Boeing 737 - 600/700/800/900. Flight Crew Training Manual (1999 year)

Approach and Missed Approach

Other Non-ILS Approaches

The MAP for all other non-ILS approaches is depicted on the approach chart. If

the procedure has a final approach fix, the MAP may be short of the runway

threshold, at the runway threshold, or located over a radio facility on the field. For

on airport facilities (VOR or NDB) which do not have a final approach fix, the

facility itself is the MAP and in most cases is beyond the runway threshold. Do

not assume the airplane will always be in a position to make a normal landing

when reaching the MDA(H) before reaching the MAP. When the MAP is at or

beyond the runway threshold, the airplane must reach MDA(H) before arrival at

the MAP if a normal final approach is to be made.

Precision Approach Radar (PAR)

The MAP for a PAR is the geographic point where the glide path intersects the

DA(H). Arrival at the MAP is determined by the pilot using the altimeter or as

observed by the radar controller, whichever occurs first.

Airport Surveillance Radar (ASR)

The radar controller is required to discontinue approach guidance when the

airplane is at the MAP or one mile from the runway, whichever is greater. Perform

the missed approach when instructed by the controller.

5.8

Approach and Missed Approach

ILS Approach - General

The ILS approach illustrated assumes all preparations for the approach such as

review of approach procedure and setting of minima and radios are complete. It

focuses on crew actions and avionic systems information. It also includes unique

considerations during low weather minima operations. The pattern may be

modified to suit local traffic and air traffic requirements.

Decision Altitude/Height - DA(H)

A Decision Altitude/Height is a specified altitude or height in a precision approach

where a missed approach must be initiated if the required visual reference to

continue the approach has not been established. The “Altitude” value is typically

measured by a barometric altimeter and is the determining factor for minima for

Category I approaches, (e.g., ILS, GLS, or RNAV with VNAV). The “Height”

value specified in parenthesis, typically a RA height above the touchdown zone

(HAT), is advisory. The RA may not reflect actual height above terrain.

For most Category II and Category III fail passive approaches, the Decision

Height is the controlling minima and the altitude value specified is advisory. A

Decision Height is usually based on a specified radio altitude above the terrain on

the final approach or touchdown zone.

Alert Height - AH

Alert heights are normally used for fail operational Category III operations. Alert

height is a height above the runway, above which a Category III approach must be

discontinued and a missed approach initiated if a specified failure occurs. For a

discussion on specified failures, see the AFDS Faults section, this chapter. Radio

altimeters are set in accordance with the airline's policy or at alert height to assist

in monitoring autoland status. Most regulatory agencies do not require visual

references below alert height.

Fail Operational

Fail operational refers to an AFDS capable of completing an ILS approach,

autoland, and rollout following the failure of any single system component after

passing alert height.

Fail Passive

Fail passive refers to an AFDS which in the event of a failure, causes no

significant deviation of airplane flight path or attitude. A DA(H) is used as

approach minimums.

5.11

Approach and Missed Approach

Procedure Turn and Initial Approach

Cross the procedure turn fix at flaps 5 maneuvering airspeed. If a complete arrival

procedure to the localizer and glide slope capture point has been selected via the

CDU, the initial approach phase may be completed using LNAV and VNAV.

Approach

Both pilots should not be “heads-down” during the approach. In some cases, such

as high density traffic, or when an arrival procedure is used only for reference,

revising the FMS flight plan may not be appropriate.

If displaying the arrival procedure is not desired, perform a “DIRECT TO” or

“INTERCEPT COURSE TO” the FAF, OM, or appropriate fix, to simplify the

navigation display. This provides:

• a display of distance remaining to the FAF, OM, or appropriate fix

• a depiction of cross track error from the final approach course

• LNAV capability during the missed approach procedure.

The approach procedure may be flown using HDG SEL or LNAV for lateral

tracking and VNAV, LVL CHG, or V/S for altitude changes. VNAV is the

preferred descent mode when the FMS flight plan is programmed for the intended

arrival. When VNAV is not available, use LVL CHG for altitude changes greater

than 1,000 feet. For smaller altitude changes, V/S permits a more appropriate

descent rate.

When maneuvering to intercept the localizer, decelerate and extend flaps to 5.

Attempt to be at flaps 5 and flaps 5 maneuvering speed before localizer capture.

When operating in speed intervention (as installed) or an autothrottle SPD mode,

timely speed selections minimize thrust lever movement during the approach.

This reduces cabin noise levels and increases fuel efficiency. When flaps are

extended, select the next lower speed just as the additional configuration drag

takes effect.

Delaying the speed selection causes an increase in thrust, while selecting the lower

speed too quickly causes thrust to decrease, then increase.

During the approach, adjust the map display and range to provide a scaled plan

view of the area. When on an intercept heading and cleared for the approach,

select the APP mode and observe the VOR/LOC and G/S flight mode

annunciations are armed.

APP mode should not be selected until:

• the ILS is tuned and identified

• the airplane is on an inbound intercept heading

• both localizer and glide slope pointers appear on the attitude display in the

proper position

• clearance for the approach has been received.

5.12

Approach and Missed Approach

The glide slope may be captured before the localizer in some airplanes. The glide

slope may be captured from either above or below. To avoid unwanted glide slope

capture, LOC mode may be selected initially, followed by the APP mode.

When using LNAV to intercept the final approach course, ensure raw data

indicates localizer interception to avoid descending on the glide slope with LOC

not captured. If needed, use HDG SEL to establish an intercept heading to the final

approach course.

Final Approach

The pilots should monitor the quality of the approach, flare, and landing (and

rollout for airplanes with automatic rollout capability) including speedbrake

deployment and autobrake application.

Note: The APP mode should be selected, both autopilots engaged in CMD, and

the airplane stabilized on the localizer and glide path before descending

below 800 feet RA.

At localizer capture, select the heading to match the inbound course. For normal

localizer intercept angles, very little overshoot occurs. Bank angles up to 30° may

be commanded during the capture maneuver. For large intercept angles some

overshoot can be expected.

Use the map display to maintain awareness of distance to go to the final approach

fix. When the glide slope pointer begins to move (glide slope alive), extend the

landing gear, select flaps 15, and decrease the speed to flaps 15 speed.

At glide slope capture, observe the flight mode annunciations for correct modes.

At this time, select landing flaps and VREF + 5 knots or VREF + wind correction

if landing manually, and do the Landing checklist. When using the autothrottle to

touchdown, no additional wind correction is required to the final approach speed.

The pilot monitoring should continue standard callouts during final approach and

the pilot flying should acknowledge callouts.

When established on the glide slope, set the missed approach altitude in the

altitude window of the MCP. Extension of landing flaps at speeds in excess of

flaps 15 speed may cause flap load relief activation and large thrust changes.

Check for correct crossing altitude and begin timing, if required, when crossing

the final approach fix (FAF or OM).

5.13

Approach and Missed Approach

There have been incidents where airplanes have captured false glide slope signals

and maintained continuous on glide slope indications as a result of an ILS ground

transmitter erroneously left in the test mode. False glide slope signals can be

detected by crosschecking the final approach fix crossing altitude and VNAV path

information before glide slope capture. A normal pitch attitude and descent rate

should also be indicated on final approach after glide slope capture. Further, if a

glide slope anomaly is suspected, an abnormal altitude range-distance relationship

may exist. This can be identified by crosschecking distance to the runway with

altitude or crosschecking the airplane position with waypoints indicated on the

navigation display. The altitude should be approximately 300 feet HAT per NM of

distance to the runway for a 3° glide slope.

If a false glide slope capture is suspected, perform a missed approach if visual

conditions cannot be maintained.

Below 1,500 feet radio altitude, the flare mode is armed. The FLARE

annunciation indicates the second autopilot is fully engaged. As the lowest

weather minimums are directly related to the system status, both pilots must

observe the FLARE annunciation.

