Boeing 737-400. Operations manual

Citation preview

OPERATIONS MANUAL Also suitable for the 737-300 / 737-500

For Flight Simulation use Only!

This manual is provided free of charge in the public domain, and no copyright is claimed. It is intended for Flight Simulation use only, and may not be used in any real world aviation applications. The authors are not responsible for any errors or omissions.

Flight One Software / DreamFleet 2000

737 IMPORTANT INFORMATION It is necessary for you to first have the “Quick Start Manual” for the Greatest Airliners 737. This Operations Manual is not a replacement for the Quick Start manual, which contains vital information not included in this manual. Do not be deceived by the name “Operations Manual”, an operations manual for a 737 comprises several manuals, covering different aspects of airplane “operations”. This manual does NOT contain “standard operating procedures” for the 737. This manual contains descriptions of some, but not all, of the various systems found on the 737, and where appropriate, how these systems are controlled using the “Greatest Airliners” 737 instrument panel. Other areas of the manual are provided solely for reference / educational purposes. Before proceeding please note the following: • • • • •

•

•

This manual is for FLIGHT SIMULATION USE ONLY. It is not to be used for any real-world aviation or training application. In some instances information concerning these systems has been edited, in order to keep the size of this manual within reasonable limits. Many items mentioned in this manual are not simulated, and it should be apparent, in most cases, which these are. The manual is divided into chapters, with each chapter dealing with a particular system(s) of the 737. This manual is written in a different style from the “Quick Start Manual”, in order to simulate the actual operations manual. It is not intended to be “entertaining”; instead the writing is more technical and “formal” in nature. This is realistic to the actual Operations Manual for the 737, or for any aircraft. Should you decide to print out this entire manual, it is not critical that the chapters be arranged in the order that they appear. Feel free to arrange them in any order you find convenient. Neither the order of chapters in this manual or in the real one is arranged in what some may consider to be a logical order! Again, arrange them as you wish. This manual does NOT contain a section for the FMC, as the FMC is documented with its built-in Help files and tutorial.

This manual is provided free of charge in the public domain, and no copyright is claimed. It is intended for Flight Simulation use only, and may not be used in any real world aviation applications. The authors are not responsible for any errors or omissions.

Flight One Software / DreamFleet 2000

737 ELECTRICAL

1-1 GENERAL

Electrical power is provided by two engine driven generators. These generators supply 115 volt, three-phase, 400-cycle (Hertz) Alternating Current (AC). Each generator supplies its own bus system in normal use, but part of the system is automatically transferred to the operating engine generator system when one engine generator is inoperative. Step down transformers provide low voltage AC power for lighting, instruments and other circuits that use alternating current at a lower voltage. Transformer Rectifier (TR) units supply the DC power, and a battery provides backup for the AC and DC standby system. The APU operates a generator that is identical to the engine generators and the APU generator can supply both engine generator busses on the ground or either one in flight. There are two important aspects of the 737’s electrical system to keep in mind: 1. The AC sources of power are not in a parallel configuration. 2. All generator bus sources must be manually connected by the toggling of a switch. The source of power being switched onto the generator bus will automatically disconnect any existing source of power that may already be powering that bus. The electrical power system is divided into three main categories: the AC Power System, the DC Power System, and the Standby Power System. ELECTRICAL POWER GENERATION Engine Generators Electrical power is obtained from two generators, each engine mounted. The generator is driven by a generator drive unit, which maintains a constant speed throughout the normal operating range of the engine. The generator drive is coupled directly to the engine and runs whenever the engine is running. APU Generator The APU generator can be used to supply power on the ground and can also serve during flight as backup for either engine generator. The APU generator is identical to the main engine generators but does not require a generator drive. This is due to the fact that the APU is governed and will maintain a constant generator speed. The APU is monitored on the overhead panel, where there is located an AC ammeter for generator load monitoring. External Ground Power An external AC power outlet is located near the nose gear wheel well, on the lower right side of the fuselage, and this allows for the use of an external power source. Indicator lights next to the outlet allow the ground crew to determine if the external power is being used. A GRD POWER AVAILABLE Light in the cockpit provides an indication that AC ground power is connected to the airplane. A GRD PWR Switch allows connection of external power to both generator busses. Continued on next page.

Flight One Software / DreamFleet 2000

1-2

737 ELECTRICAL

The Battery Switch must be in the ON position for the GRD PWR Switch to function. Moving the Battery Switch to the OFF position will automatically disconnect the GRD PWR Switch. AC POWER SYSTEM Each of the AC power systems is comprised of a generator bus, a main bus and a transfer bus. If a generator bus should fail, the associated transfer bus can be supplied automatically from the remaining, powered generator bus. Each transfer bus is equipped with a transfer relay, which automatically selects the opposite generator bus as a power supply if its normal generator bus fails, and the Bus Transfer Switch is set to AUTO. The generator busses are powered by momentarily switching the associated Generator Switch to ON (switches are spring-loaded). This will connect the voltage regulator to the generator and connects the generator to its generator bus. When the airplane is on the ground, and external power is connected, momentarily switching the Ground Power Switch to ON trips both engine generators and connects external power to both generator busses. When the APU is running, electrical power from the APU generator can be connected to generator bus No. 1 and / or generator bus No. 2 through the respective APU Generator Switch. Whenever ground power is applied to both generator busses, and APU or engine generator power is applied to either one of the generator buses, ground power will continue to supply power to the remaining generator bus. In flight, each engine generator will normally power its own generator bus. If a generator should fail, the APU generator may be used to power the inoperative generator's bus. Since the entire electrical system is powered from these two generator busses, all electrical components can be powered with any two operating generators, either both engine generators, or with one having failed, one engine generator and the APU generator. Bus Transfer System The Generator Bus supplies heavy electrical loads, and the Main Bus supplies non-essential electrical loads. The Transfer Busses supply the essential / critical electrical loads. If a generator drops off line in-flight due to a fault, the generator bus and main bus will be no longer be powered, but the transfer bus will switch automatically to the remaining operating generator. The electrical system is self-monitoring for correct voltage, frequency, ground faults in the generator, or excessive current draw from any generator. Continued on next page.

Flight One Software / DreamFleet 2000

737 ELECTRICAL

1-3 Automatic Galley Load Shedding

During flight, automatic electrical load shedding provides the ability to reduce power demands on the electrical system when operating on only one generator. During such operations a protective circuit will turn off all galley power, as under such conditions galley power is not essential. This feature will ensure that the remaining generator will not be overloaded by excessive electrical demand caused by galley operations. When on the ground, and with the APU solely providing the electrical power, galley electrical loads will also be shed automatically should the total electrical power requirements of the airplane exceed design limits. ELECTRICAL POWER CONTROLS AND MONITORING Generator Drive Each engine-driven generator is connected to its respective engine via a generator drive unit. This drive unit allows for a constant generator frequency output of 400 cps. Each generator drive is a self-contained assembly consisting of an oil supply, oil cooler, instrumentation and a disconnect device. The disconnect device provides for complete isolation of the generator in the event of a malfunction. The operating condition of the generator drive can be monitored on the Generator Drive Oil Temperature Indicator, located on the overhead panel. Oil temperature is measured as it enters and exits the generator drive. The temperature of oil entering the generator drive is indicated on the IN scale of this gauge. The temperature differential between outlet and inlet is shown as RISE (out temperature minus in temperature). During normal operation, oil temperature RISE should be less than 20 deg C. Readings that are above 20 deg C would indicate that there are excessive generator loads or potentially poor condition of the generator drive. Mechanics often use this indication for trouble-shooting generator drive problems. There are two amber caution lights that indicate generator drive malfunctions of excessive oil temperature in the generator drive’s internal oil tank or low oil pressure. When the generator drive is disconnected, that generator drive’s LOW OIL PRESSURE Light will be illuminated. The HIGH OIL TEMPERATURE Light will remain illuminated until the oil has cooled to an acceptable temperature. A Generator Drive Disconnect switch, located on the overhead panel, is installed, with its guard wired shut. This switch disconnects the generator from the engine in the event of a generator drive malfunction. Maintenance personnel may accomplish reconnection of the generator only on the ground. Use of the Generator Drive Disconnect switch is only for instances where a malfunction of the generator is suspected, and for the purposes of this simulation no malfunction of the generator or generator drive has been provided for. Continued on next page.

Flight One Software / DreamFleet 2000

737 ELECTRICAL

1-4 AC AND DC METERS

AC Voltmeter and Frequency Meter AC voltage and frequency are read on the AC Voltmeter and Frequency Meter for standby power, ground power, generator No. 1, the APU generator, the No. 2 generator, and the static inverter. The frequency of the generator depends on the speed of the generator drive. only when the generator is The voltage regulator controls the generator output voltage automatically. Current readings for the two engine generators and the APU generator are read only on the ammeters, which are located on the overhead panel. The test position is for use by maintenance personnel only. Normal indications are: AC Voltmeter: 115 volts, + / - 5 volts. Frequency Meter: 400 CPS + / - 10 CPS (cycles per second)

DC Voltmeter and Ammeter DC voltage and amperage is read on the DC Voltmeter and Ammeter for the battery and each of the three transformer-rectifiers (TR). The standby power and battery bus will display only DC voltage. Normal indication is 26 + / - 4 volts. Thus a reading of between 22 and 30 volts could be expected. The test position is for use by maintenance personnel only. Continued on next page.

Flight One Software / DreamFleet 2000

737 ELECTRICAL

1-5 DC POWER SYSTEM

Electrical loads that require DC power are supplied by a 28- volt DC power system, with three transformer rectifier (TR) units supplying this power. The battery also provides 28-volts DC to items required to be in operation when no other source of DC power is available. Transformer Rectifier Units (TR) Three Transformer Rectifier Units (TR) convert 115-volt AC to 28-volt DC, and these units are identified as TR1, TR2, and TR3. AC power from the transfer busses supplies TR1 and TR2, which power DC busses 1 and 2. With the Bus Transfer Switch in the AUTO position, TR1 and TR2 are operated in parallel. TR3 is supplied by main AC bus No. 2, and normally powers the battery bus while serving as a back up to TR1 and TR2. Battery Power The battery is a 28-volt nickel-cadmium (Nicad) unit, located in the electronics compartment. Battery charging is controlled automatically. When fully charged the battery has sufficient power to last for a minimum of 30 minutes while under load. The DC battery bus is always connected to the battery. There is no switch for it. Thus, the battery must be above minimum voltage in order to operate units supplied by this bus. Battery Charger The battery charger serves to charge and maintain the battery at full electrical power. The source of power for the charger is the AC ground service bus, which also provides for automatic switching to the No. 2 main bus. The battery charger will maintain the charge in the battery when AC power on the airplane. With the ground cart plugged in to the airplane, the ground service bus powered, the Battery Switch ON, and the DC Meters Selector knob in the BAT position, the voltage should read between 22-30 volts, and this indicates that the hot battery bus is being powered from the battery charger. DC Power Receptacle An auxiliary 28V DC power outlet is located in the electronics compartment near the battery. A placard located next to the receptacle provides instructions for the connection of external DC power. When external DC power is connected, the battery is now in parallel with the external DC power source, and the power cart will power all circuits normally supplied by the battery.

Flight One Software / DreamFleet 2000

737 ELECTRICAL

1-6 STANDBY POWER SYSTEM

Normal Operation The standby power system is used to supply power to essential systems that use AC and DC power. During normal operation the guarded Standby Power Switch should be in the AUTO position, and the Battery Switch should be in the ON position. Under normal circumstances the AC standby bus is energized from the 115-volt No. 1 transfer bus, and the DC standby bus is energized from the No. 1 DC bus. Alternate Operation The alternate power source for the standby electrical busses is the battery. When a complete generator power failure occurs, the battery bus via the static inverter will power the 115-volt AC standby bus, and the 28-volt DC standby bus will be powered by the battery bus. During flight, automatic switching from the normal power sources to the alternate power source is provided only when the Standby Power Switch is in the AUTO position. Both the standby busses will automatically switch to using the battery bus if either the No. 1 DC bus or the No. 1 transfer bus should lose power. This automatic transfer of power can only take place during flight. The airplane is equipped with an air/ground safety sensor, and this prevents the battery bus from powering the standby busses when the airplane is on the ground. When the Standby Power Switch is turned OFF, the STANDBY PWR OFF Light will be illuminated, and this indicates that the standby AC bus is de-energized. Static Inverter A static inverter is installed, and this unit converts 28- volt DC power from the battery bus to single-phase 115 volt, 400 Hertz AC power to supply the AC standby bus during the loss of normal electrical power. The Standby Power Switch on the overhead panel controls the power supply to the inverter. Continued on next page.

Flight One Software / DreamFleet 2000

1-7

737 ELECTRICAL

AC & DC METERING PANEL

GENERATOR DRIVE & STANDBY POWER PANEL

GROUND POWER & GENERATOR AMMETER PANEL

BUS SWITCHING PANEL

Flight One Software / DreamFleet 2000

737 ELECTRICAL

1-8

DC VOLTMETER Indicates voltage of source selected by the DC Meters Selector Knob.

DC AMMETER Indicates current of source selected by the DC Meters Selector Knob.

FREQUENCY METER Indicates frequency of source selected by the AC Meters Selector Knob. AC VOLTMETER 130V SCALE: Indicates voltage of source selected. 30V SCALE: Indicates residual voltage of generator selected when Residual Volts Switch is pressed. AC METERS SELECTOR KNOB Single left click + / - to operate. Selects the AC source for the AC Volt meter and Frequency Meter indications. TEST POSITION: Used by maintenance personnel. RESIDUAL VOLTS SWITCH Single left click to operate.

-

+

-

+

PRESS: 30V scale of AC Voltmeter indicates residual voltage of generator selected. Associated Generator Switch must be OFF. (With associated Generator Switch ON, AC Voltmeter drives off scale and residual voltage cannot be read). GALLEY POWER SWITCH Single left click to toggle.

DC METERS SELECTOR Single right click + / - to operate. Selects the DC source for the DC Voltmeter and DC Ammeter indications. TEST POSITION: Used by maintenance personnel.

OFF: No electrical power is supplied to the galleys. ON: Electrical power is provided to the galleys. Galley power is available only when both generator busses are powered. BATTERY SWITCH Single left click top box to open guard, single left click in lower box to toggle switch (shown closed). OFF: No power to the battery bus (with Electrical Standby Power Switch in OFF or AUTO). ON: With main bus No. 2 energized, TR 3 furnishes power to the battery bus. If main bus No. 2 is not powered, the hot battery bus powers the battery bus.

Flight One Software / DreamFleet 2000

737 ELECTRICAL

1-9

GENERATOR DRIVE LOW OIL PRESSURE LIGHTS (amber) ILLUMINATED: Generator drive oil pressure is below minimum operating limits. Operation not simulated. GENERATOR DRIVE HIGH OIL TEMPERATURE LIGHTS (amber) ILLUMINATED: Generator drive oil temperature exceeds operating limits. Operation not simulated. STANDBY POWER OFF LIGHT (amber) ILLUMINATED: AC standby bus is inactive.

STANDBY POWER SWITCH AUTO (guarded position) Single left click in area shown by left box to open guard, then single left click in area shown by right box to toggle the switch that appears when guard is open. Condition: In-flight, or on the ground, with AC busses powered. The AC standby bus is powered by AC transfer bus No.1. The DC standby bus is powered by DC bus No.1. Condition: In-flight, with loss of all AC power. The AC standby bus is powered by the battery bus through the static inverter. The DC standby bus is powered by the battery bus directly. A fully charged battery will provide a minimum of 30 minutes of standby power. Condition: On the ground, loss of all AC power. No automatic transfer of power to the standby busses. OFF: (center position) STANDBY PWR OFF Light illuminates. Standby busses and static inverter are not powered.

Located on overhead panel

BAT: (unguarded position) The AC standby bus is powered by the battery bus through the static inverter. The DC standby bus is powered by the battery bus.

GENERATOR DRIVE TEMPERATURE SWITCH* Single left click to toggle position.

The battery bus is powered by the hot battery bus, regardless of battery switch position.

RISE / IN: Selects RISE or IN temperature to be displayed on the Generator Drive Oil Temperature Indicator. Operation not simulated.

* Also refer to Generator Drive Oil Temperature Indicators, described on next page.

Continued on next page.

Flight One Software / DreamFleet 2000

1-10

737 ELECTRICAL GENERATOR DRIVE DISCONNECT SWITCHES Single right click in top box to open guard. Single left click in lower box to toggle switch, which appears when guard is open. Disengages generator drive. Generator Drive cannot be re-engaged in the air. NOTE: In reality, this guard is wired shut, and use of these switches is not part of normal aircraft operations.

GENERATOR DRIVE OIL TEMPERATURE INDICATORS* Displays the temperature of the oil used in the generator drive. RISE Scale (outer) - Displays the temperature rise within the generator drive. Higher than normal temperature rise indicates excessive generator load or poor condition of the generator drive. Lack of adequate cooling will generally cause the temperature rise to decrease. IN Scale (inner) - Displays the temperature of the oil entering the generator drive.

*Also refer to Generator Drive Temperature Switch described on previous page.

Flight One Software / DreamFleet 2000

737 ELECTRICAL

1-11

GENERATOR AC AMMETERS Indicates engine generator load in amperes.

GROUND POWER AVAILABLE LIGHT (blue) ILLUMINATED: The external power bus is powered by ground power supply. Remains illuminated as long as ground cart is plugged in.

GROUND POWER SWITCH (Three position switch, spring-loaded to neutral / center position)

-

OFF: Disconnects ground power from both generator busses.

Located on overhead panel

ON: If momentarily moved to the ON position while ground power is available: 1. Removes previously connected power source from both generator busses. 2. Closes external power contactors and connects ground power to both generator busses if power quality is correct. 3. Switches the ground service bus to the No. 1 generator bus. 4. Deactivates the Ground Service Switch. (The ground service switch is located on the forward Flight Attendant’s Panel, in the cabin, and is not simulated or described in this manual)

Flight One Software / DreamFleet 2000

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737 ELECTRICAL

BUS TRANSFER SWITCH Single left click in area shown by left box to open guard. Single left click in area shown by right box to toggle switch.

APU GENERATOR OFF BUS LIGHT (blue) ILLUMINATED: APU is not supplying a generator bus, and APU is above 95% of rated turbine speed.

AUTO (default guarded position): Allows automatic transfer of transfer bus upon failure of generator bus, and allows TR 2 and TR 3 to supply No. 1 DC bus. A TR failure can be detected by a zero reading on the DC ammeter of the selected TR. TRANSFER BUS OFF LIGHT (amber) OFF: Isolates transfer busses by preventing operation of the bus transfer relays, and opens TR 3 disconnect relay.

ILLUMINATED: Transfer bus is inactive.

Prevents the battery charger from switching to its alternate source of power. BUS OFF LIGHT (amber) ILLUMINATED: Generator bus is inactive.

GENERATOR OFF BUS LIGHT (blue) ILLUMINATED: Generator is not supplying the generator bus. APU GENERATOR SWITCHES (three position switch, spring-loaded to center) Single left click to toggle. OFF: Disconnects APU generator from the generator bus. Will also de-excite the APU generator if the other generator bus is not being powered by the APU. ON: Excites the APU generator field, if previously tripped off, and connects APU generator output to the generator bus when power quality is correct.

GENERATOR SWITCHES (three position switch, spring-loaded to center position) Single left click to toggle. OFF: De-excites generator and disconnects it from the generator bus. ON: Connects the generator output to the generator bus when power quality is correct. If generator was de-excited, connects field power supply to exciter.

Flight One Software / DreamFleet 2000

737 ELECTRICAL

1-13

ELECTRICAL POWER SCHEMATIC DIAGRAM

IN-FLIGHT CONFIGURATION SHOWN WITH: Battery Switch: ON Standby Power Switch: ON Bus Transfer Switch: AUTO Engine Generator is connected to the respective bus.

Flight One Software / DreamFleet 2000

1-14

737 ELECTRICAL AC POWER SYSTEM SCHEMATIC DIAGRAM

SHOWN WITH: Battery Switch: ON Standby Power Switch: AUTO Bus Transfer Switch: AUTO Engine Generator connected to its respective bus.

Flight One Software / DreamFleet 2000

737 ELECTRICAL

1-15

DC POWER SYSTEM SCHEMATIC DIAGRAM SHOWN WITH: Battery Switch: ON Standby Power Switch: AUTO Bus Transfer Switch: AUTO Generator Buses: Powered

Flight One Software / DreamFleet 2000

2-1

737 FUEL SYSTEM

GENERAL DESCRIPTION Fuel is stored in 3 tanks, which are located one in each wing (left and right), and a third in the center section of the wing, in line with the fuselage. The main tanks are the wing tanks, No.1 and No.2. The center tank is only filled when the required fuel load exceeds that of the man tanks. Each tank has its own electrical fuel boost pumps, and these supply fuel directly to the engine on that wing through the engine fuel shutoff valve, or to either or both engines through the fuel crossfeed valve and engine fuel shutoff valve. Mechanical engine-driven fuel pumps also provide suction fuel feed from the two main tanks. Fuel for APU operation is normally supplied from the left side of the fuel manifold. FUEL PUMPS (Electrical & Engine Driven) The electrical fuel pumps are AC powered, and are cooled and lubricated by the fuel itself. Pressure sensors are installed, and monitor the output pressure of each fuel pump. The engine-driven fuel pumps will provide fuel feed in the event of a failure of the electrical fuel pump(s). These engine pumps draw the fuel through bypass valves located in main tanks No. 1 and No. 2. The center tank has no bypass valve. The main tank bypass valves may also be used for defueling the aircraft on the ground*. FUEL FEED Engine fuel shutoff valves are located at each engine. The valves are operated by DC motor and powered by the hot battery bus. They close whenever the Engine Start Lever is moved to the CUTOFF position. The crossfeed valve connects the engine fuel manifolds to each other. The valve is also operated by DC motor from the battery bus. The crossfeed valve provides a way of directing fuel to both engines from any tank. This valve is located on the fuel control panel, which is located on the overhead panel. Continued on next page.

*NOTE: There is no in-flight fuel jettison (dumping) capability available on the 737.

Flight One Software / DreamFleet 2000

2-2

737 FUEL SYSTEM

CENTER TANK SCAVENGE JET PUMP A fuel scavenge shutoff valve is installed, and when both center fuel tank pump switches are turned off this valve will open and allow fuel pressure from the No. 1 (left) tank forward pump to operate the center tank scavenge jet pump. This pump will transfer the remaining fuel in the center tank to the No.1 tank. After 20 minutes the fuel scavenge shutoff valve will automatically close. FUEL VENT SYSTEM The fuel vent system is installed to prevent damage to the wings due to excessive buildup of either positive or negative pressure inside the fuel tanks and to provide air pressure within the tanks. The tanks are vented into surge tanks, which vent through an opening located at each wing tip. FUEL TEMPERATURE Fuel temperature is monitored via a gauge on the overhead panel, via an AC powered sensor / indicating system located in the No. 1 fuel tank. APU FUEL FEED Fuel for the APU is supplied from the left side of the fuel manifold when the AC powered fuel pumps are operating. When these pumps are not in operation, the fuel is fed via suction from tank No.1. FUELING / DEFUELING / GOUND TRANSFER TRANSFER A single-point high pressure fueling station, located on the underside of the right wing, allows for rapid fueling and defueling. This fueling station can also be used for transfer of fuel between the tanks while on the ground. There are also 2 overwing fueling ports installed for the main tanks, and these provide for standard gravity fed fueling. When this method of fueling is used, the center tank can only be filled by using the ground transfer option, and transferring fuel from one of the main tanks to the center tank. There is a manual defueling valve, located on outboard side of the No. 2 Engine, and this valve interconnects the engine feed system and the fueling station. It is must be opened for defueling and when transferring fuel between tanks. A shutoff system is provided, and will automatically close the fueling valve in each fuel tank when the tank is full.

Flight One Software / DreamFleet 2000

737 FUEL SYSTEM

2-3

TANK No. 1 (left) No. 2 (right) CENTER TANK TOTAL

WEIGHT KGS* 4,590 4,590 7,082

LBS* 10,043 10,043 15,497

5, 311 16, 262

35, 583

U.S. GALLONS* 1,499 1,499 2,313

*The above figures are approximate amounts of fuel, and may differ slightly from the readings seen on the panel’s fuel quantity gauges. Fuel density used

- 3.062 KG/U.S. GALLON - 6.70 LB/U.S. GALLON

CONVERSION FACTORS U.S. GALLONS X FUEL DENSITY = KILOGRAMS OR POUNDS

Flight One Software / DreamFleet 2000

2-4

737 FUEL SYSTEM FUEL TEMPERATURE INDICATOR Indicates fuel temperature in main tank number 1 (left tank). FUEL VALVE CLOSED LIGHT (blue) EXTINGUISHED The engine fuel shutoff valve is open. ILLUMINATED (bright): The engine fuel shutoff valve is in transit. ILLUMINATED (dim): The engine fuel shutoff valve is closed. FILTER BYPASS LIGHT (not simulated) ILLUMINATED:

Indicates impending fuel filter bypass due to a contaminated filter (operation not simulated) CROSSFEED VALVE OPEN LIGHT (blue) EXTINGUISHED: The crossfeed valve is closed. ILLUMINATED (bright) The crossfeed valve is in transit. Located on lower left overhead panel.

ILLUMINATED (dim) The crossfeed valve is open.

Continued on next page.

Flight One Software / DreamFleet 2000

2-5

737 FUEL SYSTEM CROSSFEED SELECTOR Single left click to activate. Controls the fuel cross feed valve. When open, connects the engine number 1 (left) and engine number 2 (right) fuel feed lines. Shown in closed position. CENTER TANK FUEL PUMP LOW PRESSURE LIGHTS (amber) ILLUMINATED: Fuel pump output pressure is low and the Fuel Pump Switch is ON. NOTE: With both Center Tank Fuel Pump Switches ON, the illumination of both LOW PRESSURE Lights will illuminate the MASTER CAUTION and the FUEL System Annunciator Lights. The illumination of one LOW PRESSURE Light will illuminate the MASTER CAUTION and FUEL System Annunciator Lights on MASTER CAUTION Light recall.

MAIN TANK FUEL PUMP LOW PRESSURE LIGHTS (amber)

With one Center Tank Fuel Pump Switch OFF, the illumination of the opposite Center Tank LOW PRESSURE Light will illuminate the MASTER CAUTION and Fuel System Annunciator Lights.

ILLUMINATED: Fuel pump output pressure is low, or the Fuel Pump Switch is OFF.

EXTINGUISHED: Fuel pump output pressure is normal, or the Fuel Pump Switch is OFF.

NOTE: Two low pressure lights illuminated in the same tank will illuminate the MASTER CAUTION and FUEL system Annunciator lights. One low pressure light will cause the MASTER CAUTION and FUEL system Annunciator lights to illuminate on MASTER CAUTION light recall.

FUEL PUMP SWITCHES Single left click to toggle position. ON: Activates the fuel pump

EXTINGUISHED: Fuel pump output pressure is normal.

Flight One Software / DreamFleet 2000

737 FUEL SYSTEM

2-6

Fuel quantity indicator gauges for the left (#1), center and right (#2) fuel tanks are located on the main panel, and provide quantity readout via a digital display located at the center, and a circular display located around the edge of the gauge. In reality the customer will specify a read out in either pounds or kilograms for these gauges. In order to provide convenience to users who may elect to use either of these standards of measure, a small toggle switch has been added, which allows you to toggle the displays between read out in pounds or kilograms. FUEL QUANTITY INDICATOR GAUGE

POUNDS / KILOGRAMS CHANGEOVER SWITCH Single left click to toggle between pounds and kilograms. POUNDS / KILOGRAMS INDICATOR Shows whether readout is in pounds or kilograms.

CENTER

FUEL QUANTITY TEST SWITCH Single left click to begin test cycle.

LEFT

RIGHT

Pressing this button will simulate the test of the fuel quantity gauges. There are no “failures” programmed for these gauges, and the test will be identical each time it is run, and will indicate proper operation of the fuel quantity gauges. This test takes approximately 10 seconds. FUEL QUANTITY DIGITAL READOUT FUEL QUANTITY CIRCULAR SCALE READOUT

Located on main panel.

Flight One Software / DreamFleet 2000

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737 FUEL SYSTEM: SCHEMATIC DIAGRAM

NOTE: For clarity, the relationship between all pumps, switches, lights and sensors is not shown.

