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3.9.2.3 Action Criteria:
1. Establish, where appropriate, a rate of climb consistent with the airplane operating characteristics and safety.
2. Comply with ATC clearances.
3. Comply with the provisions of the DP, SID, and other departure instructions, as appropriate, and verify airplane position relative to first departure fix.
3.9.3 Area Arrival.
3.9.3.1 Condition(s). Select IMC weather and environmental conditions.
3.9.3.2 Awareness Criteria:
1. Exhibit knowledge of applicable OPD and STAR procedures.
2. Monitor the descent profile to ensure crossing altitudes, airspeed restrictions, and ATC clearances can be met.
3.9.3.3 Action Criteria:
1. Establish, where appropriate, a rate of descent consistent with the airplane operating characteristics and safety.
2. Comply with ATC clearances.
3. Comply with the provisions of the OPD, STAR, and other arrival instructions, as appropriate.
3.9.4 Holding.
3.9.4.1 Condition(s). Select appropriate IMC weather and environmental conditions.
3.9.4.2 Awareness Criteria:
1. Exhibit knowledge of applicable DP, en route low- and high-altitude charts, OPD, STAR, and IAPs.
2. Recognize arrival at the clearance limit or holding fix.
3. Apply knowledge of proper holding entry including direct, teardrop, and parallel.
4. Apply wind-drift correction techniques to maintain the desired radial, track, or bearing.
5. Apply knowledge of holding endurance, including fuel on board, fuel flow while holding, and fuel required to alternate.
6. Apply knowledge of the maximum holding airspeed. Notify ATC if unable to comply with the maximum airspeed restriction.
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3.9.4.3 Action Criteria:
1. Select holding airspeed appropriate for the airplane configuration and holding altitude.
2. Adjust airspeed to cross the holding fix at or below maximum holding airspeed.
3. Follow appropriate entry procedures for a standard, nonstandard, published, or nonpublished holding pattern.
4. Use the proper timing criteria required by the holding altitude and ATC, or comply with the navigation system holding procedure, as appropriate.
5. Comply with the holding pattern leg length when a DME distance is specified.
6. Follow appropriate exit procedures.
3.9.5 Manually Controlled Instrument Departure and Arrival.
3.9.5.1 Condition(s):
1. Select appropriate IMC weather and environmental conditions.
2. Experience dealing with the autoflight systems (e.g., autopilot and autothrottle/autothrust), and the related non-normal condition, balanced with the need to fly the airplane.
3. Correctly follow the climb or descent profile, the departure or arrival profile, or any other authorized departure or arrival procedure(s) without the aid of the autopilot and autothrottle/autothrust.
3.9.5.2 Awareness Criteria:
1. Comply with instrument procedures awareness criteria in paragraphs 3.9.2.2 and 3.9.3.2.
2. Expect significant workload challenges.
3. Maintain the crew focus on flying ahead of any other activity.
3.9.5.3 Action Criteria. Comply with instrument procedures action criteria in paragraphs 3.9.2.3 and 3.9.3.3.
3.9.6 Normal Instrument Landing System (ILS) Approach.
3.9.6.1 Condition(s). Select appropriate IMC weather and environmental conditions.
As required by §§ 119.5(g) and 121.415(h); OpSpec C052, Straight-in Non-Precision, APV, and Category I Precision Approach and Landing Minima – All Airports; and OpSpec C060, Category II and Category III Instrument Approach and Landing Operations, ILS approaches must be
3-30 completed to the lowest visibility (Runway Visual Range (RVR)) authorized by the air carrier’s OpSpecs for the respective category of approach.
3.9.6.2 Awareness Criteria:
1. Recognize changing weather conditions, including winds (and the potential for wind shifts or wind shear) and limitations to forward and lateral visibility.
2. Exhibit knowledge of ILS approach procedures.
3. Consider factors to be applied to the approach and landing, such as displaced thresholds, meteorological conditions, Notices to Airmen (NOTAM), and ATC instructions.
3.9.6.3 Action Criteria:
1. Engage (and disengage, if appropriate) the FD(s) at the appropriate points during the approach.
2. Apply the necessary adjustments to the published DA/DH and visibility criteria for the airplane approach category as required, such as NOTAMs, inoperative airplane and ground navigation equipment, and inoperative approach lighting.
3. Establish appropriate airplane configuration and airspeed considering turbulence, wind shear, microburst conditions, or other meteorological and operating conditions.
