VISUAL APPROACH BRIEFING

航空

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航空

GENERAL · The recommended landing approach path is approximately 2 1/2 to 3 degrees. Once the final approach is established, the airplane configuration remains fixed and only small adjustments to the glide path, approach speed and trim are necessary. This results in the same approach profile under all conditions. · A typical visual approach is illustrated in the "B737 DIAGRAMS" section of this website. THRUST · Engine thrust and elevators are the primary means to control attitude and rate of descent. Adjust thrust slowly using small increments. · Sudden large thrust changes make airplane control more difficult and are indicative of an unstable approach. No large changes should be necessary except when performing a go-around. Large thrust changes are not required when extending landing gear or flaps on downwind and base leg. · A thrust increase may be required when stabilizing on speed on final approach. FLAP EXTENSION · Extend flaps to the next position before decelerating below the recommended speed for the current flap setting. For example, select flaps to 1 before decelerating below flaps up speed, and select flaps to 5 before decelerating below flaps 1 speed. · For 737 NG at flaps up bug, set flaps 1, at flaps I speed, set flaps 5, etc. DOWNWIND AND BASE LEG · Fly at an altitude of 1500 feet above the runway elevation and enter downwind with flaps 5 at flaps 5 maneuvering speed. Maintain a track parallel to the landing runway approximately 1.5 NM abeam. · Prior to turning base leg, extend the landing gear, select flaps 15 and slow to flaps 15 maneuvering speed. With one engine inoperative this is the final flap setting for landing. · If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. · Turning on base leg, select flaps 25 and adjust thrust as required, to maintain flaps 25 maneuvering speed while descending at 600-700 FPM. · Extend landing flaps prior to turning final. Allow the speed to decrease to the proper final approach speed and trim the airplane. Complete the landing checklist. Editor : Copyright Ó Smartcockpit.com / Ludovic ANDRE version 01 Smartcockpit.com BOEING 737 BRIEFINGS Page 2 FINAL APPROACH · Roll out of the turn to final on the extended runway centerline and maintain the appropriate approach speed. · Attempt to keep thrust changes small to avoid large trim changes. With the airplane in trim and at target airspeed, pitch attitude should be approximately the normal approach body attitude. · At higher airspeeds, the approach body attitude will be less. · At slower airspeeds the approach body attitude will be greater. Slower speed reduces aft body clearance at touchdown. · Stabilize the airplane on the selected approach airspeed with a constant rate of descent between 600 and 800 feet per minute on the desired glide path, in trim. Stabilize on the profile by 500 feet above touchdown. Note: Descent rates above 1000 fpm should be avoided. · With one engine inoperative, maintain flaps 15 maneuvering speed until on final approach, then reduce to final approach speed. Centering the rudder trim prior to landing allows most of the rudder pedal pressure to be removed when the thrust of the operating engine is retarded to idle at touchdown. · Full rudder authority and rudder pedal steering capability are not affected by rudder trim. Because of crew workload and the possibility of a missed approach, it may not be advisable to zero the rudder trim. If touchdown occurs with the rudder still trimmed for the approach, be prepared for the higher rudder pedal forces required to track the centerline on rollout. ENGINE FAILURE ON FINAL APPROACH · In case of engine failure on visual final approach, use the procedure described in the ILS approach section, this chapter. GO-AROUND - ALL ENGINES · If a go-around is required, press either TO/GA switch, ensure go-around thrust is set, and select flaps 15. Rotate smoothly to 15 degrees pitch attitude and then follow flight director commands. · The GA pitch mode initially commands a go-around attitude and then transitions to speed as the rate of climb increases. The speed command automatically moves to precomputed speed for the selected flap position. The GA roll mode maintains existing ground track. Passing 400 feet, select LNAV or HDG SEL as appropriate. Retract the flaps as the airspeed increases. When the flaps are up and the airspeed is flaps up maneuvering speed, select LVL CHG or VNAV (if installed). At level off altitude reduce thrust to control airspeed. Select maximum continuous thrust as soon as practical. Editor : Copyright Ó Smartcockpit.com / Ludovic ANDRE version 01 Smartcockpit.com BOEING 737 BRIEFINGS Page 3 · Actual thrust required for a normal go-around is usually considerably less than GA thrust. This provides a thrust margin for windshear or other situations requiring maximum thrust. If full thrust is desired after thrust for the nominal climb rate has been established, press TO/GA a second time. · The minimum altitude for flap retraction during a normal takeoff is not normally applicable to a missed approach procedure. However, obstacles in the missed approach flight path must be taken into consideration. ENGINE FAILURE DURING GO-AROUND · If an engine fails during a go-around, the situation should be treated as though it occurred during a flaps 15 takeoff. All procedures would be the same as for an engine failure on takeoff.

tonyblairer

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