ENGINE DRIVEN FUEL PUMP

Flight One Software / DreamFleet 2000

737 HYDRAULIC POWER

3-1 SYSTEM DESCRIPTION GENERAL

There are three hydraulic systems on the airplane: System A, System B, and the Standby System. The No. 1 (left) engine pump and an electric pump powered by the engine No. 2 (right) generator provides pressure to System A. Similar applies to System B, except that it is powered by the No. 2 engine pump and an electric pump powered by the No. 1 engine generator. The standby system comes into use in the event of the loss of pressure in either system A or B, and its own electric pump pressurizes it. The standard operating pressure for each system is 3000 PSI. Hydraulic fluid reservoirs for each system are located in the main wheel well area. Reservoirs for system A and B are pressurized via the pneumatic manifold. The standby reservoir is pressurized via a connection to the system B reservoir. The Power Transfer Unit, PTU, provides an alternate source of hydraulic pressure that will insure operation of the auto slat system and leading edge flaps and slats. In the event system B pressure should fall below acceptable operating limits the PTU valve will automatically open, provided that the airplane is airborne, and that flaps are less than 15 degrees but not up. Pressure from system A drives a hydraulic motor, which in turn drives a pump, and this pressurized the fluid in system B. Continued on next page. HYDRAULIC SYSTEM POWER DISTRIBUTION

Flight One Software / DreamFleet 2000

737 HYDRAULIC POWER

3-2 HYDRAULIC SYSTEM A

Two pumps are used to drive System A. The first is engine driven by Engine No. 1 and the other is an electric motor pump powered from the Engine No. 2 generator. The redundancy this provides in the event of the failure of engine No. 1 should be evident. The ENG 1 pump ON/OFF switch controls the engine driven hydraulic pump. When this switch is OFF a solenoid-held blocking valve activates, and this isolates fluid flow from the units using this system. The ELEC 2 pump ON/OFF Switch controls the electric motor pump. Temperature sensors are installed in the system, and If the fluid or pump becomes overheated, the OVERHEAT Light will illuminate. A heat exchanger located in fuel tank No. 1 (left) processes hydraulic fluid that is used for cooling and lubrication, after which the fluid returns to the reservoir. Located in the engine driven and electric motor pump output lines, are pressure transmitters, and these send signals to illuminate the appropriate LOW PRESSURE Light if pump output pressure is below acceptable limits. Check valves isolate the engine and electric hydraulic pumps. A pressure transmitter drives the hydraulic system pressure gauge in the cockpit, and this transmitter sends the combined pressure of both pumps to the gauge. The quantity of fluid in system A is displayed on gauges located at the reservoir and on the Engine Instrument System (EIS) located on the main panel in the cockpit. If a leak should develop in the engine driven pump or the hydraulic lines associated with it, a standpipe in the reservoir prevents a total system fluid loss. When the fluid level is at the top of the standpipe, the reservoir is approximately 22% full, and under such conditions System A pressure will be maintained by the electric motor driven pump. However, if a leak should occur in any other component or lines within system A, this will drain the reservoir completely.

HYDRAULIC SYSTEM B Two pumps are used to drive System B. The first is engine driven by Engine No. 2 and the other is an electric motor pump powered from the Engine No. 1 generator. The redundancy this provides in the event of the failure of engine No. 2 should be evident. The ENG 2 pump ON/OFF switch controls the engine driven hydraulic pump. When this switch is OFF a solenoid-held blocking valve activates, and this isolates fluid flow from the units using this system. The ELEC 1 pump ON/OFF Switch controls the electric motor pump. Temperature sensors are installed in the system, and If the fluid or pump becomes overheated, the OVERHEAT Light will illuminate. Continued on next page.

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737 HYDRAULIC POWER

A heat exchanger located in fuel tank No. 2 (right) processes hydraulic fluid that is used for cooling and lubrication, after which the fluid returns to the reservoir. Located in the engine driven and electric motor pump output lines, are pressure transmitters, and these send signals to illuminate the appropriate LOW PRESSURE Light if pump output pressure is below acceptable limits. Check valves isolate the engine and electric hydraulic pumps. A pressure transmitter drives the hydraulic system pressure gauge in the cockpit, and this transmitter sends the combined pressure of both pumps to the gauge. The quantity of fluid in system B is displayed on gauges located at the reservoir and on the Engine Instrument System (EIS) located on the main panel in the cockpit. By consulting the hydraulic system schematic you will note that system B contains two standpipes in its reservoir: one supplies fluid to the engine driven pump, and the other to the electric motor pump. If a leak should develop in the engine driven pump or its associated lines, the system B quantity gauge reading will decrease until it indicates approximately 40% full, and system pressure will be maintained by the electric motor pump. If the leak is in the electric motor pump or associated lines, system B pressure is lost. However, sufficient fluid will be retained in the reservoir for operation of the power transfer unit. STANDBY HYDRAULIC SYSTEM In the event system A and/or B pressure is lost, the standby hydraulic system will provide a backup. By consulting the hydraulic system schematic, note that the standby system reservoir is connected to the system B reservoir via a line for pressurization and filling with fluid. A single electric motor driven pump drives the standby hydraulic system, and this pump is activated by switching either Flight Control Switch to the STBY RUD position, or by switching the Alternate Flaps Master Switch to the ARM position. The standby rudder PCU will be pressurized if the A or B System Flight Control Switch is positioned to STBY RUD. Switching either Flight Control Switch to STBY RUD also shuts off the corresponding hydraulic system pressure to ailerons, elevators and rudder by closing the flight control shutoff valve. With either switch in the STBY RUD position, the associated flight control LOW PRESSURE Light is deactivated as the standby rudder shutoff valve opens. The standby system is activated automatically to provide power to the standby rudder actuator in the event of a loss of system A or B hydraulic pressure during takeoff or Landing. When flaps are moved to the up position the automatic operation of the standby system pump is deactivated. Continued on next page.

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In the event of a pressure loss in hydraulic system B, switching the Alternate Flaps Master Switch to ARM and momentarily switching the Alternate Flaps Position Switch to DOWN will extend the leading edge devices. The leading edge devices are fully extended hydraulically but cannot be retracted by the standby hydraulic system. The trailing edge flaps can be extended or retracted electrically. With the loss of system A and/or system B pressure, the standby system will provide adequate pressure to operate the thrust reversers. If a Leak should occur in the standby system, the quantity of fluid in the standby reservoir will decrease to zero, and the LOW QUANTITY Light will illuminate when the standby reservoir is at approximately 50% of capacity. Under such circumstances the fluid level in the system B reservoir will decrease and stabilize at approximately 64% of full capacity, as it is the system B reservoir that supplies the standby reservoir with hydraulic fluid. VARIATIONS IN HYDRAULIC QUANTITY INDICATIONS During normal flight, hydraulic fluid quantity indications can vary to a considerable extent. However this will not be evident for purposes of this simulation. In reality, the quantity of fluid indicated on the cockpit gauges represents only a small percentage of the total hydraulic fluid in the system. Thus, the loss of a gallon or more of fluid may appear to be quite substantial when viewed on the hydraulic fluid quantity gauges, but ultimately has little or no effect on the operations of the systems. During normal operations, hydraulic fluid quantity indications vary when: 1. The system becomes pressurized after engine start. 2. Raising or lowering the landing gear or leading edge devices. Incorrect hydraulic quantity indications can also occur when electrical power to an indicator is lost or a reservoir float, used to sense quantity, malfunctions. Other system indications should remain normal under such circumstances. Foaming of the hydraulic fluid can occur at higher altitudes if the hydraulic system is not properly pressurized. Pressure fluctuations and the blinking of the appropriate LOW PRESSURE Lights can be used to detect foaming. The MASTER CAUTION and HYDRAULIC Annunciator Lights may also illuminate momentarily.

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ELECTRIC HYDRAULIC PUMP OVERHEAT LIGHTS (operation not simulated) ILLUMINATED: Hydraulic fluid used to cool and lubricate the corresponding electric motor driven pump has overheated, or the motor itself has overheated. HYDRAULIC PUMP LOW PRESSURE LIGHTS (amber) Located on overhead panel.

ILLUMINATED: Output pressure of corresponding pump is low. ENGINE DRIVEN HYDRAULIC PUMPS SWITCHES Single left click on switch to toggle position. ON: De-energizes blocking valve in pump to allow pump pressure to enter system. Should remain ON at shutdown to prolong solenoid life.

Located on Gear / Flap panel HYDRAULIC BRAKE PRESSURE INDICATOR Indicates accumulator precharge plus residual hydraulic pressure prior to activation of any hydraulic pump.

OFF: Energizes blocking valve to block pump output. ELECTRIC MOTOR PUMP SWITCHES Single left click on switch to toggle position. ON: Provides power to corresponding electric motor driven pump.

Normal pressure: 3000 PSI (approximate) Maximum pressure: 3500 PSI (approximate)

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737 HYDRAULIC POWER FLIGHT CONTROL SWITCHES Single left click in area indicated by top box to open close guard. Single left click in area indicated by lower box to toggle switch.

Located at top left of overhead panel. Shaded areas are described elsewhere in this manual.

STBY RUD: Activates the standby pump and opens the standby rudder shutoff valve to pressurize the standby rudder power control unit. OFF: Closes Flight Control Shutoff Valve, isolating ailerons, elevators and rudder from corresponding hydraulic system pressure. ON: (guarded position) - normal operating position. STANDBY HYDRAULIC LOW QUANTITY LIGHT(amber) ILLUMINATED: Indicates low quantity in standby hydraulic reservoir. STANDBY HYDRAULIC LOW PRESSURE LIGHT (amber) ILLUMINATED: Indicates low output pressure of electric motor driven standby pump. Armed only when standby pump operation has been selected or automatic standby function is activated. FLIGHT CONTROL LOW PRESSURE LIGHTS (amber) ILLUMINATED: Indicates low hydraulic system pressure to corresponding ailerons, elevators and rudder. Deactivated when corresponding Flight Control Switch is positioned to STBY RUD and standby rudder shutoff valve open opens.

ALTERNATE FLAPS MASTER SWITCH (shown in closed, guarded position) Single left click in area indicated by lower box to open close guard. Single left click in area indicated by top box to toggle switch. OFF: Normal position ARM: Closes trailing edge flap bypass valve, activates the standby pump, and arms the Alternate Flaps Position Switch.

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737 AIR CONDITIONING AND PRESSURIZATION RECIRCULATION FAN SWITCH Single left click to toggle position. AUTO: Fan is signaled on, except when both packs are operating with either pack switch set to HIGH.

Located on the right side of the overhead panel.

AIRCONDITIONING PACK SWITCHES Single left click + / - to toggle position. AUTO: With both packs operating, each pack regulates to low flow.

-

With one pack operating, regulates to high flow when in flight with flaps up. When operating one pack from the APU, with both Engine Bleed Switches OFF, regulates to high flow.

+

HIGH: Pack regulates to high flow. Recirculation fan signaled off when both packs are operating. Provides maximum flow rate on ground with APU Bleed Air Switch ON. OFF: Pack is signaled off. PACK TRIP OFF LIGHTS (amber) ILLUMINATED: Indicates pack trip off. Pack valve automatically closes and mix valves drive full cold. Trips are caused by pack temperature exceeding limits. TRIP RESET SWITCH If the fault condition has been corrected, resets BLEED TRIP OFF and DUCT OVERHEAT Lights. Lights remain illuminated until reset.

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AIR TEMPERATURE SOURCE SELECTOR Single left click + / - to select source.

TEMPERATURE INDICATOR

SUPPLY DUCT: Selects main distribution supply duct sensor for Temperature Indicator.

Indicates temperature at location selected with Air Temperature Source Selector.

PASS CABIN: Selects passenger cabin sensor for Temperature Indicator.

PASSENGER CABIN AIR MIX VALVE INDICATORS

Located on right side of overhead panel.

-

Indicates position of air mix valves. Controlled automatically with Passenger Cabin Temperature Selector in AUTO. Controlled manually with Passenger Cabin Temperature Selector in MANUAL.

+

DUCT OVERHEAT LIGHT (amber) ILLUMINATED: Indicates passenger cabin duct overheat at 880C (190F). Temperature mix valves drive full cold.

-

+ -

+

COCKPIT TEMPERATURE SELECTOR Single left click + / - to turn. PASSENGER CABIN TEMPERATURE SELECTOR

Single left click + / - to turn.

RAM DOOR FULL OPEN LIGHTS (blue) ILLUMINATED: Indicates ram door in full open position. NOTE: The controls depicted above are those from the –300 & -500 series. The –400 has a third “zone”, and it was elected not to simulate this in order to decrease panel complexity.

AUTO: Automatic temperature controller controls passenger cabin temperature as selected. Controlled through temperature sensor located in cabin ceiling and controller located in electronic equipment bay. MANUAL: Air mix valves controlled manually. Automatic temperature controller bypassed.

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PRESSURIZATION LIMIT PLACARD Maximum cabin differential pressure for takeoff and landing is .125 psi.

CABIN ALTIMETER/DIFFERENTIAL PRESSURE INDICATOR INNER SCALE: Indicates cabin altitude in feet. OUTER SCALE: Indicates differential pressure between cabin and ambient in psi. ALTITUDE HORN CUTOUT SWITCH (Operation not simulated)

Located on overhead panel.

Cuts out intermittent cabin altitude warning horn. Altitude warning horn sounds when cabin reaches 10,000 feet altitude. CABIN RATE OF CLIMB INDICATOR Indicates cabin rate of climb or descent in feet per minute.

Located on overhead panel.

EQUIPMENT COOLING SUPPLY SWITCH Single left click to toggle position. NORMAL: Normal cooling supply fan activated. ALTERNATE: Alternate cooling supply fan activated.

EQUIPMENT COOLING SUPPLY OFF LIGHTS (amber) ILLUMINATED: No airflow from the selected cooling supply fan.

EQUIPMENT COOLING EXHAUST SWITCH Single left click to toggle position. NORMAL: Normal cooling exhaust fan activated. ALTERNATE: Alternate cooling exhaust fan activated.

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FLIGHT ALTITUDE INDICATOR

AUTO FAIL LIGHT (AMBER)

Indicates selected cruise flight altitude.

ILLUMINATED: Automatic pressurization control failure. Control automatically transfers to standby mode.

Set before takeoff.

OFF SCHEDULE DESCENT LIGHT (amber) ILLUMINATED: Airplane descends before reaching the planned cruise flight altitude set in the flight altitude indicator. FLIGHT ALTITUDE SELECTOR Single left click + / - to set altitude

-

+

Used to set planned cruise flight altitude. PRESSURIZATION MODE SELECTOR Single left click + / - to rotate.

-

+

AUTO: Airplane pressurization system controlled automatically. CHECK: Tests auto failure function of AUTO system.

LANDING ALTITUDE SELECTOR Single left click + / - to set altitude. LANDING ALTITUDE INDICATOR Indicates altitude of intended landing field. Set before takeoff.

FLIGHT/GROUND SWITCH Single left click to toggle position. GRD: On the ground, drives the pressurization outflow valve full open at a controlled rate and depressurizes the airplane. After takeoff, inhibited- functions the same as FLT position. FLT: On the ground, pressurizes the cabin to .1 psi (approximately 200 feet below airport elevation). After takeoff, cabin pressure automatically controlled in climb and descent as function of airplane altitude. In cruise, cabin pressure held constant.

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STANDBY LIGHT (green)

CABIN RATE SELECTOR Left click + / - to set

ILLUMINATED: Pressurization system operating in standby mode.

DECR: Cabin altitude rate of change equals 50 ft/min. INCR: Cabin altitude rate of change equals 2000 ft/min.

-

(Index Mark): Cabin altitude rate of change equals 300 ft/min.

+

CABIN ALTITUDE INDICATOR Indicates selected cabin altitude.

-

+ -

+

CABIN ALTITUDE SELECTOR Left click + / - to set altitude. Sets Cabin Altitude.

PRESSURIZATION MODE SELECTOR Left click + / - to set STBY: Airplane pressurization system controlled through the standby mode. Requires cabin altitude rate of change and cabin altitude selections. Automatic mode bypassed. CABIN/FLT ALTITUDE PLACARD Used to determine manual setting for cabin altitude. Example: In the event automatic pressurization mode is inoperative, and a flight is planned at 22,000 feet using the standby mode, set 1900 feet in the Cabin Altitude Indicator after takeoff.

FLIGHT / GROUND SWITCH Single left click to toggle position. (Shown in FLT mode) GRD: On the ground drives outflow valve open at rate selected by Cabin Rate Selector. After takeoff, inhibited; functions the same as FLT position. FLT: Pressurizes airplane at rate selected by Cabin Rate Selector to cabin altitude selected on Cabin

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737 AIR CONDITIONING AND PRESSURIZATION MANUAL LIGHT (green) ILLUMINATED: Pressurization system operating in manual mode. OUTFLOW VALVE POSITION INDICATOR Indicates position of main cabin outflow valve. Operates in all modes. OUTFLOW VALVE SWITCH Left click + / - to toggle position. OPEN: Opens main cabin outflow valve electrically. CLOSE: Closes main cabin outflow valve electrically. PRESSURIZATION MODE SELECTOR Left click + / - to rotate. MAN: Airplane pressurization controlled manually by outflow valve switch. AC: Outflow valve operates from AC power. DC: Outflow valve operates from DC power.

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737 AIR CONDITIONING AND PRESSURIZATION

AIR CONDITIONING SYSTEM DESCRIPTION “Air conditioning” means to “condition” the air, in essence, to put it in a certain condition, either cold or hot, or somewhere in between. It is not just a process for cooling air. Air conditioning can be provided by either the airplane’s air conditioning system or a ground source that provides conditioned air. The system operates by processing bleed air from the engines or APU, or air from a pneumatic ground source. This temperature-controlled air is mixed with recirculated cabin air in the mix manifold for distribution. When a ground source is used for conditioned air, this air enters through the mix manifold, from where it is distributed through the airplane. Bleed Air Supply Engine bleed air valves are used to control the supply of bleed air, and this air will normally flow through the precooler into the main pneumatic duct. In addition, either the APU or a ground pneumatic source may be used as an alternate source of bleed air. An isolation valve separates, or isolates the left and right sides of the pneumatic system. Opening the isolation valve will thus interconnect the pneumatic duct. The flow of the bleed air to the air conditioning packs is controlled by the pack valves. The air conditioning packs are independent and operate in parallel. Pressurization and acceptable temperature levels throughout the airplane can be maintained by a single pack if so required. Optimal operation is achieved when each pack runs from a separate bleed air source, and running both packs from a single bleed air source is not recommended, as this will place excessive strain on that bleed air source. Temperature control for the packs is automatic with manual control providing a backup. Conditioned air from the left pack, flows directly to the cockpit and does not enter the mix manifold. Additional air from the left pack, the air from the right pack, and the air from the recirculation system is mixed together in the mix manifold, and then distributed by the left and right sidewall risers to the passenger cabin. Continued on next page.

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737 AIR CONDITIONING AND PRESSURIZATION AIRCONDITIONING SYSTEM – SCHEMATIC DIAGRAM

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737 AIR CONDITIONING AND PRESSURIZATION AIR CONDITIONING PACK – SCHEMATIC DIAGRAM

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737 AIR CONDITIONING AND PRESSURIZATION

AIR CONDITIONING PACKS Bleed air will flow from the main pneumatic duct through each air conditioning pack, and this flow is controlled by the pack valve. The packs are independent of each other, and one pack alone is sufficient to provide air conditioning and pressurization up to the airplanes maximum certified ceiling. The left air conditioning pack uses bleed air from engine No. 1 and the right pack uses bleed air from engine No. 2. The output of the packs is combined in the mix manifold. AIR MIX VALVES There are two air mix valves (see schematic), a hot mix valve and a cold mix valve. The air flowing through the cold mix valve has already been cooled by ram air via a heat exchanger. Air from the hot mix valve is hot bleed air from the engine or APU. The air mix valves control hot and cold air according to the setting of the Temperature Selector knob for either the cockpit or the cabin. When this selector is set to automatic mode, the Automatic Temperature Controller controls the position of the mix valves, and relative amounts of hot and cold air provided. The Automatic Temperature Controller uses inputs from the respective Temperature Selector and cabin temperature sensor. When the temperature selector knob is moved to the MANUAL position the Automatic Temperature Controller is bypassed, and temperature control is accomplished manually by the position of the knob. COOLING CYCLE By referring to the air conditioning pack schematic diagram you will see the cooling cycle starts by air passing through a primary heat exchanger for cooling. Air flows to the compressor of an air cycle machine where the air is compressed and its temperature increased. The air then circulates through a secondary heat exchanger where it is cooled further. The airflow then passes through the turbine of the air cycle machine where it is expanded and cooled. The cold air flows to a water separator, which removes moisture that has been condensed from the air by operation of the air cycle machine. To prevent icing in the water separator, a temperature sensor signals the water separator anti-ice valve to provide warming air automatically. The processed cold air is then combined with hot air. The conditioned air flows into the mix manifold and is distributed through the airplane. Overheat protection is provided by temperature sensors located in the cooling cycle. An overheat condition in the Air Cycle Machine’s compressor outlet duct or turbine inlet duct causes the pack valve to close and the PACK TRIP OFF Light to illuminate. Associated trip temperatures for these sensors are noted on the air conditioning pack schematic diagram.

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737 AIR CONDITIONING AND PRESSURIZATION

RAM AIR SYSTEM The ram air system provides cooling air for the heat exchangers in the air conditioning system, and the operation of the ram air system is accomplished automatically. During flight, a ram air modulating system regulates the airflow through the system. A temperature sensor located in the air cycle machine compressor discharge duct controls airflow through the system. The sensor controls the mechanically linked ram door and exhaust louvers to maintain the required cooling airflow across the heat exchangers. In cruise, the ram doors will be adjusted, or modulated between open and closed positions as required. The ram door will move to the full open position on the ground and during slow flight when the flaps are not fully retracted in order to provide for maximum cooling. Under these circumstances the RAM DOOR FULL OPEN Light will illuminate. TURBOFAN In addition to the ram door being commanded to a full open position, as described above; a turbofan is installed just before the exit louvers. When the ram door is full open, the turbo fan will start, and assist in pulling air through the system. The fan is operated pneumatically with bleed air, and it is started electrically when the pack switch is on via routing through the air / ground safety sensor or flap limit switch. DEFLECTOR DOOR A deflector door is installed ahead of the ram air inlet doors to prevent slush / debris ingestion prior to takeoff and after landing. The deflector door is activated electrically by the air-ground safety sensor. AIR CONDITIONING DISTRIBUTION Once conditioned, the air is collected in the mix manifold for distribution through the aircraft. The setting of the Cockpit and Passenger Cabin Temperature Selector knobs controls the temperature of the air in the mix manifold. Overheat detection is provided by temperature sensors located after the air conditioning packs. An overheat condition will cause the appropriate mix valves to move to the full cold position, and the DUCT OVERHEAT Light will illuminate. A temperature higher than the duct overheat causes the appropriate pack valve to close and the PACK TRIP OFF Light to illuminate. Continued on next page.

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737 AIR CONDITIONING AND PRESSURIZATION

COCKPIT CONDITIONED AIR SUPPLY The cockpit requires only a small fraction of the air supply provided by the left pack, and this conditioned air is sent to the cockpit prior to its reaching the mix manifold. The remainder of the left pack output is mixed with the right pack output in the mix manifold and routed to the passenger cabin. Conditioned air for the cockpit branches out into several risers, or vertical ducts, which end at the floor, ceiling and foot level outlets. There are air diffusers on the floor under each seat. Their air output cannot be controlled and air will flow continuously as long as the manifold is pressurized. Overhead air diffusers are located on the cockpit ceiling, above and aft of the No. 3 windows (one can be seen in the rear right cockpit view). Each of these outlets can be opened or closed as desired by turning a slotted adjusting screw. There is also a dual-purpose valve behind the rudder pedal of each pilot. These valves provide air for warming the pilots' feet and for defogging the inside of the No. 1 windshields. PASSENGER CABIN CONDITIONED AIR SUPPLY The passenger cabin distribution system is comprised of the mix manifold, sidewall risers, and an overhead distribution duct. The sidewall risers go up the right and left wall of the passenger cabin to supply air to an overhead distribution duct. The overhead distribution duct sends conditioned air to the passenger cabin, and it extends from the forward to the aft end of the ceiling along the airplane centerline. RECIRCULATION FAN* The AC-driven recirculation fan system reduces the load on the air conditioning packs and the demand for engine bleed air. The air for the recirculation fan is exhaust air from the main cabin and electrical equipment bay collected in a shroud located above the forward cargo compartment. This air is filtered and is sent back to the mix manifold. This fan will operate when the switch is in AUTO, except when both packs on and one or both set to HIGH. FORWARD CARGO COMPARTMENT The forward cargo compartment is warmed in flight when more than 2.5 psi pressure differential exists. Air from the Electronic Compartment flows up and around the lining of the forward cargo compartment. The recirculation fan will maintain this warming airflow. When the recirculation fan is off, the forward outflow valve will remain open to ensure this warm air flow (except when closed in order to maintain pressurization). CONDITIONED AIR SOURCE CONNECTION Conditioned air may also be provided to the airplane by a ground source that can be connected to the mix manifold. * This is one reason why newer aircraft are claimed to not have “fresher” air of older aircraft. A reduction in “demand” also equates to lower fuel consumption, and cost savings.

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737 AIR CONDITIONING AND PRESSURIZATION

EQUIPMENT COOLING The equipment cooling system is used to provide cool air to heat-sensitive electronics, such as the EFIS displays, circuit breaker panels, and electronic equipment located in the Electronics Compartment. In reality, many of the displays you see in the cockpit, even the radios have their actual electronic components located in the Electronics Compartment, not in the cockpit itself. With a radio, for example, what you adjust in the cockpit is nothing more than a “control head”, that in turn controls the actual radio itself, which is located in the Electronics Compartment. Warm air from the equipment is ducted away by the AC powered fan. On the ground, or with the cabin differential pressure less than 2.5 psi, the exhaust fan air is blown through a flow control valve and exhausted from the belly of the airplane. Continued on next page.

This area intentionally left blank

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PRESSURIZATION GENERAL DESCRIPTION The airplane is pressurized using bleed air that is supplied to and distributed by the air conditioning system. Varying the position of outflow valves is used to control both pressurization and ventilation. A proportional relationship is maintained between outside air pressure and cabin pressure in climb or descent, and a maximum pressure differential is normally maintained in cruise. This differential is essentially the pressure difference is PSI between the outside air pressure and the pressure in the airplane. Pressure Relief Valves Maximum safety pressure relief is provided by two pressure relief valves (see schematic), and these valves limit the maximum pressure differential between the airplane interior and the outside air to a maximum of 8.65 PSI. A single negative pressure relief valve prevents external atmospheric pressure from exceeding the internal cabin pressure. Outflow Valves Either an AC or DC motor controls the Main Outflow Valve, this provides for flexibility and redundancy. The AC motor is used during AUTO and MAN AC operation, and the DC motor is used during STANDBY and MAN DC operation. The forward outflow valve closes automatically to assist in maintaining cabin pressure when the main outflow valve is almost closed or when the recirculation fan is operating. Electronic Cabin Pressure Controller Pressurization can be controlled using any one of four modes that can be selected by the pilot. They are: AUTO: Automatic, this is the normal mode of operation, and it uses the AC motor to control the outflow valve. STBY:

Semiautomatic. This is a standby system used in the event of AUTO failure, and it uses the DC motor.

MAN AC: Manual control of the system using the AC motor. MAN DC: Manual control of the system using the DC motor. In the automatic operation, airplane altitude is sensed from the airplane’s static ports. In the standby mode, airplane altitude is sensed electrically from the air data computer (ADC). Barometric corrections (the “altimeter setting”) to these pressures come from the captain's altimeter in AUTO mode and the First Officer's altimeter in STBY mode. The Electronic Cabin Pressure Controller receives additional information from the air/ground safety sensor and cabin pressure altitude sensing port. Continued on next page.

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737 AIR CONDITIONING AND PRESSURIZATION PRESSURIZATION SYSTEM SCHEMATIC DIAGRAM

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737 AIR CONDITIONING AND PRESSURIZATION

PRESSURIZATION OUTFLOW The main outflow valve, forward outflow valve, and the flow control valve are used to control cabin air outflow. The flow control valve is closed during pressurized flight, with the majority of overboard exhaust being handled by the main and forward outflow valves. In addition, a small amount of outflow also takes place through lavatory and galley vents, other vents, and even seal leakage. Flow Control Valve The flow control valve opens to exhaust the cooling air from the Electronics Compartment overboard when the airplane is on the ground, during unpressurized flight, and in pressurized flight when cabin differential pressure is below approximately 2.5 psi. When the flow control valve closes, air is directed around the forward cargo compartment liner for heating this compartment. Forward Outflow Valve The forward outflow valve is the overboard discharge exit for air circulated around the forward cargo compartment, and this valve will close whenever the recirculation fan is operating. Main Outflow Valve The main outflow valve is the primary overboard exhaust outlet for the majority of air that is circulated through the passenger cabin. Air to be exhausted from the passenger cabin air is drawn through foot level grills, located around the aft cargo compartment, where it provides heating, and is then discharged overboard through the main outflow valve. AUTO MODE OPERATION As described previously, AUTO mode is the normal mode used to operate the pressurization system, and it’s use is relatively simple. In AUTO mode, the pressurization control panel is used to preset two altitudes into the pressure controller: FLT ALT: This is your cruising altitude). LAND ALT: This is your landing altitude, or altitude of the destination airport. The takeoff airport altitude is fed into the pressurization controller at all times when on the ground, and it is not manually set. The air/ground safety sensor will signal the system as to whether the airplane is on the ground or in the air. On the ground, the FLT/ GRD Switch is used to keep the cabin depressurized by driving the main outflow valve fully open when this switch is moved to the GRD position. Continued on next page.

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737 AIR CONDITIONING AND PRESSURIZATION

In the FLT position, the controller will adjust the main outflow valve towards the closed position, and will pressurize the cabin to .1 psi (-200 feet*). This ground pressurization of the cabin makes the transition to pressurized flight more gradual for the passengers and crew. When airborne, the pressure controller will maintain a proportional pressure differential between airplane and cabin altitude. By climbing the cabin altitude at a rate proportional to the climb rate, cabin altitude change is held to the minimum rate required. Continued on next page.

*The controller senses only psi. References to psi equivalents in terms of altitude are approximations and will vary according to altitude. As the density of the air decreases, the greater the change in altitude is for a given psi.

