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section.
The following policies and restrictions will apply to the execution of nonprecision
approaches:
· All non-precision approaches will be flown using the autopilot and
autothrottles, if available.
· All constant rate descent non-precision approaches in weather conditions
reported or anticipated to be equal to or less than 1 statute mile or 5000
RVR, will be flown using Continental Airlines monitored approach
procedures.
Sec. 3 Page 216 737
Rev. 11/15/02 #41 Continental Flight Manual
Note: Procedures and calls associated with conducting a monitored nonprecision
approach are incorporated in this section, where necessary,
and are generally consistent with procedures for a monitored precision
approach.
· The preferred method to fly the path from the FAF to the runway is with
VNAV. This requires display of a gradient path. If a gradient path or
VNAV is not available, then V/S will be used at a constant rate from the
FAF to minimums.
· Raw data monitoring and course compliance is as prescribed by the
individual Approach Guidelines. Single FMC airplanes are generally
restricted to non-precision approaches that are based on raw data and must
abide by raw data course criteria.
· > Prohibited from conducting RNP-based RNAV approaches due to
insufficient field-of-view alerting of an RNP exceedance. Otherwise,
RNAV approaches may be flown by single FMC airplanes at IAH only.
· Lateral mode selection, LNAV or VORLOC, is as prescribed by the individual
Approach Guidelines and may differ depending on aircraft type. Localizerbased
front-course approaches (LOC, ILS with glideslope inoperative, and
LDA) must track the raw data course with VORLOC.
737 Sec. 3 Page 217
Flight Manual Continental Rev. 11/15/02 #41
APPROACH COMPONENTS
Gradient Path
· To use VNAV, a gradient path must exist for the selected approach and be
displayed on the LEGS page.
· If a gradient path has been coded into the approach it will not display unless
all PERF INIT required (blocked) fields are filled in.
· The aircraft must also have reached the FMC-entered cruise altitude to
enable gradient path display and descent calculations.
· A gradient path for the specific approach being flown provides compliance
for all published step-down fix altitudes inside the FAF.
In the case of an ILS approach with the glideslope inoperative, the FMC
database-selected approach is the ILS approach and the gradient path provided
is NOT specifically for the glideslope inoperative case. If step-down fix altitude
restrictions exist inside the FAF, it must be determined whether or not the
gradient path will comply with these restrictions (see Approach Selection,
below). If unsure of gradient path compliance, utilize V/S in a manner to meet
all published restrictions.
Note: The approach plate does not always reflect the existence of a gradient
path. Use the LEGS page to make this determination. There are a
small number of approaches that do not have coding of a gradient path.
This can be identified by noting the missed approach (MA) point on
the approach plate as beyond the end of the runway and the lack of a
runway (RWxx) waypoint on the LEGS page. If this is the case V/S
must be used and a rate calculated so as to provide a constant rate
descent from the FAF to minimums. When a gradient path does not
exist there will not be a valid PDI from the FAF altitude to minimums.
Sec. 3 Page 218 737
Rev. 11/15/02 #41 Continental Flight Manual
MINIMUMS
· The approach plate will reflect appropriate minimums as either a DA or
MDA.
· If using a DA, set (bug) the published value on the primary altimeters.
· If using an MDA, create a derived decision altitude (DDA) by adding 50 ft.
to the MDA value and bug the DDA on the primary altimeters.
The B737 aircraft has demonstrated altitude loss during go-around to be no
more than 50 feet, therefore ensuring that the aircraft does not descend below
the published MDA if a missed approach is initiated at the DDA. If a DA is
published, it is acceptable for the aircraft to descend below the DA during the
execution of the missed approach (as is the case when using a ground based
electronic glideslope).
Note: Some approach plates offer a ballflag note that reads: “ Only
authorized operators may use VNAV DA(H) in lieu of MDA (H).”
Interpret this to mean that the published MDA may be used as a DA –
the MDA is not adjusted up by 50 ft. Continental B737 crews have
authorization to utilize the ballflag note. Existence of the ballflag
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