4. Prior to beginning the FAS, maintain the desired altitude ±100 feet, the desired airspeed within ±10 knots, and the desired heading within ±5°; and accurately track radials, courses, and bearings.
5. Cross the final approach fix (FAF), or the point at which the final approach begins, at the proper altitude, in the proper airplane configuration, and with the proper airspeed for the approach.
6. Establish a predetermined rate of descent at the point where the electronic glideslope (GS) begins, which approximates that required for the airplane to follow the GS.
7. Maintain a stabilized final approach, from the FAF to DA/DH, allowing no more than one-quarter scale deflection of either the GS or localizer indications, and maintain the desired airspeed as specified in the air carrier’s manual.
8. If required visual references for the runway are not unmistakably visible and identifiable at the DA/DH, immediately initiate and execute the missed approach.
9. Transition to a landing only when the airplane is in a position from which a descent to a landing on the runway can be made at a normal rate of descent using normal maneuvering.
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10. The PM calls deviations from altitude, speed, course, and rate of descent in accordance with the air carrier’s manual.
3.9.7 Manually Controlled ILS Approach with Simulated Engine Failure.
3.9.7.1 Condition(s):
1. Select appropriate IMC weather and environmental conditions.
2. Per part 121 appendices E and F, the simulated engine failure should occur before initiating the final approach course and must continue to touchdown or through the missed approach procedure.
3. Manually controlled approach may use raw data displays or may be FD-assisted.
3.9.7.2 Awareness Criteria:
1. Recognize changing weather conditions, including winds (and the potential for wind shifts or wind shear) and limitations to forward and lateral visibility.
2. Exhibit knowledge of ILS approach procedures.
3. Consider factors to be applied to the approach and landing, such as displaced thresholds, meteorological conditions, NOTAMs, and ATC instructions.
3.9.7.3 Action Criteria:
1. Engage (and disengage, if appropriate) the FD(s) at the appropriate points during the approach.
2. Apply the necessary adjustments to the published DA/DH and visibility criteria for the airplane approach category as required, such as NOTAMs, inoperative airplane and ground navigation equipment, and inoperative approach lighting.
3. If necessary, request an alternate missed approach procedure from ATC. If the air carrier’s manual includes a specific engine-out missed approach procedure, the pilot should request that procedure from ATC.
4. Establish appropriate airplane configuration and airspeed considering turbulence, wind shear, microburst conditions, or other meteorological and operating conditions.
5. Apply flight controls as required to counteract asymmetric thrust.
6. Prior to beginning the FAS, maintain the desired altitude ±100 feet, the desired airspeed within ±10 knots, and the desired heading within ±5°; and accurately track radials, courses, and bearings.
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7. Cross the FAF, or the point at which the final approach begins, at the proper altitude, in the proper airplane configuration, and with the proper airspeed for the approach.
8. Establish a predetermined rate of descent at the point where the electronic GS begins, which approximates that required for the airplane to follow the GS.
9. Maintain a stabilized final approach, from the FAF to DA/DH, allowing no more than one-quarter scale deflection of either the GS or localizer indications, and maintain the desired airspeed as specified in the air carrier’s manual.
10. If required visual references for the runway are not unmistakably visible and identifiable at the DA/DH, immediately initiate and execute the missed approach.
11. Transition to a landing only when the airplane is in a position from which a descent to a landing on the runway can be made at a normal rate of descent using normal maneuvering.
12. The PM calls deviations from altitude, speed, course, and rate of descent in accordance with the air carrier’s manual.
3.9.8 Nonprecision Approach (NPA).
3.9.8.1 Condition(s):
1. Select appropriate weather and environmental conditions. As required by §§ 119.5(g) and 121.415(h), NPAs must be completed in instrument conditions to the minimums appropriate for the type of approach being flown.
2. As required by part 121 appendix E and § 121.415(h), training must include all types of instrument approaches authorized for the airplane by the air carrier’s OpSpecs, such as very high frequency omni-directional range (VOR), NDB, RNAV, etc. One type of instrument approach may meet the training requirement for another type of instrument approach if the two types of instrument approaches have similar procedures and design (e.g., training of a VOR-DME approach may meet the training requirement for a VOR approach).
3.9.8.2 Awareness Criteria:
1. Recognize changing weather conditions, including winds (and the potential for wind shifts or wind shear) and limitations to forward and lateral visibility.
