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

Approach and Missed Approach

GPWS glide slope alerting is provided on IAN airplanes during ILS and IAN

approaches. The GPWS glide slope alerting provides alerting when the airplane

deviates below the glide slope (ILS) or glide path (IAN) before reaching a full

scale deflection. During the approach, any time a full scale vertical or lateral

deflection occurs or an UNABLE REQ’D NAV - RNP alert occurs and suitable

visual reference has not been established, a missed approach must be executed.

The final approach is similar to the ILS final approach, however the IAN mode

does not support dual autopilot coupled approaches. Therefore, the autopilot

should be disconnected no lower than the minimum single autopilot use altitude

specified in the Limitations chapter of the FCOM. Set missed approach altitude

after glide path capture.

If the final approach course is offset from the runway centerline, maneuvering to

align with the runway centerline is required. When suitable visual reference is

established, the airplane should continue following the glide path (GP) angle

while maneuvering to align with the runway.

With the autopilot engaged below 100 feet radio altitude, an aural GPWS alert

sounds and the autopilot engage status flashes to remind the crew that the autopilot

must be disengaged before landing.

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.

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.

5.48

Approach and Missed Approach

Approach Preparations for using V/S

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

identify appropriate navaids. 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 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.

Final Approach using V/S

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 and adjust speed. Set the MCP altitude window to the first

intermediate altitude constraint, or MDA(H) if no altitude constraint exists.

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 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.

At or after the FAF, select V/S mode and descend at appropriate vertical speed to

arrive at the MDA(H) at a distance from the runway (VDP) to allow a normal

landing profile. Initial selection of an appropriate V/S should be made considering

the recommended vertical speeds that are published on the approach chart, if

available. These recommended vertical speeds vary with the airplane's ground

speed on final approach. If no recommended vertical speeds are available, set

approximately -700 to -800 fpm.

When stabilized in a descent on final approach, use one of the following

techniques to make small incremental changes to the resulting vertical speed to

achieve a constant angle descent to minimums. There should be no level flight

segment at minimums.

5.51

Approach and Missed Approach

Several techniques may be used to achieve a constant angle path that arrives at

MDA(H) at or near the VDP:

• the most accurate technique is to monitor the VNAV path deviation

indication on the map display and adjust descent rate to maintain the

airplane on the appropriate path. This technique requires the path to be

defined appropriately on the LEGS page and that the header GPx.xx is

displayed for the missed approach point or there is a RWxx, MXxx, or

named waypoint on the legs page with an altitude constraint which

corresponds to approximately 50 ft. threshold crossing height. When this

method is used, crews must ensure compliance with each minimum

altitude constraint on the final approach segment (step down fixes).

• select a descent rate that places the altitude range arc at or near the

stepdown fix or visual descent point (VDP). This technique requires the

stepdown fix or MDA(H) to be set in the MCP and may be difficult to use

in turbulent conditions. See the Visual Descent Point section for more

details on determining the VDP.

• using 300 feet per mile for a 3° path, determine the desired HAA which

corresponds to the distance in NM from the runway end. The PM can then

call out recommended altitudes as the distance to the runway changes

(Example: 900 feet - 3 NM, 600 feet - 2NM, etc.). The descent rate should

be adjusted in small increments for significant deviations from the

nominal path.

Be prepared to land or go-around from the MDA(H) at the VDP. Note that a

normal landing cannot be completed from the published missed approach point on

many instrument approaches.

Approximately 300 feet above the MDA(H), select the missed approach altitude.

Leaving the MDA(H), disengage the autopilot and disconnect the autothrottle.

Turn both F/Ds OFF, then place both F/Ds ON. This eliminates unwanted

commands for both pilots and allows F/D guidance in the event of a go-around.

Complete the landing.

Minimum Descent Altitude/Height (MDA(H))

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

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

5.52

Approach and Missed Approach

Visual Descent Point

For a non-ILS approach, the VDP is defined as the position on final approach from

which a normal descent from the MDA(H) to the runway touchdown point may

be initiated when suitable visual reference is established. If the airplane arrives at

the VDP, a stabilized visual segment is much easier to achieve since little or no

flight path adjustment is required to continue to a normal touchdown.

