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SPEED”
Any weakening or softening of
an RA.
CROSSOVER CLIMB “CLIMB, CROSSING CLIMB”
“CLIMB, CROSSING CLIMB”
Directs a climb and informs
pilot that a safe vertical
separation will result in
climbing through intruder's
altitude.
CROSSOVER DESCENT “DESCEND, CROSSING
DESCEND”
“DESCEND, CROSSING
DESCEND”
Directs a descent and
informs pilot that a safe
vertical separation will result
in descending through
intruder’s altitude.
PREVENTATIVE ADVISORY “MONITOR VERTICAL
SPEED”
Preventative advisory
MAINTAIN EXISTING
VERTICAL SPEED
“MAINTAIN VERTICAL
SPEED, MAINTAIN”
Maintain existing vertical
speed.
MAINTAIN EXISTING
VERTICAL SPEED WHILE
CROSSING THREAT’S
ALTITUDE
“MAINTAIN VERTICAL
SPEED, CROSSING
MAINTAIN”
Maintain depicted vertical
speed while crossing threat’s
altitude.
CHANGE FROM A
DESCENT TO A CLIMB
“CLIMB – CLIMB NOW”
“CLIMB – CLIMB NOW”
Initiate the change from a
descent to a climb maneuver
within 2.5 seconds.
CHANGE FROM A CLIMB
TO A DESCENT
“DESCEND – DESCEND
NOW”
“DESCEND – DESCEND
NOW”
Initiate the change from a
climb to a descent maneuver
within 2.5 seconds.
RA CLEARED “CLEAR OF CONFLICT” Return promptly to the
previous ATC clearance.
Note: The ABOVE / BELOW altitude display limits for traffic are as follows:
- ABOVE (climb phase) 9000 feet above; 2700 feet below
- NORMAL (enroute phase) 2700 feet above; 2700 feet below
- BELOW (descent phase) 2700 feet above; 9000 feet below
737
Flight Manual Continental
Sec. 3 Page 299
Rev. 11/15/02 #41
GROUND PROXIMITY WARNING SYSTEM
Warnings
GPWS warnings of “TERRAIN,” “PULL UP,” or any configuration warning
require an immediate response by the flight crew. Without delay, perform CFIT
Recovery Maneuver.
WARNING: Any “TERRAIN,” “PULL UP,” or configuration warning that
occurs or continues below 500’ AFE mandates a goaround,
regardless of flight conditions. Refer to GPWS
Warning / CFIT Recovery Maneuver procedures this section.
Note: If a warning occurs above 500’ AFE when flying under daylight VMC
conditions, and positive visual verification is made that no hazard
exists and that aircraft configuration is correct, the warning may be
regarded as cautionary and the approach may be continued.
Alerts
GPWS alerts of “DON’T SINK,” “SINK RATE,” “GLIDESLOPE,” or “BANK
ANGLE” require immediate response by the flight crew. The PF must take
immediate action to correct the flight path.
Sec. 3 Page 300
Rev. 11/15/02 #41 Continental
737
Flight Manual
WEATHER RADAR
General
The requirements for weather radar for dispatch are stated in the aircraft
Minimum Equipment List. If the radar becomes inoperative in flight, the flight
may not enter a known or forecast thunderstorm area unless the Captain is
satisfied that thunderstorms can be avoided visually. If already in a
thunderstorm area when the radar becomes inoperative, the flight will avoid
thunderstorms visually, or if this is impossible, slow to recommended
turbulence penetration speed and take the shortest course out of the area
consistent with safety.
Continental aircraft are equipped with an X-Band weather radar receiver /
transmitter using a flat-plate antenna. The flat-plate antenna produces a narrow
beam (3.0°) without any significant sidelobes. For optimum performance, more
tilt adjustment will be required than with the older parabolic type antenna which
produces numerous sidelobes as shown in the diagram below.
Parabolic Antenna
Lobe Plattern
Flat Plate Antenna
Lobe Pattern
Storm Cell
Detected By
Side Lobe
Storm Cell
Overscanned
TTTTTTTTT
TTTTT TT
TTTT TTT
TTTT TTT
TTTTTTTTT
TTTTT TT
TTTT TTT
TTTT TTT
TTTTTTTTT
TTTTT TT
TTTT TTT
TTTT TTT
TTTTTTTTT
TTTTT TT
TTTT TTT
TTTT TTT
4142273
Note: On >@BCD aircraft with the RDR-4B-0418 Control Panel
installed, each pilot has a separate tilt control for their EHSI radar
display. As the radar simulates a sweep in one direction, it looks at the
Captain’s tilt control and sends the appropriate return data to the
　
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