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non-precision approaches will be referenced as “previously described.”
737 Sec. 3 Page 239
Flight Manual Continental Rev. 11/15/02 #41
APPROACH GUIDELINES
· All non-precision approaches will be flown using the autopilot and
autothrottles, if available. If a hand flown approach is required, the duties
of each pilot will be extensively briefed.
· Vertical Speed (V/S) will be used for descent from the FAF.
· The published MDA will be used as minimums. A DDA is not created.
· Raw data will be monitored and is controlling.
· Course deviation criteria and stabilized approach parameters are as
previously described.
· VREF selection is as previously described.
· Pattern and final configuration points are as previously described.
LOC
· VORLOC will be used to track the LOC course.
· >@BCD Map display on both sides.
· > HSI switches to VOR/ILS prior to VORLOC selection.
VOR
· VORLOC will be used to track the VOR course.
· BCD Map display on both sides. Course compliance is referenced
on the HSI.
· >@ PF display on VOR/ILS (expanded or full) on final. PM display on
Map.
· > HSI switches to VOR/ILS prior to VORLOC selection.
NDB
· BCD Not Authorized unless the NDB approach is selectable from
the NAV database and the selection provides final approach reference from
the FAF to a runway (RWxx) or missed approach (MAxx) waypoint. RNP
is manually set to .5.
· >>@ LNAV may be used for an NDB approach only if the approach
setup in the FMC provides an accurate final approach course. Otherwise,
use HDG SEL with reference to ADF raw data on the RDMI.
Sec. 3 Page 240 737
Rev. 11/15/02 #41 Continental Flight Manual
VISUAL DESCENT POINT
The process of computing a VDP requires that you determine from the approach
chart the height above touchdown. Example: IAH 15L MDA(H) 460’ (362’).
We can see from this example that when level at the MDA of 460’ you are at a
height of 362 feet above the runway. We know that on a normal 3° glidepath we
descend approximately 300’/nm. Dividing 362 by 300 gives a VDP of
approximately 1.2 miles from the end of the runway.
Distance from the end of the runway can be determined from DME, if available,
or on the CDU if the runway waypoint (RWxx) has been selected.
Note: A VDP based on time can be determined if DME or FMC position is
unavailable. Take the HAT and change it into seconds. Example:
HAT 360 feet. Take the 360 and take off the last digit making it 36. It
should take approximately 36 seconds to descend from the HAT to the
TDZ. Simply take the total time from the FAF to the runway and
subtract the 36 seconds. Example: if the time from the FAF to the
runway is 2:36 subtract the :36 which gives a VDP of 2:00 after the
FAF.
Approach Briefing and Preparation
· Brief the approach as early as circumstances permit, preferably prior to
top-of-descent from cruise altitude.
· Select VREF.
· Select and modify the approach, if necessary, and verify the FMC setup, to
include the missed approach, during the approach briefing.
· Plan and brief the point of LNAV or VORLOC engagement.
· Determine and brief a VDP as a distance and/or timing reference, as
appropriate.
· Plan and brief MCP altitude selection on final and the manner in which V/S
will be used to reach the MDA and transition to the runway if required
visual cues are obtained by the VDP.
· Set MDA on the barometric altimeters and 250 ft. on the radio altimeters.
737 Sec. 3 Page 241
Flight Manual Continental Rev. 11/15/02 #41
Final Approach
Aircraft configuration from the final approach fix should be gear down, landing
flaps set, with airspeed at the target for the landing flap setting.
When inbound to the FAF with ALT HLD annunciated in the FMA, select MDA or
the next higher 100 ft. increment in the altitude select window (i.e., for MDA of
1740, set 1800). When descent to MDA is desired, select appropriate descent
rate with the V/S thumbwheel. Generally a vertical speed of 1000 - 1500 fpm
will allow the aircraft to reach the MDA prior to the VDP; however, the descent
rate should not exceed 1000 fpm below 1000 feet AGL. The aircraft will level
off at the altitude selected. When ALT HLD is annunciated in the FMA, set the
missed approach altitude in the altitude select window (thereby arming V/S on
the FMA).
If the aircraft levels off above MDA (due to altitude select window being above
MDA), and visual conditions exist, it is recommended to remain at that altitude
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