Back to home pageFlight Crew Operations Manual

Home > Pilot Notes > FCOM


Illustrated technical information covering Vol 2 Over 800 multi-choice systems questions Close up photos of internal and external components Illustrated history and description of all variants of 737 Databases and reports of all the major 737 accidents & incidents History and Development of the Boeing 737 - MAX General flightdeck views of each generation of 737's Technical presentations of 737 systems by Chris Brady Detailed tech specs of every series of 737 A collection of my favourite photographs that I have taken of or from the 737 Press reports of orders and deliveries Details about 737 production methods A compilation of links to other sites with useful 737 content Study notes and technical information A compilation of links to major 737 news stories with a downloadable archive A quick concise overview of the pages on this site



On 15 Feb 2018 Boeing issued Revision Nmber 5 of the 737 MAX FCOM.

This page is a non-exhaustive list of the changes from V4.



See more details about the book

All of the information, photographs & schematics from this website and much more is now available in a 374 page printed book or in electronic format.

*** Updated 23 Nov 2020 ***

The 737 Tech Site on Facebook The 737 Tech Site on Twitter The 737 Tech Site on Instagram The 737 Tech Site on Instagram

General changes throughout the manual:

  • Inclusion of MAX-7 differences. E.g. Principal Dimensions, Turning Radius, Flap limit speeds, VREF+15 (not +20) etc.
  • Lots of changes to Boeing language standard. E.g. changing “accomplish” to “do”
  • Much updated wording for 737 cross-model standardization.
  • Standardized the use of disengage when referring to the autopilot and autothrottle.
  • Added Kg options where applicable (fuel etc)
  • A lot of tweaking to remove NG only hangovers. E.g. “Preflight Procedure – Removed step to check for expected RMI flags since the RMI is not available on the 737 MAX.”


Specific Section Highlights (non-exhaustive list)

Section 10 - Limitations and Operational Information
L.10.1 - Changed the section name from “Operating Limitations” to “Limitations and Operational Information” to clarify that operational information, not included in the AFM Limitations, is also contained in this section.

I.e. each section now consists of AFM limitations and non-AFM operational information.

Section 3 - Anti–Ice, Rain
Cold-Soaked Fuel Frost (CSFF)
SP.3.1 - Added note "The presence of the painted cold soaked fuel frost area on the upper wing and the inclusion of these procedures in the FCOM do not constitute operational approval. Operators may be allowed to use these procedures by referring to the appropriate regulatory authority for approval or exemption, as required, to implement the procedure.

Section 4 - Automatic Flight
Instrument Approach - RNAV (RNP) AR
The requirement for one pilot to monitor the approach on the map is only needed for airplanes without Navigation Performance Scales.

Section 6 - Electrical
Electrical Power Up
SP.6.2 - Added note to explain that the WHEEL WELL light can illuminate during the OVHT/FIRE test when on DC electrical power only. However, for accurate testing of the wheel well fire detection system, the test must be done after AC electrical power has been established.

Electrical Power Down
SP.6.4 - Changed to 3 minutes to allow for the APU door to fully close. The 3 minutes includes 1 minute for APU cool down and 2 minutes for APU door closure. This change is a result of 737 MAX operational experience.

Non-Normal Configuration Landing Distance
PI.32/42.12-19 - Non-Normal Landing Distance for LOSS OF BOTH ENGINE DRIVEN GENERATORS (all flaps) have been updated to remove available landing distances for autobrake settings. Autobrakes are inoperative under this non normal condition. Landing distances are also updated to account for anti-skid capabilities also being inoperative for this condition. For ANTI-SKID INOPERATIVE non normal condition flaps 15 and 30, the no reverse thrust correction was replaced with a new note to show no landing distance was calculatable for this correction condition.

Chapter 1 - Airplane General, Emergency Equipment, Doors, Windows
Section 10 - Dimensions
Principal Dimensions
Added MAX-7
Turning Radius
Added MAX-7
Center Forward Panel
Added MAX-7

Chapter 4 - Automatic Flight
Standardized the use of disengage when referring to the autopilot and autothrottle.

Chapter 5 - Communications
Section 10 - Controls and Indicators
Audio Control Panel (ACP)
Added Option - Ruggedized Audio Control Panel

Chapter 7 - Engines, APU
Section 20 - Engine System Description
Electronic Engine Control (EEC)
7.20.3 - Added AMX-7 information for EEC Normal Mode limits.

Engine Fuel and Oil System Schematic
7.20.9 - Updated graphic, deleted IDG fuel-cooled oil cooler and added air-cooled oil cooler. Changed HMU to FMU. Changed Main engine oil cooler to Main fuel/oil heat exchanger.

Chapter 8 - Fire Protection
Section 20 - System Description
Main Wheel Well Fire Protection
8.20.5 - Corrected the source of electrical power to the wheel well fire protection system. Now reads: “Main wheel well fire protection consists of fire detection powered by AC transfer bus 2 and battery bus.”

Chapter 9 - Flight Controls
Section 20 - System Description
Flaps and Slats
9.20.19 - Updated Flap Load Relief retract and re-extend airspeeds.

Section 42 - Head-Up Display System, Symbology
Head-Up Guidance Display Symbology
10.40.22 - Added WRT-2100 WXR radar system with version 2 Hazard display.
10.42.14 - Added HUD Perspective Runway (PRW) configuration option.

Chapter 11 - Flight Management, Navigation
Section 10 - Controls and Indicators
Weather Radar Panel
11.10.22 - Added Dual RDR-4000 radar system.

Chapter 14 - Landing Gear
Section 10 - Controls and Indicators
Brake Temperature/Tire Pressure Indicator
14.10.7 - Changed bullet from "temperature of one or more brakes exceeds 4.9" to "temperature of one or more brakes exceed 4.9 (standard BTMS) or exceeds overheat temperature threshold (adaptive BTMS)." This change is made to accomodate a brake temperature program pin configuration enabling an adaptive brake temp algorithm. Algorithm uses both brake temperature and rim temperature as sensed by the tire pressure sensors.

14.10.8 - Removed numerical values from the brake temperature indicator. Adaptive Brake Temperature Monitoring System values at which the temperature indicator turns from white (normal) to amber (overheat) varies depending on the algorithm. Adaptive option uses both brake temperature and rim temperature. Standard uses just brake temperature.

Footer block