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landings, set combiner brightness high enough to ensure that the symbology is
visible over bright touchdown zone lights.
Descent Planning
Flight deck workload typically increases as the airplane descends into the terminal
area. Distractions must be minimized and administrative and nonessential duties
completed before descent or postponed until after landing. Perform essential
duties early in the descent so more time is available during the critical approach
and landing phases.
October 31, 2006
777/787 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 4.21
Operational factors and/or terminal area requirements may not allow following
the optimum descent schedule. Terminal area requirements can be incorporated
into basic flight planning but ATC, weather, icing and other traffic may require
adjustments to the planned descent schedule.
Proper descent planning is necessary to arrive at the desired altitude at the proper
speed and configuration. The distance required for the descent is approximately 3
NM/1000 feet altitude loss for no wind conditions using ECON speed. Rate of
descent is dependent upon thrust, drag, airspeed schedule and gross weight.
Descent Rates
Descent Rate tables provide typical rates of descent below 20,000 feet with idle
thrust and speedbrakes extended or retracted.
777-200 - 777-300ER
787-8
Normally, descend with idle thrust and in clean configuration (no speedbrakes).
Maintain cruise altitude until the proper distance or time out for the planned
descent and then hold the selected airspeed schedule during descent. Deviations
from this schedule may result in arriving too high at destination and require
circling to descend, or arriving too low and far out requiring extra time and fuel to
reach destination.
The speedbrake may be used to correct the descent profile if arriving too high or
too fast. The Descent Procedure is normally initiated before the airplane descends
below the cruise altitude for arrival at destination, and should be completed by
10,000 feet MSL. The Approach Procedure is normally started at transition level.
Target Speed
Rate of Descent (Typical)
Clean With Speedbrake
0.84M / 310 knots 2200 fpm 5300 fpm
250 knots 1400 fpm 3300 fpm
VREF 30 + 80 1000 fpm 2300 fpm
Target Speed
Rate of Descent (Typical)
Clean With Speedbrake
0.84M / 310 knots TBD TBD
250 knots TBD TBD
VREF 30 + TBD TBD TBD
October 31, 2006
777/787 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
4.22 FCT 777/787 Preliminary (TM)
Plan the descent to arrive at traffic pattern altitude at flaps up maneuvering speed
approximately 12 miles from the runway when proceeding straight-in or about 8
miles out when making an abeam approach. A good crosscheck is to be at 10,000
feet AGL, 30 miles from the airport, at 250 knots.
777-200 - 777-300ER
Losing airspeed can be difficult and may require a level flight segment. For
planning purposes, it requires approximately 60 seconds and 6 NM to decelerate
from 310 to 250 knots in level flight without speedbrakes. It requires an additional
50 seconds and 4 NM to decelerate to flaps up maneuvering speed at average gross
weights. Using speedbrakes to aid in deceleration reduces these times and
distances by approximately 50%.
787-8
Losing airspeed can be difficult and may require a level flight segment. For
planning purposes, it requires approximately TBD seconds and TBD NM to
decelerate from TBD to 250 knots in level flight without speedbrakes. It requires
an additional TBD seconds and TBD NM to decelerate to flaps up maneuvering
speed at average gross weights. Using speedbrakes to aid in deceleration reduces
these times and distances by approximately TBD%.
Maintaining the desired descent profile and using the map mode to maintain
awareness of position ensures a more efficient operation. Maintain awareness of
the destination weather and traffic conditions, and consider the requirements of a
potential diversion. Review the airport approach charts and discuss the plan for the
approach, landing, and taxi routing to parking. Complete the approach briefing as
soon as practical, preferably before arriving at top of descent. This allows full
attention to be given to airplane control.
Speedbrakes
The PF should keep a hand on the speedbrake lever when the speedbrakes are used
in-flight. This helps prevent leaving the speedbrake extended when no longer
required.
　
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