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The visual approach slope indicator.
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The threshold or threshold markings or threshold lights.
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The touchdown zone or touchdown zone markings or touchdown zone lights.
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The runway or runway markings or runway lights.
On a non-precision approach the aircraft must not go below the DDA until the aircraft is in a position to continue a normal descent rate (approximates a 3° descent path) to the touchdown zone. If a VDP (visual descent point) is not published, it should be determined and planned prior to commencing the approach. Descent below DDA prior to the VDP can result in a “dragged in” approach. Descent from DDA beyond the VDP can result in a “diving” final approach
Cat II visual reference requirements are located in the Cat II portion of this section.
Monitored Approaches
A monitored approach is a procedure which allows each crewmember to concentrate on specific tasks. It utilizes the Quiet Flight Deck method which eliminates all unnecessary conversation. Any calls other than the normal Monitored Approach calls should indicate that an abnormal exists or that a performance limit was exceeded.
Using the monitored approach procedure, the First Officer is assigned the task of flying the airplane and executing the missed approach, if necessary. This allows the Captain additional time to acquire and assess visual cues prior to reaching the decision altitude.
Note: It is CAL policy that all ILS approaches to an RVR of 2400 feet or less (and all non-precision approaches to a visibility of less than 1nm or RVR 5000 feet) should be flown auto-coupled using monitored approach procedures. The maximum crosswind limit for RVR values of 2400 feet or less is 10 knots. If the autopilot is inoperative, the monitored approach procedures may be accomplished with the First Officer flying an uncoupled flight director approach down to the lowest Cat I ILS or non-precision approach minimums with all engines operating.
If an engine is inoperative, the Monitored Approach procedure is not authorized due to the need for transfer of aircraft control. In the event an engine has failed and the RVR is 2400 or less for an ILS approach (1nm/5000 RVR for non-precision), the pilot flying the approach will also make the landing.
On all monitored approaches, the F/O will brief the approach and the Captain will brief the required callouts and duties associated with the specific monitored approach.
First Officer Duties
A monitored approach is flown auto-coupled with the First Officer operating the autopilot and controlling the airspeed with the use of autothrottles, if operable. The First Officer should assume the flying responsibilities early in the approach but no later than intercept heading or, in the case of a straight in approach, 3 miles outside the outer marker.
The First Officer, upon reaching decision height (or the derived decision altitude on non-precision), will call “MINIMUMS, GOING AROUND” and execute the missed approach if the Captain has not taken control of the aircraft.
The F/O will execute a missed approach any time prior to DA(H) or DDA if directed by the Captain. If the Captain takes control of the aircraft, the First Officer will monitor the flight progress and make normal altitude calls using the barometric and radio altimeters (remain heads down at 100’ and below). Any deviation from a stabilized flight path should be announced.
Captain Duties
During a monitored approach, the Captain monitors the overall approach progress. This includes supervising or monitoring the aircraft as well as the actions of the First Officer.
The Captain will make the following callouts with reference to TDZE:
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“1,000 Feet”
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“500” (If required)
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“400” (If required)
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“300” (If required)
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“200” (If required)
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At 100 feet above minimums, “APPROACHING MINIMUMS, I’M GOING HEADS UP.”
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If decision is to land, “I HAVE THE AIRCRAFT.”
Keeping callouts to a minimum creates a Quiet Flight Deck concept, allowing increased concentration in the DECISION REGIME.
When calling, “APPROACHING MINIMUMS, I’M GOING HEADS UP,” the Captain will place his/her left hand on the yoke near the A/P disconnect button and right hand aft and below the throttles in anticipation of assuming control. Prior to or upon reaching decision altitude, if the Captain has distinctly established at least one of the required visual references, and the Captain decides a safe landing can be made, the Captain will call out, “I HAVE THE AIRCRAFT” and raise his/her right hand up pushing the First Officer’s hand from the throttles. The Captain will assume control of the aircraft, continue the approach, and execute the landing. If the Captain calls, “I HAVE THE AIRCRAFT,” the First Officer will monitor flight progress and make normal altitude calls using the barometric and radio altimeters (remain heads down at 100’ and below). Once the Captain has assumed control of the aircraft, (s)he will execute the missed approach if the required visual references to complete the landing are lost or missed approach is required for any other reason.
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