FILOSOFIA OPERACIONAL BOEING

1. FILOSOFIA OPERACIONAL
FCOM VOLUMEN 1 Y 2
FCTM
QRH

2. CRITERIOS DE DISEÑO Y USO DEL
FCOM, QRH, FCTM, MEL, Y CDL
• RESPECTO AL FCTM BOEING ACLARA:
NOTE: IN THE EVENT OF A CONFLICT, THE PROCEDURES AND
RESTRICTIONS PUBLISHED IN THE FCOM, QRH, MMEL/MEL,
OR DDG TAKE PRECEDENCE OVER THE INFORMATION,
TECHNIQUES,
AND RECOMMENDATIONS IN THE FCTM.
NOTE: FIGURES IN THIS MANUAL ARE TO BE USED FOR TRAINING
PURPOSES ONLY. THIS DATA IS NOT SUITABLE AS A BASIS FOR
PERFORMANCE CALCULATIONS OR OTHER ENGINEERING
PURPOSES.
NOTE: IT IS THE RESPONSIBILITY OF THE INDIVIDUAL AIRLINE TO
DETERMINE APPLICABILITY OF THIS MANUAL TO ITS OPERATION.

3. FCTM
REGULATORY INFORMATION IN THIS MANUAL IS BASED UPON F.A.A
REGULATIONS AND REQUIREMENTS UNLESS OTHERWISE
INDICATED.
OTHER REGULATORY AGENCIES MAY HAVE DIFFERENT
REGULATIONS AND REQUIREMENTS THAT NEED TO BE ADDRESSED
BY NON-F.A.A OPERATORS. EXAMPLES OF REGULATIONS AND
REQUIREMENTS INCLUDE, BUT ARE NOT LIMITED TO, FAR TAKEOFF
FIELD REQUIREMENTS, AIRPLANE APPROACH CATEGORIES, AND
LOW VISIBILITY APPROACH CRITERIA.
EG.: POR EJEMPLO, A VECES HABLA DE CIRCUITOS A 1500 FT
Y TURBORREACTORES EN ARGENTINA ES 2000 FT.

4. FCTM
• THE FLIGHT CREW TRAINING MANUAL (FCTM) IS INTENDED TO
PROVIDE INFORMATION IN SUPPORT OF PROCEDURES LISTED IN
THE FLIGHT CREW OPERATIONS MANUAL (FCOM) AND
TECHNIQUES TO HELP THE PILOT ACCOMPLISH THESE
PROCEDURES SAFELY AND EFFICIENTLY.
• THE FCTM IS WRITTEN IN A FORMAT THAT IS MORE GENERAL
THAN THE FCOM.
• CONDITIONS BEYOND THE CONTROL OF THE FLIGHT CREW MAY
PRECLUDE FOLLOWING A MANEUVER EXACTLY.
• THE MANEUVERS ARE NOT INTENDED TO REPLACE GOOD
JUDGMENT AND LOGIC.

5. ÁREAS DE RESPONSABILIDAD
EACH CREWMEMBER IS ASSIGNED A FLIGHT DECK AREA TO
INITIATE ACTION IN ACCORDANCE WITH NORMAL AND
SUPPLEMENTARY PROCEDURES. NON-NORMAL PROCEDURAL
ACTIONS AND ACTIONS OUTSIDE THE CREWMEMBERS’ AREA OF
RESPONSIBILITY ARE INITIATED AT THE DIRECTION OF THE
CAPTAIN.

6. POLÍTICA DE USO DE LOS DU’S
UNLESS SPECIFICALLY DIRECTED IN A PROCEDURE, BOEING
DOES NOT RECOMMEND WHAT DISPLAYS THE CREW SHOULD BE
MONITORING DURING GROUND OR IN-FLIGHT OPERATIONS.
THE FLIGHT CREW IS ENCOURAGED TO SELECT A DISPLAY
DURING ANY PHASE OF FLIGHT THAT THEY FEEL IS THE MOST
EFFICIENT WAY TO GET DESIRED INFORMATION.

