737 MAX Flight Crew Operations Manual
Flight Management, Navigation -
FMC Descent and Approach
MN-FLT-OH-201
11.43.21
"<ACT>" is displayed next to the active runway condition when the runway alert
system is not inhibited.
3
Additional Runway Conditions
A ">" is displayed to the right of the runway condition when the runway overrun
alert is not inhibited. Pressing the LSK key sets the runway condition to the
appropriate runway condition.
No ">" is displayed when the runway overrun alert is inhibited. Pressing the LSK
key will not change the runway condition.
"<ACT>" is displayed next to the active runway condition when the runway alert
system is not inhibited.
The FMC outputs a numeric maximum airplane braking coefficient value
corresponding to the runway condition selection according to the table below:
Holding
The FMC computes holding patterns with constant radius turns based on current
winds and FMC commanded airspeed. The pattern size is limited to FAA or ICAO
protected airspace. In LNAV, the AFDS tracks the holding pattern using up to a 30
degree bank angle. Strong winds or airspeed in excess of FAA or ICAO entry
speeds may result in the airplane flying outside the protected airspace.
The FMC generates steering commands to enter, track, and exit a holding pattern
inserted into the active flight plan through CDU action by the pilot.
With LNAV active before sequencing the holding fix, holding pattern entries are
determined by the following:
• the angle between the flight plan leg into the holding fix and the holding
inbound course determines the entry method used (parallel, teardrop or
direct entry)
• the airplane flies the initial outbound leg for a specified time (1.0 minute
at or below 14,000 feet and 1.5 minutes above 14,000 feet)
Runway Condition Input
Maximum Airplane Braking
Coefficient
DRY
0.30
GOOD
0.20
GOOD-MED
0.15
MED
0.10
MED-POOR
0.08
POOR
0.05
March 1, 2021
