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In this example well use Gatwick 26L again so you will need to set up the Nav 1 radio to
110.9 and the course window to 261.
We will need to start a little way back in order to get the drag out so let's assume you are
coming from the south towards the SFD VOR (117.00). As you approach the SFD VOR aim
to be at 5000 feet and 210 kt. Once at 210 kt we can start to dirty up (get flaps out, etc.).
Set flap 1 and set 190 kt in the speed window. Passing SFD descend to 3000 feet and leave
the SFD VOR direct to TIMBA.
As you approach 190 kt select Flap 5 and speed 180 kt. You will keep this configuration
until established on the localiser so get comfortable with it. Track to TIMBA, then TIGER and
finally TUNBY. This will give you a nice long final to get established. After TUNBY turn left to
heading 290 and hit the APR button. This heading should intercept you onto the localiser at
about 13 miles
As the localiser comes alive (starts moving to the center) the autopilot should start to turn
onto it. The basic MSFS autopilot isnt that good so expect it to overshoot and come back
onto it. You should now start looking at the glideslope indicator, as this will become your
cue for the remaining flap and gear, etc.
As the G/S becomes alive (starts moving down from the top) select gear down, flap 15,
speed 150. Landing checks to the flaps.
As the G/S reaches one dot above center select flap 25,
speed 140.
As you intercept the G/S
select flap 30, speed 139
(Vref + 5) complete the
landing checks.
The aircraft is now fully configured to land. All you need to do is watch the altimeter and
monitor the ILS. Your Decision Height (DH) for this ILS is 375 feet as you are flying a
Category C aircraft on a CAT 1 approach (attached is the 26L approach plate as a separate
PDF file). Realistically you would want to take the autopilot out at about 500 600 feet so
you get time to get a feel for the aircraft. As you approach 475 feet you call Approaching
minimums and at 375 DECISION at this point the choice is yours to continue to land or go
around!
Landing:
This is the less complex procedure, but equally important to get right. You should already
have removed the autopilot and now it is time to remove the A/THR as well. Try not to
change the attitude of the aircraft as you remove the autopilot; annoyingly it will fly the
approach better than you so leave well alone. As you come down check your speed. Never
go below VREF but try to be between VREF and VREF + 5 as you pass the threshold. You
are looking to touch down on the fixed distance markers.
The Go Around
This is the more complex option, although it is better than crashing and dying so we shall
cover it. The B737-400 is overpowered and as such will go around even from 35 feet and
not touch the ground so dont panic too much about that. The procedure is a little more
complex though so we will go through it step by step.
First of all the actual decision to Go Around must be made, there are a variety of reasons
such as:
o
The up and down of it, if you hear the words GO AROUND your training should kick in and
your actions should be second nature. It may be that someone else can see something that
you cant so better to be safe than sorry, the problem can be debated later!
Your actions are pretty straightforward:
o
Apply go around power (not full power or youll melt the engines)
When at 1000 feet agl pitch to 10 degrees nose up; select flap 5
By The Book:
The tutorial you just did is taken from the official Boeing manual. These are the actual
profiles we fly on the REAL aircraft and have come directly from the Boeing Flight Training
Manual!
The appendices on the next few screens are taken from the real Quick Reference Handbook
(QRH) for the B737-300. The speeds should be there or there abouts for the 400 series give
or take a knot or two.
Appendix A Take off N1 settings