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Contents

Position
RNP
EHSI & Navigation Display (ND)
Instrument Transfer

IRS Malfunction Codes

Alternate Navigation System
Vertical Situation Display
ETOPS

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Position
The aircraft has several nav positions, many of which are in use
simultaneously! They can all be seen on the POS REF page of the
FMC.

IRS L & IRS R Position: Each IRS computes its own position
independently; consequently they will diverge slightly during the course
of the flight. After the alignment process is complete, there is no
updating of either IRS positions from any external sources. Therefore it
is important to set the IRS position accurately in POS INIT.
GPS L & GPS R Position: (NG only) The FMC uses GPS position as
first priority for FMC position updates. Note this allows the FMC to
position update accurately on the ground, eg if no stand position is
entered in POS INIT. This practically eliminates the need to enter a takeoff shift in the TAKE-OFF REF page.

Radio Position: This is computed automatically by the FMC. Best

results are achieved with both Nav boxes selected to AUTO (happens
automatically on NG), thus allowing the FMC to select the optimum DME
or VOR stations required for the position fix. Series 500 aircraft have an
extra dedicated DME interogator (hidden) for this purpose and NG's
have two. Radio position is found from either a pair of DME stations that
have the best range and geometry or from DME/VOR or even
DME/LOC.
The NAV STATUS page shows the current status of the navaids being
tuned. Navaids being used for navigation (ie radio position) are
highlighted (here WTM & OTR).

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FMC Position: FMC navigational computations & LNAV are based upon
this. The FMC uses GPS position (NG's only) as first priority for FMC
position updates, it will even position update on the ground. If GPS is not
available, FMC position is biased approximately 80:20 toward radio
position and IRS L. When radio updating is not available, an IRS NAV
ONLY message appears. The FMC will then use a most probable
position based on the IRS position error as found during previous
monitoring when a radio position was available. The FMC position
should be closely monitored if IRS NAV ONLY is in use for long periods.
The POS SHIFT page shows the bearing & distance of other systems
positions away from the FMC position. Use this page to force the FMC
position to any of those offered.

RNP/ACTUAL
Actual Navigation Performance (ANP) is the FMC's estimate of the
quality of its position determination. The FMC is 95% certain the the
aircraft's actual position lies within a circle of radius ANP centred on the
FMC position. Therefore the lower the ANP, the more confident the FMC
is of its position estimate.
Required Navigation Performance (RNP) is the desired limit of
navigational accuracy and is specified by the kind of airspace you are in.
Eg for BRNAV above FL150, RNP=2.00nm. The RNP may be
overwritten by crew.
ACTUAL should always be less than RNP.

If a navaid or GPS system is unreliable or giving invalid data then they

can be inhibited using the NAV OPTIONS page.

There is an AFM limitation prohibiting use of LNAV when operating in QFE airspace. This is because several ARINC 424 leg types used in FMC nav
databases terminate at MSL altitudes. If baro set is referenced to QFE, these legs will sequence at the wrong time and can lead to navigational errors.

EHSI & Navigation Display (ND)

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737-NG EFIS Control Panel

737-3/4/500 EFIS Control Panel
In the NG, if an EFIS control panel fails, you will get a DISPLAYS CONTROL PANEL annunciation on the ND. There is an additional, rather bizarre, attention
getter because the altimeter will blank on the failed side, with an ALT flag, until the DISPLAYS - CONTROL PANEL switch is positioned to the good side. Note
that this is not the same as the EFI switch on the -3/4/500's which was used to switch symbol generators.

The -3/4/500 Electronic Horizontal Situation Indicator (Map mode)

737-NG Navigation Display (Map mode)

EHSI - Nav

EHSI - Plan

EHSI - Full VOR/ILS

EHSI - Expanded VOR/ILS

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EHSI - Map

EHSI - Center Map

*** WARNING ***

The The ND DME readout below the VOR may not necessarily be that of the VOR which is displayed.
This photograph shows that Nav 1 has been manually tuned to 110.20 as shown in 1L of the FMC. DVL VOR identifier has been decoded by the auto-ident
facility so "DVL" is displayed in large characters both on the FMC and the bottom left of the ND. Below this is displayed "DME 128" implying that this is the
DME from DVL VOR.
However it can be seen on the ND that the DVL VOR is only about 70nm ahead. In fact DVL is only a VOR station and it has no DME facility, the DME was
from another station on 110.20. The second station could be identified aurally by the higher pitched tone as "LRH" but was not displaying as such in line 2L of
the FMC.
I only discovered this by chance as I happened to be following the aircraft progress by tuning beacons en-route (the way we used to do!). In my opinion, this
illustrates the need to aurally identify any beacons, particularly DME, you may have to use, even if they are displayed as decoded.

