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the crew has failed to reset the MCP altitude to a lower altitude. If this occurs, set
the MCP altitude to the next lower altitude constraint or the DA(H) or MDA(H),
as appropriate, and select altitude intervention. When VNAV altitude intervention
is selected, VNAV path deviation indications on the map display disappear
momentarily while the path is recalculated, but should reappear.
If altitude intervention is selected when on-approach logic is active, typically after
the airplane has sequenced the first approach waypoint, level flight is commanded
until reaching the VNAV path, then the airplane captures the VNAV path.
Note: When a PROC HOLD is active, VNAV altitude intervention functions
normally by causing the next waypoint altitude constraint to be deleted and
a descent to be initiated.
Non - ILS Approach - One Engine Inoperative
Maneuvering before and after the final approach fix with one engine inoperative
is the same as for an all engine non-ILS approach.
October 31, 2006
777/787 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.36 FCT 777/787 Preliminary (TM)
Procedure Turn and Initial Approach
Cross the procedure turn fix at flaps 5 and flaps 5 maneuvering airspeed. If a
complete arrival procedure has been selected via the CDU, the initial approach
phase may be completed using LNAV and VNAV path, or other appropriate
modes.
Vertical Path Construction
This section describes typical final approach vertical profile (path) construction
criteria as they relate to flying instrument approaches using VNAV. This
information may also be useful to pilots who wish to fly the vertical path using
V/S or FPA.
Where there is a glide path (GP) angle coded in the navigation database, the FMC
builds the descent path upward and back in the direction of the FAF by starting at
the location of the missed approach waypoint (MAP) and its associated altitude
constraint. The FMC calculates this path using the coded GP angle, also called the
vertical angle. The MAP is normally shown on the LEGS page as a RWxx or
MXxx waypoint. In some cases a named waypoint is used as the MAP. A GP angle
is coded in the navigation database for nearly all straight-in approach procedures.
This GP angle is normally defined by the state authority responsible for the
approach procedure and provides a continuous descent at a constant flight path
angle for a final approach path that complies with minimum altitudes at
intermediate step down fixes. The typical GP angle is approximately 3.00°, but
can vary from 2.75° to 3.77°.
The projection of the vertical path upward and back toward the FAF along this
coded GP angle stops at the next higher limiting altitude in the vertical profile.
This limiting altitude is the more restrictive of the following:
• the “At” altitude on the constrained waypoint preceding the MAP
• the crossing altitude on the next “at or above” constrained waypoint
preceding the MAP
• the speed transition or the speed restriction altitude, whichever is lower
• cruise altitude.
The following examples show typical VNAV final approach paths where there is
a GP angle in the navigation database. The first example shows an RWxx missed
approach waypoint. The second example below shows the VNAV final approach
path where there is a missed approach waypoint before the runway. Note that in
the second case the projected path crosses the runway threshold at approximately
50 feet. VNAV guidance is level flight, however, when the airplane passes the
missed approach point. Both examples are for “At” altitude constraints at the FAF.
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) 5.37
Note: The final approach course fix (FACF) is typically located on the final
approach course approximately 7 NM before the FAF. The FAF referred to
in the following procedures refers to the charted FAF and is intended to
mean the point at which the final approach descent is begun.
For the non-ILS approach procedures with an “At” constraint altitude at the FAF,
a short, level segment between the FAF and the final glide path (also called a
“fly-off”) may result. For the ILS procedure, the constraint altitude at the FAF is
computed to be the crossing altitude of the glide slope.
For procedures where both the FAF and FACF are coded with “at or above”
altitude constraints, the crew should consider revising the FACF altitude
　
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