BOEING B737 NG

GROUND RECURRENT TRAINING

MATRIX 6, ISSUE 1, REV 0, 2023

DOCUMENT NUMBER : LA-DO-03-DCOT-202

EFFECTIVE DATE : JULY 1 – DECEMBER 31, 2023
COURSE DESCRIPTION
This is a part of training for Boeing B737 NG flight crew member who has been
trained and qualified by company, who will continue to serve in the same duty
position and in same type rating

This course is conducted to enhance the understanding of aircraft systems and

non-aircraft system which covered in recurrent training syllabus matrix.

CRM, non-normal condition and non-technical subjects also discussed

TRAINING OBJECTIVE

• Trainee is expected to have better understanding on selected aircraft system and non-
aircraft system , and how to handle both normal and non-normal conditions

• Trainee is expected to be able to apply correct some non-normal maneuver, correct

flight technique, procedures, during simulator training and in line operation
COURSE HIGHLIGHT
TRAINING DATA
FLAP AND SLAT SYSTEM
COMMUNICATION SYSTEM
UNDERSTANDING GO-AROUND AUTOMATION
LANDING PERFORMANCE
ADVERSE WEATHER – DEICING AND ANTI-ICING PROCEDURE
AIRLINES SAFETY REPORT
EVIDENCE AND DATA COLLECTION

TRAINING DATA – LOFT & PPC (BATIK AND LION AIR)

July 1 – December 31, 2022
LOFT AND PC GRADE 1,2,3 PERCENTAGE
WORKLOAD MANAGEMENT (WLM) 46,33

SITUATIONAL AWARENESS (SAW) 62,99

PROBLEM SOLVING AND DECISION MAKING
47,93
PSD)
LEADERSHIP AND TEAMWORK (LTW) 31,60

COMMUNICATION (COM) 22,39

FLIGHT PATH MANAGEMENT - MANUAL
55,97
(FPM)
FLIGHT PATH MANAGEMENT -
22,17
AUTOMATION (FPA)
APPLICATION OF PROCEDURE (APK) 51,25

APPLICATION OF KNOWLEDGE (KNO) 54,81

0,00 10,00 20,00 30,00 40,00 50,00 60,00 70,00

EVIDENCE AND DATA COLLECTION

TRAINING DATA – Competencies Grade 1,2,3 Distribution

July 1 – December 31, 2022

Lion Air PPC - Grade 1,2,3 Distribution Batik Air PPC - Grade 1,2,3 Distribution
52,65 48,33
WORKLOAD MANAGEMENT (WLM) WORKLOAD MANAGEMENT (WLM)
84,17 54,66
SITUATIONAL AWARENESS (SAW) SITUATIONAL AWARENESS (SAW)
PROBLEM SOLVING AND DECISION MAKING 48,22 PROBLEM SOLVING AND DECISION MAKING 23,00
PSD) PSD)
49,55 26,66
LEADERSHIP AND TEAMWORK (LTW) LEADERSHIP AND TEAMWORK (LTW)
32,59 13,67
COMMUNICATION (COM) COMMUNICATION (COM)
80,24 53,18
FLIGHT PATH MANAGEMENT - MANUAL (FPM) FLIGHT PATH MANAGEMENT - MANUAL (FPM)
FLIGHT PATH MANAGEMENT - AUTOMATION 36,24 FLIGHT PATH MANAGEMENT - AUTOMATION 32,00
(FPA) (FPA)
73,34 64,66
APPLICATION OF PROCEDURE (APK) APPLICATION OF PROCEDURE (APK)
73,38 38,46
APPLICATION OF KNOWLEDGE (KNO) APPLICATION OF KNOWLEDGE (KNO)

0 10 20 30 40 50 60 70 80 90 0 10 20 30 40 50 60 70
EVIDENCE AND DATA COLLECTION

• TRAINING DATA JUL 1 – DEC 31, 2022 - LOFT

(BATIK AND LION AIR)
SEMESTER 4 LOFT FAILURE
FAIL
2%

TOTAL TRAINEE : 946

FAILED TRAINEE : 22

PASS
98%
EVIDENCE AND DATA COLLECTION

• TRAINING DATA JUL 1 – DEC 31, 2022 - LOFT

LOFT FAILURE - LION AIR LOFT FAILURE BATIK AIR

FAIL FAIL
2% 3%

PASS PASS
98% 97%

TOTAL TRAINEE : 670 TOTAL TRAINEE : 276

FAILED TRAINEE : 14 FAILED TRAINEE :8
EVIDENCE AND DATA COLLECTION

• TRAINING DATA JUL 1 – DEC 31, 2022 - PPC

(BATIK AND LION AIR)
SEMESTER 4 PPC FAILURE
FAIL
4%

TOTAL TRAINEE : 833

FAILED TRAINEE : 32

PASS
96%
EVIDENCE AND DATA COLLECTION

• TRAINING DATA JUL 1 – DEC 31, 2022 - PC

PC FAILURE - LION AIR PC FAILURE - BATIK AIR

FAIL FAIL
2% 8%

PASS
98%
PASS
92%

TOTAL TRAINEE : 573 TOTAL TRAINEE : 260

FAILED TRAINEE : 10 FAILED TRAINEE : 22
 FAILURE COMPETENCIES (GRADE 1 AND 2)
LOFT & PPC

27
25 25

FPM : FLIGHT PATH MANAGEMENT – MANUAL

SAW : SITUATIONAL AWARENESS
14 14 PSD : PROBLEM SOLVING AND DECISION
12
MAKING
APK : APPLICATION OF PROCEDURE
KNO : KNOWLEDGE

