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However, due to the low drag of the aircraft, close attention to speed and thrust
control is necessary. A thrust increase may be required when stabilizing on
speed with landing gear and flaps extended on final approach.
DOWNWIND AND BASE LEG
Fly at an altitude of 1,500 feet above the runway elevation with flaps 5 and flaps
5 VM speed.
If a 180° turn to final is required, maintain a track parallel to the landing runway
approximately 1½ miles abeam.
Prior to turning base leg:
· Extend the landing gear
· Position the flaps to 15
· Slow to VM flaps 15 speed
· Call for the LANDING checklist.
Approximately 30 seconds after passing the landing end of the runway (about
45° off the tail):
· Commence the turn to base leg
· Adjust the thrust to descend at 600 - 800 FPM.
Prior to turning final:
· Extend landing flaps and slow to target speed.
Sec. 3 Page 248 737
Rev. 11/15/02 #41 Continental Flight Manual
During extension to landing flaps hold the same approximate pitch attitude and
anticipate trim changes.
If a large turn to final is not required, approximately 5 miles from the end of the
runway and 1,500 feet AGL:
· Extend the landing gear
· Position the flaps to 15
· Slow to VM flaps 15 speed
· Call for the LANDING checklist
· Adjust the thrust to start a descent of 600 - 800 FPM
· Extend landing flaps and slow to target speed.
FINAL APPROACH
The recommended landing glidepath profile for a visual approach is
approximately 2½ to 3 degrees. Once the final approach is established, the
aircraft configuration remains fixed and only small adjustments need be made to
maintain glidepath and runway alignment. Thrust changes should only be made
to hold target speed and the desired rate of descent (approximately 600 to 800
feet per minute). Retrim the stabilizer as necessary to maintain a zero elevator
force. The approach must be flown using “stabilized approach” parameters.
(See LANDING PROCEDURES for more information.)
737 Sec. 3 Page 249
Flight Manual Continental Rev. 11/15/02 #41
VISUAL APPROACH AND LANDING
Sec. 3 Page 250 737
Rev. 11/15/02 #41 Continental Flight Manual
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737 Sec. 3 Page 251
Flight Manual Continental Rev. 11/15/02 #41
GO-AROUND PROCEDURES
GENERAL
A go-around will be initiated if:
· Continuation to a safe landing is not possible at the DH/DA/DDA/MDA or
MAP for the approach flown.
· A landing cannot be safely accomplished within the touchdown zone.
· At any point in the approach the pilot feels that safety may be compromised
if the approach is continued.
WARNING: Any “TERRAIN,” “PULL UP,” or configuration warning that
occurs or continues below 500’ AFE mandates a go-around,
regardless of flight conditions.
If the decision is made to go-around during a circling approach or visual
maneuvering, the missed approach specified for the approach procedure utilized
to get to the airport must be followed. To become established on the prescribed
missed approach course, make an initial climbing turn toward the landing
runway and continue the turn until established on the missed approach course.
GO-AROUND PROCEDURE
The following chart defines the go-around procedure. It is based on a goaround
from a coupled approach. In the event the approach was manually flown
with a flight director, the same procedure may be utilized. However, the thrust
levers must be positioned manually (if autothrottles are also disengaged). In the
event of a raw data go-around, flight director guidance will not be available.
Initially rotate to 15 degrees nose up (two engines) and manually advance the
thrust levers. In any situation where manual thrust lever operation during a goaround
is required, initially advance thrust to full go-around power.
Do not use an intermediate power setting.
Sec. 3 Page 252 737
Rev. 11/15/02 #41 Continental Flight Manual
During initiation of a missed approach maneuver, sufficient airspeed margin
exists to justify immediate retraction of the flaps from the landing setting to the
missed approach setting prior to any acceleration above target speed. This is
because VREF for the landing flap setting is equal to or greater than V2 for the
missed approach flap setting. Target speed includes a minimum additive of 5
knots to VREF, therefore any missed approach initiated from target speed
guarantees V2 + 5 for the missed approach flap setting. Bank angle must be
limited to 15 degrees until attaining VREF + 15. The first white bug above the
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