Integrated Approach Navigation

(IAN)
Application to Training Scenarios

David J. Hunter
Flight Training Instructor, B-737/757/767
Alteon Training, L.L.C.
 Objectives
These are the objectives for this training:

• Identify the benefits of IAN approaches

• Expand systems understanding beyond what is
mentioned in the FCTM and OM
• Provide insight, through examples, on the PFD and
CDU displays that will be seen during IAN training
simulator sessions
• Minimize simulator write-ups
• Solicit your support in identifying problems

2
 Sources of Information
These are the sources used throughout this briefing:

• Ray Craig, Drew Houck, and Rolan Shomber, “737-600/-700/-

800/-900 Approach Navigation Options.” Aero. April 2003:
12-16.
• B. L. Turner, “737-600/-700/-800/-900 Crew/Systems Interface
Document, Integrated Approach Navigation (IAN).” Draft.
The Boeing Company. March 2002.
• J. D. Vanden Brook, “Digital Flight Control System Description
- Models 737-600/-700/-800/-900.” Addendum E, DE325-
C02-027. The Boeing Company. March 8, 2002.
• 737 Flight Crew Training Manual. Revision Number 3. The
Boeing Company. October 31, 2003.
• 737-600/-700/-800/-900 Flight Crew Operations Manual.
Revision Number 13. The Boeing Company. March 29,
2004.

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 What is IAN?
IAN is...
• A navigation enhancement that capitalizes on the 737 FMC
and autoflight system capabilities
• A mode that the melds FMC-derived course and glidepath
tools with the ILS mode of operation for procedural
consistency among various approach categories
• A mix of the best of both non-ILS and ILS approaches that
does not require additional ground-based resources
Non-ILS ILS
Radio, V/S Radio
Radio, VNAV
LNAV, V/S IAN

LNAV, VNAV

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 Why Integrated Approach
Navigation?
There are several key benefits:

• Commonality of procedures (ILS-type)

– Reduced training time
• Commonality of displays (ILS-type)
– Improved deviation indications over LNAV/VNAV
– Non-ILS Category I (VOR, NDB, etc.) capability with ILS display
• Digital Flight Control System (DFCS) control laws (ILS)
– Glidepath priority over MCP altitude window
• Enhanced protections and warnings over VNAV
– G/P signal anomaly detection
– Aural “GLIDESLOPE” warning and BELOW G/S P-INHIBIT light
– Flashing amber scale and pointer when excessive deviation with
the autopilot engaged
– Aural and visual “AUTOPILOT” warning

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 What are the System Requirements?
The following system updates are required:

• FCC -709 software

• CDS Blockpoint 2002 software
• FMC Version U10.5 software
• Enhanced Ground Proximity Warning System (not installed)
– Currently not installed in simulator
– Provides “Autopilot” aural warning only
– Unable to support GLS (local area augmentation) without it
– Still get basic functionality without it
• Customer option for IAN loaded
– TBC load contains the required options

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 FCTM IAN Requirements
The FCTM places the following requirements and
restrictions on operation of IAN :
• FMC U10.5 or later and IAN FMA displays
• Dual or single engine approach
• Raw data monitoring requirements
– Required for localizer-based approaches
– Recommended for FMC-based non-ILS approaches
• QFE operation is not authorized
• RNP appropriate for the approach must be used
• Autopilot is required until suitable visual reference is
established when performing an approach requiring RNP of
0.15 or lower
Note: LNAV and VNAV path construction information
from the FCTM applies…consider this in your review
of IAN operation
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 Active IAN Requirements
For IAN mode will be active and the data computed when
all of the following are true :
• Active flight plan approach is not of ILS or IGS type, or is of
ILS type with the G/S OFF
• There is a non-zero final approach angle on the leg into the
missed approach
• The ILS or IGS tuning is parked or G/S OFF is selected and
there is no ILS/GLS Tuning Error message
• QFE is not selected
• The airplane is within 50 nm of T/D, within 150 nm of the
missed approach point, or in active VNAV descent mode

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 Training Profile -- KBFI to KMWH

