曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
Sec. 3 Page 349
Rev. 11/15/02 #41
PHASE RECOMMENDED PROCEDURE REMARKS
Approach Fly final approach with the aircraft positioned
on the glidepath, on runway centerline and at
the speed recommended for existing
conditions.
Arm autobrake system by selecting position
2, 3, or MAX.
Arm speedbrake.
Do not be misled by the relative bearing of
the runway due to crab angle when breaking
out of the overcast.
Consider a go-around if zero drift conditions
cannot be established prior to flare.
Flare Do not float or allow drift to build up during
flare.
Use crab technique on slippery runways.
Touchdown Crab may be held through touchdown.
Accomplish a firm touchdown, as near
centerline as possible.
Get the wheels on the runway at
approximately 1,000 feet from the approach
end of the runway. The aircraft should be
flown firmly onto the runway at the aiming
point even if the speed is excessive.
If a touchdown at the far end of TDZ is likely,
consider a go-around.
A firm touchdown will
improve wheel spin-up
on slippery runways.
Deceleration on the
runway is about three
times greater than in
the air. Do not allow the
aircraft to float in an
attempt to reduce
speed.
Transition to
Braking
Configuration
(Expedite all
items)
Check that the speedbrake deploys
immediately after main gear touchdown.
Immediately lower the nose gear to the
runway, hold light forward control column
pressure.
Immediately select reverse thrust.
Without autobraking, immediately after nose
gear touchdown, smoothly apply moderateto-
firm, steady braking until a safe stop is
assured.
The autobrake system will begin symmetrical
braking after wheel spin-up. Either pilot can
disarm the system and take over manual
braking at any time by applying normal pedal
braking.
If the speedbrake lever
fails to actuate
automatically,
immediately actuate it
manually. Speedbrakes
release approximately
70% of wing lift.
Decrease lift, increases
gear loading, improves
wheel spin-up and
directional stability.
Aerodynamic braking is
relatively ineffective.
Reverse thrust is most
efficient at high speeds.
Do not cycle brake
pedals.
Sec. 3 Page 350
Rev. 11/15/02 #41 Continental
737
Flight Manual
PHASE RECOMMENDED PROCEDURE REMARKS
Rollout Maintain light forward control column
pressure.
Keep the wings level.
Use brakes as above.
Maintain directional control primarily with
rudder.
Improves directional
control.
Improves braking and
traction.
Skid or Loss
of
Directional
Control
Immediately release brake pressure.
Reduce to reverse thrust idle. Keep the
wings level.
Immediately apply nose wheel steering*,
rudder and differential braking to bring the
aircraft to the centerline.
When rolling parallel with the runway and
near the centerline, apply reverse thrust and
brake pressure to develop maximum
braking.
Rudder control is
effective down to 60 -
40 knots.
Avoid large abrupt
steering inputs.
Optimum nose wheel
steering angle varies
with runway condition
and speed and is
about 1 to 2 degrees
for a very slippery
runway.
Turnoff Reduce speed to a safe level prior to
turnoff.
End of runway may
be very slippery when
wet due to heavy
rubber and oil
deposits.
Caution: * The nose wheel steering (tiller) should not be used above normal
taxi speeds (20 knots).
737
Flight Manual Continental
Sec. 3 Page 351
Rev. 11/15/02 #41
FLIGHT MANEUVERS
Steep Turns
Steep turns in both directions will be accomplished during normal training,
recurrent training, and proficiency checks as an exercise in instrument
crosscheck and aircraft control.
Entry
Stabilize and trim at 250 knots on heading and altitude. In order to avoid
gaining altitude during roll-out, pitch trim is not used during the turn. As the
bank is increased past normal (25 - 30 degrees) loss of vertical lift requires a
pitch adjustment. Maintain 45 degrees of bank.
Altimeter
The altimeter is the primary performance instrument during the turn. Be alert to
the direction and rate of altimeter needle movement and use smooth elevator
control pressure changes for corrections.
Rollout
Rollout at the same rate as used with normal turns.
Note: The ADI is reliable for accurate pitch and bank information throughout
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
737 FLIGHT MANUAL 737飞行手册2(91)