FPM SAW PSD APK KNO OTHERS

COMPETENCIES FOCUS
FOR MATRIX 6

• SITUATIONAL AWARENESS
• FLIGHT PATH MANAGEMENT – MANUAL
• APPLICATION OF KNOWLEDGE
• APPLICATION OF PROCEDURE
• PROBLEM SOLVING AND DECISION MAKING
COURSE HIGHLIGHT
TRAINING DATA
FLAP AND SLAT SYSTEM
COMMUNICATION SYSTEM
UNDERSTANDING GO-AROUND AUTOMATION
LANDING PERFORMANCE
ADVERSE WEATHER – DEICING AND ANTI-ICING PROCEDURE
AIRLINES SAFETY REPORT
B 737 NG FLAPS AND SLATS SYSTEM
Introduction

• Flaps and slats are high lift devices that increase wing lift and decrease stall speed
during take off, low speed maneuvering and landing
• LE devices consist of four flaps and eight slats ; two flaps inboard and four slats
outboard of each wings
• Normally hydraulic system B will supply power to both TE FLAPS and LE FLAPS &
SLATS
• In the event of system B fails, LE FLAPS AND SLATS can be extended using power
from HYDRAULIC STANDBY SYSTEM, while TE FLAPS can be operated electrically
LE Devices and TE Flaps Schematic
Leading Edge (LE) Flaps and Slats

4 Panel LE Slats

2 Panel LE Flaps
• LE Flaps have 2 position: Retracted and Full
extended LE Devices movement is sequenced
as a function of TE flaps selections
• LE Slats have 3 position: Rectracted, Extended,
and Full extended

LE Flaps on FULL EXTENDED position LE Flaps on FULL EXTENDED position

LE Slats on EXTENDED position LE Slats on FULL EXTENDED position
 Trailing Edge (TE) Flaps

• TE Flaps consists of double

slotted flaps inboard and
outboard of each wings
• TE Flap positions 1-15 provide
increased lift, while positions 14-
40 provide increased lift and
drag

Outboard flaps

Inboard flaps
Flap and Slats Sequencing

When the FLAP lever is moved from UP position to the any detent position, the TE flaps
extend to the commanded position and the LE :
• Flaps extend to the full extended position, and
• Slats extend to the extend position

When the FLAP lever is moved to beyond detent 25 position the TE flaps extend to the
commanded position and LE :
• Flaps remain at the full extended position, and
• Slats extend to the full extended position
Leading edge flaps/slats sequencing

TE Flaps 1-25 position TE Flaps beyond 25 position

Flap Load Relief

• Protects the TE flaps from excessive air loads whenever captain’s indicated airspeed is too
high for the selected flap setting by retracting the TE flaps to the next lower setting below the
selected flap lever position

• Flap load relief is a function of the FSEU (Flap Slat Electronic Unit) which receive data from
left ADIRU

• When activates, the flap lever does not move, only the flap indicator shows the retraction and
re-extension

• Available when flap selected to 10, 15, 25, 30, and 40 and not available during alternate flap
selection
Auto Slats

• Normally powered by hydraulic system B.

• An alternate source of power is provided by system A through a Power Transfer Unit

(PTU) if a loss of pressure is sensed from the higher volume system B engine driven
pump. The PTU uses system A pressure to power a hydraulic motorized pump,
pressurizing system B fluid to provide power for the autoslat operation.
• Auto slat system will function whenever the LE slats are in the EXTEND
position (TE Flaps position is at 1 – 25). It will drive the the LE slats to FULL
EXTENDED prior to the stick shaker activation if the airplane approach a stall
condition.

• The slats return to the extend position when the pitch angle is sufficiently
reduced below the stall critical attitude.

• When the auto slat system operates, the overhead LE device indicator will
show full extend to all LE Flaps and Slats, but will not illuminate the LE FLAPS
TRANSIT Light
Alternate extension

• This method is used in the event that hydraulic system B fail

• TE flaps can be operated electrically through the use of two alternate flap switches.
Switches must be held in the down position until flaps reach the desired position. No
asymmetry or skew protection

When using this method , LE flaps and slats are driven to the full extended position using
power from standby hydraulic system. Alternate flap switch should be held momentary in
the down position to extend the LE devices

Note : The LE devices cannot be retracted by the standby hydraulic system

Limitation

• The maximum altitude with flaps extended is 20,000 ft.

• Holding in icing conditions with flaps extended is prohibited.

Alternate flap duty cycle:

• When extending or retracting flaps with the ALTERNATE FLAPS position switch,
allow 15 seconds after releasing the ALTERNATE FLAPS position switch before
moving the switch again to avoid damage to the alternate flap motor clutch.

• After a complete extend/retract cycle, i.e., 0 to 15 and back to 0, allow 5 minutes

cooling before attempting another extension.
Flaps and Slats Malfunction
TE Flaps Asymmetry and Skew

An ASYMMETRY is present when a position misalignment is

detected between similar TE flap panels on the opposite wing

SKEW refers to a single TE flap panel where the inboard

end misaligns with the outboard end (bottom image).