For fail operational airplanes, verify ROLLOUT is armed and LAND 3 or LAND

2 is annunciated.

Check that the A/P disengage warning light on each instrument panel is

extinguished at 500 feet.

For fail operational airplanes, if an autoland annunciation changes or system fault

occurs above AH that requires higher weather minimums (reversion to LAND 2

or NO AUTOLAND), do not continue the approach below these higher minimums

unless suitable visual reference with the runway environment is established.

Airplanes with autopilots having fail operational capability are designed to safely

continue an approach below AH after a single failure of an autopilot element. The

autopilots protect against any probable system failure and safely land the airplane.

AFDS design provides for an AH of at least 200 feet HAT but may be modified to

a lower value by operators. The pilot should not interfere below AH unless it is

clearly evident pilot action is required.

During an autoland with crosswind conditions, fail passive airplanes will

touchdown in a crab. After touchdown, the rudder must be applied to maintain

runway centerline. The autopilots must be disengaged immediately after

touchdown. The control wheel should be turned into the wind as the autopilots are

disengaged. The A/T disengages automatically two seconds after touchdown.

5.14

Approach and Missed Approach

During an autoland with crosswind conditions, fail operational airplanes (LAND

2 or LAND 3 annunciated), the runway alignment maneuver uses forward slip to

reduce the crab angle of the airplane at touchdown. Alignment begins at 450 feet

radio altitude or lower, depending on the strength of the crosswind. The amount

of forward slip induced is limited to 5°. When a strong crosswind is present, the

airplane does not fully align with the runway, but lands with a slight crab angle. In

all cases, the upwind wing is low at touchdown.

The autobrakes should remain engaged until a safe stop is assured and adequate

visibility exists to control the airplane using visual references.

For fail operational airplanes, the autopilot and autobrakes should remain engaged

until a safe stop is assured and adequate visibility exists to control the airplane

using visual references.

Delayed Flap Approach (Noise Abatement)

If the approach is not being conducted in adverse conditions that would make it

difficult to achieve a stabilized approach, the final flap selection may be delayed

to conserve fuel or to accommodate speed requests by air traffic.

Intercept the glide slope with gear down and flaps 15 at flaps 15 speed. The thrust

required to descend on the glide slope may be near idle. Approaching 1,000 feet

AFE, select landing flaps, allow the speed to bleed off to the final approach speed,

then adjust thrust to maintain it. Do the Landing checklist.

Decision Altitude/Height - DA(H)

The pilot monitoring should expand the instrument scan to include outside visual

cues when approaching DA(H). Do not continue the approach below DA(H)

unless the airplane is in a position from which a normal approach to the runway

of intended landing can be made and suitable visual reference can be maintained.

Upon arrival at DA(H), or any time thereafter, any of the above requirements are

not met, immediately execute the missed approach procedure. When visual

contact with the runway is established, maintain the glide path to the flare. Do not

descend below the glide path.

Raw Data - (No Flight Director)

Raw data approaches are normally used during training to improve the instrument

scanflow. If a raw data approach is required during normal operations, refer to the

DDG or airline equivalent for the possibility of increased landing minima.

ILS deviation is displayed on the attitude display. ILS deviation may also be

displayed on the navigation display by selecting an ILS mode on the EFIS Control

Panel. The localizer course deviation scale on the attitude indicator remains

normal scale during the approach. Continue to cross-check the map display

against the attitude indicator raw data.

5.15

Approach and Missed Approach

The magnetic course/bearing information from the VOR/ADF pointers on the

navigation display may be used to supplement the attitude display localizer

deviation indication during initial course interception. Begin the turn to the

inbound localizer heading at the first movement of the localizer pointer.

After course intercept, the track line and read-out on the navigation display may

be used to assist in applying proper drift correction and maintaining desired

course. Bank as needed to keep the localizer pointer centered and the track line

over the course line. This method automatically corrects for wind drift with very

little reference to actual heading required.

Large bank angles are rarely required while tracking inbound on the localizer. Use

5° to 10° of bank angle.

When the glide slope pointer begins to move (glide slope alive), lower the landing

gear, extend flaps 15, and decelerate to flaps 15 speed. Intercepting the glide slope,

extend landing flaps and establish the final approach speed. When established on

the glide slope, preset the missed approach altitude in the altitude window. On

final approach, maintain VREF + 5 knots or an appropriate correction for

headwind component. Check altitude crossing the FAF. Begin timing, if required.

To stabilize on the final approach speed as early as possible, it is necessary to

exercise precise speed control during the glide slope intercept phase of the

approach. The rate of descent varies with the glide slope angle and groundspeed.

Expeditious and smooth corrections should be made based on the ILS course and

glide slope indications. Apply corrections at approximately the same rate and

amount as the flight path deviations.

The missed approach procedure is the same as a normal missed approach. Flight

Director guidance appears if TO/GA is selected. Refer to Go-Around and Missed

Approach - All Approaches, this chapter.

AFDS Autoland Capabilities

Refer to the applicable AFM for a description of demonstrated autoland

capabilities.

5.16

Approach and Missed Approach

Both hydraulic systems A and B must be operational when initiating a Category

III autoland approach. However, for fail operational airplanes during fail

operational approaches, if a hydraulic system becomes inoperative below alert

height, the automatic approach may be continued through landing and rollout. The

pilot should not intervene unless it is clearly evident that pilot action is required.

Note: For autoland use flaps 30 or 40. For airplanes equipped with a fail

operational autopilot using either LAND 3 or LAND 2, engine inoperative

autoland may be used with flaps 30 if airplane performance permits.

Note: Autoland should not be attempted unless the final approach course path is

aligned with the runway centerline. If the localizer beam is offset from the

centerline the AFDS may cause the airplane to depart the runway.

ILS Performance

Most ILS installations are subject to signal interference by either surface vehicles

or aircraft. To prevent this interference, ILS critical areas are established near each

localizer and glide slope antenna. In the United States, vehicle and aircraft

operations in these critical areas are restricted any time the weather is reported less

than 800 foot ceiling and/or visibility is less than 2 miles.

Flight inspections of ILS facilities do not necessarily include ILS beam

performance inside the runway threshold or along the runway unless the ILS is

used for Category II or III approaches. For this reason, the ILS beam quality may

vary and autolands performed from a Category I approach at these facilities should

be closely monitored.

Flight crews must remember that the ILS critical areas are usually not protected

when the weather is above 800 foot ceiling and/or 2 mile visibility. As a result,

ILS beam bends may occur because of vehicle or aircraft interference. Sudden and

unexpected flight control movements may occur at a very low altitude or during

the landing and rollout when the autopilot attempts to follow the beam bends. At

ILS facilities where critical areas are not protected, flight crews should be alert for

this possibility and guard the flight controls (control wheel, rudder pedals and

thrust levers) throughout automatic approaches and landings. Be prepared to

disengage the autopilot and manually land or go-around.

For fail operational airplanes, the AFDS includes a monitor to detect significant

ILS signal interference. If localizer or glide slope signal interference is detected

by the monitor, the autopilot disregards erroneous ILS signals and remains

engaged in an attitude stabilizing mode based on inertial data. Most ILS signal

interferences last only a short period of time, in which case there is no

annunciation to the flight crew other than erratic movement of the ILS raw data

during the time the interference is present. No immediate crew action is required

unless erratic or inappropriate autopilot activity is observed.

