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During a dual autopilot approach, the pilot must use rudder pedal pressure to control yaw, followed by rudder trim to maintain an in-trim condition until LAND 2 or LAND 3 annunciates. When LAND 2 or LAND 3 annunciates, rudder inputs are controlled by the autopilots. Directional control (yaw) is not affected by rudder trim with the autopilots in the VOR/LOC or ROLLOUT modes.
Intercept the localizer with flaps 5 at flaps 5 speed. When the glide slope is alive, lower the landing gear, extend flaps to 15. At glide slope capture, select flaps 30, set VREF 30 + 5 knots.

Be prepared to take over manually in the event system performance is not
satisfactory. Additional engine-out logic is incorporated during runway alignment to ensure the downwind wing is not low at touchdown. If the crosswind is from the same side as the failed engine, then the airplane is crabbed by inducing a sideslip. This assures a 'wings-level' approach. For moderate or strong crosswinds from the opposite side of the failed engine, no sideslip is induced as the failed engine high approach configuration guarantees an upwind wing low touchdown characteristic.
Engine Inoperative, Rudder Trim - All Instrument Approaches
Rudder trim may be set to zero to facilitate directional control during thrust reduction. This should be accomplished by 500 feet AFE to allow the PM ample time to perform other duties and make appropriate altitude callouts.
Centering the rudder trim before landing allows most of the rudder pedal pressure to be removed when the thrust of the operating engine is retarded to idle at touchdown. Full rudder authority and rudder pedal steering capability are not affected by rudder trim.
It may not be advisable to center the rudder trim due to crew workload and the possibility of a missed approach. However, if touchdown occurs with the rudder still trimmed for the approach, be prepared for the higher rudder pedal forces required to track the centerline on rollout.
Engine Failure On Final Approach
737-300, 737-500 - 737-700 If an engine failure should occur on final approach with the flaps in the landing position, the decision to continue the approach or execute a go-around should be made immediately. If the approach is continued and sufficient thrust is available, continue the approach with landing flaps. If the approach is continued and sufficient thrust is not available for landing flaps, retract the flaps to 15 and adjust thrust on the operating engine. Speed should be increased to 15 knots over the previously set flaps 30 or 40 VREF. This is equal to at least VREF for flaps 15.
737-400, 737-800, 737-900 If an engine failure should occur on final approach with the flaps in the landing position, the decision to continue the approach or execute a go-around should be made immediately. If the approach is continued and sufficient thrust is available, continue the approach with landing flaps. If the approach is continued and sufficient thrust is not available for landing flaps, retract the flaps to 15 and adjust thrust on the operating engine. Speed should be increased to 20 knots over the previously set flaps 30 or 40 VREF. This is equal to at least VREF for flaps 15.
Copyright . The Boeing Company. See title page for details.
5.30 FCT 737 (TM) October 31, 2006
737-600 - 737-900 Note: For fail operational airplanes, if an engine fails below AH, the autoland and rollout may continue.
If a go-around is required, follow the Go-Around and Missed Approach procedures except use flaps 15 initially if trailing edge flaps are at 30 or 40. Subsequent flap retraction should be made at a safe altitude and in level flight or a shallow climb.

Non - ILS Instrument Approaches
Non-ILS approaches are defined as:
.  
RNAV approach - an instrument approach procedure that relies on
airplane area navigation equipment for navigational guidance. The FMS
on Boeing airplanes is FAA-certified RNAV equipment that provides
lateral and vertical guidance referenced from an FMS position. The FMS
uses multiple sensors (as installed) for position updating to include GPS,
DME-DME, VOR-DME, LOC-GPS, and IRS.

.  
GPS approach - an approach designed for use by airplanes using
stand-alone GPS receivers as the primary means of navigation guidance.
However, Boeing airplanes using FMS as the primary means of
navigational guidance, have been approved by the FAA to fly GPS
approaches provided an RNP of 0.3 or smaller is used.

Note:  A manual FMC entry of 0.3 RNP is required if not automatically provided.

.  
VOR approach

.  
NDB approach

.  
LOC, LOC-BC, LDA, SDF, IGS, TACAN, or similar approaches.

737-300 - 737-500
Non-ILS approaches are normally flown using VNAV or V/S pitch modes.
Recommended roll modes are provided in the applicable FCOM procedure.
　
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