In both cases, the FSEU commands the bypass valve to close, thereby stopping further movement
of the TE flaps. In both conditions, flaps indicator will show spilt, and NNC 9.28. Trailing Edge Flap
Asymmetry can be referenced.
TE Flaps Skew
NNC 9.28

The smallest indicated flaps position

in this is case is LH flaps, so the
flaps lever should be set to “UP”.
This procedure is to extend the LE devices by
using the alternate flaps

Despite previous procedure prohibit crew to

use the alternate flaps switch because of
no asymmetry protection, the step number
2 and 3 allows crew to use the switch
momentarily only to extend the leading-
edge devices
 Set VREF 40 + 40

This is the LE DEVICE

indicator when all flaps and
slats show FULL EXTENDED
position
Trailing edge Flap Disagree
QRH NNC 9.32

This is the condition where the flaps

indication and flaps lever shows
disagreement. No asymmetry exists
on flaps indicator

Checklist is intended to extend

the trailing edge flaps to 15 by
using the alternate flaps
anytime the TE flaps is not in
commanded position and
remain at below flaps 15
indication.
Only the disagreement at flaps
position less than 15 requires
further action
 Pilot still need to set the lever
to the desired position to get
With ALT FLAPS master the Flap Maneuver Speed”
switch in ARM position, the shown on the speed tape
TE Flap Bypass valve will
be closed to depressurize
TE Flap control
 To prevent landing gear configuration
warning sound during flaps extension,
flaps should be extended as the
schedule: Flaps 1, 5, Landing Gear
down, and Flaps 15

Bank angle should be limited

to 15 degrees

Do not get distracted with illumination of

LE FLAPS TRANSIT nor NNC check
This procedure is to extend the LE devices by
using the alternate flaps
Leading Edge Flaps Transit.
NNC 9.12
Example: Flap lever at 30 position,
but the TE flaps indicate 15. The flap
lever at beyond 25 position will drive
the LE devices to FULL EXTENDED
position. The disagreement between
the TE flaps position with LE device
will trigger the Lights to come ON.

Any LE device not in programmed

position with respect to TE flaps
COURSE HIGHLIGHT
TRAINING DATA
FLAP AND SLAT SYSTEM
COMMUNICATION SYSTEM
UNDERSTANDING GO-AROUND AUTOMATION
LANDING PERFORMANCE
ADVERSE WEATHER – DEICING AND ANTI-ICING PROCEDURE
AIRLINES SAFETY REPORT
B737 COMMUNICATION
SYSTEM
Introduction

The communication system includes:

• Radio communication system

• Interphone communication system
• Cockpit voice recorder system
• communication crew alerting system
Radio Communication System
Transmitter selector
Audio Control Panel
• Selects related communication system for
subsequent transmission.
• Only one switch may be selected at a time; pushing a
second switch deselects first switch.
• Reception is possible over the selected system
regardless of whether the related receiver switch is
on.

Receiver Switch

• allows reception of related communication system

or navigation receiver

• multiple switches may be selected

 V (Voice) – receive NAV and
ADF voice audio.
• keys oxygen mask or boom
microphone for transmission B (Both) – receive NAV and
as selected by transmitter ADF voice and Morse code
selector. identifier.

• keys oxygen mask or boom R (Range) – receive NAV

microphone for transmission and ADF morse code
as selected by transmitter identifier.
selector.

Selects oxygen mask or boom microphone for transmissions.

Any Audio Control
Panel (ACP)

VHF VHF VHF HF

1 2 3

PA SERV FLT
INT INT
Degraded Mode

Any Audio Control

Panel (ACP)

In ALT mode any transmission from that

station must be from the radio shown on the
chart below. In this mode, the ACP at that
station is inoperative and the crewmember
VHF
1
can only communicate on one radio.
 Interphone System
• Flight Interphone

Provide private communication between flight

deck crewmembers without intrusion from the
service interphone system.

The ground crew may also use the flight

interphone through a jack at the external
power receptacle.

The pilots can transmit directly over the flight interphone by using the I/C
switches disregard transmitter switch position. Alternately, any crewmember with
an ACP can transmit/receive over the flight interphone by using their related ACP
and normal PTT switches.
The service Interphone System
Provides intercommunication between the flight deck,
Flight Attendants, and ground personnel. Flight deck
crewmembers communicate using their related ACP
and any standard microphone.

The Flight Attendants communicate between flight

attendant stations or with the flight deck using any of
the attendant handsets. Anyone who picks up a
handset/microphone is automatically connected to
the system.

External jacks for use by maintenance or service

personnel can be added to the system by use of the
service interphone switch.
No need to turn ON the service Interphone
switch

Switch should be positioned to ON whenever

service interphone external jacks need to be
used
Passenger Address system

The Passenger Address (PA) system provides audio inputs to speakers in the cabin,
allowing announcements and music to be broadcast to the entire passenger cabin.

Audio input source priority:

1. PA from flight deck, It will pre-empt all music and other announcements,
including announcements in-progress being made using any Flight Attendant
handset.

2. PA from flight attendant headset, has priority over the PRAM and
entertainment systems.

3. PRAM, Provides pre-recorded messages and music over the PA system.

 To erase:

• Airplane on the ground

• Parking brake set
• AC power connected
• Push and hold the button
for 2 second
Cockpit Voice Recorder

The cockpit voice recorder uses four independent channels to record flight deck audio for
120 minutes. Recordings older than 120 minutes are automatically erased.

One channel records flight deck area conversations using the area microphone. The
other channels record individual ACP output (headset) audio and transmissions for the
pilots and observer.
COURSE HIGHLIGHT
TRAINING DATA
FLAP AND SLAT SYSTEM
COMMUNICATION SYSTEM
UNDERSTANDING GO-AROUND AUTOMATION
LANDING PERFORMANCE
ADVERSE WEATHER – DEICING AND ANTI-ICING PROCEDURE
AIRLINES SAFETY REPORT
How To make Go-around Safer
(Understanding GA Automation)
SOME FACTS FROM FLIGHT SAFETY FOUNDATION
(Go-around Safety Forum, 2013)

• One in ten go around reports record a potentially hazardous go-around outcome

• The lack of go-around decision is the leading risk factor in approach and landing
accidents and is the primary cause of runway excursions during landing. Yet less
than 5% of unstabilized approaches lead to a go-around.

