.
clearance for the approach has been received.
Deviation scales are proportional to RNP. Similar to the ILS localizer and glide slope deviation scales, the IAN deviation scales become more sensitive as the airplane approaches the runway.
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 use height for single autopilot 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.
737 Flight Crew Training Manual
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.
When suitable visual reference is established, maintain the descent path to the flare. Do not descend below the visual glide path. While VNAV PTH guidance may still be used as a reference once the airplane is below DA(H) or MDA(H), the primary means of approach guidance is visual.
Note: Glide path guidance transitions to level flight once the missed approach fix is passed.
Copyright . The Boeing Company. See title page for details.
5.56 FCT 737 (TM) October 31, 2006
Instrument Approach Using V/S
On RADAR vectors
Approaching intercept heading
HDG SEL
.
Flaps 5
.
Pitch mode (as needed)
.
Enroute to fix
Flaps 1
.
LNAV or other roll mode
.
Flaps 5
.
VNAV or other pitch mode
.
Descend to MDA(H)
Landing flaps (2 engine)
.
Set V/S
.
FAF Do the Landing checklist .
Approximately 300 feet above MDA(H)
Intercept heading
Set missed approach altitude .
. LNAV or other roll mode
At MDA(H)Inbound (Approximately 2 NM)
Intercept landing profile
. and disengage autopilot
Gear down
.
and autothrottle
Flaps 15
. (landing flaps 1 engine)
Arm speedbrake
.
Set MDA(H)
.
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.
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