Cruise - Descent - Approach - Land Flashcards
Standardized Descent Speed
At domestic stations and most international stations, descend using the following
• Cruise mach to the 290 knots crossover altitude.
• 290 knots to 10,000 feet.
• 250 knots below 10,000 feet.
Holding Flaps
Hold in clean configuration if possible. Using flaps 1 during holding uses approximately 5% more fuel than flaps up.
Standard Landing assessment when
If the Usable Landing Length is 8000 feet or longer and field elevation is 3000 feet or below, provided
• Expected braking action is GOOD or better
• Landing weight is less than structural limit
• Flaps 25 or 30
• No tail wind
• No MEL/CDL items that affect landing performance.
Otherwise, check landing performance using non-standard assessment procedures.
Autoland capability may be used with flaps?
Engines?
flaps 20, 25, or 30, or with One Engine Inoperative.
To use non-ILS approach procedures when is AP and FD for pilot flying required
AP and FD for PF is required for vis less
than 1000/3 or RNP less than 0.3.
To use non-ILS approach procedures contained in this section, the approach must be selected from
the FMS nav database and the MAP mode must be available and selected.
To use non-ILS approach procedures What vertical mode may be used on approach?
Approaches can be flown using IAN,
VNAV, V/S, or FPA pitch modes. The use of FLCH is not recommended after the FAF on ANY approach.
When is Baro/DH set for minimums?
Baro - Non ILS DA/MDA/DDA, CAT-I DA
DH - SA CAT-I, CAT-II, CAT-III LAND2, CAT-III LAND3 Zero or DH if required
What are the 5 possible CATIII minimums?
RVR-AFDS-MINS-Alert?
600-Land2-50DH-None 600-Land3-NoDH-100Alert 600-Land3-DH-None 300-Land3-NoDH-100Alert 300-Land3-DH-None
Is Holding with flaps allowed?
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 maneuver speed. Flaps
1 uses approximately 5% more fuel than flaps up.
Non-ILS approaches are defined as:
- RNAV (RNP) AR
- RNAV (GPS/GNSS)
- LOC, LOC BC, LDA, SDF,
- VOR
- NDB
Under FAA criteria: the 787 is classified as a Category?
Category “D” airplane.
Raw data must be monitored on VOR approaches if
the navigation database is out of date.
Both pilots will use the HUD (if operative) during all approaches when the
visibility is less than 4000 RVR (1200m) or 3/4 mile
The autopilot and flight director for the pilot flying must be operable and used when the reported ceiling is ___ or the visibility is ___
1000 feet AGL or the visibility is less than 3 sm (1000/3)
Non-ILS - Continue approach and disengage autopilot (if engaged) no lower than
135 feet AGL and maintain stabilized approach to touchdown.
RNAV (GPS/GNSS) Approach Requirements
The minimum RNAV (GPS/GNSS) approach is
RNP 0.30.
RNP(s) below 0.30 will require anh.
ANP Prediction from Dispatc
The maximum airspeed on the final approach segment of an RNAV (RNP) approach is
180 knots.
Are engine inoperative approaches are authorized (IAN)?
Note: Dual engine or engine inoperative approaches are authorized (IAN).
IAN may not be used (3)
circling approaches, or a runway alignment
greater than 30° from the Final Approach Course (FAC), or approaches that include a course change over the FAF.
Direct to modifications are not permitted when:
- the fix is the beginning of an RF leg
* the fix is the Final Approach Fix (FAF) for the procedure
For localizer based approaches with the glide slope out or unreliable, select
the G/S prompt OFF on the APPROACH REF page to ensure the FMC generated glide path is flown.
Use of IAN for RNAV RNP Approaches
IAN may be used for the final approach segment of RNAV RNP approaches with a single course from the IF to the MAP. LNAV/VNAV must be used for RNAV(RNP) approaches with RF legs between the glide path intercept waypoint and the MAP.
MDA may be used as a DA (no add) if in VNAV PTH or G/P and the approach has a coded GP in any of the following three situations (3):
- Ball note reads: “Only authorized operators may use VNAV DA in lieu of MDA”, or
- Runway has a published ILS approach (applies when conducting an ILS with the glideslope inoperative or a LOC approach), or
- Runway has a VASI or PAPI.