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737 AIR CONDITIONING AND PRESSURIZATION

AUTO MODE OPERATION (cont’d) When the airplane approximately 1000 feet below it’s cruising (FLT) altitude, a cruise relay trips. The controller will then schedule a constant cabin altitude during cruise using a 7.45 psi differential (7.80 psi differential when the FLT ALT is less than 28000 ft.) between flight and cabin altitudes. There is an amber OFF SCHED DESCENT annunciator light that will illuminate if the airplane begins to descend without having tripped the cruise relay. For example: A flight that is aborted in climb and is returning to the takeoff airport. In this scenario the controller will automatically program the cabin to land at the takeoff field elevation (automatically sensed when the aircraft was on the ground) without need of any adjustment by the pilot. If the Flight Altitude Indicator is changed or the Flight Altitude Selector is depressed during climb, the automatic cabin abort capability to the original takeoff field elevation will be lost. When descent has begun, at approximately 1000 feet below cruise altitude (.25 psi differential), a descent relay trips, and this causes the controller to schedule the cabin for a proportional descent to the selected LAND ALT. The controller programs the cabin so that upon landing the cabin is slightly pressurized (.1 psi). This is done so that rapid changes in altitude during approach will result in minimum cabin pressure changes. Once on the ground the pilot moves the FLT /GRD switch to the GRD position, and this causes the controller to fully open the outflow valve, and fully depressurize the cabin. Auto Mode Warnings An amber AUTO FAIL Light will illuminate if any one of three conditions should occur:

1. AUTO AC power is lost. 2. Excessive rate of cabin pressure change (± 1800 sea level feet/minute). 3. High cabin altitude (13,875 feet). When the AUTO FAIL Light illuminates, the pressure controller automatically trips to STANDBY mode; however, the Pressurization Mode Selector knob will remain in the AUTO position. The AUTO fail light can then be extinguished by tuning the Pressurization Mode Selector knob to the STBY position, thus matching the mode that the Controller has already set the system to. Continued on next page.

Flight One Software / DreamFleet 2000

4-19

737 AIR CONDITIONING AND PRESSURIZATION

STANDBY MODE OPERATION A green STANDBY Light is illuminated when the pressure controller is in the STANDBY mode. On the ground, the GRD position of the FLT/ GRD Switch drives the main outflow valve to fully open. The FLT position drives the main outflow valve to attempt to pressurize the cabin to the selected CAB ALT. CAB ALT should be set 200 feet below the takeoff airport altitude to pressurize the cabin properly when the FLT/ GRD Switch is placed to FLT prior to takeoff. In the air, by referring to the placard below the pressurization control panel, the Cabin Altitude Indicator is set to the isobaric cabin altitude, based on the proposed flight altitude and pressure differential. Cabin rate of climb or descent is controlled by the Cabin Rate Selector. In descent, the Cabin Altitude Indicator is set 200 feet below landing field altitude to insure a pressurized cabin during landing. MANUAL MODE OPERATION When the Pressurization Mode Selector in MAN AC or MAN DC mode, a green MANUAL annunciator light will illuminate. MAN mode operation is used when there is a failure of both the AUTO and STANDBY modes. Manual mode allows the pilot, by using the Outflow Valve Switch, to manually adjust the position of the main the main outflow valve while monitoring the Outflow Valve Position Indicator. MAN AC mode uses the AC motor to control the main outflow valve; MAN DC uses the DC motor. The rate of operation in MAN AC is faster than that in MAN DC, with both AC and DC systems being provided for redundancy.

Flight One Software / DreamFleet 2000

5-1

737 POWER PLANT

GENERAL DESCRIPTION

Two CFM International CFM56-3 high bypass ratio turbofan engines each rated at 23,500 pounds of takeoff thrust power the aircraft. These engines are often derated to 22,000 pounds thrust, as they have been with this simulation. CFM international is a joint company of Snecma, France and General Electric Co., U.S.A. (http://www.cfm56.com/). The engine is comprised of a fan rotor assembly (N1) and a compressor rotor assembly (N2). The N1 rotor consists of a single stage fan and a three-stage booster section connected by a shaft to a four-stage low-pressure turbine. The N2 rotor is a nine-stage axial flow compressor connected by a shaft to a single stage high-pressure turbine. The compressor section provides highly compressed air to the annular combustor (combustion chamber) where the fuel/air mixture is then ignited. The resulting high-energy gasses that are then created by this process drive the turbines at the aft end of the engine producing the power to turn the fan, the compressor and the accessories (see diagram that follows). The combined forces produced by the accelerated fan air and expanding high velocity combustion gasses provide the necessary thrust. Fan air and combustion gasses exit through separate nozzles at the rear of the engine. The Main Engine Control (MEC) schedules fuel to provide the thrust called for by the Forward Thrust Lever (throttle) setting in the cockpit. A Power Management Control (PMC) further refines this fuel The thrust reverser system is of the sliding sleeve, fixed vain type, and this re-directs bypass fan air forward, in order to aid in the braking of the airplane upon landing. FUEL SYSTEM DESCRIPTION (also see “Fuel” section of this manual) Fuel is delivered to the engines at the required pressure and flow rate in order to obtain desired engine thrust. The fuel exits from the fuel tank and enters the engine through the Engine Fuel Shutoff Valve. The Engine Start Lever electrically controls the Engine Fuel Shutoff Valve. The fuel then passes from the first stage of the engine driven fuel pump through a fuel/oil heat exchanger to a filter. In the event of failure or blockage, provisions are made to automatically bypass the heat exchanger or the filter. Illumination of the FILTER BYPASS Light (operation not simulated) indicates an impending bypass of the fuel filter due to contamination. High-pressure fuel to the MEC (Main Engine Control) is provided by the second stage of the fuel pump. As the fuel leaves the second stage, a portion of the fuel is diverted to run the hydro mechanical portion of the MEC. This fuel is then filtered again and then routed through the fuel heater a second time. The fuel heater uses engine oil to heat the fuel of the MEC for anti-icing purposes. Continued on next page.

Flight One Software / DreamFleet 2000

5-2

737 POWER PLANT

FUEL SYSTEM DESCRIPTION (cont’d) The MEC in conjunction with the PMC uses thrust lever (throttle) angle, fan inlet pressure and temperature, N1 RPM and N2 RPM to meter the correct amount of fuel to the combustor. Fuel flows from the MEC through the MEC fuel shutoff valve. The Engine Start Lever mechanically controls the MEC fuel shutoff valve. A fuel flow transmitter measures the rate of fuel flow from the MEC. ENGINE OIL SYSTEM DESCRIPTION Each engine has its own oil tank, and oil from this tank is circulated under pressure through the engine to lubricate the engine bearings and accessory gearbox. Engine oil quantity is displayed on the Oil Quantity Indicator, a part of the EIS (Engine Instrument System) and is located on the main instrument panel. The engine driven oil pump pressurizes the oil system, and the oil then leaves the pump, passes through the oil filter, and continues to the engine bearings and gearbox. Sensors for the Oil Pressure Indicator and the LOW OIL PRESSURE Light are located downstream of the oil filter, but prior to engine lubrication. Engine driven scavenge pumps, equipped with their own filter, return the oil to the oil tank after lubrication. In the event the scavenge oil filter becomes saturated with contaminants, the oil will automatically bypass the filter. This will cause the OIL FILTER BYPASS Light, located on the center instrument panel to illuminate just prior to this taking place (operation not simulated). Scavenge oil temperature is sensed as the oil returns to the oil tank, and is displayed on the Oil Temperature Indicator located on the EIS on the main instrument panel. The oil then passes through a fuel/oil heat exchanger where it is cooled by the engine fuel in order to maintain proper oil temperature prior to returning to the oil tank and beginning its cycle through the engine again. ENGINE START SYSTEM DESCRIPTION The engine starter uses electrical power and pressurized air to spool up the engine prior to the application of fuel. The engines may be started with pressurized air from the APU, from a ground service cart or other source, or by using engine cross-bleed. The Engine Start Switch in GRD position uses DC power from the battery bus to close the engine bleed air valve, open the starter valve and allow air from the pneumatic manifold to rotate the starter. When the starter valve is opened, the amber START VALVE OPEN Light, located just above the EIS will illuminate. The starter is an air driven turbine motor, which rotates the N2 compressor via the accessory drive gear system. During the start process, when the engine has accelerated to 20% N2 RPM, the Engine Start Lever is advanced to the IDLE position. The MEC then supplies fuel to the combustor and the fuel ignites, this results in an engine start. At 46% N2 RPM, cutout speed, the power is shut off to the start switch holding solenoid, allowing the Engine Start Switch to return to the OFF position. This causes the engine bleed air valve to return to the selected position and the starter valve to close. Continued on next page.

Flight One Software / DreamFleet 2000

5-3

737 POWER PLANT ENGINE FUEL AND OIL SYSTEM SCHEMATIC DIAGRAM

Flight One Software / DreamFleet 2000

5-4

737 POWER PLANT

When shutting down the engine, the start switch holding solenoid is held in the cutout position until engine speed falls below 30% N2 RPM. The starter should not be re-engaged until engine speed has decreased below 20% N2 RPM. IGNITION SYSTEM The airplane is equipped with two high-energy AC systems. When the Engine Start Switch is moved to the GRD position, the starter valve opens, the engine bleed air valve closes and the selected igniter(s) are energized when the Engine Start Lever is placed to IDLE. The CONT position is used for takeoff, landing, and prior to turning on the engine anti-ice. Using the igniter that is selected (IGN L or R), this provides extra protection against flameout in the event that birds, ice, etc. are ingested, or inlet airflow to the engine is suddenly disrupted for any reason during the more critical stages of flight. The FLT position energizes both igniters (IGN L & R) when the Engine Start Lever is placed to the IDLE position. It is used for air starts and for flight in severe turbulence, moderate to severe icing, and in moderate to heavy precipitation, hail or sleet. IGN L, is powered by the AC transfer bus, and provides power to the left igniter. IGN R, which is powered by the AC standby bus, provides power to the right igniter. LEFT, RIGHT or BOTH igniters are selected by using the Ignition Select Switch, and this setting will apply to both engines. When the engine start switch is in the FLT position, both igniters are activated, and the setting of the ignition select switch is bypassed. AIR BLEED SYSTEM Compressor Section The N1 compressor, or booster section, provides low temperature, low pressure air and delivers it to the N2 compressor, which in turn provides high temperature, high-pressure air. The fan, located at the front of the engine, is actually an extension of the first stage of compression, or N1, and the fan produces very large volumes of bypass air. Each compressor section is driven by its own-separate turbine at optimal speed. The high-pressure compressor (N2) speed is controlled by the MEC, while the fan and low-pressure compressor (N1) is driven by its turbine and rotates at the speed required to ensure optimum airflow. This arrangement allows the compressor sections to adjust themselves automatically throughout the operating range of the engine. It also minimizes interstage bleeding, and prevents stalls and surges. With the front and rear rotor sections working together like this, the compression ratio can be increased without a detrimental effect on engine efficiency. Continued on next page.

Flight One Software / DreamFleet 2000

5-5

737 POWER PLANT

Fan Bypass & Bleed Air Fan bypass air is used for the thrust reversers (hydraulically operated), the generator drive and for generator cooling. Bleed air from the fifth compressor stage is used for the Environment Control and Anti-Ice systems. At Low thrust settings, fifth stage bleed air pressure will be insufficient, so ninth stage bleed air is used, as it is under higher pressure, being generated further aft in the compressor section. Once power increases to a point where 5th stage pressure becomes adequate, use of 9th stage air is discontinued, and 5th stage air is used exclusively. THRUST REVERSERS NOTE: For this simulation, reversers are engaged / stowed by using the assigned keystroke, or joystick / yoke button assigned to this task. Use of click spots to engage the reversers is not possible. Stowing the reversers after operation is possible by increasing power slightly past idle, using either the throttle itself, via mouse operation, or via keystroke or a separate hardware throttle assembly that the user may have installed. Each engine is equipped with a hydraulically operated thrust reverser. The thrust reverser consists of a left and right translating sleeve. As the reverser sleeve moves aft, this causes doors to deflect bypass fan discharge air forward, and this produces reverse thrust. The thrust reverser is for ground operations only and is used after touchdown to slow the airplane, reducing stopping distance and brake wear. Under normal operations thrust reversers should not be used to assist with, or as a sole means of pushback. Hydraulic pressure for the operation of engine No. 1 thrust reverser comes from hydraulic system A, and for engine No.2 from hydraulic system B. If either hydraulic system A or B should fail, the affected thrust reverser can be operated through the standby hydraulic system. Under these circumstances the affected thrust reverser will deploy and retract at a slower speed, and it is possible that some asymmetric reverse thrust can be expected until the reverser is either fully engaged or stowed. The thrust reversers can only be engaged when the airplane is at less than 10’ of radio altitude, and the forward thrust lever (throttle) is in its idle position. When reverse thrust is engaged, the isolation valve opens and the thrust reverser control valve moves to the deploy position. This allows hydraulic pressure to unlock and deploy the thrust reverser sleeves. An interlock mechanism (not simulated) restricts further movement of the Reverse Thrust Lever until the reverser sleeves have reached the deployed position. When a reverser sleeve moves from its stowed and locked position, the REVERSER UNLOCKED Light, located on the main instrument panel above the EIS, will illuminate.

Flight One Software / DreamFleet 2000

737 POWER PLANT

5-6 REVERSER UNLOCKED LIGHTS (amber)

THRUST MODE DISPLAY Described in “Automatic Flight” section.

ILLUMINATED: Indicates the thrust reverser is unlocked.

N1 MANUAL SET INDICATION Set by N1 Manual Set Knob described below. N1 RPM INDICATION Indicates fan speed in percent of RPM. Used as the primary thrust setting reference. NOTE: The 737 does not utilize EPR measurements for thrust setting. WARNING LIGHT (red) ILLUMINATED: Indicates the limit for the engine parameter displayed below it has been reached or exceeded. Remains illuminated until the engine parameter is reduced below the limit. EXHAUST GAS TEMPERATURE (EGT) INDICATION Indicates turbine exhaust gas temperature in degrees C. N2 RPM INDICATION Indicates high-pressure compressor speed in percent of RPM. N1 MANUAL SET KNOB Single left click on knob to pull out / push in. Then single left or right click on + / - to rotate. Left clicks increase / decrease N1 by 0.1, and right clicks by 1.0. PUSH IN: The N1 cursor (bug) is set by input from the Flight Management Computer (FMC), and the N1 manual set indication is blank. PULL OUT: Disables the FMC input. ROTATE: (left or right click + / - to set) Sets the desired N1 RPM in the N1 Manual Set Indication. The N1 cursor (bug) moves to the corresponding position on the outer scale.

Continued on next page.

BITE TEST SWITCH (recessed) Used for maintenance purposes only. (OPERATION NOT SIMULATED)

Flight One Software / DreamFleet 2000

737 POWER PLANT

5-7

NOTE: The real 737 can be ordered with fuel gauges reading either in pounds or kilograms. This also applies to the fuel flow gauges referenced below. For convenience the fuel flow gauges have been programmed so that by toggling the LBS / KGS toggle switch, located by the Fuel Quantity Gauges, the readout of the Fuel Flow Gauges will change between pounds and kilograms depending on the setting of this switch. For this reason, the fuel flow gauges do not contain numbers on the circular scale, only reference marks appear, and the digital readout must be used to determine fuel flow.

FUEL FLOW / FUEL USED INDICATION POINTER: Indicates the rate of fuel flow in pounds per hour or kilograms per hour (see above note). DIGITAL DISPLAY: Normally shows the rate of fuel flow in pounds or kilograms per hour (see note above). Also refer to the description of the Fuel Used Reset Switch below, for other display information. FUEL USED RESET SWITCH

Single left click to activate. Depressing the switch will cause the computer fuel used to be reset to zero. The digital display will show current fuel used for one second, decrease to zero, and then revert to fuel flow rate. FUEL FLOW / FUEL USED SWITCH Single left click to toggle modes.

Continued on next page.

Activating the switch will cause the digital display to show fuel used since the last reset for a period of ten seconds, and then revert to fuel flow rate.

Flight One Software / DreamFleet 2000

737 POWER PLANT

5-8 START VALVE OPEN LIGHTS (amber) ILLUMINATED: Indicates the engine start valve is open, and air is being supplied to the air driven starter.

LOW OIL PRESSURE LIGHT (amber) ILLUMINATED: Indicates engine oil pressure is at or below the red radial. OIL FILTER BYPASS LIGHT (amber) Indicates an impending bypass of the scavenge oil filter. (OPERATION NOT SIMULATED). AIR TEMPERATURE INDICATION OIL PRESSURE INDICATOR Indicates engine oil pressure in PSI. The yellow band is only valid at takeoff thrust. Oil pressure is unregulated, and is primarily a function of engine speed (N2). OIL TEMPERATURE INDICATOR Indicates engine oil temperature in degrees C. OIL QUANTITY INDICATOR Indicates engine oil quantity in percent of full quantity. AIRBORNE VIBRATION MONITOR Indicates engine vibration level in the fan section of the engine. HYDRAULIC SYSTEM PRESSURE AND QUANTITY INDCIATORS Indicates hydraulic system pressure in PSI, and hydraulic fluid quantity in percent of full quantity. BITE TEST SWITCH Used for maintenance purposes only (OPERATION NOT SIMULATED).

Continued on next page.

Flight One Software / DreamFleet 2000

5-9

737 POWER PLANT

Flight One Software / DreamFleet 2000

737

5-10

POWER PLANT

Located at bottom center of overhead panel. ENGINE START SWITCHES (shown in OFF position) Single left click + / - to operate

-

+

-

+

GRD: Opens the starter valve. Closes the engine bleed air valve. Provides high-energy ignition to the selected igniter(s) when the Engine Start Lever is moved from CUTOFF to IDLE.

-

+

OFF: No ignition. CONT: Provides high-energy ignition to the selected igniter(s) with the Engine Start Lever in IDLE. FLT: Provides high-energy ignition to BOTH igniters when the Engine Start Lever is in IDLE. The Ignition Select Switch is bypassed when the Engine Start Switch is in FLT. IGNITION SELECT SWITCH (shown in BOTH position) Single left click + / - to operate. IGN L: Selects the left igniter for use on both engines. BOTH: Selects both igniters for use on both engines. IGN R: Selects the right igniter for use on both engines.

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5-11

737 POWER PLANT REVERSE THRUST LEVERS (shown in stowed position) NOTE: Reversers can only be operated via keyboard or joystick command. Will only operate when thrust levers are in idle position.

FORWARD THRUST LEVERS (throttles) Left click to operate, or via keyboard, joystick, or add-on throttle hardware. ENGINE START LEVERS (Shown in IDLE position) Left click on desired lever to cause it to move to the opposite position. Levers will not slide, they will move immediately to the opposite position when clicked upon. Keyboard operation also possible. IDLE: Energizes the ignition system. CUTOFF: Closes the engine fuel shutoff valve in the wing, and the MEC shutoff valve. Ignition system is de-energized.

REVERSE THRUST LEVERS (shown in deployed position)

ENGINE START LEVERS (Engine 1 shown in IDLE position, ENGINE 2 shown in CUTOFF position)

Flight One Software / DreamFleet 2000

6-1

737 AUXILIARY POWER UNIT (APU)

APU MAINTENANCE LIGHT (blue) (Operation not simulated) ILLUMINATED: APU oil quantity is not sufficient for extended operation. Light is extinguished when the APU Switch is in the OFF Position.

APU LOW OIL PRESSURE LIGHT (amber) ILLUMINATED: APU oil pressure is low, causing the APU to initiate an automatic shutdown (after the start cycle is complete). Light is illuminated during start until the APU oil pressure is normal. Light is disarmed when the APU Switch is in the OFF position. APU FAULT LIGHT (amber) (Operation not simulated) ILLUMINATED: APU oil temperature is excessive, causing the APU to initiate an automatic shutdown. Light is disarmed when the APU Switch is in the OFF position.

-

+

APU OVERSPEED LIGHT (amber) (Operation not simulated) ILLUMINATED: APU speed is excessive, causing the APU to initiate an automatic shutdown. Light illuminates if an APU start is aborted prior to reaching governed speed, but extinguishes following a normal start. Light illuminated during APU shutdown indicates overspeed shutdown protection is lost.

APU EXHAUST TEMPERATURE INDICATOR

APU GENERATOR AC AMMETER

Displays APU exhaust gas temperature.

Displays APU generator load current.

NOTE: After shutdown of the APU it will take approximately one-half hour for the APU to cool down, and for the EGT temperature to fall below 100 C.

APU SWITCH Single left click + / - to toggle position. OFF: Normal position when the APU is not running. Positioning the switch to OFF with the APU running, initiates an APU shutdown. ON: Normal position with the APU running. START (Momentary): Positioning the APU Switch from OFF to START and releasing it to ON initiates an automatic start sequence.

Flight One Software / DreamFleet 2000

6-2

737 AUXILIARY POWER UNIT (APU)

SYSTEM DESCRIPTION GENERAL The auxiliary power unit (APU) is a small gas turbine engine, and it is installed within a fireproof, sound-reducing compartment located in the tail section of the airplane. Air for the cooling and running of the APU is sent to the APU through a diffuser duct through an automatically operated door, which is located on the right side of the fuselage, forward of the horizontal stabilizer. The APU is started by electrical power from the airplane’s battery, and fuel from the No. 1 (left) fuel tank. Bleed air that is supplied by the APU may be used for engine starting and air conditioning. An AC electrical generator is also attached, and this may be used as an auxiliary source of AC power. APU exhaust gases are sent overboard through an air-cooled exhaust duct and through the APU exhaust port.

APU LOCATION

VORTEX GENERATOR

APU EXHAUST PORT

AIR INLET DOOR

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6-3

737 AUXILIARY POWER UNIT (APU)

APU COMPONENTS The APU is comprised of a two-stage compressor, a turbine, and an accessory drive section. Gear-driven units in the accessory drive control the APU from start to shutdown. Automatic shutdown protection is provided in the event of an overspeed, low oil pressure, high oil temperature, or fire. The APU oil cooler and electrical generator are provided with a flow of cooling air by a gear-driven fan. Inlet air is sent to the fan through a shutoff valve, which opens when pressure is sensed in the bleed air feeder duct. Fuel for the gear-driven fuel control unit (FCU) comes from the No. 1 (left) fuel tank whenever the APU is operating. The fuel is automatically heated, if necessary, to prevent ice formation. The fuel solenoid valve will open to admit fuel when oil pressure is at 4 psi. Engine speed and exhaust gas temperature (EGT) are controlled by the Fuel Control Unit. Control air input is provided to the fuel control unit through a solenoid actuated three-way control valve. This enables the FCU to maintain the required fuel flow to control air pressure ratio. The control air pressure is changed by the combined acceleration / load control thermostat in response to EGT changes. When electrical load and bleed air extraction combine to raise the EGT above acceptable levels, the bleed air valve will move towards the closed position. In the event of an over-temperature situation, the bleed air valve will close rapidly, but the APU will continue to run without initiating an auto shutdown. APU OPERATION The APU is automatically started by momentarily moving the APU switch to the START position. This will cause open the air inlet door and the fuel shutoff valve. The cycle of the starter is time limited to prevent possible cutout failure and excessive battery drain. The APU GEN OFF BUS Light will illuminate when the APU is at normal speed, and ready to accept a load. The Battery Switch must be in the ON position during APU operation. Shutting off the battery while the aircraft is on the ground will shut down the APU. APU AUTOMATIC GALLEY LOAD SHEDDING Electrical loads in the airplane’s galley will automatically be shed in the event the total airplane electrical power requirements exceed limits when the APU generator is providing electrical power.

Flight One Software / DreamFleet 2000

737 LANDING GEAR

7-1

LANDING GEAR INDICATOR LIGHTS (red- total of three lights) ILLUMINATED: 1.Gear is unlocked. 2.Position of landing gear disagrees with gear lever position. LANDING GEAR INDICATOR LIGHTS (green- total of three lights) ILLUMINATED: The respective landing gear down and locked.

*

LANDING GEAR LEVER Single left click where indicated by * to select gear position. The gear lever manually operates a control valve which will cause the landing gear to be raised or lowered.

*

Lever Lock prevents movement UP when airplane is on the ground. OVERRIDE TRIGGER Allows bypass of the lever lock, and allows landing gear to be raised.

* LANDING GEAR LIMIT SPEED PLACARD Features a special “zoom” feature, so you can easily read the speed limitations. Single left click on the label to zoom in to read limitations. Single left click again to zoom out.

Flight One Software / DreamFleet 2000

737 LANDING GEAR

7-2

ANTISKID INOP LIGHT (amber)* ILLUMINATED : A fault is detected by the antiskid monitoring system. ANTISKID CONTROL SWITCH* Single left click in area indicated by lower box to open guard, single left click in area indicated by upper box to toggle switch ON: Anti skid system activated. OFF: Turns off antiskid system and illuminates AUTO BRAKE DISARM Light.

-

AUTO BRAKE DISARM LIGHT (amber) ILLUMINATED: A malfunction exists in the automatic braking system or pilot has manually disarmed system during braking. NOTE: When selecting RTO the AUTO BRAKE DISARM Light will illuminate for approximately 2 seconds to indicate self test. After 2 seconds the Light will extinguish.

+

AUTO BRAKE SELECT SWITCH Single left click + / - to select mode. Used to select the level of desired braking. LANDING GEAR WARNING HORN CUTOUT SWITCH Enables thrust Lever operated warning horn to be silenced. PARKING BRAKE LEVER Single left click to operate. Or use keyboard command. Engages / disengages the parking brakes.

*NOTE: It is not possible to simulate operation of the antiskid system. Only the autobrake system is simulated. However, turning off antiskid will disarm the autobrakes as in real airplane.

PARKING BRAKE WARNING LIGHT (red) ILLUMINATED: Parking brake is set. EXTINGUISHED: Parking brake is released.

Flight One Software / DreamFleet 2000

7-3

737 LANDING GEAR (Auto Rudder Switch)

Located below the RMI, and obscured when the View Control Panel (VCP) is in view, is the Nose Wheel Steering Switch, located beneath a cover or guard. In reality, this switch is used to toggle the nose wheel hydraulic steering between one of the two hydraulic systems, A or B. This is useful in the event one of the hydraulic systems should fail, nose wheel steering can still be accomplished by switching over to the operative of the two systems. The switch has two positions: NORM, indicating hydraulic system A, and ALT, indicating hydraulic system B. As we are not simulating the interaction of the hydraulic systems and the nose wheel steering, and not providing for any failure that could render the nose wheel steering inoperative, we have elected to make this switch function is another useful manner, one that also effects operation of the nose wheel, and provides for enhanced convenience in operating the aircraft. This function is one that toggles ON and OFF the auto-coordination, or auto-rudder function in FS2000. This is extremely useful for those who use a separate joystick or yoke and rudder pedals, as when auto-coordination is turned on, you can steer the aircraft on the ground using your joystick or wheel, and this will simulate use of the aircraft’s nose wheel tiller, which is visible at the lower left, on the left side wall of the cockpit. When ready to fly, turning auto-coordination off will enable your rudder pedals, allowing for proper control of the aircraft in the air. The default setting for the Nose Wheel Steering Switch is NORM, and this means auto-coordination is OFF, and your rudder pedals will be active. In the ALT position, auto-coordination is ON, and you will steer the aircraft using only your joystick or wheel.

Left

Left click in this area to open guard, click again to close.

Left click in this area to toggle between ALT and NORM modes (NORM mode shown).

NOTE: Once you have toggled the switch to the desired position, there is no need to close the guard. If you wish, you can leave the guard open, so that you can always see what mode auto-coordination or auto-rudder is in, and toggle between the modes quickly, without need to open / close the guard.

Flight One Software / DreamFleet 2000

7-4

737 LANDING GEAR

SYSTEM DESCRIPTION GENERAL The landing gear is operated by hydraulic pressure from hydraulic system A, and the gear is held in either the up or down position by mechanical means. Hydraulic pressure is only used to move the gear into the desired position. When the Landing Gear Lever is moved to the required position this operates a valve which controls the direction of hydraulic pressure for gear movement. When the aircraft is on the ground the air/ground safety sensor triggers a solenoid operated lock, and this lock prevents the gear lever from being moved, unless the override trigger is first activated. As Engine 1 (left) provides operation of hydraulic system A, in the event this engine’s RPM should drop below a certain value, or the engine should fail, the landing gear transfer valve will automatically switch operation of the landing gear to hydraulic system B. When the landing gear is retracted, automatic braking stops the turning of the main wheels, and snubbers stop turning of the nose wheel. Once retracted, the nose gear is enclosed in its bay by doors, which are linked to the nose gear, and the main wheels are covered by a rubber seal and oversized hubcap. No doors are used to cover the main landing wheels. Once airborne the Landing Gear Lever is moved to the OFF position, and this shuts off hydraulic pressure to the landing gear system, as the gear is held in place mechanically, and hydraulic pressure is no longer required. Braking for the main landing gear is provided by hydraulic system B, with brake pressure being controlled by the antiskid system (similar to an “antilock” system on automobiles) when the pilot uses manual braking. When using autobrakes instead of manual braking, brake pressure is automatically controlled in conjunction with the antiskid system. Thus the autobrakes supply the braking, instead of the pilot, with the antiskid system still in operation, as it would be if manual braking were being applied. The autobrakes are activated when wheel spin is detected on the main landing gear, and the thrust levers (throttles) are at idle setting. In the event of failure or pressure drop on hydraulic system B, pressure from system A will be automatically provided for braking, however this will provide pressure only for manual braking, not for the autobrakes. Nose wheel steering is hydraulically powered by system A, and in the event of system A failure, can be operated by system B by toggling the Nose Wheel Steering Switch. Nose wheel steering is controlled with the steering wheel (sometimes referred to as a tiller) or the rudder pedals. While the steering wheel is the main control for nose wheel steering, rudder pedal steering can also be used during takeoff, landing, and taxiing when small directional changes are required. See the page concerning use of the nose wheel steering switch, which is used to toggle on / off auto coordination. This will allow for ground steering to be accomplished with either your joystick/yoke, or your rudder pedals (if either or both are installed).