VDPs are indicated on some non-ILS approach charts by a "V" symbol. The

distance to the runway is shown below the “V” symbol. If no VDP is given, the

crew can determine the point where to begin the visual descent by determining the

height above the airport (HAA) of the MDA(H) and use 300 feet per NM distance

to the runway.

In the following example, an MDA(H) of 550 feet MSL with a 100 feet

touchdown zone elevation results in a HAA of 450 feet. At 300 feet per NM, the

point to begin the visual descent is 1 ½ NM distance from the runway.

MDA(H)

550 ft

VDP

Touchdown zone

elevation (100 ft)

FAF

HAA (450 ft)

VDP (1.5 NM)

Most VDPs are between 1 and 2 NM from the runway. The following table

provides more examples.

HAA (feet)

300

400

450

500

600

700

VDP Distance, NM

1.0

1.3

1.5

1.7

2.0

2.3

Note: If flying a VNAV path approach and the airplane remains on the published

path, then the VDP is automatically complied with when the airplane

arrives at the DA(H) or MDA(H). It is not necessary to determine the point

to begin the visual descent for VNAV path approaches for this reason.

When flying an instrument approach using V/S, if the pilot adjusts the altitude

range arc to approximately the VDP distance in front of the runway by varying the

vertical speed, the airplane will remain close to or on the proper path for typical

non-ILS approaches.

5.53

Approach and Missed Approach

Circling Approach - General

The circling approach should be flown with landing gear down, flaps 15, and at

flaps 15 maneuvering speed. Use the weather minima associated with the

anticipated circling speed. Maintain MCP altitude or MDA(H) using ALT HOLD

mode and use HDG SEL for the maneuvering portion of the circling approach. If

circling from an ILS approach, fly the ILS in VOR/LOC and VNAV or V/S

modes.

Note: If the MDA(H) does not end in “00”, set the MCP altitude to the nearest

100 feet above the MDA(H) and circle at MCP altitude.

Use of the APP mode for descent to a circling approach is not recommended for

several reasons:

• the AFDS does not level off at MCP altitude

• exiting the APP mode requires initiating a go-around or disconnecting the

autopilot and turning off the flight directors.

Note: If VNAV ALT (as installed) is allowed to remain as the pitch mode during

the circling maneuver with a higher altitude, (e.g., missed approach

altitude), set in the MCP, the VNAV ALT pitch mode will revert to CWS P.

When in altitude hold at MCP altitude or MDA(H) and before commencing the

circling maneuver, set the missed approach altitude.

Before turning base or when initiating the turn to base leg, select landing flaps and

begin decelerating to the approach speed plus wind correction. To avoid

overshooting final approach course, adjust the turn to final to initially aim at the

inside edge of the runway threshold. Timely speed reduction also reduces turning

radius to the runway. Do the Landing checklist. Do not descend below MDA(H)

until intercepting the visual profile to the landing runway.

Leaving MDA(H), disengage the autopilot and autothrottle. After intercepting the

visual profile, cycle both F/D to OFF, then to ON. This eliminates unwanted

commands for both pilots and allows F/D guidance in the event of a go-around.

Complete the landing.

Note: If a go-around is selected with either flight director switch in the OFF

position, the flight director pitch or roll command bar on the corresponding

side will disappear when the first pitch or roll mode is selected or engaged.

Obstruction Clearance

Obstruction clearance areas during the circling approach are depicted in the

following figure. Distances are determined by aircraft approach category. Adjust

airplane heading and timing so that the airplane ground track does not exceed the

obstruction clearance distance from the runway at any time during the circling

approach.

5.56

Approach and Missed Approach

Radius (r), defining size of

areas, varies with airplane

category.

Aircraft

FAA Obstruction

ICAO Obstruction

Category

Clearance Radius (r)

1.7 NM

4.2 NM

2.3 NM

5.28 NM

Circling Approach - One Engine Inoperative

If a circling approach is anticipated, maintain gear up, flaps 10, and flaps 10

maneuvering speed from the final approach fix until just before turning base. As

an option, use flaps 5, and flaps 5 maneuvering speed as the approach flaps setting

for the circling approach. Before turning base or when initiating the turn to base

leg, select gear down and flaps 15 and begin reducing speed to VREF 15 + wind

correction. Do not descend below MDA(H) until intercepting the visual profile.

