Distance to Touchdown    Height above Airport
  (Distance to CF + Distance CF to R/W)

60 NM ____________________________________18000 ft.
40 NM ____________________________________12,000 ft.
20 NM____________________________________  6,000 ft.

 If you are high, there is no need to panic and increase speed or take speed brakes at high altitude. The ATC controller may give you a longer vector, keep you at a higher Altitude for spacing, etc.  Therefore wait till 20,000 ft to assess the situation and using the formula above take necessary action depending on how high / low you are. Transferring of fuel forward from trim tank at Top of Descent leaves you with an additional possibility of early lowering of gear to facilitate descent especially when delayed descent clearance is given as when approaching Hong Kong from Guangzhou. The priority for losing altitude/reducing speed is by use of speed brake. The use of speed brakes should be resorted to below FL 200. Lowering of gear is resorted to as a last option. Note: The following configuration will give a ROD of 600 ft/NM. (i.e twice the normal rate).  Speed brake deployed, Slats/Flaps 20/20, Gear down, Throttle idle and speed 180 kts. The same ROD can also be achieved by Slats/Flaps 30/40, Gear down, Throttle idle and Vapp.

 The MSA is equally important during take off and climb as well and the take off briefing should cover this as well as the position of any high ground. This assumes even more significance in case of an engine failure.  The all engine acceleration is done whilst maintaining a climb where as the engine failure acceleration is done in a level segment. Therefore incase of engine failure the aircraft may not be able to maintain the height restrictions or minimum climb gradients given for that SID and in such cases acceleration must be delayed to commence at MSA / Altitude to which minimum climb gradient is mandatory as per SID. This should be covered in the take off briefing.

To summarize :

1. Whilst obeying ATC Instructions do not assume that the controller will always keep the aircraft adequately clear of high ground.
2. At all times be the aware of the Aircraft position, the terrain below you and the MSA.
3. Be extremely cautions with Controllers who don't seem very familiar with the English language or whose accent is difficult for you to understand. If in doubt ask again. Read back all clearances verbatim and in the same sequence as the controller.
4. Respect EGPWS warnings at all times.
5. Strengthen Crew Resource Management (CRM)
TRAINING NOTES

  450 BANK TURNS

- PF should note pitch attitude about 2.50 for straight and level flight at 250 kt. weight 120 T.
- Small increase in power and pitch is necessary. (St. & Lvl. Pwr requirement 65%)
- Roll out about 100 before target heading.
　
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