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power to cross threshold at VREF.
2. Single-Engine Approach:
A. Procedure:
(1) Complete the Before Landing checklist.
(2) Leave flaps at 20° until landing is assured.
(3) Maintain an approach speed of VREF for 20° Flaps +10 knots.
(4) When landing is assured, select flaps to 39° (DOWN). If landing is
not assured at 300 feet AGL, land with 20° flaps.
NOTE:
Autothrottle will not be available. Use of a single thrust
reverser is permitted. If directional control becomes
difficult, cancel reverse thrust.
06-05-60: No Flap Approach
1. General:
Practice no flap approaches and landings are normally limited to simulator training
or, in the airplane, to a go-around executed at runway threshold. No flap landings
are not recommended due to the unnecessarily high stress imposed on the tires
and the landing gear. If a full stop no flap landing is accomplished, it is
recommended that a minimum runway length of 7,000 feet must be available.
A. Procedure:
(See Figure 8.)
The following procedure is recommended for no flap landings:
(1) On downwind leg, extend the landing gear, complete the Before
Landing checklist, and maintain a speed of VREF +20 knots.
(2) Turn base leg, and roll out on final approach at approximately four
(4) miles from touchdown and 1,000 feet AGL. Continue to maintain
a speed of VREF +20 knots.
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(3) On final approach, slow to VREF +10 knots and maintain a sink rate
of approximately 600 feet per minute.
(4) Cross the threshold at VREF and fly the airplane onto the runway (do
not hold off). Use reverse thrust and braking as required.
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No Flap Approach
Figure 8
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06-05-70: Circling Approach
(See Figure 9.)
The circling maneuver may be initiated from either a precision or non-precision
instrument approach procedure and must be conducted entirely by external visual
references. A normal instrument approach is flown until visual contact with the runway
environment or to the Minimum Descent Altitude (MDA). As the circling maneuver is not
an instrument maneuver, sufficient visual references to maneuver the airplane to a
landing must be maintained at all times.
Leave the final approach fix with flaps at 39°. Maintain a minimum speed of VREF +10
knots with landing gear extended. If operating on one engine, approach with Flaps 20°
VREF +20 knots until landing is assured, and lower landing gear not later than when
descending from MDA.
Initiate descent using vertical speed on the guidance panel, VNAV, or available ILS glide
path. If using vertical speed, establish at 1000 to 2000 feet per minute rate of descent,
then reduce the rate of descent when approaching the MDA to ensure leveling off not
lower than the MDA.
Maintain a minimum speed of VREF +10 knots during the circling maneuver. With the
runway in sight, maneuver to establish a downwind or base leg. As the turn to base leg
is initiated, ensure the landing gear is extended and complete the Before Landing
checklist. On final approach, maintain a minimum speed of VREF until crossing the
threshold.
If visual contact with the airport (or the landing runway, when below MDA) is lost during
the circling maneuver, a missed approach must be initiated. The initial turn should be
made, or continued, toward the runway until established on the published missed
approach course, or as directed by approach control.
CAUTION
PILOTS MUST EXERCISE SOUND JUDGEMENT IN
DETERMINING THE CIRCLING APPROACH
CATEGORY BEFORE ATTEMPTING THE
APPROACH. ALTHOUGH THE GIV IS CERTIFIED AS
CATEGORY C, THE CAPTAIN SHOULD OPERATE
THEAIRPLANEAS CATEGORY D IF MANEUVERING
SPEED EXCEEDS 140 KNOTS. FACTORS AFFECTING
THIS DETERMINATION MAY INCLUDE GROSS
WEIGHT FOR LANDING, LANDING CONFIGURATION,
THE CAPTAIN’S DESIRE TOMAINTAIN EXTRA
SPEED DURING THE CIRCLING MANEUVER DUE
TO TURBULENCE, OR LARGER TURN RADIUS AT
HIGH ALTITUDE AIRPORTS DUE TO INCREASED
TRUE AIRSPEED.
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Circling Approach
Figure 9
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