Approach Briefing
Any appropriate information related to a non-normal procedure
Management of AFDS.
Stabilized Approach requirements
Any significant deviation from planned flight path ,airspeed, or descent rate should be announced
The decision to execute a go-around is no indication of poor performance
Recommended Elements of a stabilized approach
IMC: by 1000 feet
VMC:by 500 feet
An approach is considered stabilized when all of the following criteria are met ;
On the correct flight path
Only small changes in heading /pitch are require to maintain the correct flight path.
A/S is not more than VREF+20 knots and not less than VREF
Correct landing configuration
No greater than 1,000 fpm (if require ,special briefing)
power setting is appropriate for the aircraft configuration
As the aircraft crosses the runway threshold it should be :
Stabilized on target airspeed to within +10 knots until arresting descent rate at flare
On a stabilized flight path using normal maneuvering
positioned to make a normal landing in the touch down zone (3.000/first third of the runway,
which is less)
When maneuvering below 500 feet ,be cautious of the following:
descent rate change to acquire glidepath
runway lateral displacement
tailwind/crosswind components
ruway lenth avaiable.
Mandartory Missed Approach ☆
On all instrument approachs ,execute an immediate missed approach:
navigation radio or flight instrument failure occurs
when on ILS final approach LOC/GS idicator shows full deflection
nav instruments show significant disagreement
WHEN ON an RNP based approach,and an FMC alerting message indicates that
ANP exceeds RNP
WHEN ON a radar approach and radio communication is lost.
VNAV Approach
When specifically authorized, DA may be used during a VNAV approach . Similar to an ILS appr-
oach.
Localizer
Nomally the depiction on the approach chart indicates the ILS and not localizer procedure.
Where authorized ,localizer approach may be flown in VNAV PTH using the missed app criteria dis
cussed above
ILS Approach-general
APP mode should not be selected untill:
The ILS is tuned and identified
The airplane is on an inbound intercept heading
Both localizer and glideslope pointers appear on the attitude display in the proper position
clearance for the approach has been received
AFDS Autoland Capabilities
Autoland ILS perfoprmance
Less than 800feet/ 2mile vis vis (not protected)
Most ILS siggnal interferences last only a short period of time ,in which case there is no ann-
unciation to the flight crew other than erratic movement of the ILS raw data ta during the time
the interference is present .No immediate crew action is required unless eratic or inappropriate
autopilot active is observed
Autolands on Contaminatted runways
The AFDS ,including ROLLOUT mode ,has not been demonstrated on contaminated runways .
If an autoland is accomplished on a contaminated runway,the pilot must be prepared to dis-
engage the autopilot and takeover manually should ROLLOUT directional control become
inadequate.j
At or Below Alert height ☆
the pilot should not intervene below alert height unless it is evident that pilot action is required.
ILS -NON-Normal Operation (ILS Approach -one engine inoperative)
1,500 foot RA: LAND2/3
A centered control wheel indicates proper trim.
NOTE: autothrottle may be used when the autopilot is engaged
Be prepare to take over manually in the event system performance is not satisfactory.
Rudder trim set to zero : prior to 500 feet to allow the PNF ample time to perform other duties
and make appropriate altitude callouts
NOTE: the airplane is not certified for autoland with two engines inoperative.Be prepare to take
over manually in the event system performance is not satisfactory.
Non- ILS Insrument Approachs - General
Non-ILS Approachs are defined as:
RNAV or GPS . VOR or NDB . LOC, LOC-BC , LDA ,SDF or similar approachs.
Non-ILS approachs are normally flown using VNAV or V/S pitch modes
VNAV : MDA
: DA (when authorized by the inst procedure or regulatory authority
Using VNAV : automatic fligh is the preferred
Raw Data Monitoring requirements
VOR .TACAN .or NDB (monitoring raw data . If it is available)
LOC, LOC-BC, LDA, SDF ,and IGS ( Applicable raw data must be monitored throught the app
Approaches : two FMCs , two IRSs and two DME and/or GPS, VOR , NDB or DME raw
data mornitoring is not require. (with radio or GPS updating)
: VOR, NDB and RANV , consult a AFM for raw data monitoring requirement.
