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on ground speed.
If the approach plate does not provide a reference table then refer to the generic
QRH reference table. This table requires entry of distance, altitude and ground
speed to determine a vertical speed rate. Refer to the approach plate profile
view to determine chart entry values. Distance is from the FAF to the runway
threshold. Altitude is from the FAF to runway threshold (TDZE) + 50 ft.
Interpolate on the chart as necessary.
Be prepared to use V/S at the determined rate from the FAF if VNAV will not
engage or can not be maintained. V/S adjustments are made with reference to
the PDI. Display and monitoring of the DEScent page also provides reference
to the necessary V/S rate once the FMC sequences from the FAF to the final
approach waypoint (RWxx or MAxx).
737 Sec. 3 Page 223
Flight Manual Continental Rev. 11/15/02 #41
DISPLAYS
· The CDU displays should be set to the DEScent page on the PF side and
the LEGS page on the PM side prior to the FAF.
· When the Map mode is prescribed the scale should be set to 10nm prior to
the FAF for proper course monitoring.
· TERR on the EFIS control panel, if available, should be selected when near
significant terrain.
Display of the DES page and LEGS page together provides both crew members
with access to waypoint information and sequencing, RNP / ANP, descent
anticipation, path deviation and vertical speed information.
Note: It is good practice to ensure that the LEGS page information
continuously matches your flight circumstances. For example: if you
have “extended the centerline” from an approach waypoint with an
altitude constraint, and ATC subsequently descends you below that
altitude before reaching the waypoint, modify the LEGS page to match
the new conditions.
The Map display, when appropriate, provides a plan view of the approach,
including final approach and missed approach routing and increases crew
awareness of progress and position during the approach. Raw data information
from VOR, NDB, and LOC facilities must be monitored, as appropriate.
Caution: If a disagreement between LNAV and raw data information exists,
use of LNAV must be terminated and raw data information followed
using HDG SEL.
Pilots must not allow themselves to become involved in excessive heads down
FMC manipulation at low altitude. Raw data VOR, ILS and ADF displays
should be used in the traditional manner to avoid such distractions during high
workload phases of flight.
The Map is useful when the inbound course is not aligned with the runway
centerline. The Map will graphically display the difference between the
extended runway centerline and the published inbound course, allowing the
pilot to clearly determine the alignment maneuver required, taking into account
the effect of current winds.
Sec. 3 Page 224 737
Rev. 11/15/02 #41 Continental Flight Manual
Note: For all non-precision approaches, timing is required only if the
published MAP point is time based and is not referenced as a waypoint
and displayed on the EFIS Map. This is for purposes of determining
the geographical point at which a turn or other constraint can be made
during the missed approach and not for the determination of when to
begin the missed approach procedure. The vertical portion of the
missed approach will be accomplished immediately upon arrival at the
DA/DDA if the required visual references for landing are not present,
regardless of the time from the FAF or time remaining to the MAP.
COURSE GUIDANCE
The final segment of the non-precision approach begins at the Final Approach
Fix (FAF) and ends at the Missed Approach Point (MAP). On non-precision
approaches with no depicted FAF (such as on airport radio facilities), the FAF
is considered to be located at the point where the aircraft is established inbound
on the final approach course from the procedure turn, and where the final
approach descent to MDA (DDA) may be commenced.
During the final approach segment of a non-precision approach prior to
reaching DA/DDA, the following restrictions apply:
· Localizer deviation: 1 dot
· VOR course deviation: 1 dot or + / -5 deg.
· NDB: + / -5 deg.
· ANP less than RNP for approaches without reference to raw data.
· Airspeed: -5 / +10 knots of target speed
· Cross Track Error: (RNAV/GPS only) Aircraft symbol must touch the
active course line using the 10-mile scale.
· Maximum rate of descent below 1000 ft. above TDZE: 1000 fpm
· Deviations from the VNAV computed path (PDI) should not exceed 1/4
scale high or 1/8 scale low.
Other than a brief deviation, any exceedance greater than the above listed
　
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