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Landing Announcement ..........................................................COMPLETED
(Continued)
ENGINES, APU
Sec. 2.7 Page 38
Rev. 11/15/02 #41
Continental
737
Flight Manual
LANDING
All Main Tank Fuel Boost Pumps ..............................................................ON
Fuel Crossfeed.................................................................................... CLOSED
Speedbrake...........................................................................................ARMED
Gear.....................................................................DOWN 3 GREEN (PM, PF)
Flaps ............................................................................... GREEN LIGHT
Since an engine is inoperative, the flaps will not be in a normal landing
position. Verify the flap position indicator corresponds to the flap handle
position selected for landing (should be in flap 15 position unless
mechanical problems dictate a lesser setting).
Note: After touchdown, be prepared to use rudder and brakes as
necessary to counter the effects of asymmetrical reverse thrust.
* * * *
737
Flight Manual
Continental
ENGINES, APU
Sec. 2.7 Page 39
Rev. 11/15/02 #41
ONE ENGINE INOPERATIVE APPROACH
AND LANDING PROCEDURE
ILS - One Engine Inoperative
Thorough planning is the key to a safe, unhurried, professional approach.
Complete the approach preparations before arrival in the terminal area.
Adequate thrust and normal maneuvering margins are available if the approach
is flown as illustrated. Good speed control is mandatory. Allowing airspeed to
decrease below that recommended increases drag and could result in inadequate
thrust for altitude control. Keep the rudder in trim at all times.
Intercept the localizer with flaps 5 and VM Flaps 5 speed. When the glideslope
deviation is approximately 1 to 1 ½ dots, lower the landing gear, extend flaps to
15, and arm the speed brakes. Decelerate to VREF 15 + 5 knots minimum,
depending on wind and gusts. Do not decelerate below VREF 15 + 5 during the
approach.
Go-Around (One Engine Inop)
· Simultaneously apply go-around thrust, press TOGA, call for flaps 1, and
manually rotate to the F/D pitch command (approx. 13 degrees). Call,
“CHECK POWER” and at a positive rate of climb, call “POSITIVE
RATE, GEAR UP, CHECK MISSED APPROACH ALTITUDE” and
adjust the pitch attitude to maintain target speed. (VREF 15 + 5 is
approximately V2 for flaps 1 and should be considered a minimum speed.)
Accomplish the missed approach procedure as illustrated at flaps 1. At
800 feet AGL, or special obstacle clearance altitude (whichever is higher).
Call “SET TOP BUG.” Setting the airspeed cursor to TOP BUG (VM
Flaps 0) will decrease the F/D pitch attitude. Adjust pitch as indicated by
F/D. Accelerate to appropriate speed and retract flaps. If returning for
another approach, flaps may be left at 1 for maneuvering. Call, “SET
MAX CONTINUOUS THRUST” for climb. Re-accomplish 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. The normal After Takeoff checklist does not need to be
accomplished.
ENGINES, APU
Sec. 2.7 Page 40
Rev. 11/15/02 #41
Continental
737
Flight Manual
Accomplish the missed approach procedure as illustrated on the approach chart.
If a turning missed approach is required, accomplish the go-around procedure
through gear up before initiating the turn. Delay further flap retraction until
initial maneuvering is complete and a safe altitude and appropriate speed are
attained. Limit bank angle to 15 degrees while maintaining target speed with
go-around flaps.
Note: Use of autothrottle is not recommended during one engine inoperative
approaches and missed approaches.
737
Flight Manual
Continental
ENGINES, APU
Sec. 2.7 Page 41
Rev. 11/15/02 #41
ILS - ONE ENGINE INOP
ENGINES, APU
Sec. 2.7 Page 42
Rev. 11/15/02 #41
Continental
737
Flight Manual
Non-Precision Approach One Engine Inoperative
Intercept the final approach course with flaps 5 at VM flaps 5. At 1.0 - 1.5 miles
from the FAF, extend the landing gear, select flaps 15, and reduce speed to VREF
15 plus wind additive (minimum VREF 15 + 5). Complete the LANDING
checklist.
Descent on the gradient path should be maintained to establish a normal descent
to DA/DDA. If a gradient path is not available, a descent of 1,000 feet per
minute should be maintained to ensure MDA is reached in time to establish a
　
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