5.17

Approach and Missed Approach

Autolands on Contaminated Runways - Fail Operational Airplanes

AFDS ROLLOUT mode performance cannot be assured when used on

contaminated runways. The ROLLOUT mode relies on a combination of

aerodynamic rudder control, nose wheel steering and main gear tracking to

maintain the runway centerline using localizer signals for guidance. On a

contaminated runway, nose wheel steering and main gear tracking effectiveness,

and therefore airplane directional control capability, is reduced. To determine the

maximum crosswind, use the most restrictive of the autoland crosswind

limitation, or during low visibility approaches, the maximum crosswind

authorized by the controlling regulatory agency. Consideration should also be

given to the Landing Crosswind Guidelines published in chapter 6 of this manual

or operator guidelines.

If an autoland is accomplished on a contaminated runway, the pilot must be

prepared to disengage the autopilot and take over manually should ROLLOUT

directional control become inadequate.

Low Visibility Approaches

A working knowledge of approach lighting systems and regulations as they apply

to the required visual references is essential to safe and successful approaches.

Touchdown RVR is normally controlling for Category I, II, and III approaches.

For Category I and II approaches, mid and rollout RVR are normally advisory. For

Category III operations mid and rollout RVR may be controlling. In some

countries, visibility is used instead of RVR. Approval from the regulatory agency

is required to use visibility rather than RVR.

During Category I approaches, visual reference requirements typically specify

that either the approach lights or other aids be clearly visible to continue below

DA(H). During Category I and II approaches, descent below 100 ft. above

touchdown zone elevation requires the red terminating bars or red side row bars

(ALSF or Calvert lighting systems, or ICAO equivalent, if installed) to be

distinctly visible. If actual touchdown RVR is at or above the RVR required for the

approach, the runway environment (threshold, threshold lights and markings,

touchdown zone, touchdown lights and markings) should become clearly visible

resulting in a successful approach. After acquiring the red terminating bars or red

side row bars, if the runway environment does not become distinctly visible

execute an immediate missed approach.

Category III operations using fail passive autoland systems typically reach a DH

of 50 ft. when approaching the threshold. In this instance, regulations require that

the runway environment be clearly visible. If not, execute an immediate missed

approach.

Category III operations using fail operational autoland systems normally do not

require specific visual references below AH.

5.18

Approach and Missed Approach

A review of the approach and runway lighting systems available during the

approach briefing is recommended as the pilot has only a few seconds to identify

the lights required to continue the approach. For all low visibility approaches, a

review of the airport diagram, expected runway exit, runway remaining lighting

and expected taxi route during the approach briefing is recommended.

Regulatory agencies may require an additional 15% be added to the dry landing

distance. Agencies may also require wind speed limitations less than maximum

autoland wind speeds found in the FCOM.

AFDS System Configuration

The system configurations listed in this section may not include all of the systems

and equipment required for each type of operation. The AFM or operating

regulations may prescribe additional systems such as autobrakes, autothrottle or

rain removal.

More detailed information concerning Category II and Category III operational

requirements can be found in FAA advisory circulars or similar documents from

other regulatory agencies.

Category II Operations

Category II approaches may be conducted using single or dual autopilots, or flight

director only, with two engines. For single autopilot operation, the autopilot must

be disengaged no lower than the minimum altitude listed in the Limitations

Chapter of the FCOM. The autothrottles should be disconnected when the

autopilot is disengaged.

Category II Approach Autopilot

The following equipment must be operative for an automatic approach requiring

the use of Category II minima:

•

1 (or more) autopilots engaged

•

2 independent sources of electrical power. (The APU may be a substitute

source of power for the left or right electrical system.)

•

2 ADIRU's associated with the engaged autopilot in Nav mode

•

2 attitude indicators including attitude, radio altitude, ILS deviation,

DA(H) indication and AFDS status

• both engines operating

• FMA for each pilot.

5.19

Approach and Missed Approach

Category II Approach Flight Director

The following equipment must be operative for a Flight Director (FD) approach

requiring the use of Category II minima:

•

2 independent sources of electrical power. (The APU may be a substitute

source of power for the left or right electrical system.)

•

2 attitude indicators supplied by different symbol generators including

attitude, radio altitude, ILS deviation, DA(H) indication and AFDS status

•

2 separate flight directors, selected

•

2 ADIRU's in Nav mode

• FMA for each pilot

• both engines operating.

Category III Operations

Category III operations are typically based on an approach to touchdown using the

automatic landing system. Normal operations should not require pilot

intervention. However, pilot intervention should be anticipated in the event

inadequate airplane performance is suspected, or when an automatic landing

cannot be safely accomplished in the touchdown zone. Guard the controls on

approach through landing and be prepared to take over manually, if required.

Note: For fail operational airplanes (airplanes with autopilot rollout guidance),

the controls should be guarded through the landing roll.

The fail operational airplane is certified for Category IIIb operations with two

engines operating for flaps 30 or 40 landing, or, when certified, with one engine

operating for flaps 30 landing.

Category IIIa/Autoland

For Category IIIa operations the following equipment must be operative and

FLARE arm (LAND 2 or LAND 3 for fail operational airplanes) annunciated:

•

2 independent sources of electrical power. (The APU generator may be a

substitute source of power for the left or right electrical system.)

•

2 autopilots engaged

•

2 attitude indicators supplied by different display electronic units

including attitude, radio altitude, ILS deviation, DA(H), and AFDS status

•

2 ADIRU's in Nav mode

• both engines operating (fail passive airplanes)

• one or two engines operating (fail operational airplanes)

•

2 hydraulic systems

• FMA for each pilot.

5.20

Approach and Missed Approach

Category IIIb/Autoland

For Category IIIb operations, visual reference is not normally a specific

requirement for continuation of the approach to touchdown.

For Category IIIb operations the following equipment must be operative and

LAND 3 annunciated:

• one or two engines operating (use Cat IIIa weather minimums for one

engine)

• FMA for each pilot

• autothrottle at the start of final approach

• approach minima display for each pilot

• autoland status annunciation on both pilot’s displays

• antiskid operational

• normal flight controls

• windshield wipers for each pilot.

AFDS Faults

Faults can occur at any point during an AFDS approach. Many non-normal

situations or scenarios are possible. The flight deck is designed so that a quick

analysis and decision can be made for virtually all non-normal or fault situations

using the Autopilot/Autothrottle indicators, flight mode annunciations, master

caution system and, for fail operational airplanes, autoland status annunciations.

For fail operational airplanes, faults leading to non-normal operations can be

divided into two categories:

• those occurring above AH

• those occurring at or below alert height.

If the flight crew is aware of the airplane equipment requirements for the

approach, the following can be used for any AFDS fault indication:

Above Alert Height

Immediately after recognizing the fault from the master caution system,

instrument flags, or engine indications, check autoland status annunciation.

• if the autoland status annunciation has not changed, and the equipment is

not required for the approach, (e.g., flight director), continue the approach

• if the autoland status annunciation has changed, or the equipment is

required for the approach, adjust to the appropriate higher minimums or

go-around.

At or Below Alert Height

For any FMA alert on a fail operational airplane, continue the approach to an

automatic landing and rollout unless NO AUTOLAND is displayed. The pilot

should not intervene unless it is clearly evident that pilot action is required.

5.21

Approach and Missed Approach

A thorough fault analysis was included as a part of the fail operational

certification. Below 200 feet AGL a safe landing and rollout can be made with any

probable failure conditions.

For fail operational airplanes, flight crew alerts (lights, or aurals) may occur at any

time during the approach. If a master caution or aural occurs below alert height,

do not disengage the autopilot unless the autopilot system is not controlling the

airplane adequately. Below alert height, the AFDS fail operational design protects

against any probable system failure and will safely land the airplane. The pilot

should not intervene below AH unless it is evident that pilot action is required. If

a fault affects the autothrottle or autobrakes, assume manual control of thrust and

braking. Accomplish related procedures for system faults after rollout is complete

and manual control of the airplane is resumed.

If the autopilot is unintentionally disengaged below alert height, the landing may

be completed if suitable visual reference is established. Be alert for a mistrim

condition.

