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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.
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• Apply wheel brakes, select reverse thrust as appropriate for the conditions, maintain directional control with aerodynamic controls throughout the landing roll, until the groundspeed allows directional control with rudder pedal steering or nosewheel steering, as appropriate.
• If applicable, the PM should monitor thrust reverser and spoiler deployment and should advise the PF of thrust reverser and spoiler status.
3.10.2 Crosswind Landing Including Crosswind Landing with Gusts.
3.10.2.1 Condition(s):
1. When conducting training or checking in an FSTD, select appropriate weather and environmental conditions, including crosswind with gusts.
2. When conducting training or checking in an airplane in flight, crosswind landing with gusts is required, if practicable under the existing meteorological, airport, and traffic conditions.
3. Per § 121.415(h), landing with the maximum crosswind for the airplane, as specified in the air carrier’s manual, must be trained to proficiency (if practicable for training conducted in an airplane in flight).
3.10.2.2 Awareness Criteria:
1. Assess the relationship between the airplane limitation(s), performance data, and any surface contaminant(s).
2. Assess the changing effect of the crosswind component and adjust controls, as required.
3. Comply with the normal landing awareness criteria in paragraph 3.10.1.2.
3.10.2.3 Action Criteria:
1. Maintain positive directional control using an approved means of controlling the effects of the crosswind.
2. Touchdown with the airplane tracking parallel to the RCL. Per part 121 appendix F, maximum bank angle limitations specified in the AFM or air carrier’s manual must not be exceeded.
3. Comply with the normal landing action criteria in paragraph 3.10.1.3.
3.10.3 Landing with Horizontal Stabilizer Out of Trim.
3.10.3.1 Condition(s). Select appropriate weather and environmental conditions.
3.10.3.2 Awareness Criteria. Exhibit knowledge of the potential pitch force change during power changes due to the engine placement on the airframe.
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3.10.3.3 Action Criteria:
1. Identify out-of-trim stabilizer.
2. Disengage autoflight, as appropriate.
3. Use alternative methods to control pitch, such as thrust.
4. Comply with stabilizer out-of-trim landing procedures provided in the air carrier’s manual.
5. The PM should be prepared to assist in helping control the pitch force, as necessary.
3.10.4 Landing from an ILS Approach.
3.10.4.1 Condition(s). Select appropriate IMC and environmental conditions.
3.10.4.2 Awareness Criteria:
1. Exhibit awareness of landing in sequence from an ILS approach.
2. Comply with normal landing awareness criteria in paragraph 3.10.1.2.
3.10.4.3 Action Criteria. Comply with normal landing action criteria in paragraph 3.10.1.3.
3.10.5 Landing with a Simulated Engine Failure.
3.10.5.1 Condition(s). Select appropriate weather and environmental conditions:
1. Per part 121 appendices E and F, landing in airplanes with two engines must be demonstrated with the simulated failure of one engine.
2. Per part 121 appendices E and F, landing in airplanes with three engines must be demonstrated with the simulated failure of the center and one outboard engine.
3. Per part 121 appendices E and F, landing in airplanes with more than three engines must be demonstrated with the simulated failure of 50 percent of available engines, all on one side of the airplane.
3.10.5.2 Awareness Criteria:
1. Monitor the operating engine(s) and make adjustments as necessary.
2. Comply with the normal landing awareness criteria in paragraph 3.10.1.2.
3.10.5.3 Action Criteria:
1. Maneuver with inoperative engine(s) while maintaining coordinated flight by application of rudder, as required to counter asymmetric thrust.
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2. Comply with the normal landing action criteria in paragraph 3.10.1.3.
3. During the landing roll, use reverse thrust with caution for directional control capability under the existing environmental conditions.
3.10.6 Landing from a Circling Approach.
3.10.6.1 Condition(s). Select appropriate weather and environmental conditions:
1. 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, to align the airplane for landing.
2. 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 landing from a circling approach. However, to ensure a pilot is adequately trained as required by § 121.415(h), a pilot should be trained on a landing from a 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.
3.10.6.2 Awareness Criteria:
1. Consider the environmental, operational, and meteorological factors that affect landing from a circling approach.
2. Maintain awareness of the circling maneuvering area and associated visibility criteria for the category of airplane.
3. Comply with the normal landing awareness criteria in paragraph 3.10.1.2.
3.10.6.3 Action Criteria:
1. Avoid descent below the appropriate circling MDA until in a position from which a descent to a normal landing can be made.
2. After reaching the authorized circling approach altitude, maneuver the airplane by visual references within the circling maneuvering area and associated visibility criteria for the category of airplane.
3. Perform the procedure without excessive maneuvering and without exceeding the normal operating limits of the airplane (the angle of bank should not exceed 30°).
4. Maintain the required altitude within −0, +100 feet, required heading/track within ±5°, and the required airspeed/V-speed within ±5 knots.