In all other cases, set a Derived Decision Altitude (DDA), equal to the published MDA + 50 feet.
The Captain will fly the approach and landing (less than 1800RVR).
An autoland is required for all
SA CAT I, SA CAT II, CAT II and CAT III approaches.
When flying Special Authorization (SA) Category I approaches
(DH as low as 150feet and landing minima as low as RVR1400 to approved runways without a TDZ, RCL and/or ALSF-2 lights), an autoland is required.
SA CAT I - With RVR as low
SA CAT II - with RVR as low
CAT II - With RVR as low
CAT III - With RVR as low
SA CAT I - With RVR as low as 1400 (475m) - LAND 2 (fail passive) or LAND 3 (fail operational), requires a DH SA CAT II - with RVR as low as 1200 (500 m) - LAND 2 (fail passive) or LAND 3 (fail operational), requires a DH
CAT II - With RVR as low as 1000 (300 m) - LAND 2 (fail passive) or LAND 3 (fail operational), requires a DH as CAT III - With RVR as low as 600 (175 m)
• LAND 2 (fail passive), requires a 50’ DH
• LAND 3 (fail operational), requires an AH of 100’ RA unless a DH is published.
CAT III - With RVR as low as 300 (75 m) - LAND 3 (fail operational), requires an AH of 100’ RA unless a DH is published.
Personal Electronic Devices - Prior to anticipated CAT II / III approaches,
the Captain will make a PA in conjunction with the Sterile Cockpit chime.
Autoland Call out(s) the AFDS status annunciation:
“LAND 2 ” or “LAND 3 ” on the PFD or HUD when displayed (1500 ft AFL but no later than 500 ft).
Call out – “300” RA (FO).
start movement of the reverse thrust levers to
reach the reverse idle detent before taxi speed.
By 60 KIAS, start movement of the reverse thrust levers to reach the reverse idle detent before taxi speed. After the engines are at reverse idle, move the reverse thrust levers to full down.
EFB/APP (QRH) Landing Performance Assessment required for
Runways less than 8,000ft, elevation above 3000ft, MEL or CDL, adverse weather with braking action less than Good, landing weight above structural limit,
flaps less than 25, or a tail wind.
Use wet runway landing performance data when visibility is less than
4000 RVR
or 3/4 mile.
Avoid using the landing gear for increased drag above
200 knots. This minimizes passenger discomfort and increases gear door life.
Crosswind Component - If more than one condition applies, observe the most restrictive.
Runway Max Demonstrated
Braking Action Fair
Braking Action Poor
Runway Max Demonstrated - 33 kts 35 kts
Braking Action Fair - 15 kts
Braking Action Poor - 10 kts
Crosswind Component Visibility
Less than 4000 RVR (1200m) or 3/4 mile -
15 kts
Sideslip only (zero crab) landings are not recommended with crosswind
components in excess of 25 knots.
The use of the autopilot is recommended with less than
4000 RVR (1200m) or 3/4 mile visibility.
The autopilot and the Pilot-Flying flight director are required for all non-ILS approaches when the weather is less than ____and RNAV (RNP) when
1000/3 and all RNAV (RNP) approaches below RNP 0.3* (when approved).
Autobrakes are recommended when landing _____ and must be used
with gusty winds or crosswinds. MUST BE
USED (3 or 4) if operable for all AUTOLANDS.
If a manual landing is planned with the autothrottle connected in gusty or high wind conditions, consider positioning the command speed to
VREF +10 knots. This helps protect against a sudden loss of airspeed during the flare.
A stabilized approach must be established before descending below the following minimum stabilized approach heights:
• IMC – 1000 feet AFL
• VMC – 500 feet AFL.
To limit configuration changes at low altitude, the airplane must be in landing configuration by 1000 feet AFL (gear down and landing flaps, as technique plan to have configured at 1500ft).
A stabilized approach with normal bracketing - the airplane must be:
• At Approach Speed (Target) – Minimum: Target - 5 knots – Maximum: Target + 10 knots. • On the proper flight path at the proper sink rate. • At stabilized thrust (spooled up).