Flight One Software / DreamFleet 2000

737 LANDING GEAR

7-5 NOSE WHEEL STEERING*

Hydraulic pressure is available for nose wheel steering, when the airplane on the ground, and the landing gear lever is in the down position. When the Nose Wheel Steering Switch in the NORM position hydraulic system A provides power for steering. When this switch is moved to the ALT position power is provided by hydraulic system B. The ALT position is used when there is a lack of pressure or a failure of hydraulic system A. For push back or towing, where the nose wheel must be turned, a lock out pin can be installed in the steering depressurization valve, and this will bypass hydraulic system pressure, and allow for such operations. In addition to use of the Steering Wheel, the rudder pedals will allow for 7 degrees of nose steering in each direction, however the steering wheel will override the rudder pedals if both are used at the same time. * Remember, nose wheel interaction with the hydraulic system is not simulated, and the Nose Wheel Steering Switch is used to toggle the auto rudder function (auto coordination), with NORM being auto rudder OFF, and ALT being auto rudder on.

BRAKING SYSTEM General The braking system is powered by hydraulic system B and braking is accomplished by either brake pedal activation or via the autobrake system. When a brake pedal is pushed the respective brake metering valve is opened, and this allows pressure to pass through the antiskid valves and on to the brakes for that wheel. Ultimately it is the antiskid system (when activated) that controls final pressure to the brakes, not brake pedal pressure itself. This is similar in operation to an automobile that is equipped with antilock brakes. The antiskid system will prevent wheel lock-up by modulating brake pressure, even if the brake pedals are pushed to their limit. Parking brakes are set by first depressing the brake pedals, then pulling back on the Parking Brake Lever, and then releasing pressure on the brake pedals. Depressing the brake pedals when the parking brake is set will release the parking brake. For the purposes of this simulation it is only necessary to activate the parking brake lever by clicking on it, or activating it with your keyboard. The parking brake may then be released by either clicking on the lever itself, or by applying the brakes. Continued on next page.

Flight One Software / DreamFleet 2000

7-6

737 LANDING GEAR

Antiskid System Somewhat similar in operation to the antilock braking system on an automobile, the antiskid system controls the amount of hydraulic pressure applied to the brakes when tire skidding is detected either during manual or automatic braking. The theory of operation of the antiskid system is thus: When a fixed or constant amount of brake pressure is applied, a wheel will slow down at a rate that will depend on the amount of force that the tire can exert against the runway surface before the wheel stops turning and begins to slide, or skid. On a dry runway, this is of less concern as the tire can exert a great deal of pressure against the runway before the wheel stops turning and begins to skid. However, on an icy, wet, or otherwise slippery surface, the tire can exert very little force against the runway before the brakes would cause it to stop turning and begin to skid. The anti-skid system uses a detector that senses the rate of wheel deceleration, and this in effect senses the coefficient of friction of the runway’s surface. The greater the rate of wheel deceleration, the smaller the coefficient of runway friction, and the greater the chance for skidding. By being able to sense the wheel’s deceleration, the antiskid system can modulate pressure to the brakes to control wheel deceleration, and prevent the wheel from stopping to turn, thus causing a skid. The system also provides protection from hydroplaning and locking up the wheel. While the complexities of operation of the ANTISKID system cannot be simulated in Flight Simulator, keeping the ANTISKID switch in the ON position will simulate the normal operating state of this system. Keep in mind that switching OFF antiskid will have no effect on braking effectiveness regardless of runway conditions due to the aforementioned reason. Autobrake System Used in place of manual braking, the autobrake system will provide automatic brake application upon touchdown by automatically controlling brake pressure and deceleration rate caused by braking and application of reverse thrust. As with manual braking, the system operates in coordination with the antiskid system to provide a constant deceleration rate. Using the Autobrake Select Switch, the pilot can select the desired amount of aircraft deceleration. The autobrakes will bring the airplane to a complete stop unless the pilot terminates braking, by application of manual braking, prior to this. The autobrake system will be armed for landing when the Antiskid Control Switch is tuned ON, and the Autobrake select Switch is set to positions 1, 2, 3, or MAX. RTO (Rejected Takeoff) Mode The RTO mode will allow for automatic application of braking in the event of a rejected (aborted) takeoff. The RTO mode can only be selected when the airplane is on the ground. When RTO is selected, the AUTOBRAKE DISARM Light will illuminate for one to two seconds, and this will indicate that the automatic self-test has been successfully accomplished.

Flight One Software / DreamFleet 2000

737 LANDING GEAR

7-7

Brake System Components (see diagram on next page) Brake Metering Valves The brake metering valves are linked mechanically to the brake pedals and supply hydraulic pressure to the inboard and outboard brakes. Autobrake Control Module When autobrakes are activated, the pressure controlled by the autobrakes bypasses that of the manual braking system and applies system pressure directly to the antiskid valves. Autobrake Shuttle Valves The autobrake shuttle valves supply either brake metering pressure (manual braking pressure) or autobrake pressure to the antiskid valves, as determined by the source of highest pressure. Antiskid Valves The antiskid valves regulate brake pressure to control wheel rotation by applying or releasing hydraulic pressure to the brakes as determined by the antiskid control unit.

Antiskid Control Unit The antiskid control unit regulates the pressure supplied by the antiskid valves, in order to control wheel rotation in regards to skid, hydroplaning, and wheel lock prevention.

Antiskid Control Switch and Light The Antiskid Control Switch on the main instrument panel controls the antiskid system. The annunciator light illuminates anytime there is a system malfunction or a disagreement between the parking brake lever and the parking brake shutoff valve position.

Flight One Software / DreamFleet 2000

7-8

737 LANDING GEAR BRAKE SYSTEM SCHEMATIC DIAGRAM

SHOWN: AUTOBRAKES OFF

Flight One Software / DreamFleet 2000

737 LANDING GEAR

7-9 ALTERNATE BRAKING SYSTEM General

An independent alternate braking system, powered by hydraulic system A, will take over when pressure from system B is inadequate. This is accomplished by the Alternate Source Selector Valve, which will automatically open to provide pressure from system A to the alternate braking system. When then pushing on a brake pedal, the appropriate alternate brake metering valve will open, and allow pressure to pass through the alternate antiskid valves to the brakes. When the alternate braking system is in use the autobrakes will not function, and braking must be accomplished manually. Alternate Antiskid The same antiskid controller used by the regular braking system is also used by the alternate braking system, and the controller will regulate pressure to the brakes based on sensor input from each of the four wheels via the 2 alternate antiskid valves. One valve provides control to the left wheels, and the other to the right wheels. With this arrangement, one valve providing pressure to 2 wheels, brake pressure will be reduced, and protection against locking up a wheel will not be available. BRAKE PRESSURE ACCUMULATOR An additional source of brake pressure is the Brake Pressure Accumulator. Operation is such that when the alternate braking system is pressurized, due to a pressure drop in system B, accumulator pressure is maintained by the closing of an accumulator isolation valve (see brake system schematic). System A pressure is used to close this valve thus protecting the pressure in the accumulator from being lost to system B. In the event that both hydraulic systems A and B should lose pressure, pressure in the accumulator will provide for several applications of manual braking via the normal brake lines, and will also provide pressure for the parking brake.

Flight One Software / DreamFleet 2000

7-10

737 LANDING GEAR ALTERNATE BRAKE SYSTEM SCHEMATIC DIAGRAM

Flight One Software / DreamFleet 2000

8-1

737 ICE & RAIN PROTECTION

WING ANTI-ICE VALVE OPEN LIGHTS (blue)

WING ANTI-ICE SWITCH Single left click to operate.

ILLUMINATED (bright): Corresponding wing anti-ice control valve is in transit, or the position of the valve is contrary to the position of the Wing Anti-Ice Switch.

OFF: Wing anti-ice control valves are closed, and VALVE OPEN Lights are extinguished. ON (in the air): Wing anti-ice control valves are open, and VALVE OPEN Lights illuminate dim.

ILLUMINATED (dim): With switch ONCorresponding wing anti-ice control valve is open (switch ON). EXTINGUISHED: With switch OFFCorresponding wing anti-ice control valve is closed COWL ANTI-ICE LIGHTS (amber) Operation not simulated. ILLUMINATED: This would indicate an overpressure or over-temperature condition in the duct downstream of the engine cowl anti-ice valve. COWL VALVE OPEN LIGHTS (blue) Located on overhead panel. ENGINE ANTI-ICE SWITCHES Single left click to operate. ON: Opens corresponding engine anti-ice valve and illuminates the COWL VALVE OPEN Light. OFF: Engine anti-ice valve closes and the COWL VALVE OPEN Light extinguishes.

ILLUMINATED (bright): Corresponding control valve is in transit, or the position of the valve is contrary to the position of the associated Engine Anti-Ice Switch. ILLUMINATED (dim): With switch ONCorresponding control valve is open. EXTINGUISHED: With switch OFFCorresponding control valve is closed.

Flight One Software / DreamFleet 2000

737 ICE & RAIN PROTECTION

8-2 SYSTEM DESCRIPTION

Probes and Static Ports

GENERAL

Electrical heating is provided to the pitot -static probes, total air temperature probe, and the angle airflow sensors in order to prevent the formation of ice, which could affect sensing accuracy. There is no heating provided to the Alternate Static Ports.

The systems provided for ice and rain protection are Thermal anti-icing (TAI), electrical anti-icing, and rain repellent. Cockpit Windows

Rain Repellent and Removal

The cockpit windows are equipped with electrical heating for anti-icing and defogging. Heating the windows, which serves to soften the glass, also improves the impact strength of the windows for bird-strike protection. Air from the air conditioning system can be used to defog the No. 1 cockpit windows. (See diagram later in this section).

The windshield wipers and rain repellent fluid help to maintain clear areas on the windshield surfaces. Wing and Engine Thermal Anti-Ice (TAI) Engine bleed air is used to provide anti-ice protection, to prevent the formation of ice on the wing’s leading edge slats and engine cowl lip.

ANTI-ICE COMPONENTS DIAGRAM (not all items may be visible on aircraft model) Elevator Pitot Probes (One on each side) Angle Air Flow Sensor (both sides) Cockpit window heat, windshield wipers, and rain repellent.

Leading Edge Slats Temperature Probe

Engine Cowl Lip

Pitot Static Probes (2 on each side)

Flight One Software / DreamFleet 2000

8-3

737 ICE & RAIN PROTECTION

COCKPIT WINDOWS (See diagram on next page for location and reference number of cockpit windows) General Cockpit windows No. 1 and No. 2 consist of panel panes of glass laminated to each side of a vinyl core. The inner glass pane is the thicker of the two, and it carries the greatest load. The vinyl core also serves as a backup load-carrying member. The outer pane has no structural significance but provides rigidity and a hard, scratch-resistant surface. There is a conductive coating applied to the outer glass pane to permit electrical heating. This heating prevents ice build-up and window fogging. Windows No. 3 is constructed of two acrylic panes separated by an air space. Window No. 3 is not electrically heated. Windows No. 4 and 5 (the eyebrow windows) are constructed in a similar fashion, and both consist of glass panes that are laminated to each side of a vinyl core. A conductive coating is applied to the inner glass pane, and permits electrical heating to prevent fogging. Window No. 4 also has an additional vinyl layer and acrylic sheet laminated to the inside surface. Window Heat Operation The FWD Window Heat Switches control heat to the No. 1 windows. The SIDE Window Heat Switches control heat-to the No. 2, 4 and 5 windows. Window number 3 is not heated. Temperature sensors are utilized to automatically maintain the No.1 and 2 windows at the correct temperature to ensure maximum strength of the windows in the event of bird impact. Electrical power to windows No. 1 and 2 is automatically shut off if an overheat condition is sensed. A thermal switch, located on window No. 5, opens and closes to maintain the correct temperature of windows No. 4 and 5.

Flight One Software / DreamFleet 2000

737 ICE & RAIN PROTECTION

8-4

COCKPIT WINDOW HEAT SCHEMATIC

Temp. Control

Temp. Control

Thermal Switch

Windshield Air From A-C System

Temp. Control

Temp. Control

Thermal Switch

Windshield Air From A-C System

Flight One Software / DreamFleet 2000

8-5

737 ICE & RAIN PROTECTION

ANGLE-AIRFLOW SENSORS (Alpha Vanes) Dual angle-airflow sensors (alpha vanes) are located on the forward fuselage (nose section), one on each side. These provide angle-of-attack information to the stall warning system, auto throttle, autopilot, and autoslats. The alpha vanes are provided with anti-ice protection anti-iced by independent 115V AC heating elements, which are controlled by the Pitot Static Heat switches. RAIN REPELLENT AND WINDSHIELD WIPERS During heavy rain, rain repellent is used in conjunction with the windshield wipers to improve visibility. When actuated, a preset amount of rain repellent solution is sprayed on the Captain's or First Officer's No. 1 window, depending on the button that is pressed. The solution is spread on the windows by the rain water itself flowing over the solution and by the movement of the windshield wiper blades. This will provide the windows with a water repellent coating. The push-button switches marked RAIN REPELLENT are located on the overhead panel. Each switch opens a solenoid valve, which is controlled by a time delay circuit. This controls the flow of repellent fluid to the spray nozzles, located at the base of each windshield wiper. The switch must be pressed momentarily for the full measured flow of repellent fluid to be applied. The switch must be released after each application of fluid to allow the time delay circuit to reset before another application can be made. The rain repellent fluid is contained in a disposable pressurized container. This container is not refilled, but replaced when empty. The container receptacle has a sight gage with a visible float located in the reservoir below the pressurized can. This assembly is mounted just behind the Captain's seat. There is a level line marked on the receptacle housing adjacent to the sight gage. When the sight gage float is at or below the "level line", the container should be replaced. Windshield wipers, located below each of the No.1 cockpit windows, are provided to maintain a clear area during takeoff, approach and landing, either in rain or snow. Each windshield wiper is operated by a separate system to ensure that clear vision through one of the windows is maintained in the event of a system failure. Both wiper systems are electrically operated and controlled by a single knob located on the overhead panel. The knob provides two speeds and controls the parking, or stowing of the wiper blades position when the system is not being used. CAUTION: DO NOT OPERATE WINDSHIELD WIPERS ON A DRY WINDSHIELD. (However, for the purposes of this simulation, you will cause no harm if you do!)

Flight One Software / DreamFleet 2000

8-6

737 ICE & RAIN PROTECTION

ENGINE ANTI-ICE GENERAL Operation of the engine anti-ice system is controlled from by individual Engine Anti-Ice Switches, located on the overhead panel. The engine anti-ice system may be operated on the ground and in-flight. Engine Anti-Ice Operation Switching the Engine Anti-Ice Switches ON sends a signal to the engine cowl anti-ice valves to open. The cowl anti-ice valves are electrically controlled and pressure actuated. An open engine cowl anti-ice valve allows the engine cowl leading edge to be anti-iced by engine bleed air. The amber COWL ANTI-ICE Light will illuminate either due to excessive temperature or pressure in the duct leading from the cowl anti-ice valve to the cowl lip. WING ANTI-ICE A wing anti-ice system is installed, provides for protection of the leading edge slats. This is accomplished by using bleed air ducted from the main pneumatic manifold. The wing anti-ice system does not include the leading edge flaps. Control valves for the wing anti-ice system are AC motor operated. When a valve is open, bleed air will flow through a wing distribution duct located in the leading edge, then through a telescoping duct to each slat, and is finally exhausted overboard. The wing anti-ice system is effective with the slats in any position.

Flight One Software / DreamFleet 2000

737 ICE & RAIN PROTECTION

8-7

WINDOW HEAT ON LIGHTS (green) ILLUMINATED: Window heat is activated on the associated window.

WINDOW OVERHEAT LIGHTS (amber) ILLUMINATED: An overheat condition will remove power to the window, and the ON Light will extinguish. OVERHEAT Lights will also illuminate if electrical power to the window is interrupted.

+

WINDOW HEAT TEST SWITCH (spring-loaded to neutral) Single left click + / - to operate.

Located on overhead panel

WINDOW HEAT SWITCHES Single left click to operate.

OVHT (Click -): Simulates an overheat condition, and all OVERHEAT Lights will illuminate. ON Lights may extinguish immediately, or remain illuminated for as long as 70 seconds. Reset by momentarily positioning any Window Heat Snitch to OFF.

ON: Signals the window heat controller to supply heat to the associated window. The SIDE switch also supplies power to both of the eyebrow windows (Window No. 4 & 5).

PWR TEST (Click +): This provides a confidence test, and window heat switches must be on. Controller is forced to full power, bypassing normal temperature control. Overheat protection is still available.

OFF: Window heat is not in use. Will also resets the OVERHEAT Light circuit.

For the purposes of this simulation, you will not observe anything when moving this switch to the PWR TEST position.

REMEMBER: No. 3 Windows are not heated.

NOTE: Do not PWR TEST when all green ON Lights are illuminated.

Flight One Software / DreamFleet 2000

737 ICE & RAIN PROTECTION

8-8

PITOT STATIC HEAT SWITCHES Single left click to operate. ON: Power is supplied to heat the respective Pitot Heat system. OFF: Power off.

PROBE HEATER LIGHTS (amber) (Total of 9 annunciator lights) ILLUMINATED: Indicates that the corresponding component is not heated.

RAIN REPELLENT SWITCHES Single left click to press, single left click again to release. One switch for left, and one for right windshields. PRESS: Each press of the button supplies a measured amount of rain repellent to the associated No. 1 windshield.

-

+

WINDSHIELD WIPER SELECTOR KNOB Single left click + / 1- to operate. PARK: Momentary position used to stow wiper blades. OFF: Spring loaded to OFF from PARK position. LOW: Low speed operation. HIGH: High speed operation. NOTE: For the purposes of this simulation, OFF and PARK will have the same effect on the wiper blade.

Flight One Software / DreamFleet 2000

737 FLIGHT CONTROLS

9-1

FLIGHT CONTROL SWITCHES Single left click in area indicated by top box to open guard. Single left click in area indicated by bottom box to toggle switch. STBY RUD: Activates the standby pump and opens the standby rudder shutoff valve to pressurize the standby rudder power control unit. OFF: Corresponding hydraulic system pressure is isolated from ailerons, elevators and rudder. ON: Normal operating position.

ALTERNATE FLAPS MASTER SWITCH Single left click in area indicated by bottom box to open guard. Single left click in area indicated by top box to toggle switch. OFF: Normal operating position. ARM: Closes trailing edge flap bypass valve, activates standby pump, and arms the Alternate Flaps Position Switch. ALTERNATE FLAPS POSITION SWITCH Single left click to toggle. DOWN (momentary): Fully extends the leading edge devices using standby hydraulic pressure. Electrically extends trailing edge flaps. UP: Electrically retracts trailing edge flaps. Leading edge devices remain extended, and cannot be retracted by the alternate flaps system. FLIGHT SPOILER SWITCHES Single left click in area indicated by top box to open guard. Single left click in area indicated by bottom box to toggle switch. Used for maintenance purposes only. OFF: Closes the respective flight spoilers shutoff valve. (1) FEEL DIFFERENTIAL PRESSURE LIGHT (amber) Armed when the trailing edge flaps are up. ILLUMINATED: Indicates excessive differential pressure in the elevator feel computer.

(1) (2) (3)

(2) SPEED TRIM FAIL LIGHT (amber) ILLUMINATED: Indicates failure of both FCC channels. Indicates failure of a single FCC channel when MASTER CAUTION Light recall is activated and Light will extinguish when Master Caution System is reset.

(4)

Located on overhead panel

NOTE: Operation of the annunciator lights labeled (1) through (4) is not simulated.

(3) MACH TRIM FAIL LIGHT (amber) ILLUMINATED: Indicates failure of both FCC channels. (4) AUTO SLAT FAIL LIGHT (amber) ILLUMINATED: Indicates failure of both autoslat computers.

Flight One Software / DreamFleet 2000

737 FLIGHT CONTROLS

9-2

Located on Center Console RUDDER TRIM INDICATOR Indicates units of left and right rudder trim. OFF

RUDDER TRIM OFF FLAG Appears when rudder trim indicator is inoperative.

+

-

-

+

RUDDER TRIM CONTROL (Spring loaded to neutral position) Left click + / - to operate. Trims rudder in the desired direction. AILERON TRIM SWITCHES (Spring loaded to neutral position) Left click + / - to operate. Movement of both switches repositions the aileron neutral control position. CABIN DOOR CONTROL SWITCH Left click on switch. Locks / Unlocks the door to the cabin (cockpit entrance door). Note: This switch does not cause the door to open, as seen in the rear view of the cockpit.

STABILIZER TRIM OVERRIDE SWITCH Left click in area indicated by top white box to open the guard. Left click in area indicated in lower white box to toggle the switch between positions. NOTE: The operation of this switch differs from that on the actual aircraft, and we have designed the operation of this switch as a convenience feature for those who like to fly with the throttle quadrant visible for great lengths of time. The operation of this switch in real life is described later in this section. With the throttle quadrant visible in front of you, the constant turning of the two stabilizer trim wheels can prove quite a distraction (in reality, they are off to the side of the pilots, and not in their direct line of view). By toggling this switch to the OVERRIDE position, the two stabilizer trim wheels on the throttle quadrant will no longer turn. However, the stabilizer trim indicator on the throttle quadrant, and all other functioning of the aircraft’s stabilizer trim will continue to function normally.

Flight One Software / DreamFleet 2000

9-3

737 FLIGHT CONTROLS STABILIZER TRIM WHEEL (Located on throttle quadrant) Single left click at top or bottom of wheel to turn, or you can use keyboard or joystick control. Provides for manual operation of the stabilizer trim. STABILIZER TRIM INDICATOR Indicates units of airplane trim on the adjacent scale. STABILIZER TRIM GREEN BAND RANGE Indicates allowable range of trim settings for takeoff.

STABILIZER TRIM MAIN ELECTRIC CUTOUT SWITCH (Located on throttle quadrant) Operation not simulated. CUTOUT: Removes power from stabilizer’s main electric trim motor. STABILIZER TRIM AUTOPILOT CUTOUT SWITCH Operation not simulated. CUTOUT: Removes autopilot servo power to stabilizer drive unit. YAW DAMPER LIGHT (Located on overhead panel) ILLUMINATED: Yaw damper is not engaged / turned “ON” YAW DAMPER SWITCH* Single left click to toggle. OFF: Disengages / turns “OFF” the yaw damper. ON: Engages / turns “ON” the yaw damper. YAW DAMPER INDICATOR* (Located on main panel)

Indicates yaw damper movement of the rudder. NOTE: As it is not possible to simulate the proper operation of the yaw damper indicator, this indicator instead will show the actual movement of the rudder. In addition, for those that use separate rudder pedals, due to limitations within Flight Simulator, it is best to leave the yaw damper “OFF”, otherwise rudder pedals may fail to operate once airborne.

Flight One Software / DreamFleet 2000

9-4

737 FLIGHT CONTROLS

The yoke resides in a panel window, and can be brought into or removed from view using either the VCP or the Shift 3 keystroke. The yoke is in a fixed position, and will not turn or otherwise move. STABILIZER TRIM SWITCH Left click – for nose down, left click + for nose up.

+

AUTOPILOT DISENGAGE SWITCH Single left click in area indicated to disengage the autopilot.

+

-

MEMORY DEVICE Left click + / - above each number to change readout. The memory device is most often used for the flight number, but could also be used for a heading.

Flight One Software / DreamFleet 2000

737 FLIGHT CONTROLS

9-5

TRAILING EDGE FLAP LEVER (Located on throttle quadrant) Single left click + /- to set flap position. Lever will move one setting per click. You can also use your keyboard or joystick. Selects position of flap control valve directing the hydraulic pressure for the flap drive unit, which will lower the trailing edge flaps to the desired position.

+

The position of the leading edge devices is automatically determined by the position of the trailing edge flaps. When set to flaps position 40, this will arm the flap Load relief system, which automatically causes flap retraction to flaps 30 in the event of airspeed in excess of 158 knots.+

+

FLAP GATES

-

Operation not simulated Prevents inadvertent flap lever movement beyondPosition 1: To check flap position for one engine inoperative go-around. Position 15: To check flap position for normal go-around.

-

FLAP POSITION SCALE Indicates position the Trailing Edge Flap lever has been moved to. FLAP LOAD RELIEF LIGHT (amber) Indicates flaps have retracted from 40 to 30 due to airspeed in excess of 158 knots.

FLAP POSITION INDICATOR (Located on Gear / Flap panel) Single left click +/- to set flap position. Or use keyboard / joystick. Indicates position of Left and right trailing edge flaps. Provides trailing edge flaps asymmetry protection circuit.

FLAPS LIMIT PLACARD (Located on Gear / Flap panel) Combined with the gear extension speed placard. Single left click on placard to “zoom in” to read the speeds. Single left click again on the placard to zoom out.

Flight One Software / DreamFleet 2000

9-6

737 FLIGHT CONTROLS

LEADING EDGE DEVICES ANNUNCIATOR PANEL

LEADING EDGE DEVICES TRANSIT LIGHTS (amber)

Indicates position of separate leading edge flaps and slats.

ILLUMINATED: Corresponding leading edge device in transit.

LIGHT EXTINGUISHED: Corresponding leading edge device retracted.

LEADING EDGE DEVICES EXTENDED LIGHTS (green) ILLUMINATED: Corresponding leading edge slats in intermediate position.

LEADING EDGE DEVICES FULL EXTENDED LIGHTS (green) ILLUMINATED: Corresponding lading edge device fully extended. LEADING EDGE ANNUNCIATOR PANEL TEST SWITCH Single left click to operate. Tests all annunciator panel lights. LE FLAPS TRANSIT LIGHT (amber) ILLUMINATED: Any leading edge device is in transit, or not in the correct position with respect to the trailing edge flaps position.

LE FLAPS EXTENDED LIGHT (green) ILLUMINATED: All leading edge flaps extended and all leading edge slats in position according to description that follows. INTERMEDIATE POSITION= Flaps 1, 2 and 5. FULLY EXTENDED POSITION= Flaps 10 through 40.

Flight One Software / DreamFleet 2000

9-7

737 FLIGHT CONTROLS

SYSTEM DESCRIPTION GENERAL Control of the airplane is accomplished using the primary flight controls, which are the ailerons, elevator and rudder. These control surfaces are hydraulically powered, and either hydraulic system A or B can be used to operate these control surfaces. In addition, the ailerons and elevators can be manually operated, without hydraulic power, and the rudder can be operated by the standby hydraulic system, should pressure from systems A and B not be available. Ailerons are used to control roll, and the flight spoilers when necessary will assist them. The spoilers are also hydraulically powered. The horizontal stabilizer is not fixed, but can be moved in order to provide trim. This is accomplished by the autopilot, using the electric trim motor, or by the pilot using the electric trim motor or the manual trim wheel. When airborne, air braking is provided by the flight spoilers, which operate as speedbrakes. When on the ground, the flight spoilers are joined by the ground spoilers to destroy lift from the wing, and thus provide for more positive braking. For takeoff, lift is increased by use of the trailing edge flaps, and the Leading Edge devices (LE), which are comprised of the leading edge flaps (inboard) and slats (outboard). Hydraulic system B is used to extend and retract all of these devices, and for backup, the trailing edge flaps can be extended and retracted electrically, while the LE devices can only be extended by the standby hydraulic system, and under these circumstances there is no retraction method provided for the LE devices. An autoslat system provides for automatic extension of the LE slats, when the airplane is operated at high angles of attack, with flaps set to positions 1, 2 or 5. Continued on next page.

Flight One Software / DreamFleet 2000

9-8

737 FLIGHT CONTROLS LOCATION OF FLIGHT CONTROL SURFACES

ROLL CONTROL Roll control is accomplished either with the control wheel or autopilot, utilizing the ailerons and flight spoilers. Ailerons The ailerons are linked to the pilot’s control wheel by cables, which provide mechanical input to two separate hydraulic control units, which are powered by hydraulic systems A and B. Two flight control switches (located on the overhead panel) control the hydraulic pressure that each system supplies to these control units, and these same switches also accomplish the same for the elevator and rudder. These switches allow the pilot to select which hydraulic system is used to operate the controls, when a failure of one of the systems is experienced. By turning one of these switches OFF, the pilot can isolate the controls from that hydraulic system, and control will then be accomplished using the remaining system. Continued on next page.

