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commands.
TO/GA maintains existing ground track. Passing 400’ AFE, select LNAV or HDG
SEL as appropriate. On approaches with DA/DDA’s above 400’ AFE, select
LNAV or HDG SEL/TRK SEL as appropriate after the “CHECK MISSED
APPROACH ALTITUDE” call.
Accomplish the missed approach procedure. If a turning missed approach is
required, accomplish the missed approach procedure through gear up before
initiating the turn, unless there is a special procedure required by the approach
or Jepp 10-7 page. In the event of executing a missed approach prior to the
published missed approach point, initiate a climb toward the missed approach
altitude; however, do not begin a turn until reaching the published missed
approach point. For missed approaches that are not stored in the NAV data
base HDG SEL may be required to comply with the procedure.
The MCP selected airspeed bug should remain at the final approach speed until
1000’ AFE (or special MAP altitudes). Accelerate to flap retraction speed by
calling “SET TOP BUG” (or speed for the desired flap setting). Retract the
flaps on schedule as the airspeed increases.
If a subsequent approach will be flown utilizing VNAV, the cruise altitude may
have to be reset if the highest altitude of the published missed approach was not
reached.
737 Sec. 3 Page 237
Flight Manual Continental Rev. 11/15/02 #41
TRANSITION TO LANDING
Descent below DA/DDA requires visual conditions and appropriate visual cues.
Accomplish a missed approach if the required visual conditions or cues do not
exist for landing, or if the aircraft is not in a position to continue a stabilized
descent to landing. The parameters associated with stabilized approaches
apply. After the decision has been made to land, it is not appropriate to turn the
flight directors off or attempt to change pitch / roll modes. This phase of the
approach from DA/DDA to landing is a visual maneuver, and unnecessary
changes to flight director (F/D) guidance is not desired.
Note: The F/D display will continue to reference the gradient path or V/S
setting if continuing below minimums. However, adjustments to the
VASI / PAPI or visual picture take precedence over F/D guidance
below minimums.
NON-PRECISION APPROACHES WITH AIRCRAFT NON-NORMALS
General
VREF is selectable for flap configurations of 15, 30 or 40. VNAV will control
the Target speed for any of these final flap settings. When the abnormal
requires de-selection of autothrottles, it is extremely important that Target speed
is maintained to preclude reversion from VNAV or V/S to LVL CHG.
In case of an abnormal that requires a final flap setting less than Flaps 15, do not
use VNAV. Rather, use V/S at a pre-determined rate and monitor the PDI for
compliance.
The monitored approach procedure is not authorized with an engine inoperative
even thought the autopilot, in most instances, will be available. In the event an
engine has failed, and the criteria exists for a monitored approach, the pilot
flying the approach will also make the landing. This will prevent transfer of
aircraft control at low altitudes with asymmetric thrust.
Sec. 3 Page 238 737
Rev. 11/15/02 #41 Continental Flight Manual
APPROACH PROCEDURES – NON-CONSTANT RATE
General
When a non-precision approach lacks sufficient information to determine a
constant vertical rate from the FAF to the DA/DDA then it will be necessary to
utilize the following method:
· Calculation of a VDP.
· Descent in V/S from the FAF at a sufficient rate so as to reach the MDA
prior to the VDP.
· Level flight at the MDA until reaching the VDP.
· Transition from the VDP, with sufficient visual cues, to a stabilized descent
to the runway.
· Maintaining level flight at MDA altitude to the missed approach point, and
then executing a missed approach, if sufficient visual cues are not obtained
at the VDP.
Examples of approaches that may require this method are:
· Approaches identified on the Jeppesen 10-7 page as not authorized
utilizing constant vertical rate.
· ILS approaches with the glideslope inoperative that contain stepdowns
inside the FAF and determination cannot be made that the ILS gradient path
will meet the stepdowns.
· VOR and NDB approaches that do not define a fix / waypoint at the FAF or
prior to the runway for use in determining a constant vertical rate. These
approaches are easily recognized by lack of a distance reference from the
FAF to the threshold on the approach plate profile view.
Aspects of this approach type that are common to constant vertical angle (rate)
　
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