• Go-around is relatively rare manoeuvre for most commercial pilots. On average, a

short haul pilot may make go-around once or twice a year and a long-haul pilot
may make a go around every 2 – 3 years. This might partially explain pilot
reluctance to perform a go around
• Low experience of one or both pilots is associated with difficulty in flying
go-arounds.

• Pilot monitoring effectiveness is often poor and can affect the safe
execution of go-arounds.

• Lack of a proper understanding of automation can affect go-around

safety

• Encouraging pilots to be “go-around minded” is essential for operational

safety and an analogy may be drawn with “go-minded” after V1 is
passed during take off.
• Go-around is the best decision to make whenever the safety of an
approach or a landing appears to be compromised.

• While the go-around Maneuver should be a normal and well-

trained procedure, difficulties can occur.

• A go-around Maneuver can be both effective and safe when

performed according to standard procedures by crew who are
alerted to possible hazard
 DISTRACTION
Automation
Many actions need Why Go-around
change, related to
to be performed in maneuver
the autopilot, flight
a short period of
Often Performed at director, and auto
low altitude, and throttles modes, all
time such as,
attitude, thrust,
ATC distraction
during go-around
needs to be
low speed of which need to
be read, checked,
flight path, airplane approached
configuration, pitch
and announced by
pilot
trim with care?
TWO PRIMARY ISSUES RELATED TO GO-
AROUND MANEUVERS

Extreme nose-up attitude

Extreme nose-down attitude

Somatogravic Illusion:

• A rapid acceleration, such as experienced during take-off and go-around

stimulates the otolith organs in the same way as tilting the head backward

• This action creates the illusion of being in a nose-up attitude, especially in

situations without good visual references

• The disoriented pilot may push the aircraft into a nose-low or dive attitude

• A rapid deceleration by quick reduction of the throttle(s) can have the

opposite effect, with the disoriented pilot pulling the aircraft into a nose-up or
stall attitude
Spatial Disorientation
High workload and pilot distraction will
breakdown the scanning process

Poor or disrupted pilot instrument

scanning may lead to a somatographic
illusion
Effective countermeasures • Flying and monitoring the pitch during attitude
to the upset : changes have priority over any other tasks,
including ATC communication while monitoring and
coordinating maneuver with PF

• Knowing and monitoring proper pitch attitude, and

power management.

• Keep ahead with the aircraft, understand how

automation works during go around

• Apply basics of instrument scanning as much as

ever and realizing that any distraction will
breakdown the scanning process

• Apply good CRM and monitoring process

Note: See B737 QRH – Non-normal Maneuvers / Upset Recovery for details
Note: See B737 QRH – Non-normal Maneuvers / Upset Recovery for details
Boeing B737 Go-Around Normal Procedure Change

FCOM Rev 36 and Earlier FCOM 37 and after

The intent of this change is to cause the pilot flying to consider the normal or non-normal
situation and call for the appropriate go-around flap setting.

This change also allows a go-around flap setting to be used when landing flaps have not
yet been selected, but a go-around from a published segment of the approach has been
initiated.

It also takes into account:

• The majority of go-arounds in the operational environment occur prior to Flaps 15
• Go-arounds where it is desirable to maintain a final landing flap configuration that is
greater than Flaps 15, e.g. initially during the balked landing
• Preventing known occurrences of the Pilot Monitoring automatically moving the flaps
to an unintended position in response to a Flaps 15 call when the flaps are already at
an appropriate setting for the phase of approach or conditions.
Training Recommendation

Some Pilots may have become conditioned to “pair” a call for go-around and
go-around flap selection as a continuous phrase, i.e. “Go-around, Flaps 15”
regardless of flap setting. This is a consequence of the majority of go-arounds
in training scenarios being conducted from at or around minima.

To correct this behaviour, and in light of this new guidance, it is recommended

that pilots will be trained to pause between the “Go-Around” and “Flaps”
call, to allow the PF to decide and specify the actual flap setting required. It is
also recommended to vary go-around training from different phases of the
approach and configurations other than the final landing configuration.
Go–Around Automation
• Go–Around (GA) mode is engaged by pushing either TO/GA switch.
• An A/P go–around requires dual A/P operation and is armed when FLARE
armed is annunciated.
• If both A/Ps are not operating, a manual F/D go–around is available.

With the A/T Arm switch at ARM, the A/T go–around mode is armed:
• when descending below 2000 feet RA (below 15,500 feet pressure altitude if
both RA’s have failed)
• with or without the AFDS engaged
• when at or above 2000 feet RA (at or above 15,500 feet pressure altitude if
both RA’s have failed), with flaps not up or G/S captured, the A/T will respond to
a TO/GA switch push, but will engage in the A/T N1 thrust mode and not the
reduced go around thrust mode.
With the first push of either TO/GA switch:
• Below 2000 feet RA :
• A/T (if armed) engages in GA and FMA indicates GA
• Thrust advances toward the reduced go–around N1 to produce 1000 to 2000 fpm
rate of climb

• At or above 2000 feet RA

• A/T (if armed) engages in N1 and FMA indicates N1
• Thrust advances toward the full go-around N1 thrust limit

• pitch mode engages in TO/GA and the Pitch Engaged Mode annunciation on the FMA
indicates TO/GA

• F/D pitch commands 15 degrees nose up until reaching programmed rate of climb. F/D
pitch then commands target airspeed for each flap setting based on maximum takeoff
weight calculations.
 Reduced GA
Thrust