7. EVENTOS MANDATORIOS PARA INSPECCIÓN DE MNT

8. • HARD LANDING. (BOUNCEND LANDING- NOSE FIRST, ETC)
• SEVERE TURBULENCE.
• OVERSPEED - FLAP/SLAT, MMO/VMO, LANDING GEAR, LANDING
GEAR TIRES.
• HIGH-ENERGY STOP (REFER TO THE AMM FOR GUIDANCE)
• LIGHTNING STRIKE.
• EXTREME DUST (TEMA V.A.)(MANUAL DE DESPACHO)
• TAIL STRIKE.
• OVERWEIGHT LANDING.
• ANY EVENT THAT THE PILOT FEELS A MAINTENANCE INSPECTION
COULD BE NEEDED.
¿CUÁLES REPORTAMOS EN FORMA
MANADATORIA LUEGO DEL PRIMER
ATERRIZAJE?

9. NO OBSTANTE…..
• NOTE: IF IN DOUBT, THE BEST COURSE OF ACTION IS TO
REPORT IT.

10. REQUERIMIENTOS DE CALIFICACIÓN
…… COMMAND ABILITY AND GOOD JUDGMENT COMMENSURATE
WITH A HIGH LEVEL OF SAFETY MUST BE DEMONSTRATED……..

11. EVALUACIÓN DEL CRITERIO
• ...ADHERENCE TO APPROVED PROCEDURES…
• …ACTIONS BASED ON THE ANALYSIS OF SITUATIONS…
• “CARE AND PRUDENCE” IN SELECTING THE COURSE OF ACTION

12. “PROFICIENCY”
“THE ABILITY TO PERFORM TASKS
IN REAL TIME WITHOUT ASSITANCE”
FROM BOEING TRAINING MANUAL
SYLLABUS TRANSITION TRAINING B737 600 700 800 900

13. CRM POR BOEING
CONCIENCIA SITUACIONAL
…SITUATIONAL AWARENESS, OR THE ABILITY TO ACCURATELY
PERCEIVE WHAT IS GOING ON IN THE FLIGHT DECK AND
OUTSIDE THE AIRPLANE...,
“EXPERIENCE HAS PROVEN THAT THE MOST EFFECTIVE WAY TO
MAINTAIN SAFETY OF FLIGHT AND RESOLVE THESE SITUATIONS
IS TO COMBINE THE SKILLS AND EXPERIENCE OF ALL
CREWMEMBERS IN THE DECISION MAKING PROCESS TO
DETERMINE THE SAFEST COURSE OF ACTION.”

14. FLIGHT CREW OPERATIONS MANUAL

15. PROPÓSITO DEL FCOM
• PROVIDE THE NECESSARY OPERATING LIMITATIONS,
PROCEDURES, PERFORMANCE, AND SYSTEMS INFORMATION THE
FLIGHT CREW NEEDS TO SAFELY AND EFFICIENTLY OPERATE THE
737 AIRPLANE DURING ALL ANTICIPATED AIRLINE OPERATIONS.
• SERVE AS A COMPREHENSIVE REFERENCE FOR USE DURING
TRANSITION TRAINING FOR THE 737 AIRPLANE.
• SERVE AS A REVIEW GUIDE FOR USE IN RECURRENT TRAINING
AND PROFICIENCY CHECKS.
• PROVIDE NECESSARY OPERATIONAL DATA FROM THE FAA
APPROVED AIRPLANE FLIGHT MANUAL (AFM) TO ENSURE THAT
LEGAL REQUIREMENTS ARE SATISFIED ESTABLISH
STANDARDIZED PROCEDURES AND PRACTICES TO ENHANCE
BOEING OPERATIONAL PHILOSOPHY AND POLICY.

16. ESTRUCTURA DEL MANUAL
THIS MANUAL IS STRUCTURED IN A TWO–VOLUME FORMAT WITH A
QUICK REFERENCE HANDBOOK (QRH).
VOLUME 1 INCLUDES OPERATIONAL LIMITATIONS, NORMAL AND
SUPPLEMENTARY PROCEDURES, PLUS BOTH DISPATCH AND
INFLIGHT PERFORMANCE DATA.
VOLUME 2 CONTAINS SYSTEMS INFORMATION.
THE QRH CONTAINS ALL CHECKLISTS NECESSARY FOR NORMAL
AND NON–NORMAL PROCEDURES AS WELL AS CRITICAL IN–
FLIGHT PERFORMANCE DATA.

