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TAKEOFF NOTES
TAKEOFF CONFIGURATION WARNING
The takeoff configuration warning will sound when one of the following
conditions exist:
· Speed brake lever out of full FWD detent, or
· Stabilizer trim not in takeoff range (green band), or
· Flaps not in takeoff position, or
· Leading edge devices not in takeoff position, or
· >@BCD Parking brake set.
If a takeoff warning horn sounds when the throttles are advanced for takeoff
prior to reaching 100 kts. the takeoff will be rejected unless the Captain
determines that continuing the takeoff is a safer course of action under the
conditions.
If a takeoff is rejected, the cause of the horn activation must be corrected prior
to attempting another takeoff. If the takeoff is continued, the cause must be
determined and corrected or the flight should return to the airport of departure,
unless the Captain determines a safer course of action is required.
THRUST MANAGEMENT
Reduced Thrust Takeoff
Reduced takeoff thrust is to be used by Continental Airlines on all takeoffs as
standard operating procedure.
Reduced thrust takeoffs using the assumed temperature method are the normal
procedure whenever performance limits and noise abatement procedures
permit. Reduced thrust takeoffs lower EGT, which will extend engine life.
If conditions are encountered during the takeoff where additional thrust is
desired such as temperature inversion, windshear, or engine failure, the crew
should not hesitate to advance thrust.
WARNING: The untimely application of additional thrust during takeoff
may introduce undesirable yaw moments. If a decision is
made to increase thrust during takeoff, do so smoothly and
compensate with rudder.
Sec. 3 Page 110 737
Rev. 11/15/02 #41 Continental Flight Manual
INTENTIONALLY LEFT BLANK
737 Sec. 3 Page 111
Flight Manual Continental Rev. 11/15/02 #41
TAKEOFF PROCEDURE
CDU DISPLAY
To allow quick access to data normally required during takeoff and departure
the recommended CDU display on takeoff is as follow:
· PF on the TAKEOFF page
· PM on either the LEGS page or the CLB page.
FMC ACCURACY CHECK
> FMC Runway Update Feature
On the TAKEOFF REF page, the prompt FMC POS UPD RWXXX (5R) when selected
and executed will update the FMC to the runway coordinates. The runway
coordinates in the FMC Nav database are for the landing threshold on that
runway.
For the FMC POS UPD RWXXX to be visible, entry of the departure runway is
required. The update command must be selected and executed prior to 60
knots. If the runway is not entered on the ROUTE page, prompt 5R on the
TAKEOFF REF page will be blank.
Depressing TOGA on the B737-300 (RD) aircraft will not automatically
update the aircraft position. Depressing the (5R) key and then executing the
update is the only way to drive the FMC position to the departure end of the
runway for the B737-300 (RD).
Position verification in-flight is required. Select the FIX page, type in the
identifier for the VOR that is manually being tuned by the VHF navigation panel
and crosscheck the radial and DME from raw data vs. the computed data.
Selecting and executing FMC UPD should ensure RNP/ANP requirements if
needed. If LNAV is required at 400 feet AGL, the monitoring pilot should
display raw data.
When FMC position is confirmed, both Nav radios should be selected to AUTO.
This gives the FMC maximum capability to use navaids for position updating.
VHF Nav tuning is automatically selected when the HSI switch is positioned to
NAV.
Note: Aircraft not utilizing the FMC POS UPD feature may require several
minutes of airborne time to acquire an accurate FMC position
(dependent on navaid update availability).
Sec. 3 Page 112 737
Rev. 11/15/02 #41 Continental Flight Manual
>@BCD TOGA Activation
FMC accuracy check on EFIS/MAP equipped aircraft is accomplished by
verifying the aircraft symbol on the MAP overlays the takeoff runway at the time
of TOGA activation.
SETTING TAKEOFF THRUST
A rolling takeoff is recommended. As the aircraft is aligned with the runway,
the Pilot Flying will smoothly advance both throttles to approximately 40% N1
(thrust settings between 35% and 45% N1 are satisfactory) and allow the
engines to stabilize. The throttle position will be about ¾” forward of idle.
Unrestricted advancement of the throttles can cause asymmetric thrust with
directional control problems, especially on slippery runways.
Caution: The nose wheel steering (tiller) should not be used above normal
taxi speeds (20 knots).
After the engines are stabilized, the PF will manually advance the throttles
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