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charts, STARS, and approach charts associated with
arrival will be out and available. The Captain will brief
all Grid MORAs MEAs MOCAs AMAs to include
position of high terrain along the route.
The briefing should also include what HSI mode selections are planned for
the approach. The MAP mode normally provides the best situational
awareness. Since raw data is primary it must be displayed prior to
commencing the approach. The ADI display of LOC/GS information, and
the RDMI display of NDB azimuth information suffice for this requirement.
However;
Note: During a VOR approach, at least one pilot will have VOR data
displayed on his/her HSI prior to intercepting the final approach
course.
(Continued)
ENGINES, APU
Sec. 2.7 Page 36
Rev. 11/15/02 #41
Continental
737
Flight Manual
- - - - - PRIOR TO APPROACH - - - - -
Ground Proximity Flap Inhibit Switch............................................INHIBIT
Eliminates the warning associated with flaps being out of the normal
landing configuration.
Go-Around Procedure ......................................................................REVIEW
Accomplish normal go-around except:
· Use flaps 1.
· Maintain VREF 15 + 5 to flap retraction altitude.
· Limit bank angle to 15 until reaching VREF 15 + 15 knots.
· Accelerate to VM Flaps 1 prior to flap retraction.
· Set Max Continuous Thrust
· Reaccomplish appropriate items on the ENGINE FAILURE / FIRE /
SHUTDOWN / SEVERE DAMAGE / SEPARATION checklist,
followed by the ONE ENGINE INOPERATIVE APPROACH AND
LANDING checklist at the appropriate time.
Note: Use of TOGA switches provides proper pitch if both flight
director switches are ON for the approach.
Note: Because of reduced performance capabilities and the
critical nature of an engine being inoperative,
consideration should be given to asking ATC for
assistance in simplifying complex missed approach
procedure, if possible.
- - - - - BELOW 10,000 FEET MSL - - - - -
IF Additional Go-Around Thrust Is Desired, Configure The Pneumatic System
For A No-Engine Bleed Landing:
Isolation Valve Switch .................................................................. CLOSE
To preclude a possible dual bleed situation.
Left Pack Switch.............................................................................. AUTO
No. 1 Engine Bleed Air Switch...........................................................OFF
Note: If the APU is inoperative, plan for an unpressurized landing.
(Continued)
737
Flight Manual
Continental
ENGINES, APU
Sec. 2.7 Page 37
Rev. 11/15/02 #41
Note: Do not open the APU bleed air valve in the next step if an
engine FIRE light has remained ON.
APU Bleed Air Switch (See Notes Above)..........................................ON
No. 2 Engine Bleed Air Switch...........................................................OFF
APPROACH
Start Switches.......................................................................... CONTINUOUS
Verify that the ignition selector switch is set at L or R. If moderate to severe
precipitation is a factor, select start switches to FLT.
Altimeters/Bugs ......................................................................... SET (PM, PF)
Verify all barometric altimeters are set. On a CAT I ILS or a non-precision
approach, the barometric/electric altimeter is the primary reference to DA
or DDA. The radio altimeter should be set for all precision approaches and
will be set as a backup indication on non-precision approaches.
Radios...........................................................................................IDENTIFIED
All appropriate radios must be tuned and identified for the approach
planned.
NAV Displays...............................................................................................SET
For VOR or LOC (BC) approaches, at least one pilot must select either
>@ FULL or EXPANDED VOR/ILS > VOR/ILS on the HSI
display prior to reaching the final approach fix. Since raw data for NDB
approaches is available on the RDMI indicators, and raw data for ILS, LOC
approaches are available on the ADI display selections are at the discretion
of each pilot. However, for maximum situational awareness, the HSI MAP
mode is recommended.
BCD The recommended display option for this aircraft is MAP
since the diplay unit will always have an HSI diplayed.
For all ILS, LOC, and LOC (BC) approaches, the Standby Attitude
Indicator ILS selector switch should be placed in the appropriate position.
Course Arrow..........................................................................AS REQUIRED
　
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