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Use the longest available runway, and consider wind and slope effects. Where possible avoid landing in tailwinds, on runways with negative slope, or on runways with less than normal braking conditions. Do not carry excess airspeed on final. This is especially important when landing during an engine inoperative or other non-normal condition. At weights above the maximum landing weight, the final approach maximum wind correction may be limited by the flap placards and load relief system.
Fly a normal profile. Ensure that a higher than normal rate of descent does not develop. Do not hold the airplane off waiting for a smooth landing. Fly the airplane onto the runway at the normal touchdown point. If a long landing is likely to occur, go-around. After touchdown, immediately apply maximum reverse thrust using all of the available runway for stopping to minimize brake temperatures. Do not attempt to make an early runway turnoff.

Autobrake stopping distance guidance is contained in the Performance Inflight section of the QRH. If adequate stopping distance is available based upon approach speed, runway conditions, and runway length, the recommended autobrake setting should be used.

Overweight Autolands Policy
Boeing does not recommend overweight autolands. Autopilots on Boeing airplanes are not certified for automatic landings above maximum landing weight. At higher than normal speeds and weights, the performance of these systems may not be satisfactory and has not been thoroughly tested. An automatic approach may be attempted, however the pilot should disengage the autopilot prior to flare height and accomplish a manual landing.
In an emergency, should the pilot determine that an overweight autoland is the safest course of action, the approach and landing should be closely monitored by the pilot and the following factors considered:
. 
touchdown may be beyond the normal touchdown zone; allow for
additional landing distance.

. 
touchdown at higher than normal sink rates may result in exceeding
structural limits.

. 
plan for a go-around or manual landing if autoland performance is
unsatisfactory; automatic go-arounds can be initiated until just prior to
touchdown, and can be continued even if the airplane touches down after
initiation of the go-around.

 

Copyright . The Boeing Company. See title page for details.
October 31, 2003 FCT 757 (TM) 6.35

 

Intentionally Blank
Copyright . The Boeing Company. See title page for details.
FCT 757 (TM) October 31, 2003

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1
Acceleration to and Deceleration from VMO  . . . . . . . . . . . . . . . . . 7.1
Engine Out Familiarization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2
Rudder and Lateral Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2Thrust and Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3
High Altitude Maneuvering, “G” Buffet . . . . . . . . . . . . . . . . . . . . . 7.4

Rapid Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5
Autopilot Entry and Level Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6Manual Entry and Level Off  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7After Level Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7

Stall Recovery  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8
Approach to Stall Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8Stick Shaker and Stall Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11 Recovery from a Fully Developed Stall . . . . . . . . . . . . . . . . . . . . . . 7.16

Steep Turns  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.17
Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.17 During Turn  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.17 Attitude Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.17 Vertical Speed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.17 Altimeter  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.17 Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.18 Rollout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.18

Terrain Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.18
　
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