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safe obstacle clearance until reaching an appropriate altitude on the specified
missed approach path.
Refer to Go-Around and Missed Approach - All Approaches, this chapter.
Visual
reference
lost here
Published
missed
approach
Published
missed
approach
Visual
reference
lost here
Approach fix
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) 5.61
Visual Traffic Pattern
777-200 - 777-300ER
Base
• Landing flaps
(2 engine, optional
1 engine)
• Do the Landing
checklist
1500 FT
2 NM
Before turning base
• Gear down
• Flaps 20
• Arm speedbrake
• Start descent as needed
700 - 500 feet
• Stabilized
on profile
2 -21/2 NM
Entering downwind
• Flaps 5
October 31, 2006
777/787 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.62 FCT 777/787 Preliminary (TM)
787-8
TBD
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) 5.63
Visual Approach - General
The recommended landing approach path is approximately 2 1/2° to 3°. Once the
final approach is established, the airplane configuration remains fixed and only
small adjustments to the glide path, approach speed, and trim are necessary. This
results in the same approach profile under all conditions.
Thrust
Engine thrust and elevators are the primary means to control attitude and rate of
descent. Adjust thrust slowly using small increments. Sudden large thrust changes
make airplane control more difficult and are indicative of an unstable approach.
No large changes should be necessary except when performing a go-around. Large
thrust changes are not required when extending landing gear or flaps on downwind
and base leg. A thrust increase may be required when stabilizing on speed on final
approach.
Downwind and Base Leg
Fly at an altitude of 1500 feet above the runway elevation and enter downwind
with flaps 5 at flaps 5 maneuvering speed. Maintain a track parallel to the landing
runway approximately 2 NM abeam.
Before turning base leg, extend the landing gear, select flaps 20, arm the
speedbrake, and slow to flaps 20 maneuvering speed or approach speed plus wind
correction if landing at flaps 20. If the approach pattern must be extended, delay
lowering gear and selecting flaps 20 until approaching the normal visual approach
profile. Turning base leg, adjust thrust as required while descending at
approximately 600-700 fpm.
Extend landing flaps before turning final. Allow the speed to decrease to the
proper final approach speed and trim the airplane. Do the Landing checklist. When
established in the landing configuration, maneuvering to final approach may be
accomplished at final approach speed (VREF + wind correction).
October 31, 2006
777/787 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.64 FCT 777/787 Preliminary (TM)
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. Use
of the autothrottle is recommended. However, if controlling thrust manually,
attempt to keep thrust changes small to maintain speed and 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.
777-200 - 777-300ER
With one engine and TAC 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
　
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