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The target speed will be determined by adding ½ the reported wind and all
the gust not to exceed plus >>@B 20 knots CD 15 knots to
VREF. The minimum target speed will be VREF + 5 knots.
Example: If the reported wind 12 kts gusting to 20 kts. Target setting
is VREF plus 14 knots.
1. ½ of 12 kts = 6 kts.
2. The difference between the steady state wind of 12 kts and the
reported gust of 20 kts is 8 kts.
3. Add the 6 kts (Steady State) and 8 kts (Reported Gust) to
obtain the additive of 14 kts.
For landings without autothrottles, the wind correction will be entered at
5R on the APPROACH REF page.
VREF
Target Speed Cursor
( V +5 Minimum)
V + 15
REF
REF
80 Knots
Target Speed Cursor
( V +5 Minimum)
V + 15
V Flaps 0
REF
REF
M
VREF
350
400
300
60
250
240
200
220 180
160
140
120
100
80
250
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373740014
Sec. 3 Page 160 737
Rev. 11/15/02 #41 Continental Flight Manual
Autobrake.....................................................................................................SET
If operational, the use of auto brakes for landing is required.
It is estimated that manual braking techniques frequently involve a 4 to 5
second delay between main gear touchdown and brake pedal application,
even when conditions reflect the need for a more rapid initiation of braking.
This delayed braking can result in the loss of 800 to 1000 feet of runway.
Directional control requirements for crosswind conditions and low visibility
may further increase the above delays as can the distraction arising from a
malfunctioning reverser system. Use of reverse thrust will allow the
autobrake system to reduce brake pressure to the minimum level, thus
minimizing brake and tire wear and keeping brake temperatures in the
normal range. The use of minimum reverse thrust will almost double the
brake energy requirements. During landing roll if the deceleration is not
suitable for the desired stopping distance, take over manual braking. The
autobrake should be released by smoothly applying brake pedal force, as in
a normal stop, until the autobrake system disarms, as noted by the
illumination of the AUTO BRAKE DISARM light, or by moving the speedbrake
lever full forward.
For normal operation of the autobrake system, it is necessary to arm it by
selecting a deceleration setting. The following is offered as selection
criteria:
1 This selection should be made as the normal setting for routine
operations. It will provide a nominal deceleration rate.
2 or 3 These settings should be used when moderate deceleration rates
are required for wet and slippery runways, when landing rollout
distance is limited, any time a reverser is inoperative, single
engine landings, and any landing requiring higher than normal
landing speeds.
MAX This setting should be used when maximum deceleration rates are
required for minimum stop distance. The deceleration rate is less
than produced by full manual braking.
737 Sec. 3 Page 161
Flight Manual Continental Rev. 11/15/02 #41
Approach Briefing....................................................................COMPLETED
Normally the approach briefing should be accomplished at cruise altitude
when the destination ATIS information becomes available. However, if
this is impractical the crew brief will be accomplished as soon as approach
information is available. The briefing should include the following items as
appropriate to approach conditions.
· Weather and alternate
· Runway conditions and required lighting
· STAR approach and chart date
- Displays and automation modes
- Frequencies / courses
- Altitudes
· Missed approach procedures
· Engine inoperative missed approach
· Non-normal and inoperative equipment considerations
· Terrain considerations.
If EGPWS is installed, use the TERR feature on the EFIS control panel for
arrival to any airport with significant terrain features. This feature should
be considered for use even in day VFR conditions. The TERR function
cannot be displayed with weather radar. Consider using weather radar on
one display and terrain on another when faced with a weather / terrain
situation.
If EGPWS is not installed, consider using radar to help identify prominent
terrain features.
· Transition Level
· 10-7 and 10-9 Pages
For a visual approach, the briefing may be abbreviated to only include the
following:
· Weather and runway conditions
　
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