Flight One Software / DreamFleet 2000

9-9

737 FLIGHT CONTROLS

Either hydraulic system is capable of providing full power control to the ailerons. In the event of a total hydraulic power failure, rotation of the pilot’s control wheels mechanically moves the ailerons via the cables directly. In this situation the manual control forces required are higher due to frictional and aerodynamic loads. If the aileron system jams, a transfer mechanism allows for bypass of the aileron system and roll control is then accomplished using only the flight spoilers. Operating both of the aileron trim switches, located on the center console, activates aileron trim. Movement of both these trim switches electrically repositions the aileron feel and centering mechanism and redefines the ailerons neutral position. Flight Spoilers Two flight spoilers are located on each wing, outboard from the engine, but inboard from the two ground spoilers, which are adjacent to them. One spoiler panel is operated by hydraulic system A, and the other by system B. Hydraulic pressure to the spoilers can be shut off by using the two Flight Spoiler Switches on the overhead panel. The flight spoiler work in conjunction with the ailerons, and this is accomplished using a spoiler mixer, which is connected to the aileron’s cable drive system. The spoiler mixer controls the hydraulic power units on each spoiler panel to provide movement that is proportional to aileron movement. Unlike the ailerons, the operation of the flight spoilers is such that when one aileron moves up, it’s associated spoiler on that wing will move up with it, while the flight spoiler on the opposite wing will remain in its stowed position, while the aileron on that wing will move to the up position. PITCH CONTROL Airplane pitch is controlled by combined use of the hydraulically powered elevators, and the electrically powered horizontal stabilizer. The elevators are controlled via the forward / aft movement of the control wheel, while the stabilizer is controlled by the stabilizer trim switches on the control wheel, or by the autopilot. Elevators The elevators are the primary source of pitch control, and are powered by hydraulic systems A and B via cables and power control units, with hydraulic pressure to the units being controlled by the Flight Control Switches on the overhead panel. Either hydraulic system alone is capable of operating the elevators, and in the event of failure of both hydraulic systems, control of the elevators is accomplished manually, using the control cables directly. Elevator balance tabs are installed, and these will operate regardless of whether the elevator is being operated manually or via hydraulic power. Continued on next page.

Flight One Software / DreamFleet 2000

737 FLIGHT CONTROLS

9-10

In addition to mechanical and hydraulic control, the elevator is also interfaced with an elevator feel computer. This computer uses airspeed input and the position of the elevator to simulate the feel of aerodynamic forces upon the elevator, and this feel is transmitted to the control column by the elevator feel and centering unit. The feel computer will operate using pressure from either hydraulic system A or B (whichever pressure is the highest). If one of the hydraulic systems should fail the FEEL DIFF PRESS light will illuminate on the overhead panel when flaps are up. At speeds above Mach .615, a Mach Trim System provides for additional stability, with the elevators being adjusted in a programmed fashion in relation to the stabilizer as airspeed is increased. The Mach Trim System operates automatically. Horizontal Stabilizer As previously described the horizontal stabilizer can be moved up and down, and control of this is accomplished either by the electric trim motor via the control wheel-mounted trim switches, the autopilot trim motor, or the manual stabilizer trim wheel, located on the throttle quadrant. There are two speeds available for the electric trim: High speed-with flaps extended Low speed-with flaps retracted. The trim wheels move automatically when electric stabilizer trim is activated, and white marks on the trim wheels provide an obvious visual warning of the wheel’s movement. Due to the torque these wheels exert when moving, it is necessary to keep hands clear of them. A folding handle on the outside of each wheel is provided to assist in “cranking” the wheel when it is used manually, and this handle must be stowed when the wheel is being powered by the electric trim system. Adjacent to the trim wheel is the Stabilizer Trim Indicator, with its green band showing the range of the permissible takeoff trim setting. Cutout switches located on the throttle quadrant can be used to disengage the main electric and autopilot electric trim motors respectively. These are located just below the flap lever. In addition, a control column operated stabilizer trim cutout switch will automatically stop the operation of the main and electric autopilot trim motors whenever movement of the control column is opposite that of trim direction. An override switch located on the center console can be used to override this function, and allow use of electric trim regardless of control column position. Continued on next page.

Flight One Software / DreamFleet 2000

9-11

737 FLIGHT CONTROLS

Holding the stabilizer in position once trimmed is a dual brake system, with only one brake being necessary to hold the stabilizer in position. Should both brakes fail, and without nay action being taken by the pilot, air loads can move the stabilizer up or down to its stops. While the main electric trim motor will resist this movement, it will be necessary for the pilot to respond with appropriate control column input to correct this condition. A Speed Trim System is used to provide trim inputs to the stabilizer in order to improve flight characteristics when the airplane is operating at a low gross weight, aft center of gravity and high thrust. Utilizing inputs of stabilizer position, throttle position, airspeed, and vertical speed, the system trims the aircraft using the autopilot trim. YAW CONTROL Rudder While the ailerons / flight spoilers provide roll control, and the stabilizer / elevators provide pitch control, the rudder is used to provide yaw control, or movement of the aircraft around its vertical axis. Like the aforementioned control surfaces, the rudder is powered by both hydraulic systems A and B, with either one of the systems being fully capable of powering it. A standby pump supplies pressure to operate the rudder via a separate power control unit, in the event of pressure loss in systems A or B. This standby pump can be activated by the flight control switches, located on the overhead panel, and is labeled STBY RUD. The rudder is controlled by the rudder pedals via the rudder power control units, with rudder feel being provided by a feel and centering unit, which utilizes the mechanical action of rollers, springs and cams. The rudder trim control switch, or knob (located on the center console) is used to trim the rudder. Movement of this switch electrically repositions the rudder feel and centering mechanism, and this results in a shift in the rudder’s neutral position, with displacement of the rudder pedals forward and aft proportionate to the amount of trim applied. Yaw Damper As swept wing aircraft can exhibit a tendency to dutch roll, the yaw damper system provides a means to prevent this. Without the yaw damper, the workload on the pilot to prevent this by manual rudder pedal input would be greatly increased. The yaw damper system is comprised of a yaw damper coupler, a yaw damper actuator in the rudder power control unit, and a rate gyro. The rate gyro detects change in yaw and sends a signal to the yaw damper coupler, which in turn sends a signal to the yaw damper actuator, which moves the rudder in the necessary direction. The yaw damper also assists in providing turn coordination, however no movement of the rudder pedals will result from yaw damper operation. NOTE: Due to limitations within Flight Simulator, those using add-on rudder pedals with this simulation are advised NOT to engage the yaw damper, as this will result in the deactivation of the rudder pedals when airborne.

Flight One Software / DreamFleet 2000

9-12

737 FLIGHT CONTROLS

SPEED BRAKES General The speed brakes are comprised of the flight spoilers and ground spoilers, and are used for the following purposes: 1. To turn the aircraft in conjunction with the ailerons (flight spoilers only). 2. To slow the aircraft / increase descent rate when airborne (flight spoilers only). 3. To destroy lift on the wing and increase braking effectiveness after landing (flight spoilers and ground spoilers). The Speed Brake Lever, used to deploy the flight spoilers / ground spoilers under their respective operating circumstances, controls a spoiler mixer, which positions the flight spoiler power control units and a ground spoiler control valve. The surfaces are actuated by hydraulic power supplied to the power control units or to actuators on each surface. Ground spoilers operate only on the ground, due to a ground spoiler shutoff valve, which will remain closed until the main gear strut compresses upon touchdown. In Flight Operation Operation of the Speed Brake Lever during flight will cause all of the flight spoiler panels to raise symmetrically, and thus act as speed brakes. It is necessary to use caution when operating the spoilers while making a turn, as they will dramatically increase roll rate. Actuation of Speed Brake Lever causes all flight spoiler panels to rise symmetrically to act as speed brakes. Caution should be exercised when using flight spoilers during a turn, as they greatly increase roll rate. Movement of the Speed Brake Lever past the FLIGHT DETENT position causes buffeting and is therefore not recommended. It is suggested that the Speed Brake Lever not be moved past the FLIGHT DETENT position when airborne, as excessive deployment of the spoilers can cause buffeting. Ground Operation By placing the Speed Brake Lever in the ARMED position prior to landing, all flight spoilers and ground spoilers will fully deploy (extend) upon airplane touchdown, provided that the throttles (thrust levers) are in their IDLE position. The sequence for this spoiler extension is as follows: Upon spin-up of any two main wheels, the Speed Brake Lever will move to the UP position, and the flight spoilers will extend. When the right main landing gear strut is compressed, the ground spoilers will also extend. In the event that wheel spin up is not detected, all spoiler panels will still be deployed automatically upon compression of the right main gear strut, with the Speed Brake Lever then moving to the UP position at that time. Continued on next page.

Flight One Software / DreamFleet 2000

9-13

737 FLIGHT CONTROLS

Upon touch down on the runway all the spoiler panels will retract (stow) when either one or both of the thrust levers (throttles) is advanced past IDLE. When this takes place, the Speed Brake Lever will automatically move to the DOWN position. In addition: All spoiler panels will extend automatically if a takeoff is rejected and the Reverse Thrust Levers are moved to the reverse thrust position. A failure in the automatic functions of the speed brakes is indicated by the illumination of the SPEED BRAKE DO NOT ARM Light. In the event the automatic system is inoperative, the Speed Brake Lever must be moved manually to the UP position after Landing. HIGH LIFT DEVICES General In order to increase lift and low speed performance of the wing during takeoff and landing, high lift leading edge devices (LE) are used in combination with the trailing edge flaps to increase wing camber. Trailing edge flap positions 0 through 15 provide for increased lift, while further positions provide for increased lift and drag, which provides for slower approach speeds. Flap positions 15, 30 and 40 are the normal positions used for landing.

Trailing Edge Flaps The Flap Lever positions a flap control valve that directs hydraulic pressure to actuate the flap drive unit to position the flaps. The drive unit also positions the leading edge control valve so that the leading edge devices operate in conjunction with the trailing edge flaps. The trailing edge flaps are operated by hydraulic system B. The Trailing Edge Flaps are lowered by using the Flap Lever, and this lever actuates a flap control valve, that delivers hydraulic pressure to the Flap Drive Unit, which in turn moves the flaps into position. The Flap Drive Unit also controls the LE control valve, and this allows the LE devices to operate in conjunction with the trailing edge flaps. If a “split flap” (asymmetrical) condition should occur between the left and right wing trailing edge flaps, hydraulic power is automatically removed from the flap drive unit, this prevents worsening of this dangerous condition. Continued on next page.

Flight One Software / DreamFleet 2000

9-14

737 FLIGHT CONTROLS

As the trailing edge flaps are powered only by hydraulic system B, in the event of failure of system B, the flaps can be raised and lowered electrically via the two alternate flap switches (overhead panel). The first switch (guarded) is the Alternate Flaps Master Switch, and this is used to actuate a flap bypass valve, which prevents hydraulic lock of the flap drive unit, and also arms the un-guarded Alternate Flaps Position Switch to the right of it. The Alternate Flaps Position Switch is then used to extend or raise the flaps via an electric motor, which will operate the drive unit instead of hydraulic pressure. When this standby system is used to operate the flaps there will be no split-flap / asymmetric protection. An optional flap Load Limiter is installed in the trailing edge flap system. When the flaps are set to 40, the flaps will automatically retract to 30, and the Flap Load Relief Light will illuminate if the airspeed is in excess 158 knots. The Flap Lever will not move under these circumstances, and the flaps will automatically move back to 40 once airspeed has decreased to 153 knots. The autoslats are designed to operate at flap positions 1, 2 and 5, and this will cause the leading edge flaps to move to FULL EXTEND if the airplane approaches a stall condition, as otherwise these slats would not be fully extended at those trailing edge flap settings. NOTE: To prevent excessive structural loads from increased Mach at higher altitude, flap extension above 20,000 feet should not be attempted. Leading Edge Devices The leading edge of each wing contains 5 leading edge (LE) devices. There are 2 flaps located inboard of each engine, and 3 slats located outboard of each engine. The difference between flaps and slats can be described as: Flaps: Hinged surfaces that extend by rotating downward from the lower surface of the wing’s leading edge. Slats: Sections of the wing’s leading edge that extend forward to form either a slotted or sealed leading edge, depending upon the position of the trailing edge flaps. The leading edge devices are operated by hydraulic system B, the same as the trailing edge flaps, and the LE devices are moved into position by their own control valve, which is actuated by the trailing edge flap drive unit, thus allowing the LE devices to operate in conjunction with the trailing edge flaps. The sequence of extension of the LE devices is as follows. 1. Trailing edge flaps lowered up to and including position 5 (“flaps 5”): Leading edge flaps extend fully, and leading edge slats extend to an intermediate (EXTEND) position. 2. Trailing edge flaps lowered past position 5: Leading edge slats extend fully (FULL EXTEND). The retraction sequence is the reverse of the extension sequence. Continued on next page.

Flight One Software / DreamFleet 2000

9-15

737 FLIGHT CONTROLS

Indicator lights located on the gear / flap panel provide an overall leading edge devices position status, while the Leading Edge Device Annunciator on the overhead panel indicates the positions of the individual flaps and slats. With the failure of hydraulic system B, the LE devices can be moved to the FULL EXTEND position via the standby hydraulic system. The Alternate Flaps Master Switch is used to start the standby pump, and the Alternate Flaps Position Switch, when moved to the down position, will fully extend the leading edge devices. Unlike the trailing edge flaps, which can be lowered and raised electrically via this switch, the LE devices can only be extended, and cannot be retracted using the standby hydraulic system. Auto Slat Operation In order to provide for improved handling at high angles of attack during takeoff or landing, the autoslat system will take control of the leading edge slats. Operation of this system is as follows: 1. With trailing edge flaps in position 1 through 5, the slats are in their intermediate, or EXTEND, position (normal operation). 2. As the airplane approaches its stall angle, the slats will automatically move to their fully extended, FULL EXTEND, position (normally this would only occur if the trailing edge flaps were set to greater than position 5). 3. Once the aircraft pitch angle has been reduced, the slats will be automatically moved back to their intermediate (EXTEND) position. The autoslat system is normally powered by hydraulic system B, with backup provided by hydraulic system A via a power transfer unit. Should a loss of pressure from the system B engine driven pump be sensed, this power transfer unit will provide pressure from system A to run a hydraulic motorized pump, which in turn will pressurize hydraulic fluid from system B, and allow for operation of the autoslat system.

Flight One Software / DreamFleet 2000

9-16

737 FLIGHT CONTROLS ROLL CONTROL SCHEMATIC DIAGRAM

SHOWN: SYSTEMS A & B PRESSURIZED

Flight One Software / DreamFleet 2000

9-17 SHOWN: SYSTEMS A & B PRESSURIZED

737 FLIGHT CONTROLS PITCH CONTROL SCHEMATIC DIAGRAM

Flight One Software / DreamFleet 2000

9-18

737 FLIGHT CONTROLS YAW CONTROL SCHEMATIC DIAGRAM

SHOWN: SYSTEMS A & B PRESSURIZED

Flight One Software / DreamFleet 2000

10-1

737 PNEUMATICS ISOLATION VALVE SWITCH Single left click + / - to operate. CLOSE: Closes the isolation valve. AUTO: Closes the isolation valve if all Engine Bleed Air and Air Conditioning Pack Switches are ON. Automatically opens the isolation valve if either Engine Bleed Air or Air Conditioning Pack Switch is switched OFF. OPEN: Opens the isolation valve.

WING-BODY OVERHEAT TEST SWITCH Single left click to operate. PRESS: Tests the wing-body overheat detector circuits, and both WING-BODY OVERHEAT Lights illuminate. TRIP RESET SWITCH Operation not simulated. PRESS: If the fault condition has been corrected, resets BLEED TRIP OFF, PACK TRIP OFF and DUCT OVERHEAT. Lights remain illuminated until reset. APU BLEED AIR SWITCH Single left click to toggle position. OFF: Closes the APU bleed air valve. ON: Opens the APU bleed air valve if the APU is operating. ENGINE BLEED AIR SWITCHES(2) Single left click to toggle position. OFF: Closes the engine bleed air valve. ON : Opens the engine bleed air valves when the engine is operating.

Flight One Software / DreamFleet 2000

10-2

737 PNEUMATICS DUAL BLEED LIGHT (amber) ILLUMINATED: The APU bleed air valve is OPEN, and the No. 1 Engine Bleed Switch is ON, or the No. 2 Engine Bleed Switch is ON, and APU bleed air valve and isolation valve OPEN.

PNEUMATIC DUCT PRESSURE INDICATOR Indicates pressure in the left and right pneumatic ducts.

WING ANTI-ICE SCHEMATIC DIAGRAM Shows the relationship of bleed air for wing anti-ice in relation to the pneumatic system.

WING-BODY OVERHEAT LIGHTS (amber) Operation not simulated. LEFT LIGHT ILLUMINATED: Indicates an overheat from a bleed air duct leak in either the left engine strut, left wing leading edge, left air conditioning bay, keel beam or the APU bleed air duct. RIGHT LIGHT ILLUMINATED: Indicates overheat from a bleed air duct leak in the right engine strut, right wing leading edge or right air conditioning bay. BLEED TRIP OFF LIGHTS (amber) Operation not simulated. ILLUMINATED: Indicates excessive engine bleed air temperature or pressure. Associated engine bleed air valve closes automatically and requires reset.

Flight One Software / DreamFleet 2000

737 PNEUMATICS

10-3 SYSTEM DESCRIPTION GENERAL

The engines, APU, or ground cart / compressor, can supply air to the pneumatic system. The APU or ground cart will supply air to the pneumatic manifold prior to engine start. Once engines have been started they will supply bleed air for the pneumatic system. BLEED AIR SYSTEM The following systems require on the pneumatic system for operation: Air conditioning and pressurization, wing and engine anti-icing, engine starting, hydraulic reservoirs pressurization, and water tank pressurization Switches on the bleed air control panel, located on the overhead panel operate the APU and engine bleed air supply system. Engine Bleed System Supply The 5th and 9th stages of the compressor section of the engine supply required bleed air. When bleed air from the 5th low stage pressure is insufficient, the 9th high stage valve will open to maintain proper pressure. During takeoff, climb, and most cruise conditions, the pressure available from the low stage port will be sufficient. The high stage valve will remain closed when pressure from the 5th stage is sufficient. Engine Bleed Air Valves Bleed air valves, located on the engines, act as a pressure regulator, shutoff valve, and reverse flow check valve. With the Engine Bleed Air Switch turned ON, it is DC activated and pneumatically operated, thus enabling the valve to act as a pressure regulator, and will maintain system pressure below the preset outflow pressure. Bleed Trip Sensors Bleed trip sensors will illuminate the respective BLEED TRIP OFF Light, when engine bleed air temperature or pressure exceeds a predetermined limit, and they will automatically close the respective engine bleed air valve. Precooler and Precooler Control Valve A precooler, which is in essence a heat exchanger, will cool the engine bleed air. Engine fan air is then sent via a duct through the precooler at a rate determined by a thermostatic precooler valve. If the temperature of the engine bleed air leaving the precooler should increase, the precooler control valve will open. The fan air from the precooler control valve will extract the heat from the cross flow heat exchanger, and it is then discharged into the engine core cavity where it is then discharged from the engine. Continued on next page.

Flight One Software / DreamFleet 2000

10-4

737 PNEUMATICS

Starter Valve The starter will open when the Engine Start Switch is placed in the GRD position. Then the APU, ground air cart, or engine bleed air is used to start the engine. The engine start valve is DC operated. Duct Pressure Transmitters Duct pressure transmitters provide pneumatic duct pressure indications to the respective left and right needles on the Pneumatic Duct Pressure Indicator. AC current operates the indicator. Thermal Anti-Icing (TAI) Use of engine bleed air provides wing and engine cowl Lip anti-icing. Isolation Valve An isolation valve is used to isolate the left and right sides of the pneumatic manifold during normal operations. The isolation valve is AC operated. When the Isolation Valve Switch is in the AUTO position, both Engine Bleed Air Switches are switched ON, and both Air Conditioning Pack Switches are in the AUTO or HIGH positions, the isolation valve is closed. The isolation valve will open if either Engine Bleed Air Switch or Air Conditioning Pack Switch is positioned OFF. The APU Bleed Air Switch does not effect the position of the isolation valve. Ground Service Pneumatic Connection A pneumatic ground cart air source provides can provide an alternate pneumatic source for engine start or air conditioning, in the event use of the APU for this purpose is not desired. APU Bleed Air Valve The APU Bleed Air Valve will furnish bleed air from the APU to the pneumatic manifold and may be used either on the ground or in the air. The valve will close automatically when the APU is shut down. The APU bleed valve is controlled by DC power, and pneumatically operated. DUAL BLEED Light The DUAL BLEED Light will illuminate whenever the APU bleed air valve is open and the position of the Engine Bleed Air Switches and isolation valve would permit a possible backpressure of the APU. In such a situation, thrust must be kept at idle when the DUAL BLEED Light is illuminated.

Flight One Software / DreamFleet 2000

10-5

737 PNEUMATICS BLEED AIR SYSTEM SCHEMATIC DIAGRAM

Flight One Software / DreamFleet 2000

737 COMMUNICATIONS

11-1

AUDIO SELECTOR PANEL (ASP) The ASP allows for communication using the communication radios, flight or service interphone systems, and passenger address system. The ASP also allows for identification and monitoring of navigation aids. TRANSMITTER SELECTOR SWITCHES Single left click to select. PRESS: Selects the respective communication system for transmission (PA shown as being selected) The switch illuminates when selected. Only one switch may be selected at a time. Pressing a second switch will deselect the first switch. NOTE: While operation of all Transmitter Selector Switches is simulated, and individual switches will illuminate when pressed, only those switches for VHF1, VHF2, and PA actually perform a function within the simulation.

RECEIVER SWITCHES Single left click to select. PRESS: Allows reception of the respective communication system or navigation receiver. Multiple switches may be selected, and the switch illuminates when selected. Identification of VOR and ADF stations is achieved by selecting the appropriate switch. (7 switches are shown as selected, and are thus illuminated) PRESS AGAIN: Deselects the respective system or receiver. (5 switches are shown deselected, and are not illuminated) NOTE: While operation of all Receiver Switches is simulated, and individual switches will illuminate when pressed, only those switches for VHF1, VHF2, PA, NAV1, NAV2, ADF1, and ADF2 actually perform a function within the simulation. SPEAKER SWITCH Single left click to select. PRESS: Selects and deselects audio from selected Receiver Switches to be heard on the speaker. (Shown in deselected, non-illuminated mode) PRESS AGAIN: Deselects speaker audio.

Located on Center Console

NOTE: For the purposes of this simulation it is assumed that all audio reception is heard over the cockpit speaker. Thus the speaker switch must be selected in order for audio to be heard from any of the various audio sources. Example: If the Receiver Switch for NAV1 is selected, but the Speaker Switch is deselected, no audio from NAV1 will be heard. Continued on next page

Flight One Software / DreamFleet 2000

737 COMMUNICATIONS

11-2

FILTER SWITCH* Left click + / - to operate Controls audio reception from the NAV and ADF radios. V B R

-

+

COCKPIT CREW STATIONS PUSH-TO-TALK (PTT) SWITCH* (Spring-loaded to neutral position) Single left click to toggle.

(Voice) - Receive voice audio only. (Both) - Receive both voice and range audio. (Range) - Receive station identifier range (code) audio only.

ALTERNATE / NORMAL SWITCH* Single left click to toggle position. ALT: ASP operates in the degraded mode. NORM: ASP operates normally.

R/T (radio/transmit): Keys the oxygen mask or boom microphone for transmission as selected by the Transmitter Selector. I/C (Intercom): Keys the oxygen mask or boom microphone for direct transmission over flight interphone. Bypasses the Transmitter Selector.

MASK / BOOM SWITCH* Single left click to toggle position. Selects the oxygen mask or boom microphone for transmission.

*NOTE: While the Filter Switch and three toggle switches located at the bottom of the ASP will move when clicked on, their respective “real life” operations are not simulated.

Flight One Software / DreamFleet 2000

737 COMMUNICATIONS

11-3

Communications is provided by two Very High Frequency (VHF) transceivers. The antenna for VHF1 is located on the upper fuselage, while that for VHF2 is located on the lower fuselage. FS2000 does not provide for the simultaneous use of two separate VHF communication frequencies, as such only one VHF communication frequency can be active at a time. The transceiver shown below is not one but two separate VHF transceiver units, controlled via a single control head. Thus, the frequencies shown in their respective displays to not “swap” between one another, they remain fixed. The transfer toggle switch (TFR) is utilized to select which frequency is active, and the small white lamp located above the frequency display also indicates this. VHF TRANSFER SWITCH Single left click to toggle position. Selects which frequency is active for the transceiver (shown in VHF1 position). VHF INDICATOR LAMPS Confirms active VHF transceiver (shown, VHF1 selected, VHF2 deselected).

+

+

-

-

FREQUENCY SELECTORS Controls the frequency of the respective VHF transceiver. Left click + / - to the left of a knob selects the whole number frequency, while left click + / - to the right of the knob selects decimal number frequency. Click areas shown for left knob only, but are identical for right knob.

VHF 1 is located on the left, VHF 2 is on the right.

COMMUNICATION TEST SWITCH Single left click on, single left click to turn off. Provides a confidence test by removing the automatic squelch feature and allowing background noise to be heard. This verifies receiver operation.

© Flight One Software / DreamFleet 2000

11-4

737 COMMUNICATIONS NOTE: ATTENDANT CALL SWITCH

The Attendant Call Switch is often used during scheduled times during a flight, to alert the cabin crew to certain events, with such use varying based on individual airline procedures. Example: The pilot may sound it to indicate that descent is beginning, and this alerts the cabin crew to make an announcement to that effect. Here we have simulated a non-scheduled use of this button, which will result in a flight attendant calling the cockpit to “see what the captain wants”. By pushing the Attendant Call Switch a small simulation will take place, whereby you will see the Cockpit Call Light illuminate after several seconds (this means the flight attendant is calling the cockpit), and this is followed by a short conversation between the captain and the flight attendant.

* * *

NO SMOKING / FASTEN BELTS SWITCHES Single left click on switch, opposite desired mode, to toggle switch to that position. Asterisks indicate click spot position (shown for NO SMOKING, but are in an identical position for FASTEN BELTS). Provide automatic or manual control of passenger cabin signs and related chime. NOTE: Auto mode is not simulated, and operates the same as ON mode. GROUND CALL SWITCH Single left click to operate. PRESS: Sounds a horn in the nose wheel well in order to summon a member of the ground crew.

Located on overhead panel

ATTENDANT CALL SWITCH (see note above) Single left click to operate. PRESS: A two-tone chime sounds in the passenger cabin. To either alert the cabin crew to a scheduled event, or to request that a member of the cabin crew call or visit the cockpit. Use will vary based on individual airline procedures.

COCKPIT CALL LIGHT (blue- see note above) ILLUMINATED: The flight attendants or the ground crew is calling the cockpit.

Flight One Software / DreamFleet 2000

11-5

737 COMMUNICATIONS

COCKPIT VOICE RECORDER (CVR) The cockpit voice recorder uses four independent channels to record cockpit audio on a 30-minute continuous-loop tape. Recordings that are older than 30 minutes are automatically erased. One channel records cockpit area conversations using the area microphone. The other channels record individual Audio Selector Panel output (headset) audio and transmissions for the pilots and observer. The true operation of the CVR cannot be simulated, however certain functions of it have been, and these are noted below. AREA MICROPHONE Picks up cockpit area conversations anytime 115V AC is applied to the airplane. MONITOR INDICATOR Needle deflection confirms recording or erasure on all four channels. During test the pointer rises into the green band. Test function simulated.

TEST SWITCH Single left click to operate. HEADSET JACK Headset may be plugged into the jack to monitor tone transmission during test, or to monitor playback of voice audio. NOTE: Test - tone will be heard through your speaker, as trying to plug a headset into this jack would put a hole in your monitor!

PRESS: Observe Monitor Indicator rise into the green band, and a tone may be heard with a headset plugged into the Headset Jack. Operation simulated. Test tone will be heard through your speaker.

ERASE SWITCH Single left click to operate. PRESS: All four channels are simultaneously erased. Monitor Indicator needle momentarily deflects. Operation Simulated.

Flight One Software / DreamFleet 2000

11-6

737 COMMUNICATIONS

AUTOMATED FLIGHT ANNOUNCEMENT SYSTEM (AFAS) The AFAS is a device that does not appear in the real airplane. The AFAS allows the user to play pre-recorded announcements to the passengers from both the captain and flight attendant(s).

CAPTAIN ANNOUNCEMENT SWITCHES Single left click on switch to operate. PRESS: Plays the individual announcement that is indicated by the label above the switch. ILLUMINATED: Announcement has been played, or is playing. PRESS AGAIN: Light extinguishes. After the announcement has been played, the light for that switch will remain illuminated as a reminder the announcement has been played. Pressing the switch a second time will extinguish the light. Pressing the switch a third time will play the announcement again. FLIGHT ATTENDANT SWITCH Single left click on switch to toggle position. START/AUTO: Arms the system to play the required flight attendant announcements according to the program within the AFAS. OFF: Flight attendant announcements are not played.

NOTE: For announcements from the AFAS to be heard, the ASP must be set as follows: Mic Selector Switch set to PA. LOCATED ON THE AFAS PANEL WINDOW.

Receiver Switch set to PA. Speaker Switch ON. This will assure that both captain announcements can be made, and flight attendant announcements will be heard.

