737-600 - 737-900 Airplanes with autopilots having fail operational capability are designed to safely continue an approach below AH after a single failure of an autopilot element. The autopilots protect against any probable system failure and safely land the airplane. AFDS design provides for an AH of at least 200 feet HAT but may be modified to a lower value by operators. The pilot should not interfere below AH unless it is clearly evident pilot action is required.
737-300 - 737-500 During an autoland with crosswind conditions, the airplane will touchdown in a crab. After touchdown, the rudder must be applied to maintain runway centerline. The autopilots must be disengaged immediately after touchdown. The control wheel should be turned into the wind as the autopilots are disengaged. The A/T disengages automatically two seconds after touchdown.
737-600 - 737-900 During an autoland with crosswind conditions, fail passive airplanes will touchdown in a crab. After touchdown, the rudder must be applied to maintain runway centerline. The autopilots must be disengaged immediately after touchdown. The control wheel should be turned into the wind as the autopilots are disengaged. The A/T disengages automatically two seconds after touchdown.
737-600 - 737-900 During an autoland with crosswind conditions, fail operational airplanes (LAND 2 or LAND 3 annunciated), the runway alignment maneuver uses forward slip to reduce the crab angle of the airplane at touchdown. Alignment begins at 450 feet radio altitude or lower, depending on the strength of the crosswind. The amount of forward slip induced is limited to 5°. When a strong crosswind is present, the airplane does not fully align with the runway, but lands with a slight crab angle. In all cases, the upwind wing is low at touchdown. The autobrakes should remain engaged until a safe stop is assured and adequate visibility exists to control the airplane using visual references.
737-600 - 737-900 For fail operational airplanes, the autopilot and autobrakes should remain engaged until a safe stop is assured and adequate visibility exists to control the airplane using visual references.
Delayed Flap Approach (Noise Abatement)
If the approach is not being conducted in adverse conditions that would make it difficult to achieve a stabilized approach, the final flap selection may be delayed to conserve fuel or to accommodate speed requests by air traffic.
Copyright . The Boeing Company. See title page for details.
5.16 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
Intercept the glide slope with gear down and flaps 15 at flaps 15 speed. The thrust required to descend on the glide slope may be near idle. Approaching 1,000 feet AFE, select landing flaps, allow the speed to bleed off to the final approach speed, then adjust thrust to maintain it. Do the Landing checklist.
Decision Altitude/Height - DA(H)
The pilot monitoring should expand the instrument scan to include outside visual cues when approaching DA(H). Do not continue the approach below DA(H) unless the airplane is in a position from which a normal approach to the runway of intended landing can be made and suitable visual reference can be maintained. Upon arrival at DA(H), or any time thereafter, any of the above requirements are not met, immediately execute the missed approach procedure. When visual contact with the runway is established, maintain the glide path to the flare. Do not descend below the glide path.
Raw Data - (No Flight Director)
Raw data approaches are normally used during training to improve the instrument scanflow. If a raw data approach is required during normal operations, refer to the DDG or airline equivalent for the possibility of increased landing minima.
ILS deviation is displayed on the attitude display. ILS deviation may also be displayed on the navigation display by selecting an ILS mode on the EFIS Control Panel. The localizer course deviation scale on the attitude indicator remains normal scale during the approach. Continue to cross-check the map display against the attitude indicator raw data.
The magnetic course/bearing information from the VOR/ADF pointers on the navigation display may be used to supplement the attitude display localizer deviation indication during initial course interception. Begin the turn to the inbound localizer heading at the first movement of the localizer pointer.
After course intercept, the track line and read-out on the navigation display may be used to assist in applying proper drift correction and maintaining desired course. Bank as needed to keep the localizer pointer centered and the track line over the course line. This method automatically corrects for wind drift with very little reference to actual heading required.
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