B737 Normal Procedures: Descent, Approach, Landing and Shutdown
The Boeing 737 descent, approach, landing and shutdown procedures are the normal procedures, flown as flows by the pilot flying and pilot monitoring and confirmed by checklists, that take the airplane from climb and cruise through the descent, approach, landing or go-around and landing roll to shutdown and securing at the gate.
The Boeing 737 descent, approach, landing and shutdown procedures are the normal procedures that take the airplane from the climb to a secured airplane at the gate. Each is a flow done from memory by the pilot flying (PF) or the pilot monitoring (PM), and most end with a checklist that confirms it.
This article follows the 737 NG flight crew operations manual (FCOM), chapter NP.21, and says where the 737 MAX differs; an operator's own procedures, built on Boeing's, govern its crews. Throughout, the PF controls the flight path, airspeed, configuration and navigation, and the PM reads the checklists, communicates, does the tasks the PF asks for and monitors (see pilot flying and pilot monitoring). The mode control panel (MCP) is the PF's responsibility; in flight the PM usually makes the CDU entries, and the pilot making an entry executes it only after the other has verified it. The earlier phases are in B737 normal procedures: engine start, taxi and takeoff.
| Procedure | When it starts |
|---|---|
| Climb and cruise | After the After Takeoff checklist |
| Descent | Before leaving the cruise altitude for the arrival; complete by 10,000 ft MSL |
| Approach | Normally at transition level; complete before the initial approach fix, radar vectors to final or a visual approach |
| After landing | Clear of the active runway |
| Shutdown | When taxi is complete |
Climb and cruise
The climb and cruise procedure begins once the After Takeoff checklist is complete. Climbing through the transition altitude, both pilots set the altimeters to standard and crosscheck them. On most variants the fixed landing lights go OFF at or above 10,000 ft MSL in the climb, and back ON in the arrival while still at or above 10,000 ft MSL. The RNP is verified as needed in every phase from climb to approach.
The center tank pumps need attention. In the climb, a center tank pump whose LOW PRESSURE light comes on is switched OFF, and both go OFF when the light comes on with the center tank empty. Once the airplane is in level flight, a pump switched off while the tank still holds usable fuel goes ON again. Fuel balance between the main tanks is scheduled to be zero, and random imbalance must not exceed 453 kg.
In cruise with VNAV the autothrottle holds the FMC target speed and the AFDS the FMC altitude (see B737 FMC and CDU). The default is ECON speed, set by the cost index; a cost index of zero gives maximum range cruise. Before the top of descent the crew modify the active route as needed for the arrival and approach.
Descent
The descent procedure starts before the airplane leaves its cruise altitude for the arrival and is complete by 10,000 ft MSL. Its items are:
- verify that the pressurization is set to the landing altitude;
- recall and review the system annunciator lights;
- check the landing performance;
- verify VREF on the APPROACH REF page and enter it;
- set the RADIO or BARO minimums for the approach;
- set or verify the navigation radios and course;
- set the AUTO BRAKE select switch to the setting needed;
- give the approach briefing and call "DESCENT CHECKLIST".
The FMC computes the top of descent from an end of descent point, on a path that assumes deceleration to reach the final approach fix or glideslope intercept at VREF 40 plus 20 kt. The SPEED BRAKE lever is never moved beyond the FLIGHT DETENT in flight, and speedbrakes are not deployed below 1,000 ft radio altitude; the SPEEDBRAKES EXTENDED light warns of speedbrakes left out with the flaps beyond 10 or below 800 ft radio altitude (see B737 flight controls: roll, yaw and speedbrakes).
Approach
The approach procedure is normally started at transition level, where the altimeters are set and crosschecked, and completed before the initial approach fix, the start of radar vectors to final, or a visual approach. VREF ICE, VREF 15 plus 10 kt with a wind additive of no more than 5 kt, is set if engine anti-ice will be used for landing, if wing anti-ice has been used at any time in the flight, or if icing conditions were met and the landing temperature is below 10 °C.
On airplanes with integrated approach navigation (IAN), the approach is selected on the ARRIVALS page, with no waypoints added to it by hand; LNAV/VNAV and IAN are not authorized when QFE is used. For a back course approach the front course goes in the MCP COURSE window.
