ILS or GLS Approach

ILS or GLS Approach

The ILS approach flight pattern assumes all preparations for the approach such as review of approach procedure
and setting of minima and radios are complete. It focuses on crew actions and avionics systems information.

Fail Operational: refers to an AFDS capable of completing an ILS approach, autoland, and rollout
following the failure of any single system component after passing alert height.
Fail Passive: refers to an AFDS which in the event of a failure, causes no significant deviation of airplane
flight path or attitude. A DA (H) is used as approach minimums.

Decision Altitude or Height - DA(H) is a specified altitude or height in an ILS, GLS, PAR, or some
approaches using a VNAV path or IAN where a missed approach must be initiated if the required visual reference
to continue the approach has not
been established. For most Category II and Category III fail passive approaches, the Decision Height is the
controlling minima and the altitude value specified is advisory. A Decision Height is usually based on a specified
radio altitude above the terrain on the final approach or touchdown zone

Alert Height – AH is normally used for fail operational Category III operations. Alert height is a height above
the runway, above which a Category III approach must be discontinued and a missed approach initiated if a
specified failure occurs.

Procedure Turn and Initial Approach

Procedure Turn and Initial Approach - ILS

Cross the procedure turn fix at flaps 5 maneuver airspeed. If a complete arrival procedure to the localizer and
glide slope capture point has been selected via the CDU, the initial approach phase may be completed using
LNAV and VNAV.

Approach
The approach procedure may be flown using HDG SEL or LNAV for lateral tracking and VNAV, LVL CHG, or V/S for
altitude changes. VNAV is the preferred descent mode when the FMS flight plan is programmed for the intended
arrival. When VNAV is not available, use LVL CHG for altitude changes greater than 1,000 feet. For smaller
altitude changes, V/S permits a more appropriate descent rate.

When maneuvering to intercept the localizer, decelerate and extend flaps to 5. Attempt to be at flaps 5 and flaps
5 maneuver speed before localizer capture.

When operating in speed intervention (as installed) or an autothrottle SPD mode, timely speed selections
minimize thrust lever movement during the approach. This reduces cabin noise levels and increases fuel
efficiency. When flaps are extended, select the next lower speed just as the additional configuration drag takes
effect. Delaying the speed selection causes an increase in thrust, while selecting the lower speed too quickly
causes thrust to decrease, then increase.

During the approach, adjust the map display and range to provide a scaled plan view of the area. When on an
intercept heading and cleared for the approach, select the APP mode and observe the VOR/LOC and G/S flight
mode annunciations are armed.

APP mode should not be selected until:

• The ILS is tuned and identified

• The airplane is on an inbound intercept heading
• Both localizer and glide slope pointers appear on the attitude display in the proper position
• Clearance for the approach has been received.

The glide slope may be captured before the localizer in some airplanes. The glide slope may be captured from
either above or below. To avoid unwanted glide slope capture, LOC mode may be selected initially, followed by
the APP mode.

When using LNAV to intercept the final approach course, ensure raw data indicates localizer interception to avoid
descending on the glide slope with LOC not captured. If needed, use HDG SEL to establish an intercept heading
to the final approach course.

Final Approach
The pilots should monitor the quality of the approach, flare, and landing (and rollout for airplanes with automatic
rollout capability) including speedbrake deployment and autobrake application.
Note: The APP mode should be selected, both autopilots engaged in CMD, and the airplane stabilized on the
localizer and glide path before descending below 800 feet RA.
At localizer capture, select the heading to match the inbound course. For normal localizer intercept angles, very
little overshoot occurs. Bank angles up to 30° may be commanded during the capture maneuver. For large
intercept angles some
overshoot can be expected.

Use the map display to maintain awareness of distance to go to the final approach fix. When the glide slope
pointer begins to move (glide slope alive), extend the landing gear, select flaps 15, and decrease the speed to
flaps 15 speed.

At glide slope capture, observe the flight mode annunciations for correct modes. At this time, select landing flaps
and VREF + 5 knots or VREF plus wind additive if landing manually, and do the Landing checklist. When using the
autothrottle to touchdown, no additional wind additive is required to the final approach speed.