• Normal procedures and presentations

– LNAV/VNAV entry to ILS RWY 32R, MWH transition, to a missed
approach, followed by...
– Radar vectors to NDB RWY 32R, missed approach
• Potential errors and presentations

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 Enroute from KBI to KMWH
At 15,000 ft MSL, LNAV/VNAV operation, some key
points to remember with RNP/ANP:
• LNAV/VNAV scale ID
• Navigation Performance
Scales (NPS) pointer
• Actual Navigation
Performance (ANP) bars
• NPS Deviation Scale

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 The DEP/ARR Page
Setting up for an approach using ILS with the glideslope
inoperative requires an FMC-derived glidepath:
• Accomplish the Descent and
KMWH ARRIVALS 1/1
Approach Procedure per the
STARS APPROACHES
Amplified Procedures in
MOSES1 <SEL>ILS 32R
Operations Manual, Volume I, G/S
Normal Procedures - Amplified NTA ON/OFF>
Procedures section, to include: TRANS
– Select the approach on the POTHS1 <SEL>MWH
ARRIVALS page
– Select the G/S OFF when TEST3
selecting the approach (OFF
forces use of FMC-derived
glidepath for approach vice use
<ERASE ROUTE>
of the ILS glideslope)
– Set final course in the MCP to
match the FMC course Note: Default ILS G/S setting is ON when an
– Set approach minimums approach is selected from the FMC for ILS/IGS
approaches, and OFF for LOC, SDF, LDA or BCS
approaches
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 The APPROACH REF Page
Setting up for the approach using ILS with the glideslope
inoperative:
• APPROACH REF page also
APPROACH REF 1/1
allows G/S ON/OFF option
GROSS WT FLAPS VREF

• This page will reflect the 48.4 15 125KT

selection made on the LANDING REF
<QFE/QNH 30 120KT
DEP/ARR page
KMWH32R
• Note the option to select QFE 13500FT4115M 40 110KT
operations ILS 32R/CRS FLAPS/SPD
109.50IMWH/324 --/---
– Default is QNH G/S WIND CORR
– QFE should not be used in IAN <ON/OFF +05KT

<INDEX ALTN DEST>

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 Deviation Scale Display
Display of IAN deviation scales:

• When an IAN approach is 150 nm of Destination

selected in the FMC, the
deviation scales (similar to the
LOC and G/S scales in an ILS
approach) will be displayed
when...
– Within 50 nm of T/D, or...
– Within 150 nm of missed
approach point
• If the PNS are displayed, the
deviation scales will not be
displayed until the FAC and
G/P modes are engaged
50 nm of T/D

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 VNAV Descent with Approach Loaded
On descent out of 15,000 ft MSL, approach loaded with
G/S OFF and radio tuned:
• Scale ID annunciation still
shows LNAV/VNAV as source
of the deviation scales
• ILS frequency/identification
and course are shown in the
approach reference block
• Since the PNS option is
loaded on this display, the IAN
deviation scales are
suppressed until the IAN
mode is active

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 IAN Loading
Select the ILS frequency:

• The ILS frequency (109.5

MHz) must be selected if the
ILS localizer course is to be
used, including ILS, LOC,
BCRS, SDF or LDA
approaches
• On all approaches other than
the ILS, LOC, BCRS, SDF or
LDA, the appropriate VOR
frequency must be selected

In other words, if the final approach

course guidance will come from the
localizer, the ILS frequency must be
tuned…if from the FMC, then a VOR
frequency must be tuned, even though
it will not be used for guidance/raw
data in some cases
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 Localizer Anticipation Cues
Display of the localizer anticipation cue

• The localizer anticipation cue

(grey diamond pointer) will be
displayed when valid
approach course deviation
information is received
– In this instance, we are
receiving the localizer back
course approaching the IAF at
PELLY
– The G/P anticipation cue is not
currently being presented

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 Glidepath Anticipation Cues
Display of the glidepath anticipation cue

• The glidepath anticipation cue is

now shown on the PFD pitch
scale
• It will remain parked at the
bottom of the scale crossing
over the station, until descent to
an altitude below the point
glidepath comes alive, then
moves to top of the scale

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 Anticipation/Deviation Cues
When are the anticipation/deviation cues presented?

