737 Flight Crew Training Manual
When the glide slope pointer begins to move (glide slope alive), lower the landing gear, extend flaps 15, and decelerate to flaps 15 speed. Intercepting the glide slope, extend landing flaps and establish the final approach speed. When established on the glide slope, preset the missed approach altitude in the altitude window. On final approach, maintain VREF + 5 knots or an appropriate correction for headwind component. Check altitude crossing the FAF. Begin timing, if required. To stabilize on the final approach speed as early as possible, it is necessary to exercise precise speed control during the glide slope intercept phase of the approach. The rate of descent varies with the glide slope angle and groundspeed. Expeditious and smooth corrections should be made based on the ILS course and glide slope indications. Apply corrections at approximately the same rate and amount as the flight path deviations.
The missed approach procedure is the same as a normal missed approach. Flight Director guidance appears if TO/GA is selected. Refer to Go–Around and Missed Approach - All Approaches, this chapter.
AFDS Autoland Capabilities
Refer to the applicable AFM for a description of demonstrated autoland capabilities.
737-600 - 737-900
Both hydraulic systems A and B must be operational when initiating a Category
III autoland approach. However, for fail operational airplanes during fail
operational approaches, if a hydraulic system becomes inoperative below alert
height, the automatic approach may be continued through landing and rollout. The
pilot should not intervene unless it is clearly evident that pilot action is required.
737-300 - 737-500
Note: For autoland use flaps 30 or 40.
737-600 - 737-900
Note: For autoland use flaps 30 or 40. For airplanes equipped with a fail
operational autopilot using either LAND 3 or LAND 2, engine inoperative
autoland may be used with flaps 30 if airplane performance permits.
Note: Autoland should not be attempted unless the final approach course path is
aligned with the runway centerline. If the localizer beam is offset from the
centerline the AFDS may cause the airplane to depart the runway.
Copyright . The Boeing Company. See title page for details.
5.18 FCT 737 (TM) October 31, 2006
ILS Performance
Most ILS installations are subject to signal interference by either surface vehicles or aircraft. To prevent this interference, ILS critical areas are established near each localizer and glide slope antenna. In the United States, vehicle and aircraft operations in these critical areas are restricted any time the weather is reported less than 800 foot ceiling and/or visibility is less than 2 miles.
Flight inspections of ILS facilities do not necessarily include ILS beam performance inside the runway threshold or along the runway unless the ILS is used for Category II or III approaches. For this reason, the ILS beam quality may vary and autolands performed from a Category I approach at these facilities should be closely monitored.
Flight crews must remember that the ILS critical areas are usually not protected when the weather is above 800 foot ceiling and/or 2 mile visibility. As a result, ILS beam bends may occur because of vehicle or aircraft interference. Sudden and unexpected flight control movements may occur at a very low altitude or during the landing and rollout when the autopilot attempts to follow the beam bends. At ILS facilities where critical areas are not protected, flight crews should be alert for this possibility and guard the flight controls (control wheel, rudder pedals and thrust levers) throughout automatic approaches and landings. Be prepared to disengage the autopilot and manually land or go-around.
737-600 - 737-900 For fail operational airplanes, the AFDS includes a monitor to detect significant ILS signal interference. If localizer or glide slope signal interference is detected by the monitor, the autopilot disregards erroneous ILS signals and remains engaged in an attitude stabilizing mode based on inertial data. Most ILS signal interferences last only a short period of time, in which case there is no annunciation to the flight crew other than erratic movement of the ILS raw data during the time the interference is present. No immediate crew action is required unless erratic or inappropriate autopilot activity is observed.
Autolands on Contaminated Runways - Fail Operational Airplanes 737-600 - 737-900
AFDS ROLLOUT mode performance cannot be assured when used on contaminated runways. The ROLLOUT mode relies on a combination of aerodynamic rudder control, nose wheel steering and main gear tracking to maintain the runway centerline using localizer signals for guidance. On a contaminated runway, nose wheel steering and main gear tracking effectiveness, and therefore airplane directional control capability, is reduced. To determine the maximum crosswind, use the most restrictive of the autoland crosswind limitation, or during low visibility approaches, the maximum crosswind authorized by the controlling regulatory agency. Consideration should also be given to the Landing Crosswind Guidelines published in chapter 6 of this manual or operator guidelines.
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