First Push of TOGA switch N1

moves to reduced GA thrust to
produce 1000 to 2000 fpm rate
of climb. A/T (if armed) engages
in GA and FMA indicates GA

With second push of TOGA or

when GA executed at or above
2000 feet RA thrust advances
toward the full GA limit

FD pitch commands 15 degrees nose up until reaching programmed rate of climb (1000 – 2000 fpm),
then commands target airspeed for each flaps setting based on maximum takeoff weight
Below 400 Feet
Automatic Go-around Roll Mode
The Roll Mode annunciation will display LNAV
armed at or below 400 feet RA. F/D roll
commands hold current ground track

Above 400 feet RA LNAV will engage. The Roll

Mode annunciation will display LNAV armed at or
below 400 feet RA and LNAV engaged above 400
feet RA.
Above 400 Feet

Some aircraft does not have these feature, pilot

need to select roll mode (LNAV, HDG SEL)
manually at or above 400 feet
TO/GA mode termination from automatic go–around:

• Below 400 feet RA, the AFDS remains in the go–around mode unless both A/Ps and F/Ds are
disengaged

• above 400 feet RA, selecting a different pitch or roll mode.

• if the roll mode is changed first:
• the selected mode engages in single A/P roll operation and is controlled by the A/P which
was first in CMD
• pitch remains in dual A/P control in TO/GA mode.

• if the pitch mode is changed first:

• the selected mode engages in single A/P pitch operation and is controlled by the A/P
which was first in CMD
• the second A/P disengages
• the roll mode engages in CWS R.

• the A/T GA mode is terminated when:

• another pitch mode is selected
• ALT ACQ annunciates engaged.
Go-around Automation Notes:
• When go-around is initiated with auto throttle OFF, engaging the auto throttle to ON during GA will
immediately move the thrust lever to maximum GA thrust. FMA will indicates N1. Pilot needs to
anticipate the pitching UP moment and re-trim as necessary

• When the FD go-around is executed with auto throttle engaged, the thrust lever will move to the
reduced GA thrust, therefore no need to disengage the auto throttle.

• During dual channel approach, at approximately 400 feet, the autopilot start to trim aircraft aft to
accommodate auto flare operation. Extra caution should be given anytime FD go around is executed
below this altitude. Forward thrust combines with AFT trim position will immediately give the pitching
UP moment. Pilot need to re-trim immediately to prevent aircraft upset. Beware with somatographic
illusion during this distraction. To prevent this illusion, do not break down the instrument scanning.

• With the pitch mode in TOGA, the speed window will blank, and the speed program is controlled by
the AFDS depends on flaps position. Pilot can not intervene the speed with SPD INT button
Go Around Tips:

- Go around maneuver is a normal procedures. Pilot should mentally

prepare to execute a go-around anytime and anywhere. Be always ahead
of the airplane.

- No need to rush on moving thrust lever forward, initial pitch 10 – 12

degrees and 90% N1 thrust should be sufficient to get 1000 – 2000 fpm
climb until reaching the target speed.

- Understanding the GA automation and sufficient instrument scanning is

the key for a safe go around.
COURSE HIGHLIGHT
TRAINING DATA
FLAP AND SLAT SYSTEM
COMMUNICATION SYSTEM
UNDERSTANDING GO-AROUND AUTOMATION
LANDING PERFORMANCE
ADVERSE WEATHER – DEICING AND ANTI-ICING PROCEDURE
AIRLINES SAFETY REPORT
B737 Performance: Landing
The regulations require specific operational limitations for stopping on the landing
runway, or initial climb away from the runway during a missed approach.

Weight planning and establishing weight limitations for the aircraft allows the airline to
ensure the aircraft meet these requirements depending on ambient conditions.

Separate weight limitations are created for the Runway (the Landing Runway Limit
Weight) to cover touchdown and stopping, and for the Climb (the Landing Climb Limit
Weight), which covers a missed approach or “go-around” situation.

This data is found in the Runway Analysis Manual.

Landing Runway Limit Weight

The Landing Runway Weight must be such that a full stop landing can be made at the
destination or alternate airport within 60% of the effective length of the runway from a point
50 feet above the runway threshold at a speed no less than 1.3 Vso.

Low visibility and wet runways each require an additional 15% margin above the 60% of the
effective distance of the runway.

The runway length required for landing is based on a full spoiler extension, anti-skid brakes,
and flaps fully down throughout the landing roll.

Reverse thrust is not considered. It results in only about 300 ft less runway in dry
conditions.
LANDING SPEEDS

VS (Stall Speed)
• Vs – stalling speed or the minimum steady flight speed at which the airplane is
controllable.

VSO (Stall Speed-Landing Configuration)

• Vso – stalling speed or the minimum steady flight speed in the landing configuration.

VREF (Reference Speed)

• Vref – reference speed, it is normally 1.3 x Vso.

Three ways of slowing/stopping

• Reverse thrust, Aerodynamic braking, wheel brakes
Runway Conditions

Dynamic Hydroplaning
Occurs when a tire rolls through standing water, forms a bow wave then rolls up on top of the
wave losing contact with rwy. Rule of Thumb: 9 x square root of tire pressure

Viscous Hydroplaning
Occurs when there is a thin film o water covering a smooth surface such as paint or rubber-
coated portion of runway. Occurs much lower speed than Dynamic Hydroplaning.

Reverted Rubber Hydroplaning

Occurs during a locked wheel skid. Water trapped between tire and rwy is heated by friction,
tire rides on pocket of steam.
Dynamic Hydroplaning
Occurs when a tire rolls through standing water, forms a bow wave then rolls up on top of the wave
losing contact with rwy. Rule of Thumb: 9 x square root of tire pressure

How To Prevent :
• Don't land fast on a wet runway.
Dynamic hydroplaning happens at
about 8.6 times the square root of your
tire pressure.