• The anticipation cues are

identical in operation to the 25 nm
deviation cues
• FMC-derived IAN deviation
pointers are displayed when the
6,000
airplane is within the following
envelope:
– 60° of the final approach course 60° 60°
– Less than 6,000 ft above TDZE
– Inside 25 nm of the missed
approach point
• Once the airplane crosses
within this area, the deviation
pointers will appear
– Prior to that, will only have the
deviation scale presented
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 IAN Approach Procedures
IAN approach procedures are similar to the ILS:
• Prior to intercept heading
– Flaps 5, flaps 5 maneuver speed

• On intercept heading
– Radios tuned/identified
– Deviation pointers displayed
– Select APP
– No 2nd autopilot (inhibited in IAN)

• Glidepath alive
– Gear down, flaps 15
– Arm the speedbrake
– Landing checklist

• Glidepath intercept
– Landing flaps
– Set missed approach altitude Approaches may be flown to VNAV DA(H) or published
– Complete Landing checklist MDA(H) used as a decision altitude if specifically
authorized…if not authorized, use MDA(H) and add 50 ft
• At MDA(H)/DA(H)
– Disengage autopilot and
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autothrottle
 Select APP Mode on the MCP
Initiation of IAN is the same as the ILS

• Select APP mode on the MCP

– When on intercept heading, and
– Cleared for the approach, and
– Radios tuned and identified
(system operation and raw data),
and
– Deviation pointers are displayed
• The APP pushbutton bar light
– Illuminates upon arming
– Extinguishes when both pitch and
roll approach modes are engaged
• Selection of IAN APP will be
inhibited if...
– APP already armed or engaged
– ILS is not parked (it is working)
and G/S OFF not selected (it
wasn’t told to not use the
glideslope)
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 IAN Armed
On intercept heading, IAN approach is armed

• Since the localizer is being used

for the approach lateral
guidance, VOR/LOC is armed
• Since the G/S was turned OFF
and the FMC-derived glidepath
is being used, G/P is armed
• LNAV and VNAV remain the
active modes and the deviation
scales show NPS from
LNAV/VNAV source
– Localizer anticipation cue is
parked at far left
– Glidepath anticipation cue is
parked at top of the pitch scale

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 Localizer Alive
The localizer is alive and providing guidance

• VOR/LOC is now the active roll

mode, as shown by the FMA
• The display source for the
deviation scales is now
LOC/VNAV, so the lateral mode
is showing actual localizer
deviation
• The localizer deviation pointer
has come alive within 2 ½ dots
of center and filled solid
magenta
• The lateral deviation scale
changes to a localizer format
Either path, lateral or vertical, may capture
• G/P is still armed and the first unless the option is purchased to inhibit
G/S or G/P capture prior to LOC/BCRS/FAC
pointer is still parked
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 Glidepath Alive
Glidepath has become active and is descending from
parked position at top of pitch scale
• Pitch FMA still shows VNAV
PTH as active mode until G/P
capture
• Anticipation (grey) cue is still
presented until G/P capture
• The autothrottle FMA is still
FMC SPD, reflecting VNAV
operations
• Note that the lateral deviation
scale has gone expanded scale,
as with the ILS, when:
– Deviation is slightly more than ½
dot displacement
– Track is within 5° of MCP course

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 Glidepath Capture
The glidepath has been captured

• G/P is now the active pitch

mode, as shown on the FMA
• The display source for the
deviation scales is now
LOC/G/P, and the PNS scale
has been replace with the ILS-
type deviation scale
• The G/P deviation pointer turns
solid magenta
• The autothrottle mode has
changed to MCP SPD

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 Missed Approach Altitude
The missed approach altitude can be reset at G/P capture

• Reset the MCP altitude to

missed approach altitude, as in
the ILS procedure
• No requirement to set a lower
altitude to cause the glidepath
to be captured, as in the current
VNAV path operation
• No requirement to wait until at
least 300 ft below missed
approach altitude, as in VNAV