If a go-around is initiated with the autopilot disengaged, press the TO/GA switch.

If the TO/GA switch is not pressed, the flight directors remain in the approach

mode.

Dual Autopilot Approach and Go-Around Warnings - Fail Passive

WARNING

When

Cause

Pilot Response

Steady red A/P

Below 800’ RA

Stabilizer out of

Disengage A/P and execute

disengage warning

during approach

trim

manual landing (see note)

light

or manual go-around

During GA

Elevator

Disengage A/P and execute

position not

manual level off

suitable for

single autopilot

Select higher go-around

operation

altitude

No FLARE arm

500’ above field

Pitch and roll

Disengage A/P and execute

annunciation

elevation during

monitors may

manual landing (see note)

approach

not be enabled,

or manual go-around

or only first A/P

up is engaged

Flashing red A/P

Below 800’ RA

A/P

Execute manual landing or

disengage warning

during approach

disengagement

manual go-around

light and wailer

5.22

Approach and Missed Approach

WARNING

When

Cause

Pilot Response

Flashing red A/T

Anytime

A/T

Cancel A/T disengage

disengage warning

disengagement

warning and control thrust

light

levers manually

Flashing red

Below 500’

A/P disengages

Disengage autopilot and

Autoland Warning

or stab trim

execute manual landing

light (as installed)

warning occurs

(see note) or manual

go-around.

-------or-------

------------------

Below 200’

ILS deviation

warning occurs

Note: Execute manual landing only if suitable visual reference is established

or if alternate landing minima can be used.

5.23

Approach and Missed Approach

Dual Autopilot Approach and Go-Around Warnings - Fail Operational

Alert

Above 200 ft.

Below 200 ft.

During

AGL

Rollout

Go-Around

Flashing red A/P

*Execute

**Execute

Execute

Execute manual

disengage warning

manual

go-around

light

go-around

rollout

Steady red A/P

**Disconnect

N/A

Disengage

disengage warning

and execute

autopilot and

light

go-around

execute a manual

go-around

Flashing red A/T

Continue with

Continue

Continue with

disengage warning

manual thrust

rollout

manual thrust

light

control

Engine failure

*Execute

Continue

during approach

manual

approach

rollout

go-around

NO LAND 3

*Continue

N/A

approach

(inhibited)

LAND 2

adjust minima

as appropriate

or go-around

NO AUTOLAND

*Execute

N/A

go-around

(inhibited)

Flashing G/S or LOC Indicators

ILS Deviation Alert

*Execute

**Execute

N/A

go-around

VOR/LOC

*Execute

**Execute

Execute

Disengage

and/or

go-around

manual

autopilot and

G/S and A/P yellow

rollout

execute a manual

go-around

* If suitable visual reference is not established.

** If suitable visual reference is established, land.

ILS Approach/Landing Geometry

The following diagrams use these conditions:

• data is based on typical landing weight

• airplane body attitudes are based on flaps 30, VREF 30 + 5 and should be

reduced by 1° for each 5 knots above this speed

5.24

Approach and Missed Approach

• pilot eye height measured at point when main gear crosses threshold

• airplane ILS antenna crosses threshold at 50 feet.

Pilot Eye Height

ILS Glide Path

ILS Antenna

Height

Main Gear

Glide Slope

Threshold

Transmitter

Touchdown Point

Threshold

(No Flare)

Touchdown

954 ft. (3° GS)

1145 ft. (2.5° GS)

Model

Glide Path

Airplane

Main Gear

Pilot Eye

Threshold to

(deg)

Body

(feet)

Height

Main Gear

Attitude

(feet)

Touchdown

(deg)

Point - No Flare

(feet)

737

2.5

4.1

763

- 600

3.0

3.7

636

737

2.5

4.2

749

- 700

3.0

3.7

624

737

2.5

2.9

753

- 800

3.0

2.4

627

737

2.5

2.1

763

- 900

3.0

1.6

635

Non-Normal Operations

This section describes pilot techniques associated with engine inoperative

approaches. Techniques discussed minimize workload, improve crew

coordination, and enhance flight safety. However, a thorough review of applicable

Non-Normal Checklists associated with engine inoperative flight is a prerequisite

to understanding this section.

5.25

Approach and Missed Approach

One Engine Inoperative - Fail Passive Airplanes

AFDS management and associated procedures are similar to those used during the

normal ILS approach. Flight director (manual) or single autopilot may be used.

Weather minima for an ILS approach with one engine inoperative are specified in

the applicable AFM and/or the operator’s Operations Specification or equivalent.

Note: The airplane is approved for flight director or single autopilot operation to

Category I minimums with an engine initially inoperative if the airplane is

trimmed for the condition. The use of dual autopilots with an engine

inoperative is not authorized except for airplanes with a fail operational

autopilot.

During a single autopilot or flight director (manual) approach, the pilot must use

rudder pedal pressure to control yaw, followed by rudder trim to maintain an

in-trim condition during the entire approach. A centered control wheel indicates

proper trim.

Note: Use of the autothrottle for an approach with an engine inoperative is not

recommended.

Minimize thrust lever movements to reduce both asymmetry and speed changes.

Airplane configuration changes require little thrust change until capturing the

glide slope.

Intercept the localizer with flaps 5 at flaps 5 speed. When the glide slope is alive,

lower the landing gear, extend flaps to 15, set final approach speed, and decelerate.

Be prepared to take over manually in the event system performance is not

satisfactory.

One Engine Inoperative - Fail Operational Airplanes

With an engine inoperative, autoland operations are authorized for flaps 30

approach only. AFDS management and associated procedures are similar to those

used during the normal ILS approach. Refer to the PI chapter of the QRH for flaps

30 gear down, engine inoperative performance. If flaps 30 performance is not

satisfactory, a flaps 15 engine inoperative landing is required. Autoland operations

are not appropriate with flaps 15. Weather minima for an ILS approach with one

engine inoperative are specified in the applicable AFM and/or the operator’s

Operations Specification or equivalent.

5.26

Approach and Missed Approach

During a dual autopilot approach, the pilot must use rudder pedal pressure to

control yaw, followed by rudder trim to maintain an in-trim condition until LAND

2 or LAND 3 annunciates. When LAND 2 or LAND 3 annunciates, rudder inputs

are controlled by the autopilots. Directional control (yaw) is not affected by rudder

trim with the autopilots in the VOR/LOC or ROLLOUT modes.

Note: Use of autopilot and autothrottle is required during the flaps 30 engine

inoperative autoland approach.

Intercept the localizer with flaps 5 at flaps 5 speed. When the glide slope is alive,

lower the landing gear, extend flaps to 15. At glide slope capture, select flaps 30,

set VREF 30 + 5 knots.

Be prepared to take over manually in the event system performance is not

satisfactory.

Additional engine-out logic is incorporated during runway alignment to ensure the

downwind wing is not low at touchdown. If the crosswind is from the same side

as the failed engine, then the airplane is crabbed by inducing a sideslip. This

assures a 'wings-level' approach. For moderate or strong crosswinds from the

opposite side of the failed engine, no sideslip is induced as the failed engine high

approach configuration guarantees an upwind wing low touchdown characteristic.

Engine Inoperative, Rudder Trim - All Instrument Approaches

Rudder trim may be set to zero to facilitate directional control during thrust

reduction. This should be accomplished by 500 feet AFE to allow the PM ample

time to perform other duties and make appropriate altitude callouts.

Centering the rudder trim before landing allows most of the rudder pedal pressure

to be removed when the thrust of the operating engine is retarded to idle at

touchdown. Full rudder authority and rudder pedal steering capability are not

affected by rudder trim.

