Visual Approach Slope Indicator (VASI/T - VASI) . . . . . . . . . . . . . 6.2
Three Bar VASI/T - VASI  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3VASI Landing Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4

Precision Approach Path Indicator (PAPI)  . . . . . . . . . . . . . . . . . . . 6.6
PAPI Landing Geometry  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6

Landing Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6
Visual Aim Point  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6Landing Runway Markings (Typical)  . . . . . . . . . . . . . . . . . . . . . . . . 6.8Threshold Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.9

Flare and Touchdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.9
Landing Flare Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.9Bounced Landing Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.10 Normal Touchdown Attitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.11 Body Clearance at Touchdown  . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.14 Pitch and Roll Limit Conditions  . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.16

After Touchdown and Landing Roll . . . . . . . . . . . . . . . . . . . . . . . . 6.19
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.19 Directional Control and Braking after Touchdown . . . . . . . . . . . . . 6.20 Factors Affecting Landing Distance  . . . . . . . . . . . . . . . . . . . . . . . . 6.20

Wheel Brakes  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.24 Reverse Thrust Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.27

Crosswind Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.31
Landing Crosswind Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.31 Crosswind Landing Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.32

Rejected Landing  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.33
Overweight Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.34
Overweight Autolands Policy  . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.35

Preface
This chapter outlines recommended operating practices and techniques for landing, rejected landings and landing roll. Techniques are provided to help the pilot effectively utilize approach lighting, control the airplane during crosswind landings and maintain directional control after landing. Additionally, information on factors affecting landing distance and landing geometry is provided.

Landing Configurations and Speeds
For normal landings use flaps 30. This provides additional aft body clearance from the runway compared to a flaps 25 landing.

Maneuver Margin
Flight profiles should be flown at, or slightly above, the recommended maneuvering speed for the existing flap configuration. These speeds approximate maximum fuel economy and allow full maneuvering capability (25° bank with a 15° overshoot).
Full maneuver margin exists for all normal and non-normal landing procedures whenever speed is at or above the maneuver speed for the current flap setting. Full maneuver margin exists with flaps 20 at VREF 30 + 5 during a go-around at go-around thrust.
Airspeeds recommended for non-normal flight profiles are intended to restore
near normal maneuvering margins and/or aerodynamic control response. The configuration changes are based on maintaining full maneuvering and/or maximum performance unless specified differently in individual procedures. It is necessary to apply wind correction to the VREF speeds. See the Command Speed section in chapter 1 for an explanation of wind corrections.

Non-Normal Landing Configurations and Speeds
The Non-Normal Configuration Landing Distance table in the Performance Inflight chapter of the QRH shows speeds and landing distances for various non-normal landing configurations and runway conditions. The target speed for the approach is the appropriate approach VREF plus the wind and gust additives.

Non-Normal Landing Distance
Because of higher approach speeds associated with the non-normal landing condition the actual landing distance is increased. The flight crew should review the non-normal landing distance information in the QRH.

Visual Approach Slope Indicator (VASI/T - VASI)
The VASI is a system of lights arranged to provide visual descent guidance information during the approach. All VASI systems are visual projections of the approach path normally aligned to intersect the runway at a point 1,000 or 1,800 feet beyond the threshold. Flying the VASI glide slope to touchdown is the same as selecting a visual aim point on the runway adjacent to the VASI installation.
　
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