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beyond the runway threshold, the airplane must reach MDA(H) prior to arrival at
the MAP if a normal final approach is to be made.
Precision Approach Radar (PAR)
The MAP for a PAR is the geographic point where the glide path intersects the
DA(H). Arrival at the MAP is determined by the pilot using the altimeter or as
observed by the radar controller, whichever occurs first.
Airport Surveillance Radar (ASR)
The radar controller is required to discontinue approach guidance when the
airplane is at the MAP or one mile from the runway, whichever is greater. Perform
the missed approach when instructed by the controller.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.9
ILS Approach
• Flaps 1
Localizer capture
• Final approach
course heading
Fix
(LOM, MKR, DME)
• Verify crossing altitude
Glide slope intercept
• Landing flaps (2 engine)
• Set missed approach altitude
• Do the Landing checklist
Glide slope alive
• Gear down
• Flaps 20
(landing flaps for 1 engine)
• Arm speedbrake
Approaching intercept heading
• Flaps 5
• Flaps 5
On RADAR vectors
• HDG SEL
• Pitch mode (as needed)
Intercept heading
• ILS tuned and identified
• LOC and G/S pointers
shown
• Arm APP
Enroute to fix
• LNAV or other roll mode
• VNAV or other pitch mode
500 feet
• Verify autoland status
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.10 FCT 767 (TM)
ILS Approach - General
The ILS approach illustrated assumes all preparations for the approach such as
review of approach procedure and setting of minima and radios are complete. It
focuses on crew actions and avionic systems information. It also includes unique
considerations during low weather minima operations. The pattern may be
modified to suit local traffic and air traffic requirements.
Decision Altitude/Height - DA(H)
A Decision Altitude/Height is a specified altitude or height in a precision approach
where a missed approach must be initiated if the required visual reference to
continue the approach has not been established. The “Altitude” value is typically
measured by a barometric altimeter and is the determining factor for minima for
Category I approaches (e.g. ILS, GLS, or RNAV with VNAV). The “Height” value
specified in parenthesis, typically a RA height above the touchdown zone (HAT),
is advisory. The RA may not reflect actual height above terrain.
For most Category II and Category III fail passive approaches, the Decision
Height is the controlling minima and the altitude value specified is advisory. A
Decision Height is usually based on a specified radio altitude above the terrain on
the final approach or touchdown zone.
Alert Height - AH
Alert heights are normally used for fail operational Category III operations. Alert
height is a height above the runway, above which a Category III approach must be
discontinued and a missed approach initiated if a specified failure occurs. For a
discussion on specified failures, see the AFDS Faults section, this chapter. Radio
altimeters are set in accordance with the airline's policy or at alert height to assist
in monitoring autoland status. Most regulatory agencies do not require visual
references below alert height.
Fail Operational
Fail operational refers to an AFDS capable of completing an ILS approach,
autoland, and rollout following the failure of any single system component after
passing alert height.
Fail Passive
Fail passive refers to an AFDS which in the event of a failure, causes no
significant deviation of airplane flight path or attitude. A DA(H) is used as
approach minimums.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.11
Procedure Turn and Initial Approach
Cross the procedure turn fix at flaps 5 maneuvering airspeed. If a complete arrival
procedure to the localizer and glide slope capture point has been selected via the
CDU, the initial approach phase may be completed using LNAV and VNAV.
Approach
Both pilots should not be “heads-down” during the approach. In some cases, such
as high density traffic, or when an arrival procedure is used only for reference,
　
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