It may not be advisable to center the rudder trim due to crew workload and the

possibility of a missed approach. However, if touchdown occurs with the rudder

still trimmed for the approach, be prepared for the higher rudder pedal forces

required to track the centerline on rollout.

Engine Failure On Final Approach

737-600, 737-700

If an engine failure should occur on final approach with the flaps in the landing

position, the decision to continue the approach or execute a go-around should be

made immediately. If the approach is continued and sufficient thrust is available,

continue the approach with landing flaps. If the approach is continued and

sufficient thrust is not available for landing flaps, retract the flaps to 15 and adjust

thrust on the operating engine. Speed should be increased to 15 knots over the

previously set flaps 30 or 40 VREF. This is equal to at least VREF for flaps 15.

5.27

Approach and Missed Approach

737-800, 737-900

If an engine failure should occur on final approach with the flaps in the landing

position, the decision to continue the approach or execute a go-around should be

made immediately. If the approach is continued and sufficient thrust is available,

continue the approach with landing flaps. If the approach is continued and

sufficient thrust is not available for landing flaps, retract the flaps to 15 and adjust

thrust on the operating engine. Speed should be increased to 20 knots over the

previously set flaps 30 or 40 VREF. This is equal to at least VREF for flaps 15.

Note: For fail operational airplanes, if an engine fails below AH, the autoland and

rollout may continue.

If a go-around is required, follow the Go-Around and Missed Approach

procedures except use flaps 15 initially if trailing edge flaps are at 30 or 40.

Subsequent flap retraction should be made at a safe altitude and in level flight or

a shallow climb.

5.28

Approach and Missed Approach

Non - ILS Instrument Approaches

Non-ILS approaches are defined as:

• RNAV approach - an instrument approach procedure that relies on

airplane area navigation equipment for navigational guidance. The FMS

on Boeing airplanes is FAA-certified RNAV equipment that provides

lateral and vertical guidance referenced from an FMS position. The FMS

uses multiple sensors (as installed) for position updating to include GPS,

DME-DME, VOR-DME, LOC-GPS, and IRS.

• GPS approach - an approach designed for use by airplanes using

stand-alone GPS receivers as the primary means of navigation guidance.

However, Boeing airplanes using FMS as the primary means of

navigational guidance, have been approved by the FAA to fly GPS

approaches provided an RNP of 0.3 or smaller is used.

Note: A manual FMC entry of 0.3 RNP is required if not automatically

provided.

• VOR approach

• NDB approach

• LOC, LOC-BC, LDA, SDF, IGS, TACAN, or similar approaches.

Non-ILS approaches are normally flown using VNAV or V/S pitch modes or IAN.

Recommended roll modes are provided in the applicable FCOM procedure.

Non - ILS Instrument Approaches - General

Over the past several decades there have been a number of CFIT and unstabilized

approach incidents and accidents associated with non-precision (non-ILS)

approaches and landings. Many of these could have been prevented by the use of

constant angle approach methods. Traditional methods of flying non-ILS

approaches involve setting a vertical speed on final approach, leveling off at

step-down altitudes (if applicable) and at MDA(H), followed by a transition to a

visual final approach segment and landing. These traditional methods involve

changing the flight path at low altitudes and are not similar to methods for flying

ILS approaches. Further, these traditional methods often require of the crew a

higher level of skill, judgment and training than the typical ILS approach.

The following sections describe methods for flying non-ILS constant angle

approaches. These methods provide a constant angle approach, which reduces

exposure to crew error and CFIT accidents. These methods also make it much

easier for the crew to achieve a stabilized approach to a landing once suitable

visual reference to the runway environment has been established.

5.29

Approach and Missed Approach

A typical Instrument Approach using VNAV, IAN or V/S, as illustrated, assumes

all preparations for the approach; such as review of the approach procedure and

setting of minima and radio tuning have been completed. The procedures

illustrated focus generally on crew actions and avionics systems information. The

flight pattern may be modified to suit local traffic and air traffic requirements.

The following discussions assume a straight-in instrument approach is being

flown. A circling approach may be flown following an instrument approach using

VNAV, IAN or V/S provided the MCP altitude is set in accordance with the

circling approach procedure.

Types of Approaches

For airplanes not equipped with IAN, VNAV is the preferred method for

accomplishing non-ILS approaches that have an appropriate vertical path defined

on the FMC LEGS page. The section on Use of VNAV provides several methods

for obtaining an appropriate path, to include published glide paths, and where

necessary, a pilot constructed path. V/S may be used as an alternate method for

accomplishing non-ILS approaches.

Airplanes with IAN are capable of using the MCP APP switch to fly non-ILS

approaches that have an appropriate lateral and vertical path defined on the FMC

LEGS page. All IAN approaches provide the functions, indications, and alerting

features similar to an ILS approach while following FMC glide path. Although

non-ILS approaches using LNAV and VNAV can still be executed, IAN is

normally used in place of LNAV and VNAV because of improved approach

displays, alerts and standardized procedures.

Use of the Autopilot during Approaches

Automatic flight is the preferred method of flying non-ILS approaches. Automatic

flight minimizes flight crew workload and facilitates monitoring the procedure

and flight path. During non-ILS approaches, autopilot use allows better course and

vertical path tracking accuracy, reduces the probability of inadvertent deviations

below path, and is therefore recommended until suitable visual reference is

established on final approach.

Manually flying non-ILS approaches in IMC conditions increases workload and

does not take advantage of the significant increases in efficiency and protection

provided by the automatic systems. However, to maintain flight crew proficiency,

pilots may elect to use the flight director without the autopilot when in VMC

conditions.

Note: Currently, the VNAV PTH mode contains no path deviation alerting. For

this reason, the autopilot should remain engaged until suitable visual

reference has been established.

5.30

Approach and Missed Approach

Raw Data Monitoring Requirements

During localizer-based approaches; LOC, LOC-BC, LDA, SDF, and IGS,

applicable raw data must be monitored throughout the approach.

During non-localizer based approaches where the FMC is used for course or path

tracking (VOR, TACAN, NDB, RNAV, GPS, etc.), monitoring raw data is

recommended, if available.

During single FMC, single IRU, or single DME or single GPS operation, in the

event the single operational FMC, IRU, DME, or GPS fails during the FMC

approach, there must be a non-FMC means of navigation available for a missed

approach such as VOR/NDB raw data and/or radar, and there must be a non - FMC

approach available. Failure of the remaining single DME need not be considered

if GPS updating is being used.

Checking raw data for correct navigation before commencing the approach may

be accomplished by:

• pushing the POS switch on the EFIS control panel and comparing the

displayed raw data with the navaid symbols on the map. Example: The

VOR radials and raw DME data should overlay the VOR/DME stations

shown on the MAP and the GPS position symbol should nearly coincide

with the tip of the airplane symbol (FMC position)

• displaying the VOR and/or ADF pointers on the map display and using

them to verify your position relative to the map display.

Typical Navigation Display

The following diagram represents a typical navigation display with the POS

display selected.

AMBOY

Raw data

DME

Raw data

VOR radial

JEFCO

Raw data

DME

Raw data

GPS position

VOR radial

5.31

Approach and Missed Approach

MAP Displays and Raw Data

The map mode should be used to the maximum extent practicable. The map

display provides a plan view of the approach, including final approach and missed

approach routing. The map increases crew awareness of progress and position

during the approach.

The map is particularly useful when the inbound course does not align with

runway centerline and allows the pilot to clearly determine the type of alignment

maneuver required. The map can be used to integrate weather radar returns, terrain

or traffic information within the approach path and airport area.

Note: When appropriate, compare airplane position on the map with ILS, VOR,

DME, and ADF systems to detect possible map shift errors. Use of the POS

function selectable on the EFIS control panel is the recommended method

for making this comparison. The VOR and ADF pointers should be

displayed on the map.

