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stationary in relation to the airplane (the point does not move up or down in the
pilot’s field of view during the approach).
In first generation jet transports (e.g. B-707, DC-8), this method is acceptable
because of the small difference between landing gear path and eye level path.
Flare distance accounts for the small difference in paths. Gear touchdown occurs
very near the visual aim point. However, in today’s larger airplanes, the difference
in gear path and eye-level path has increased because of the longer wheelbase and
the increased flight deck height. Consequently, the main gear do not touchdown
on the runway at the selected visual aim point.
Slightly High
On Glide Path
Slightly Low Low
High
Red PAPI Lights White PAPI Lights
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 6.9
Visual aim points versus gear touchdown point differences increase as glide path
angle decreases as in a flat approach. For a particular visual approach, the
difference between gear path and eye level path must be accounted for by the pilot.
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.10 FCT 777/787 Preliminary (TM)
Runway Markings (Typical)
The following runway markings are for runways served by a precision approach.
150m
(492’)
TOUCHDOWN
ZONE
MARKINGS
150m
(492’)
AIMING POINT
MARKINGS
30m (98’) to
60m (197’)
by
4m (13’) to
10m (33’)
300m
(984’)
150m
(492’)
STRIPES
1.8m (6’) WIDTH
1.5m (5’) SPACING
22.5m (74’) MIM
LENGTH 150m
(492’)
RUNWAY
SIDE
STRIPE
MARKINGS
18m (59’) to
22.5m (74’)
400m
(1312’)
500’
3000’
TOTAL
500’
2500’
TOTAL
500’
2000’
TOTAL
500’
1500’ TOTAL
500’
1000’ TOTAL
500’ SIDE STRIPE
THRESHOLD MARKER TOUCHDOWN ZONE MARKER
CENTERLINE
150’ 75’
FIXED DISTANCE MARKING
30’
WIDE
United States ICAO
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 6.11
Threshold Height
Threshold height is a function of glide path angle and landing gear touchdown
target. Threshold height for main gear and pilot eye level is shown in the Two
Bar/Three Bar VASI Landing Geometry tables on a previous page. Special
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.
If the autothrottle is engaged, the thrust lever begins to reduce toward idle at 25
feet. If the autothrottle is not engaged, 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. 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.
　
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