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 need to be tuned to the UNZ VOR to provide the pilots with DME information for FLAKE, GUQQY, and the MAP and allow them to identify station passage over the UNZ VOR. Station passage over UNZ would be marked by the following instrument indications: the TO/FROM indicator in the first officer's horizontal situation indicator (HSI) would have changed from TO to FROM, and the No. 2 (double) pointer in the captain's and first officer's radio magnetic indicator would have swung from pointing forward to aft. Although station passage is not defined by DME, station passage over the UNZ VOR would have been indicated by a DME countdown to near zero and then a count up as the airplane continued away from UNZ to runway 6L.

To use the autopilot and flight director (FD) during a nonprecision approach, the flying pilot would have set the Nav Mode Switch to VOR/LOC on the glareshield instrument panel once the airplane was established on the intercept heading to the localizer outside the FAF. The FD and autopilot flight mode annunciator (FMA) on the pilots' instrument panels would then indicate NAV armed and GS blank. After localizer capture, the pilots' and the autopilot's FMAs would indicate NAV capture, and the GS would remain blank. The autopilot would turn the airplane as needed to track the localizer. (Although the nonflying pilot's navigation receiver would be tuned to the VOR, a different frequency, that pilot's FMA would also indicate NAV capture because the UNZ 243° radial approximately overlays the localizer.) The FD command bars on the captain's and the first officer's instruments would provide left and right roll commands to maintain a capture on the respective courses.

When the airplane was descending, the flying pilot would normally have reset the altitude selector to the next (lower) altitude target and moved the VERT SPEED (vertical speed) wheel to position the airplane in about a 1,000-feet-per-minute rate of descent to reach the next crossing altitude. The FD pitch command bars would move up and down to provide guidance to maintain the desired rate of descent. (In a precision approach, the command bars would provide guidance to maintain the glideslope; in nonprecision approaches, they provide guidance to maintain the desired vertical speed.) Once the airplane had reached the altitude set in the altitude selector, the FDs and autopilot would capture and maintain that altitude. At no time during the localizer approach would the flight crew have armed the autopilot or FDs to capture a glideslope signal or have referenced or attempted to track any glideslope needle indications.

The Combined Center/Radar Approach Control (CERAP) controller vectored flight 801 to join the runway 6L localizer course between the FLAKE intersection and the GUQQY outer marker/1.6 DME fix. Although the flight was restricted to no lower than 2,000 feet msl in that portion of the localizer-only approach procedure (until crossing the GUQQY outer marker), flight 801 descended below 2,000 feet about 1.9 nm before reaching the outer marker.