:VOR, OR NDB one FMC or one IRS oneDME or GPS (VOR, NDB must be
monitored if AFM does not cotain….
:RNAV , one FMC or one IRS or one DME or GPS is operation ,
VOR, DME, and /or GPS data must be monitored (FMC fail missed app)
RNP Approach Requirements
Approachs requiring RNP alerting may be conducted in accordance with the following provisions.
the approach RNP or smaller RNP is selected.
no UNABLE RNP alert is displayed during the approach
AFM coverage that the air plane has been demonstrated for selected RNP
either two operational FMCs ,two IRS and two DME and /or GPS are operational
or one FMC or one IRS or one DME or GPS is operationl.
VOR,DME and /or GPS data must be monitored (missed app in the event the FMC fails during
the app.
Map Display and Raw Data
confirm displayed frequency ,identifier and course on the PFD or ND. the VOR automatically
tunes for a VOR app after passing the first waypoint on the app procedure .
Use of LAVE
Database selection
No way points may be added or delete when either an RNAV or GPS approach is selected
(not in data base the app :select same plan view ) p)
For example ,an ILS procdure might be selected if the plan view (route) is identical to an NDB
approach.
NOTE: If an NDB approach for the desired runway is in the database , an overlay approach
should not be used.
If a waypoint is add to or deleted from a procedure from the data base :VNAV obstacle clearance
integrity of the procedure may be adversely affected.
Ifan additional waypoint reference is desire ,use the FIX page and do not modify waypoints
on the LEGs page
Manual Waypoint Entery
procedure turns and DME arcs cannot usually be manaually enntered (unless they less they can be defi-
ned by a series by of waypoints. (HDG SEL)
Deviation from the defined route may require use of "DIRECT TO " or INTERCEPT LEG TO/
INTERCEPT COURSE TO (constant monitoring of raw data)
Fix or VOR Radial displays ☆
information of the FIX would be provided reference information on the map display only
They are not reflected on the LEGS page and cannot be tracked with LVAV
Pilots should be aware that the displayed course is an FMC calculated course and is not raw
data information.
Pilot should not become involved in excessive " head down " FMC manipulation to build
map displays while at low altitude .Raw data aw data VOR ,ILS, and ADF, displays should be use to
avoid distractions during higher work load phase of flight . Map building should be avoided
below 10.000 feet.
NOTE : when appropriate , compare airplane position on the map with ILS, VOR, DME,
and ADF system to detect possible map shift error .
Use of VNAV
Using roll modes : LAVE,HDG SEL ,or LOC.
With repect to the final approach path , there are three types of approachs in the navigation
database:
Approachs with a VNAV glide path angle displaded on the final approach segment of the LEGS
page(minimum altitude constraints)
The glide path may not meet obstacle clearance criteria for VNAV operations and should be
flown by constant reference to raw data (VOR, NDB, DME, etc).
NOTE : Currenttly VNAV PTH modes contain no path deviation alerting . For this reason
The autopilotshould remain engaged untill suitable visual visual reference has
been establish .
to prevent unnessary leveloffs while descending in VNAV , reset the MCP altitude selector
to the next lower constraint prior to altitude caoture .
When appropriate ,crews sh should make cold temperature altitude corrections.
Approach preparation for using VNAV
Tune and identify appropriate navaids
Do not manually build the approach or add waypoint to the procedure (if desired use FIX page )
Verify /enter the appropriate RNP and set the MDA/DA using the baro minimums selector.
VAVV final approach
approaching the FAF (within 1.5 miles ) ,selsct VNAV ,select gear down ….
Set the MDA/DA in the MCP window and ensure VNAV PTH
Use VNAV speed intervention control speed.