• Keep your tires inflated. Under-inflated

tires hydroplane easier than properly
inflated ones.
• Use back pressure and aerodynamic braking to slow down. The more weight
you have on your tires, the better.
Viscous Hydroplaning
Occurs when there is a thin film o water covering a smooth surface such as paint or rubber-coated
portion of runway. Occurs much lower speed than Dynamic Hydroplaning.

How To Prevent :
• Land on a grooved runway, if
possible.
• Don't land fast.
• Keep your tires inflated. Under-
inflated tires hydroplane easier than
properly inflated ones.
• Use back pressure and
aerodynamic braking to slow down
and use light brake pressure.
Reverted Rubber Hydroplaning
Reverted rubber hydroplaning happens when your tires lock up, the rubber begins to melt, and
trapped water under the tire turns into steam. When it happens, you're riding on steam, and melting
your tires in the process.

How To Prevent :

• Use light brake pressure and use

aerodynamic braking to keep
maximum weight on your landing
gear.

• Use light brake pressure, and never

lock up your brakes on landing.
LANDING CLIMB WEIGHT(S)

The Landing Climb Limit Weight ensures compliance with both the Approach Climb and Landing
Climb requirements.

Approach Climb Performance (go-around or balked landing).

The approach climb gradient is based on an engine inoperative, the aircraft at maximum
certified landing weight, landing gear retracted, approach flaps set, and takeoff thrust on the
remaining engine(s). The demonstrated climb gradient must be at least 2.1%.

Landing Climb Performance (go-around or balked landing).

The landing climb gradient is based on all engines operating at takeoff thrust, full landing
flaps deployed, landing gear extended, and the aircraft at maximum certificated landing
weight. The gradient must be at least 3.2%.
LANDING DATA CONSIDERATIONS

Landing (Runway)
The 60% requirement is pre-dispatch ONLY and in the case of an in-flight emergency, the full
length of the runway can be considered for stopping, using the judgment of the captain and
dispatcher considering the current conditions at that airport.

Go-Around (Climb)
The length of the runway has no effect on the missed approach limitations of the aircraft as
this is an in-flight consideration only.
The requirement is for positive climb only; terrain clearance is not considered.
 Discussion Topics :

• Maximum allowable landing weight

• Calculating Vref
• Landing distance – normal config
• Quick turnaround limit weight
• Brake cooling
Maximum Allowable Landing Weight

When using FCOM performance data, the maximum allowable landing weight is the
lowest of the following:

• Landing field limit weight

• Landing climb limit weight
• Certificated maximum landing weight

If landing in low visibility condition is planned, the minimum one engine inoperative
go-around climb gradient must also be checked.
Maximum Allowable Landing Weight

Performance Dispatch - Text on page PD 24.4 describes how to perform

this calculation.

The information for this calculation is to be found on pages PD.22.1

onwards.

NOTE: The TEXT sections will be found AFTER the data sections in both PD and PI
Chapters and contains all the information required to perform the calculations.
Maximum Allowable Landing Weight

First calculate the Landing Field Limit Weight and the Climb Limit Weight.

For this example, use the following data:

• Aircraft B737-800
• Certificated Maximum Landing Weight 66,360 kg
• Flap 40
• Runway Dry
• Field length available 2,000 m
• Wind 20kts headwind
• OAT 30°C
• Pressure Altitude 2,000 ft
Landing Field Limit Weight

Enter Table 1 at Field Length available 2,000 m

and 20 kts Headwind:

Wind adjusted Field Length = 2,180 m.

Enter Table 2 at 2,200m (rounded up) and

pressure altitude 2,000 ft.

Adjusted Field Limit Weight = 87,500 kg

Climb Limit Weight

The Climb Limit Weight needs to be

calculated next.
Note Conditions: Valid for approach with
Flaps 15, Landing Flap 40.

Enter Table at OAT 30°C and Press Alt

2,000 ft.
Read off Landing Climb Limit Weight:
69,000kg

Note: There are penalties incurred when

operating in icing conditions with
forecast landing temperatures less
than 10°C.
Maximum Allowable Landing Weight - Solution

Recap:
Maximum Allowable Landing Weight is the lowest of:

Field Length Limit Weight 87,500 kg

Landing Climb Limit Weight 69,000 kg
Certificated Maximum Landing Weight 66,360 kg

Exercise: Would this still have been the case if we had changed the original
parameters as follows?
• Landing forecast OAT 9°C in visible precipitation
• Engine Anti-ice ON for Descent and Landing
Answer: Landing Climb Limit Weight now reduced by 5,500 kg to
63,500 kg and reduced by 300kg to 63,200kg;
so, the new CMLW of 63,200 kg.
Calculation of V REF

Calculate VREF using the Table on page PI.20.4 using the following data for
the Approach and Landing:

• Flaps 15 for the Approach and 30 for Landing

• Aircraft Weight 60,000 kg
Calculation of V REF

Enter Vref Table at

60,000kg and Flap 30:

Vref = 141 kts

Normal Configuration Landing Distance

Performance Inflight - Text on page PI.22.1 describes how to perform

this calculation.

The calculation also uses information to be found on pages PI.22.1 onwards.

Note: Important basic information is to be found in small print on page PI.27.8.