RNAV Approaches

RNAV approaches may be flown provided the RNP being used is equal to or less

than the RNP specified for the approach and is consistent with the AFM

demonstrated RNP capability.

Approach Requirements Relating to RNP

With appropriate operational approval, approaches requiring RNP alerting may be

conducted in accordance with the following provisions:

• AFM indicates that the airplane has been demonstrated for selected RNP

• at least one GPS or one DME is operational

• any additional GPS or DME requirements specified by Operations

Specification or by the selected terminal area procedure must be satisfied

• when operating with the following RNP values, or smaller:

Approach Type

RNP

NDB, NDB/DME

0.6 NM

VOR, VOR/DME

0.5 NM

RNAV

0.5 NM

GPS

0.3 NM

• no UNABLE REQD NAV PERF - RNP alert is displayed during the

approach

5.32

Approach and Missed Approach

Use of LNAV

To use LNAV for approaches and missed approaches, a proper series of

legs/waypoints that describe the approach route (and missed approach) must

appear on the LEGS page. There are two methods of loading these waypoints:

•

Database Selection

This method is required for RNAV and GPS approaches. An approach

procedure selected through the FMC ARRIVALS page provides the

simplest method of selecting proper waypoints. Procedures in the

database comply with obstruction clearance criteria for non-ILS

approaches.

No waypoints may be added or deleted between the FAF and the MAP. If

the approach to be flown is not in the database, another approach having

the same plan view may be selected. For example, an ILS procedure

might be selected if the plan view (route) is identical to an NDB approach.

In this case, waypoint altitudes must be checked and modified as required.

When an approach is flown by this "overlay" method, raw data should be

monitored throughout the approach to assure obstacle clearance.

Note: If an NDB approach for the desired runway is in the database, an

overlay approach should not be used.

If a waypoint is added to or deleted from a database procedure, FMC “on

approach” logic (as described in the FCOM) is partially or completely

disabled and the VNAV obstacle clearance integrity of the procedure may

be adversely affected. If an additional waypoint reference is desired, use

the FIX page and do not modify waypoints on the LEGS page.

•

Manual Waypoint Entry

Due to potentially inadequate terrain clearance, manual waypoint entry

should not be accomplished for RNAV or GPS approaches, nor should

this method be used with VNAV after the FAF.

When no procedure is available from the FMC ARRIVALS page, manual

entry of a series of waypoints may be accomplished to define the

approach routing. The waypoints may be conveniently defined by using

names of waypoints or navaids in the database, bearing/distance from

such fixes, intersections of radials or latitude/longitude information.

Procedure turns and DME arcs cannot usually be manually entered

(unless they can be defined by a series of waypoints). Deviation from the

defined route may require use of

“DIRECT TO” or “INTERCEPT

COURSE TO” when intercepting the inbound course. Constant

monitoring of raw data during the approach is required.

Note: Procedure turns and DME arcs may require use of HDG SEL.

5.33

Approach and Missed Approach

LNAV cannot be used to track fix or radial data displayed on the map that is not

part of the active route. A navaid/waypoint and the appropriate radial may be

inserted on the FIX page to create a “course” line on the map that helps to improve

situational awareness. A similar display may be created by manually tuning an

appropriate VOR and selecting the desired course. These methods provide

reference information on the map display only. They are not reflected on the

LEGS page and cannot be tracked with LNAV. These methods should only be used

when there is no opportunity to use an approach selected from the navigation

database and should therefore be considered only when normal means of

displaying approaches are not available. Pilots should be aware that the displayed

course is an FMC calculated course and is not raw data information.

Note: HDG SEL should be used to fly the approach ground track.

Note: VNAV PTH operation using speed intervention (as installed) is not

available with manually entered waypoints.

If the approach is not available in the NAV database, select the landing runway

from the FMC ARRIVALS page. The runway and associated extended centerline

then displays on the map to aid in maintaining position awareness.

Pilots should not become involved in excessive “heads down” FMC manipulation

to build map displays while at low altitude. Raw data VOR, ILS, and ADF

displays should be used to avoid distractions during higher workload phases of

flight. Map building should be avoided below 10,000 feet AGL.

Use of VNAV

Approaches using VNAV may be accomplished using any of the recommended

roll modes provided in the FCOM procedure.

5.34

Approach and Missed Approach

A vertical path suitable for use of VNAV is one that approximates 3° and crosses

the runway threshold at approximately 50 feet. To obtain such a VNAV path,

maximum use of the navigation database is recommended. For approaches where

an RNP is specified, or approaches where a DA(H) is used, the waypoints in the

navigation database from the FAF onward may not be modified except to add a

cold temperature correction, when appropriate, to the waypoint altitude

constraints. With respect to the construction of a suitable final approach path,

there are two types of approaches in the navigation database:

•

approaches with a glide path (GP) angle displayed on the final approach

segment of the LEGS page. The final approach segment is completely

compatible with VNAV and complies with final approach step down

altitudes (minimum altitude constraints).

•

approaches where no GP angle is published and where the approach end

of the runway is defined by a runway waypoint (RWxx) or a missed

approach point fix (MXxx or a named waypoint) exists. Normally these

waypoints display an approximate 50 foot threshold crossing altitude

constraint and may be used “as is” for VNAV. If the RWxx waypoint

altitude constraint does not coincide with approximately 50 feet, this

waypoint may be modified with a threshold crossing altitude of

approximately 50 feet.

Note: Threshold crossing altitude normally require entry of a four-digit

number. Example: enter 80 feet as 0080.

VNAV may be used for approaches modified in this way; however, the

approach should be flown by constant reference to raw data (VOR, NDB,

DME, etc.) and compliance with each minimum altitude constraint is

required. Use of a DA(H) is not appropriate when the final approach is

manually constructed in this manner.

ILS approaches coded with the appropriate threshold crossing height may

be used as an overlay for other approaches such as LOC or NDB.

VNAV should be used only for approaches that have one of the following features:

• a published GP angle on the LEGS page for the final approach segment

• an RWxx waypoint coincident with the approach end of the runway

• a missed approach waypoint before the approach end of the runway, (e.g.,

MXxx).

These features permit construction of a normal glide path. VOR approaches with

the missed approach point on the LEGS page beyond the runway threshold and

circling only approaches do not have these features.

5.35

Approach and Missed Approach

When appropriate, crews should make cold temperature altitude corrections by

applying a correction from an approved table to the waypoint altitude constraints.

The FMC obtains the GP angle displayed on the LEGS page from the navigation

database. This GP angle is based on the standard atmosphere and is used by the

FMC to calculate the VNAV path which is flown using a barometric reference.

When OAT is lower than standard, true altitudes are lower than indicated altitudes.

Therefore, if cold temperature altitude corrections are not made, the effective GP

angle is lower than the value displayed on the LEGS page. When cold temperature

altitude corrections are made, VNAV PTH operation and procedure tuning

function normally; however, the airplane follows the higher of the glide path angle

associated with the approach (if available) or the geometric path defined by the

waypoint altitude constraints.

Note: Temperature corrections redefine the glide path only if the FMC has the

geometric path option installed. Reference the applicable FCOM for

optional equipment installation.

When on final approach, VNAV may be used with speed intervention active (if

installed) to reduce workload. Adding speed constraints to the final approach

waypoints is not recommended because of the extra workload, lack of safety

benefit, and reduced ability to make last minute approach changes.

To prevent unnecessary level offs while descending in VNAV before the final

approach, reset the MCP altitude selector to the next lower constraint before

altitude capture, when compliance with the altitude restriction is assured.

Use of Altitude Intervention (As installed) during Approaches using VNAV

Altitude intervention is appropriate during approaches only if the AFDS enters

VNAV ALT mode above the approach path and descent must be continued.

