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090 degrees radial, 8 mile legs, right turns.
37374219
DME FIX
END OUTBOUND LEG
28 NM
NAV-AID 20 NM
Since the inbound course (to the fix) is away from the navaid, the fix distance is
28 NM and the leg length is 8 NM. The end of the outbound holding legs will
be reached when the DME reads 20 NM.
Sec. 3 Page 154 737
Rev. 11/15/02 #41 Continental Flight Manual
INTENTIONALLY LEFT BLANK
737 Sec. 3 Page 155
Flight Manual Continental Rev. 11/15/02 #41
>>@ IN RANGE FLOW
Sec. 3 Page 156 737
Rev. 11/15/02 #41 Continental Flight Manual
BCD IN RANGE FLOW
737 Sec. 3 Page 157
Flight Manual Continental Rev. 11/15/02 #41
IN-RANGE
The IN-RANGE flow may be initiated prior to Top Of Descent.
The Pilot Flying should call for the IN-RANGE checklist at approximately
18,000 feet. For flights with cruise altitudes below 18,000 feet, the IN-RANGE
checklist should be called for at Top Of Descent.
Approximately 10 minutes before landing, the no smoking switch should be
cycled once indicating that landing is imminent.
Note: Flight crewmembers are required to use the boom microphone below
18,000’ MSL.
Meteorological conditions permitting, the use of landing lights, logo lights and
strobe lights are required below 18,000’.
PM CHALLENGE IN-RANGE PM RESPOND
Air Conditioning & Pressurization........................................................SET
Seat Belt Sign..............................................................................................ON
Recall ............................................................................................CHECKED
Altimeters & Flt Instruments.........................SET, CHECKED (PM, PF)
Airspeed Bugs..........................................................................SET (PM, PF)
Autobrake .................................................................................................SET
Approach Briefing ................................................................ COMPLETED
PM Challenge PM Respond
Air Conditioning & Pressurization ...........................................................SET
>>@ If operating the pressurization in the standby mode, verify the
cabin altitude is set 200 feet below the landing airport elevation.
Note: If descending into a high elevation airport refer to AUTOMATIC
PRESSURIZATION CONTROL LANDING AIRPORT
ELEVATION ABOVE 6000 FEET checklist if necessary.
Seat Belt Sign ................................................................................................ON
Recall............................................................................................... CHECKED
The Pilot Monitoring should press recall. This is the last check of canceled
warnings prior to landing.
Sec. 3 Page 158 737
Rev. 11/15/02 #41 Continental Flight Manual
Altimeters & Flt Instruments ........................... SET, CHECKED (PM, PF)
Set barometric pressure on all altimeters as required. If transition level is
below 18,000 ft. MSL set barometric pressure on all altimeters when
cleared to an altitude below the transition level.
Set appropriate BARO and RADIO minimums for the planned approach.
On a CAT I ILS or a Non-Precision approach, the BARO altimeter is the
primary reference to DA / DDA. DH on a CAT II ILS is determined solely
from the radio altimeter or inner marker, as appropriate. DH on CAT IIIA
approaches will be determined solely by reference to the radio altimeter.
Set the reference altitude bug on the altimeters as follows:
APPROACH TYPE ALTIMETER BUG REFERENCES
BAROMETRIC RADIO
Visual N/A N/A
NPA
(Non-Precision
Approach)
DDA or Published DA
CONTROLLING (1)
250’
CAT I Published DA
CONTROLLING (1)
Published DH
CAT II Published DA Published RA
CONTROLLING (1)
CAT IIIA
BCD Only
TDZE + 50’ 50’
CONTROLLING (1)
Airspeed Bugs ............................................................................ SET (PM, PF)
>>@ Position the white movable reference bugs at 80 knots, VREF,
VREF + 15, and VM flaps 0 for the appropriate weight.
BCD Once the desired landing flaps have been determined, the flight
crew may select the FMC computed speed or manually enter another value
into the field corresponding to the desired landing flap configuration. This
speed will then be transmitted by the FMC and the symbol generator will
display >@ the “-R” symbol opposite that speed on the speed tape,
BCD the appropriate VREF bug on the airspeed indicator (MASI).
737 Sec. 3 Page 159
Flight Manual Continental Rev. 11/15/02 #41
　
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