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 Deviation Scaling
When established on the final approach course and
glidepath, deviation scaling reflects airplane position
• Full scale (2 dot) lateral and
vertical deviation boundaries
are shown at right
• The lateral deviation display on
the PFD complies with the most
restrictive of lateral RNP or 2
dots equivalent localizer
deviation
• Vertical deviation on the PFD
complies with the more
restrictive of vertical RNP or 2
dots equivalent glideslope
deviation

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 Inside the Final approach Fix
Several key points:

• The pilot’s deviation alerting system will self-test upon

becoming armed below 1,500 ft RA (like the ILS)
• There is no dual autopilot option
– Attempting to select second autopilot does nothing
– Autopilot stays in single autopilot throughout approach
– Therefore, autoland is not an IAN option

• There will be no FLARE armed FMA

• There will be no automatic nose-up stabilizer trim input
• At MDA(H)/DA(H), as defined by operations specification:
– If visual, the autopilot and autothrottle will be manually disconnected and
a landing made
– The FCTM is silent on any requirement to cycle the flight directors
– If not visual, a missed approach will be executed, and the autopilot will
disengage upon TO/GA selection
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 Flying the NDB RWY 32R
Off the missed approach from the ILS, select the NDB 32R

• Accomplish the Descent and

Approach Procedure per the
Amplified Procedures in
Operations Manual, Volume I,
Normal Procedures - Amplified
Procedures section, to include:
– Select the approach on the
ARRIVALS page
– Set final course in the MCP to
match the FMC course
– Tune the radios to the VOR
frequency (115.0 MHz)
– Set approach minimums

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 The DEP/ARR Page
Setting up for an approach using the FMC to provide both
lateral and vertical paths:
• Select the NDB 32R approach
MOD RTE LEGS 1/2
• Accomplish and intercept- 323 8.5NM

course-to MW, the Final MW 137/2600

Approach Fix 323 4.7NM GP 3.00
RW32R 125/1219
324 0.2NM
(1585) ----/1585A
55 10NM
BATUM ----/4000A
HOLD AT
BATUM ----/------
INTC CRS
<ERASE 325

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 IAN Loading
Select the VOR frequency

• On all NDB, VOR, TACAN (as

applicable), GPS, and RNAV
approaches, the appropriate
VOR frequency must be
selected
• The ILS frequency must be
selected if the ILS localizer
course is to be used, including
ILS with G/S OFF, LOC, BCRS,
SDF or LDA approaches

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 IAN Selected
On radar vectors downwind, the IAN approach is selected

• Note the Approach Data Block

– The NDB 32R approach is
selected
– 324° is the selected course
– RW32R is the missed approach
waypoint and 7.9 nm is the
range to that point
– The FMC is providing lateral and
vertical deviations
• The lateral and vertical
deviation pointers are displayed,
so the aircraft has crossed the
60° line, below 6,000 ft TDZE,
on downwind
• The deviation pointers are
hollow, but magenta
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 IAN Armed
On intercept heading, the IAN approach is armed

• The FMA roll mode is now

armed with FAC
– An FMC-derived final approach
course, as in LNAV, will be used
• The pitch mode FMA is now
armed G/P, with the FMC
providing the vertical path

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 FAC Captured
On intercept heading, the IAN FAC is captured

• The lateral deviation pointer fills

solid magenta and moves from
the parked position
• The roll FMA changes to FAC to
reflect the FMA providing
course guidance

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 Glidepath Alive
On final approach course, the IAN glidepath is alive

• The vertical deviation pointer

fills solid magenta and drops
down from the parked position
• The pitch FMA remains G/P
arm with ALT HOLD active
• Note SINGLE CH displayed
• Note that when using FAC
derived from the FMC, there is
no expanded scale for lateral
deviation

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 Glidepath Captured
On final approach course, the IAN glidepath is captured

• The pitch FMA changes to G/P

• The pitch deviation pointer
centers on the path reference
• The autopilot mode remains
SINGLE CH

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 IAN Flight Director Approach
IAN approaches using FD only

• The IAN approach may be flown

using the flight director only (no
autopilot)
• Boeing recommends use of
autopilot on IAN approaches
where RNP is less than 0.15 nm

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 Other IAN Approach Options
These are the other IAN
approach options and their Line 1
respective data block displays: Line 2
Line 3

