Flight crew alerts (messages, lights, or aurals) may occur at any time during the approach. If a master caution or warning (amber or red light illuminated with the associated aural) occurs below alert height, do not disengage the autopilot unless the autopilot system is not controlling the airplane adequately. Below alert height, multiple autopilots protect against any probable system failure and will safely land the airplane. The pilot should not intervene below AH unless it is evident that pilot action is required. If a fault affects the autothrottle or autobrakes, assume manual control of thrust and braking. Accomplish related procedures for system faults after rollout is complete and manual control of the airplane is resumed.
If the autopilot is unintentionally disengaged below alert height, the landing may be completed if suitable visual reference is established. Be alert for the mistrim condition that may exist on some airplanes. With multiple autopilots engaged, 3 units of up trim may be introduced to prevent a hard landing if a flare fault occurs.
If a go-around is initiated with the autopilot disengaged, press the GA switch. If the GA switch is not pressed, the flight directors remain in the approach mode.
Copyright . The Boeing Company. See title page for details.
October 31, 2003 FCT 757 (TM) 5.21 Pilot Response to Approach, Landing, and Go-Around Alerts
Alert Above 200 ft. AGL Below 200 ft. AGL During Rollout During Go-Around
Master Warning/Caution Lights with EICAS Messages (see note)
AUTOPILOT DISC (Warning) *Execute manual go-around **Execute manual go-around Execute manual rollout Execute manual go-around
AUTOPILOT (Caution) *Execute go-around **Execute go-around Disengage autopilot and execute a manual rollout Disengage autopilot and execute a manual go-around
AUTOTHROT DISC (Caution) *Continue with manual throttle control (if Cat IIIb-go-around) **Execute go-around N/A Continue with manual throttle control
SPEEDBRAKES EXT (Caution) Retract speedbrakes **Execute go-around N/A Retract speedbrakes
Autoland Status Annunciation
NO LAND 3 or LAND 2 *Continue approach (if Cat IIIb-go-around) N/A (message inhibited) N/A N/A
NO AUTOLAND *Execute go-around **Execute go-around N/A N/A
Flashing G/S or LOC Indicators (as installed)
ILS Deviation Alert *Execute go-around **Execute go-around N/A N/A
* If suitable visual reference is not established.
** If suitable visual reference is established, land.
Note: All other EICAS messages are dealt with according to QRH procedures. Non-Normal Operations (ILS or GLS)
This section describes pilot techniques associated with engine inoperative approaches. Techniques discussed minimize workload, improve crew coordination, and enhance flight safety. However, a thorough review of applicable Non-Normal Checklists associated with engine inoperative flight is a prerequisite to understanding this section.
One Engine Inoperative
AFDS management and associated procedures are similar to those used during the normal ILS approach. Flight director (manual) or autopilot may be used. Weather minima for an ILS with one engine inoperative are specified in the applicable AFM and/or the operators Operational Specification or equivalent.
During a multiple autopilot approach, the pilot must use rudder pedal pressure to control yaw, followed by rudder trim to maintain an in-trim condition until descending below 1,500-foot radio altitude with localizer and glide slope captured. A centered control wheel indicates proper trim. When LAND 2 or LAND 3 annunciates, rudder inputs are controlled by the autopilots.
Some airplanes allow single autopilot use with APP mode engagement. During a single autopilot or flight director (manual) approach, the pilot must use rudder pedal pressure to control yaw, followed by rudder trim to maintain an in-trim condition. A centered control wheel indicates proper trim. During a single autopilot approaches, the pilot must control yaw during the entire approach. When accomplishing a single autopilot approach, disengage the autopilot at minimums.
Directional control (yaw) is not affected by rudder trim with the autopilot in the LOC or ROLLOUT modes. It may be desirable to center the rudder trim for taxi.
Note: Use of the autothrottle for an approach with an engine inoperative is not recommended.
Minimize thrust lever movements to reduce both asymmetry and speed changes. Airplane configuration changes require little thrust change until capturing the glide slope.
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