曝光臺 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

23”
10.0°
* Aft Fuselage Contact: (Wheels on runway, struts extended)
The leading causes of tail strikes at takeoff are a fast rotation rate (greater than
2.5deg/sec), or early rotation.
A fast, early rotation is therefore the worst possible combination.
Do not pressurize if fuselage contact is suspected. A landing at the nearest
suitable airport is recommended. An inspection for structural damage is
required before the next flight.
NOISE ABATEMENT
All Continental aircraft are expected to comply with F.A.R. 36 Noise
Abatement Requirements. Every takeoff must adhere to the standard noise
abatement profile. A few airports will have special procedures and unique
situations that may be more restrictive. Safety is of primary concern when
following the noise abatement profile. Pilot judgment may require adjustments
due to adverse winds, weather or other flight conditions.
Obviously, engine failures or other mechanical problems may require
abandonment of noise abatement procedures.
Sec. 3 Page 118 737
Rev. 11/15/02 #41 Continental Flight Manual
CLOSE IN TURN AFTER TAKEOFF
Normally, a turn after takeoff should not be started until reaching 400 AGL,
even if ATC requests a turn as soon as practical. However, a turn required for
obstructions, noise abatement, or adverse conditions may be started before
reaching 400 feet AGL but no lower than 50 feet AGL. The maximum bank
angle after takeoff will be 15 degrees until reaching V2 + 15. At an airspeed of
V2 + 15 and above, bank angles of 30 degrees are allowable.
AUTOPILOT ENGAGEMENT
The autopilot may be engaged any time above 1,000 ft. AGL. When the initial
climb is established, ensure the aircraft is trimmed to meet the F/D roll and
pitch commands, then select an autopilot to CMD. If the Captain is flying, A/P
“A” is normally engaged, and A/P “B” when the First Officer is flying. This
will give the Pilot Flying and the engaged A/P the primary navigational
information and FMA display. If the A/P fails to engage in the proper roll or
pitch mode, the A/P will revert to CWS ROLL or CWS PITCH and the command bars
will bias out of view. Re-selecting a valid roll / pitch mode will return the F/D
command bars into view.
TAKEOFF PITCH MODES
VNAV Pitch Mode
The use of TO/GA mode to flap retraction altitude and VNAV for flap retraction and
climb is a method of managing the AFDS for takeoff. To use this mode, at flap
retraction altitude with at least V2 + 15 knots and accelerating, the PF calls
“FLAPS ___, VNAV.” The PM selects the initial flap retraction, selects VNAV
on the MCP panel, verifies the desired A/T and pitch mode on the FMA, and
that the command bug moves to the desired speed.
With VNAV engaged, the FMC commands AFDS pitch and A/T modes to fly
the vertical profile selected on the FMC. Therefore, the mode control panel IAS
display becomes blank, the speed selector is inoperative, and the airspeed
cursor is positioned at the FMC commanded airspeed. The AFDS controls
pitch to maintain FMC speed.
The preflight entry of VM Flaps 0 on the TGT SPD line L2 will cause AFDS to
command a smooth increase from V2 + 20 to VM Flaps 0 upon selection of
VNAV. When an acceleration is desired to above VM Flaps 0 select ECON on
the ECON CLIMB page.
737 Sec. 3 Page 119
Flight Manual Continental Rev. 11/15/02 #41
The preflight entry of VM Flaps 0 / 3000 feet AFE on line L3 SPD REST, and
250 knots on line L2 TGT SPD will cause the AFDS to command a smooth
increase from VM Flaps 0 to 250 knots at 3000 feet AFE. Upon reaching an
altitude where the pilot wishes to accelerate to the scheduled climb speed select
ECON (normally 10,000 MSL).
VNAV should not be used below 3000’ AFE with special noise abatement
departures such as KSNA.
Level Change Pitch Mode
LVL CHG is used if VNAV is not available or not desired. To use this mode, at flap
retraction altitude with at least V2 + 15 knots and accelerating, the PF calls
“FLAPS ___, CLIMB POWER, LVL CHG, SET TOP BUG.”
The PM:
· Selects the requested flap setting
· Selects N1, LVL CHG
· Aligns the speed cursor with the VM Flaps 0 bug using the speed
selector
Note: >>@ This bug should have been manually prepositioned
after TOGW is known. BCD The VM Flaps
0 bug will be automatically positioned to a computed VM
Flaps 0 by the FMC.
· Verifies the desired A/T and pitch mode on the FMA, and that the
command bug moves to the desired speed.
During a normal takeoff or go-around with an initial level off altitude set in the
MCP Altitude window of 3000’ above field elevation or less, ALT ACQ may
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：737 FLIGHT MANUAL 737飛行手冊2(15)