5. Use the appropriate airplane configuration for normal and abnormal situations and procedures.
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6. Perform all procedures required for the circle-to-land in a smooth, positive, and correct manner.
3.10.7 Zero-Flap Landing.
3.10.7.1 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 landings or partial-flaps landings is appropriate. Consult the FSB Report for the specific airplane to ascertain the training requirement for zero-flap landing.
3.10.7.2 Awareness Criteria:
1. Exhibit knowledge of the factors, which affect the flight characteristics of an airplane when flaps fail.
2. Comply with normal landing awareness criteria in paragraph 3.10.1.2.
3.10.7.3 Action Criteria:
1. Select a runway of sufficient length for a zero- or partial-flap condition.
2. Maintain the proper airplane pitch attitude and flightpath for the configuration, gross weight, and other applicable operational considerations.
3. Use the correct airspeeds/V-speeds for the landing.
4. Comply with normal landing action criteria in paragraph 3.10.1.3.
5. After landing, use spoilers, propeller reverse, thrust reverse, wheel brakes, and other drag/braking devices, as appropriate, in such a manner to bring the airplane to a safe stop.
Note: “Flaring” the airplane with zero flaps or “over flaring” with partial landing flaps may result in “ballooning” or “floating” prior to touchdown and an unwanted and potentially dangerous extension in the landing distance required to stop the airplane.
3.10.8 Landing with Manual Reversion.
3.10.8.1 Condition(s). Select appropriate weather and environmental conditions.
3.10.8.2 Awareness Criteria:
1. Recognize the degraded flight control condition.
2. Demonstrate and apply knowledge of the maneuvering capabilities of the airplane in a nonstandard or degraded configuration.
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3.10.8.3 Action Criteria:
1. Select a runway of sufficient length for the degraded flight control condition.
2. Maintain the proper airplane pitch attitude and flightpath for the configuration, gross weight, and other applicable operational considerations.
3. Use the correct airspeeds/V-speeds for the landing.
4. Comply with normal landing action criteria in paragraph 3.10.1.3.
5. After landing, use spoilers, propeller reverse, thrust reverse, wheel brakes, and other drag/braking devices, as appropriate, in such a manner to bring the airplane to a safe stop.
3.10.9 Rejected Landing.
3.10.9.1 Condition(s). Select appropriate weather and environmental conditions. Per part 121 appendices E and F, this maneuver must be initiated approximately 50 feet above the runway or landing area and approximately over the runway threshold.
3.10.9.2 Awareness Criteria. Exhibit knowledge of a rejected landing procedure, including the conditions that dictate a rejected landing, the importance of a timely decision, LAHSO considerations, the recommended airspeed/V-speeds, and the applicable “clean-up” procedure.
3.10.9.3 Action Criteria:
1. Make a timely decision to reject the landing.
2. Apply the appropriate thrust setting for the flight condition and establish the correct pitch attitude necessary to obtain the desired performance, assuming the airplane may touch down.
3. Establish a positive rate of climb.
4. Retract the wing flaps/drag devices and landing gear, if appropriate, in the correct sequence and at a safe altitude, establishing a positive rate of climb and the appropriate airspeed/V-speed within ±5 knots.
5. Maintain the proper ground track or heading during the rejected landing procedure.
6. Complete the normal missed approach procedure.
3.10.10 Recovery From a Bounced Landing.
3.10.10.1 Condition(s). Select appropriate weather and environmental conditions:
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1. This maneuver should only be conducted during training in an FSTD. This maneuver should not be conducted in an airplane in flight.
2. Air carriers should use caution to ensure the bounce scenario is realistic. If a realistic scenario is infeasible, then the maneuver can instead be taught by the instructor calling “bounce” prior to landing. In either case, pilots should recognize and recover the condition appropriately.
3. Practice to proficiency in training to ensure that the pilot understands, and is able to execute, a recovery from a bounced landing.
4. The recovery technique may vary depending on the airplane type or height reached during the bounce.
3.10.10.2 Awareness Criteria:
1. Causes of a bounced landing usually include one or more of the following:
• Excessive sink rate (requiring a rapid flare maneuver, often exceeding the recommended normal landing pitch attitude at touchdown);
• Late flare initiation (not putting the airplane at the normal landing pitch attitude prior to touchdown);
• Incorrect flare technique (i.e., continuing to move the airplane nose up until touchdown occurs, resulting in a higher-than-desired pitch attitude at touchdown; or “pumping” the elevator control through the flare maneuver);
• Excessive airspeed, allowing the airspeed to bleed off during an excessive time held in the flared attitude; and/or
• Touching down with power on, sometimes preventing the automatic extension of ground spoilers, if applicable.
2. Recognize the critical need to keep the airplane under control by maintaining a normal landing pitch attitude for the existing configuration and airspeed.