Flight One Software / DreamFleet 2000

737 COMMUNICATIONS

11-7 SYSTEM DESCRIPTION

AUDIO SYSTEMS & AUDIO SELECTOR PANELS An Audio Selector Panel (ASP) is installed at the captain, first officer, and observer stations. Each panel controls an independent crew station audio system and allows the crewmember to select the desired radios, navigation aids, interphones, and PA system for monitoring and transmission. Transmitter Selectors on each ASP select one radio or system for transmission by that crewmember. Any microphone at that crew station may then be keyed to transmit on the selected system. The Receiver Switches are used to select which audio to monitor. Any combination of systems may be selected. Example: You can listen to a COMM receiver, NAV receiver, and ADF receiver simultaneously, if desired. Receiver Switches also control the volume for the headset and speaker at the respective crew stations. Speaker and headset audio for each crew station come from a Remote Electronics Unit Located in the electronics compartment. It is controlled by the Audio Selector Panels, and has separate independent circuits for each crew station. Audible warnings for Altitude Alert, the Ground Proximity Warning System and Wind shear are also heard through the speakers and headsets at preset volumes. The volume for these warnings cannot be adjusted or turned off. SPEAKERS AND HEADSETS Each crew station is equipped with a headset / headphone jack, with speakers for the captain and first officer being located above their seats (these can partially be seen when viewing the overhead panel). There is no speaker provided for the observer. The speakers and headsets receive audio from the Remote Electronics Unit, as controlled by the respective Audio Selector Panels. Headset volume is controlled by the Receiver Switches, and speaker volume is controlled by the Receiver Switches and / or the Speaker Switch. For the purposes of this simulation, it will be assumed that ALL audio will be heard over the speaker. MICROPHONES Hand microphones and boom microphones may be plugged into their respective jacks at the cockpit crew stations, and each oxygen mask also has an integral microphone. Each hand microphone has a push-to-talk switch to key the selected audio system. The push-to-talk switches on the control wheel or ASP are used to key the oxygen mask or boom microphone, as selected by the MASK-BOOM switch. The MASK-BOOM switch will not affect the operation of the hand microphone. Continued on next page.

Flight One Software / DreamFleet 2000

11-8

737 COMMUNICATIONS

NORMAL AUDIO SYSTEM MODE The captain, first officer, and observer audio systems are located in a common Remote Electronics Unit in the electronics compartment. They function independently and have separate circuit breakers. The audio systems are normally controlled by the respective Audio Selector Panels through digital or computerized control circuits. DEGRADED AUDIO SYSTEM MODE If the Remote Electronics Unit or an ASP malfunctions, that ASP will be unable to control the Remote Electronics Unit. In this situation, the audio system can be switched to the degraded mode by placing the Alternate-Normal Switch to ALT. In this mode, the Audio Selector Panel at that station becomes inoperative, and the crewmember can only communicate on one radio. In this mode, the ASP Transmitter Selector Switches are not functional and any transmission from that station must be made on the radio shown in the chart just below. The Transmitter Selector for the useable radio will illuminate when a station is in degraded mode. The Receiver Switches are not functional, and only the useable radio is heard at a preset volume, through the headset. The Speaker and Speaker Switch are not functional on the ASP at that station. DEGRADED AUDIO SYSTEM OPERATION CREW STATION AUDIO SYSTEM IN DEGRADED MODE CAPTAIN FIRST OFFICER OBSERVER

RADIO AVAILABLE FOR TRANSMISSION AND RECEPTION AT DEGRADED STATION VHF-1 VHF-2 VHF-1

The Mask and Boom Microphones can be used for transmission on the useable radio. The MASK-BOOM Switch works normally in the degraded mode. The Mask and Boom Microphones can be keyed with the control wheel push-to-talk switch MIC position or ASP push-to-talk switch R/T position. The Hand Microphone is not useable in the Degraded mode. The Flight Interphone and Service Interphone cannot be used on an audio system in degraded mode. The control wheel push-to-talk switch INT position and ASP push-to-talk switch I/C position are not functional since the Flight Interphone is not functional. Audio Warnings for Altitude Alert, the Ground Proximity Warning System, and Windshear are not heard on an audio system in degraded mode. In the degraded mode, the Passenger Address system cannot be accessed through the affected ASP. Continued on next page.

Flight One Software / DreamFleet 2000

737 COMMUNICATIONS

11-9 FLIGHT INTERPHONE SYSTEM

The Flight Interphone System is an independent communications network, with its primary purpose being to provide private communications between the cockpit crewmembers without intrusion from the service interphone system (see below). The ground crew may also use flight interphone through a jack located at the External Power Receptacle. The pilots can transmit directly over flight interphone by using the control wheel PTT Switch. In addition, any crewmember with an Audio Selector Panel can transmit / receive over the flight interphone by using their respective ASP and normal Push-To-Talk Switches. SERVICE (ATTENDANT) INTERPHONE SYSTEM The Service Interphone System provides communications between the cockpit, flight attendants, and ground personnel. Cockpit crewmembers may communicate using either a separate handset, located on the aft end of the center console (installation optional) or their respective ASP and any standard microphone. The flight attendants communicate between flight attendant stations or with the cockpit using any of the attendant handsets. The system operates much like a party line, in that anyone who picks up a handset or microphone is automatically connected to the system, and can hear anyone else who is connected. External jacks for use by maintenance or service personnel can be added to the system by use of the Service Interphone Switch. PASSENGER ADDRESS SYSTEM The passenger address (PA) system allows cockpit crewmembers and flight attendants to make announcements to the passengers. Announcements are heard through speakers located in the cabin and in the lavatories. The cockpit crewmembers can make announcements using a PA hand microphone or by using any Standard Microphone and the Audio Selector Panel with the Transmitter Selector switch for PA activated. Flight attendants make announcements using hand microphones located at their stations. The flight attendants may also use the PA system to play recorded music for passenger entertainment. Use of the PA system is prioritized. Cockpit announcements have first priority and override all others. Flight attendant announcements override the music system, and the forward attendant station has priority over the aft attendant station. Continued on next page.

Flight One Software / DreamFleet 2000

11-10

737 COMMUNICATIONS

CALL SYSTEM The call system is used as a means for crewmembers to gain the attention of other crewmembers and to indicate that interphone communication is required. This is accomplished via the use of lights and audible signals (chimes or a horn). The system can be activated from the cockpit, either flight attendant station, the External Power Receptacle, and passengers may also use the system to summon a flight attendant through the use of the individual call switches at each seat. The cockpit may be called by either the forward or aft flight attendant station or by the ground crew, and the ground crew can only be called from the cockpit. Flight attendants may be called from the cockpit, the other attendant station, or from any passenger seat or lavatory. Master Call Lights in the passenger cabin identify the source of incoming calls to the attendants. Call system chime signals can be heard in the passenger cabin through the PA system speakers, and the PA speakers also provide an alerting chime signal whenever the NO SMOKING or FASTEN SEAT BELT signs illuminate / extinguish. The chart below describes the relationship between the various entities and components within the call system. LOCATION OF CALL ORIGINATOR COCKPIT COCKPIT ATTENDANT ATTENDANT EXTERNAL POWER RECEPTACLE PASSENGER LAVATORY COCKPIT

CALLED POSITION

VISUAL SIGNAL AT CALLED POSITION FLIGHT ATTENDANTS PINK MASTER CALL LIGHT GROUND CREW N/A

AURAL SIGNAL AT CALLED POSITION

TWO-TONE CHIME HORN IN NOSE WHEEL WELL COCKPIT BLUE COCKPIT SINGLE HIGH-TONE CALL LIGHT CHIME FLIGHT ATTENDANTS PINK MASTER TWO-TONE CALL LIGHT CHIME COCKPIT BLUE COCKPIT SINGLE HIGH-TONE CALL LIGHT CHIME FLIGHT ATTENDANTS BLUE MASTER SINGLE HIGH-TONE CALL LIGHT CHIME FLIGHT ATTENDANTS AMBER MASTER SINGLE HIGH-TONE CALL LIGHT CHIME PASSENGER NO SMOKING OR SINGLE LOW-TONE CABIN FASTEN BELT SIGNS CHIME ILLUMINATE/ EXTINGUISH

Flight One Software / DreamFleet 2000

11-11

737 COMMUNICATIONS

AUTOMATED FLIGHT ANNOUNCEMENT SYSTEM (AFAS) GENERAL The AFAS is a system that does not appear in the real airplane. The AFAS allows for the playing of pre-recorded captain and flight attendant announcements to the passengers. Use of the AFAS is optional, and if the user desires not to make / hear announcements, this can be accomplished by not using the AFAS. Captain announcements are played by turning on the appropriate captain announcement switch for the announcement that is desired, while flight attendant announcements are played automatically according to a built in program that takes into account aircraft position, altitude, a preceding captain announcement, and the position of the NO SMOKING / FASTEN BELTS SWITCHES. Announcements are recorded monaural .wav files, and these files can be re-recorded by the user in their own voice / language, and the content and length of specific announcements can be changed by the user if desired. Volume of the AFAS recordings is fixed, and cannot be adjusted except by adjusting the volume levels of the .wav files themselves. Night lighting for the AFAS panel is controlled by the Center Console Light Switch. Captain Announcement Switches There are 12 Captain Announcement Switches, each labeled according to the announcement played when pressing the switch. When a switch is pressed its light illuminates and the respective announcement plays. After the announcement has played, the switch will remain illuminated as a reminder that the announcement has been played. Activating the switch a second time will extinguish the light, while not playing the announcement, and activating the switch a third time will play the announcement again, and illuminate the light. Flight Attendant Switch The Flight Attendant switch controls the program that automatically plays the flight attendant announcements. Placing the switch in the START/AUTO position will activate the program that plays these announcements. With the switch in the OFF position, no flight attendant announcements will be played. Announcements Announcements are stored in a folder named Dreamfleet 737, and this folder is located in your Flight Simulator’s main Sound folder, not in the sound folder for the 737 aircraft. NOTE: Never delete or re-name any .wav file that is contained in the Dreamfleet 737 sound folder. Doing so will cause Flight Simulator to “crash” (fail to operate). Continued on next page.

Flight One Software / DreamFleet 2000

11-12

737 COMMUNICATIONS

In order to better understand the nature of the announcements, and what has been included by default, the script used for these announcements in provided, and appears starting on the next page. You will note that the first captain’s announcement is day-parted, and there are three versions of it that will play according to the time of day it is. All other announcements are generic in nature. The announcements, and whether they are made by the captain or flight attendant, are based on actual announcements heard on a variety of different airlines, and have been changed only slightly in order to keep them generic in nature. Following the description of each announcement is the name of the .wav file that appears in the DreamFleet 737 sound folder. Example: (DF734_C4). The last two or three characters after the underscore _ denote whether the file is a captain or flight attendant announcement, with C denoting captain, and F flight attendant. The recordings are also numbered 1 trough12 for the captain announcements, and 1 through 8 for the flight attendant announcements, and both sets are mixed together in the script, so that the flow of the announcements can easily be seen. The AFAS .wav files can be re-recorded using a microphone attached to your computer, and the Windows Sound Recorder, which is included in Windows. It will first be necessary to know how to use your microphone and Sound Recorder before attempting to re-record these .wav files. Recordings should be made at 22,050 Hz, 8 Bit, Mono. It is not necessary to use any higher quality. When re-recording one of the AFAS .wav files you must retain the original name of that file, however what you record or the length of it is up to you. NOTE: Never delete or re-name any .wav file that is contained in the Dreamfleet 737 sound folder. Doing so will cause Flight Simulator to “crash” (fail to operate). Before re-recording any .wav files, you should make a backup copy of each default file you are recording over. Optionally, you can also record your .wav file as a new file, and once satisfied with it, re-name it the to the same name as the file you wish it to replace. Continued on next page.

Flight One Software / DreamFleet 2000

737 COMMUNICATIONS

11-13

AFAS ANNOUNCEMENT SCRIPT For clarity, captain’s announcements are in bold typeface. 1A. Pre-Departure – MORNING (DF734_C1M) Folks, good morning, welcome aboard from the flight deck; this is your captain speaking. I want to thank all of you for being with us today, and flying on our beautiful 737. We're just getting the last of the luggage stowed on board, and we should be departing on time in just a few minutes. I'll be speaking to you again later on, so thanks again, and enjoy the flight. 1B. Pre-Departure – AFTERNOON (DF734_C1A) Folks, good afternoon, welcome aboard from the flight deck; this is your captain speaking. I want to thank all of you for being with us today, and flying on our beautiful 737. We're just getting the last of the luggage stowed on board, and we should be departing on time in just a few minutes. I'll be speaking to you again later on, so thanks again, and enjoy the flight.

1C. Pre-Departure – EVENING (DF734_C1E) Folks, good evening, welcome aboard from the flight deck; this is your captain speaking. I want to thank all of you for being with us today, and flying on our beautiful 737. We're just getting the last of the luggage stowed on board, and we should be departing on time in just a few minutes. I'll be speaking to you again later on, so thanks again, and enjoy the flight. 2. Departure Gate-delay (DF734_C2)

From the flight deck, Looks like I spoke too soon, and we'll be a bit delayed departing the gate, it should only be a few minutes however, thank you.

1. Prior to gate departure: (DF734_F1) Ladies and gentlemen, we're about to close the cabin door. At this time all portable electronic devices, including cellular phones, laptops, and PDAs should be turned off and stowed until 10 minutes after departure. Cellular phones may not be used at any time during the flight. 3. Departure (DF734_C3) Flight attendants please prepare for departure, doors on automatic. 2. During gate departure: (DF734_F2) On behalf of our cabin and flight crew we'd like to welcome you on board today. At this time I'd like you to turn your attention to the video monitors to view a safety demonstration video. Those passengers who are seated by emergency exit doors must be able to open these doors in the event of an emergency. If you are unable or unwilling to do so, please contact one of our staff at this time.

Continued on next page.

Flight One Software / DreamFleet 2000

11-14

737 COMMUNICATIONS

4. Taxi delay (DF734_C4) Folks, from the flight deck, its the rush hour, and we've got some traffic delays holding things up here on the ground, and that will delay us from takeoff for a bit, sorry for the inconvenience, but it shouldn't be too long. Thank you. 5. Pre-Takeoff (DF734_C5) We're number two for the runway. Flight attendants please secure the cabin for take off. 3. Pre- takeoff: (DF734_F3) In preparation for takeoff, please be sure that your tray table is up, seatbelt is fastened, and that your seat is in the upright position. If there's anything we can do to make your flight more enjoyable, please feel free to ask. 6. Climb (DF734_C6) From the flight deck: I'll be turning off the seat belt signs shortly. We've got a top-notch cabin crew to serve you, and they should be able to begin that great service very soon. 7. Signs off (DF734_C7) From the flight deck; I'm turning off the seat belt signs at this time, however as we cannot predict when there may be unexpected turbulence ahead, you should always do as we do up front and keep your seat belts fastened when you are in your seat. Enjoy the flight- thank you. 4. Post takeoff (10,000' +) (DF734_F4) Ladies and gentlemen, now that we're airborne it's our pleasure to serve you the drink of your choice and a light snack. 8. Signs on – Turbulence (DF734_C8) From the flight deck: looks like we may experience some rough air ahead, so I'm going to switch on the seat belt sign. Everyone should return to their seats, and fasten their seat belts at this time- thank you. 5. Turbulence: (DF734_F5) The captain has turned on the seat belt sign, please return to your seat, and see that your seat belt is fastened.

Continued on next page.

Flight One Software / DreamFleet 2000

737 COMMUNICATIONS

11-15 9. Cruise- view (DF734_C9)

From the flight deck, your captain here; between the world below and some great cloud formations, we have a lovely view outside the aircraft today; mother nature at her best! 10. Descent (DF734_C10) From the flight deck; we're just about to begin our descent, and I'll be turning on the seat belt signs shortly, so please return to your seats as soon as you can- thank you. 6. Descent: (DF734_F6) The captain has turned on the seatbelt sign in preparation for landing, please return to your seats, and see that your seat belt is fastened, your tray table stowed, and that your seat is in the upright position. 11. Delay – hold (DF734_C11) ________________ Folks, from the flight deck; arrivals are pretty heavy today, so we'll be needing to hold for about 15 minutes, sorry for the inconvenience. 7. Prior to landing: (Below 10,000') (DF734_F7) For those passengers with connecting flights, domestic departures will be from gates 16 to 38. International departures will be from terminal C, and our representative will be available just outside the gate to assist you and provide directions to the shuttle bus for terminal C. 12. Final approach (DF734_C12) ________________ We're now on our final approach, flight attendants please prepare for landing. I'd like to thank all of your for flying with us today, we appreciate the business, and we hope to see you again soon- thank you. 8. Post landing: (during taxi) (DF734_F8) Flight attendants disarm doors for arrival. Please remain in your seats until the aircraft has come to a complete stop at the gate. (Short pause) We'd like to thank you for flying with us today, enjoy your stay in our wonderful city, or if you are continuing on to another destination, have a pleasant journey, and we hope to see you again soon.

END

Flight One Software / DreamFleet 2000

737 WARNINGS

1-1

MASTER FIRE WARNING LIGHT (red)

Operation not simulated. ILLUMINATED: A Fire Warning Switch has illuminated (actual warning or system test). The alarm bell sounds, and if on the ground, the remote APU horn sounds. PRESS: Extinguishes both Master FIRE WARN Lights, silences the alarm bell and remote APU horn, and resets the system for additional warnings.

MASTER CAUTION LIGHT (amber)

Single left click on light to operate. ILLUMINATED: A system annunciator light on the overhead panel has illuminated. PRESS: Will extinguish the MASTER CAUTION Light, any system annunciator light(s), and resets the system for additional master caution conditions.

SYSTEM ANNUNCIATOR PANEL / LIGHT(S) (amber)

Single left click on the panel to recall warnings. ILLUMINATED: An amber annunciator light has illuminated for the respective system.

LOCATED ON GLARE SHIELD OF MAIN INSTRUMENT PANEL.

NOTE: No alarm sound is heard when the Master Caution system is activated. This is accurate for the 737-300/400/500 models.

Includes only those systems located on the overhead panel. TO EXTINGUISH: Press the MASTER CAUTION Light (indicated by arrow) TO RECALL WARNINGS: Press and release the System Annunciator Panel. Upon pressing, if a master caution condition exists the appropriate system annunciator(s) light and MASTER CAUTION Light will illuminate.

Flight One Software / DreamFleet 2000

737 WARNINGS

12-2

PULL UP WARNING LIGHT (red) ILLUMINATED: Indicates that one or more of the following conditions exists: Excessive descent rate, excessive terrain closure rate, altitude loss after takeoff or go-around, unsafe terrain clearance when not in the landing configuration. BELOW GLIDE SLOPE ALERT LIGHT (amber) LOCATED ON MAIN INSTRUMENT PANEL, LEFT OF THE ASI.

ILLUMINATED: Airplane is more than 1.3 dots below the glide slope. PRESS: Cancels the below glide slope alerting if pressed while in the alerting area. GPWS INOPERATIVE LIGHT (amber) ILLUMINATED: GPWS malfunction or loss of power to the GPWS. Or, invalid inputs are being received from the radio alt., ADC, ILS receiver, IRS, FMC, stall management computers, or EFIS control panel (see NOTE).

LOCATED ON CENTER CONSOLE. IN REALITY, THIS IS LOCATED ON THE FIRST OFFICER’S, LOWER INSTRUMENT PANEL. NOTE: For the purposes of this simulation, as failure of the GPWS system is not being simulated, switching both flap and gear switches to INHIBIT will cause the INOP light to illuminate.

GROUND PROXIMITY SWITCHES Single left click in area shown by top box to open guard, then single left click in area shown by lower box to toggle the switch that will appear when guard is open. NORMAL (guarded position) - Flap or Landing gear position Logic is provided for Modes 2, 3 and 4. INHIBIT: Inhibits warnings/alerts caused by the flaps not being in the 30 or 40 position (FLAP INHIBIT), or the landing gear not being down (GEAR INHIBIT). GROUND PROXIMITY SYSTEM TEST SWITCH Single left click on switch to operate. PRESS: Conducts test of the various GPWS aural warnings.

Flight One Software / DreamFleet 2000

737 WARNINGS

12-3 SYSTEM DESCRIPTION GENERAL

Aural and visual warnings are used to alert the flight crew to conditions that require action or caution in the operation of the airplane. The type of signal used will vary, depending upon the degree of urgency or the hazard involved. Aural, visual, and tactile (feel) signals are used either alone or in combination to provide both warning and information regarding the nature of the condition. Conditions that require immediate corrective action by the flight crew are indicated by red warning, or annunciator lights, located in the area of the pilots' primary field of vision. These lights indicate engine, wheel well, or APU fires, autopilot disconnect, and landing gear unsafe conditions. Conditions which require timely corrective action by the flight crew are indicated by amber caution / annunciator lights. Blue annunciator lights inform the crew of certain system status, such as electrical power availability, valve position, and flight attendant or ground crew communications. Blue Lights do not require immediate crew attention. Aurals (Audible warning sounds) Several aural signals call attention to warnings and cautions. An aural warning for airspeed limit is provided by a clacker sound, the autopilot disconnect by a warning tone, cabin altitude by an intermittent horn, or landing gear positions by a steady horn. The takeoff configuration is given by an intermittent horn, and the fire warning by a fire warning bell. Ground proximity warnings and alerts are provided by voice warnings, such a “Pull Up”. On the real 737, stall warning is provided by the stick shaker (tactile warning), which would shake the control column when an impending stall is detected. For this simulation a stall warning horn replaces the stick shaker. Aural signals will automatically go silent when the associated condition no longer exists. Thus simply taking corrective action is all that is necessary to silence these signals. Continued on next page.

NOTE: No alarm sound is heard when the Master Caution system is activated. This is accurate for the 737-300/400/500 models.

Flight One Software / DreamFleet 2000

737 WARNINGS

12-4 System Annunciator Lights

Two system annunciator light panels are located on the glare shield, one on the captains side, and one on the first officer’s side. The annunciator Light panels include only those systems located on the overhead panel. If a caution condition exists, the appropriate system annunciator(s) and MASTER CAUTION lights will illuminate. NOTE: For the purposes of this simulation, those warning categories that are being simulated have been combined on the single system annunciator light panel that appears on the glare shield, and these warning categories are noted below in (“BOLD”) type face, and in the photo of the system annunciator light panel that appears below. ELEC (“ELEC”) LOW OIL PRESSURE HIGH OIL TEMP STANDBY PWR OFF TRANSFER BUS OFF BUS OFF

FLT CONT (“CTRLS”) LOW QUANTITY LOW PRESSURE FEEL DIFF PRESS SPEED TRIM FAIL MACH TRIM FAIL AUTO SLAT FAIL YAW DAMPER IRS FAULT ON DC DC FAIL

APU (“APU”) LOW OIL PRESSURE OVERSPEED

SHOWN WITH NO CAUTION LIGHTS ILLUMINATED.

FUEL (“FUEL”) LOW PRESSURE FILTER BYPASS

ENG REVERSER PMC-INOP LOW IDLE

ANTI-ICE (“A-ICE”) WINDOW OVERHEAT PITOT HEAT COWL ANTI-ICE HYD (“HYD”) OVERHEAT LOW PRESSURE DOORS (“DOOR”) FWD/AFT ENTRY AIRSTAIR EQUIPMENT FWD/AFT CARGO FWD/AFT SERVICE

OVHT/DET ENGINE 1 OVERHEAT ENGINE 2 OVERHEAT APU DET INOP

SHOWN WITH ALL SIMULATED CAUTION LIGHTS ILLUMINATED. NOTE: With each of the categories that have been simulated, not all of the items that may cause that light to illuminate have been simulated, only certain ones. We have left this for you to discover while using the panel.

OVERHEAD (“OVRH”) EQUIP COOLING OFF EMERGENCY EXIT LIGHTS NOT ARMED FLIGHT RECORDER OFF PASSENGER OXYGEN ON AIR COND DUCT OVERHEAT DUAL BLEED PACK TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF AUTO FAIL OFF SCHED DESCENT

Flight One Software / DreamFleet 2000

737 WARNINGS

12-5

GROUND PROXIMITY WARNING SYSTEM (GPWS)

GENERAL WARNING: DO NOT DEACTIVATE THE GPWS BY USE OF THE INHIBIT SWITCH OR SWITCHES EXCEPT FOR APPROVED PROCEDURES WHERE USE OF FLAPS AT LESS THAN NORMAL LANDING FLAP POSITION, OR LANDING GEAR UP, IS SPECIFIED. The Ground Proximity Warning System (GPWS) provides warnings to the flight crew when one of the following conditions exist: Mode 1:

Excessive descent rate

Mode 2:

Excessive terrain closure rate

Mode 3:

Altitude loss after takeoff or go-around

Mode 4:

Unsafe terrain clearance when not in the landing configuration

Mode 5:

Excessive deviation below an ILS glide slope.

Mode 6: Windshear condition encountered. (Windshear cannot be simulated in Flight Simulator) NOTE: The GPWS will not provide a warning of flight toward vertical terrain, such as the side of a mountain of building, or of slow descents into unsuitable terrain while in the landing configuration. The GPWS uses inputs from the following sources: Radio altitude from the captain's radio altimeter, Mach/airspeed and barometric altitude from air data computer No. 1, glide slope deviation signals from the glide slope receiver used by the captain, and landing gear lever and flap positions. The windshear mode also requires IRS and stall warning computer inputs. The system is armed when all required inputs are valid and the airplane is flown into one or more of the warning/alerting areas. The loss of an input will deactivate only the affected mode(s). Continued on next page.

Flight One Software / DreamFleet 2000

12-6

737 WARNINGS

Warnings for Modes 1 and 2 consist of red PULL UP lights and the aural "WHOOP WHOOP PULL UP". Alerts for Modes 1, 2, 3 and 4 consist of the red PULL UP lights and one of the following aurals "SINK RATE", "TERRAIN", "DON'T SINK", "T00 LOW GEAR", "T00 LOW FLAPS", or "T00 LOW TERRAIN". Alerting for Mode 5 consists of the amber BELOW G/S light and the aural "GLIDE SLOPE". If the course selected on the MCP is greater than 90° different from the IRS heading, Mode 5 is inhibited. Mode 6 warnings consist of a Windshear Warning message on the EADI and a siren followed by the voice warning "WINDSHEAR, WINDSHEAR, WINDSHEAR". Windshear warnings take priority over all other modes. A warning and/or alert will continue until the flight conditional(s) is corrected. NOTE: Windshear is not simulated in Flight Simulator, thus the windshear aural warning will only be heard when testing the GPWS. The ground proximity warning system automatically adjusts the warning and alert envelopes in order to avoid nuisance warnings or alerts at airports with unique terrain conditions.

Flight One Software / DreamFleet 2000

13-1

737 FLIGHT INSTRUMENTS

SYSTEM DESCRIPTION GENERAL The flight instruments are the primary instruments used to assist the pilot in controlling the aircraft. There are two types of instruments installed: Those that are electric, and receive their inputs from the air data computers, and those that are pneumatic, and receive inputs from the pitot static system. AIR DATA SYSTEM The air data system consists of the pitot static system and the air data computers. The system provides Pitot and/or static pressure information to various flight instruments and airplane systems. The pressure information is provided in one of two ways; either directly from the Pitot static system, or indirectly from an air data computer. The air data system is made up of the pitot static system, and 2 air data computers. The system will provide pitot and/or static air pressure information to the various flight instruments and airplane systems. This is done either directly to the instrument or system itself, or indirectly via the air data computers. Pitot Static System The pitot static (P/S) system provides both pitot and static pressure inputs to pressure-sensing instruments and those systems whose functions require airspeed, altitude or pressure information. There are 4 pitot static systems on the airplane: 1. Captain 2. First Officer 3. No. 1 auxiliary 4. No. 2 auxiliary The flight instruments and the air data computers make use of the Captain and First Officer systems, while the auxiliary systems are used by the various airplane systems. The standby airspeed and standby altimeter gauges are provided with static pressure from an alternate static system. Four combination pitot and static probes, located on the forward fuselage under the cockpit windows, provide the pressure inputs to the pitot static system. The probes each have one pitot and two static ports. Alternate static ports are located on each side of the fuselage, and all static systems are connected to one another to provide for dynamic balance. Continued on next page.

Flight One Software / DreamFleet 2000

737 FLIGHT INSTRUMENTS

13-2 Affected Instruments*

Instruments and systems that use the pitot static system, and that are potentially affected by a blockage or failure of same are: Airspeed/Mach Indicator Altimeter Altitude Alert Autothrottle Cabin Pressure Elevator Feel System Flap Load Relief System Flight Control Computers Flight Management Computer (FMC) Flight Recorder Ground Proximity Warning System IRU Mach Trim Stall Warning Computers Static Air Temperature Symbol Generator TAT Transponder Altitude Reporting True Airspeed Vertical Speed Indicator Vmo/Mmo warning Yaw Damper * Some instruments / systems on this list are not simulated in this product. Air Data Computers The two air data computers (ADCs) receive pitot and static pressure inputs from the respective pilot's pitot static system, and the ADCs convert these inputs in to electrical signals, which are then used to operate various flight instruments and airplane systems. The ADCs receive their power from the AC electrical busses.

Flight One Software / DreamFleet 2000

13-3

737 FLIGHT INSTRUMENTS PITOT STATIC SYSTEM SCHEMATIC DIAGRAM

Flight One Software / DreamFleet 2000

13-4

737 FLIGHT INSTRUMENTS

TOTAL AIR TEMPERATURE (TAT) SYSTEM One TAT probe with three sensing elements is installed, and it provides independent temperature data to each air data computer (ADC). The in-flight TAT indication is comprised of Outside Air Temperature (OAT) plus the ram rise. On the ground, the TAT indication is approximately the same as OAT if pitot heat is OFF. In flight, the table below is used to convert indicated TAT to true OAT*.