Missed Approach - Circling

If a missed approach is required at any time while circling, make a climbing turn

in the shortest direction toward the landing runway. This may result in a turn

greater than 180° to intercept the missed approach course. Continue the turn until

established on an intercept heading to the missed approach course corresponding

to the instrument approach procedure just flown. Maintain the missed approach

flap setting until close-in maneuvering is completed.

5.57

Approach and Missed Approach

Different patterns may be required to become established on the prescribed missed

approach course. This depends on airplane position at the time the missed

approach is started. The following figure illustrates the maneuvering that may be

required. This ensures the airplane remains within the circling and missed

approach obstruction clearance areas.

Visual

Published

reference

missed

lost here

approach

Published

missed

Visual

approach

reference

lost here

Approach fix

In the event that a missed approach must be accomplished from below the

MDA(H), consideration should be given to selecting a flight path which assures

safe obstacle clearance until reaching an appropriate altitude on the specified

missed approach path.

Refer to Go-Around and Missed Approach - All Approaches, this chapter.

5.58

Approach and Missed Approach

Visual Approach - General

The recommended landing approach path is approximately 2 1/2° to 3°. Once the

final approach is established, the airplane configuration remains fixed and only

small adjustments to the glide path, approach speed, and trim are necessary. This

results in the same approach profile under all conditions.

Thrust

Engine thrust and elevators are the primary means to control attitude and rate of

descent. Adjust thrust slowly using small increments. Sudden large thrust changes

make airplane control more difficult and are indicative of an unstable approach.

No large changes should be necessary except when performing a go-around. Large

thrust changes are not required when extending landing gear or flaps on downwind

and base leg. A thrust increase may be required when stabilizing on speed on final

approach.

Downwind and Base Leg

Fly at an altitude of 1500 feet above the runway elevation and enter downwind

with flaps 5 at flaps 5 maneuvering speed. Maintain a track parallel to the landing

runway approximately 2 NM abeam.

Before turning base leg, extend the landing gear, select flaps 15, arm the

speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind

correction if landing at flaps 15. If the approach pattern must be extended, delay

lowering gear and selecting flaps 15 until approaching the normal visual approach

profile. Turning base leg, adjust thrust as required while descending at

approximately 600-700 fpm.

Extend landing flaps before turning final. Allow the speed to decrease to the

proper final approach speed and trim the airplane. Do the Landing checklist. When

established in the landing configuration, maneuvering to final approach may be

accomplished at final approach speed (VREF + wind correction).

5.60

Approach and Missed Approach

Final Approach

Roll out of the turn to final on the extended runway centerline and maintain the

appropriate approach speed. An altitude of approximately 300 feet above airport

elevation for each mile from the runway provides a normal approach profile.

Attempt to keep thrust changes small to avoid large trim changes. With the

airplane in trim and at target airspeed, pitch attitude should be approximately the

normal approach body attitude. At speeds above approach speed, pitch attitude is

less. At speeds below approach speed, pitch attitude is higher. Slower speed

reduces aft body clearance at touchdown. Stabilize the airplane on the selected

approach airspeed with an approximate rate of descent between 700 and 900 feet

per minute on the desired glide path, in trim. Stabilize on the profile by 500 feet

above touchdown.

Note: Descent rates greater than 1,000 fpm should be avoided.

With one engine inoperative, the rudder trim may be centered before landing. This

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. 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

In case of engine failure on visual final approach, use the procedure described in

the ILS approach section, this chapter.

5.61

Approach and Missed Approach

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

5.63

Approach and Missed Approach

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.

If a missed approach is required following a dual autopilot approach with FLARE

arm annunciated, leave the autopilots engaged. Push either TO/GA switch, call for

flaps 15, ensure go-around thrust for the nominal climb rate is set and monitor

autopilot performance. Retract the landing gear after a positive rate of climb is

indicated on the altimeter.

