738 single engine missed approach

[THY1789]

Herkese merhaba,
738 tek motorla iniş ve go around çalışmada flap15 uyguluyorum, tekrar pass gecme durumunda full throttle L/G up, flap 1 e alıp 1500 ft AGL, meydan turundan sonra tekrar iniş denememde hızı bir türlü düşüremiyorum.Burda N1 değeri 80-85 aralığında.Hızı düşürebilmek için daha düşük bir N1 değeri mi uygulamalıyım?Yoksa inişte daha büyük flap mi açmalıyım.Zira bu durumda tekrar go around uygulamak istersem yüksek flap derecesi ve düşük hız sorun olacak.Bu konuda bilgi verebilirseniz sevinirim.Şimdiden çok teşekkürler.İyi uçuşlar.

serhan tüzemen
FLYTHY1789

[hakan737]

manuelde şunlar var;
ENGINES, APU
Sec. 2.7 Page 17
Rev. 11/15/02 #41
Engine Failure On Final Approach
Should an engine failure occur during final approach with the aircraft in the
landing configuration, the aircraft may not be able to maintain a normal
glideslope under the most adverse conditions in high headwinds and climb
performance limited gross weights.
Continue The Approach In The One Engine Inoperative Landing
Configuration
Upon recognition of an engine failure, disengage the autothrottle and increase
thrust concurrent with the selection of flaps 15. Speed should be increased to
VREF 30 or 40 speed plus 15 knots. This speed is equal to or greater than VREF
15. The internal speed bug may also be increased to this speed to provide
proper flight director pitch guidance for approach. Inhibit the GROUND
PROXIMITY FLAP INHIBIT switch to prevent a flap configuration warning.
Execute A Go-Around
If the Captain decides to go-around when the engine fails in the landing
configuration, disengage the autothrottle and increase thrust concurrent with the
selection of flaps 15. Speed should be increased to VREF 30 or 40 speed plus 15
knots. This speed is equal to or greater than VREF 15. The internal speed bug
may also be increased to this speed to provide proper flight director pitch
guidance for approach and go-around. After the aircraft has stabilized, the
normal single engine go-around procedures will then be accomplished.
Maintain VREF + 15, retract flaps to position 1, and continue the one engine
inoperative go-around. VREF + 15 knots is approximately equal to V2 for
flaps 1. Subsequent flap retraction should be made at 800 ft. AGL or higher
altitude if special procedures apply.

ONE ENGINE INOPERATIVE APPROACH AND LANDING
For ease of use, the ONE ENGINE INOPERATIVE APPROACH AND
LANDING checklist has been designed to incorporate all normal checklists from
the In Range phase through the Landing checklist. By incorporating both
normal and abnormal procedures, the flight crews will only have to refer to one
checklist.
Plan a Flap 15 landing. Flap 15 configuration results in a higher than normal
pitch attitude. There is a tendency to push the nose down to obtain a normal
visual sight picture. Use caution to avoid going below the normal glide path.
IN RANGE
Air Conditioning & Pressurization ...........................................................SET
If operating in the Standby Mode (as installed), verify the cabin altitude is
set 200 feet below the landing elevation.
Seat Belt Sign ................................................................................................ON
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.

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.
(araları atlıyorum)

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
charts, STARS, and approach charts associated with
arrival will be out and available. The Captain will brief
all Grid MORAs MEAs MOCAs AMAs to include
position of high terrain along the route.
The briefing should also include what HSI mode selections are planned for
the approach. The MAP mode normally provides the best situational
awareness. Since raw data is primary it must be displayed prior to
commencing the approach. The ADI display of LOC/GS information, and
the RDMI display of NDB azimuth information suffice for this requirement.
However;
Note: During a VOR approach, at least one pilot will have VOR data
displayed on his/her HSI prior to intercepting the final approach
course.
- - - - - PRIOR TO APPROACH - - - - -
Ground Proximity Flap Inhibit Switch............................................INHIBIT
Eliminates the warning associated with flaps being out of the normal
landing configuration.
Go-Around Procedure ......................................................................REVIEW
Accomplish normal go-around except:
· Use flaps 1.
· Maintain VREF 15 + 5 to flap retraction altitude.
· Limit bank angle to 15 until reaching VREF 15 + 15 knots.
· Accelerate to VM Flaps 1 prior to flap retraction.
· Set Max Continuous Thrust
· Reaccomplish appropriate items on the ENGINE FAILURE / FIRE /
SHUTDOWN / SEVERE DAMAGE / SEPARATION checklist,
followed by the ONE ENGINE INOPERATIVE APPROACH AND
LANDING checklist at the appropriate time.
Note: Use of TOGA switches provides proper pitch if both flight
director switches are ON for the approach.
Note: Because of reduced performance capabilities and the
critical nature of an engine being inoperative,
consideration should be given to asking ATC for
assistance in simplifying complex missed approach
procedure, if possible


geneli bu diğer iki procedure ILs ve non-precision approach için.

[THY2100]

Hakan hocam detaylı anlatım paylasımınız cok guzel elınıxe saglık.elazıg vor uzerınde tum bunları uygulamam gerekmıstı gercekten cok zor ve streslı bır prosedur,tum kaptanların usenmeyıp calısması gereklı dıye dusunuyorum.kısacası olay su 15 flap vurup hozıda bıraz yuksek tutacaksınız tabı at dısrmed.

[THY7]

Çift motor pas geçerken;
TO/GA ,Flaps 15,Set Go around Thrust,Positive rate,Gear Up

Tek motor pas geçişte;
TO/GA,Flaps 1,Set Go around thrust,Positive rate,Gear Up

İyi uçuşlar.

PS:Armağan artık havacılık terimlerine alışma vaktin geldi.
''Flabı 15 vurmak'' gibi terimler senin seviyen için uygun diil.Bu Kartal SLX diil,uçak.

[THY1834]

Armağan gayet normal terim kullanmış Berhan kaptanım,onun hocası,pek çok kaptanında THY de hocası emekli pilot Coşkun YILMAZ,hiiiiç dinlemez sürat azalmıyorsa ''vur flapı abicim yavaşlasın'' der....her zaman

[THY7]

Hocasının kim olduğu önemli diil,Sadece forumu kamyoncu forumunu çevirmesin diye gayret ediyorum.