曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

Fly a normal profile. Ensure that a higher than normal rate of descent does not develop. Do not hold the airplane off waiting for a smooth landing. Fly the airplane onto the runway at the normal touchdown point. If a long landing is likely to occur, go-around. After touchdown, immediately apply maximum reverse thrust using all of the available runway for stopping to minimize brake temperatures. Do not attempt to make an early runway turnoff.
Autobrake stopping distance guidance is contained in the Performance Inflight section of the QRH. If adequate stopping distance is available based upon approach speed, runway conditions, and runway length, the recommended autobrake setting should be used.

Overweight Autolands Policy
Boeing does not recommend overweight autolands. Autopilots on Boeing airplanes are not certified for automatic landings above maximum landing weight. At higher than normal speeds and weights, the performance of these systems may not be satisfactory and has not been thoroughly tested. An automatic approach may be attempted, however the pilot should disengage the autopilot prior to flare height and accomplish a manual landing.

737 Flight Crew Training  Manual
In an emergency, should the pilot determine that an overweight autoland is the safest course of action, the approach and landing should be closely monitored by the pilot and the following factors considered:
.  
touchdown may be beyond the normal touchdown zone; allow for
additional landing distance.

.  
touchdown at higher than normal sink rates may result in exceeding
structural limits.

.  
plan for a go-around or manual landing if autoland performance is
unsatisfactory; automatic go-arounds can be initiated until just prior to
touchdown, and can be continued even if the airplane touches down after
initiation of the go-around.

 

Copyright . The Boeing Company. See title page for details.
6.50  FCT 737 (TM) October 31, 2006

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1
Acceleration to and Deceleration from VMO  . . . . . . . . . . . . . . . . . 7.1
Engine Out Familiarization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2
Rudder and Lateral Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2

Thrust and Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3

High Altitude Maneuvering, “G” Buffet . . . . . . . . . . . . . . . . . . . . . 7.4

Rapid Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5
Autopilot Entry and Level Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6 Manual Entry and Level Off  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7 Landing Gear Extended Descent  . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7 After Level Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7

Stall Recovery  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8
Approach to Stall Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8 Stick Shaker and Stall Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11 Recovery from a Fully Developed Stall . . . . . . . . . . . . . . . . . . . . . . 7.28

Steep Turns  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.29
Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.29 During Turn  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.29 Attitude Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.29 Vertical Speed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.30 Altimeter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.30 Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.30 Rollout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.30

Terrain Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.30
Terrain Avoidance during Low RNP Operations . . . . . . . . . . . . . . 7.30

Traffic Alert and Collision Avoidance System (TCAS) . . . . . . . . 7.31
Use of TA/RA, TA Only, and Transponder Only Modes . . . . . . . . 7.31 Traffic Advisory (TA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.31 Resolution Advisory (RA)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.32

Upset Recovery  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.33
　
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