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touchdown lights” to verify landing in the touchdown zone AND
required RVRs.
· Use of the landing lights is at the option of the Captain. It may be advantageous to
delay using the landing lights until after touchdown or not at all.
· Use of the autopilot to minimum authorized altitude is advised.
· The use of flaps 40 increases visibility over the nose and should be used if practical
on ILS approaches with RVRs less than 1800.
Sec. 3 Page 192 737
Rev. 11/15/02 #41 Continental Flight Manual
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737 Sec. 3 Page 193
Flight Manual Continental Rev. 11/15/02 #41
PRECISION APPROACHES
GENERAL
A precision approach is one in which electronic glideslope information is
available. On approaches incorporating a DA or DH, the aircraft is descended
on the glideslope and a decision to either land or execute a missed approach
must occur at or before the DA or DH. A decision to continue the approach
below the DA or DH requires adequate visual reference as per this section, and
the aircraft must be in a position to make a safe landing.
Depending on weather conditions, an ILS can be accomplished with raw data,
with the flight director, or with the autopilot approach coupler.
If weather conditions are below 4000 RVR or ¾ mile visibility; a flight director
must be used, or a coupled approach must be made.
ILS approaches in weather conditions above 2400 RVR may be hand flown at
pilot’s discretion, however a flight director must be used.
MAINTENANCE STATUS ANNUNCIATOR
The mechanical Maintenance Status Annunciator is located on the Captain’s
instrument panel. The status annunciator is used to indicate the maintenance
status of the aircraft in terms of the lowest minima authorized in conjunction
with the Minimum Equipment List. The following nomenclatures will be
indicated by the mechanical status indications.
CAT2 3
1.CAT II 2.CAT II Autoland 3.CAT IIIA 4.Not CAT II
STATUS INDICATIONS
Sec. 3 Page 194 737
Rev. 11/15/02 #41 Continental Flight Manual
Maintenance
Status
Annunciator
Approach
Capability
NOT CAT II CAT I
CAT II CAT II (Single CH)
CAT I
CAT II Autoland CAT II Autoland
CAT II (Single CH)
CAT I
CAT IIIA
CAT IIIA
CAT II Autoland
CAT II (Single CH)
CAT I
STANDARD ILS PROCEDURES
The transition to the approach may be completed using LNAV and VNAV if a
complete arrival procedure to the localizer and glideslope capture point has
been selected via the CDU. If so, the LEGS page sequence and altitude
restrictions must reflect the ATC clearance. Prior to each altitude change point
in the approach procedure, a lower altitude must be set in the ALT SELECT
window. If this step is delayed beyond the altitude change point, the VNAV mode
will disengage and ALTITUDE HOLD will engage. ATC imposed airspeed
restrictions may require the use of LVL CHG or VERTICAL SPEED.
Note: >>@ Prior to commencing the approach both pilots must select
MANUAL on the AUTO/MANUAL tuning switch (VHF NAV radio panel),
and select the desired frequency for the approach.
The VHF NAV unit on the same side as A/P in use or side with the illuminated
Master (MA) light, must be tuned to the primary approach facility. The
remaining NAV unit may be used for determination of intersections and
continued enroute navigation when necessary. Both units should be tuned to the
primary approach facility as soon as conditions permit.
Note: GO-AROUND mode (GA) is armed when the radio altitude is less than
2000 feet. Below this altitude, an unintentional TO/GA switch
activation will interrupt the approach routine, as the AFDS and A/T
commence the go-around function.
737 Sec. 3 Page 195
Flight Manual Continental Rev. 11/15/02 #41
When turning to the localizer intercept heading, and when cleared for the
approach, the pilot should select the APP mode and observe the VOR/LOC and GS
armed annunciations on the FMA.
The flight mode annunciator will always annunciate the A/P mode. The A/P on
the same side as the Pilot Flying should be engaged. This will give the Pilot
Flying and the engaged A/P the primary navigational and FMA display.
After selection of APP mode the second autopilot may then be engaged as
desired for the type of approach. After the APP mode has been selected, if a
single autopilot is engaged and A/P changeover is desired, the A/P must be
disengaged, then the desired A/P engaged.
Flight Director
When the A/P is in CWS or OFF and both F/D’s are ON, the Captain’s flight mode
annunciator is driven from the “A” FCC and the First Officer’s flight mode
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