At typical landing weights, actual thrust required for a normal go-around is

usually considerably less than maximum go-around thrust. This provides a thrust

margin for windshear or other situations requiring maximum thrust. If full thrust

is desired after thrust for the nominal climb rate has been established, press

TO/GA a second time.

If a missed approach is required following a single autopilot or manual instrument

approach, or a visual approach, push either TO/GA switch, call for flaps 15,

ensure/set go-around thrust, and rotate smoothly toward 15° pitch attitude. Then

follow flight director commands and retract the landing gear after a positive rate

of climb is indicated on the altimeter.

Note: Use flaps 1 if a go-around is required from a flaps 15 all engine approach.

Bank angles must be limited to 15° until VREF 15 + 15 knots is attained.

During an automatic go-around initiated at 50 feet, approximately 30 feet of

altitude is lost. If touchdown occurs after a go-around is initiated, the go-around

continues. Observe that the autothrottles apply go-around thrust or manually apply

go-around thrust as the airplane rotates to the go-around attitude.

Note: An automatic go-around cannot be initiated after touchdown.

The TO/GA pitch mode initially commands a go-around attitude and then

transitions to speed as the rate of climb increases. Command speed automatically

moves to a target airspeed for the existing flap position. The TO/GA roll mode

maintains existing ground track. Above 400 feet AGL, select a roll mode as

appropriate.

5.66

Approach and Missed Approach

The minimum altitude for flap retraction during a normal takeoff is not normally

applicable to a missed approach procedure. However, obstacles in the missed

approach flight path must be taken into consideration. During training, use 1,000

feet AGL to initiate acceleration for flap retraction, as during the takeoff

procedure.

Note: Selection of pitch and roll modes below 400 feet AGL does not change the

autopilot and flight director modes.

Note: When accomplishing a missed approach from a dual-autopilot approach,

initial selection of a pitch mode, or when altitude capture occurs above 400

feet AGL the autopilot reverts to single autopilot operation.

If initial maneuvering is required during the missed approach, accomplish the

missed approach procedure through gear up before initiating the turn. Delay

further flap retraction until initial maneuvering is complete and a safe altitude and

appropriate speed are attained.

Command speed automatically increases to maneuvering speed for the existing

flap position. Retract flaps on the normal flap/speed schedule. When the flaps are

retracted to the desired position and the airspeed approaches maneuvering speed,

select LVL CHG and ensure climb thrust is set. VNAV may be selected if the flaps

are up. Verify the airplane levels off at selected altitude and proper speed is

maintained.

If VNAV is used during go-around, the FMC missed approach profile should

contain the appropriate holding speeds and altitudes. Before selecting VNAV,

flaps should be retracted because VNAV does not provide overspeed protection

for the leading edge devices. Speed intervention (as installed) may be used to

further modify airspeed as needed. If VNAV ALT (as installed) is displayed, a

premature level off may occur and selection of LVL CHG may be required to

complete the climb to the missed approach altitude.

If a diversion to an alternate airport is required, delay use of VNAV until

appropriate FMC entries are completed.

Note: FMC speeds may not comply with speed/altitude restrictions when using

VNAV at low altitudes.

Go-Around after Touchdown

If a go-around is initiated before touchdown and touchdown occurs, continue with

normal go-around procedures. The F/D go-around mode will continue to provide

go-around guidance commands throughout the maneuver.

If a go-around is initiated after touchdown but before thrust reverser selection,

auto speedbrakes retract and autobrakes disarm as thrust levers are advanced. The

F/D go-around mode will not be available until go-around is selected after

becoming airborne.

5.67

Approach and Missed Approach

Once reverse thrust is initiated following touchdown, a full stop landing must be

made. Factors dictating this are:

• five seconds are required for a reverser to transition to the forward thrust

position

• a possibility exists that a reverser may not stow in the forward thrust

position.

Go-Around and Missed Approach - One Engine Inoperative

If a missed approach is accomplished from a flaps 15 approach, use flaps 1 for the

go-around flap setting. After TO/GA is engaged, the AFDS initially commands a

go-around attitude, then transitions to maintain command speed as the rate of

climb increases. The pilot must control yaw with rudder and trim. Some rudder

pedal pressure may be required even with full rudder trim. Select maximum

continuous thrust when flaps are retracted to the desired flap setting.