Reference distance is for sea level, no wind or slope and 2 engines at

maximum available reverse thrust.
Normal Configuration Landing Distance

For this calculation use the following data:

• Runway length 2,600 m

• Runway condition Dry
• Flap 30
• Auto brake setting 3
• Landing weight 65,000 kg
• Pressure altitude 2,000 ft
• Wind 10kt Headwind
• Runway slope 1% Down
• Temperature ISA + 10° C
• Approach speed VREF 30 + 5
• Speed brakes Manual
• Reverse thrust Not Available Go to Page PI.22.2
Normal Configuration Landing Distance

Enter Table for Normal Config. Landing Distance -

Flaps 30; Dry Runway; Autobrake 3.
Ref Distance : 1,700 m
Derive further corrections against given data:

No Correction required for Weight 1,700 m

Press Alt adjustment: +45 m (x2); +90 m 1,790 m

(Head) wind adjustment: - 75 m 1,715 m

Slope adjustment: Nil 1,715 m

Temperature adjustment: + 45 m 1,760 m

VREF adjustment: + 85 m 1,845 m
No Reverse Thrust: 0 m 1,845 m

Finally, Manual Speed brakes: + 50 m 1,895 m

Quick Turnaround Limit Weight

Performance Dispatch - Text on page PD.24.5 describes how

to perform this calculation.

The information for this calculation is to be found on page PD.22.7

For this calculation use the following data:

Landing Weight 60,000 kg
Flap 40
Pressure Altitude 2,000 ft
OAT 25°C
Tailwind 10 kt
Slope 1% Down
Aircraft has carbon brakes

Can the aircraft carry out a quick turnaround?

Quick Turnaround Limit Weight

Enter Table at 2,000 ft Pressure Altitude and

25°C.

Quick T/R Limit Weight = 75,700 kg

But, adjustments required:

10kt tailwind = - 8,150 kg 67,550 kg
1% Downhill = -1,150 66,400 kg

66,400 kg > 60,000 kg (landing weight)

So, under the above conditions a Quick
Turnround is possible.
Recommended Brake Cooling Schedule

• Advisory information is provided to assist in avoiding the problems associated with hot
brakes.
• For normal operation, most landings are at weights below the AFM quick
turnaround limit weight (PD).
• Use of the recommended cooling schedule will help avoid brake overheat and fuse
plug problems that could result from repeated landings at short time intervals or a
rejected take off.
• Times are provided for ground cooling and inflight gear down cooling.
• When using the Tables, linear interpolation may be used to obtain intermediate
values, which may be operationally useful.

BTMS – Brake Temperature Monitoring

System (optional)
Recommended Brake Cooling Schedule

The Performance Inflight sections give information on Brake Cooling:

refer PI-QRH.11.24, PI.22.29 and PI.26.9.

For this calculation of cooling time required, use the following data:

Landing Weight 60,000 kg

OAT 30°C
Pressure Altitude Sea level
Wind Calm
Brakes on speed 140 KIAS
Autobrake 3
Reverse Thrust No

What is the recommended Ground cooling time after landing?

Recommended Brake Cooling Schedule

Enter Table 1 at 60,000kg / 30°C

/ sea level and 140 KIAS:

34.5 Millions of Ft/lbs

Round to nearest whole
number.

See Notes for any wind correction.

Recommended Brake Cooling
Schedule

Enter Table 1 at PI.22.30 with 34.5

(interpolate) and Auto brake 3:

= 26.3 Millions of Ft/lbs

(Round to nearest whole number) = 28.

Enter Table 3 with 28 and read off

Cooling Time in minutes.

50 minutes on ground or 5 minutes in

the air.

See Notes for operational restrictions if in

CAUTION or FUSE PLUG MELT zones
Recommended Brake Cooling Schedule

From page PI.22.30 the notes below the table are very important:

Observe maximum quick turnaround limit. Table shows energy per brake added by a single
stop with all brakes operating. Energy is assumed to be equally distributed among the
operating brakes.

Add 1.0 million foot pounds for each taxi mile.

When in caution zone, wheel fuse plugs may melt. Delay takeoff and inspect after one
hour. If overheat occurs after takeoff, extend gear for at least 7 minutes.

When in fuse plug melt zone, clear runway immediately. Unless required, do not set
parking brake. Do not approach gear or attempt taxi for one hour. Tire, wheel and brake
replacement may be required. If overheat occurs after takeoff, extend gear soon for at least
12 minutes.
COURSE HIGHLIGHT
TRAINING DATA
FLAP AND SLAT SYSTEM
COMMUNICATION SYSTEM
UNDERSTANDING GO-AROUND AUTOMATION
LANDING PERFORMANCE
ADVERSE WEATHER – DEICING AND ANTI-ICING
PROCEDURE
AIRLINES SAFETY REPORT
 ADVERSE WEATHER
(DE-ICING / ANTI-ICING PROCEDURES)
Crew Reference:
• Company OM-A – Chapter 8.2 Cold Weather Operation

• Flight Crew Operating Manual (FCOM) – Supplementary

Procedures: Adverse Weather/Cold weather
Clean Aircraft Concept Policy

An assurance that a takeoff is not attempted when ice, snow,

slush, or frost is present or adhering to the wings, control surface,
engine inlet or other critical surface of the aircraft
Effect of frost, ice, or snow on wing surface airflow
Definitions

De-icing
The process which removes accumulated frost, ice, or snow from an
airplane, typically through the application of hot water or a hot
mixture of water and de-icing fluid.

Anti-icing
a precautionary procedure by which clean aircraft surfaces are
protected against the formation of ice and frost and the accumulation
of snow and slush for a limited period of time.
De-icing And Anti Icing Fluids

The SAE standards define four types of de-icing and anti-icing fluids.

