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737 Sec. 3 Page 173
Flight Manual Continental Rev. 11/15/02 #41
Normally, the landing gear should not be extended until after flaps 5 have been
extended. However, if additional drag is required landing gear extension may
be accomplished at any time below 270 knots.
AUTOTHROTTLE
In all cases other than a Dual-Channel approach and autolanding with FLARE
annunciated on the FMA, the autothrottle must be disconnected prior to:
· Non Autoland Precision Approaches: No lower than 50 ft. AGL.
· Non Precision or Visual Approaches: No lower than 100 ft. AGL.
The characteristics of the Autothrottle Landing Flare Retard Mode are not
intended, nor are they predictable enough, for landing with manual aircraft
control inputs.
At 400 feet RA and below, autothrottle is placed in a rapid engine acceleration
range.
When the autothrottle is disconnected, at any point prior to touchdown, it is
imperative that the target speed reflects the full wind correction (1/2 of the
reported steady wind plus the full gust increment not to exceed plus
>>@B 20 knots CD 15 knots to VREF). The minimum target speed
will be VREF + 5 knots.
Should a missed approach become necessary after the Captain has taken
control, the Captain will fly the missed approach.
Caution: During low visibility, the touchdown point may not be visible to
the pilot at decision height. Be aware of the tendency to “duck
under” the glideslope when this condition exists.
Note: When the autothrottle is planned throughout approach and touchdown,
position the internal bug to VREF + 5 knots, regardless of wind speed.
The autothrottle design features include automatic gust compensation.
Therefore, it is not necessary to set gust or wind strength corrections
on the speed selector. The system will handle the normal wind
conditions encountered during the final approach and landing.
However, flight crews must be alert for any unusual or extreme
windshear conditions and be ready to take manual control of the
aircraft to complete the approach and landing or execute a go-around.
Sec. 3 Page 174 737
Rev. 11/15/02 #41 Continental Flight Manual
TARGET SPEEDS
Target speed is the minimum maneuvering speed for the selected landing flaps.
Target approach speed is VREF + 5 knots for landing in reported winds of zero
to light and variable (up to 10 knots). When landing in higher wind conditions,
add ½ the steady wind and the full value of the gust to VREF. The total wind
additive should not exceed plus >>@B 20 knots CD 15 knots.
Example: If the Reported wind 12 Kts gusting to 20 Kts. Target setting is
VREF plus 14 knots.
1. ½ of 12 Kts = 6 Kts.
2. The difference between the steady state wind of 12 Kts and the
reported gust of 20 Kts is 8 Kts.
3. Add the 6 Kts (Steady State) and 8 Kts (Reported Gust) to obtain
the additive of 14 Kts.
Note: VREF speed provides adequate buffet margin for an inadvertent 15°
overshoot beyond 15° bank.
This procedure will result in minimal trim and power adjustments. On other
types of instrument approaches, the facility and minimums may dictate the point
at which the final landing flap configuration is established.
On a visual approach, final landing configuration should be established so as to
be stabilized by 1,000’ above TDZ. Unstabilized approaches will not be
allowed to continue below 500 ft. above field elevation.
STABILIZED APPROACH
The most optimum and consistent landing performance is achieved through the
use of a stabilized approach. The optimum stabilized approach is defined as a
flight on the glidepath (visual or electronic) at a steady rate of descent, on the
“target” approach speed, in the landing configuration, in trim, and with the
proper thrust setting. The dynamics of flight often dictate that flight parameters
will vary from optimum. However, experience has shown that a stabilized
approach is essential for a safe operation.
Approaches will be considered unstable, and result in a missed approach if:
1) The airspeed is greater than +15 knots or less than –5 knots from target
speed, OR
2) Vertical speed is greater than 1500 ft/min., OR
3) Engines are less than minimum spooled. ( At least 40% N1)
737 Sec. 3 Page 175
Flight Manual Continental Rev. 11/15/02 #41
For aircraft operating in VMC, these parameters must be met before reaching
500 ft. above touchdown zone elevation. In IMC, these parameters must be met
before reaching 1000 ft. above touchdown zone elevation, or a go-around will
be announced by the Pilot Monitoring.
The decision made when passing DH, DA, DDA or MDA is not a commitment
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