NON PRECISION APPROACH BRIEFING

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· Use of the autopilot and autothrottle reduces crew workload and allows more time for management and monitoring of the approach. Correct use of the altitude select feature helps prevent descents below the published approach altitudes. · The initial approach may be conducted in LNAV/VNAV (as installed) when conditions permit or in any other suitable roll and pitch mode. · Automatic flight is the preferred method of flying non-precision approaches. Manually following flight director commands may also be used. This will however, increase the total workload without a significant increase in efficiency and protection provided by the automatic systems. · A typical Non-Precision approach is illustrated in the "B737 DIAGRAMS" section of this website and assumes all preparations for the approach (review of approach procedure, minima set, radios set, etc.) were previously completed. It focuses generally on crew actions and avionic systems information. The pattern may be modified to suit local traffic and ATC requirements. HSI DISPLAYS (B737 CLASSICS) NAVIGATION DISPLAY (B737 NG) · The use of the map mode, to the extent permissible, is encouraged. 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 in the approach. · The map is 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 with the approach path and airport area. · Although LNAV tracking can be used for VOR, Localizer and NDB approaches, appropriate raw data navigation information must be monitored. VOR/ELS HSI displays are available for this purpose. If a disagreement between LNAV and the raw data information exists, use of LNAV must be terminated and raw data information followed using HDG SEL or other appropriate roll modes. · Recommendations for each type of non-precision approach are: - RNAV: Such approaches are flown by using LNAV and map only. Flying approaches not in the database is prohibited. - LOCALIZER: Localizer (front and back course) information is displayed on both pilots' ADIS. There is no requirement to use the VOR/ELS mode. Map mode may be used on both HSIS. The front course may be tracked by the VOR LOC or LNAV. The back course is tracked by B/CRS (as installed) LNAV or HDG SEL. The HSI VOR/ILS mode may be used to verify localizer DME. - VOR: One pilot is required to monitor raw data by using the VOR/ILS mode from the final approach fix inbound. The pilot flying may use the map mode and use LNAV to track the inbound course as long as raw data reflects accurate tracking of the inbound course. Editor : Copyright Ó Smartcockpit.com / Ludovic ANDRE version 01 Smartcockpit.com BOEING 737 BRIEFINGS Page 2 - Non-EFIS Airplanes: The VHF NAV radio AUTO-MANUAL switch may remain in AUTO. When required for the approach, selection of the VOR/ILS mode on the HSI will activate the manually preset frequency. - EFIS Airplanes: Manual (if installed) must be selected on the VHF NAV radio AUTOMANUAL switch. - NDB: Raw data NDB information must be monitored. Both pilots may be in the map mode. LNAV may be used for tracking as long as no disagreement is noted on raw data. · Localizer, VOR and NDB approach stepdown fixes (VOR radials, DME distances, etc.) must be verified by reference to appropriate raw data information. · When raw data VOR information is required, the manual tuning feature (as installed) may be used to pretune the proper frequency prior to commencing the approach. The proper course should be selected. The frequency may then be returned to automatic control until required for the approach. On non-EFIS airplanes, selection of VOR/ILS mode on the HSI will restore the preset frequency. PROCEDURE TURN · The procedure turn size is determined by the ground speed at which the procedure fix is crossed. If the fix is crossed at an excessively high ground speed, the procedure turn protected airspace may be exceeded. It is recommended that the fix be crossed at flaps 5 maneuvering airspeed and the procedure turn be monitored using the map to assure the airplane remains within protected airspace. INITIAL APPROACH · If a complete arrival procedure has been selected via the CDU, the initial approach phase may be completed using LNAV and VNAV. Ensure the LEGS page sequence, altitude restrictions and map display reflect the ATC clearance. · Last minute ATC changes or constraints may be managed by appropriate use of the MCP heading selector and altitude window. Updating the LEGS page sequencing should be accomplished only as time permits. APPROACH · Use the appropriate autopilot modes for the lateral and vertical profiles (737 Classics & NG). If the LEGS page and MAP display reflect the proper sequence and altitudes, LNAV and VNAV may be used. HDG SEL, LVL CHG and V/S may be substituted as required. LVL CHG is the preferred mode for altitude changes of 1,000 feet or more. V/S is preferred if the altitude change is less than 1,000 feet. · VNAV may be used for the initial approach. If speed or altitude restrictions are imposed during the arrival, the continued use of VNAV may induce a higher workload. If this occurs, use LVL CHG or V/S as appropriate. Editor : Copyright Ó Smartcockpit.com / Ludovic ANDRE version 01 Smartcockpit.com BOEING 737 BRIEFINGS Page 3 FINAL APPROACH · Approaching intercept heading, select flaps 5. Approximately 30 seconds prior to the FAF (1.5 miles), select gear down and flaps 15 and adjust speed. Set MDA (or the nearest 100 ft. increment above MDA). Time to the FAF can be determined by observing the HSI map trend vector. · Just prior to FAF, select landing flaps, reduce to final approach speed and complete the landing checklist. · The HSI altitude range arc (as installed) will assist in determining the visual descent point (VDP). Use V/S