3.10.10.3 Action Criteria. Generally, for a high bounce, it is not recommended to try to continue the landing, as the remaining runway length may not be sufficient to stop the airplane. It is essential that a go-around is initiated.
1. Ignore the takeoff configuration warning, if any occurs.
2. Maintain the landing gear and flaps configuration.
3. Maintain airplane control by adjusting the elevator controls to ensure a normal landing pitch attitude.
4. Initiate a go-around.
5. Depending on the energy state of the airplane, a subsequent touchdown may occur as the airplane accelerates. With the pitch held at a landing
3-46 pitch attitude and additional power applied, the severity of this touchdown will be minimized.
6. When reaching the rotation speed, begin a 3° per second rotation rate to achieve the go-around attitude.
7. When safely established in the go-around profile and a positive rate of climb, transition to the go-around task.
3.11 Abnormal Procedures.
3.11.1 General.
3.11.1.1 Condition(s). Select appropriate weather and environmental conditions. Pilots are expected to observe, identify, use the manual and appropriate checklists, and apply systems knowledge only as required to resolve the situation to the safest possible outcome. (Refer to the current edition of AC 120-80, In-Flight Fires, regarding resetting of tripped circuit breakers.)
3.11.1.2 Awareness Criteria. Consider the impact of the abnormal condition on the safety of the flight and on the need to turn back, or continue to destination airport or another suitable airport.
3.11.1.3 Action Criteria:
1. If appropriate, complete the immediate action (memory) items in proper sequence.
2. Initiate the correct procedure or checklist for the abnormal situation.
3. Select the systems and procedures appropriate to the air carrier’s operation:
• Air conditioning;
• Airborne radar devices;
• APU;
• Automatic or other approach aids including HUD and EFVS;
• Autoflight (e.g., autopilot and autothrottle/autothrust);
• Anti-icing and deicing;
• Brakes;
• Communications;
• Doors;
• Electrical power;
• Engine;
• Fire protection;
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• Flaps;
• Flight controls;
• Fuel and oil;
• GPWS, EGPWS, or TAWS;
• Hydraulic power;
• Flight instruments;
• Landing gear;
• Navigation;
• Oxygen;
• Pneumatic;
• Pressurization;
• Propellers;
• Stability augmentation devices;
• Stall warning devices and stall avoidance devices;
• Thrust reversers;
• Warning systems; and
• Any other systems, devices, or aids available.
3.12 Emergency Procedures. Pilots should not “troubleshoot.” They are expected to observe, identify, use the manual and appropriate checklists, and apply systems knowledge only as required to resolve the emergency to the safest possible outcome. (Refer to AC 120-80 regarding resetting of tripped circuit breakers.)
3.12.1 Engine, Heater, Cargo, Compartment, Cabin, Flight Deck, Wing, and Electrical Fires.
3.12.1.1 Condition(s). Select appropriate weather and environmental conditions.
3.12.1.2 Awareness Criteria:
1. Recognize the need for emergency descent, diversion, or evacuation, as appropriate.
2. Apply knowledge of fire detection and extinguishing systems, as necessary.
3.12.1.3 Action Criteria:
1. Promptly acknowledge the fire event.
2. If appropriate, complete the immediate action (memory) items in proper sequence.
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3. Direct the use of oxygen and smoke goggles and/or Emergency Vision Assurance System (EVAS) to keep the crew functioning.
4. Establish crew communications.
5. Identify the source of fire, if possible.
6. Initiate the correct procedure or checklist for the type of fire.
7. Descend, land, and evacuate as quickly as possible.
3.12.2 Smoke Control.
3.12.2.1 Condition(s). Select appropriate weather and environmental conditions.
3.12.2.2 Awareness Criteria:
1. Recognize the need for emergency descent, diversion, or evacuation, as appropriate.
2. Apply knowledge of smoke detection systems, as necessary.
3.12.2.3 Action Criteria:
1. Promptly acknowledge the smoke or fumes event.
2. If appropriate, complete the immediate action (memory) items in proper sequence.
3. Direct the use of oxygen and smoke goggles and/or EVAS to keep the crew functioning.
4. Establish crew communications.
5. Identify the source of smoke or fumes, if possible.
6. Initiate the correct procedure or checklist for the type of smoke or fumes.
7. Descend, land, and evacuate as quickly as possible.
3.12.3 Simulated Engine Failures.
3.12.3.1 Condition(s). Select appropriate weather and environmental conditions.
3.12.3.2 Awareness Criteria. Correctly and safely respond to an engine failure(s), engine fire, severe damage, or separation.
3.12.3.3 Action Criteria:
1. Maintain positive control of the airplane.
2. Do not reduce airspeed unless additional altitude is necessary for the safe continuation of the flight and full thrust on the remaining engine(s) is insufficient to maintain current airspeed during a climb.