For fail operational airplanes, if a missed approach is accomplished from a flaps

30 approach, perform a flaps 15 go-around. Follow Go-Around and Missed

Approach procedures. After TO/GA is engaged, the AFDS initially commands a

go-around attitude, then transitions to maintain command speed as the rate of

climb increases. If the missed approach is initiated after LAND 2 or LAND 3 is

annunciated, yaw is initially controlled by the autopilots. Be prepared to

immediately apply rudder input when selecting another roll mode, pitch mode, or

when altitude capture occurs above 400 feet AGL because the autopilot reverts to

single autopilot operation. The system reverts to normal autopilot operation and

automatic control of rudder is discontinued.

Engine Failure During Go-Around and Missed Approach

If an engine fails during go-around, perform normal Go-Around and Missed

Approach procedures. Verify maximum go-around thrust is set. Maintain flaps 15,

VREF 30 or 40 + wind correction (5 knots minimum) speed and limit bank angle

to 15° until initial maneuvering is complete and a safe altitude is reached.

Accelerate to flap retraction speed by repositioning the command speed to the

maneuvering speed for the desired flap setting and adjusting pitch. Retract flaps

on the normal flap/speed schedule.

5.68

Landing

Chapter 6

Table of Contents

Section TOC

6.TOC Landing-Table of Contents

Preface

6.1

Landing Configurations and Speeds

6.1

Maneuver Margin

6.1

Non-Normal Landing Configurations and Speeds

6.1

Non-Normal Landing Distance

6.2

Visual Approach Slope Indicator (VASI/T - VASI)

6.3

Three Bar VASI/T - VASI

6.4

VASI Landing Geometry

6.5

Precision Approach Path Indicator (PAPI)

6.7

PAPI Landing Geometry

6.7

Landing Geometry

6.7

Visual Aim Point

6.7

Runway Markings (Typical)

6.8

Threshold Height

6.9

Flare and Touchdown

6.9

Landing Flare Profile

6.9

Bounced Landing Recovery

6.10

Rejected Landing

6.11

Normal Touchdown Attitude

6.11

Body Clearance at Touchdown

6.16

Pitch and Roll Limit Conditions

6.20

Landing Roll

6.22

Speedbrakes

6.22

Directional Control and Braking during Landing Roll

6.23

6.TOC.1

Landing

Chapter 6

Preface

This chapter outlines recommended operating practices and techniques for

landing, rejected landings and landing roll. Techniques are provided to help the

pilot effectively utilize approach lighting, control the airplane during crosswind

landings and maintain directional control after landing. Additionally, information

on factors affecting landing distance and landing geometry is provided.

Landing Configurations and Speeds

Flaps 15 (except JAA), 30 (for noise abatement) and 40 are normal landing flap

positions. Flaps 15 is normally limited to airports where approach climb

performance is a factor. Runway length and condition must be taken into account

when selecting a landing flap position.

Maneuver Margin

Flight profiles should be flown at, or slightly above, the recommended

maneuvering speed for the existing flap configuration. These speeds approximate

maximum fuel economy and allow full maneuvering capability (25° bank with a

15° overshoot).

Full maneuver margin exists for all normal and non-normal landing procedures

whenever speed is at or above the maneuver speed for the current flap setting. Full

maneuver margin exists with flaps 15 at VREF 30 + 5 or VREF 40 + 5 during a

go-around at go-around thrust.

Airspeeds recommended for non-normal flight profiles are intended to restore

near normal maneuvering margins and/or aerodynamic control response.

The configuration changes are based on maintaining full maneuvering and/or

maximum performance unless specified differently in individual procedures. It is

necessary to apply wind correction to the VREF speeds. See the Command Speed

section in chapter 1 for an explanation of wind corrections.

Non-Normal Landing Configurations and Speeds

The Non-Normal Configuration Landing Distance table in the PI chapter of the

QRH shows speeds and landing distances for various non-normal landing

configurations and runway conditions. The target speed for the approach is the

appropriate approach VREF plus the wind and gust additives.