mode, if available, and descend at appropriate vertical speed to arrive at the MDA at a distance from the runway (VDP) to allow a normal landing profile. Be prepared to land or go-around from the MDA at the Missed Approach Point (MAP). The selected vertical speed should have little or no level flight segment at MDA. The visual descent point at MDA is approximately 2 miles from the runway or approximately I mile from the runway for every 300 feet AGL. MINIMUM DESCENT ALTITUDE (MDA) · The pilot not flying should expand his instrument scan to include outside visual cues when approaching MDA. Do not continue the approach below MDA unless the airplane is in a position from which a normal approach to the runway of intended landing can be made and adequate visual reference can be maintained. If upon arrival at MDA or any time thereafter, any of the above requirements are not met, immediately execute the missed approach procedure. · When in ALT HLD at MDA, select the missed approach altitude. Leaving MDA, disconnect the autopilot and autothrottle. After intercepting the visual profile, cycle both F/D to OFF, then ON. This eliminates unwanted commands and allows F/D guidance in the event of a go-around. Complete the landing. · When visual contact with the runway is established, maintain the descent path to the flare. Do not "duck under" the glide path. MISSED APPROACH · If a missed approach is required, advance thrust to go-around thrust or press either TO/GA switch and select flaps 15. If an automatic approach has been flown, the autopilot will disengage. Rotate smoothly to 15 degrees pitch attitude and then follow flight director commands. · The TO/GA pitch mode initially commands a go-around attitude and then transitions to the flap maneuvering speed as each flap is selected. This speed is the existing or selected MCP command airspeed, whichever is higher. The GA roll mode maintains existing ground track. Passing 400 feet, select LNAV or HDG SEL as appropriate. · Retract the flaps as the airspeed increases. When the flaps are up, select LVL CHG or VNAV (if installed). At level off altitude reduce thrust to control airspeed. Editor : Copyright Ó Smartcockpit.com / Ludovic ANDRE version 01 Smartcockpit.com BOEING 737 BRIEFINGS Page 4 · Actual thrust required for a normal go-around is usually considerably less than GA thrust. this provides a thrust margin for windshear or other situations requiring maximum thrust. · Accomplish the missed approach procedure. If a turning missed approach is required, accomplish the missed approach procedure through gear up before initiating the turn. Delay further flap retraction until initial maneuvering is complete and a safe altitude and an appropriate speed are attained. · The FMS missed approach profile should contain the appropriate climb and holding speeds and altitudes. · The minimum altitude for flap retraction during a normal takeoff is not normally applicable to a missed approach procedure. However, obstacles in the missed approach flight path must be taken into consideration. NON-PRECISION APPROACH - ONE ENGINE INOPERATIVE · Engine out maneuvering prior to the final approach fix is the same as a two engine non-precision approach. Maintain VREF 15 + wind correction. · Descend at an appropriate rate to allow arrival at or just prior to the visual descent point at MDA. · Under some flight conditions such as high temperatures, high pressure altitudes, and high airplane weight, limit thrust may be required to maintain level flight with the gear down and flaps 15. In these conditions consider maintaining flaps 5 or 10 until the runway is in sight and a safe landing is assured. At this point select gear down, flaps 15 and appropriate speed for landing. · Extend the gear and complete the landing checklist just prior to initiating the descent on the landing profile. Adequate thrust should be maintained to the go-around point so that an immediate thrust response will be available. If thrust has been reduced to idle, initial engine acceleration may be slow. MISSED APPROACH - ONE ENGINE INOPERATIVE · If a missed approach is required, press the TO/GA switch and apply go-around thrust. Select flaps I and rotate towards 15 degrees pitch attitude. The pilot must control the yaw with rudder and trim. Some rudder pedal pressure may be required even with full rudder trim. · At "positive rate of climb" call "gear up." The FD commands a pitch attitude that will maintain the selected speed (final approach speed). With an engine inoperative, the resulting vertical speed will depend on temperature, available thrust and airplane gross weight. The TO/GA roll mode maintains a ground track. · Accomplish the missed approach procedure. If a turning missed approach is required, accomplish the missed approach procedure through gear up before initiating the turn. Delay further flap retraction until initial maneuvering is complete and a safe altitude and appropriate speed are attained. Editor : Copyright Ó Smartcockpit.com / Ludovic ANDRE version 01 Smartcockpit.com BOEING 737 BRIEFINGS Page 5 · The MCP command airspeed bug should remain at the final approach speed until a safe height is attained. Accelerate to flap retraction speed by repositioning the MCP command airspeed bug to flaps up maneuvering speed. Retract flaps as airspeed increases. When the flaps are up and the airspeed is flaps up maneuvering speed, select LVL CHG and CON thrust. At level off altitude manually reduce thrust to control speed. · The minimum altitude for flap retraction during a normal takeoff is not normally applicable to a missed approach procedure. However, obstacles in the missed approach flight path must be taken into consideration.

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NON PRECISION APPROACH BRIEFING