Entering VNAV ALT mode can occur if passing a waypoint on the approach and

the crew has failed to reset the MCP altitude to a lower altitude. If this occurs, set

the MCP altitude to the next lower altitude constraint or the DA(H) or MDA(H),

as appropriate, and select altitude intervention. When VNAV altitude intervention

is selected, VNAV path deviation indications on the map display disappear

momentarily while the path is recalculated, but should reappear.

If altitude intervention is selected when on-approach logic is active, typically after

the airplane has sequenced the first approach waypoint, level flight is commanded

until reaching the VNAV path, then the airplane captures the VNAV path.

Note: When a PROC HOLD is active, VNAV altitude intervention functions

normally by causing the next waypoint altitude constraint to be deleted and

a descent to be initiated.

5.36

Approach and Missed Approach

Non - ILS Approach - One Engine Inoperative

Maneuvering before and after the final approach fix with one engine inoperative

is the same as for an all engine non-ILS approach.

Procedure Turn and Initial Approach

Cross the procedure turn fix at flaps 5 and flaps 5 maneuvering airspeed. If a

complete arrival procedure has been selected via the CDU, the initial approach

phase may be completed using LNAV and VNAV path, or other appropriate

modes.

Vertical Path Construction

This section describes typical final approach vertical profile (path) construction

criteria as they relate to flying instrument approaches using VNAV. This

information may also be useful to pilots who wish to fly the vertical path using

V/S.

Where there is a glide path (GP) angle coded in the navigation database, the FMC

builds the descent path upward and back in the direction of the FAF by starting at

the location of the missed approach waypoint (MAP) and its associated altitude

constraint. The FMC calculates this path using the coded GP angle, also called the

vertical angle. The MAP is normally shown on the LEGS page as a RWxx or

MXxx waypoint. In some cases a named waypoint is used as the MAP. A GP angle

is coded in the navigation database for nearly all straight-in approach procedures.

This GP angle is normally defined by the state authority responsible for the

approach procedure and provides a continuous descent at a constant flight path

angle for a final approach path that complies with minimum altitudes at

intermediate step down fixes. The typical GP angle is approximately 3.00°, but

can vary from 2.75° to 3.77°.

The projection of the vertical path upward and back toward the FAF along this

coded GP angle stops at the next higher limiting altitude in the vertical profile.

This limiting altitude is the more restrictive of the following:

• the “At” altitude on the constrained waypoint preceding the MAP

• the first approach waypoint for the selected approach procedure.

• the crossing altitude on the next “at or above” constrained waypoint

preceding the FAF

The following examples show typical VNAV final approach paths where there is

a GP angle in the navigation database. The first example shows an RWxx missed

approach waypoint. The second example below shows the VNAV final approach

path where there is a missed approach waypoint before the runway. Note that in

the second case the projected path crosses the runway threshold at approximately

50 feet. VNAV guidance is level flight, however, when the airplane passes the

missed approach point. Both examples are for “At” altitude constraints at the FAF.

5.37

Approach and Missed Approach

Coded vertical

angle

Threshold

FACF

FAF

MAP

crossing height

(RWxx)

Coded vertical

angle

Threshold

FACF

FAF

MAP

crossing height

(MXxx)

Note: The final approach course fix (FACF) is typically located on the final

approach course approximately 7 NM before the FAF. The FAF referred to

in the following procedures refers to the charted FAF and is intended to

mean the point at which the final approach descent is begun.

For the non-ILS approach procedures with an “At” constraint altitude at the FAF,

a short, level segment between the FAF and the final glide path (also called a

“fly-off”) may result. For the ILS procedure, the constraint altitude at the FAF is

computed to be the crossing altitude of the glide slope.

For procedures where both the FAF and FACF are coded with “at or above”

altitude constraints, the crew should consider revising the FACF altitude

constraint to “at” (hard constraint). This enables a shallower path before the FAF,

permitting a normal deceleration for flap and gear extension. Example: In the

diagram above, if both the FACF and the FAF contain “xxx/4000A” waypoint

constraints, the crew should change “4000A” to “4000” at the FACF to modify the

path for a more normal deceleration.

5.38

Approach and Missed Approach

Crews can expect to see several other variations of approach path construction:

• approaches where the FAF has an “at or above” waypoint altitude

constraint. The GP angle normally terminates at the FACF altitude

constraint or the cruise altitude, whichever is lower. When this type of

path is flown, the airplane passes above the FAF.

• where there is more than one GP angle, such as for ILS approaches, the

airplane uses the GP angle for the active leg to define the VNAV approach

path. These types of paths are shown on the LEGS page as having two GP

angle values, one approaching the FAF, the second approaching the

runway (missed approach point).

Note: The coded GP angle is steeper than normal in temperatures warmer than

ISA standard and is shallower than normal in temperatures colder than ISA

standard.

5.39

Approach and Missed Approach

Approach Preparations for using VNAV

Select the approach procedure from the ARRIVALS page of the FMC. Tune and

identify appropriate navaids. Do not manually build the approach or add

waypoints to the procedure. If additional waypoint references are desired, use the

FIX page. To enable proper LNAV waypoint sequencing, select a straight-in

intercept course to the FAF when being radar vectored to final approach.

Verify/enter the appropriate RNP and set the DA(H) or MDA(H) using the baro

minimums selector. If required to use MDA(H) for the approach minimum

altitude, the barometric minimums selector should be set at MDA + 50 feet to

ensure that if a missed approach is initiated, descent below the MDA(H) does not

occur during the missed approach.

Note: The approach RNP is not displayed until 2 NM before the first waypoint

of the approach, including approach transitions, or when below 2,000 feet

above the airport, whichever occurs first unless the pilot manually enters

an RNP or the navigation data base specifies the RNP value.

Enter the appropriate wind correction on the APPROACH REF page or use speed

intervention, if available.

Transition to an Instrument Approach using VNAV

There are several techniques which help ensure a smooth descent transition to a

non-ILS final approach where VNAV PTH will be used.

Note: The FAF is normally the waypoint shown on the LEGS page and map

display just before the final approach segment. The following discussions

assume the FAF altitude constraint is set in the MCP while descending

toward the FAF.

If descending to FAF altitude in LVL CHG or V/S, or if in ALT HOLD at the FAF

altitude, set DA(H)/MDA(H) in the MCP and engage VNAV when approximately

2 NM before the FAF. Speed intervention (as installed) may also be engaged, if

desired. The airplane will descend on final approach in VNAV PTH.

If descending in VNAV PTH before final approach and the situation permits a

continuous descent through final approach, remain in VNAV PTH while

configuring the airplane for approach and landing. The airplane will slow

automatically to the maneuver speed for the current flap setting. Reset the MCP

to DA(H)/MDA(H) approximately 2 NM before the FAF (waypoint just before the

final approach segment) to prevent level off. Speed intervention (as installed) may

also be engaged, if desired.

5.41

Approach and Missed Approach

If descending in VNAV SPD, the AFDS will change to VNAV PTH automatically

when approaching the FAF if the airplane is on or below the path. Reset the MCP

to the DA(H)/MDA(H) approximately 2 NM before the FAF. If the AFDS enters

ALT HOLD mode beyond the FAF, set DA(H)/MDA(H) in the MCP and select

VNAV without delay. If VNAV ALT (as installed) has engaged beyond the FAF,

set DA(H)/MDA(H) in the MCP and select altitude intervention without delay to

enable continued descent on the final approach path. Execute a missed approach

if the deviation above path becomes excessive enough to prevent achieving a

stabilized approach.

Final Approach using VNAV

Approaching intercept heading, select flaps 5 and select LNAV or other

appropriate roll mode. Approaching the FAF (approximately 2 NM), select gear

down and flaps 15. Adjust speed if using speed intervention. Set the DA(H) or

MDA(H) in the MCP altitude window, select VNAV, and ensure VNAV PTH and

appropriate roll mode is annunciated.