6.1

Landing

Visual Approach Slope Indicator (VASI/T - VASI)

The VASI is a system of lights arranged to provide visual descent guidance

information during the approach. All VASI systems are visual projections of the

approach path normally aligned to intersect the runway at a point 1,000 or 1,800

feet beyond the threshold. Flying the VASI glide slope to touchdown is the same

as selecting a visual aim point on the runway adjacent to the VASI installation.

When using a two-bar VASI, the difference between the eye reference path and the

gear path results in a normal approach and threshold height. It provides useful

information in alerting the crew to low profile situations.

Some airports have three-bar VASI which provides two visual glide paths. The

additional light bar is located upwind from a standard two-bar installation. When

the airplane is on the glide path, the pilot sees the one white bar and two red bars.

Three-bar VASI may be safely used with respect to threshold height, but may

result in landing further down the runway.

For a T-VASI, flying the approach with one additional white fly down light visible

provides additional wheel clearance.

6.3

Landing

VASI Landing Geometry

Two-bar VASI installations provide one visual glide path which is normally set at

3°. Three-bar VASI installations provide two visual glide paths. The lower glide

path is provided by the near and middle bars and is normally set at 3° while the

upper glide path, provided by the middle and far bars, is normally 1/4° higher

(3.25°). This higher glide path is intended for use only by high cockpit (long

wheelbase) airplanes to provide a sufficient threshold crossing height.

Two Bar VASI Landing Geometry

The following diagrams use these conditions:

• data is based upon typical landing weight

• airplane body attitudes are based on Flaps 30 and Flaps 40, VREF (for the

flap setting used) + 5 and should be reduced by 1° for each 5 knots above

this speed.

• eye height is calculated at the moment the main gear is over the threshold.

VASI Glide Path

Main Gear

Touchdown Point

Main

VASI Lights

(No Flare)

Gear Path

3 Bar VASI

(only)

Threshold

1000’

Aim point

Flaps 30

AIM Point at 1,000 Feet

737

Visual Glide

Airplane

Threshold Height

Main Gear

Model

Path

Body Attitude

Touchdown

Pilot Eye

Main Gear

(degrees)

Point - no flare

Height (feet)

(feet)

-600

3.0

3.7

657

-700

3.0

3.7

647

-800

3.0

2.4

651

-900

3.0

1.6

659

6.5

Landing

Precision Approach Path Indicator (PAPI)

The PAPI uses lights which are normally on the left side of the runway. They are

similar to the VASI, but are installed in a single row of light units.

When the airplane is on a normal 3° glide path, the pilot sees two white lights on

the left and two red lights on the right. The PAPI may be safely used with respect

to threshold height, but may result in landing further down the runway. The PAPI

is normally aligned to intersect the runway 1,000 to 1,500 feet down the runway.

PAPI Landing Geometry

Red PAPI Lights

White PAPI Lights

High

Slightly High

On Glide Path

Slightly Low

Low

Landing Geometry

Visual Aim Point

During visual approaches many techniques and methods are used to ensure main

landing gear touchdown at the desired point on the runway. One of the most

common methods used is to aim at the desired gear touchdown point on the

runway, then adjust the final approach glide path until the selected point appears

stationary in relation to the airplane (the point does not move up or down in the

pilot’s field of view during the approach).

Visual aim points versus gear touchdown point differences increase as glide path

angle decreases as in a flat approach. For a particular visual approach, the

difference between gear path and eye level path must be accounted for by the pilot.

6.7

Landing

Threshold Height

Threshold height is a function of glide path angle and landing gear touchdown

target. Threshold height for main gear and pilot eye level is shown in the Two

Bar/Three Bar VASI Landing Geometry tables on a previous page. Special

attention must be given to establishing a final approach that assures safe threshold

clearance and gear touchdown at least 1,000 feet down the runway. If automatic

callouts are not available, the radio altimeter should be used to assist the pilot in

judging terrain clearance, threshold height and flare initiation height.

Flare and Touchdown

The techniques discussed here are applicable to all landings including one engine

inoperative landings, crosswind landings and landings on slippery runways.

Unless an unexpected or sudden event occurs, such as windshear or collision

avoidance situation, it is not appropriate to use sudden, violent or abrupt control

inputs during landing. Begin with a stabilized approach on speed, in trim and on

glide path.

