I'm learning how to land a 737-800 using an RNAV approach.

I'm trying to figure out what is possible.  I'm aiming high literally and figuratively speaking. My route is from KMRY (Sacramento) to KTVL (Lake Tahoe) in California. See the approach chart to KTVL:

I'm guessing that I'll be setting the altitude in the MCP at 14,000 ft, the speed at 250 kts, the course is for 172 degrees, and the IAF is "HETRY".  I have no idea how to autoland using RNAV. Youtube videos weren't much help for what I'd like to do.

Additional KTVL info: Airport & FBO Info for KTVL LAKE TAHOE SOUTH LAKE TAHOE CA

1. I'm assuming that RNAV does not have vertical guidance. Is this correct?  So how do I autoland at KTVL?
2. How do I tune the NAV radios?

Here's the FMC routing:

I'm hoping someone has suggestions or tips on how to get the job done. 

15 minutes ago, anavsun said:

So how do I autoland at KTVL?

You don't. Simple as that. The Autopilot comes off at SAKYY. After that you fly by hand. If you don't see the runway at that point you go around.

 

15 minutes ago, anavsun said:

2. How do I tune the NAV radios?

You don't. RNAV approaches are purely flown on GPS or FMC.

Be sure to be fully configured at Jezzy and at Final Approach speed. It's a 3.2° GP and therefore steeper than usual. You will not be able to slow the 737 down if you are not configured before you begin the final descent.

Edited February 15, 20251 yr by Farlis

Yeah there's no such thing as an autoland off of anything except an ILS.  You're gonna have to be a pilot for this one 😉.

Here are two tutorials on how to do RNAV approaches in the 737. These should give you a good foundation on how to set up for and fly the approach.

 

 

Thank you both. I'll view the above videos.

My first attempt landing a 737-800 at KTVL below (a short 4-minute video). I disabled the autopilot at the last minute. I couldn't figure out why lateral guidance was off. 

 

From a short glance I see you are in FAC and GP mode so you have pushed the APP button at some point. 

Don't. You stay in LNV/VNAV for an approach like this.  This is why your lateral guidance was off.

 

That the approach itself is offset from the Runway Centerline is correct. 5° to be exact. Says so in the chart.

 

Your runway alignment was perfect. The landing itself not so much. The problem is your throttle management. For a flaps full approach you should aim for 3° Pitch up and not let N1 drop below your landing weight. So for example if you are weighing 60 Tons your minimum N1 Should be 60. You let it drop to way below 40.

Edited February 15, 20251 yr by Farlis

Off topic questions:
1. Assuming a 737 is fully loaded with pax and cargo, some fuel, and runway length and weather are okay, what is the typical setting for auto-brake?
2. When do pilots turn on/off the aircraft clock for logging their flights?
3. What % of 737 flights land in airports with ILS in the US and Europe?

 

5 minutes ago, anavsun said:

Assuming a 737 is fully loaded with pax and cargo, some fuel, and runway length and weather are okay, what is the typical setting for auto-brake?

Totally depends on the length of the runway. You always want to use the lowest possible setting that gives you enough room at the end of the runway (1.25 required distance is what to aim for). Lower settings keep the brakes cooler which reduces wear and tear (costs) and reduces turnaround time.

7 minutes ago, Farlis said:

From a short glance I see you are in FAC and GP mode so you have pushed the APP button at some point. 

Yup. I did the flight before I read @Stearmandriver's  comment about not being able to do autolanding at KTVL.

9 minutes ago, Farlis said:

That the approach is self is offset from the Runway Centerline is correct. 5° to be exact. Says so in the chart.

I don't understand. What is the purpose of an offset? Why?  Looking at the note regarding the 5° on the chart, shouldn't there be an indication if the offset is to the left or the right of the center line?

3 minutes ago, Farlis said:

You always want to use the lowest possible setting

How is the lowest possible setting calculated or determined by the pilot?  Is there like a general rule of thumb for what a low setting might be?

5 minutes ago, anavsun said:

What is the purpose of an offset?

Can have multiple reasons. Terrain clearance in case of engine failure is the most obvious one. You need to be able to escape on one engine.

You should rather ask the people who built that airport why they alligned the runway in a way that the 3°Glidepath to the Runway from the north would lead you too close to the mountains. So in this case the approach takes you over the lake.

And why would the chart need to tell you in writing in which direction the offset goes? It is clearly visible from looking at the map and the diagram of the runway at the bottom that it is an offset to the right.

Edited February 15, 20251 yr by Farlis

4 minutes ago, Farlis said:

Can have multiple reasons. Terrain clearance in case of engine failure is the most obvious one. You need to be able to escape on one engine.

You should rather ask the people who built that airport why they alligned the runway in a way that the 3°Glidepath to the Runway from the north would lead you too close to the mountains. So in this case the approach takes you over the lake.

And why would the chart need to tell you in writing in which direction the offset goes? It is clearly visible from looking at the map and the diagram of the runway at the bottom that it is an offset to the right.

Now I see it! Thank you.

28 minutes ago, Farlis said:

Your runway alignment was perfect. The landing itself not so much. The problem is your throttle management. For a flaps full approach you should aim for 3° Pitch up and not let N1 drop below your landing weight. So for example if you are weighing 60 Tons your minimum N1 Should be 60. You let it drop to way below 40.

Thanks. Throttle management?  I don't think I've touched the throttle after take-off and after @Stearmandriver and @martinboehme taught me how to auto-land and how to push buttons on the MCP instead. 😄

I still have lots of things to learn. 

4 minutes ago, anavsun said:

I don't think I've touched the throttle after take-off

Ermmm, you switched off the AT 2:30 into the video, which is correct, because when you land a 737 manually you are not supposed to leave it on. At 2:46 you begin to retard the throttles (looks to me like you are idling them) and drop below final approach speed. This is the moment where you start to screw up the landing.

Edited February 15, 20251 yr by Farlis

1 hour ago, anavsun said:

3. What % of 737 flights land in airports with ILS in the US and Europe?

 

If your question is related to autoland, not very many. 
Otherwise it’s just another approach. If the weather is good in the US you’re more likely to get a visual approach than an ILS or RNAV.