17. FCOM VOLUMEN 1
• PREFACE – CONTAINS GENERAL INFORMATION REGARDING THE
MANUAL’S PURPOSE, STRUCTURE, AND CONTENT. IT ALSO
CONTAINS LISTS OF ABBREVIATIONS, A RECORD OF REVISIONS,
BULLETINS, AND A LIST OF EFFECTIVE PAGES.
• LIMITATIONS AND NORMAL PROCEDURES CHAPTERS COVER
OPERATIONAL LIMITATIONS AND NORMAL PROCEDURES. ALL
OPERATING PROCEDURES ARE BASED ON A THOROUGH ANALYSIS
OF CREW ACTIVITY REQUIRED TO OPERATE THE AIRPLANE, AND
REFLECT THE LATEST KNOWLEDGE AND EXPERIENCE AVAILABLE.
• SUPPLEMENTARY PROCEDURES CHAPTER COVERS THOSE
PROCEDURES ACCOMPLISHED AS REQUIRED RATHER THAN
ROUTINELY ON EACH FLIGHT.

18. FCOM VOLUMEN 1
• PERFORMANCE INFLIGHT CHAPTER CONTAINS PERFORMANCE
INFORMATION NECESSARY FOR INFLIGHT USE.
• PERFORMANCE DISPATCH CHAPTER CONTAINS PERFORMANCE
INFORMATION NECESSARY FOR SELF DISPATCH.

19. FCOM VOLUMEN 2
CHAPTERS 1 THROUGH 15 CONTAIN GENERAL AIRPLANE
AND SYSTEMS INFORMATION. THESE CHAPTERS ARE
GENERALLY SUBDIVIDED INTO SECTIONS COVERING
CONTROLS AND INDICATORS AND SYSTEMS DESCRIPTIONS.

20. FCOM QRH
QUICK REFERENCE HANDBOOK (QRH)
• NON-NORMAL CHECKLISTS ARE PROVIDED TO COPE WITH OR
RESOLVE NON-NORMAL SITUATIONS ON THE GROUND OR IN
FLIGHT.
• THE QRH CONTAINS NORMAL CHECKLISTS,NON-NORMAL
CHECKLISTS, OPERATIONAL INFORMATION, PERFORMANCE
INFORMATION NECESSARY FOR INFLIGHT USE ON AN EXPEDITED
BASIS, AND MANEUVERS.

21. FCOM BULLETINS
THE MANUAL IS PERIODICALLY REVISED TO INCORPORATE
PERTINENT PROCEDURAL AND SYSTEMS INFORMATION.
ITEMS OF A MORE CRITICAL NATURE WILL BE INCORPORATED IN
OPERATIONAL BULLETINS AND DISTRIBUTED IN A TIMELY MANNER.
(VER IMPORTANCIA Y USO DE LOS FCOM BULLETINS, CONTIENEN
INFO QUE MUCHAS VECES NO ESTA EN OTRA DOCUMENTACIÓN
OPERATIVA) (ARSA TIENE MAS DE 20 FCOM BULLETINS ACTIVOS)

22. THE BOEING COMPANY ISSUES FLIGHT CREW OPERATIONS
MANUAL BULLETINS TO PROVIDE IMPORTANT INFORMATION TO
FLIGHT CREWS PRIOR TO THE NEXT FORMAL REVISION OF THE
FLIGHT CREW OPERATIONS MANUAL.
THE TRANSMITTED INFORMATION MAY BE OF INTEREST TO ONLY
SPECIFIC OPERATORS OR MAY APPLY TO ALL OPERATORS OF THIS
MODEL AIRPLANE. EACH BULLETIN WILL VARY.
TEMPORARY INFORMATION IS NORMALLY INCORPORATED INTO
THE MANUAL AT THE NEXT FORMAL REVISION.