The normal landing flaps are 15, 30 and 40, flaps 15 being kept for airports where approach climb performance is a factor. Flaps are extended on a speed schedule: flaps 1 at the UP bug, and so on, until from flaps 15 the landing flaps 30 or 40 are set with a command speed of VREF 30 or VREF 40 plus wind additives. The NG placard limits flaps 30 to 175 kt and flaps 40 to 162 kt; placard speeds differ between models (see B737 flaps and leading edge devices).
ILS approach and landing
The landing procedure for an ILS ties each action to the beam.
| Point | Actions |
|---|---|
| Initial approach | On radar vectors HDG SEL and a pitch mode as needed; en route to a fix LNAV and VNAV or other modes |
| Localizer intercept heading | ILS tuned and identified, LOC and G/S pointers shown; APP armed; second autopilot engaged for a dual-channel approach |
| Glideslope alive | PM: "GLIDESLOPE ALIVE"; PF: "GEAR DOWN", "FLAPS 15"; PM sets gear DN (green lights), flaps 15, engine start switches CONT, speed brake ARMED |
| Glideslope capture | PF calls the landing flaps; PM sets them and the missed approach altitude on the MCP |
| Final approach fix | Crossing altitude verified |
| 500 ft AGL | AFDS status verified if an autoland is planned |
Warning: when LNAV is used to intercept the final approach course, it can parallel the localizer without capturing it, and the airplane can then descend on the glideslope with the localizer not captured.
On a dual-channel approach the second autopilot couples below 1,500 ft radio altitude and FLARE arms; if FLARE is not armed by about 350 ft both autopilots disengage. The flare starts at about 50 ft, the autothrottle retards from about 27 ft so as to reach idle at touchdown, and it disengages 2 seconds after touchdown; the crew disengage the autopilot after touchdown. Autoland is used on most variants only with flaps 30 or 40 and both engines operating, and the NG and MAX autoland systems are identical. On a single-channel approach the autopilot and autothrottle are disengaged no later than the minimum use height; under FAA rules a single autopilot may not stay engaged below 50 ft AGL on an approach (see B737 autopilot flight director system). LVL CHG is not used on final below 1,000 ft above field elevation.
VNAV and IAN approaches
With VNAV, the FCOM recommends LNAV as the roll mode for RNAV, GPS, back course, VOR and NDB approaches, and LNAV or VOR/LOC for LOC, SDF and LDA approaches. About 2 NM before the final approach fix, with ALT HOLD or VNAV PTH annunciated, the crew set the DA(H) or MDA(H) on the MCP, select or verify VNAV and use speed intervention as needed; the missed approach altitude is set once the airplane is at least 300 ft below it. IAN is used only for approaches with a published glide path angle on the LEGS page, a runway waypoint or a missed approach point before the runway, and is not recommended where a visual maneuver segment is not in the FMC database. About 2 NM before the fix "APPROACHING GLIDE PATH" is called, with the calls for gear down and flaps 15. With suitable visual reference at minimums, the autopilot is disengaged as the regulations require, the autothrottle with it, and the glide path is maintained to landing.
Go-around and missed approach
The go-around and missed approach procedure starts with the PF pushing TO/GA, checking that thrust increases and calling "FLAPS 15", or the flaps needed; the flap gate at 15 guards against moving the lever past the go-around setting. The PM verifies the rotation and calls "POSITIVE RATE", the PF calls "GEAR UP", and the PM calls "THRUST SET" once go-around thrust is sufficient or adjusted, sets the gear lever UP and checks the missed approach altitude set. With the speed in the amber band, bank is limited to 15°.
With the autothrottle armed, a first TO/GA push below 2,000 ft radio altitude advances thrust to a reduced go-around N1 giving 1,000 to 2,000 fpm, and a second push gives full go-around N1; the flight director commands 15° nose up, then the target speed. An autopilot go-around needs both autopilots with FLARE armed; otherwise TO/GA below 2,000 ft disengages the autopilot and the PF flies manually, following the flight director.
