Airplane Category FAA Obstruction Clearance Radius (r) ICAO Obstruction Clearance Radius (r)
C 1.7 NM 4.2 NM
D 2.3 NM 5.28 NM
Circling Approach - One Engine Inoperative
If a circling approach is anticipated, maintain gear up, flaps 10, and flaps 10 maneuvering speed from the final approach fix until just before turning base. As an option, use flaps 5, and flaps 5 maneuvering speed as the approach flaps setting for the circling approach. Before turning base or when initiating the turn to base leg, select gear down and flaps 15 and begin reducing speed to VREF 15 + wind correction. Do not descend below MDA(H) until intercepting the visual profile.
Missed Approach - Circling
If a missed approach is required at any time while circling, make a climbing turn in the shortest direction toward the landing runway. This may result in a turn greater than 180° to intercept the missed approach course. Continue the turn until established on an intercept heading to the missed approach course corresponding to the instrument approach procedure just flown. Maintain the missed approach flap setting until close-in maneuvering is completed.
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5.64 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
Different patterns may be required to become established on the prescribed missed approach course. This depends on airplane position at the time the missed approach is started. The following figure illustrates the maneuvering that may be required. This ensures the airplane remains within the circling and missed approach obstruction clearance areas.
In the event that a missed approach must be accomplished from below the MDA(H), consideration should be given to selecting a flight path which assures safe obstacle clearance until reaching an appropriate altitude on the specified missed approach path.
Refer to Go-Around and Missed Approach - All Approaches, this chapter.
Copyright . The Boeing Company. See title page for details.
October 31, 2006 FCT 737 (TM) 5.65
Visual Traffic Pattern
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5.66 FCT 737 (TM) October 31, 2006
Visual Approach - General
The recommended landing approach path is approximately 2 1/2° to 3°. Once the final approach is established, the airplane configuration remains fixed and only small adjustments to the glide path, approach speed, and trim are necessary. This results in the same approach profile under all conditions.
Thrust
Engine thrust and elevators are the primary means to control attitude and rate of descent. Adjust thrust slowly using small increments. Sudden large thrust changes make airplane control more difficult and are indicative of an unstable approach. No large changes should be necessary except when performing a go-around. Large thrust changes are not required when extending landing gear or flaps on downwind and base leg. A thrust increase may be required when stabilizing on speed on final approach.
Downwind and Base Leg
Fly at an altitude of 1500 feet above the runway elevation and enter downwind with flaps 5 at flaps 5 maneuvering speed. Maintain a track parallel to the landing runway approximately 2 NM abeam.
Before turning base leg, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm.
Extend landing flaps before turning final. Allow the speed to decrease to the proper final approach speed and trim the airplane. Do the Landing checklist. When established in the landing configuration, maneuvering to final approach may be accomplished at final approach speed (VREF + wind correction).
Final Approach
Roll out of the turn to final on the extended runway centerline and maintain the appropriate approach speed. An altitude of approximately 300 feet above airport elevation for each mile from the runway provides a normal approach profile. Attempt to keep thrust changes small to avoid large trim changes. With the airplane in trim and at target airspeed, pitch attitude should be approximately the normal approach body attitude. At speeds above approach speed, pitch attitude is less. At speeds below approach speed, pitch attitude is higher. Slower speed reduces aft body clearance at touchdown. Stabilize the airplane on the selected approach airspeed with an approximate rate of descent between 700 and 900 feet per minute on the desired glide path, in trim. Stabilize on the profile by 500 feet above touchdown.
Note: Descent rates greater than 1,000 fpm should be avoided.
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