2. Exhibit knowledge of NPA procedures authorized by the air carrier’s OpSpecs.
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3. Consider factors to be applied to the approach and landing, such as displaced thresholds, meteorological conditions, NOTAMs, and ATC instructions.
3.9.8.3 Action Criteria:
1. Comply with the air carrier’s NPA procedures for manually controlled
(e.g., airspeed, tracking, and vertical speed/flightpath angle) or automatic controlled (e.g., lateral navigation (LNAV)/VNAV).
2. Engage (and disengage, if appropriate) the FD(s) at the appropriate points during the approach.
3. Apply the necessary adjustments to the published MDA and visibility criteria for the airplane approach category as required, such as NOTAMs, inoperative airplane and ground navigation equipment, and inoperative approach lighting.
4. Establish appropriate airplane configuration and airspeed considering turbulence, wind shear, microburst conditions, or other meteorological and operating conditions.
5. Prior to beginning the FAS, maintain the desired altitude ±100 feet, the desired airspeed within ±10 knots, and the desired heading within ±5°; and accurately track radials, courses, and bearings.
6. Cross the FAF, or the point at which the final approach begins, at the proper altitude, in the proper airplane configuration, and with the proper airspeed for the approach.
7. Establish a rate of descent that will ensure arrival at the MDA (at, or prior to reaching the visual descent point (VDP), if published) with the airplane in a position from which a descent from MDA to a landing on the intended runway can be made at a normal rate using normal maneuvering. The rate of descent should be established as soon as possible (immediately) after passing the FAF at a maximum of 1,000 feet per minute, unless a greater descent rate is specifically required by the approach.
8. Maintain a stabilized final approach, from the FAF to the MDA, allowing no more than either one-quarter scale deflection of the course deviation indicator (CDI), or ±5° in the case of the radio magnetic indicator (RMI) or bearing indicator, and maintain the desired airspeed as specified in the air carrier’s manual.
9. Maintain MDA within −0, +50 feet, when reached, to the missed approach point (MAP) or until descent is initiated toward the runway of intended landing.
10. If required visual references for the runway are not unmistakably visible and identifiable at the MAP, immediately initiate and execute the missed approach.
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11. Transition to a landing only when the airplane is in a position from which a descent to a landing on the runway can be made at a normal rate of descent using normal maneuvering.
12. The PM calls deviations from altitude, speed, course, and rate of descent in accordance with the air carrier’s manual.
3.9.9 Circling Approach.
3.9.9.1 Condition(s). Select appropriate weather and environmental conditions. Per part 121 appendices E and F, circling approaches must be completed in simulated instrument conditions to the circling minimums. Per part 121 appendices E and F, after reaching the circling minimums, visual references must be used to change heading and maneuver the airplane to maintain a flightpath that permits a normal landing on a runway that requires at least a 90° change of direction from the final approach course.
3.9.9.1.1 In accordance with part 121 appendices E and F, if the air carrier’s OpSpecs prohibit a circling approach when the weather is below a 1,000-foot ceiling and 3 miles visibility, the pilot is not required to be trained or checked on a circling approach. However, to ensure a pilot is adequately trained as required by § 121.415(h), a pilot should be trained on circling approach if the air carrier’s OpSpecs authorize circling approach when the weather is above a 1,000-foot ceiling and 3 miles visibility.
3.9.9.2 Awareness Criteria:
1. Recognize changing weather conditions, including winds (and the potential for wind shifts or wind shear) and limitations to forward and lateral visibility.
2. Exhibit knowledge of circle-to-land approach categories, speeds, and procedures authorized by the air carrier’s OpSpecs.
3. Consider factors to be applied to the approach and landing such as displaced thresholds, meteorological conditions, NOTAMs, and ATC instructions.
3.9.9.3 Action Criteria:
1. Engage (and disengage, if appropriate) the FD(s) at the appropriate points during the approach.
2. Apply the necessary adjustments to the published MDA and visibility criteria for the airplane approach category as required, such as NOTAMs, inoperative airplane and ground navigation equipment, and inoperative approach lighting.
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3. Establish appropriate airplane configuration and airspeed considering turbulence, wind shear, microburst conditions, or other meteorological and operating conditions.
4. Prior to beginning the FAS, maintain the desired altitude ±100 feet, the desired airspeed within ±10 knots, and the desired heading within ±5°; and accurately track radials, courses, and bearings.