Above 400 ft radio altitude the PF selects LNAV or HDG SEL and checks the annunciation. At the acceleration height the flaps are retracted on schedule, and at or above the flap maneuvering speed LVL CHG or VNAV is selected and climb thrust verified. Once the missed approach altitude is captured and the gear is up, the lever goes to OFF, the engine start switches are set as needed and the After Takeoff checklist follows. The 737-8's two-position gear lever has no OFF. The FMC's cruise altitude becomes the highest of the missed approach constraints, 1,500 ft above the airport and the MCP altitude (see go-around and missed approach).
Landing roll
Brakes are not applied before touchdown. With the SPEED BRAKE lever ARMED, the spoilers deploy when the radio altitude is below 10 ft, a strut compresses, both thrust levers are at IDLE and the main wheels spin up above 60 kt. The PF checks the thrust levers closed and the SPEED BRAKE lever UP; the PM calls "SPEED BRAKES UP", or "SPEED BRAKES NOT UP". Without delay the PF flies the nose wheel smoothly onto the runway and checks the autobrake.
The autobrake, set to 1, 2, 3 or MAX, starts braking when both thrust levers are at IDLE and the wheels spin up, and reduces pressure as the reversers and spoilers add deceleration; on a dry runway its MAX is less than full pedal braking. Moving the SPEED BRAKE lever DOWN, advancing a thrust lever, except in the first 3 seconds after touchdown, or braking manually disarms it and lights AUTO BRAKE DISARM. A landing with RTO still selected gives no autobraking (see B737 landing gear and brakes).
Reverse thrust deploys only with a radio altitude below 10 ft or the air/ground system in ground mode, and the lever stays at reverse idle until the reverser is more than 60 % deployed. When both REV indications are green the PM calls "REVERSERS NORMAL"; otherwise "NO REVERSER ENGINE NUMBER 1", "NO REVERSER ENGINE NUMBER 2" or "NO REVERSERS".
Warning: once the reverse thrust levers have been moved, only a full stop landing can be made; if an engine stays in reverse, safe flight is not possible.
The PM calls "60 KNOTS". By 60 knots the PF starts moving the reverse levers to reach the reverse idle detent before taxi speed, then moves them full down once the engines are at reverse idle. Before taxi speed the autobrake is disarmed and manual braking used. After an autoland the autopilot is disengaged, before turning off the runway on airplanes with fail-operational autoland.
After landing
The after landing procedure starts clear of the active runway. The captain moves or checks the SPEED BRAKE lever DOWN. The first officer starts the APU as needed, sets the exterior lights, the ENGINE START switches OFF, the weather radar OFF, the AUTO BRAKE select switch OFF, the flaps UP and the transponder as needed. The amber REVERSER light that comes on at each stow and goes out about 10 seconds later is normal; on the 737-8, REVERSER LIMITED replaces that alert. On the 737-8, STAB OUT OF TRIM lit on the ground below 30 kt means the cross-FCC trim monitor tripped in flight: no takeoff until maintenance has acted.
Shutdown
The shutdown procedure starts when taxi is complete. The parking brake is set, its warning light checked. If APU power is needed, the APU GENERATOR OFF BUS light is verified on, the APU generator bus switches go ON and the SOURCE OFF lights must go out. The engines must have run at or near idle for at least three minutes before the start levers go to CUTOFF, to stabilize temperatures and reduce undercowl soak-back. Taxi thrust counts as idle, and if idle or no reverse was used on the landing roll, the period can start when thrust is reduced to idle for landing; routinely shorter cooldowns can degrade the engines. No rotational force is applied to a start lever.
If towing is needed, the crew establish communication with the ground staff and verify that the nose gear steering lockout pin is installed, or else set the system A hydraulic pumps OFF, with their LOW PRESSURE lights on. Once the wheel chocks are in place the parking brake is released. The fuel pumps go OFF, the packs AUTO, the isolation valve OPEN and the engine and APU bleeds ON, and the transponder to STBY. As in airline procedures generally, the anti-collision light goes off only once the engines have spooled down (see aircraft exterior lighting). For extended APU operation on AC power, one AC fuel pump is left ON to extend the life of the APU fuel control unit.
