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Recall............................................................................................... CHECKED
The PM should press recall. This is the last check of canceled warnings
prior to landing. With an engine shutdown, there will be one or more
master caution annunciator lights illuminated, referencing the affected
system(s). Make certain the items which recall are consistent with the
intended configuration of the aircraft.
Altimeters & Flt. Instruments .......................SET & CHECKED (PM, PF)
Set barometric pressure on all altimeters. If transition altitude is below
18,000 ft. MSL, set barometric pressure on all altimeters when passing
through transition altitude. Cross check all flight instruments for
indications and flags.
Airspeed Bugs ............................................................................ SET (PM, PF)
VREF ..................................................................................................VREF 15
BCD If using VREF 15 and If icing conditions have been
experienced or are anticipated prior to landing set VREF =VREF 15 +
10.
(Continued)
ENGINES, APU
Sec. 2.7 Page 34
Rev. 11/15/02 #41
Continental
737
Flight Manual
Target............................................................VREF 15 + WIND ADDITIVE
>>@ Position the white movable reference bugs at 80 knots,
VREF, VREF + 15, and VM Flaps 0 for the appropriate weight.
>>@ If ice formations are observed on the aircraft surfaces,
(wings, windshield wipers, window frames, etc.) add 10 knots to the
VREF for establishing Target speed to ensure maneuvering capability.
>@BCD Once the desired landing flaps have been determined,
the flight crew will select the FMC computed speed or manually enter
another value into the field corresponding to the desired landing flap
configuration. This speed will then be transmitted by the FMC and the
symbol generator will:
>@ display the “-R” symbol opposite that speed on the speed tape.
BCD display VREF, VREF + 15.
On final approach when landing flap has been selected, position the internal
bug to VREF Flaps 15 plus 1/2 the reported wind and all the gust not to
exceed plus 20 knots. The minimum cursor speed is VREF Flaps 15 + 5.
The maximum cursor setting is VREF Flaps 15 plus 20 knots. Examples:
Reported wind 15 gusting 20. Cursor setting is VREF Flaps 15 plus 12
knots.
Autobrake.....................................................................................................SET
The autobrake system should be used for landing. It is estimated that
manual braking techniques frequently involve a 4 to 5 second delay
between main gear touchdown and brake pedal application, even when
conditions reflect the need for a more rapid initiation of braking. This
delayed braking can result in the loss of 800 to 1000 feet of runway.
Directional control requirements for crosswind conditions and low visibility
may further increase the above delays as can the distraction arising from a
malfunctioning reverser system.
A setting of 2 or 3 provides moderate deceleration rates. The MAX setting
provides for maximum deceleration.
(Continued)
737
Flight Manual
Continental
ENGINES, APU
Sec. 2.7 Page 35
Rev. 11/15/02 #41
Shoulder Harnesses (Flow) ..........................................................................ON
Approach Briefing....................................................................COMPLETED
Normally the approach briefing should be accomplished at cruise altitude
when the destination ATIS information becomes available. However, if
this is impractical, the crew briefing will be accomplished as soon as
approach information is available.
Note: Since it is not recommended to fly the approach with the
autothrottles engaged, special emphasis should be placed on how
the approach will be flown. The autopilot is available, and its use
may significantly assist in completing a successful approach.
The briefing must include the destination weather, the date and type of
approach plate to be used, and the transition level. The approach itself
should be thoroughly reviewed covering courses, frequencies, altitudes,
terrain, timing, missed approach procedures, and the type of runway
lighting system. The failure of any aircraft system affecting the approach
and landing phase, as well as any unusual or special circumstances, should
be briefed to include the specific procedures and responsibilities of the
individual crewmembers. The Continental Airlines 10-7 page should also
be reviewed.
WARNING: Prior to descent into mountainous terrain all enroute
　
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