The pilot monitoring should continue recommended callouts during final approach and the pilot flying should
acknowledge callouts.

When established on the glide slope, set the missed approach altitude in the altitude window of the MCP.
Extension of landing flaps at speeds in excess of flaps 15 speed may cause flap load relief activation and large
thrust changes. Check for correct crossing altitude and begin timing, if required, when crossing the final
approach fix (FAF or OM). This can be identified by crosschecking distance to the runway with
altitude or crosschecking the airplane position with waypoints indicated on the navigation display. The altitude
should be approximately 300 feet HAT per NM of distance to the runway for a 3° glide slope. If a false glide slope
capture is suspected, perform a missed approach if visual
conditions cannot be maintained.

Below 1,500 feet radio altitude, the flare mode is armed. The FLARE annunciation indicates the second autopilot
is fully engaged. As the lowest weather minimums are directly related to the system status, both pilots must
observe the FLARE annunciation.

For fail operational airplanes, verify ROLLOUT is armed and LAND 3 or LAND 2 is annunciated. Check that the A/P
disengage warning light on each instrument panel is extinguished at 500 feet. if an autoland annunciation
changes or system fault occurs above AH that requires higher weather minimums (reversion to LAND 2 or NO
AUTOLAND), do not continue the approach below these higher minimums unless suitable visual reference with
the runway environment is established.

Airplanes with autopilots having fail operational capability are designed to safely continue an approach below AH
after a single failure of an autopilot element. The autopilots protect against any probable system failure and
safely land the airplane. AFDS design provides for an AH of at least 200 feet HAT but may be modified to a lower
value by operators. The pilot should not interfere below AH unless it is clearly evident pilot action is required.

During an autoland with crosswind conditions, fail passive airplanes will touchdown in a crab. After touchdown,
the rudder must be applied to maintain runway centerline. The autopilots must be disengaged immediately after
touchdown. The control wheel should be turned into the wind as the autopilots are disengaged. The A/T
disconnects automatically two seconds after touchdown.

During an autoland with crosswind conditions, fail operational airplanes (LAND 3 or LAND 2 annunciated), the
runway alignment maneuver uses sideslip to reduce the crab angle of the airplane at touchdown. Alignment
begins at 450 feet radio altitude or lower, depending on the strength of the crosswind. The amount of sideslip
induced is limited to 5°. When a strong crosswind is present, the airplane does not fully align with the runway,
but lands with a slight crab angle. In all cases, the upwind wing is low at touchdown. The autobrakes should
remain engaged until a safe stop is assured and adequate visibility exists to control the airplane using visual
references.

For fail operational airplanes, the autopilot and autobrakes should remain engaged until a safe stop is assured
and adequate visibility exists to control the airplane using visual references.

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 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.

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.

Transition to Manual Approach or Landing

A transition from an AFDS approach to a manual approach can be accomplished anytime during the ILS
approach. However pilots should be aware that when performing a dual autopilot approach, the stabilizer is
automatically trimmed an additional amount nose up below 400 feet RA. If the autopilots are subsequently
disengaged, forward control column force may be required to hold the desired pitch attitude.
Note: If the autopilots are disengaged below 400 feet RA during a dual channel approach, be alert for a mistrim
condition.

At or Below Alert Height

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 internal failure conditions.
Flight crew alerts (lights or aurals) may occur at any time during the approach. For fail operational airplanes, if a
master caution or aural occurs below alert height, do not disengage the autopilot unless the autopilot system is
not controlling the airplane adequately. Below alert height, the AFDS fail operational design protects against any
probable system failure and will safely land the airplane. The pilot should not intervene below AH unless it is
evident that pilot action is required. If a fault affects the autothrottle or autobrakes, assume manual control of
thrust and braking. Accomplish related procedures for system faults after rollout is complete
and manual control of the airplane is resumed. If the autopilot is unintentionally disengaged below alert height,
the landing may
be completed if suitable visual reference is established. Be alert for a mistrim condition.
If a go-around is initiated with the autopilot disengaged, press the TO/GA switch. If the TO/GA switch is not
pressed, the flight directors remain in the approach mode.