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required).
· Do not disconnect the autothrottles.
· Do not push TOGA.
· Do not change aircraft configuration (flaps or gear) until established
on the new heading.
· Autopilot may be re-engaged after established on new heading and PM
confirms MCP reprogrammed.
Pilot Monitoring
· Turn both Flight Director switches OFF.
· Set the assigned heading and altitude in the MCP.
· Turn both Flight Director switches ON.
· Push LVL CHG.
· Push HDG SEL.
· Advise the PF that the MCP has been reprogrammed.
Sec. 3 Page 214 737
Rev. 11/15/02 #41 Continental Flight Manual
PRECISION APPROACH RADAR (PAR)
Precision Approach Radar (PAR) allows the controller to provide pilots
azimuth, range, and glideslope information. An approved approach lighting
system enhances the approach and allows lower landing minimums. If
glideslope information is not available to the controller, the PAR reverts to a
non-precision approach system (surveillance approach). Failure of azimuth and
range information to the controller renders the system inoperative. PAR
procedures must include instructions for lost communications procedures from
the controller to the pilot. The final approach segment begins at the final
approach fix where the radar glideslope begins (not less than 3 nm from the
landing threshold) and ends at the decision height (minimum of 200 ft. above
TDZ) where instructions to take over visually and land, or miss the approach
are received.
PAR approaches provide pilots with accurate heading guidance to keep the
aircraft aligned with the extended runway centerline. The controller will
provide advance notice of glideslope intercept approximately 10 to 30 seconds
prior to actual intercept. The published DA will be provided only if requested.
If the aircraft deviates above or below the glidepath or left or right of centerline,
the pilot will receive advisory information from the controller using the
phraseology “slightly” or “well” above or below or left or right of desired path.
Range information from touchdown is provided at least once each mile while on
final approach. A pilot may expect to be issued a go-around (missed approach)
if the aircraft proceeds outside specified safety zone limits, unless the runway
environment is in sight. After Decision Altitude (DA), advisory course and
glideslope information will be issued until the aircraft passes over the runway
threshold.
In general, the approach is flown using the MCP in HDG SEL for roll and vertical
speed for pitch control. The pilot will not engage LNAV or VNAV while
conducting a PAR approach. Because ATC provides all azimuth, range and
glideslope information, both pilots may be in the MAP mode. The approach may
be built on the CDU. However, displayed LNAV/VNAV information is to be
used for reference only and it is mandatory to comply with all controller
instructions issued during the approach.
737 Sec. 3 Page 215
Flight Manual Continental Rev. 11/15/02 #41
NON-PRECISION APPROACHES
GENERAL
A non-precision approach is any kind of instrument approach where electronic
glideslope information is not provided by the primary ground based navigational
aid.
FAA regulations allow modern aircraft to take advantage of onboard equipment
capability to fly non-precision approaches utilizing a constant rate of descent to
a decision altitude (DA), or equivalent, verses a minimum descent altitude
(MDA). In many cases this affords lower minimums when using the VNAV
capability of the aircraft.
· The FMC is capable of providing an accurate vertical (gradient) path to the
runway when the proper information is entered.
· Most non-precision approaches are coded with a gradient path that will
display on the LEGS page (GP x.xx) for the coded segments.
· The use of VNAV inside the final approach fix (FAF) requires display of a
gradient path.
· If a gradient path does not exist, V/S must be used. Either manner allows
the aircraft to be flown at a stabilized descent rate to minimums at which
point a normal landing can be completed or a missed approach
accomplished if adequate visual references are not present. This is a
significantly different philosophy than the old concept of early descent to
MDA and level flight to the VDP or MAP.
Note: There are some non-precision approaches that do not have a coded
gradient path and are structured such that a constant rate of descent to
minimums is not practical. When this is the case, a non-constant
vertical rate procedure will be utilized as described later in this
　
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