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attention must be given to establishing a final approach that assures safe threshold
clearance and gear touchdown at least 1,000 feet down the runway. If automatic
callouts are not available, the radio altimeter should be used to assist the pilot in
judging terrain clearance, threshold height and flare initiation height.
Flare and Touchdown
The techniques discussed here are applicable to all landings including one engine
inoperative landings, crosswind landings and landings on slippery runways.
Unless an unexpected or sudden event occurs, such as windshear or collision
avoidance situation, it is not appropriate to use sudden, violent or abrupt control
inputs during landing. Begin with a stabilized approach on speed, in trim and on
glide path.
When the threshold passes under the airplane nose and out of sight, shift the visual
sighting point to the far end of the runway. Shifting the visual sighting point assists
in controlling the pitch attitude during the flare. Maintaining a constant airspeed
and descent rate assists in determining the flare point. Initiate the flare when the
main gear is approximately 20 feet above the runway by increasing pitch attitude
approximately 2° - 3°. This slows the rate of descent.
After the flare is initiated, smoothly retard the thrust levers to idle, and make small
pitch attitude adjustments to maintain the desired descent rate to the runway.
Ideally, main gear touchdown should occur simultaneously with thrust levers
reaching idle. A smooth power reduction to idle also assists in controlling the
natural nose-down pitch change associated with thrust reduction. Hold sufficient
back pressure on the control column to keep the pitch attitude constant. A
touchdown attitude as depicted in the figure below is normal with an airspeed of
approximately VREF plus any gust correction.
Note: Do not trim during the flare or after touchdown. Trimming in the flare
increases the possibility of a tailstrike.
Landing Flare Profile
The following diagrams use these conditions:
• 3° approach glide path
• flare distance is approximately 1,000 to 2,000 feet beyond the threshold
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.10 FCT 767 (TM)
• typical landing flare times range from 4 to 8 seconds and are a function of
approach speed
• airplane body attitudes are based upon typical landing weights, flaps 30,
VREF 30 + 5 (approach) and VREF 30 + 0 (landing), and should be
reduced by 1° for each 5 knots above this speed.
Typically, the pitch attitude increases slightly during the actual landing, but avoid
over-rotating. Do not increase the pitch attitude after touchdown; this could lead
to a tail strike.
Shifting the visual sighting point down the runway assists in controlling the pitch
attitude during the flare. A smooth power reduction to idle also assists in
controlling the natural nose down pitch change associated with thrust reduction.
Hold sufficient back pressure on the control column to keep the pitch attitude
constant.
Avoid rapid control column movements during the flare. Do not use pitch trim
during flare or after touchdown. Such actions are likely to cause the pitch attitude
to increase at touchdown and increase the potential for a tailstrike. Do not allow
the airplane to float; fly the airplane onto the runway. Do not attempt to extend the
flare by increasing pitch attitude in an attempt to achieve a perfectly smooth
touchdown. Do not attempt to hold the nose wheel off the runway.
Bounced Landing Recovery
If the airplane should bounce, hold or re-establish a normal landing attitude and
add thrust as necessary to control the rate of descent. Thrust need not be added for
a shallow bounce or skip. When a high, hard bounce occurs, initiate a go-around.
Apply go-around thrust and use normal go-around procedures. Do not retract the
landing gear until a positive rate of climb is established because a second
touchdown may occur during the go-around.
Bounced landings can occur because higher than idle power is maintained through
initial touchdown, disabling the automatic speedbrake deployment even when the
speedbrakes are armed.
h=50’
2°
4°- 6°
Threshold Touchdown
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 6.11
Go-Around after Touchdown
If a go-around is initiated prior to touchdown and touchdown occurs, continue
with normal go-around procedures. The F/D go-around mode will continue to
　
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