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777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.24 FCT 777/787 Preliminary (TM)
Ground Contact Angles - Normal Landing
777-200
Conditions
• Pitch about main gear centerline • Stabilizer full nose up
• Slats fully extended • Elevator full down
• Aileron full down • Struts compressed
• Roll about outer tire centerline • Flaps 30
0 2 4 6 8 10 12 14 16 18
Roll Angle (Degrees)
Pitch Angle (Degrees)
12
10
8
6
4
2
0
-2
-4
Wing Tip
Extended
Slat Fully
Aft Body
Nose Gear GE 90 series
TRENT 800 series
Elevator
PW 4000 series
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 6.25
777-200LR
0 2 4 6 8 10 12 14 16
Roll Angle (Degrees)
Pitch Angle (Degrees)
12
10
8
6
4
2
0
-2
-4
14
Aft Body
Wing Tip
Nose Gear
(Static Position)
GE90-110B1L/115B
Nacelle
Elevator
Extended
Slat Fully
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.26 FCT 777/787 Preliminary (TM)
777-300
0 2 4 6 8 10 12 14 16 18
Elevator
Wing Tip
Extended
Slat Fully
Aft Body
Nose Gear
Roll Angle (Degrees)
Pitch Angle (Degrees)
12
10
8
6
4
2
0
-2
-4
PW 4098
PW 4090
TRENT 800 series
Tailskid Extended
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 6.27
777-300ER
0 2 4 6 8 10 12 14 16
Roll Angle (Degrees)
12
10
8
6
4
2
0
-2
-4
Aft Body
Nose Gear
GE90-115B
Nacelle
Extended
Slat Fully
Wing Tip
Elevator
Pitch Angle (Degrees)
Tailskid Extended
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.28 FCT 777/787 Preliminary (TM)
787-8
TBD
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 6.29
Landing Roll
Avoid touching down with thrust above idle since this may establish an airplane
nose up pitch tendency and increases landing roll.
After main gear touchdown, initiate the landing roll procedure. If the speedbrakes
do not extend automatically move the speedbrake lever to the UP position without
delay. Fly the nose wheels smoothly onto the runway without delay. Control
column movement forward of neutral should not be required. Do not attempt to
hold the nose wheels off the runway. Holding the nose up after touchdown for
aerodynamic braking is not an effective braking technique and may result in high
nose gear sink rates upon brake application.
To avoid possible airplane structural damage, do not make large nose down
control column movements before the nose wheels are lowered to the runway.
To avoid the risk of tailstrike, do not allow the pitch attitude to increase after
touchdown. However, applying excessive nose down elevator during landing can
result in substantial forward fuselage damage. Do not use full down elevator. Use
an appropriate autobrake setting or manually apply wheel brakes smoothly with
steadily increasing pedal pressure as required for runway condition and runway
length available. Maintain deceleration rate with constant or increasing brake
pressure as required until stopped or desired taxi speed is reached.
Speedbrakes
The speedbrake system consists of individual flight and ground spoiler panels
which the pilot can extend and retract by moving the SPEEDBRAKE lever. When
the SPEEDBRAKE lever is actuated, all the spoilers extend when the airplane is
on the ground and only the flight spoilers extend when the airplane is in the air.
The speedbrakes can be fully raised after touchdown while the nose wheels are
lowered to the runway, with no adverse pitch effects. The speedbrakes spoil the
lift from the wings, which places the airplane weight on the main landing gear,
providing excellent brake effectiveness.
Unless speedbrakes are raised after touchdown, braking effectiveness may be
　
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