23. UNA CURIOSIDAD…
DE LAS TANTAS COSAS QUE ASUME EL DISEÑO Y
EL C ON TEN ID O D EL FC OM
• THIS MANUAL IS WRITTEN UNDER THE ASSUMPTION THAT THE USER
HAS HAD PREVIOUS MULTI–ENGINE JET AIRCRAFT EXPERIENCE AND
IS FAMILIAR WITH BASIC JET AIRPLANE SYSTEMS AND BASIC PILOT
TECHNIQUES COMMON TO AIRPLANES OF THIS TYPE.
• THEREFORE, THE FCOM DOES NOT CONTAIN BASIC FLIGHT
INFORMATION THAT IS CONSIDERED PREREQUISITE TRAINING.
• SIMILAR CONSIDERACIÓN DA EL FPPM:
THIS MANUAL ASSUMES THE USER IS FAMILIAR WITH BASIC JET
AIRPLANE PERFORMANCE AND REGULATORY REQUIREMENTS COMMON
TO AIRPLANES OF THIS TYPE.

24. ¿CÓMO IDENTIFICAMOS SI UN
PROCEDIMIENTO ES APLICABLE A LA
AERONAVE QUE ESTAMOS UTILIZANDO?
4 FORMAS RECONOCE Y SE UTILIZAN EN LA DOCUMENTACIÓN
BOEING:
• AIRPLANE NUMBER : 008
• REGISTRY NUMBER : LV-CPH
• SERIAL NUMBER : 28238
• TABULATION NUMBER: YA336
• MODELO EJEMPLO 737-85F
(EN REALIDAD HABRÍA 5, PORQUE TAMBIÉN SE USA EL MODELO,
POR EJEMPLO, PARA LA MEL).

25. WARNINGS, CAUTIOSN & NOTES
WARNING: AN OPERATING PROCEDURE, TECHNIQUE, ETC., THAT
MAY RESULT IN PERSONAL INJURY OR LOSS OF LIFE IF
NOT CAREFULLY FOLLOWED.
CAUTION: AN OPERATING PROCEDURE, TECHNIQUE, ETC., THAT
MAY RESULT IN DAMAGE TO EQUIPMENT IF NOT
CAREFULLY FOLLOWED.
NOTE: AN OPERATING PROCEDURE, TECHNIQUE, ETC.,
CONSIDERED ESSENTIAL TO EMPHASIZE.
INFORMATION CONTAINED IN NOTES MAY ALSO BE SAFETY
RELATED.

26. FCOM
CUSTOMER CONFIGURED AIRPLANE EFFECTIVITY
&
SPECIAL NOTE (ARG)

27. LIMITACIONES
• ¿CUÁNTAS LIMITACIONES TIENE EL AVIÓN?
• ¿DÓNDE ESTÁN?
• ¿CUÁLES HAY QUE SABER DE MEMORIA?
• ¿CUÁLES ESTÁN EN LA SECCIÓN LIM Y CUÁLES NO?

28. ¿QUÉ CONTENIDO TIENE ESTE BREVE
CAPÍTULO DE “LIMITACIONES”?
INFORMATION IS INCLUDED IF IT IS:
• OPERATIONALLY SIGNIFICANT
• REQUIRED BY FAA AIRWORTHINESS DIRECTIVE
• REQUIRED BY ANOTHER REGULATORY REQUIREMENT.

29. ¿QUÉ INFORMACIÓN NO INCLUYE EL
CAPÍTULO “LIMITACIONES”?
INFORMATION IS NOT INCLUDED IF IT IS:
• INCORPORATED INTO FCOM NORMAL, SUPPLEMENTARY, OR NON-
NORMAL PROCEDURES, WITH A FEW EXCEPTIONS… (OSEA, QUE
SEGÚN BOEING HAY LIMITACIONES Y DATOS A SABER [Y EN SU
GRAN MAYORÍA DE MEMORIA] EN OTRAS MUCHAS SECCIONES
ADEMÁS DE LIM Y RECALL ÍTEMS…)
EJ.: MANEUVERS MAN 05.1 (FLIGHT CREWS ARE EXPECTED TO
DO NON NORMAL MANEUVERS FROM MEMORY!)
• SHOWN ON A PLACARD, DISPLAY, OR OTHER MARKING.
• # SHOULD BE MEMORIZED SYMBOL.