Instrument Transfer
If either Nav receiver fails, the VHF NAV transfer switch may be used to display the
functioning Nav information onto both EFIS and RDMIs. With Nav transferred, the
MCP course selector on the serviceable side becomes the master, but all other EFIS
selections remain independent.
If an IRS fails, the IRS transfer switch is used to switch all associated systems to the
functioning IRS.

1/200

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3/4/500

NG's

IRS Malfunction Codes (Classics)

Align Annunciator

Malfunction
Code

Significance of Annunciator or Malfunction Recommended Action

Code

Flashing (after 10 mins)

None

Failed align requirement

---

01

ISDU failed power up RAM test

Steady

02

Entered latitude disagrees with latitude

calculated by IRU

Verify and re-enter present position

Replace ISDU

---

02

IRU failure

Flashing

03

Excessive motion during align

Flashing (During full align)

04

Lat or Long entered is not within 1 degree of

stored value

Flashing (During fast

realign)

04

---

05

Left DAA is transmitting a fault

---

06

Right DAA is transmitting a fault

---

07

Selected IRU has detected an invalid air data

input.

Flashing (after 10 mins)

08

Present position has not been entered

Steady

09

Attitude mode has been selected

---

10

ISDU is not receiving power from both IRU's.

Verify and re-enter present position. If fault persists do full

align or replace IRU
Replace IRU
Restart a full align
Re-enter the identical position to the last position entered.

Lat is not within 1/2 degree or Long not within 1 Enter known accurate present position. If align light continues
deg of stored value
to flash, do full align.
Replace left DAA.
Replace right DAA.
Replace DADC.
Enter present position
Restart a full align. NB if ATT mode is desired, enter magnetic
heading in POS INIT 1/2.
Ensure that both IRU's are ON and receiving power.

Alternate Navigation System - ANS (If installed)

This is an option for the -3/4/500 series. ANS is an IRS based system which provides lateral navigation capability independent of the FMC. The ANS with the
Control Display Units (AN/CDU) can be operated in parallel with the FMC for an independent cross-check of FMC/CDU operation.

The ANS is two separate systems, ANS-L & ANS-R. Each consists of its
own AN/CDU and "on-side" IRS.
Each pilot has his own navigation mode selector to specify the source of
navigation information to his EFIS symbol generator and flight director.

Navigation Mode Selectors

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The ANS also performs computations related to lateral navigation which

can provide LNAV commands to the AFDS in the event of an FMC
failure.

The IRS PROGRESS page is similar to the normal PROGRESS page

except that all data is from the "on-side" IRS (L in this example).

AN/CDU has no performance or navigation database. All waypoints must

therefore be defined in terms of lat & long. The AN/CDU memory can
only store 20 waypoints, these can be entered on the ground or in-flight
and may be taken from FMC data using the CROSSLOAD function.

AN/CDU Pages

Future
In Jan 2003, the 737 became available with three new flight-deck technologies: Vertical Situation Display (VSD), Navigation Performance Scales (NPS) and
Integrated Approach Navigation (IAN).
The Vertical Situation Display shows the current and predicted flight path of the airplane and indicates potential conflicts with terrain.
Navigation Performance Scales NPS use vertical and horizontal indicators to provide precise position awareness on the primary flight displays to will allow the
aircraft to navigate through a narrower flight path with higher accuracy.
The Integrated Approach Navigation enhances current airplane landing approach capability by simplifying pilot procedures and potentially reducing the number
of approach procedures pilots have learned in training.
For more information about NPS and IAN see the section on Flight Instruments.

Vertical Situation Display

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

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Vertical Situation Display

ETOPS
In 1953, the United States developed regulations that prohibited two-engine airplanes from routes more than 60 min single-engine flying time from an
adequate airport (FAR 121.161). These regulations were introduced based upon experience with the airliners of the time ie piston engined aircraft, which
were much less reliable than modern jet aircraft. Nevertheless, the rule still stands.
ETOPS allows operators to deviate from this rule under certain conditions. By incorporating specific hardware improvements and establishing specific
maintenance and operational procedures, operators can fly extended distances up to 180 min from the alternate airport. These hardware improvements were
designed into Boeing 737-600/700/800/900.
The following table gives some FAA ETOPS approval times & dates:
Aircraft Series
737-200
737-300/400/500
737-600/700/800/900
737-BBJ1/BBJ2

Engine
JT8D -9/9A
JT8D -15/15A
JT8D -17/17A
CFM56-3
CFM56-7
CFM56-7

ETOPS-120 approval date

Dec 1985
Dec 1986
Dec 1986
Sept 1990

ETOPS-180 approval date

Sept 1999
Sept 1999

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