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when approximately 2 NM before the FAF. The airplane will descend on final
approach in VNAV PTH.
If descending in VNAV PTH before final approach and the situation permits a
continuous descent through final approach, remain in VNAV PTH while
configuring the airplane for approach and landing. The airplane slows
automatically to the FAF speed constraint. Reset the MCP to DA(H)/MDA(H)
approximately 2 NM before the FAF (waypoint just before the final approach
segment) to prevent level off, and select speed intervention.
October 31, 2006
777/787 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.42 FCT 777/787 Preliminary (TM)
If descending in VNAV SPD, the AFDS changes to VNAV PTH automatically
when approaching the FAF if the airplane is on or below the path. When the flaps
are extended to position 1 or greater and the airplane is below the path, VNAV
PTH engages and the airplane levels off and remains level until intercepting the
approach path. If above the path, the airplane continues to descend and capture the
approach path from above. If immediate descent to FAF altitude constraint is
required and the airplane has leveled off in VNAV PTH, select FLCH, descend to
the FAF altitude, set DA(H)/MDA(H) in the MCP, then re-select VNAV and speed
intervention. Reset the MCP to the DA(H)/MDA(H) approximately 2 NM before
the FAF. If VNAV ALT has engaged beyond the FAF, set DA(H)/MDA(H) in the
MCP and select altitude intervention without delay to enable continued descent on
the final approach path. Execute a missed approach if the deviation above path
becomes excessive enough to prevent achieving a stabilized approach.
Prior to final approach, the MCP altitude should be set at the appropriate altitude
constraint (normally that for the next waypoint) to assure compliance with
approach minimum altitudes while descending on the approach. To avoid leveling
off, reset the MCP to the following waypoint altitude constraint as soon as the next
waypoint altitude constraint is assured. However, if compliance with an altitude
constraint is in question, consider leveling off or reducing the rate of descent to
ensure a safe path.
Final Approach using VNAV
Approaching intercept heading, select flaps 5 and ensure LNAV or other
appropriate roll mode is armed or engaged. Approaching the FAF (approximately
2 NM), select gear down and flaps 20 and adjust speed. Set the DA(H) or MDA(H)
in the MCP altitude window, select VNAV, and ensure VNAV PTH and
appropriate roll mode is annunciated. Use VNAV speed intervention to control
speed.
Note: For approach procedures where the vertical angle (“GP” angle shown on
the LEGS page) begins earlier in the approach (prior to the FAF), the MCP
may be set to the DA(H) or MDA(H) once established on the vertical
angle.
When initiating descent on the final approach path, select landing flaps, slow to
final approach speed and do the Landing checklist. If the charted FAF is too close
to the runway to permit a stabilized approach, consider establishing final approach
pitch mode and configuring for approach and landing earlier than specified in the
FCOM procedure.
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) 5.43
With the MCP altitude set to DA(H) or MDA(H) and the airplane stabilized on the
final approach path, the map altitude range arc assists in determining the visual
descent point (VDP). As soon as the airplane is at least 300 feet below the missed
approach altitude and stabilized on final approach in VNAV PTH, set the MCP
altitude to the missed approach altitude. VNAV path deviation indications on the
map display assist in monitoring the vertical profile. The autopilot tracks the path
in VNAV PTH resulting in arrival at, or near, the visual descent point by the
DA(H) or MDA(H).
Minimum Descent Altitude (MDA(H))/Decision Altitude (DA(H))
When specifically authorized by the instrument procedure and regulatory
authority, approaches may be flown to the following minima:
• a published VNAV DA(H)
• a published MDA(H) used as a decision altitude.
When either of the above minima are not specifically authorized, use the MDA(H)
specified for the instrument procedure.
The following diagram illustrates an approach procedure containing DA(H) and
MDA(H) minimums for approaches using LNAV/VNAV or LNAV only.
Note: Some non-ILS approaches specify a VNAV DA(H). Regulations may
require use of the autopilot in the VNAV PTH mode to permit use of the
　
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