Instrument Landing System (ILS)
Arrival at the MAP is determined by reference to an altimeter. DA is determined by reference to the barometric altimeter, while DH is determined by reference to the radio altimeter.
737-300 - 737-500
Instrument Approach using VNAV 737-600 - 737-900
Instrument Approach using VNAV or IAN (As installed)
When specifically authorized by the instrument procedure and regulatory authority, approaches may be flown to the following minima:
.
a published VNAV DA(H)
.
a published MDA(H) used as a decision altitude.
When either of the above minima are not specifically approved, use the published MDA(H) + 50 feet as the MAP.
Localizer
737-300 - 737-500
For most localizer approaches, the published MAP is the threshold of the runway.
However, if a localizer approach is flown in VNAV PTH, use the missed approach
criteria described in the Instrument Approach using VNAV section in this chapter.
Copyright . The Boeing Company. See title page for details.
FCT 737 (TM) October 31, 2006
737-600 - 737-900
For most localizer approaches, the published MAP is the threshold of the runway.
However, if a localizer approach is flown in VNAV PTH, use the missed approach
criteria described in the Instrument Approach using VNAV or IAN (as installed)
section in this chapter.
Other Non-ILS Approaches
The MAP for all other non-ILS approaches is depicted on the approach chart. If the procedure has a final approach fix, the MAP may be short of the runway threshold, at the runway threshold, or located over a radio facility on the field. For on airport facilities (VOR or NDB) which do not have a final approach fix, the facility itself is the MAP and in most cases is beyond the runway threshold. Do not assume the airplane will always be in a position to make a normal landing when reaching the MDA(H) before reaching the MAP. When the MAP is at or beyond the runway threshold, the airplane must reach MDA(H) before arrival at the MAP if a normal final approach is to be made.
Precision Approach Radar (PAR)
The MAP for a PAR is the geographic point where the glide path intersects the DA(H). Arrival at the MAP is determined by the pilot using the altimeter or as observed by the radar controller, whichever occurs first.
Airport Surveillance Radar (ASR)
The radar controller is required to discontinue approach guidance when the airplane is at the MAP or one mile from the runway, whichever is greater. Perform the missed approach when instructed by the controller.
Approaching intercept heading
Flaps 5
.
Flaps 1
.
Flaps 5
.
On RADAR vectors
HDG SEL
.
Pitch mode (as needed)
.
Enroute to fix
LNAV or other roll mode
.
VNAV or other pitch mode
.
Glide slope intercept
Landing flaps (2 engine).
Set missed approach altitude
.
Do the Landing checklist
.
500 feet
Verify AFDS status .
(Dual autopilot)
Localizer capture
Final approach . course heading
Intercept heading
ILS tuned and identified
.
LOC and G/S pointers
. shown
Arm APP
.
Second A/P CMD (Dual
. autopilot)
Note: Dual autopilot available
during 2 engine
approach only.
Fix
(LOM, MKR, DME)
Verify crossing altitude .
Glide slope alive
Gear down
.
Flaps 15
. (final flap for 1 engine)
Arm speedbrake
.
Minimum use height forsingle autopilot
(see limitations chapter)
Disengage A/P and A/T.
Touchdown
Disengage A/P . (Dual autopilot)
Approach and Missed Approach
737 Flight Crew Training Manual ILS Approach ILS Approach - Fail Passive
Copyright . The Boeing Company. See title page for details.
5.10 FCT 737 (TM) October 31, 2006
On RADAR vectors
HDG SEL
.
Pitch mode (as needed)
.
Enroute to fix
LNAV or other roll mode
.
VNAV or other pitch mode
.
Glide slope intercept
Landing flaps (flaps 30, 1
. engine
Set missed approach altitude
.
Do the Landing checklist .
500 Feet
Verify autoland status .
Approaching intercept heading
Flaps 5
.
Flaps 1
.
Flaps 5
.
Localizer capture 中國航空網 www.k6050.com 航空翻譯 www.aviation.cn 本文鏈接地址：737機組訓練手冊 Flight Crew Training Manual FCTM(60)
