain Panel	737-3/4/500 Ice & Rain Panel	737-NG Ice & Rain Panel
Differences: No alpha vanes WAI has ground test position Engine anti-ice captions are: COWL VALVE OPEN, R VALVE OPEN, L VALVE OPEN.	Alpha vanes added Now only one temp probe (many 1/200's had two) TAT TEST button (ie aspirated probe). NB if there is no TAT TEST button you have an unaspirated probe.	Static ports not heated Aux pitot added.
Window Heat If window heat is switched ON but the ON light is extinguished, this means that heat is not being applied to the associated window. This could be because the heat controller has detected that the window is becoming overheated (normal on hot days in direct sunlight) and can be verified by touching the window. The heat will automatically be restored when the window has cooled down. To verify that window heat is still available a PWR TEST should illuminate all ON lights if the window heat switches are ON. The PWR TEST forces the temperature controller to full power but overheat protection is still available.  If an OVERHEAT light illuminates, either a window has overheated or electrical power to the window has been interrupted. The affected window heat must be switched OFF and allowed 2-5mins to cool before switching ON again. The OVHT TEST simulates an overheat condition.
Wing Anti Ice Wing anti-ice (WAI) is very effective and is normally used as a de-icing system in-flight, in applications of 1 minute. On the ground it should be used continuously in icing conditions. The WAI switch logic is interesting, on the ground, bleed air for WAI will cut-off if either thrust lever is above the take-off warning setting, but will be restored after the thrust is reduced. This allows you to perform engine run-ups etc without having to check that the WAI is still on afterwards. The switch is solenoid held and will trip off at lift-off, this is for performance considerations as the bleed air penalty is considerable. Note that on early systems, ie those with a GND TEST position, with the WAI switch ON on the ground, the WAI is inhibited until lift-off ie "armed", This is opposite to the present system. WAI, unlike engine AI, uses bleed air from the main pneumatic manifold, this is to ensure a source of bleed air during engine out operations. Only the leading edge slats have WAI (ie not leading edge flaps). The NG series outboard slat has no wing anti-ice facility (see photo) believed to be due to excessive bleed requirements. However in June 2005 it was announced that the 737-MMA will have raked wingtips with anti-ice along the full span. This is because the MMA will be spending long periods of time on patrol at low level where it will be exposed to icing conditions. NB Where QRH ENGINE FAILURE/SHUTDOWN drills ask “If wing anti-ice is required:”, if icing conditions are anticipated, these actions should be completed in preparation for WAI use to prevent asymmetric application. There is no bleed penalty for this reconfiguration until WAI is actually used. On the NG, if WAI is used for more than 5 secs in-flight, the SMYD will adjust the stick shaker speeds and manouvre speed bars to allow for airframe ice. Photo: Wing ice on the outboard slat of a 737-700
Engine Anti Ice Engine anti-ice (EAI) heats the engine cowl to prevent ice build-up, which could break off and enter the engine. The 3/4/500 spinner was originally conical to prevent ice buildup but was changed to an elliptical shape to deflect ice away from the engine core. The NG's have the best of both worlds with a coneliptical shaped spinner (see photo left) that does both jobs. EAI should be used continuously on the ground and in the air in icing conditions. It uses 5th stage bleed air, augmented by 9th stage as required, from the associated engine. COWL ANTI-ICE lights will illuminate if an overtemp of >440C (not NGs) or overpressure >65psig condition exists in either duct. In this situation thrust on the associated engine should be reduced until the light extinguishes. Wing and engine VALVE OPEN lights use the bright blue/dim blue - valve position in disagreement / agreement logic. The wing L and R VALVE OPEN lights in particular may remain bright blue after start and during taxy. This is because they are pneumatically operated, they can be made to open with a modest amount of engine thrust.
Airframe Visual Icing Cues An ice detection system is an option that is rarely taken up on the 737 so it is up to the crew to spot ice formation and take the necessary action. The following photos show some of the places where ice accretion is visible from the flight deck. Note engine anti-ice should be used whenever the temperature and visible moisture criteria are met and not left until ice is seen, to avoid inlet ice build up which may shed into the engine.
