Delayed Flap Approach (Noise Abatement)
If the approach is not being conducted in adverse conditions that would make it difficult to achieve a stabilized approach, the final flap selection may be delayed to conserve fuel or to accommodate speed requests by air traffic.
Intercept the glide slope with gear down and flaps 20 at flaps 20 speed. The thrust required to descend on the glide slope may be near idle. Approaching 1,000 feet AFE, select landing flaps, allow the speed to bleed off to the final approach speed, then adjust thrust to maintain it. Complete the Landing checklist.
Note: For particularly noise sensitive areas, use the technique above but delay extending the landing gear until 1,500 feet AFE.
Decision Altitude/Height - DA(H)
The pilot not flying should expand the instrument scan to include outside visual cues when approaching DA(H). Do not continue the approach below DA(H) unless the airplane is in a position from which a normal approach to the runway of intended landing can be made and suitable visual reference can be maintained. Upon arrival at DA(H), or any time thereafter, any of the above requirements are not met, immediately execute the missed approach procedure. When visual contact with the runway is established, maintain the glide path to the flare. Do not descend below the glide path.
Raw Data - (No Flight Director)
ILS deviation is displayed on the attitude display. ILS deviation may also be displayed on the navigation display by selecting an ILS mode on the EFIS Control Panel. The localizer course deviation scale on the attitude display remains normal scale during the approach and does not change to expanded scale at approximately 5/8 dot, as happens with F/D and/or autopilot engaged and localizer captured. Continue to cross-check the map display against the attitude display raw data.
The magnetic course/bearing information from the VOR/ADF pointers on the navigation display may be used to supplement the attitude display localizer deviation indication during initial course interception. Begin the turn to the inbound localizer heading at the first movement of the localizer pointer.
After course intercept, the track line and read-out on the navigation display may be used to assist in applying proper drift correction and maintaining desired course. Bank as necessary to keep the localizer pointer centered and the track line over the course line. This method automatically corrects for wind drift with very little reference to actual heading required.
Large bank angles are rarely required while tracking inbound on the localizer. Use 5° to 10° of bank angle.
When the glide slope pointer begins to move (glide slope alive), lower the landing gear, extend flaps 20, and decelerate to flaps 20 speed. Intercepting the glide slope, extend landing flaps and establish the final approach speed. When established on the glide slope, preset the missed approach altitude in the altitude window. On final approach, maintain VREF + 5 knots or an appropriate correction for headwind component. Check altitude and time crossing the FAF. To stabilize on the final approach speed as early as possible, it is necessary to exercise precise speed control during the glide slope intercept phase of the approach. The rate of descent varies with the glide slope angle and groundspeed. Expeditious and smooth corrections should be made based on the ILS course and glide slope indications. Apply corrections at approximately the same rate and amount as the flight path deviations. 中國航空網(wǎng) www.k6050.com 航空翻譯 www.aviation.cn 本文鏈接地址：757 Flight Crew Training Manual 機(jī)組訓(xùn)練手冊(50)
