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3. Use flight director.
4. Takeoff flaps should be set at 5 degrees unless limited by obstacle
clearance and/or climb gradient. Flaps 5 settings result in better
performance against windshear encountered on the runway. Flaps 1 setting
offers better performance when encountering an airborne windshear. Flaps
5 is recommended as it covers a larger range of conditions.
5. Use increased airspeed at rotation when available. To compute the
increased rotation airspeed:
· Determine the V1, VR, and V2 speed for the actual aircraft gross weight
and flap setting. Set airspeed bugs to these values in the normal
manner.
· From the automated runway analysis, pre-departure papers determine
the runway limit weight for the selected runway. Then determine VR
for that weight (field length limit VR).
· If the field length limit VR is greater than the actual gross weight VR,
(almost always the case) use the higher VR (up to 20 knots in excess of
actual gross weight VR) for takeoff. Airspeed bugs should not be reset
to the higher speeds.
· Rotate to normal initial climb attitude at the increased VR and maintain
this attitude. This technique produces a higher initial climb speed
which slowly bleeds off to the normal climb speed.
WARNING: If windshear is encountered at or above the actual gross
weight VR, do not attempt to accelerate to the increased VR,
but rotate without hesitation. If windshear is encountered
at or near the actual gross weight VR and airspeed suddenly
decreases, there may not be sufficient runway left to
accelerate back to normal VR. If there is insufficient
runway left to stop, initiate a normal rotation at least 2,000
feet before the end of the runway, even if airspeed is low.
Higher than normal attitudes may be required to lift off in
the remaining runway. Aft body contact may occur.
Sec. 3 Page 312
Rev. 11/15/02 #41 Continental
737
Flight Manual
· Throttles may be advanced to the mechanical stops.
· If increased airspeed was not used prior to liftoff, accelerating to
higher than normal airspeed after liftoff is not recommended.
Reducing pitch attitude at low altitude to accelerate might produce a
hazard if windshear is encountered.
Once the takeoff is initiated, the flight crew should be alert for airspeed
fluctuations. If significant airspeed variations occur below V1 the takeoff should
be aborted if sufficient runway remains.
Caution: Accelerate / Stop distances are computed assuming a normal
acceleration to V1. Airspeed fluctuations may cause the aircraft to
achieve V1 at a point farther down the runway than anticipated.
Therefore, the aircraft may not be able to stop on the runway.
Approach Precautions
Due to configuration and power settings, aircraft are the most vulnerable to
windshear effects during the approach and landing phase of flight.
Airspeed losses and excessive sink rates should be immediately responded to by
the flight crew since the aircraft may not be able to recover from a situation that
has been allowed to progress unchecked.
A stabilized approach should be established no later than 1,000 feet AGL to
improve windshear recognition capability.
1. Select minimum normal landing flap consistent with the field length.
2. The target airspeed bug should be set based on the surface winds in the
usual manner.
3. During the approach, the pilots should continuously monitor airspeed loss
reports from other aircraft ahead or the tower if equipped with Terminal
Doppler Weather Radar.
4. The reported airspeed loss should be added to VREF and if this value is in
excess of target airspeed the pilot should increase to and maintain this
speed. (The target bug should remain set based on the surface wind
additive only.)
· If the reported airspeed loss, when added to VREF results in a speed
less than target airspeed, maintain target airspeed.
737
Flight Manual Continental
Sec. 3 Page 313
Rev. 11/15/02 #41
5. Airspeed additive due to reported airspeed loss should be maintained to
touchdown; however, the aircraft should not be allowed to “float” beyond
the touchdown zone.
WARNING: Increased touchdown speeds increase stopping distance. An
additional 20 knots at touchdown can increase stopping
distance by as much as 25%.
Vertical speed should be closely monitored. If the descent rate required to
maintain the glidepath is significantly different than expected (based on
groundspeed and descent slope) continuance of the approach may not be a safe
course of action.
Caution: At airports equipped with Terminal Doppler Weather Radar, a
　
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