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until descent to the runway begins. If, however, the aircraft is still in IMC after
level off above MDA, select 500 fpm down on the V/S thumbwheel. When the
aircraft reaches MDA, press ALT HOLD on the MCP.
When at the VDP, with adequate visual cues, begin descent from the MDA to
the TDZ. The autopilot must be disconnected before descending more than 50
feet below MDA. Leaving the MDA for the TDZ, establish the correct control
instrument settings (PITCH and POWER) to maintain a continuous and stabilized
descent.
Missed Approach
If adequate visual cues are not obtained at the VDP, maintain the MDA until
reaching the missed approach point and then initiate a go-around. (Refer to Go-
Around Procedures, this section.)
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Rev. 11/15/02 #41 Continental Flight Manual
Determine from the approach chart the height above touchdown.
Example: IAH 15L MDA(H) 460 (362 HAT)
Determine at what distance from the end of the runway the 3 degree
glidepath intersects the HAT.
Use this distance from the end of the runway as your VDP
Distance from the end of the runway may be available on the RMDI
by reference to DME indications.
Note: If DME is unavailable an approximate time for the descent
can be planned. Take the HAT and change it into seconds.
Example: HAT 360 feet. Take the 360 and take off the last digit
making it 36. It should take approximately 36 seconds to
descend from the HAT to the TDZ. Simply take the total time
from the FAF to the runway and subtract the 36 seconds. If the
time from the FAF to the runway is 2:36, subtract the :36 and you
should start down 2:00 after the FAF.
The HAT intersects the 3 degree
glidepath at approx. 1.2 miles from
the runway.
3 Degree Glidepath
VDP Calculations
1 Mile 2 Miles 3 Miles 4 Miles
M VDP
600’ AGL
900’ AGL
1200’ AGL
300’ AGL
MDA 460’ HAT 362’
VDP CALCULATIONS
VISUAL DESCENT POINT CALCULATIONS
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Flight Manual Continental Rev. 11/15/02 #41
CIRCLING APPROACHES
The B737 is considered a Category D aircraft for purposes of circling
approaches.
Continental Airlines Operations Specifications requires any circling approach to
be conducted in weather conditions of at least 1,000’ ceilings and 3 miles
visibility. Therefore, if a circling approach is conducted it must be in weather
conditions equal to or greater than 1000’/3, or Category D charted circling
landing minimums, whichever is higher.
Maintain a configuration of gear down, flaps 15 at a speed of VM while
maneuvering at 1000 feet above field elevation or Category D circling MDA,
whichever is higher. This altitude must be maintained until in position to make
a normal descent to the runway. At that time, select landing flaps and reduce
speed to target. Complete the LANDING checklist.
A missed approach must be made whenever an identifiable part of the airport is
not distinctly visible once reaching minimums. To become established on the
prescribed missed approach course, the pilot should make an initial climbing
turn toward the landing runway and continue the turn until the aircraft is
established on the missed approach course or as directed by the control tower.
The PM should provide maneuvering instructions and/or monitoring of altitude
and airspeed as directed by the PF. Care should be taken to avoid a situation
where both pilots’ attention is directed out of the flight deck. When the PF
begins the visual descent to the runway, the PM should closely monitor airspeed
and rate of descent.
Due to the VFR weather minimums of 1000’/3 restriction, circling approaches
are not specifically trained or checked.
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Flight Manual Continental Rev. 11/15/02 #41
VISUAL APPROACH
GENERAL
A visual approach is conducted under an IFR flight plan. It allows the pilot to
proceed visually to the airport without following a prescribed approach
procedure. If the aircraft being followed is in sight, the pilot is responsible for
visual separation from other aircraft and wake turbulence avoidance.
THRUST
Use thrust for speed control in coordination with the elevators to control
attitude, rate of descent, and approach profile. Adjust thrust slowly and in small
increments. Large, sudden thrust changes are indicative of an unstable
approach and the related trim changes will make aircraft control more difficult.
　
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