NOTE: if desired altitude is not at an even 100foot increment ,set window to the nearst
100feet .increment below altitude constraint or MDA.
When reaching MDA/DA : be prepare to disengage the A/P and A/T.
☆☆
NOTE : If using an MDA ,intiatating a missed approach app 50 feet above MDA may may be
necessary to avoid descending below the MDA during the Missed approach,if required
for the procedure or by the reguratory authority
When suitable visual reference is established, maintain the descent path to the flare.
Don’t "duck under"
Missed Approach -Non ILS
If the flight director switches are off and flight director guidence is in the pop-ip mode
after initiation of the go-around, flight director guidence disappeares with the first selection of
a roll/pitch mode
Final Approach -V/S Approach
Monitor the VNAV path deviation indication on the map display and adjust descent rate
to maintain the airplane on the airplane on the appropriate path. This technicque requires the
path to be defineappropreately on the legs page and that the header GPx.xx is dispalyed
for the missed approach pointor there is a RWxx or MXxx waypoint on the legs page with an
altitude costraint which corresponds to approximately 50ft.
Select a descent rate that places the green descent arc 11/2 to 2 NM in front of the runway
on the map. This distance is very near the VDP for the typical MDA of 450 to 600 feet HAA.
More precise rang can determined by using 300feet per NM for a 3' path
The PF's flight director is turned offto prevent inappropriate flight director commands during
the visual segment of the approach
VASI Landing Geometry
Causion : Use of a two bar VASI system will result in main landing gear touchdown at, or very near,
the end of the runway threshold.
Use of a two bar VASI system is not recommanded.
Landing Flare Profile ☆
The following diagrams use these conditions:
3' glide path
data is based upon typical landing weight
airplane body attitudes are based on Flaps 30+5 for approach and VREF 30+0 for landing,
and should be reduced by 1' for each 5 knots above this speed.
all numbers are approximate
Pitch and Roll Limit Conditions
Note: A smooth touchdown is not the criterion for a safe landing.
Speedbrakes
Unless speedbrakes are raised after touchdown, braking effectiveness may be reduced initially
as much as 60%
Slippery Runway Landing Performance ☆
There is not a method, accepted worldwide,for correlating the friction measurements from the
different friction measuring vehicles to each other, or to the airplane's braking capability.
all testing to date, which compares ground friction vehiche performance to airplane performance,
has been done at relatively low speeds(100knots or less). The critical part of the airplane's
deceleration charateristics is typically at higher speeds(120 to 150 knots)
Crews shoud evaluate these readings in conjunction with the pireps(pilot reports) and
the physical description of the runway(snow,slush,ice,etc)
Reverse Thrust Operation
The PNF should also call out any inadvertent selection of forward thrust as reserve thrust is
cancelled.If an engine surges during reverse thrust operation, quickly select reserve idle
on both engines.
Overweight Landing ☆
Landing distance is normally less than takeoff distance for flap 25 or 30 landings at all
gross weights.
Brake energy limits will not be exceed for flap 25 or 30 landings at all gross weights.
Note : If flaps 30 approach speed(VREF 30 + additives for wind gusts) is higher than 167 knots,
use flaps 25 and VREF25 for landing
Note : For overweight landings, flaps up command speed should be set no lower than VREF+100
Use the longest avalible runway, and consider wind and slope effects where possible avoid
landing in tailwinds, on the runways with negative slope.
Overweight Autolands Policy
Boeing does not recommend overweight autoland.(It has not been thoroughly tested)
The pilot should disengage the autopilot prior to flare height and accomplish a manual landing.
In an emergency, should the pilot determine that an overweight autoland is the safest course
of action,the approach and landinding should be closely monitored by the pilot and the following
factors consider:
touchdown may be beyond the normal touchdown zone : allow for additional landing distance.
touchdown at higher than normal sink rates may result in exceeding structural limits
plan for a go-around ormanual landing if autoland performance is unsatisfactory.