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procedure turn, or holding pattern in lieu of procedure turn, complies with airspace
limits. The published procedure turn altitudes are normally minimum altitudes.
The procedure turn size is determined by the ground speed at the IAF.
Adjust time outbound for airspeed, wind effects, and location of the procedure
turn fix. If the procedure turn fix is crossed at an excessively high ground speed,
the procedure turn protected airspace may be exceeded. The procedure turn should
be monitored using the map to assure the airplane remains within protected
airspace.
Stabilized Approach Recommendations
Maintaining a stable speed, descent rate, and vertical/lateral flight path in landing
configuration is commonly referred to as the stabilized approach concept.
Any significant deviation from planned flight path, airspeed, or descent rate
should be announced. The decision to execute a go-around is no indication of poor
performance.
Note: Do not attempt to land from an unstable approach.
October 31, 2006
777/787 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 5.5
Recommended Elements of a Stabilized Approach
The following recommendations are consistent with criteria developed by the
Flight Safety Foundation.
All approaches should be stabilized by 1,000 feet above airport elevation in
instrument meteorological conditions (IMC) and by 500 feet above airport
elevation in visual meteorological conditions (VMC). An approach is considered
stabilized when all of the following criteria are met:
• the airplane is on the correct flight path
• only small changes in heading/pitch are required to maintain the correct
flight path
• the airplane speed is not more than VREF + 20 knots indicated airspeed
and not less than VREF
• the airplane is in the correct landing configuration
• sink rate is no greater than 1,000 fpm; if an approach requires a sink rate
greater than 1,000 fpm, a special briefing should be conducted
• power setting is appropriate for the airplane configuration
• all briefings and checklists have been conducted.
Specific types of approaches are stabilized if they also fulfill the following:
• ILS approaches should be flown within one dot of the glide slope and
localizer, or within the expanded localizer scale
• during a circling approach, wings should be level on final when the
airplane reaches 300 feet above airport elevation.
Unique approach procedures or abnormal conditions requiring a deviation from
the above elements of a stabilized approach require a special briefing.
Note: An approach that becomes unstabilized below 1,000 feet above airport
elevation in IMC or below 500 feet above airport elevation in VMC
requires an immediate go-around.
These conditions should be maintained throughout the rest of the approach for it
to be considered a stabilized approach. If the above criteria cannot be established
and maintained at and below 500 feet AFE, initiate a go-around.
At 100 feet HAT for all visual approaches, the airplane should be positioned so the
flight deck is within, and tracking to remain within, the lateral confines of the
runway edges extended.
As the airplane crosses the runway threshold it should be:
• stabilized on target airspeed to within + 10 knots until arresting descent
rate at flare
• on a stabilized flight path using normal maneuvering
• positioned to make a normal landing in the touchdown zone (the first
3,000 feet or first third of the runway, whichever is less).
October 31, 2006
777/787 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.6 FCT 777/787 Preliminary (TM)
Initiate a go-around if the above criteria cannot be maintained.
Maneuvering (including runway changes and circling)
When maneuvering below 500 feet, be cautious of the following:
• descent rate change to acquire glide path
• lateral displacement from the runway centerline
• tailwind/crosswind components
• runway length available.
Mandatory Missed Approach
On all instrument approaches, where suitable visual reference has not been
established and maintained, execute an immediate missed approach when:
• a navigation radio or flight instrument failure occurs which affects the
ability to safely complete the approach
• the navigation instruments show significant disagreement
• on ILS final approach and either the localizer or the glide slope indicator
shows full deflection
　
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