.30 INDICATED TAT: DEGREES C 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0 -5 -10 -15 -20 -25 -30 -35 -40

49 45 40 35 30 25 20 15 10 5 0 -5 -10 -15 -20 -24 -29 -34 -39 -44

INDICATED MACH NUMBER .40 .50 .60 .70 .73 .76 .78 .80 .82 TRUE OUTSIDE AIR TEMPERATURE: DEGREES C 47 39 37 35 33 31 29 49 42 35 33 30 28 26 25 49 44 37 30 28 25 24 22 21 45 . 40 33 26 24 21 19 18 16 40 35 28 21 19 17 15 13 11 35 30 23 17 15 12 11 9 7 30 25 19 12 10 8 6 4 3 26 20 14 8 6 3 1 0 -2 21 16 10 3 1 -1 -3 -5 -6 16 11 5 - 2 - 3 - 6 - 7 - 9 -11 11 6 0 - 6 - 8 -10 -12 -13 -15 6 2 - 5 -11 -13 -15 -16 •18 -19 1 - 3 - 9 -15 -17 -19 -21 -22 -24 - 3 - 8 -14 -20 -21 -24 -25 -27 -28 - 8 -13 -18 -24 -26 -28 -30 -31 -33 -13 -18 -23 -29 -31 -33 -34 -35 -37 -18 -22 -28 -33 -35 -37 -39 -40 -41 -23 -27 -32 -38 -39 -42 -43 -44 -46 -27 -32 -37 -42 -44 -46 -47 -49 -50 -32 -36 -42 -47 -49 -51 -52 -53 -55 -37 -41 -46 -51 -53 -55 -57 -58 -59 -42 -46 -51 -56 -58 -60 -61 •62 -63 -47 -51 -56 -61 -62 -64 -65 -66 -68

.84

27 23 19 14 10 5 1 -3 -7 -12 -16 -21 -25 -29 -34 -38 -43 -47 -51 -56 -60 -65 -69

* NOTE: Due to limitations within Flight Simulator it should be expected that this table might not prove 100% accurate when it is used in conjunction with temperatures observed in Flight Simulator.

Flight One Software / DreamFleet 2000

13-5

737 FLIGHT INSTRUMENTS

The electric Mach/Airspeed Indicator displays indicated airspeed, Mach and Vmo. The Airspeed Cursor on the indicator can be automatically positioned through the respective Autopilot Flight Director System Flight Control Computer (AFDS FCC) using inputs from the Flight Management Computer (FMC) or from the Speed Selector on the AFDS Mode Control Panel. The Airspeed Cursor can also be manually positioned. AIRSPEED CURSOR MODE ANNUNCIATOR (also refer to airspeed cursor control) Auto mode: Out of view Manual mode: In view AIRSPEED CURSOR (manual mode shown) Indicates target airspeed. - + - + - + Positioned manually or automatically, as selected by the Airspeed Cursor Control.

+

-

- +

+

AIRSPEED CURSOR CONTROL Click on center of knob to toggle mode between Auto and Manual. Click + / - to set airspeed cursor when in manual mode.

AIRSPEED MARKERS (BUGS) total of 5 Positioned manually to the desired airspeed reference. Click spots run along the top edge of the ASI for the first three bugs, and then along the right side for the last two bugs. AIRSPEED POINTER* Indicates airspeed in knots MACH DIGITAL COUNTER Shows Mach number, from .40 to .99 Mach, in digital form. Masked below .40 Mach.

AIRSPEED DIGITAL COUNTER Digital display of indicated airspeed in knots, becomes operative above 45 knots.

VMO POINTER Indicates the maximum operating indicated airspeed in knots

*NOTE: It is essential that FS2000 be set to show “indicated airspeed”, not true airspeed. At higher altitudes you will note lower indicated airspeeds, and mach becomes the reliable source for your true airspeed. This is accurate to how aircraft are operated in reality.

Flight One Software / DreamFleet 2000

737 FLIGHT INSTRUMENTS

13-6

The 737 is equipped with two standby instruments that work independent of the electrical system. STANDBY ALTIMETER and AIRSPEED INDICATOR ALTITUDE POINTER DIGITAL COUNTER A green flag appears in the left window when altitude is below 10,000 feet. A striped flag appears in the left window when altitude below zero feet is displayed.

+

BAROMETRIC SETTING WINDOWS Displays barometric correction in millibars and inches of mercury as set by the Barometric Setting Control knob.

-

AIRSPEED DISPLAY Displays indicated airspeed in knots. BAROMETRIC SETTING CONTROL Adjusts the barometric correction setting in both barometric setting windows.

STANDBY HORIZON INDICATOR

GYRO FLAG (not shown) Attitude indicator is unreliable, or inoperative. LOCALIZER NEEDLE AIRPLANE SYMBOL GLIDESLOPE NEEDLE CAGING CONTROL

Left click once, levels horizon with airplane symbol. Click again and control retracts.

-

+

LOCALIZER FLAG Localizer not active GLIDESLOPE FLAG Glideslope not active

ILS SELECTOR (shown in ILS position)

Single left click + / - to select. OFF-Needles and flags retracted from view ILS- Needles indicate position from localizer and glideslope. BCRS- Reverses sensing for localizer needle. Used during back course approach. Flight One Software / DreamFleet 2000

13-7

737 FLIGHT INSTRUMENTS

An electric altimeter displays your altitude. The Reference Altitude Marker is used to manually display a reference altitude; there is no automatic positioning of this marker. DIGITAL COUNTER Displays altitude in increments of thousands, hundreds and twenty feet. Warning flag OFF appears when there is no power to the unit. Green flag appears in the left window when altitude is below 10,000 feet. A NEGATIVE flag appears in the two left-hand windows when altitude below zero feet is displayed. REFERENCE ALTITUDE MARKER Manually positioned to the desired reference altitude using the Reference Altitude Marker Control.

-

+

-

+

BAROMETRIC SETTING WINDOW Shows barometric correction setting in millibars and inches of mercury as set by the Barometric Setting Control. REFERENCE ALTITUDE MARKER CONTROL Left click + /- to set. Used to manually set the reference altitude marker. BAROMETRIC SETTING CONTROL Left click + / - to set. Adjusts the barometric setting in the Barometric Setting Window. ALTITUDE NEEDLE Makes one revolution per one thousand feet.

Flight One Software / DreamFleet 2000

737 FLIGHT INSTRUMENTS

13-8

INSTANTANEOUS VERTICAL SPEED INDICATOR VERTICAL SPEED NEEDLE Shows rate of climb or descent from 0 to 6,000 feet per minute. OFF FLAG Indicates VSI is inoperative. OFF

This area intentionally left blank.

Flight One Software / DreamFleet 2000

737 FLIGHT INSTRUMENTS

13-9

An electronic clock is installed, and features two digital displays. Either Greenwich Mean Time (GMT) or local time may be set on the upper time display. The lower ET/CHR display is for either elapsed time or the chronograph (stop watch). Separate controls are provided for each display.

NOTE: Time and date settings that appear on the clock can be made using the Time and Season menu option in FS2000. For this reason, and for convenience, the clock’s operation has been modified slightly from the unit installed on the actual airplane. CHRONOGRAPH CONTROL (CHR) Single left click to operate

DATE CONTROL Single left click to operate Displays day and month alternating with the year at one-second intervals.

Controls the start, stop, and reset functions of the CHR display and second hand with successive clicks on the button. Overrides* any existing ET (elapsed time) display.

ELAPSED TIME / CHRONOMETER DISPLAY (ET / CHR)

TIME / DATE DISPLAY Displays time in 24-hour format (hours and minutes), and date in numerical format.

Displays either Elapsed Time as controlled by the Elapsed Time Control, or Chronograph Time as controlled by the Chronograph Control.

TIME CONTROL Single left click by each letter to move switch to that position. R: GMT time, as indicated in FS2000 menu. H: Local time as indicated in FS2000 menu. D: Time- Minutes set M: Time- Hours set

ET/CHR

ELAPSED TIME CONTROL (ET) Click on respective position (H, R, or RST) to move switch to that position. R: RUN- Starts elapsed timer in ET/CHR display. H: HOLD- Holds (freezes) elapsed time display. Click on R to resume. RST: RESET- Resets elapsed time display.

To set / change hours and minutes, click on the respective letter, and note the reading in the Time/Date Display. Additional clicks on that letter will increase the time (it is not possible to decrease). Once time is set, click on either R or D to display the new time.

*NOTE: When chronometer is started, any elapsed time on display in the ET/CHR display will be replaced by the chronometer time, however it will not be deleted. Resetting the chronometer will return the ET/CHR display to showing the current Elapsed Time.

Flight One Software / DreamFleet 2000

13-10

737 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

DECISION HEIGHT REFERENCE INDICATOR Displays selected decision height. Value also displayed on EADI.

EHSI BRIGHTNESS CONTROL KNOB Single left click + / - to operate

Display on EADI blanks out when a negative decision height value is selected.

EHSI MODE SELECTOR* Single left click + / - to set

Adjusts the brightness of the EHSI display.

Operation described on following pages. EHSI RANGE SELECTOR* Single left click + / - to set Selects the desired range in nautical miles (NM) for MAP, CTR MAP, PLAN and weather radar displays. WEATHER RADAR SWITCH Single left click to operate. Weather radar display on the EHSI is not simulated.

EHSI CONTROL PANEL LOCATED ON CENTER CONSOLE EADI BRIGHTNESS CONTROL KNOB Single left click + / - to adjust. Used to adjust the brightness of the EADI display.

DECISION HEIGHT RESET SWITCH Single left click to operate. Pressing will resets a DH alert on the EADI.

DECISION HEIGHT SELECTOR KNOB Single left click + / - to operate. Used to select the desired decision height for DH alerting purposes.

*These settings can also be adjusted by hidden click spots located in the 4 corners of the EHSI. See following page for further information.

EHSI MAP SWITCHES (Total of 5) Single left click to operate. Adds background data/symbols to the EHSI when activated. Multiple switches can be selected. (WPT shown ON) VOR/ADF: Displays VOR and/or ADF relative bearing radials if the VOR/ ADF receivers are tuned and reliable signals are being received. NAVAID (Navigation Aids): Displays the FMC’s database of high altitude navigation aids on map scales 80, 160, or 320 NM. Displays all of the FMC database navigation aids if on map scales 10, 20, or 40 NM. ARPT (Airports): Displays all airports which are stored in the FMC database and which are within the viewable map area displayed on the EHSI. RTE DATA (Route Data): Displays altitude constraints (if applicable) and the estimated time of arrival for each active route waypoint. WPT (Waypoints): Displays the waypoints in the FMC database, which are not in the flight plan’s route if the selected range is 40 NM or less.

Flight One Software / DreamFleet 2000

13-11

737 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) ELECTRONIC ATTITUDE DIRECTION INDICATOR (EADI)

FLIGHT MODE ANNUNCIATOR Annunciator area highlighted in white box for clarity. Described in “AUTOMATIC FLIGHT” section.

SLIP INDICATOR BALL

ELECTRONIC HORIZONTAL SITUATION INDICATOR (EHSI)

EADI MODE SELECTOR HIDDEN CLICK SPOTS* Single left click on – to turn knob counter clockwise, single left click on + to turn knob clockwise. Allows remote switching of the functions of the EADI Control Panel Mode Selector knob without needing to open the center console panel window. EADI RANGE SELECTOR HIDDEN CLICK SPOTS* Single left click on – to turn knob counter clockwise, single left click on + to turn knob clockwise. Allows remote switching of the functions of the EADI Control Panel Range Selector knob without needing to open the center console panel window. LOCATED ON MAIN PANEL

*NOTE: The + / - click spot symbols are not visible on the face of the instrument, but can be found when placing your mouse cursor in the respective area, at which point the cursor will appear as a “hand” with the respective symbol in it.

Flight One Software / DreamFleet 2000

14-1

737 NAVIGATION

The RDMI obtains navigation signals from the two VHF navigation receivers and the two ADF receivers, all located in the center console. NOTE: It is not possible to provide for a second, separate ADF signal in FS2000. Please refer to the section of the manual describing the operation of the ADF, and the use of “ADF2”.

DME INDICATORS 300 nm maximum range for DME stations. Dashes on DME2 indicator represent no DME reception. BEARING NEEDLES NARROW NEEDLE: Uses signals from the VHF NAV 1 receiver, or ADF 1 receiver. WIDE NEEDLE: Uses signals from the VHF NAV 2 receiver, or ADF 2 receiver. ADF/VOR BEARING NEEDLE SWITCHES Left click to toggle between ADF and VOR for the respective bearing needle. (Left=Narrow Needle, Right=Wide Needle) ADF / VOR BEARING NEEDLE INDICATORS Indicates which receiver the respective needle is set to. (Shown, narrow needle set to VOR1, wide needle set to ADF2) BEARING POINTER WARNING FLAGS Indicates no reception for that respective needle. (Not operative for ADF2) BEARING NEEDLE SWITCH INDICATORS Fixed needle representations that indicates which needle is controlled by the respective Bearing Needle Switch located below it.

Flight One Software / DreamFleet 2000

737 NAVIGATION

14-2

Two ADF receivers are installed, and are operated using a single control head. FS2000 is not capable of simultaneous reception of two different ADF signals; however for convenience we have enabled the ADF unit to tune two different frequencies along with the ability to select which of the two frequencies is the active one. ADF course information is displayed on the RDMI, with ADF1 being displayed on the narrow needle, and ADF2 being displayed on the wide needle. See the page concerning the RDMI for further information on use of the RDMI. NOTE: Due to FS2000 limitations, only the center three digits of the ADF frequency can be tuned, the 1st and 5th digits are inoperative. ADF 1 FREQUENCY DISPLAY ADF 2 FREQUENCY DISPLAY Click +/- above and below each of the center three digits to adjust frequency (clicks spots only shown for ADF 1, but are identical for ADF2)

+++ - - -

ADF SELECTOR SWITCH Single left click to toggle position. Selects which of the two ADF units are active.

ADF 1

+ ADF 2

IMPORTANT! ADF1 always controls the NARROW needle on the RDMI, and ADF2 always controls the WIDE needle on the RDMI. You will only be able to receive one ADF signal at a time on the RDMI, and the signal you receive will depend upon which ADF you have selected for use via the ADF SELECTOR SWITCH.

ADF MODE SELECTORS (ADF 2 shown, ADF 1 is identical) Left click +/- to select. OFF: ADF receiver off ANT: Audio reception optimized, no bearing information sent to the RDMI. ADF: Audio reception is possible, bearing information sent to the RDMI. TEST: ADF bearing needle indicates 45 degrees to the left of the RDMI lubber line.

Flight One Software / DreamFleet 2000

737 NAVIGATION

14-3

The 737 is equipped with two altitude reporting (encoding) ATC transponders. As FS2000 is unable to simulate two transponders, our transponder unit works as though both units were one. Thus, selecting either one of the two units makes no difference in operation. ALTITUDE REPORTING SWITCH

Single left click to toggle position. Enables altitude reporting from either from either of the transponders. ATC CODE DISPLAY Displays code selected by ATC code selector. FAULT LIGHT Illuminated: A fault in the transponder is detected. Also illuminates during test. ATC IDENT SWITCH Single left click to activate. Transmits identification signal.

+ _

+ _

+ _ +

SET FIRST & SECOND DIGITS

+ _

SET THIRD & FOURTH DIGITS

ATC CODE SELECTORS Sets the ATC code in the display window, and in both transponders. To set ATC code: The first digit is set via the + /- click spots to the left of the first knob (on the left). The second digit is set with the +/- click spots to the right of this knob. The third and fourth digits are set with an identical set of click spots to the left and right of the second (right) knob respectively. TRANSPONDER SWITCH Left click +/- to select. TEST: Performs self test function transponder 1 1: Set to transponder 1 STBY: Standby mode 2: Set to transponder 2 TEST: Performs self test function transponder 2

Flight One Software / DreamFleet 2000

737 NAVIGATION

14-4

The marker beacon gauge contains two parts: The adjustable brightness marker beacon lamps, and the sensitivity switch for the marker beacon receiver to the right of the lamps. In FS2000 the marker beacon audio tones for the outer, middle, and inner markers are controlled within FS2000, and these sounds will be heard even if there is no marker beacon gauge installed in the aircraft. As such we have no control over these sounds, and the marker beacon switch located on the Audio Selector Panel (ASP) on the center console will have no effect over the audio of the tones. They will be heard under all circumstances. Normally there is never a need to deal with the marker beacon gauge, however, for those who so desire, we have built in some functionality as to how the lamps operate. By changing the sensitivity switch from “HIGH” (default setting) to “LOW”, the lamps will not light up unless you are under 6,000’ AGL. You can also adjust the brightness of the three lamps, and three settings are provided: HIGH, MEDIUM, and LOW. To adjust the brightness of the lamps first click on the center of an individual lamp, and it will light up to its default state of bright. Upon doing this, move your mouse cursor either to the left or right of the lamp, and a – or + click spot will appear. Using these click posts you can dim or brighten the lamp. Once you have set the lamp to the desired brightness, click on it again and it will extinguish. This operation must be repeated for each of the three lamps. NOTE: Brightness levels you set will remain for the duration of your flight, and if you save that flight will remain indefinitely. However, if you launch the panel in a “fresh” state, the lamps will revert to their default BRIGHT state.

Lamp brightness adjustments

- *+ + - *+ - *+ -

Sensitivity switch

Flight One Software / DreamFleet 2000

737 NAVIGATION

14-5

AUTOMATIC FREQUENCY INDICATOR Indicates the frequency which has been tuned automatically by the FMC.

AUTO-MANUAL SWITCH Single left click to toggle between AUTO and MAN modes (AUTO mode shown).

The display goes blank when manual tuning is selected.

AUTO: Tuning is accomplished by the FMC. Pressing the switch will change the function from AUTO to MAN. MANUAL: Tuning must be accomplished manually by using the Frequency Selector.

+

+

-

-

LOCATED ON CENTER CONSOLE VOR/DME TEST SWITCH Operation of test switch not simulated. VOR: With a VOR frequency tuned and a course of 000 selected: - The Course Deviation Bar centers. - The VOR Bearing Pointer indicates 180 degrees. - The TO/FROM Annunciator shows FROM. DME: The DME Warning Flag appears for two seconds, then dashes appear for two seconds, then all zeroes (not to exceed 000.5) appear for 12 seconds or until the VOR/DME Test Switch is released.

MANUAL FREQUENCY INDICATOR Indicates the frequency which has been selected by rotating the Frequency Selector. A yellow bar will appear over the frequency when automatic tuning is selected (shown in photo). FREQUENCY SELECTOR Single left click + / - to operate. Click spots to left of knob control whole numbers, and click spots to right of knob control fractional numbers. Use to manually select the desired frequency. ILS TEST SWITCH Operation of test switch not simulated. UP/LT: With an ILS frequency selected, the glide slope indicates one dot up and the localizer indicates one dot left. DN/RT: With an ILS frequency selected, the glide slope indicates one dot down and the localizer indicates one dot right. VHF NAV TRANSFER SWITCH* Single left click on desired position to toggle. Enables selection of the opposite VHF NAV receiver in the event of receiver failure.

LOCATED ON OVERHEAD PANEL

* Aside from the switch moving when clicked upon, operation is not simulated, as failure of the NAV radios is not simulated.

Flight One Software / DreamFleet 2000

737 NAVIGATION

14-6 1

2

3

HELP

The FMC is launched by clicking on the “static” FMC that appears at the lower portion of the main panel. This is the FMC that appears to the left of the weather radar controls. After launch, you can bring the FMC in and out of view by using the Tab key. 1. This is how the FMC will appear after launch. 2. Right click on the FMC and a menu will appear. 3. Select HELP from the menu the menu, and the FMC will change to its HELP format as shown. NO PRINTED MANUAL IS PROVIDED FOR THE FMC. There are also audio tutorials available, and these can be selected either from the menu, or from another screen that will appear immediately upon launch of the FMC. When in HELP, use the PREVIOUS PAGE and NEXT PAGE keys to navigate. To close HELP click on the [X] in the lower right corner. This will close HELP, and the FMC will again reappear as is does in photo #1. To exit the FMC, right click again and select EXIT.

VERY IMPORTANT! Unless you already know how to use an FMC, you will most likely need to spend many hours reading the HELP, using the tutorials, and practicing with it. As the FMC is a program separate from Flight Simulator, you do not need to run Flight Simulator in order to run the FMC, thus you can learn to use it on its own, without having Flight Simulator to distract you. When the 737 was installed, an icon for the FMC was placed on your desktop. Simply click on this icon to launch the FMC, and it will appear on your desktop. You will note an amber warning light on the FMC that says “FS”, and this simply indicates that the FMC is running without Flight Simulator running.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-1

AUTOPILOT (A/P) DISENGAGE SWITCH Single left click to operate. PRESS: Disengages both A/Ps. The A/P disengage light will flash (see below) and the A/P disengage warning tone will sound for a minimum of two seconds.

AUTOPILOT DISENGAGE LIGHT (red/amber) Single left click on light to reset. LOCATED ON YOKE

Flashes red: Autopilot has disengaged. Reset by clicking on the light. Flashes Amber: If A/P automatically reverts to CWS pitch or roll while in CMD (Not simulated). Steady red: When test switch is moved to the up position. Steady amber: When test switch in moved to the down position.

LOCATED ON MAIN PANEL AUTOTHROTTLE DISENGAGE LIGHT (red/amber) Single left click on light to reset. Flashing red: Autothrottle has disengaged. Reset by clicking on the light. Steady red: When test switch is moved to the up position. Steady amber: When test switch in moved to the down position. TEST SWITCH (Spring loaded to center position) Single left click above and below the switch to move to the desired position. Will automatically return to center position after two seconds.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-2

STABILIZER OUT OF TRIM LIGHT (amber)

Illuminated: Stabilizer is not within acceptable trim limits for takeoff.

LOCATED ON MAIN PANEL

Note: The function of this light has been changed from what its function is in real life, where it is essentially a malfunction warning light for the autopilot, and when illuminated indicates that the autopilot is not trimming the stabilizer properly. As we are not simulating malfunctions of this nature, it was decided to provide it with another useful function instead. TAKEOFF / GO-AROUND SWITCH Single left click to operate. PRESS: Engages the AFDS and autothrottle (A/T) in takeoff or go-around mode.

LOCATED ON THROTTLE QUADRANT ALTITUDE ALERT LIGHT (amber) Illuminates and sounds alert tone when within 750 feet of selected altitude.

LOCATED ON MAIN PANEL

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-3

AUTOTHROTTLE (A/T) ARM SWITCH Single left click on switch to toggle position. ARM: Arms the A/T for engagement.

AUTOTHROTTLE INDICATOR LIGHT (green) ILLUMINATED: A/T ARM Switch is in the ARM position

OFF: Disengages A/T. IAS / MACH CHANGEOVER SWITCH Single left click to operate. PRESS: Changes IAS/MACH display between IAS and MACH readout. Automatic changeover occurs at FL260 (26,000 feet)

SPEED SELECTOR KNOB Single left click + / - to increase / decrease by 1 knot per click. Single right click + / - to increase / decrease by 10 knots per click. ROTATE - Sets speed in IAS/MACH display and positions the Airspeed Cursor. Selected speed is the reference speed for AFDS and A/T.

+ IAS/MACH DISPLAY Will displays 110 knots when first powered up on the ground. Will then display speed as selected using the Speed Selector Knob. Will also control the orange airspeed cursor on the Airspeed Indicator (ASI) when the Airspeed Cursor Control knob is set to automatic (see information about ASI in the Flight Instruments section).

Not operative when IAS/MACH display is blank.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-4

COURSE SELECTOR KNOB Single left click + / - to set course.

COURSE DISPLAY Displays the selected course.

Sets course in the course display for the VHF NAV receiver, AFDS and HSI.

HEADING SELECTOR Click spots are on right side of the knob. Single left click + / - to increase / decrease by 1 degree per click. Single right click + / - to increase / decrease by 10 degrees per click. Sets heading in Heading Display, and positions heading marker on the EHSI.

-

+*

FLIGHT DIRECTOR (FD) SWITCH Single left click on switch to toggle position. ON: Activates the FD command bar display on the EADI. OFF: Command bars are removed from the EADI. When switched on the Master Flight Director Indicator light just above (*) will illuminate.

BANK ANGLE SELECTOR Click spots are located on the left side of the heading knob. Single left click + / - to set. Sets the maximum bank angle for AFDS operation. Bank angles of 10, 15, 20, 25 and 30 degrees can be set. NOTE: It will not be easy to see the selector under the HDG knob. Practice will be required.

Flight One Software / DreamFleet 2000

+

+

-

-

HEADING DISPLAY Displays the selected heading.

15-5

737 AUTOMATIC FLIGHT

ALTITUDE DISPLAY

VERTICAL SPEED (V/S) DISPLAY

Displays the selected altitude from 0 to 50,000 ft in 100 ft increments. Displayed altitude is reference for altitude alerting and automatic level-offs.

Displays: 1. Selected vertical speeds from -7900 to +6000 fpm. 2. Present V/S when V/S mode is engaged via V/S mode switch. 50 fpm units if Less than 1,000 fpm. 100 fpm units if 1,000 fpm or greater.

Indicates 10,000 ft when power is first applied.

Display is blank (shown) when V /S mode is not active.

-

-

+ +

ALTITUDE SELECTOR KNOB Single left click + /- to adjust altitude in 100 foot increments.

VERTICAL SPEED THUMBWHEEL Single left click + / - to rotate increase / decrease vertical speed setting.

Single right click + /- to adjust altitude in 1000 foot increments.

Sets vertical speed in the vertical speed display above it.

Sets altitude in the Altitude Display above it.

Flight One Software / DreamFleet 2000

15-6

737 AUTOMATIC FLIGHT

AUTOPILOT ENGAGE SWITCHES Single left click on switch to operate. CMD (A, B): Enables all command modes for the AFD, in addition to A/P CWS operation. Selecting a second A/P when in CMD mode will disengage the first A/P unless APP mode is engaged. *CWS (A, B): A/P pitch and roll are controlled through application of control wheel and column pressures. If attitudes acquired exceed A/P Limits, A/P returns to attitude limits when control pressure is released. F/Ds can be operated in command modes while an A/P is engaged in CWS. CWS is not simulated- see NOTE below.

*NOTE: Due to limitations within Flight Simulator, CWS (Control Wheel Steering) cannot be simulated, and the CWS switches will not operate. In addition, in real life many airlines prohibit the use of CWS.

AUTOPILOT DISENGAGE BAR Single left click on bar to disengage A/P. While this bar would move in real life, this has not been simulated. Disengages both A/Ps if both are selected (APP mode only).

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-7

(1)

(2)

(1) N1 MODE MODE SELECTOR SWITCHES Single left click on switch to operate.

The autothrottle (A/T) will hold the N1 limit sent from the FMC.

ALL mode selector switches on the MCP are momentary contact switches, and all are operated via a single left mouse click.

(2) SPEED MODE

PRESS: Selects mode, and the mode switch illuminates. Pressing the mode switch a second time will deselect the mode, and extinguish the light. NOTE: Switch Lights do not indicate operating modes, only selection of that mode. Mode status is shown on the FMA (Flight Mode Annunciator) located on the EHSI.

The A/T will hold the speed shown in the IAS/MACH display. NOTE: N1, and SPEED mode switches select A/T modes only. These modes cannot engage if incompatible with AFDS modes already engaged. Under these conditions, the switches have no effect.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-8

(2)

(3)

(1)

(1)

(4)

(2)

MODE SELECTOR SWITCHES Single left click to operate. Lighted when selected, light extinguishes when deselected. (1) HEADING SELECT MODE AFDS turns to and maintains heading set in the heading display. The Bank Angle Selector limits the degree of bank. (2) LATERAL NAVIGATION MODE AFDS follows roll commands from the FMC to intercept and track the active FMC route. LNAV mode terminates when HDG SEL mode is engaged or upon VOR or LOC capture.

(4) APPROACH MODE Can be selected after the LOC frequency is tuned, and will allow for single or dual A/P operation. Allows selection of second A/P to CMD for arming and subsequent engagement. On some airplanes, LOC must be captured prior to G/S. AFDS intercepts and captures LOC as in VOR LOC mode. AFDS captures G/S at 2/5 dot then commands a descent rate and tracks G/S. APP mode switch extinguishes when LOC and G/S captured. After LOC and G/S captured and below 1500 ft RA, second A/P engages and FLARE armed annunciates. APP mode remains active until A/Ps are disengaged and both F/Ds turned OFF or a TO/GA switch is pressed. Additionally on some airplanes, if in single A/P operation, CWS can be engaged by manually overriding pitch or roll.

(3) VOR LOC MODE AFDS intercepts selected VOR or Localizer (LOC) course in heading select mod.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-9 (1)

(4)

(2)

MODE SELECTOR SWITCHES (1) VERTICAL NAVIGATION MODE (VNAV) 1. The AFDS and A/T will follow thrust and speed commands received from the FMC.

(3)

(2) LEVEL CHANGE MODE (LVL CHG) 1. The AFDS and A/T execute automatic climbs and descents to the MCP selected altitude at the MCP selected airspeed.

