曝光台 注意防骗
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When inbound in the procedure turn the localizer intercept angle can be easily
determined by the relationship of the symbolic aircraft to the course deviation
bar. Keep the nose of the symbolic aircraft pointed at the top of the course
deviation bar. This will place the aircraft on the correct intercept angle / course
with very little reference to the actual heading required.
As the course deviation bar starts to center, bank the aircraft to keep the nose of
the symbolic aircraft pointed at the top of the course deviation bar. This
technique will provide a very smooth intercept and roll out on course. In a
crosswind, it will be necessary to adjust the heading a few degrees into the wind.
The track indicator in the HSI may be used to help establish the proper drift
correction.
To make corrections back toward the course deviation bar, bank toward the bar
until it starts moving toward the center, then level the wings. To stop an inward
movement of the bar, bank away from it until it stops, then again level the
wings. Large bank angles will rarely be required while maneuvering to track
the localizer. Use only a 5 to 10 degree bank angle.
Sec. 3 Page 198 737
Rev. 11/15/02 #41 Continental Flight Manual
ADF magnetic bearing information, when appropriate, should be referenced on
the RDMI’s to supplement and enhance initial course intercept and outer
marker reference.
COURSE GUIDANCE
The final approach segment of a Category I/II/IIIA ILS begins at the point in
space on the localizer course where the published glideslope intercept altitude
(height) intersects the nominal glidepath. Descent on the final approach
segment must never be initiated until the aircraft is within the tracking tolerance
of the localizer. The ILS obstacle clearance criteria assume that the pilot does
not normally deviate from the centerline more than a half scale deflection (1
dot), as referenced on the HSI, after being established on track. Failure to
remain within this tolerance, combined with failure to remain within the
glideslope tolerances, could place the aircraft outside protected obstacle
clearance airspace.
During the final approach segment, the following recommended parameters
apply:
· Localizer deviation: +/- 1 dot
· Glideslope deviation: +/-1 dot
· Airspeed: -5/+10 knots of target
Exceeding any of the above listed parameters is indicative of an unstabilized
approach. Deviations from the localizer and/or glideslope parameters are
acceptable only for brief periods of time, and only if positive action is being
taken to correct the deviation. It is recognized that ATC instructions often
necessitate airspeeds higher than optimum during the initial portions of an ILS
approach. When operationally desired, higher than normal airspeeds can be
flown until the aircraft is in the stabilized approach regime. Unstabilized
approaches must not be allowed to continue below 500 feet above field
elevation in VMC conditions, or below 1000 feet above field elevation in IMC
conditions.
Limitations and restrictions while conducting Category II and IIIA approaches
are, in many cases, more restrictive. Refer to the Category II and IIIA portion of
this section for specific guidance.
737 Sec. 3 Page 199
Flight Manual Continental Rev. 11/15/02 #41
SINGLE CHANNEL APPROACH – SINGLE AUTOPILOT
When 1 ½ dots below glideslope and below maximum flap extension speed,
announce “GEAR DOWN, FLAPS 15, SPEED, LANDING CHECKLIST.”
At glideslope capture, verify proper mode annunciation, and check N1 cursor
driven to go-around limit.
Continue flap sequencing and call “FLAPS , TARGET,” as necessary for
landing. Set MCP speed selector to the appropriate target speed.
Note: The above profile will result in glideslope intercept and aircraft
configuration for landing with minimum power adjustments assuming
the aircraft has all systems operating and no unusual ATC
considerations exist. The pilot flying may modify the profile as
necessary to meet the needs of the situation.
CAUTION: Due to speed requirements imposed by ATC or for other
reasons, flap extension(s) may not be possible under normal
profile procedures. Pilots must not call for or physically extend
flaps above maximum flap extension speeds.
· G/S Capture
Glideslope capture occurs at approximately 2/5 dot deviation. On
>@BCD the G/S cannot be captured prior to localizer capture.
Note: Glideslope may be captured from above. However, the selected
altitude must be set sufficiently below the anticipated G/S
intercept altitude to preclude entering ALT ACQ mode prior to G/S
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