Speed Restrictions
Speed restrictions below specific altitudes/flight levels and in the vicinity of airports are common. At high gross weights, minimum maneuvering speed may exceed these limits. Consider extending the flaps to attain a lower maneuvering speed or obtain clearance for a higher airspeed from ATC.
Other speeds may be assigned by ATC. Pilots complying with speed adjustments are expected to maintain the speed within plus or minus 10 knots.
Engine Icing During Descent
The use of anti-ice and the increased thrust required increases the descent distance. Therefore, proper descent planning is necessary to arrive at the initial approach fix at the correct altitude, speed, and configuration. The anticipated anti-ice use altitude should be entered on the DESCENT FORECASTS page to assist the FMC in computing a more accurate descent profile.
Engine icing may form when not expected and may occur when there is no evidence of icing on the windshield or other parts of the airplane. Once ice starts to form, accumulation can build very rapidly. Although one bank of clouds may not cause icing, another bank, which is similar, may induce icing.
Note: The engine anti-icing system should be turned on whenever icing
conditions exist or are anticipated. Failure to follow the recommended
anti-ice procedures can result in engine stall, overtemperature or engine
damage.
Holding
Start reducing to holding airspeed 3 minutes before arrival time at the holding fix so that the airplane crosses the fix, initially, at or below the maximum holding airspeed.
If the FMC holding speed is greater than the ICAO or FAA maximum holding speed, holding may be conducted at flaps 1, using flaps 1 speed. Flaps 1 uses approximately 10% more fuel than flaps up. Holding speeds in the FMC provide an optimum holding speed based upon fuel burn and speed capability; but in no case are lower than flaps up maneuvering speed. If the holding speed is not available from the FMC, flaps up maneuvering speed approximates minimum fuel burn speed and may be used at low altitudes.
Note: Above FL250, use VREF 30 + 100 knots to provide adequate buffet margin.
Procedure Holding
When a procedure holding pattern is selected from the navigation data base and the FMC shows PROC HOLD on the legs page, the following is true when the PROC HOLD is the active leg:
.
exiting the holding pattern is automatic; there is no need to select EXIT
HOLD
.
if the crew desires to remain in holding a new holding pattern must be
entered.
ICAO Holding Airspeeds (Maximum)
Altitude Speed
Through 14,000 feet 230 knots
Above 14,000 to 20,000 feet MSL 240 knots
Above 20,000 to 34,000 feet MSL 265 knots
Above 34,000 feet MSL .83 Mach
FAA Holding Airspeeds (Maximum)
Altitude Speed
Up to 6,000 feet MSL 200 knots
6,000 feet MSL through 230 knots
14,000 feet MSL (210 knots Washingt on D. C. & New York FIRs)
Above 14,000 feet MSL 265 knots /.83 Mach
Maintain clean configuration if holding in icing conditions or in turbulence.
If the holding pattern has not been programmed in the FMC, the initial outbound leg should be flown for 1 minute or 1 1/2 minutes as required by altitude. Timing for subsequent outbound legs should be adjusted as necessary to achieve proper inbound leg timing.
In extreme wind conditions or at high selected holding speeds, the defined holding pattern protected airspace may be exceeded. However, the holding pattern depicted on the map display will not exceed the limits. Advise ATC if an increase in airspeed is necessary due to turbulence, if unable to accomplish any part of the holding procedure, or if unable to comply with speeds listed in the tables above.
Intentionally Blank
Copyright . The Boeing Company. See title page for details.
FCT 757 (TM) October 31, 2003
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1
Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1Approach Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2Approach Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2Approach Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3Stabilized Approach Recommendations . . . . . . . . . . . . . . . . . . . . . . 5.3Mandatory Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5Landing Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5Radio Altimeter (RA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6
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