2. In VNAV climb. The A/T will hold the FMC thrust limit, and the AFDS will hold the FMC target speed.

2. The AFDS will hold the selected airspeed, while the A/T holds limit thrust for climbs and idle thrust for descents.

3. In VNAV SPD (speed) descent, the A/T retards the thrust to idle, and the AFDS hold the FMC target airspeed.

3. Airspeed can be changed with Speed Selector.

4.In VNAV PTH (path) descent, and the AFDS tracks the FMC’s descent path. 5. During a VNAV climb or a VNAV descent, automatic level off occurs at the MCP selected altitude or at VNAV altitude, whichever is reached first. In VNAV cruise, AFDS holds altitude and A/T will hold the FMC target speed. (3) VERTICAL SPEED MODE (V/S) Cannot be selected while the ALT HOLD mode is active at the selected altitude or after the glide slope has been captured in APP mode. NOTE: The V/S mode will be armed if a new altitude is selected while ALT HOLD is active at the previous altitude. Then, turning (clicking on) the V/S thumb wheel will activate VS mode, and allow setting of a vertical speed rate for the new altitude that has been selected.

4. Use of LVL CHG is Inhibited after G/S (glide slope) capture. (4) ALTITUDE HOLD MODE (ALT HLD) 1. The AFDS will command pitch in order to hold the MCP selected altitude or the altitude at when switch is pressed. 2. Mode Selector Switch light will extinguish when the altitude hold function engages automatically at the MCP selected altitude. 3. ALT HOLD is annunciated on the EHSI at all times the mode is active. 4. Use of ALT HOLD is Inhibited after G/S capture.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-10

FLIGHT MODE ANNUNCIATOR (FMA)

A/T ENGAGED MODE

PITCH ENGAGED MODE

ROLL ENGAGED MODE

(MCP SPD Shown)

(ALT HOLD Shown)

(HDG SEL Shown)

N1 GA RETARD FMC SPD MCP SPD THR HLD ARM

TO/GA V/S ALT ACQ ALT HOLD VNAV SPD VNAV PTH MCP SPD G/S FLARE

HDG SEL VOR/LOC LNAV

(G) Green (G) (G) (G) (G) (G) (W) White

(G) (G) (G) (G) (G) (G) (G) (G) (G)

(G) (G) (G) A/P STATUS (FD SHOWN) CMD FD

(G) (G)

EADI: LOCATED ON MAIN PANEL PITCH ARMED MODE (V/S Shown) G/S V/S G/S V/S FLARE

(W) (W) (W) (W)

ROLL ARMED MODE MODE CHANGE HIGHLIGHT SYMBOL (rectangle) (Shown drawn around ALT HOLD) The mode change highlight symbol, a rectangle, is drawn around each pitch, roll, and thrust engaged annunciation for a period of 10 seconds after the mode is engaged.

Flight One Software / DreamFleet 2000

(Not Shown) VOR/LOC

(W)

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737 AUTOMATIC FLIGHT

THRUST MODE & N1 LIMITS DISPLAYS Just above the engine N1 RPM displays are the N1 limit displays. This displays the active N1 Limit reference mode for autothrottle and manual thrust control. N1 Limits are also displayed by the N1 RPM Indicator cursors with the N1 Manual Set knobs pushed in. N1 Limits are normally calculated by the FMC. When FMC N1 limit calculations become invalid, or if either engine N1 is Less than 18 %, A/T LIM is annunciated. The autothrottle computer then calculates a single N1 Limit for the affected engine(s). AUTOTHROTTLE LIMIT LIGHT (white)

THRUST MODE DISPLAY

ILLUMINATED: Indicates the A/T computer is calculating a degraded N1 thrust Limit for the affected engine or engines.

Abbreviations that may appear in this display are: R = Reduced. Can appear with TO and CLB TO =Takeoff. CLB = Climb. CRZ = Cruise. G/A = Go-around. CON = Continuous. - - - = FMC is not computing thrust Limit.

N1 LIMIT DISPLAYS LOCATED ON MAIN INSTRUMENT PANEL

See explanation above.

Flight One Software / DreamFleet 2000

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737 AUTOMATIC FLIGHT

SYSTEM DESCRIPTION GENERAL The Automatic Flight System (AFS) consists of the Autopilot Flight Director System (AFDS) and the autothrottle (A/T). The Flight Management Computer (FMC) provides N1 limits and target N1 for the A/T, and airspeeds for the A/T and AFDS. The AFDS and A/T are operated from the AFDS Mode Control Panel (MCP) and the FMC from the Control Display Unit (CDU). The MCP is what is commonly referred to as the “autopilot”, but in reality is only a part of the AFDS. The CDU is what is commonly referred to as the FMC, but in reality is simply the control interface for the FMC. The MCP provides coordinated control of the autopilot (A/P); flight director (F/D), A/T and altitude alert functions. The AFDS and A/T are used to maintain airspeeds and or thrust settings calculated by the FMC. AFS mode status is displayed on the Flight Mode Annunciator (FMA), which is located at the top portion of the EADI. This is the critical display for determining exactly what mode the system is operating in, not reference to the lighted buttons on the MCP. AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) The AFDS consists of two individual Flight Control Computers (FCCs) and a single Mode Control Panel (MCP). The two FCCs are identified as A and B, and are so labeled on the MCP. For autopilot (A/P) operation, they will send control commands to their respective pitch and roll hydraulic servos, which in turn operate the flight controls. For F/D operation, each FCC controls the Flight Director (F/D) command bars on the respective EADI. In the case of this simulation, there is only one EADI to be concerned about, as the first officer’s EADI is not simulated. Continued on next page.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-13 MCP Mode Selector Switches

The Mode Selector Switches are pressed to select the desired command modes for the AFDS and A/T. The switches illuminate to indicate mode selection and the mode can be deselected by pressing the switch again. While a mode is active, deselection can be automatically inhibited and is indicated by the switch light being extinguished. When the engagement of a mode would conflict with current AFS operation, pressing the Mode Selector Switch will have no effect. However, all AFDS modes can be disengaged by selecting another command mode or by disengaging the A/P and turning the F/Ds off.

*

* *

*

*

*

*

*

Examples of Mode Selector Switches (noted with *) MCP Parameter Selections Parameter selections common to both FCCs for speed, heading, altitude and vertical speed are made from the MCP. Again, being that only the captain’s side of the instrument panel is being simulated, any reference to the first officer’s controls or displays should be considered only for information / educational purposes, as they are not simulated or otherwise appear on the instrument panel or MCP. Two course selectors and course displays are located on the MCP. The Captain's Course Selector (located on the left side of the MCP) provides selected course information to the A FCC, the No. 1 VHF NAV receiver and to the Captain's HSI Course Pointer and course deviation bar. The First Officer's Course Selector (not shown) provides selected course information to the B FCC, the No. 2 VHF NAV receiver and to the First Officer's HSI course pointer and deviation bar. Continued on next page.

Flight One Software / DreamFleet 2000

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737 AUTOMATIC FLIGHT

While in the VOR LOC or APP mode, the A FCC (A A/P and Captain's F/D), uses the selected course and NAV data from the No. 1 VHF NAV receiver. The B FCC (B A/P and First Officer's F/D) uses the selected course and NAV data from on the No. 2 VHF NAV receiver. As the first officer’s instruments / controls are not simulated, the No. 2 VHF NAV receiver is used solely to provide input to the captain’s RMI. AUTOPILOT ENGAGEMENT CRITERIA NOTE: Even though reference is made to it in this section, due to limitations within Flight Simulator, it is not possible to simulate the operation of the CWS (control wheel steering) feature of the autopilot. Each A/P can be engaged by pressing a CMD or CWS engage switch. A/P engagement in CMD or CWS is inhibited unless both of the following conditions are met: 1. No force is being applied to the control wheel*. 2. The Stabilizer Trim Autopilot Cutout Switch is at NORMAL*. Once the above conditions are satisfied and no failures exist, either A/P can be engaged in CMD or CWS by pressing the respective engage switch. Control pressure applied after an A/P is engaged in CMD, overrides the A/P into CWS pitch and or roll. The ON Light remains illuminated in the CMD engage switch. *For the purposes of this simulation, neither of these items will affect your ability to engage the autopilot. Specifically, your joystick or yoke will have no effect on your ability to engage or disengage the A/P, and movement of your joystick or yoke while under autopilot command will not cause the autopilot to disengage, as it would in real life. Only one A/P can be engaged at a given time unless the approach (APP) mode is engaged. Pressing an engage switch for the second A/P, while not in APP mode, engages the second A/P and will disengage the first A/P. The second A/P then operates in CWS or CMD without interrupting CWS or command operation. Continued on next page.

Flight One Software / DreamFleet 2000

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737 AUTOMATIC FLIGHT

AFDS COMMAND MODES Command modes can be armed or engaged with an A/P CMD engage switch selected and/or the F/D switches turned ON. Altitude Acquire Mode The altitude acquire mode is a transition maneuver that is entered into automatically from a V/S, LVL CHG, or VNAV climb or descent to a MCP selected altitude. Altitude acquire engagement is annunciated as ALT ACQ on the Flight Mode Annunciator (FMA) for pitch when leveling off in either V/S or LVL CHG. However, VNAV will remain annunciated throughout the altitude acquire mode when leveling in VNAV. ALT ACQ engagement is inhibited when the ALT HOLD Switch is pressed or while the glide slope is captured. Altitude Hold Mode The altitude hold mode provides pitch commands to hold the MCP selected altitude or the altitude at which the ALT HOLD Switch was pressed. ALT HOLD can be engaged in either of two conditions: 1. ALT HOLD at the MCP selected altitude. This is indicated by annunciation of ALT HOLD on the FMA and the ALT HOLD Switch Light being extinguished. 2. ALT HOLD not at the MCP selected altitude. This is indicated by the annunciation of ALT HOLD on the FMA and the ALT HOLD switch light being illuminated. ALT HOLD when not at the MCP selected altitude can occur with either of the following: 1. Pushing the ALT HOLD Switch while not at the MCP selected altitude. 2. Selecting a new MCP altitude while in ALT HOLD at the previously selected altitude. ALT HOLD is inhibited after glide slope (G/S) capture. When in ALT HOLD at the selected altitude, LVL CHG, V/S and VNAV climb and descent functions are inhibited until a new altitude is selected. Continued on next page.

Flight One Software / DreamFleet 2000

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737 AUTOMATIC FLIGHT

Vertical Speed (V/S) Mode The V/S mode provides pitch commands to hold the selected vertical speed and engages the A/T in the SPEED mode to hold the selected airspeed. The V/S mode has both an armed and an engaged state. Pressing the V/S Switch on the MCP will engage the V/S mode unless ALT HOLD is engaged, or after glide slope capture. Once engaged, V/S is annunciated on the FMA, the Vertical Speed Display changes from a blank display to indicate present vertical speed and the desired vertical speed can then be selected with the V/S thumbwheel. The V/S mode will become armed (no annunciation provided) if while in the ALT HOLD mode at the selected altitude, a new MCP altitude is selected which is more than 100 feet different than the previously selected altitude. In this situation V/S is armed and annunciated, and the V/S mode can be engaged, and a climb / descent to the new selected altitude initiated by moving the Vertical Speed thumbwheel The V/S mode will automatically engage when the ALT ACQ mode is engaged and a new altitude is selected on the MCP, which is more than 100 feet different than the previously selected altitude. The V/S mode will then annunciate as engaged, and the existing vertical speed will appear in the Vertical Speed Display. The V/S can then be changed with the Vertical Speed thumbwheel. Level Change Mode The LVL CHG mode coordinates airplane pitch and thrust to make automatic climbs and descents to MCP selected altitudes at MCP selected airspeeds. A level change is accomplished by selecting a new altitude on the MCP and then engaging LVL CHG on the MCP. Vertical speed cannot be controlled when using LVL CHG, as the two important parameters being controlled in LVL CHG are speed and altitude, with the V/S that results from this being observed on the vertical speed indicator (VSI). During a LVL CHG climb, the annunciations on the FMA are MCP SPD for pitch and N1 for the A/T. During a LVL CHG descent, the annunciations are MCP SPD for pitch and RETARD for the A/T, while thrust is reduced towards idle. When at idle thrust, ARM is annunciated for the A/T. If a speed mode had been active prior to engaging LVL CHG, that previous speed is retained as the target speed for the LVL CHG. If LVL CHG is engaged with no active speed mode, the IAS/Mach Display and Airspeed Cursors synchronize to the existing airplane speed, and present airplane speed becomes the LVL CHG target speed. After LVL CHG mode engagement, the target speed can be changed with the MCP Speed Selector. Continued on next page.

Flight One Software / DreamFleet 2000

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737 AUTOMATIC FLIGHT

Vertical Navigation Mode (VNAV) When the VNAV mode is engaged, the FMC controls AFDS pitch and A/T modes to fly the vertical profile selected on the FMC’s CDU. The profile includes pre-selected climbs, cruise altitudes, speeds, descents, and can also include altitude constraints at specified waypoints. The profile may even end with an ILS approach to the destination airport. In essence, VNAV navigates the airplane vertically through the flight plan or profile as programmed into the FMC.

The VNAV mode is selected by pressing the VNAV switch on the MCP, provided that FMC performance initialization (PERF INIT) has first been accomplished. Upon pressing the VNAV switch, the mode selector switch illuminates, the MCP IAS/Mach Display becomes blank and the Airspeed Cursor is positioned at the FMC commanded airspeed. The FMA displays to note are: VNAV SPD or VNAV PTH for the AFDS pitch mode and FMC SPD, N1, RETARD or ARM for the A/T mode. IMPORTANT: VNAV climbs and descents are constrained by the MCP selected Altitude, and VNAV speeds can be changed with the FMC CDU. Thus, if the FMC profile calls for a climb to 15,000 feet, but MCP selected altitude is set at 10,000 feet, VNAV will only climb the airplane to 10,000 feet. Proper MCP altitude selections will ensure correct altitude alerting while using VNAV. During VNAV path (VNAV PTH) cruise flight, selecting a lower altitude on the MCP will arm the FMC to automatically begin the descent to that altitude upon arrival at the FMC calculated top of descent point. During a VNAV path descent, VNAV remains engaged until: • • • •

Glideslope capture, or… Another pitch mode is selected, or… Flaps are extended beyond 15, or… LNAV is disengaged without localizer capture.

Continued on next page.

Flight One Software / DreamFleet 2000

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737 AUTOMATIC FLIGHT

Lateral Navigation Mode (LNAV) In the LNAV mode, the FMC controls AFDS intercept and track the route (or “flight plan”) programmed in to the FMC. The desired route is activated and modified through the FMC CDU. In addition to providing enroute guidance, the route can also include, and LNAV will execute terminal procedures such as SIDS, STARs and instrument approaches. In order to use LNAV there must be an active route programmed in to the FMC, capture criteria must be met, and the LNAV switch must be pressed on the MCP. Criteria for LNAV capture is divided into two categories. First, any airplane heading will satisfy capture criteria when the airplane is within 3 NM of the active route segment. Second, when the airplane is outside of 3 NM, the airplane must then be on an intercept course of 90 degrees or less, and intercept the route segment before the active waypoint. LNAV will automatically disconnect for the following reasons: • • •

It will disconnect upon reaching the end of the active route or upon entering a route discontinuity. It will disconnect upon either intercepting or missing the intercept of an approach path inbound. It will disconnect if either capture criteria is lost, or selecting HDG SEL is engaged on the MCP.

Heading Select Mode (HDG SEL) Use of the HDG SEL mode sends roll commands to turn to and maintain the heading shown in the MCP Heading Display. After HDG SEL is engaged, roll commands are given to turn in the same direction as the rotation of the heading selector knob. The bank angle limit selector, located beneath the HDG SEL knob, is used to control the degree of bank angle used when making a turn using HDG SEL. Pressing the Heading Select Switch on the MCP will engage the heading select mode. HDG SEL is then annunciated on the FMA, and the HDG SEL switch will illuminate. The HDG SEL mode automatically disengages upon capture of the selected radio course in the VOR LOC and APP modes. Continued on next page.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-19 VOR LOC Mode (VOR LOC)

The VOR mode controls roll commands in order to capture and track the selected VOR course. The LOC mode controls roll commands to capture and track the selected localizer (LOC) along the inbound front course bearing. Back course LOC tracking is not available. Pressing the VOR LOC Switch selects the VOR mode if a VOR frequency is tuned on VHF NAV receiver No. 1, or selects the LOC mode if a localizer frequency is tuned. The VOR LOC Switch illuminates and VOR LOC is annunciated on the FMA. The selected course can be intercepted while engaged in LNAV, or HDG SEL with an A/P CMD engage switch (A or B) selected. The capture point is variable and depends on intercept angle and closure rate. When a localizer frequency is selected, the navigation radios automatically switch from the antenna in the tail to the antenna in the nose when VOR/LOC is annunciated (armed or engaged). If antenna switching does not occur, the localizer and approach modes are inhibited. The VOR/LOC mode will automatically disengage if the master VHF navigation receiver is placed in the AUTO tuning mode. Approach (APP) Mode- Dual A/Ps The approach mode arms the AFDS to capture and track the localizer and glide slope. It can be engaged for dual or single A/P operation (A and/or B), and dual A/P approach operation will be described first. Approach mode allows both A/Ps (A and B) to be engaged at the same time, and this is the only time both can be engaged simultaneously. Dual A/P operation provides control through landing flare and touchdown or an automatic go-around. It does not provide roll out control, and this must be accomplished manually. It is essential during an ILS approach of this type that the pilot monitors the MCP and annunciations on the FMA, and is prepared to take over the approach, flare, or landing manually at a moment’s notice, for as in real life, things can also go wrong in Flight Simulator. Localizer and Glide Slope Armed It is necessary to have both VHF NAV receivers (NAV1 and NAV2) tuned to the same ILS frequency, and both A/Ps (A and B) must be engaged. After setting the localizer (ILS) frequencies and course, pressing the APP switch on the MCP selects the Approach mode. The APP switch will then illuminate, and VOR LOC and G/S will annunciate armed on the FMA (roll and pitch armed modes on FMA). The APP mode permits selecting the second A/P to engage in CMD. This arms the second A/P for automatic engagement after LOC and G/S capture and when descent below 1500 feet RA occurs. The localizer can be intercepted in the HDG SEL, or LNAV modes, and either the LOC or G/S can be captured first. Continued on next page.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-20 Localizer Capture

The LOC capture point is variable and depends on intercept angle and rate of closure. Upon LOC capture, VOR LOC annunciates captured (roll engaged mode readout on FMA). Glide Slope Capture The G/S can be captured from above or below. Upon capturing the G/S, G/S annunciates as captured (pitch engaged mode readout on FMA), the previous pitch mode disengages, the APP switch Light extinguishes if the Localizer has also been captured, airplane will track the G/S and the N1 thrust Limit annunciates GA.

PITCH ENGAGED MODE & ROLL ENGAGED MODE (top segment)

GA

G/S

VOR/LOC

G/S

VOR/LOC

INDICATES “ENGAGED” INDICATES “ARMED”

PITCH ARMED MODE & ROLL ARMED MODE (bottom segment) NOTE: Both modes are illuminated simultaneously for clarity, this will not normally occur. Engaged mode annunciations (top segment) will appear in green letters, while armed mode annunciations (bottom segment) will appear in white letters. Continued on next page.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-21 After LOC and G/S Capture

Shortly after capturing both LOC and G/S and below 1500 feet RA, the second A/P with couple with the flight controls, FLARE armed is annunciated on the FMA, and the A/P go-around mode arms but is not annunciated.

GA

G/S

VOR/LOC

FLARE

All annunciations will be in green, except “FLARE” which will be in white. 800 Feet Radio Altitude The second A/P must be engaged in CMD by 800 feet RA to execute a dual channel A/P approach. Otherwise, CMD engagement of the second A/P is inhibited. 400 Feet Radio Altitude The stabilizer is automatically trimmed an additional amount nose up. If the A/Ps subsequently disengage, forward control column force may be required to hold the desired pitch attitude. If FLARE is not armed by approximately 350 feet RA, both A/Ps automatically disengage.

IMPORTANT! At all times during this type of ILS approach, the pilot must be prepared to take over manually, and land the airplane. Do not switch to “spot view” to watch the plane land itself. Stay in the cockpit, unless you want to watch as your airplane makes a big hole in the ground. In such a case, there is no blame to place on Flight Simulator, or the 737. The cause of the accident will be described as “pilot’s failure to follow procedures and monitor the approach.”

Continued on next page.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-22 Flare

The A/P flare maneuver begins at approximately 50 feet RA (radio altitude) and is completed at touchdown, and FLARE engaged is also annunciated on the FMA, whereas prior to this it was annunciated as armed.

GA

FLARE

VOR/LOC

The stabilizer is again automatically trimmed an additional amount nose up at 50 feet RA. The A/T begins retarding thrust at approximately 27 feet RA so as to reach idle at touchdown. The A/T automatically disengages approximately 2 seconds after touchdown. The A/P must be manually disengaged after touchdown, and landing rollout is accomplished manually after disengaging the A/P. A/P Go-Around Mode Engagement of this mode is not performed on the MCP, but instead utilizes the TOGA button located on the throttle quadrant, or by use of a keyboard command. In reality, the TOGA buttons are two buttons located one on each thrust lever, just below the thrust lever handles, and within immediate reach of the pilot. With pitch engaged in GA, ALT ACQ engages when approaching the MCP selected altitude and ALT HOLD engages at the selected altitude if the stabilizer position is satisfactory for single A/P operation. The transition from GA to ALT ACQ is normally successful if the MCP selected altitude is at least 1,000 feet above the GA engagement altitude. A higher selected altitude may be required if full GA thrust is used. Example: A GA initiated at 700 feet MSL (Mean Sea Level) would require an MCP selected altitude of at least 1,700 feet, and preferably greater than that. If stabilizer trim is not satisfactory for single A/P operation, ALT ACQ is inhibited and the A/P disengage lights illuminate steady red and pitch remains in GA. To extinguish the A/P disengage lights, a higher altitude can be selected or the A/P can be disengaged. Continued on next page.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-23

Approach (APP) Mode- Single A/P A single A/P ILS approach can be executed by engaging only one A/P in CMD after pressing the APP mode select switch. Single A/P approach operation is the same as dual, with the following exceptions: • •

•

A/P status of 1 channel (A or B) is annunciated on the MCP for the entire approach after localizer capture. Full automatic flare and touchdown capability is not available. An A/P go-around is not available.

With the single autopilot ILS approach, the pilot must manually flare and land the plane. While not a strict operational requirement, It is suggested that with this type of approach that the pilot assume manual control of the aircraft, and hand fly the ILS course through to landing, starting at an altitude of no less than 1000 feet AGL (Above Ground Level). This will allow for enough time to become comfortable with the prevailing wind / weather conditions, in essence, to get the “feel” of the airplane. This also assists in maintaining pilot proficiency. FLIGHT DIRECTOR (F/D) The F/D commands operate in the same command modes as the A/P except: • • •

The Takeoff mode is a F/D only mode. Dual F/D guidance is available for single engine operation. The F/D has no Landing flare capability. F/D command bars retract from view at approximately 50 feet RA on an ILS approach.

The F/D switch on the MCP turns the F/D ON and OFF, and in reality, there are two F/D switches, one for each pilot (only the captain’s has been simulated). Turning the switch ON, will display command bars on the EADI, and the F/Ds can be operated with or without the A/P and A/T. Flight Director Takeoff Mode The F/D must be ON to engage the takeoff mode prior to starting the takeoff. The F/D takeoff mode is engaged by pressing the TO/GA switch on either the throttle quadrant or by using a keyboard command. The AFDS annunciation on the FMA is TO/GA. Initial F/D commands are 10 degrees nose-down pitch and wings level roll. At 60 knots IAS, the F/D pitch command changes to 15 degrees nose-up and roll remains wings level. Continued on next page.

Flight One Software / DreamFleet 2000

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The F/D can engage in the takeoff mode even if the F/D switch is off. If the TOGA switch is pressed after 80 knots IAS but before either 2000 feet AGL or 150 seconds after liftoff, the F/D command bars automatically appear for both pilots. The F/D provides pitch commands after liftoff. It continues to command 15 degrees pitch until a sufficient climb rate is acquired. It then commands pitch to maintain the MCP speed plus 20 knots IAS; this speed is set during preflight. Next, when either A/P is engaged in CMD or when the MCP speed selector is rotated, 20 knots IAS is added automatically to the MCP IAS/MACH display. Higher speeds may then be selected. F/D roll commands hold wings level from takeoff mode engagement through the takeoff climb out. To terminate the takeoff mode below 400 feet RA, both F/D switches must be turned OFF. Above 400 feet RA, the takeoff mode can be terminated by selecting other F/D pitch modes or by engaging an A/P in CMD. Engaging an A/P in CMD after a F/D takeoff, automatically engages the A/P and F/Ds in LVL CHG for pitch and HDG SEL for roll. If the F/D roll mode had been previously changed from TO/GA to LNAV, HDG SEL or VOR LOC, the A/P initially engages in the same roll mode as the F/Ds. When LVL CHG engages, the MCP IAS/Mach Display and Airspeed Cursors change to V2 + 20 knots. If an engine fails during takeoff before reaching V2 speed, F/D pitch commands are referenced to V2. If engine failure occurs after reaching V2, but less than V2 + 20, the reference speed is the speed at engine failure. If engine failure occurs at or above V2 + 20, V2 + 20 is the commanded speed. Reference speed is never less than V2 for the current flap setting. Roll control remains the same as for two engines operating. Flight Director Go-around Mode Several criteria must be met before the F/D can engage in the go-around mode. •

• • •

In-flight below 2,000 feet RA and not in the takeoff mode. Either F/D switch on or off. One or neither AP engaged in CMD. TO/GA switch pressed.

After engaging in GA, Command bars appear for both pilots, TO/GA is annunciated for the F/D pitch mode, the IAS/Mach Display blanks, and the Airspeed Cursors display maneuvering speed for the existing flap setting. Continued on next page.

Flight One Software / DreamFleet 2000

737 AUTOMATIC FLIGHT

15-25

Below 400 feet RA, both F/D switches must be turned from ON to OFF to exit the F/D GA mode. Above 400 feet RA, other pitch and roll modes can be selected. If the roll mode is changed first, the F/D pitch mode remains in the GA mode. If the pitch mode is changed first, F/D roll mode automatically changes to HDG SEL. Engaging an A/P in CMD following a F/D go-around automatically engages the A/P and F/Ds in LVL CHG and HDG SEL for pitch and roll respectively. Two Engine F/D Go-around The F/Ds command 15 degrees nose-up pitch and roll to hold the approach ground track at the time of GA engagement. After reaching a programmed rate of climb, pitch commands hold the maneuvering speed for each flap setting. Single Engine F/D Go-around During a single engine go-around, the F/D pitch command is initially 13 degrees nose-up but as climb rate increases, F/D pitch commands maintain a target speed. Roll commands are the same as for the two engine go-around. F/D target speed depends on whether ten seconds have elapsed since GA engagement: •

• •

If prior to ten seconds, the MCP selected approach speed becomes the target speed. If after ten seconds and the airspeed at engine failure is within five knots of the GA engagement speed, the airspeed that existed at GA engagement becomes the target speed. If after ten seconds and the airspeed at engine failure is more than five knots above GA engagement speed, then the current airspeed becomes the target speed.

In all cases, the GA target speed is not less than V2 speed based on flap position unless in wind shear conditions. The F/D target speed is displayed on the MCP and by the Airspeed Cursors. No commanded acceleration can occur until a higher speed is selected on the MCP. Continued on next page.

Flight One Software / DreamFleet 2000

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AUTOTHROTTLE The A/T system provides automatic thrust control from the start of takeoff through climb, cruise, descent, approach and go-around or landing. In normal operation, the FMC provides the A/T system with N1 limit values. The A/T moves the thrust levers with a separate servo motor on each thrust lever. Manually positioning the thrust levers does not cause A/T disengagement unless 10 degrees of thrust lever separation is exceeded during a dual channel approach after FLARE armed is annunciated. Following manual positioning, the A/T may reposition the thrust levers to comply with computed thrust requirements except while in the THR HOLD and ARM modes.

A/T - PMC Operation The A/T system operates properly with PMCs ON or OFF. In either case, the A/T computer controls to the FMC N1 Limits. During A/T operation, it is recommended that both PMCs be ON or both OFF, as this produces minimum thrust Lever separation. A/T takeoffs may be performed with both PMCs OFF. A/T Engagement and Disengagement Moving the A/T Arm Switch to ARM, arms the A/T for engagement in the N1, MCP SPD or FMC SPD mode. The A/T Arm Switch is magnetically held at ARM and releases to OFF when the A/T becomes disengaged. Any of the following conditions or actions disengages the A/T: • • • •

•

Moving the A/T Arm Switch to OFF. Pressing either A/T Disengage Switch. An A/T system fault is detected. 2 seconds have elapsed since landing touchdown. Thrust levers become separated more than 10 degrees during a dual channel approach after FLARE armed is annunciated.

Continued on next page.

Flight One Software / DreamFleet 2000

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A/T disengagement is followed by A/T Arm Switch releasing to OFF and a flashing red A/T Disengage Light. The A/T Disengage Lights can be extinguished by any of the following actions: • • •

Returning the A/T Arm Switch to ARM. Pressing either A/T Disengage Light Pressing either A/T Disengage Switch.

The A/T Disengage Lights do not illuminate when the A/T automatically disengages after landing touchdown. A/T Takeoff Mode The takeoff mode is engaged by pressing the TO/GA Switch with the airplane on the ground, the A/T armed and the desired takeoff N1 thrust Limit selected from the FMCs CDU. The A/T Annunciation changes from ARM to N1 and the thrust levers advance toward takeoff thrust. The A/T sets takeoff thrust. THR HOLD annunciates at 84 knots