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Note: Currently, the VNAV PTH mode contains no path deviation alerting. For
this reason, the autopilot should remain engaged until suitable visual
reference has been established.
Copyright . The Boeing Company. See title page for details.
5.34 FCT 737 (TM) October 31, 2006
Raw Data Monitoring Requirements
During localizer-based approaches; LOC, LOC-BC, LDA, SDF, and IGS, applicable raw data must be monitored throughout the approach.
737-300 - 737-500 During non-localizer based approaches where the FMC is used for course or path tracking (VOR, TACAN, NDB, RNAV, GPS, etc.), monitoring raw data is recommended, if available. On EFIS airplanes with update 7.2 (8.1 for FMCs with U8 series) and later, raw data monitoring is not required. For FMC updates 7.1 (8.0 for FMCs with U8 series) and earlier, one pilot is required to monitor raw data using the VOR/ILS mode from the final approach fix inbound. On non-EFIS airplanes, raw data monitoring is required for all instrument approaches.
737-600 - 737-900 During non-localizer based approaches where the FMC is used for course or path tracking (VOR, TACAN, NDB, RNAV, GPS, etc.), monitoring raw data is recommended, if available.
During single FMC, single IRU, or single DME or single GPS operation, in the event the single operational FMC, IRU, DME, or GPS fails during the FMC approach, there must be a non-FMC means of navigation available for a missed approach such as VOR/NDB raw data and/or radar, and there must be a non - FMC approach available. Failure of the remaining single DME need not be considered if GPS updating is being used.
737-600 - 737-900 Checking raw data for correct navigation before commencing the approach may be accomplished by:
.  
pushing the POS switch on the EFIS control panel and comparing the
displayed raw data with the navaid symbols on the map. Example: The
VOR radials and raw DME data should overlay the VOR/DME stations
shown on the MAP and the GPS position symbol should nearly coincide
with the tip of the airplane symbol (FMC position)

.  
displaying the VOR and/or ADF pointers on the map display and using
them to verify your position relative to the map display.

 

Typical Navigation Display 737-600 - 737-900
The following diagram represents a typical navigation display with the POS display selected.

Raw data DME
MAP Displays and Raw Data
The map mode should be used to the maximum extent practicable. The map display provides a plan view of the approach, including final approach and missed approach routing. The map increases crew awareness of progress and position during the approach.
The map is particularly useful when the inbound course does not align with runway centerline and allows the pilot to clearly determine the type of alignment maneuver required. The map can be used to integrate weather radar returns, terrain or traffic information within the approach path and airport area.
737-300 - 737-500 When raw data VOR information is required on airplanes equipped with FMC U7.1 or earlier, one EHSI must be in the VOR/ILS mode no later than the final approach fix.
737-300 - 737-500
Note:  When appropriate, compare airplane position on the map with ILS, VOR, DME, and ADF systems to detect possible map shift errors. Use of the VOR/ADF function selectable on the EFIS control panel is the recommended method for making this comparison.
Copyright . The Boeing Company. See title page for details.
5.36  FCT 737 (TM) October 31, 2006
737-600 - 737-900
Note:  When appropriate, compare airplane position on the map with ILS, VOR, DME, and ADF systems to detect possible map shift errors. Use of the POS function selectable on the EFIS control panel is the recommended method for making this comparison. The VOR and ADF pointers should be displayed on the map.
RNAV Approaches
737-300 - 737-500 RNAV approaches may be flown with any RNP alerting capable FMC (U7.1/U8.0 and later) provided the RNP being used is equal to or less than the RNP specified for the approach and is consistent with the AFM demonstrated RNP capability.
737-300 - 737-500 FMCs that are not RNP alerting capable (U 7.0 and earlier) may be used for RNAV approaches provided the following requirements are met:
.  
the approach has an RNP no smaller than 0.5NM

.  
the pilot ensures that DME-DME updating is active before commencing
the approach

.  
V/S is used on final approach.

737-600 - 737-900 RNAV approaches may be flown provided the RNP being used is equal to or less than the RNP specified for the approach and is consistent with the AFM demonstrated RNP capability.
Approach Requirements Relating to RNP
With appropriate operational approval, approaches requiring RNP alerting may be conducted in accordance with the following provisions:
　
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