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criteria described in the Instrument Approach using VNAV section in this chapter.
Other Non-ILS Approaches
The MAP for all other non-ILS approaches is depicted on the approach chart. If
the procedure has a final approach fix, the MAP may be short of the runway
threshold, at the runway threshold, or located over a radio facility on the field. For
on airport facilities (VOR or NDB) which do not have a final approach fix, the
facility itself is the MAP and in most cases is beyond the runway threshold. Do
not assume the airplane will always be in a position to make a normal landing
when reaching the MDA(H) before reaching the MAP. When the MAP is at or
beyond the runway threshold, the airplane must reach MDA(H) before arrival at
the MAP if a normal final approach is to be made.
Precision Approach Radar (PAR)
The MAP for a PAR is the geographic point where the glide path intersects the
DA(H). Arrival at the MAP is determined by the pilot using the altimeter or as
observed by the radar controller, whichever occurs first.
Airport Surveillance Radar (ASR)
The radar controller is required to discontinue approach guidance when the
airplane is at the MAP or one mile from the runway, whichever is greater. Perform
the missed approach when instructed by the controller.
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) 5.9
ILS Approach
777-200 - 777-300ER
Fix
(LOM, MKR, DME)
• Verify crossing altitude
Intercept heading
• ILS tuned and
identified
• LOC and G/S pointers
shown
• Arm APP
Localizer capture
• Final approach
course heading
Glide slope intercept
• Landing flaps (2 engine,
optional 1 engine)
• Set missed approach altitude
• Do the Landing checklist
Glide slope alive
• Gear down
• Flaps 20
(optional landing flaps 1 engine)
• Arm speedbrake
Approaching intercept heading
• Flaps 5
• Flaps 5
On RADAR vectors
• HDG SEL
• Pitch mode (as needed)
Enroute to fix
• LNAV or other roll mode
• VNAV or other pitch mode
• Flaps 1
500 feet
• Verify autoland status
October 31, 2006
777/787 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.10 FCT 777/787 Preliminary (TM)
787-8
TBD
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) 5.11
ILS Approach - General
The ILS approach illustrated assumes all preparations for the approach such as
review of approach procedure and setting of minima and radios are complete. It
focuses on crew actions and avionic systems information. It also includes unique
considerations during low weather minima operations. The pattern may be
modified to suit local traffic and air traffic requirements.
Decision Altitude/Height - DA(H)
A Decision Altitude/Height is a specified altitude or height in a precision approach
where a missed approach must be initiated if the required visual reference to
continue the approach has not been established. The “Altitude” value is typically
measured by a barometric altimeter and is the determining factor for minima for
Category I approaches, (e.g., ILS, GLS, or RNAV with VNAV). The “Height”
value specified in parenthesis, typically a RA height above the touchdown zone
(HAT), is advisory. The RA may not reflect actual height above terrain.
For most Category II and Category III fail passive approaches, the Decision
Height is the controlling minima and the altitude value specified is advisory. A
Decision Height is usually based on a specified radio altitude above the terrain on
the final approach or touchdown zone.
Alert Height - AH
Alert heights are normally used for fail operational Category III operations. Alert
height is a height above the runway, above which a Category III approach must be
discontinued and a missed approach initiated if a specified failure occurs. For a
discussion on specified failures, see the AFDS Faults section, this chapter. Radio
altimeters are set in accordance with the airline's policy or at alert height to assist
in monitoring autoland status. Most regulatory agencies do not require visual
references below alert height.
Fail Operational
Fail operational refers to an AFDS capable of completing an ILS approach,
　
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