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Autopilot system will attempt to follow the signal, resulting in undesirable
aircraft response. Erratic ILS signals are easily detected by noting the raw data
displays.
Note: There are restrictions on ground and air movements near Category II
and III runways during low visibility weather conditions. These ILS
Critical Areas are only protected by ATC when weather conditions are
less than reported ceiling 800 feet and/or visibility 2 miles. Approach
Control and Tower must be advised of “coupled” / “autoland”
approaches on initial contact, whenever weather minimums are greater
than 800/2. When in doubt of critical area protection, state your
intentions. Even though critical area protection is in effect, the
possibility of these areas being violated by other aircraft and/or ground
vehicles is always present. This may result in guidance “beam
bending” (localizer / glideslope) and the possibility of approach /
runway excursion. Flight crew must diligently monitor guidance
information and be prepared to immediately disconnect the Autopilot
during all phases of coupled operations.
737 Sec. 3 Page 207
Flight Manual Continental Rev. 11/15/02 #41
Decision Regime Performance Limits
The decision regime is from 500 feet above the TDZE to the ground.
Performance limits in the decision regime are:
· Airspeed - Plus or minus 5 knots of target speed.
· Glideslope - Significant deviation not to exceed 1 dot high or low.
· Localizer - 1/3 dot right or left of CDI centered.
· Illumination of any warning / caution light not previously deemed
acceptable for the approach - none allowed.
Note: To avoid distractions or potential confusion when the aircraft is
below 500 feet above touchdown zone elevation (TDZE), any
initial / new warning light or warning flag that comes into view in
the decision regime requires a missed approach even if that
warning light or flag would be acceptable under the equipment
required section of CAT II / IIIA operations. A warning light or
flag that has been identified prior to the decision regime, and does
not disqualify the aircraft from a CAT II / IIIA approach, is
acceptable in the decision regime.
· Raw data must match up with computed data.
· Rate of Descent - Maximum of 1,000 feet per minute.
· Maximum stabilized crab angle of 10 degrees.
· GPWS activation - none allowed.
Any violation of performance limits in the decision regime mandates an
immediate go-around. At or above decision height, the Captain will command
and the First Officer will execute the go-around. Below decision height, the
First Officer will advise of deviations beyond performance limits and the
Captain will execute the go-around.
Runway Visual Range (RVR)
A CONTROLLING RVR is one that is used to determine operating minima for
the approach. All RVR transmissometers that are controlling are normally
required.
AN ADVISORY RVR is one that does not constitute minima for the approach
and provides flight crew information only. Advisory RVR transmissonmeters
may or may not be required, depending on the approach category and aircraft
capability.
Sec. 3 Page 208 737
Rev. 11/15/02 #41 Continental Flight Manual
737 Sec. 3 Page 209
Flight Manual Continental Rev. 11/15/02 #41
Sec. 3 Page 210 737
Rev. 11/15/02 #41 Continental Flight Manual
NORMAL ILS APPROACH / UN-MONITORED
737 Sec. 3 Page 211
Flight Manual Continental Rev. 11/15/02 #41
Sec. 3 Page 212 737
Rev. 11/15/02 #41 Continental Flight Manual
Note: The second autopilot should be engaged once the APP mode has been selected.
737 Sec. 3 Page 213
Flight Manual Continental Rev. 11/15/02 #41
ILS PRECISION RUNWAY MONITOR (PRM) APPROACH
In Range
· Review Jepp 11-0 PRM instructions and planned PRM approach plate.
· The following systems must be operational:
ILS (Cat I)
Transponder
Two VHF radios
· Advise ATC if unable to perform PRM approach.
Approach
· Set the PRM monitor frequency in #2 VHF radio. Adjust VHF 1 & 2
volume controls to ensure both pilots can hear both radios.
· Both pilots monitor both radios, transmit only on tower frequency.
· Unless contrary to Jepp 11-0 PRM instructions, TCAS should be left in
TARA. If a TCAS RA and ATC Traffic Alert occur simultaneously, follow
the RA climb / descent and execute the ATC turn instruction.
Actions In Event Of A Traffic Alert (Breakout)
Pilot Flying
· Immediately disconnect the autopilot and manually fly the aircraft to the
assigned heading and altitude (descent rates greater than 1,000 FPM are not
　
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