B737 300-500...questions...PLEASE HELP ME!!
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Joined: Mar 2005
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From: italy
B737 300-500...questions...PLEASE HELP ME!!
1- How you can test the standby electric system before flight?
2- during non prec APP ...Automatic G/A is able or not?..why?
3- how much fuel burn in hold?
4- How do you perform a diversion?
Thanks!!!!
2- during non prec APP ...Automatic G/A is able or not?..why?
3- how much fuel burn in hold?
4- How do you perform a diversion?
Thanks!!!!
Joined: Jul 1999
Posts: 134
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From: Big Sky Country
1. Switch the standby power switch to off, all the essential radios and instruments should fail, swich to standby they'll reactivate. Remember to return switch to auto position!
2. It's been al while but i'm nearly sure G/A mode is a flight director mode only. If the switch are pressed during an approach it disconnects the A/P drives the A/T to take off power (if armed) and puts a fly-up and straight ahead bias onto the flight director needles.
as for 3. and 4. you might need to get some pilot input on those!
You might find www.b737.org.uk a useful source of information.
2. It's been al while but i'm nearly sure G/A mode is a flight director mode only. If the switch are pressed during an approach it disconnects the A/P drives the A/T to take off power (if armed) and puts a fly-up and straight ahead bias onto the flight director needles.
as for 3. and 4. you might need to get some pilot input on those!
You might find www.b737.org.uk a useful source of information.
Joined: Dec 1999
Posts: 167
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From: Daansaaf
Auto G/A is only available if the approach is carried out with both autopilots engaged. This can only be done for an ILS approach with both NAV receivers tuned to the ILS and it is only done when an autoland is planned. The reason that all ILS approaches are not routinely flown with both autopilots is that when both are engaged, 10 units of nose up trim are automatically applied at 390' and this then makes for an abnormal trim setting if the autopilot is then disengaged.
Fuel in the hold - it's in the 'Performance Inflight' part of the QRH. For a typical landing weight and holding at low level (<FL100), the fuel flow per engine is around 1200kg/hr, i.e. 40kg/min total.
Performing a diversion? Go around, re-tune the NAVaids for the missed approach and climb to a safe altitude, arrange with ATC to route as directly as possible to the diversion airfield (taking terrain into account), re-program the FMC, re-set the pressurisation controller for landing altitude and cruise level, talk to the company ops if there's time, brief the cabin crew, brief the pax, talk to the handling agents at destination and diversion airfields. Land at diversion airfield. In terms of fuel, the legal minimum to land with at diversion is Final Reserve - 30 minutes holding fuel (1200kg for a 737 classic).
Fuel in the hold - it's in the 'Performance Inflight' part of the QRH. For a typical landing weight and holding at low level (<FL100), the fuel flow per engine is around 1200kg/hr, i.e. 40kg/min total.
Performing a diversion? Go around, re-tune the NAVaids for the missed approach and climb to a safe altitude, arrange with ATC to route as directly as possible to the diversion airfield (taking terrain into account), re-program the FMC, re-set the pressurisation controller for landing altitude and cruise level, talk to the company ops if there's time, brief the cabin crew, brief the pax, talk to the handling agents at destination and diversion airfields. Land at diversion airfield. In terms of fuel, the legal minimum to land with at diversion is Final Reserve - 30 minutes holding fuel (1200kg for a 737 classic).