30. NORMAL CHECKLISTS
CUÁNDO Y PARA QUÉ SE USAN LAS N.C.:
• NORMAL CHECKLISTS ARE USED AFTER DOING ALL RESPECTIVE
PROCEDURAL ÍTEMS, (QUE YA VIMOS QUE HACEN DE MEMORIA Y
SIGUEN UN SCANNING, DEFINIDO POR BOEING O POR AR EN
NUESTRO CASO).
• THE N.C. IS USED TO VERIFY THAT CRITICAL ITEMS HAVE BEEN
DONE.
“BOTH PILOST VISUALLY VERIFY THAT EACH ÍTEM IS IN THE NEEDED
CONFIGURATION OR THAT THE STEP IS DONE.”

31. NORMAL CHECKLISTS
SIEMPRE QUE UNA CONFIGURACIÓN NO SEA SATISFACTORIA O LA
RESPUESTA DE UN SISTEMA NO SEA LA ADECUADA:
1) STOP THE CHECKLIST
2) COMPLETE THE RESPECTIVE PROCEDURE STEPS
3) CONTINUE THE CHECKLIST

32. NORMAL CHECKLISTS
SI TUVIMOS ALGUNA DISTRACCIÓN O DEMORAS Y SE EVIDENCIA QUE
HAY UNA ANORMALIDAD EN LAS CONFIGURACIONES DE LOS
DISTINTOS SISTEMAS:
1) STOP THE CHECKLIST
2) COMPLETE THE ENTIRE PROCEDURE
3) DO THE CHECKLIST FROM THE START

33. NORMAL CHECKLISTS
SI TUVIMOS QUE INTERRUMPIR UNA LISTA:
IF A PILOT IS NOT SURE WHERE THE CHECKLIST WAS STOPPED, DO
THE CHECKLIST FROM THE START. IF THE CHECKLIST IS STOPPED
FOR A LONG TIME, ALSO DO THE CHECKLIST FROM THE START.
COMO YA ES SABIDO…
SIEMPRE AL FINALIZAR UNA LISTA NC, SP OR NNC:
ANUNCIAR: CHECKLIST COMPLETE

34. AHORA SE UNEN LOS PRINCIPIOS Y
CRITERIOS DE LOS N.P. Y LAS N.C.
EL CRITERIO QUE SIGUEN LOS NP Y LOS CONTENIDOS DE LAS NC:
THE CHECKLIST HAS THE MINIMUN ITEMS NEEDED
TO OPERATE THE AIRPLANE SAFELY.
THE NC IS USED TO VERIFY THAT CRITICAL ITEMS HAVE BEEN
DONE.

35. SEIS CRITERIOS DE CONTENIDOS
SON UTILIZADOS
1. ITEMS ESSENTIAL TO SAFETY OF FLIGHT THAT ARE NOT MONITORED BY
AN ALERTING SYSTEM, OR
2. ITEMS ESSENTIAL TO SAFETY OF FLIGHT THAT ARE MONITORED BY AN
ALERTING SYSTEM BUT IF NOT DONE, WOULD LIKELY RESULT IN A
CATASTROPHIC EVENT IF THE ALERTING SYSTEM FAILS, OR
3. ITEMS NEEDED TO MEET REGULATORY REQUIREMENTS, OR
4. ITEMS NEEDED TO MAINTAIN FLEET COMMONALITY BETWEEN THE 737,
747-400, 757, 767, 777, AND 787, OR
5. ITEMS THAT ENHANCE SAFETY OF FLIGHT AND ARE NOT MONITORED BY
AN ALERTING SYSTEM (FOR EXAMPLE THE AUTOBRAKE), OR
6. DURING SHUTDOWN AND SECURE, ITEMS THAT COULD RESULT IN
INJURY TO PERSONNEL OR DAMAGE TO EQUIPMENT IF NOT DONE.

