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FCT 767 (TM) 5.57
Final Approach
Roll out of the turn to final on the extended runway centerline and maintain the
appropriate approach speed. An altitude of approximately 300 feet above airport
elevation for each mile from the runway provides a normal approach profile.
Attempt to keep thrust changes small to avoid large trim changes. With the
airplane in trim and at target airspeed, pitch attitude should be approximately the
normal approach body attitude. At speeds above approach speed, pitch attitude is
less. At speeds below approach speed, pitch attitude is higher. Slower speed
reduces aft body clearance at touchdown. Stabilize the airplane on the selected
approach airspeed with an approximate rate of descent between 700 and 900 feet
per minute on the desired glide path, in trim. Stabilize on the profile by 500 feet
above touchdown.
Note: Descent rates greater than 1,000 fpm should be avoided.
With one engine inoperative, the rudder trim may be centered before landing. This
allows most of the rudder pedal pressure to be removed when the thrust of the
operating engine is retarded to idle at touchdown.
Full rudder authority and rudder pedal steering capability are not affected by
rudder trim. If touchdown occurs with the rudder still trimmed for the approach,
be prepared for the higher rudder pedal forces required to track the centerline on
rollout.
Engine Failure On Final Approach
In case of engine failure on visual final approach, use the procedure described in
the ILS approach section, this chapter.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.58 FCT 767 (TM)
Touch and Go Landings
700 - 500 Ft
• Stabilized
on profile
Climb
• V REF +
Touchdown 15 to 25
• Target, minimum
1,000 feet
Rotate
• V REF
Crosswind
• Flaps 5
Stabilized on downwind
• Recheck VREF
Entering downwind
• Flaps 5
• After Takeoff checklist
• Approach checklist
(Check or set autobrake selector off)
Before turning base
• Gear down
• Flaps 20
• Do not arm speedbrake
• Start descent as required
Base
• Landing flaps
• Landing checklist After Touchdown - Touch and Go
• Maintain runway alignment (PF)
• Flaps 20 (IP)
• Reset stabilizer trim (IP)
• Check speedbrakes down (IP)
• Thrust levers vertical (PF)
• Go-around thrust (PF)
2 - 2 1/2 NM
2 NM
1500 Ft
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.59
Touch and Go Landing - General
The primary objective of touch and go landings is approach and landing practice.
It is not intended for landing roll and takeoff procedure training.
Approach
Accomplish the pattern and approach procedures as illustrated.The landing gear
may remain extended throughout the maneuver for brake cooling, but be prepared
to retract the landing gear if an actual engine failure occurs during go-around. Do
not arm the speedbrakes. Select the autobrakes OFF.
Landing
The trainee should accomplish a normal final approach and landing. After
touchdown, the instructor selects flaps 20, sets stabilizer trim, ensures
speedbrakes are down and at the appropriate time instructs the trainee to move the
thrust levers to approximately the vertical position (so engines stabilize before
applying go-around thrust). When the engines are stabilized, the instructor
instructs the trainee to set thrust.
Note: Flaps 20 is recommended after touchdown to minimize the possibility of a
tailstrike during the takeoff.
WARNING: After reverse thrust is initiated, a full stop landing must be
made.
At VREF, the instructor calls “ROTATE” and the trainee rotates smoothly to
approximately 15° pitch and climb at VREF + 15 to 25 knots. The takeoff warning
horn may sound momentarily if the flaps have not retracted to flaps 20 and the
thrust levers are advanced to approximately the vertical position.
Stop and Go Landings
The objective of stop and go landings is to include landing roll, braking, and
takeoff procedure practice in the training profile.
Note: At high altitude airports, or on extremely hot days, stop and go landings are
not recommended.
After performing a normal full-stop landing, a straight ahead takeoff may be
performed if adequate runway is available (FAR field length must be available).
　
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