5. Cross the FAF, or the point at which the final approach begins, at the proper altitude, in the proper airplane configuration, and with the proper airspeed for the approach.
6. Establish a predetermined rate of descent at the point where the electronic GS begins (which approximates that required for the airplane to follow the GS) or establish a rate of descent that will ensure arrival at the MDA (at, or prior to reaching, the VDP, if published) with the airplane in a position from which a descent from MDA to a landing on the intended runway can be made at a normal rate using normal maneuvering. The rate of descent should be established as soon as possible (immediately) after passing the FAF at a maximum of 1,000 feet per minute, unless a greater descent rate is specifically required by the approach.
7. Maintain a stabilized final approach, from the FAF to MDA, allowing no more than one-quarter scale deflection of the GS (if applicable), CDI, or ±5° in the case of the RMI or bearing pointer and maintain the desired airspeed as specified in the air carrier’s manual.
8. Maintain the MDA within −0, +50 feet, when reached, to the MAP or until descent is initiated toward the runway of intended landing.
9. If required visual references for the runway are not unmistakably visible and identifiable at the MAP, immediately initiate and execute the missed approach.
10. Transition to a circle-to-land only when the airplane is in a position from which a descent to a landing on the runway can be made at a normal rate of descent using normal maneuvering.
11. The PM calls deviations from altitude, speed, course, and rate of descent in accordance with the air carrier’s manual.
3.9.10 Zero-Flap Approach.
3.9.10.1 Condition(s). Select appropriate weather and environmental conditions. In certain airplanes, the FAA has determined that the probability of complete flap failure is extremely remote due to system design. For these airplanes, the FAA has determined whether training on slats-only approaches or partial-flaps approaches is appropriate. Consult the FSB Report for the specific airplane to ascertain the training requirement for zero-flap approach.
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3.9.10.2 Awareness Criteria:
1. Adhere to the air carrier’s manual.
2. Recognize changing weather conditions, including winds (and the potential for wind shifts or wind shear) and limitations to forward and lateral visibility.
3. Consider factors to be applied to the approach and landing, such as displaced thresholds, meteorological conditions, NOTAMs, and ATC instructions.
3.9.10.3 Action Criteria:
1. Demonstrate and practice in training to ensure that the pilot understands and is able to correctly and safely maneuver the airplane to a landing while using zero or partial landing flaps.
2. Use a runway of sufficient length.
3. Use the correct airspeeds or V-speeds for this configuration.
4. Maintain the proper airplane pitch attitude and flightpath for the configuration, gross weight, and other applicable operational considerations.
5. Use caution when adjusting the attitude for touchdown.
3.9.11 Missed Approach from an ILS Approach.
3.9.11.1 Condition(s). Select appropriate IMC weather and environmental conditions.
3.9.11.2 Awareness Criteria:
1. Discern airplane position with respect to the MAP.
2. If a stabilized approach is not achieved as specified in the air carrier’s manual, recognize the requirement to initiate a missed approach.
3. Exhibit knowledge of missed approach procedures associated with ILS approaches.
3.9.11.3 Action Criteria:
1. If the approach is abandoned prior to reaching the DA/DH, begin a climb to the missed approach altitude (unless there is a maximum altitude between the FAF and the MAP which must be complied with), but continue to navigate to the MAP before complying with the published missed approach procedure.
2. Initiate the missed approach procedure promptly by the timely application of power, establish the proper climb attitude, and reduce drag in accordance with approved procedures.
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3. Comply with the appropriate missed approach procedure or ATC clearance maintaining proper airspeed and altitude for the configuration.
4. Maintain required altitudes ±100 feet, required airspeeds ±5 knots, and required headings ±5°; and accurately track courses, radials, and bearings.
Note: Continuing an ILS approach below DA/DH without complying with part 91, § 91.175(c) is considered unsatisfactory performance.
However, even if the missed approach is properly initiated at DA/DH, most airplanes descend below DA/DH because of the momentum of the airplane transitioning from a stabilized approach to a missed approach. This descent below DA/DH is considered satisfactory as long as the ILS approach was not continued below DA/DH.
3.9.12 Missed Approach from an NPA.
3.9.12.1 Condition(s). Select appropriate IMC weather and environmental conditions.
3.9.12.2 Awareness Criteria:
1. Discern airplane position with respect to the MAP and the center of the airport.
2. If a stabilized approach is not achieved as specified in the air carrier’s manual, recognize the requirement to initiate a missed approach.