36. MÁS SOBRE LA FILOSOFÍA DE DISEÑO
Y CONTENIDO DE LAS CHEKLISTS
¿CUÁL ES LA DIFERENCIA ENTRE LANDING GEAR LEVER DOWN Y
LANDING GEAR DOWN?
• WHEN A CHECKLIST CHALLENGE DOES NOT END WITH “SWITCH
OR LEVER”, THEN THE CHALLENGE REFERS TO SYSTEM STATUS.
FOR EXAMPLE, “LANDING GEAR...DOWN”, REFERS TO THE STATUS
OF THE LANDING GEAR, NOT JUST THE POSITION OF THE LEVER.
• WHEN A CHECKLIST CHALLENGE ENDS WITH “SWITCH OR LEVER”,
THEN THE CHALLENGE REFERS TO THE POSITION OF THE SWITCH
OR LEVER. FOR EXAMPLE, “ENGINE START LEVERS...CUTOFF”
REFERS TO THE POSITION OF THE LEVERS.

37. CDU/FMC
BEFORE TAXI, THE CAPTAIN OR FIRST OFFICER MAY MAKE CDU
ENTRIES. THE OTHER PILOT MUST VERIFY THE ENTRIES. MAKE CDU
ENTRIES BEFORE TAXI OR WHEN STOPPED, WHEN POSSIBLE. IF CDU
ENTRIES MUST BE MADE DURING TAXI, THE PM MAKES THE ENTRIES.
THE PF MUST VERIFY THE ENTRIES BEFORE THEY ARE EXECUTED.
IN FLIGHT, THE PM USUALLY MAKES THE CDU ENTRIES. THE PF MAY
ALSO MAKE SIMPLE, CDU ENTRIES WHEN THE WORKLOAD ALLOWS.
THE PILOT MAKING THE ENTRIES EXECUTES THE CHANGE ONLY
AFTER THE OTHER PILOT VERIFIES THE ENTRIES.
VER DIFERENCIAS PL
DURING HIGH WORKLOAD TIMES, FOR EXAMPLE DEPARTURE OR
ARRIVAL, TRY TO REDUCE THE NEED FOR CDU ENTRIES. DO THIS BY
USING THE MCP HEADING, ALTITUDE, AND SPEED CONTROL MODES.
THE MCP CAN BE EASIER TO USE THAN ENTERING COMPLEX ROUTE
MODIFICATIONS INTO THE CDU.

38. MÁS OBVIEDADES OLVIDADAS…
DURING LNAV AND VNAV OPERATIONS, VERIFY ALL CHANGES TO
THE AIRPLANE’S:
• COURSE
• VERTICAL PATH
• THRUST
• SPEED
ANNOUNCING CHANGES ON THE FMA AND THRUST MODE DISPLAY
WHEN THEY OCCUR IS A GOOD CRM PRACTICE.

39. AUTOPILOT FLIGHT DIRECTOR SYSTEM
(AFDS) PROCEDURES
THE CREW MUST ALWAYS MONITOR:
• AIRPLANE COURSE
• VERTICAL PATH
• SPEED
WHEN SELECTING A VALUE ON THE MCP, VERIFY THAT THE
RESPECTIVE VALUE CHANGES ON
THE FLIGHT INSTRUMENTS, AS APPLICABLE.

40. CONTINUA AFDS-FMA
THE CREW MUST VERIFY MANUALLY SELECTED OR AUTOMATIC
AFDS CHANGES.
USE THE FMA TO VERIFY MODE CHANGES FOR THE:
1. • AUTOPILOT
2. • FLIGHT DIRECTOR
3. • AUTOTHROTTLE

41. POR QUÉ Y CUÁNDO USAR LOS
SUPPLEMENTARY PROCEDURES
SUPPLEMENTARY PROCEDURES MAY BE REQUIRED BECAUSE
OF ADVERSE WEATHER, UNSCHEDULED MAINTENANCE OR AS A
RESULT OF A PROCEDURE REFERENCED IN A NON–NORMAL
CHECKLIST.
ADDITIONALLY, SOME MAY BE PERFORMED IF THE FLIGHT CREW
MUST
ACCOMPLISH PREFLIGHT ACTIONS NORMALLY PERFORMED
BY MAINTENANCE PERSONNEL.

42. ¿CÓMO SE EJECUTAN?
DE TRES FORMAS:
AT THE DISCRETION OF THE CAPTAIN, PROCEDURES MAY BE
PERFORMED:
• BY MEMORY
• BY REVIEWING THE PROCEDURE PRIOR TO ACCOMPLISHMENT
• BY REFERENCE TO THE PROCEDURE DURING ITS ACCOMPLISHMENT

43. ¿CUÁNTAS PERFORMANCES TENEMOS DE ACCESO RÁPIDO
PARA USO DE LA TRIPULACIÓN?