Secure
The secure procedure prepares the airplane to be left: IRS mode selectors OFF, EMERGENCY EXIT LIGHTS OFF, WINDOW HEAT OFF and the packs OFF. The first officer calls "SECURE CHECKLIST" and does it. When the APU is shut down, its one-minute cooling period without bleed load is met automatically once its switch goes OFF.
Exam tip: descent complete by 10,000 ft MSL; approach begun at transition level; gear down and flaps 15 at glideslope alive; no speedbrakes below 1,000 ft radio altitude; reverse levers moving toward reverse idle by 60 knots; three minutes' cooldown before CUTOFF.
Frequently asked questions
When does the Boeing 737 descent procedure start and finish?
It starts before the airplane leaves its cruise altitude for the arrival and is complete by 10,000 ft MSL. It covers the pressurization landing altitude, a recall of the system annunciator lights, the landing performance, VREF on the APPROACH REF page, the radio or baro minimums, the navigation radios and course, the autobrake setting and the approach briefing, and ends with the Descent checklist.
What happens at glideslope alive on a 737 ILS approach?
The pilot monitoring calls GLIDESLOPE ALIVE and the pilot flying calls GEAR DOWN and FLAPS 15. The pilot monitoring sets the gear lever DN and checks the green gear lights, sets flaps 15, puts the engine start switches to CONT and arms the speed brake, checking that the SPEED BRAKE ARMED light is on. At glideslope capture the landing flaps are called and the missed approach altitude is set on the MCP.
What is the Boeing 737 go-around procedure?
The pilot flying pushes TO/GA, checks that thrust increases and calls FLAPS 15 or the flaps needed. The pilot monitoring calls POSITIVE RATE, the pilot flying GEAR UP, and the pilot monitoring calls THRUST SET once go-around thrust is sufficient. Above 400 ft radio altitude a roll mode is selected; at the acceleration height the flaps are retracted on schedule and LVL CHG or VNAV is selected. The After Takeoff checklist follows.
When is reverse thrust reduced during the 737 landing roll?
The pilot monitoring calls 60 KNOTS, and by 60 knots the pilot flying starts moving the reverse thrust levers so that they reach the reverse idle detent before taxi speed; once the engines are at reverse idle the levers go full down. After the reverse levers have been moved, only a full stop landing can be made. The autobrake is disarmed before taxi speed and manual braking is used.
How long must 737 engines cool down before shutdown?
At least three minutes at or near idle thrust before the start levers go to CUTOFF, so that engine temperatures stabilize and undercowl soak-back temperatures fall. Taxi thrust counts as idle, and if idle reverse or no reverse was used on the landing roll, the three minutes can start when thrust is reduced to idle for landing. Routine cooldowns of less than three minutes can degrade the engines.
When is VREF ICE used on the Boeing 737?
VREF ICE, VREF 15 plus 10 kt, is set if engine anti-ice will be used during landing, if wing anti-ice has been used at any time in the flight, or if icing conditions were met during the flight and the landing temperature is below 10 degrees C. The wind additive should then not exceed 5 kt. The VREF the FMC displays is not adjusted for icing automatically, so the crew set it.
Test yourself on B737 Normal Procedures: Descent, Approach, Landing and Shutdown
The v1prep banks cover this topic in the B737 type-rating bank, with a worked explanation for every answer. EASA ATPL, PPL, IR and CPL, the FAA written tests and type ratings for the A320, 737, A220, 787, ATR 72 and E-Jet.
Start practicing →Sources and further reading
- FAA Flight Standardization Board Report, Boeing 737, Revision 17
- EASA Type Certificate Data Sheet IM.A.120, Boeing 737
- FAA, Summary of the FAA's Review of the Boeing 737 MAX (November 2020)
- FAA AC 120-71B, Standard Operating Procedures and Pilot Monitoring Duties
- FAA AC 91-79B, Aircraft Landing Performance and Runway Excursion Mitigation
- Flight Safety Foundation, Go-Around Decision-Making and Execution Project, Final Report
Library articles are written for study and exam preparation. They do not replace your aircraft's approved documentation, your operator's procedures or the regulations themselves.