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to land. It is only a decision to continue the approach. It is possible, after
passing the applicable minimums, that visual references may deteriorate, or the
aircraft may deviate from the desired flightpath to a point where a safe landing
may not be assured. A missed approach capability exists until selection of
reverse thrust.
ALTITUDE CALLOUTS
Altitude callouts for non-precision and CAT I precision approaches will be
made using the barometric (electric) altimeters by the Pilot Monitoring.
The callouts will be:
· At 1000 feet above touchdown zone (TDZE), callout “1000.”
· At 500 feet above TDZE and at each 100-foot increment thereafter, call out
altitude and any significant deviation from target airspeed or descent rate.
Note: A significant deviation from airspeed is ±5 knots from computed
target speed. A significant deviation in vertical velocity is a
descent rate of 1000 FPM or greater.
· Call “APPROACHING MINIMUMS” approximately 100 feet prior to DH,
DA or DDA on instrument approaches, as applicable.
· At DH, DA or DDA/MDA Pilot Monitoring will call “MINIMUMS” (nonmonitored
approach).
· During a CAT I or Non-Precision approach (unmonitored), the Pilot
Monitoring will inform the Pilot Flying when he/she acquires either a
portion of the approach lighting system and/or the runway by stating
“APPROACH LIGHTS IN SIGHT” and/or “RUNWAY IN SIGHT” as
appropriate.
· “100, 50, 30, 20, 10” FROM THE RADIO ALTIMETER (note the word
“feet” is not part of the callout).
> The altitude calls below 100 feet are accomplished by the pilot
monitoring.
Sec. 3 Page 176 737
Rev. 11/15/02 #41 Continental Flight Manual
DECISION ALTITUDE (DA) / DERIVED DECISION ALTITUDE (DDA) /
MINIMUM DESCENT ALTITUDE (MDA)
Do not continue the approach below DA / DDA / MDA, as read from the
barometric altimeter, unless the aircraft is in a position from which a normal
descent to the runway of intended landing can be made.
The callouts “APPROACH LIGHTS” and/or “RUNWAY IN SIGHT” are
informative only. When conducting non-precision and CAT I ILS approaches,
descent below the applicable DA / DDA / MDA requires that one of the
following visual references for the intended runway is distinctly visible and
identifiable to the pilot:
· The approach light system, except that the pilot may not descend below
100 feet above the TDZE using the approach lights as a reference unless
the red terminating bars or the red side row bars are also distinctly visible
and identifiable.
· The threshold.The threshold markings.
· The threshold lights.
· The runway end identifier lights.
· The visual approach slope indicator.
· The touchdown zone markings or touchdown zone lights.
· The touchdown zone lights.
· The runway or runway markings.
· The runway lights.
Decision Height (DH)
When conducting CAT II ILS approaches, descent below the DH, as read from
the radio altimeter, requires that:
· The approach light system be in sight, and
· Sufficient visual references exist to maneuver the aircraft, or monitor the
autoflight system, to a safe landing within the touchdown zone.
When conducting CAT IIIA ILS approaches, descent below the DH, as read
from the radio altimeter, requires that:
· Sufficient visual references exist to ensure the autoflight systems will
safely deliver the aircraft to the touchdown zone, and
· RVR requirements are met.
737 Sec. 3 Page 177
Flight Manual Continental Rev. 11/15/02 #41
RAW DATA / FMS DISPLAY
The MAP display normally allows for maximum situational awareness. LNAV
and VNAV may be used in the terminal area when transitioning to published
approach segments; however, raw data must be monitored, if available. The
final approach segment of ILS, LOC, LOC BC, LDA SDF and VOR approaches
will be flown with direct reference to navaid raw data as follows:
· The display and tracking of ILS, LOC, LDA, and SDF raw navaid data is
required prior to either glideslope intercept or the FAF as applicable. This
requirement may be met by displaying any combination of MAP, Full or
expanded VOR/ILS, since the ADI displays the tuned navaid raw data.
Note: When the course deviation on the EADI is slightly more than ½
dot and the VOR/LOC or APP mode is engaged, the scale expands to
½ degree deviation per dot. This expanded mode means that as
the moving runway symbol reaches full scale deflection in the
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