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pilot eye height measured at point when main gear crosses threshold

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airplane ILS antenna crosses threshold at 50 feet.

 
ILS Antenna Height  Pilot Eye Height ILS Glide Path 
Glide SlopeTransmitter  Threshold Touchdown Main Gear (No Flare) 954 ft. (3° GS) to 1145 ft. (2.5° GS) Touchdown Point  Threshold 

737-300 - 737-500
Model  Glide Path (deg)  Airplane Body Attitude (deg)  Main Gear (feet)  Pilot Eye Height (feet)  Threshold to Main Gear Touchdown Point - No Flare (feet) 
737 - 300  2.5  3.7  33  49  766 
3.0  3.2  33  49  638 
737 - 400  2.5  3.6  33  49  754 
3.0  3.1  33  48  628 
737 - 500  2.5  3.8  34  49  775 
3.0  3.3  34  49  646 

Copyright . The Boeing Company. See title page for details.
October 31, 2006 FCT 737 (TM)  5.27

737-600 - 737-900
Model  Glide Path (deg)  Airplane Body Attitude (deg)  Main Gear (feet)  Pilot Eye Height (feet)  Threshold to Main Gear Touchdown Point - No Flare (feet) 
737 - 600  2.5  4.1  33  49  763 
3.0  3.7  33  49  636 
737 - 700  2.5  4.2  33  49  749 
3.0  3.7  33  48  624 
737 - 800  2.5  2.9  33  49  753 
3.0  2.4  33  48  627 
737 -800SFP  2.5  4.1  32  49  725 
3.0  3.6  32  48  604 
737 - 900  2.5  2.1  33  48  763 
3.0  1.6  33  48  635 

Non-Normal Operations
This section describes pilot techniques associated with engine inoperative approaches. Techniques discussed minimize workload, improve crew coordination, and enhance flight safety. However, a thorough review of applicable Non-Normal Checklists associated with engine inoperative flight is a prerequisite to understanding this section.
737-600 - 737-900
One Engine Inoperative - Fail Passive Airplanes 737-300 - 737-500 One Engine Inoperative
AFDS management and associated procedures are similar to those used during the normal ILS approach. Flight director (manual) or single autopilot may be used. Weather minima for an ILS approach with one engine inoperative are specified in the applicable AFM and/or the operator’s Operations Specification or equivalent.
737-300 - 737-500
Note:  The airplane is approved for flight director or single autopilot operation to Category I minimums with an engine initially inoperative if the airplane is trimmed for the condition. The use of dual autopilots with an engine inoperative is not authorized.
Copyright . The Boeing Company. See title page for details.
5.28  FCT 737 (TM) October 31, 2006
737-600 - 737-900 Note: The airplane is approved for flight director or single autopilot operation to
Category I minimums with an engine initially inoperative if the airplane is
trimmed for the condition. The use of dual autopilots with an engine
inoperative is not authorized except for airplanes with a fail operational
autopilot.
During a single autopilot or flight director (manual) approach, the pilot must use rudder pedal pressure to control yaw, followed by rudder trim to maintain an in-trim condition during the entire approach. A centered control wheel indicates proper trim.
Note:  Use of the autothrottle for an approach with an engine inoperative is not recommended.
Minimize thrust lever movements to reduce both asymmetry and speed changes. Airplane configuration changes require little thrust change until capturing the glide slope.
Intercept the localizer with flaps 5 at flaps 5 speed. When the glide slope is alive,
lower the landing gear, extend flaps to 15, set final approach speed, and decelerate. Be prepared to take over manually in the event system performance is not satisfactory.
737-600 - 737-900 One Engine Inoperative - Fail Operational Airplanes 737-600 - 737-900
With an engine inoperative, autoland operations are authorized for flaps 30 only. AFDS management and associated procedures are similar to those used during the normal ILS approach. Refer to the PI chapter of the QRH for flaps 30 gear down, engine inoperative performance. If flaps 30 performance is not satisfactory, a flaps 15 engine inoperative landing is required. Autoland operations are not appropriate with flaps 15. Weather minima for an ILS approach with one engine inoperative are specified in the applicable AFM and/or the operator’s Operations Specification or equivalent.
　
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