3. Exhibit knowledge of missed approach procedures associated with NPAs.
3.9.12.3 Action Criteria:
1. If the approach is abandoned prior to reaching the MAP, begin a climb to the missed approach altitude (unless there is a maximum altitude between the FAF and the MAP which must be complied with), but continue to navigate to the MAP before complying with the published missed approach procedure.
2. Initiate the missed approach procedure promptly by the timely application of power, establish the proper climb attitude, and reduce drag in accordance with approved procedures.
3. If a missed approach is initiated after starting a circle-to-land maneuver, turn in the appropriate direction and climb according to the published missed approach procedure.
4. Comply with the appropriate missed approach procedure or ATC clearance maintaining proper airspeed and altitude for the configuration.
5. Maintain required altitudes ±100 feet, required airspeeds ±5 knots, and required headings ±5°; and accurately track courses, radials, and bearings.
3-38 Note: Descending below the MDA without complying with § 91.175(c) is considered unsatisfactory performance.
3.9.13 Missed Approach with Engine Failure.
3.9.13.1 Condition(s). Select appropriate IMC weather and environmental conditions.
3.9.13.2 Awareness Criteria:
1. Discern airplane position with respect to the MAP.
2. If a stabilized approach is not achieved as specified in the air carrier’s manual, recognize the requirement to initiate a missed approach.
3. Exhibit knowledge of missed approach procedures with an engine failure.
4. Recognize need for alternate missed approach procedure due to terrain and effect of engine failure on climb performance and airplane maneuverability.
3.9.13.3 Action Criteria:
1. If the approach is abandoned prior to reaching the MAP, begin a climb, but continue to navigate to the MAP before complying with the published missed approach procedure.
2. Initiate the missed approach procedure promptly by the timely application of power, establish the proper climb attitude, and reduce drag in accordance with approved procedures.
3. As the power is advanced for the missed approach, maintain coordinated flight to counter asymmetric thrust, and maintain wings level.
4. Request alternate missed approach procedure from ATC, if necessary. If the air carrier’s manual includes a specific engine-out missed approach procedure, the pilot should request that procedure from ATC.
5. Comply with the appropriate missed approach procedure or ATC clearance maintaining proper airspeed and altitude for the configuration.
6. Maintain required altitudes ±100 feet, required airspeeds ±5 knots, and required headings ±5°; and accurately track courses, radials, and bearings.
3.10 Landings.
3.10.1 Normal Landing with All Engines Operating.
3.10.1.1 Condition(s). Select appropriate weather and environmental conditions.
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3.10.1.2 Awareness Criteria:
1. Consider factors to be applied to the landing, such as displaced thresholds, meteorological conditions, NOTAMs, and ATC instructions.
2. Apply gust and wind factors and take into account meteorological phenomena such as wake turbulence, wind shear, microburst, and other related safety of flight factors.
3. Verify existing wind conditions, make proper corrections for drift, and maintain a precise ground track.
4. Transition to a normal landing only when the required visual references for the runway, or the intended landing area, are distinctly visible and identifiable, and the airplane is in a position from which a descent to a landing on the runway, or the intended landing area, can be made at a normal rate of descent using normal maneuvering as required by § 91.175(c).
5. Use the appropriate airplane configuration.
6. Consider the effect of LAHSO, if applicable.
3.10.1.3 Action Criteria:
1. Establish the landing configuration appropriate for the runway and meteorological conditions, and adjust the engine controls as required.
2. Maintain a ground track that ensures the desired traffic pattern will be flown, taking into account any obstructions and ATC instructions.
3. Maintain a stabilized approach and the desired airspeed/V-speed within ±5 knots.
4. Ensure runway is open and clear of aircraft, vehicles, persons, animals, and debris.
5. Transition to outside visual references.
6. Determine that a landing is assured.
7. Complete a smooth, positively controlled transition from descent flightpath to touchdown:
• Achieve and maintain the longitudinal axis of the airplane parallel with the RCL and the center line between the main landing gear.
• Touchdown should be within the touchdown zone (TDZ), with the RCL between the main gear, and with the airplane tracking parallel to the RCL.
• As touchdown occurs, ensure that the throttles are at idle; ensure that the spoilers have deployed (if applicable); and, for tricycle-gear airplanes, without delay, fly the nose gear onto the runway.