.  
2 ADIRU's in NAV mode

.  
FMA for each pilot

.  
both engines operating.

Category III Operations
Category III operations are typically based on an approach to touchdown using the automatic landing system. Normal operations should not require pilot intervention. However, pilot intervention should be anticipated in the event inadequate airplane performance is suspected, or when an automatic landing cannot be safely accomplished in the touchdown zone. Guard the controls on approach through landing and be prepared to take over manually, if required.
737-600 - 737-900
Note:  For fail operational airplanes (airplanes with autopilot rollout guidance), the controls should be guarded through the landing roll.
737-600 - 737-900 The fail operational airplane is certified for Category IIIb operations with two engines operating for flaps 30 or 40 landing, or, when certified, with one engine operating for flaps 30 landing.
Category IIIa/Autoland
For Category IIIa operations the following equipment must be operative and FLARE arm (LAND 2 or LAND 3 for fail operational airplanes) annunciated:
.  
2 independent sources of electrical power. (The APU generator may be a
substitute source of power for the left or right electrical system.)

.  
2 autopilots engaged
737-300 - 737-500

.  
2 attitude indicators supplied by different symbol generators including
attitude, radio altitude, ILS deviation, DA(H), and AFDS status

Copyright . The Boeing Company. See title page for details.
5.22  FCT 737 (TM) October 31, 2006
737-600 - 737-900
.  
2 attitude indicators supplied by different display electronic units

including attitude, radio altitude, ILS deviation, DA(H), and AFDS status 737-300 - 737-500

.  
2 IRU's in NAV mode
737-600 - 737-900

.  
2 ADIRU's in NAV mode
737-300 - 737-500

.  
both engines operating
737-600 - 737-900

.  
both engines operating (fail passive airplanes)

737-600 - 737-900
. one or two engines operating (fail operational airplanes)

.  
2 hydraulic systems

.  
FMA for each pilot.

Category IIIb/Autoland 737-600 - 737-900
For Category IIIb operations, visual reference is not normally a specific requirement for continuation of the approach to touchdown.
For Category IIIb operations the following equipment must be operative and LAND 3 annunciated: . one or two engines operating (use Cat IIIa weather minimums for one engine)
.  
FMA for each pilot

.  
autothrottle at the start of final approach

.  
approach minima display for each pilot

.  
autoland status annunciation on both pilot’s displays

.  
antiskid operational

.  
normal flight controls

.  
windshield wipers for each pilot.

AFDS Faults
Faults can occur at any point during an AFDS approach. Many non-normal situations or scenarios are possible. The flight deck is designed so that a quick analysis and decision can be made for virtually all non-normal or fault situations using the Autopilot/Autothrottle indicators, flight mode annunciations, master caution system and, for fail operational airplanes, autoland status annunciations.

737-600 - 737-900 For fail operational airplanes, faults leading to non-normal operations can be divided into two categories:
.  
those occurring above AH

.  
those occurring at or below alert height.

737-600 - 737-900 If the flight crew is aware of the airplane equipment requirements for the approach, the following can be used for any AFDS fault indication:
Above Alert Height 737-600 - 737-900
Immediately after recognizing the fault from the master caution system, instrument flags, or engine indications, check autoland status annunciation.
.  
if the autoland status annunciation has not changed, and the equipment is
not required for the approach, (e.g., flight director), continue the approach

.  
if the autoland status annunciation has changed, or the equipment is
required for the approach, adjust to the appropriate higher minimums or
go-around.

At or Below Alert Height 737-600 - 737-900
For any FMA alert on a fail operational airplane, continue the approach to an automatic landing and rollout unless NO AUTOLAND is displayed. The pilot should not intervene unless it is clearly evident that pilot action is required.
A thorough fault analysis was included as a part of the fail operational certification. Below 200 feet AGL a safe landing and rollout can be made with any probable failure conditions.
　
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