When the threshold passes under the airplane nose and out of sight, shift the visual

sighting point to approximately 3/4 the runway length. Shifting the visual sighting

point assists in controlling the pitch attitude during the flare. Maintaining a

constant airspeed and descent rate assists in determining the flare point. Initiate

the flare when the main gear is approximately 15 feet above the runway by

increasing pitch attitude approximately 2° - 3°. This slows the rate of descent.

After the flare is initiated, smoothly retard the thrust levers to idle, and make small

pitch attitude adjustments to maintain the desired descent rate to the runway.

Ideally, main gear touchdown should occur simultaneously with thrust levers

reaching idle. A smooth power reduction to idle also assists in controlling the

natural nose-down pitch change associated with thrust reduction. Hold sufficient

back pressure on the control column to keep the pitch attitude constant. A

touchdown attitude as depicted in the figure below is normal with an airspeed of

approximately VREF plus any gust correction.

Note: Do not trim during the flare or after touchdown. Trimming in the flare

increases the possibility of a tailstrike.

Landing Flare Profile

The following diagrams use these conditions:

•

3° approach glide path

• flare distance is approximately 1,000 to 2,000 feet beyond the threshold

6.9

Landing

• typical landing flare times range from 4 to 8 seconds and are a function of

approach speed

• airplane body attitudes are based upon typical landing weights, flaps 30,

VREF 30 + 5 (approach) and VREF 30 + 0 (landing), and should be

reduced by 1° for each 5 knots above this speed.

2° - 4°

h=50’

4°- 7°

Threshold

Touchdown

Typically, the pitch attitude increases slightly during the actual landing, but avoid

over-rotating. Do not increase the pitch attitude after touchdown; this could lead

to a tail strike.

Shifting the visual sighting point down the runway assists in controlling the pitch

attitude during the flare. A smooth power reduction to idle also assists in

controlling the natural nose down pitch change associated with thrust reduction.

Hold sufficient back pressure on the control column to keep the pitch attitude

constant.

Avoid rapid control column movements during the flare. Do not use pitch trim

during flare or after touchdown. Such actions are likely to cause the pitch attitude

to increase at touchdown and increase the potential for a tailstrike. Do not allow

the airplane to float; fly the airplane onto the runway. Do not extend the flare by

increasing pitch attitude in an attempt to achieve a perfectly smooth touchdown.

Do not attempt to hold the nose wheels off the runway.

Bounced Landing Recovery

If the airplane should bounce, hold or re-establish a normal landing attitude and

add thrust as necessary to control the rate of descent. Thrust need not be added for

a shallow bounce or skip. When a high, hard bounce occurs, initiate a go-around.

Apply go-around thrust and use normal go-around procedures. Do not retract the

landing gear until a positive rate of climb is established because a second

touchdown may occur during the go-around.

6.10

Landing

Bounced landings can occur because higher than idle power is maintained through

initial touchdown, disabling the automatic speedbrake deployment even when the

speedbrakes are armed. During the resultant bounce, if the thrust levers are then

retarded to idle, automatic speedbrake deployment can occur resulting in a loss of

lift and nose up pitching moment which can result in a tail strike or hard landing

on a subsequent touchdown.

Rejected Landing

A rejected landing maneuver is trained and evaluated by some operators and

regulatory agencies. Although the FCOM/QRH does not contain a procedure or

maneuver titled Rejected Landing, the requirements of this maneuver can be

accomplished by doing the Go-Around Procedure if it is initiated prior to

touchdown. Refer to Chapter 5, Go-Around after Touchdown, for more

information on this subject.

Normal Touchdown Attitude

The following figures illustrate the effect of airspeed on body attitude on

touchdown. It shows normal touchdown attitude for flaps 30. If flare control and

thrust are excessive near touchdown, the airplane tends to float in ground effect.

With proper airspeed control and thrust management, touchdown occurs at no less

than VREF - 5. The illustration shows that touchdown at a speed significantly

below VREF seriously reduces aft fuselage-runway clearance.

6.11

Boeing 737 - 600/700/800/900. Flight Crew Training Manual (1999 year) - page 6