Approach Type Line 1 Line 2 Line 3

ILS IBFI/130 DME 13.2 ILS
GLS GBFI/130 RW13R 15.6 GLS
LOC IBFI/130 DME 11.2 LOC/ G/P
B/C CRS IBFI/130 DME 8.7 LOC/ G/P
RNAV RNAV32R/141 RW32R 11.1 FMC
VOR VOR14L/135 RW14L 8.1 FMC
NDB NDB32R/324 RW32R 10.2 FMC
GPS GPS22/216 RW22 8.9 FMC

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 Potential Difficulties
The following potential difficulties can occur in
conducting an IAN approach:
• Failure to disengage the autopilot at MDA(H)/DA(H)
• Attempting to select the second autopilot
• ANP exceeds the RNP
• QFE selected
• Approach course tuning error on the MCP
• Selecting an ILS frequency when a non-ILS approach is
selected in the FMC
• Manually tuned approach frequency does not match the active
flight plan
• With approach armed, changing the approach in the FMC

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 AUTOPILOT Caution
Prevents flying the airplane too low on the approach with
the autopilot engaged
• Avoids potential for the pilot to
misinterpret an IAN approach
for an ILS approach
• Non-precision nature of IAN
data can cause excessive
course deviations that might
result in impact at low altitudes
• Flashing AUTOPILOT displayed
on PFD when autopilot remains
engaged below 100 ft RA, then
goes steady
• An aural “AUTOPILOT,
AUTOPILOT” warning is
announced in the event both
pilots are flying heads up
– Only with EGPWS installed
39
 Second Autopilot
Selection of the second autopilot is inhibited

• No impact on the approach

• MCP will not take input as
selection is inhibited
• Engaged autopilot does not
transfer

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 ANP Exceeds the RNP
Impact depends on status of IAN

• With an IAN approach selected

ACT RTE LEGS 1/2
in the FMC and UNABLE REQD
324 4.3NM
NAV PERF - RNP displayed on MW 138/2600
the CDU scratchpad, 323 4.7NM GP 3.00
– FAC and G/P pointers will blank RW32R 125/1219
– APP mode will not engage when 324 0.2NM
depressed (1585) ----/1585A
55 10NM
• With an IAN approach selected BATUM ----/4000A
in the FMC and UNABLE REQD HOLD AT
BATUM ----/------
NAV PERF - RNP displayed on RNP/ACTUAL-------------------------------------
the CDU scratchpad with the 0.30/9.79NM RTE DATA>
UNABLE REQD NAV PERF-RNP
mode engaged:
– FAC and G/P deviation pointers M
S
blank Example: With the NDB 32R approach G
selected, turn off all updating on the
– Autopilot disconnects
NAV OPTIONS 2/2 page and watch ANP
– Flight director bars bias out of slowly increase and message appear
view
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 QFE Selected
Attempt to fly IAN with QFE selected

• Get message FMC APP MODE

APPROACH REF 1/1
UNAVAIL - QFE on the CDU
GROSS WT FLAPS VREF
scratchpad 49.0 15 126KT
• APP mode will be inhibited LANDING REF
<QFE/QNH 30 121KT
• Not an issue with G/S ON KMWH32R
13500FT4115M 40 113KT
ILS 32R/CRS FLAPS/SPD
109.50IMWH/324 30/121
G/S WIND CORR
<ON/OFF +05KT
<INDEX ALTN DEST>
FMC APP MODE UNAVAIL-QFE
M
S
Example: With the ILS 32R approach G
selected and the G/S OFF, select QFE
operation to see CDU message, then
select G/S ON to see it removed

42
 Approach Course Tuning Error
Select the wrong course on the MCP

• The FMC approach has a final

ACT RTE LEGS 1/2
approach course associated
324 4.7NM GP 3.00
with the approach RW32R 125/1219

