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1 = Greater than 1 knob behind
2 = 1 knob behind
3 = ½ knob behind
4 = Throttles aligned
5 = ½ knob ahead
6 = 1 knob ahead
7 = Greater than 1 knob ahead
Sec. 3 Page 146 737
Rev. 11/15/02 #41 Continental Flight Manual
INTENTIONALLY LEFT BLANK
737 Sec. 3 Page 147
Flight Manual Continental Rev. 11/15/02 #41
DESCENT
A good descent profile takes into consideration many variables and can account
for significant fuel savings.
Maintaining the desired descent profile and utilizing the MAP mode (if available)
to maintain awareness of position will ensure a more efficient operation. The
crew should be aware of the destination weather and traffic situation and
consider the requirements of a potential diversion. A review of the airport
approach charts and pages, and a briefing for the approach and landing will be
conducted. Complete this approach briefing as soon as practical, preferably
before arriving at top of descent so the crew may give full attention to aircraft
control.
The ECON PATH descent with VNAV engaged should be used whenever
possible. This will result in a CRUISE descent if initiated beyond 50 miles
from T/D and a DES NOW descent if initiated within 50 miles of the T/D. The
use of a VNAV descent is preferred over a descent utilizing vertical speed due
to the reduced fuel burn. Flight deck workload increases as the aircraft
descends into the terminal area. Distractions must be minimized, administrative
and nonessential duties completed before descent or postponed until after
landing. The earlier that essential duties can be performed, the more time will
be available for the more critical approach and landing phases. Below 10,000’
MSL, limit programming of the FMC to minimize pilot head-down time.
Traffic considerations and speed control at specific airports frequently prevent
execution of an ideal descent at best economy speeds. In these cases, the pilot
should adjust his descent point so that an idle power descent is accomplished.
ENROUTE DESCENT
Due to the low drag of the advanced technology wing, proper descent planning
is necessary to arrive at the desired altitude at proper speed and configuration.
The distance required for the descent is approximately three times the altitude
loss for no-wind conditions.
In addition, excess airspeed is slow to dissipate and generally requires a level
flight segment.
Use the speed as indicated on the descent page of the FMC. If the information
is not available from the FMC, use .74M/250 for minimum fuel burn. Use
>>@ .70M/280/250 BCD .76/280/250 for turbulent air or ATC
requirements.
Sec. 3 Page 148 737
Rev. 11/15/02 #41 Continental Flight Manual
Plan the descent to arrive at traffic pattern altitude at flaps up maneuvering
speed about:
· 12 miles out when proceeding straight-in.
· About 8 miles out when making an abeam approach.
A good cross check is to be at 10,000 feet AFE, 35 miles from the airport, with
a speed of 250 knots.
B737 aircraft are equipped to record the uninterrupted audio signals received by
a boom or a mask microphone. Flight crewmembers are required to use the
boom microphone below 18,000 feet MSL.
DESCENT IN MODERATE TO HEAVY PRECIPITATION
If, at all possible, moderate or greater precipitation in the form of rain, hail, or
sleet should be avoided. Advance planning and effective use of weather radar to
detect areas of precipitation will usually provide alternative flight paths around
hazardous weather conditions. If rain, hail, or sleet of moderate or greater
intensity is encountered or anticipated, the engine ignition switches should be
placed to the FLT position.
SPEED BRAKES AND THRUST USAGE
While using the speedbrake during descent, allow sufficient margin in altitude
and/or airspeed so that a smooth level off can be accomplished while lowering
speedbrake and adding thrust without causing passenger discomfort or
overshooting the desired altitude. Lower the speedbrake before adding thrust.
Thrust Indications During Descent
It should be noted that during high speed descents from altitude with idle thrust
set, a variation in all engine parameters may occur due to engine efficiencies and
tolerances. Differences as high as 15% N1 between left and right engines have
been observed during initial descent. These variations tend to diminish as
altitude and airspeed decrease, and should be minimal by 10,000 feet. This
condition is within normal operating limits.
737 Sec. 3 Page 149
Flight Manual Continental Rev. 11/15/02 #41
HOLDING
Begin speed reduction within 3 minutes prior to estimated arrival at the fix so as
　
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