44. QUE INFORMACIÓN HAY EN LA
SECCIÓN PD DEL FCOM?
THIS CHAPTER CONTAINS SELF DISPATCH PERFORMANCE DATA
INTENDED PRIMARILY FOR USE BY FLIGHT CREWS IN THE EVENT
THAT INFORMATION CANNOT BE OBTAINED FROM THE AIRLINE
DISPATCH OFFICE.
THE TAKEOFF DATA PROVIDED IS FOR A SINGLE TAKEOFF FLAP AT
MAX TAKEOFF THRUST. THE RANGE OF CONDITIONS COVERED IS
LIMITED TO THOSE NORMALLY ENCOUNTERED IN AIRLINE
OPERATION.

45. Y EN PERFORMANCE INFLIGHT DEL
FCOM 1,
¿QUÉ INFORMACIÓN ENCONTRAMOS?
THIS CHAPTER CONTAINS INFORMATION TO SUPPLEMENT
PERFORMANCE DATA FROM THE FLIGHT MANAGEMENT
COMPUTER (FMC).
IN ADDITION, SUFFICIENT INFLIGHT DATA IS PROVIDED TO
COMPLETE A FLIGHT WITH THE FMC INOPERATIVE.

46. ¿Y CUÁL ES LA DIFERENCIA CON
PERFORMANCE INFLIGHT DE LA QRH??
• TIENEN LA MISMA DEFINICIÓN BOEING EN SU INTRODUCCIÓN PERO
CON CONTENIDOS DIFERENTES.
• ESTE CAPÍTULO ES MUY BREVE Y CON MÍNIMA INFORMACIÓN PARA LA
FINALIZACIÓN DE UN VUELO. (NO INCLUYE HOLDING)
• VUELO EN TURB, VREF, N1 DE CLIMB, LANDING DIST, ENG INOP Y NO
MUCHO MAS…
• PI DEL FCOM ES MUCHO MAS COMPLETO Y TIENE ADEMÁS
VELOCIDADES DE DRY Y WET RWY, CLEARWAY CALCULATIONS, STAB
TRIM, SLUSH STANDING WÁTER INFO, ASSUMET TEMP, RED THRUST,
HOLDING ALL ENGINES, ENGINE INOP, GEAR DOWN & ENGINE INOP,
EEC ALTERNATE MODE, ETC.

47. NORMAL PROCEDURES
SON HECHOS EN EL 100% DE LOS VUELOS Y
PARA TODOS SUS TRAMOS Y ETAPAS.
1. DESDE PRELIMINARY HASTA SHUTDOWN, SE HACE EN
TODOS Y CADA UNO DE LOS TRAMOS.
2. EL “PRELIMINARY PROCEDURE” LUEGO DEL PRIMER TRAMO
ES MAS BREVE Y LA “SECURE” SE REALIZARA SEGÚN LOS
LINEAMIENTOS DE LA PL.
3. TANTO LA PRELIMINARY COMO LA SECURE TIENEN
PROCEDIMIENTOS SUPLEMENTARIOS ASOCIADOS, POWER
UP Y POWER DOWN.

48. NORMAL PROCEDURES
LOS NP ASUMEN:
• ALL SYSTEMS OPERATE NORMALLY.
• THE FULL USE OF ALL AUTOMATED FEATURES (LNAV, VNAV,
AUTOLAND, AUTOPILOT, AND AUTOTHROTTLE).
COORDINACIÓN CON PERSONAL DE TIERRAANTES DE :
• HYDRAULIC SYSTEM PRESSURIZATION, OR
• FLIGHT CONTROL SURFACE MOVEMENT, OR
• AIRPLANE MOVEMENT.

