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For fail operational airplanes, flight crew alerts (lights, or aurals) may occur at any time during the approach. If a master caution or aural occurs below alert height, do not disengage the autopilot unless the autopilot system is not controlling the airplane adequately. Below alert height, the AFDS fail operational design protects against any probable system failure and will safely land the airplane. The pilot should not intervene below AH unless it is evident that pilot action is required. If a fault affects the autothrottle or autobrakes, assume manual control of thrust and braking. Accomplish related procedures for system faults after rollout is complete and manual control of the airplane is resumed.
If the autopilot is unintentionally disengaged below alert height, the landing may be completed if suitable visual reference is established. Be alert for a mistrim condition.
Copyright . The Boeing Company. See title page for details.
5.24  FCT 737 (TM) October 31, 2006
If a go-around is initiated with the autopilot disengaged, press the TO/GA switch. If the TO/GA switch is not pressed, the flight directors remain in the approach mode.
Dual Autopilot Approach and Go-Around Warnings - Fail Passive
WARNING  When  Cause  Pilot Response 
Steady red A/P disengage warning light  Below 800’ RA during approach  Stabilizer out of trim  Disengage A/P and execute manual landing (see note) or manual go-around 
During GA  Elevator position not suitable for single autopilot operation  Disengage A/P and execute manual level off OR Select higher go-around altitude 
No FLARE arm annunciation  500’ above field elevation during approach  Pitch and roll monitors may not be enabled, or only first A/P up is engaged  Disengage A/P and execute manual landing (see note) or manual go-around 
Flashing red A/P disengage warning light and wailer  Below 800’ RA during approach  A/P disengagement  Execute manual landing or manual go-around 
Flashing red A/T disengage warning light  Anytime  A/T disengagement  Cancel A/T disengage warning and control thrust levers manually 
Flashing red Autoland Warning light (as installed)  Below 500’ -------or-------Below 200’  A/P disengages or stab trim warning occurs ------------------ILS deviation warning occurs  Disengage autopilot and execute manual landing (see note) or manual go-around. 
Note: Execute manual landing only if suitable visual reference is established or if alternate landing minima can be used. 

Copyright . The Boeing Company. See title page for details.
October 31, 2006 FCT 737 (TM) 5.25

Dual Autopilot Approach and Go-Around Warnings - Fail Operational 737-600 - 737-900
Alert  Above 200 ft. AGL  Below 200 ft. AGL  During Rollout  During Go-Around 
Flashing red A/P disengage warning light  *Execute manual go-around  **Execute manual go-around  Execute manual rollout  Execute manual go-around 
Steady red A/P disengage warning light  **Disconnect and execute go-around  **Disconnect and execute go-around  N/A  Disengage autopilot and execute a manual go-around 
Flashing red A/T disengage warning light  Continue with manual thrust control  Continue with manual thrust control  Continue rollout  Continue with manual thrust control 
Engine failure during approach  *Execute manual go-around  Continue approach  Continue rollout  Continue go-around 
NO LAND 3 or LAND 2  *Continue approach adjust minima as appropriate or go-around  N/A (inhibited)  N/A  N/A 
NO AUTOLAND  *Execute go-around  N/A (inhibited)  N/A  N/A 
Flashing G/S or LOC Indicators 
ILS Deviation Alert  *Execute go-around  **Execute go-around  N/A  N/A 
VOR/LOC and/or G/S and A/P yellow  *Execute go-around  **Execute go-around  Execute manual rollout  Disengage autopilot and execute a manual go-around 

* If suitable visual reference is not established. ** If suitable visual reference is established, land.
Copyright . The Boeing Company. See title page for details.
5.26 FCT 737 (TM) October 31, 2006

ILS Approach/Landing Geometry
The following diagrams use these conditions:
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data is based on typical landing weight
737-800SFP

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data shown for the 737-800SFP airplane equipped with a 2-position tail skid. For the 737-800SFP airplane equipped with a 1-position tail skid, use basic 737-800 data. Differences between basic 737-800 data and the 737-800SFP airplane equipped with a 1-position tail skid are negligible.

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airplane body attitudes are based on flaps 30, VREF 30 + 5 and should be reduced by 1° for each 5 knots above this speed
　
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