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Note: >@BCD A DME arc may be created on the Map by selecting
a distance reference (mileage) for a desired FIX page waypoint.
When turning onto an arc, plan to lead your turn to avoid overshooting the
desired arc. A good rule-of-thumb is to lead desired DME indication by 1% of
your ground speed.
Example: For a 200-knot ground speed, lead 2 miles, and so forth.
Keeping a bearing or radial indicator near the wing tip will keep you close to the
desired arc. Flying in a series of short, straight legs are usually the best
technique to use. Do not attempt to fly in a continuous bank.
The DME indication will be the same as the published DME distance each time
the VOR-RDMI needle passes through the wing tip position. If you drift off the
ARC:
· If getting closer to the station than desired, turn to put the station behind of
the wing tip.
· If getting further from the station than desired, turn to put the station ahead
of the wing tip.
· Technically speaking, correct 10° for each ½ mile outside the arc, and 5°
for each ½ mile inside the arc.
Since a graphic presentation of the station’s position is important to flying a
DME arc, do not attempt this maneuver with the bearing indicator inoperative.
For most DME transitions, a lead of approximately 10 degrees will be adequate
for turning from the arc to the final approach course (at 15 NM from the station,
10 degrees of arc is equivalent to 2½ NM).
Sec. 3 Page 170 737
Rev. 11/15/02 #41 Continental Flight Manual
737 Sec. 3 Page 171
Flight Manual Continental Rev. 11/15/02 #41
MANEUVERING SPEEDS
The flap maneuvering speed schedule provides the maneuvering speeds for
various flap settings. When recommended procedures are followed the flap
maneuvering speed schedule provides adequate buffet margin for an inadvertent
15° overshoot beyond the normal 30° bank.
These speeds provide:
· A deck angle, which will provide increased forward visibility for traffic
separation in VMC.
· A higher than minimum maneuver margin.
· A thrust requirement, which is at or near, the minimum required to sustain
level flight (maximum fuel efficiency).
· A speed, which can be maintained with minimal thrust changes when the
aircraft is maneuvering in a bank.
>>@ Flap Maneuvering Speed Schedule (VM)
FLAP POSITION AT & BELOW 117,000 LBS. ABOVE 117,000 LBS.
Flaps 0 210 220
Flaps 1 190 200
Flaps 5 180 190
Flaps 10 170 180
Flaps 15 150 160
Flaps 25 140 150
Note: Target speed provides 25 degree bank capability with a 15 degree
overshoot protection.
Sec. 3 Page 172 737
Rev. 11/15/02 #41 Continental Flight Manual
BCD Flap Maneuvering Speed Schedule (vM)
Flaps 0 VM Flaps 0 Speed Bug
Flaps 1 VM Flaps 1 Speed Bug
Flaps 5 VM Flaps 5 Speed Bug
Flaps 10 VM Flaps 10 Speed Bug
Flaps15 VM Flaps 15 Speed Bug
Flaps 25 VM Flaps 25 Speed Bug
Note: Target speed provides 25 degree bank capability with a 15 degree
overshoot protection.
Initial pattern entry will be in a clean configuration. Slow to appropriate VM
flaps 0 speed prior to entering an airport traffic area. Flaps will be extended to
the next setting prior to decelerating below VM for the existing flap setting.
Note: Flap maneuver speeds provide approximately 15 to 20 knots above the
minimum maneuvering speed for each flap setting.
For normal traffic patterns and approaches, the internal (salmon colored)
airspeed bug should be progressively set to the flap maneuvering speed for each
flap position during flap extension. The Pilot Flying should call “FLAPS
______, SPEED” when flaps are required to be extended to the next flap
position. This call will not be made until the aircraft is below the maximum flap
extension speed for the desired flap position.
While not prohibited, the use of speedbrakes with the flaps extended should be
avoided due to aircraft buffet. Speedbrake should not be deployed with the flaps
extended beyond 15°. High sink rates during the approach should be avoided,
and speedbrake usage must be terminated by no lower than 1000 feet AGL.
When operating in an autothrottle speed mode, timely speed selections will
minimize thrust lever movement during the approach, reducing cabin noise
levels and increasing fuel efficiency. When flaps and landing gear are extended,
be prepared to select the next lower speed just as the additional configuration
drag takes effect. Delaying the speed selection will cause an increase in thrust,
while selecting the lower speed too quickly will cause thrust to decrease, then
　
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