49. NP
NO ESPECIFICAN:
NORMAL PROCEDURES DO NOT INCLUDE STEPS FOR FLIGHT
DECK LIGHTING AND CREW COMFORT ITEMS.

50. ¿CÓMO SE HACEN LOS NORMAL
PROCEDURES?
NORMAL PROCEDURES ARE DONE BY MEMORY AND SCAN FLOW
THE SCAN FLOW SEQUENCE MAY BE CHANGED AS NEEDED

51. ÁREAS DE RESPONSABILIDAD
Y TAREAS POR FUNCIÓN
THE GENERAL PF PHASE OF FLIGHT RESPONSIBILITIES ARE:
• TAXIING
• FLIGHT PATH AND AIRSPEED CONTROL
• AIRPLANE CONFIGURATION
• NAVIGATION.
THE GENERAL PM PHASE OF FLIGHT RESPONSIBILITIES ARE:
• CHECKLIST READING
• COMMUNICATIONS
• TASKS ASKED FOR BY THE PF
• MONITORING TAXIING, FLIGHT PATH, AIRSPEED, AIRPLANE
CONFIGURATION AND NAVIGATION.

52. POLITICA DE LINEA
ANALIZAR DIFERENCIAS Y AGREGADOS CON LA PL EN
DISTRIBUCION DE LAS TAREAS DE LA TRIPULACION.

53. POR SUPUESTO…
THE CAPTAIN MAY DIRECT ACTIONS OUTSIDE OF THE
CREWMEMBER’S AREA OF RESPONSIBILITY.

54. MÁS POR SUPUESTOS…
THE CAPTAIN IS THE FINAL AUTHORITY FOR ALL TASKS
DIRECTED AND DONE.

55. EN UN PASADO SE LLAMABA
NORMAL CREW ACTION,
A H OR A LE SA C A R ON EL TÍTU LO PER O D EJA R ON EL
C ON TEN ID O...
IF THERE IS AN INCORRECT CONFIGURATION OR RESPONSE:
• VERIFY THAT THE SYSTEM CONTROLS ARE SET CORRECTLY
• CHECK THE RESPECTIVE CIRCUIT BREAKER AS NEEDED.
MAINTENANCE MUST FIRST DETERMINE THAT IT IS SAFE TO RESET A
TRIPPED CIRCUIT BREAKER ON THE GROUND
• TEST THE RESPECTIVE SYSTEM LIGHT AS NEEDED
REF.: FCOM

56. RESPONSABILIDADES Y COMO HACERLO
• IT IS THE CREW MEMBER’S RESPONSIBILITY TO VERIFY
CORRECT SYSTEM RESPONSE.
• BEFORE ENGINE START: USE SYSTEM LIGHTS TO VERIFY EACH
SYSTEM'S CONDITION OR CONFIGURATION.
• AFTER ENGINE START: THE MASTER CAUTION SYSTEM ALERTS
THE CREW TO WARNINGS OR CAUTIONS AWAY FROM THE
NORMAL FIELD OF VIEW.
PROFUNDICEMOS EN COMO HACERLO OPERATIVAMENTE:…

57. DURING PREFLIGHT AND BEFORE
ENGINE START
BEFORE ENGINE START, USE INDIVIDUAL SYSTEM LIGHTS TO
VERIFY THE SYSTEM STATUS. IF AN INDIVIDUAL SYSTEM LIGHT
INDICATES AN IMPROPER CONDITION:
• CHECK THE DISPATCH DEVIATIONS GUIDE (DDG) OR THE
OPERATOR EQUIVALENT TO DECIDE IF THE CONDITION HAS A
DISPATCH EFFECT.
• DECIDE IF MAINTENANCE IS NEEDED.

58. DURING OR AFTER START
IF, DURING OR AFTER ENGINE START, A RED WARNING OR AMBER
CAUTION LIGHT ILLUMINATES:
• DO THE RESPECTIVE NON-NORMAL CHECKLIST (NNC)
• ON THE GROUND, CHECK THE DDG OR THE OPERATOR EQUIVALENT

59. DURING RECALL
IF, DURING RECALL, AN AMBER CAUTION ILLUMINATES AND THEN
EXTINGUISHES
AFTER A MASTER CAUTION RESET:
• CHECK THE DDG OR THE OPERATOR EQUIVALENT
• THE RESPECTIVE NON-NORMAL CHECKLIST IS NOT NEEDED
FAIL ON RECALL NO CONLLEVA PROCEDIMIENTO DE QRH