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landing will be made, at glide slope capture, select landing flaps, set final
approach speed, and decelerate.
Be prepared to take over manually in the event system performance is not
satisfactory.
Additional engine-out logic is incorporated during runway alignment to ensure the
downwind wing is not low at touchdown. If the crosswind is from the same side
as the failed engine, then the airplane is crabbed by inducing a sideslip. This
assures a 'wings-level' approach. For moderate or strong crosswinds from the
opposite side of the failed engine, no sideslip is induced as the failed engine high
approach configuration guarantees an upwind wing low touchdown characteristic.
Engine Inoperative, Rudder Trim - All Instrument Approaches
777-200 - 777-300ER
Rudder trim is automatically accomplished by the TAC before LAND 2 or LAND
3 is annunciated. When LAND 2 or LAND 3 annunciates, rudder inputs are
controlled by the autopilots whether or not the TAC is operating. Manually
centering the rudder trim prior to thrust reduction for landing is normally
unnecessary.
787-8
Rudder trim is automatically accomplished by the flight control system before
LAND 2 or LAND 3 is annunciated. When LAND 2 or LAND 3 annunciates,
rudder inputs are controlled by the autopilots. Manually centering the rudder trim
prior to thrust reduction for landing is normally unnecessary.
October 31, 2006
777/787 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.26 FCT 777/787 Preliminary (TM)
777-200 - 777-300ER
When the TAC is inoperative, the pilot must use rudder pedal pressure to control
yaw, followed by rudder trim to maintain an in-trim condition until LAND 2 or
LAND 3 annunciates. Rudder trim may be set to zero to facilitate directional
control during thrust reduction. This should be accomplished by 500 feet AFE to
allow the PM ample time to perform other duties and make appropriate altitude
callouts.
777-200 - 777-300ER
When the TAC is inoperative, manually centering the rudder trim before landing
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.
777-200 - 777-300ER
If TAC is inoperative, it may not be advisable to manually center the rudder trim
due to crew workload and the possibility of a missed approach.However, 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
If an engine failure should occur on final approach with the flaps in the landing
position, adequate thrust is available to maintain the approach profile using
landing flaps, if desired.
A landing using flaps 25 or 30 might be preferable in some circumstances,
especially if the failure occurs on short final or landing on runways where
stopping distance is critical.
The ability to continue the approach with such a failure in Category III operations
may also be a factor. If the approach is continued at flaps 25 or 30, increase the
thrust to maintain the appropriate speed or ensure autothrottle operation is
satisfactory.
If a go-around is required, follow the Go-Around and Missed Approach
procedures for one engine inoperative, retracting the flaps to 20. Adequate
performance is available at flaps 20. Subsequent flap retraction should be made at
a safe altitude in level flight or a shallow climb.
It is usually preferable to continue the approach using flaps 25 or 30. At weights
near the landing climb capability limit it may be preferable to continue the
approach using flaps 20. This provides a better thrust margin, less thrust
asymmetry and improved go-around capability. If the decision is made to reduce
the flap setting, thrust should be increased at the same time as the flap selection.
Speed should be increased to 15 knots over the previously set flaps 25 or 30
VREF. This is equal to at least VREF for flaps 20.
October 31, 2006
777/787 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 5.27
If a go-around is required with flaps set at 20, maintain the additional 15 knots,
select flaps 5 and continue the usual engine inoperative go-around. The decision
to continue the approach at normal landing flaps, to retract the flaps to 20 or
execute a go-around is a decision that should be made immediately.
October 31, 2006
　
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