Under the windscreen wiper blades. This is one of the first places that ice will form, precipitation falls on the bottom of the windscreen and runs up to the wipers. This is not an accurate indication of the amount of icing on the airframe because of the stagnation point where the blade and windscreen meet and also because the windscreen is heated. I would describe conditions where ice forms here as LIGHT ICING.
On the wiper nut This is my preferred indication of airframe ice accretion. If ice is seen here it is surely also on other parts of the airframe. The weight and aerodynamic effect of all this ice on the the airframe and control surfaces is why there is the "residual ice" penalty of several tons on the landing performance graphs "If operating in icing conditions during any part of the flight when the forecast landing temperature is below 8C, reduce the normal climb limited landing weight by xxxxkg." (FPPM 1.3.3). I would describe conditions where ice forms here as MODERATE ICING.
On the central windscreen pillar For ice to form on a flat heated windscreen, conditions must be bad. You can see how the shape of the formation follows the airflow lines. You can imagine how much ice is on the rest of the aircraft, especially when you consider that most of it is unheated, particularly on the fin and stabiliser. Vol 1 SP.16.8 states "Avoid prolonged operation in moderate to severe icing conditions." This photo was taken at about 20,000ft climbing through the tops of rain bearing frontal cloud. The ice shown here formed in under a minute. I would describe conditions where ice forms here as SEVERE ICING.
Non-environmental Icing The NG's have a problem with frost forming after landing on the wing above the tanks where fuel has been cold soaked. This is officially known as "Wing upper surface non-environmental icing". The reason is the increased surface area of the fuel that comes into contact with the upper surface of the wing. This is because the shape of the wing fuel tanks was changed (moved outboard) to accommodate the longer landing gear that was in turn required for the increased fuselage lengths of the NG family to reduce the risk of tailstrikes! The only solution until recently has been to limit your arrival fuel to less than approx 4,000kg. Now Boeing have issued guidelines on the acceptable location and amount of upper wing frost. The Boeing advice is as follows: "Flight crews should visually inspect the lower wing surface. If there is frost or ice on the lower surface, outboard of measuring stick 4, there may also be frost or ice on the upper surface. The distance the frost extends outboard of measuring stick 4 can be used as an indication of the extent of frost on the upper surface. It should be noted that if the thickness of the frost on the lower surface of the wing is 1/16 inch (1.5 mm) thick or less, the thickness of the frost on the upper surface will be less than 1/16 inch (1.5 mm) thick. If the thickness of the frost on the lower surface is greater than 1/16 inch (1.5 mm), then a physical inspection of the upper surface frost is required."
737-1/200 737-1/2/3/4/500 737-NG	Wiper Controls One of the most welcome features of the 737-NG is the improvement to the windscreen wipers. The wipers are now independent, have an intermittent position and best of all - are almost silent. Rain Repellent The rain repellent has been removed due to worries about the environmental effects of the "RainBoe" fluid used as it contains CFC's. It is also poisonous and in 1991 Boeing added D-limonine which has a strong smell of orange peel into RainBoe so that leakage could be detected. There are no plans to replace the rain repellent with another liquid product even though there are safe alternatives eg "Le Bozec". On 25 May 1982, a 737-200Adv (PP-SMY) was written off by a heavy landing in a rainstorm. One report stated that "The pilots misuse of rain repellent caused an optical illusion". Since early 1994 all Boeing aircraft have been built with Surface Seal coated glass from PPG Industries which has a hydrophobic coating. The coating does deteriorate with time depending upon wiper use and windscreen cleaning methods etc, but can be re-applied.
Check out this video of a 737-900 DV window opening during the take-off roll during flight testing. Notice that a high speed abort is not necessary if the DV window opens. Limitations Engine anti-ice must be on when icing conditions exist or are anticipated, except during climb and cruise below -40°C SAT. Use of wing anti-ice above FL350 may cause bleed trip off and possible loss of cabin pressure. (SP.16.8)