Note: If desired altitude is not at an even 100 foot increment, set the MCP altitude

to the nearest 100 ft. increment above the altitude constraint or MDA(H).

Just before the FAF, select landing flaps, slow to final approach speed and do the

Landing checklist. If the charted FAF is too close to the runway to permit a

stabilized approach, consider establishing final approach pitch mode and

configuring for approach and landing earlier than specified in the FCOM

procedure.

With the MCP altitude set to DA(H) or MDA(H) and the airplane stabilized on the

final approach path, the map altitude range arc assists in determining the visual

descent point (VDP). As soon as the airplane is at least 300 feet below the missed

approach altitude and stabilized on final approach in VNAV PTH, set the MCP

altitude to the missed approach altitude. VNAV path deviation indications on the

map display assist in monitoring the vertical profile. The autopilot tracks the path

in VNAV PTH resulting in arrival at, or near, the visual descent point by the

DA(H) or MDA(H).

Minimum Descent Altitude (MDA(H))/Decision Altitude (DA(H))

When specifically authorized by the instrument procedure and regulatory

authority, approaches may be flown to the following minima:

• a published VNAV DA(H)

• a published MDA(H) used as a decision altitude

When either of the above minima are not specifically authorized, use the MDA(H)

specified for the instrument procedure.

The following diagram illustrates an approach procedure containing DA(H) and

MDA(H) minimums for approaches using LNAV/VNAV or LNAV only.

5.42

Approach and Missed Approach

STRAIGHT-IN LANDING RWY 28R

CIRCLE - TO - LAND

LNAV/VNAV

LNAV

DA(H)740’(727’)

MDA(H) 1000’(987’)

ALS out

Max

Kts

MDA(H)

RVR 40 or 3/4

RVR 60 or 11/4

120

1000’(987’) - 2

RVR 50 or 1

140

1140’(1027’) -3

165

1160’(1147’) -3

Note: Some non-ILS approaches specify a VNAV DA(H). Regulations may

require use of the autopilot in the VNAV PTH mode to permit use of the

DA(H).

When reaching the DA(H) or MDA(H), be prepared to disengage the autopilot,

disconnect the autothrottle and land or execute an immediate go-around.

Note: If using an MDA(H), initiating a missed approach approximately 50 feet

above MDA(H) may be necessary to avoid descending below the MDA(H)

during the missed approach, if required for the procedure or by the

regulatory authority.

The pilot monitoring should expand the instrument scan to include outside visual

cues when approaching DA(H) or MDA(H). Do not continue the approach below

DA(H) or MDA(H) unless the airplane is in a position from which a normal

approach to the runway of intended landing can be made and suitable visual

reference can be maintained. Upon arrival at DA(H) or MDA(H) or any time

thereafter, if any of the above requirements are not met, immediately execute the

missed approach procedure.

When suitable visual reference is established, maintain the descent path to the

flare. Do not descend below the visual glide path. While VNAV PTH guidance

may still be used as a reference once the airplane is below DA(H) or MDA(H), the

primary means of approach guidance is visual.

Note: VNAV path guidance transitions to level flight once the missed approach

fix is passed.

Simulated Instrument Approach Using VNAV

To maintain proficiency, crews may practice instrument approach using VNAV

procedures while flying ILS approaches as follows:

• ensure the ILS is tuned and identified and the ILS raw data is monitored

throughout the approach

• track the localizer using VOR/LOC or LNAV as the roll mode

5.43

Approach and Missed Approach

• use VNAV as the pitch mode to track the GP angle. The charted GP angle

normally coincides with the ILS glide slope angle

• disengage the autopilot by the minimum altitude specified in the

Limitations chapter of the FCOM.

Note: Limit the use of the above technique to VMC weather conditions.

In ambient temperature conditions warmer than ISA standard, the airplane may

remain slightly high relative to the ILS glide slope, and in temperatures colder

than ISA standard, the airplane may remain slightly lower than the ILS glide

slope. Discontinue use of this technique and manually track the localizer and glide

slope if localizer or glide slope deviations become unacceptable.

5.44

Approach and Missed Approach

Use of IAN - General

The approach profile illustrated depicts crew actions used during an approach

using Integrated Approach Navigation (IAN). Since IAN approach techniques are

similar to ILS approach techniques, only items considered unique to IAN are

discussed in the remainder of this section. The approach profile illustrated

assumes all preparations for the approach such as review of the approach

procedure and setting of minima and radios, as required, are complete.

Airplanes with IAN are capable of using the MCP APP switch to execute

instrument approaches based on flight path guidance from the navigation radios,

the FMC, or a combination of both. All IAN approaches provide the functions,

indications and alerting features similar to an ILS approach. Although non-ILS

approaches using LNAV and VNAV can still be performed, IAN is normally used

in place of LNAV and VNAV because of improved approach displays, alerts and

standardized procedures.

IAN approach types:

• RNAV

• GPS

• VOR approach

• NDB approach

• LOC, LOC-BC, LDA, SDF, TACAN, or similar approaches.

Note: IAN annunciations are not displayed on the HUD, standby ADI, or ISFD.

IAN Requirements and Restrictions

• airplanes must be equipped with FMC U10.5 or later and IAN FMA

displays

• dual or single engine approaches are authorized

• raw data monitoring is required during localizer based approaches.

During FMC based non-ILS approaches, raw data monitoring is

recommended when available in accordance with the techniques

described in the Non-ILS approach section in this chapter

• QFE operation is not authorized

• RNP appropriate for the approach must be used

• the autopilot is required until suitable visual reference is established when

performing an approach requiring an RNP of 0.15 or lower.

Flight Mode Annunciations and other IAN Features

FMAs vary depending on the source of the navigation guidance used for the

approach, navigation radio or FMC.

For localizer based approaches:

5.46

Approach and Missed Approach

Approach

FMA

ILS with G/S out, LOC, LDA, SDF

VOR/LOC and G/P

B/C LOC

BCRS and G/P

If the FMC is used for lateral (course) guidance:

Approach

FMA

GPS, RNAV

FAC and G/P

VOR, NDB, TACAN

FAC and G/P

Approach Preparations for using IAN

IAN may be used with the flight director, single autopilot, or flown with raw data.

The procedure turn, initial approach, and final approach are similar to the ILS.

For FMC based approaches, a proper series of legs/waypoints describing the

approach route including an appropriate vertical path or glide path (GP) angle

must appear on the LEGS page. A GP angle displayed on the LEGS page means

the vertical path complies with final approach step down altitudes (minimum

altitude constraints). A glide path angle suitable for an IAN approach is one that

approximates 3° and crosses the runway threshold at approximately 50 feet.

Waypoints in the navigation database from the FAF onward may not be modified.

Cold temperature altitude corrections are not permitted when using IAN.

The appropriate procedure must be selected in the FMC. If final approach course

guidance is derived from the localizer, the radios must be tuned to the appropriate

frequency. If final approach course guidance is derived from the FMC, radios must

be tuned to a VOR frequency.

Note: For all approaches, including B/C LOC approaches, the inbound front

course must be set in the MCP.

Final Approach using IAN

When cleared for the approach, select the approach mode. Before engagement of

the approach mode, grey lateral and vertical deviation pointers are displayed in

addition to the deviation pointers for engaged modes. These pointers show the

pilot the direction of the final approach course and glide path relative to the

airplane. As course and glide path capture occurs, the appropriate pointers turn

magenta.

Deviation scales are proportional to RNP. Similar to ILS localizer and glide slope

deviation scales, the IAN deviation scales become more sensitive as the airplane

approaches the runway.

5.47

Boeing 737 - 600/700/800/900. Flight Crew Training Manual (1999 year) - page 5