• Type I fluids are unthickened and typically have a minimum of 80 percent glycol
and a relatively low viscosity, except at very cold temperatures. These fluids
provide some anti-icing protection, primarily due to the heat required for de-icing,
but have a relatively short HOT (Hold Over Time).

• Type II, III, and IV fluids typically contain a minimum of 50 percent glycol in
addition to polymer thickening agents. The thickening agents delay the flow-off of
the fluids from the airplane surfaces. As a result, type II, III, and IV fluids provide
longer HOT values than Type I fluids.
Type I fluids
Low viscosity, and are considered
"unthickened". They provide only short
term protection because they quickly
flow off surfaces after use. They are
typically sprayed on hot (130–180°F, 55-
80°C) at high pressure to remove snow,
ice, and frost. Usually they are dyed
orange to aid in identification and
application.
Type II fluids

Pseudoplastic, which means they contain a

polymeric thickening agent to prevent their
immediate flow off aircraft surfaces. Typically the
fluid film will remain in place until the aircraft
attains 100 knots or so (almost 200 km/h), at
which point the viscosity breaks down due to
shear stress. The high speeds required for
viscosity breakdown means that this type of fluid
is useful only for larger aircraft. The use of type II
fluids is diminishing in favour of type IV. Type II
fluids are generally very light yellow in colour.
Type III fluids

A compromise between type I and type

II fluids. They are intended for use on
slower aircraft, with a rotation speed of
less than 100 knots. Type III fluids are
generally light yellow in colour.
Type IV fluids

Meet the same standards as type II fluids, but they

provide a longer holdover time. They are typically
dyed green to aid in the application of a consistent
layer of fluid.
How De-Icing and Anti-icing Fluid Works

When applied to a clean surface,

the fluid forms a protective layer.
This layer has a lower freezing
point than the frozen precipitation,
which melts on contact with the
fluid. As the layer becomes diluted
by the melting precipitation, it
becomes less effective and frozen
precipitation can begin to
accumulate.
HOLDOVER TIME
HOT is the length of time that anti-icing fluid will prevent ice and snow from adhering
to and frost from forming on the treated surfaces of an airplane.

These times are only guidelines; a number of variables can reduce protection time,
including:

• The heavier the precipitation, the shorter the HOT.

• High winds or jet blast that cause the fluid to flow off, decreasing the protection
afforded by the fluid layer.
• Wet snow, which causes fluids to dilute and fail more quickly than dry snow.
• An airplane skin temperature lower than outside air temperature.
• Direct sunlight followed by precipitation.
• The use of incorrect equipment to apply fluids.
Hold over times starts with the first application of de-icing / anti-
icing fluid:

• One step process: Beginning of de-icing / anti icing

• Two Step process: Beginning of anti icing
De-icing / Anti-icing Process

De-icing/anti-icing will be performed as either a one-step or a two-step

process, depending on local pre-determined practices, prevailing weather
conditions, concentration of fluid used and available de-icing equipment and
facilities. Heating these fluids increases their de-icing effectiveness. However,
in the anti-icing process, unheated fluids are more effective.
One-step process:

The one-step process is carried out with heated anti-icing fluid. The fluid is
used to de-ice the aircraft and remains on the aircraft surface to provide
anti-icing capability. The Society of Automotive Engineers/International
Organisation for Standardisation Type I, II and IV fluids can be used, but
the protection provided by Type I fluid is less than that provided by Type II
and IV fluids.
Two-step process:

The two-step procedure contains two distinct steps.

The first step, de-icing, is accomplished with:

• Hot water; or
• A mixture of heated Type I fluid or water; or
• Heated concentrated Type I fluid.

The second step, anti-icing, is a separate fluid application. After de-icing a

separate overspray of anti-icing Type II or Type IV fluid is applied to protect the
aircraft’s critical services, therefore providing maximum anti-icing protection
SAMPLE For this particular fluid we can lookup a specific example such as:

• -10 Degrees Celsius

• 75% fluid and 25% water
• Light Snow

This shows that the fluid will provide

protection for 0:15 – 0:25. If you are
delayed longer than that, you will need to
deice again. Since every part of the
aircraft needs to be protected, the timing
starts when they first start spraying the
aircraft. Note that other types of fluid
(particularly Type I fluids)
have much shorter holdover times than
this
COURSE HIGHLIGHT
TRAINING DATA
FLAP AND SLAT SYSTEM
COMMUNICATION SYSTEM
UNDERSTANDING GO-AROUND AUTOMATION
LANDING PERFORMANCE
ADVERSE WEATHER – DEICING AND ANTI-ICING PROCEDURE
AIRLINES SAFETY REPORT
Abnormal Runway Contact (ARC) was the first highest most risk on
January – May 2023: Batik Air Top Risk
• High Vertical Acceleration at Touchdown (below 2G) was 7 occurrences
• High Vertical Acceleration at Touchdown (above 2G) was 2 occurrences. (January – May 2023)

Runway Excursion (RE):

• Taxi Speed High in Turn was 1
occurrence
• Path High in Approach was 1 occurrence

Loss of Control – Inflight (LOC-I):

• Improper Go Around Procedure was 1 occurrence.

Collision during Take-Off or Landing (CTOL):

• Path Low in Approach was 1 occurrence.

Controlled Flight into Terrain (CFIT):

Mid-air Collision (MAC): • Improper Approach Procedure was 1 occurrence
• Deviation on Standard Instrument Departure (SID) was • Improper Go Around Procedure was 3 occurrences
2 occurrences • Path Low in Approach was 1 occurrence
 Batik Air Top Event
(January – May 2023)
END OF PRESENTATION