Intercept headingFix
ILS tuned and identified. (LOM, MKR, DME)
LOC and G/S pointers
.
Verify crossing altitude
.
shown
Arm APP
.
Second A/P CMD
.
Glide slope alive
Gear down.
Note: Engine out fail operational approach Flaps 15.
to autoland available with flaps 30 Arm speedbrake .
only (performance permitting).
Approach and Missed Approach 737 Flight Crew Training Manual ILS Approach - Fail Operational 737-600 - 737-900
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 737-600 - 737-900
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 737-600 - 737-900
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 737-600 - 737-900
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.
Copyright . The Boeing Company. See title page for details.
5.12 FCT 737 (TM) October 31, 2006
Fail Passive 737-300 - 737-500
Fail passive is used instead of Category IIIa to define AFDS certified capability.
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.
737-300 - 737-500 If displaying the arrival procedure is not desired, perform a “DIRECT TO” or “INTERCEPT LEG TO/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.
737-600 - 737-900 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.
737-300 - 737-500
Note: For non-EFIS airplanes, before commencing the approach, applicable
HSI/NAV switches must be set so that the HSI for the pilot flying indicates
ILS navigation signals.
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.
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