• The MCP approach course 324 0.2NM

(1585) ----/1585A
must be set within 6° of that
value 55
BATUM
10NM
----/4000A
• If not within 6°, will get RW/APP HOLD AT
BATUM ----/------
COURSE ERROR on the CDU
scratchpad ----------
RNP/ACTUAL-------------------------------------
• APP mode will be inhibited 0.30/9.79NM RTE DATA>
RW/APP CRS ERROR
• If course error is entered after
APP armed, will lose roll FMA
Example: Set MCP course windows to
and you will get CWS - R 331°, then load the VOR RWY 32R
approach

43
 Selecting an ILS Frequency when a Non-
ILS Approach is Selected in the FMC
Similar to the ILS mode of operation

• An IAN capable approach has

ACT RTE LEGS 1/1
been selected in the FMC
324 6.2NM GP 3.00
RW32R 125/1219
• Either one or both of the VHF
navigation radio(s) is tuned to 324 0.2NM
(1585) ----/1585A
an ILS frequency with the G/S
selected ON 55
BATUM
10NM
----/4000A
• Will get FMC APP/TUNE HOLD AT
BATUM ----/------
DISAGREE on the CDU
scratchpad ----------
RNP/ACTUAL-------------------------------------
• Goes away when the VHF 0.30/9.83NM RTE DATA>
navigation radio(s) is/are FMC APP/ TUNE DISAGREE
retuned to the VOR station Example: With the NDB 32R approach
• If the ILS frequency remains selected, tune the VHF navigation radio
to the ILS frequency, then select APP
tuned, the ILS approach mode
will take priority
44
 Manually Tuned Approach Frequency does
not Match the Active Flight Plan
For the normal ILS approach

• An approach has been selected

ACT RTE LEGS 1/2
in the FMC
324 6.2NM GP 3.00
PELLY 135/2741
• The manually tuned approach
frequency does not match the 324 4.7NM
RW32R 125/1219
active flight plan
324 0.2NM
• Will get RW/APP TUNE (1800) ----/1800A
DISAGREE on the CDU 54
BATUM ----/4000A
scratchpad
HOLD AT
BATUM ----/------
RNP/ACTUAL-------------------------------------
0.30/9.83NM RTE DATA>
RW/APP TUNE DISAGREE

Example: With the ILS 32R approach

selected, tune the VHF navigation radio
to the VOR frequency and note the
CDU message

45
 Changing the approach in the FMC
Changing the approach in the FMC after the APP mode
has been armed
• Get RESET MCP APP MODE
MOD RTE LEGS 1/2
displayed on the CDU
325 3.0NM
scratchpad PELLY 138/2600
THEN

--------------ROUTE DISCONTINUITY------------

IWKID ----/4000
325 7.6NM
ZAVYO 158/2000
325 4.9NM
RW32R /1219
<ERASE RTE DATA>
RESET MCP APP MODE

Example: With the RNAV 32R

approach selected and APP mode
armed, modify the route by entering a
new instrument approach

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 The Final Potential Difficulties
These are a few other items that can be seen:
• Selecting an approach without a specified glidepath
– Will get FMC APP MODE UNAVAILABLE – GP on the CDU scratchpad
– This will be hard to find as most approaches at our training fields meet the
requirements for glidepath construction
• Failure of the glidepath and the final approach course in IAN
– When the IAN is providing deviations for the approach, the failure flags
will show FAC and G/P
– Failure flags will occur with the failure or non-presence of FMC-derived
IAN deviation data when the approach is active, or failure of FMC
deviation data comparison
• The flight control system will reset the FAC and G/P modes with loss
of deviation signals, loss of validity, or detection of a FAC or G/P
failure
– The FMA will blank on the PFD
– FCC will remove the FD bars
– The autopilot will be disconnected
– Analogous to VOR/LOC and G/S resets
47
 Request for Assistance
You can help us out by:
• Reporting any unusual systems displays or responses you observe
during training or instructor proficiency
• Write up any discrepancies from known system operation
• Provide suggestions for incorporation into the training syllabus
• Understanding that the implementation of IAN into the simulator
incorporated:
– A limited scope test program to ensure the basic functionality to conduct
training was available
– An election to field the software for operational evaluation by qualified
instructors, rather than delay for answers to “non-OM, non-FCTM” issues
– An on-going research effort deeper into the systems operation as
documentation and support becomes available

Please let us know what you see out there!

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