Engine Failure On Final Approach
In case of engine failure on visual final approach, use the procedure described in the ILS approach section, this chapter.
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5.68 FCT 737 (TM) October 31, 2006
Touch and Go Landings
Touch and Go Landing - General
The primary objective of touch and go landings is approach and landing practice. It is not intended for landing roll and takeoff procedure training.
Approach
Accomplish the pattern and approach procedures as illustrated.The landing gear may remain extended throughout the maneuver for brake cooling, but be prepared to retract the landing gear if an actual engine failure occurs during go-around. Do not arm the speedbrakes. Select the autobrakes OFF.
Landing
The trainee should accomplish a normal final approach and landing. After touchdown, the instructor selects flaps 15, sets stabilizer trim, ensures speedbrakes are down, and at the appropriate time instructs the trainee to move the thrust levers to approximately the vertical position (so engines stabilize before applying go-around thrust). When the engines are stabilized, the instructor instructs the trainee to set thrust.
Note: Flaps 15 is recommended after touchdown to minimize the possibility of a tailstrike during the takeoff.
WARNING: After reverse thrust is initiated, a full stop landing must be made.
At VREF, the instructor calls “ROTATE” and the trainee rotates smoothly to approximately 15 ° pitch and climb at VREF + 15 to 25 knots. The takeoff warning horn may sound momentarily if the flaps have not retracted to flaps 15 and the thrust levers are advanced to approximately the vertical position.
Stop and Go Landings
The objective of stop and go landings is to include landing roll, braking, and takeoff procedure practice in the training profile.
Note: At high altitude airports, or on extremely hot days, stop and go landings are not recommended.
After performing a normal full-stop landing, a straight ahead takeoff may be performed if adequate runway is available (FAR field length must be available). After stopping, and before initiating the takeoff, accomplish the following:
.
set takeoff flaps
.
trim the stabilizer for takeoff
.
place speedbrake lever in the down detent
.
place autobrake to RTO
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5.70 FCT 737 (TM) October 31, 2006
.
check the rudder trim
.
set airspeed bugs for the flap setting to be used.
Perform a normal takeoff.
Do not make repeated full stop landings without allowing time for brake cooling.
Brake heating is cumulative and brake energy limits may be exceeded. Flat tires
may result.
Note: Flying the pattern with the gear extended assists in brake cooling.
Go–Around and Missed Approach - All Approaches
737-300 - 737-500
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5.72 FCT 737 (TM) October 31, 2006
Initiation
Push TO/GA, flaps 15 (flaps 1, 1 engine)
.
Verify go-around attitude
.
Verify or adjust thrust as needed
.
Positive rate of climb - gear up
.
737-600 - 737-900
Approach and Missed Approach 737 Flight Crew Training Manual
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October 31, 2006 FCT 737 (TM) 5.73
Acceleration height
Set speed for planned flap
. setting (1 engine)
Retract flaps on schedule
.
above flap maneuvering speed
Select LVL CHG or VNAV
.
Verify climb thrust
. (CON thrust, 1 engine)
Verify altitude capture
.
Do the After Takeoff checklist
.
For a manual go-around:
rotate manually
.
select or verify go-around thrust
.
engage autopilot as needed
.
Go–Around and Missed Approach - All Engines Operating
The go-around and missed approach is generally performed in the same manner whether an instrument or visual approach was flown. The go-around and missed approach is flown using the Go-Around and Missed Approach procedure described in the FCOM. The discussion in this section supplements those procedures.
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