Deviation Callouts:
AIRSPEED
SINK RATE
Callout – “AIRSPEED” with landing flaps, anytime airspeed is: • Less than Target - 5 knots • More than Target + 10 knots Callout – “SINK RATE ” • When below: If descent rate exceeds: 2000 ft 2000 fpm 1000 ft 1000 fpm • Inside FAF: 1000 fpm
Deviation Callouts:
ON FINAL
- “Glide Slope” – when greater than 1/2 dot
- “Localizer” – when greater than 1/3 dot
- “Path” – any VNAV path deviation
- “Track” – any lateral track deviation.
- “VOR” – when greater than 2°
Touchdown Zone / Touchdown Point
The desired Touchdown Point is within the first 1000 to 2000 feet beyond the landing threshold. Aircraft must touch down in the first third of the usable landing surface, but in no case more than 3000 feet down the usable landing surface. If this is not accomplished, a go-around must be executed.
787-8 TOGA Thrust is limited to
787-9 TOGA Thrust is limited to
-8?
10 minutes of operation.
When both of the following exist, do an engine run-up to minimize ice build-up:
• OAT is 3°C or below
• visible moisture
Run-up to a minimum of 40% N1 for at least 5 seconds duration at intervals no greater than 60 minutes. If high engine vibration indications occur, a run-up to 50% N1 may be done.
If taxi-in occurs when both of the following exist and an engine run-up is not done,
make an entry of the taxi-in time without an engine run-up in the AML**:
a series of flight control self-tests are run.
After landing with flaps and speed brakes retracted and ground-speed less than 30 knots, The first series of
tests require hydraulic power to be on, and take approximately 90 seconds to complete.
Engine Cool down recommendations:
• Run the engines for at least 3 minutes*.
The APU or External Power must remain ON unless the
Electrical Power Down supplementary procedure is accomplished.
Do not LOAD or RELOAD uplinked wind data if the ETA to the next waypoint
within three minutes.
FUEL Balancing procedure during Taxi
There is no procedure for Balancing Fuel during TAXI
CAUTION: Do not use engine anti-ice when
OAT (on the ground) is above 10°C. Do not use engine or wing anti-ice when displayed TAT (in-flight)
is above 10°C.
During operations in icing conditions when the OAT is <3° C, the Captain or First Officer will
visually inspect the engine to determine if it needs to be manually deiced. If required, request engine deicing before start.
During the hydraulic panel preflight, if all electric pump selectors are found selected ON and the APU is running,
maintenance personnel may have performed a maintenance procedure for cold weather hydraulic
system warm-up.
If the fuel temperature is less than or equal to -28 degrees C, and if the electric hydraulic pump selectors are in the AUTO or OFF
position for more than 10 minutes prior to engine hydraulic pump operation,
notify maintenance personnel.
Engine anti-ice must be selected ON immediately after both engines are
started and remain on during all ground operations when
icing conditions
exist or are anticipated, except when the temperature is below -40°C
OAT.
Icing conditions exist when
OAT (on the ground) or TAT (in-flight) is 10°C
or below, and any of the following exist:
• visible moisture (clouds, fog with visibility of one statute mile (1600 m) or less, rain, snow, sleet, ice crystals, and so on) is present, or
• ice, snow, slush, or standing water is present on the ramps, taxiways, or runways.
CAUTION: Do not use engine anti-ice when OAT is above
10°C (of 15°C if manual).
Manual Anti-Ice Operation - Initial Climb
When TAT is 10°C or less, wing and engine anti-ice must be ON before entering icing conditions. DO NOT USE if TAT is above 15°C.
When TAT is 15°C or less, and greater than 10°C and visible moisture is present, engine and wing anti-ice must be ON. If performance permits, selecting
engine and wing anti-ice ON may be delayed to 1500 feet AGL during climb, but
no later than 2500 feet AGL.
Manual Anti-Ice Operation - In-Flight
When TAT is 15°C or less and visible moisture is present, engine and wing antiice
must be ON.
De-icing can take place with the engines
running at idle or shut down, as determined by local station procedures and de-icing crews
Note: The APU may be operated during de-icing.
