Appendix 1 Position reports/pilot weather reports (PIREPs) •
•
•
•
•
•
•
•
• ATC – including PIREPs of hazards such as icing, thunderstorms, and turbulence Com pany
Emergency descents
Holding procedures Procedures for diversion to alternate
Normal descents Planning and verbalizing beginning of descent point Risk assessment and briefing (see example, paragraph 4.g in this AC) Speedbrakes : Yes/No Flaps/gear use Icing considerations Convective activity
Ground proximity warning system (GPWS or TAWs) Escape maneuver
TCAS
Windshear Avoidance of likely encounters Recognition Recovery / escape maneuver
Approach philosophy Monitoring during approach Precision approaches preferred Coordinate with ATC and plan ahead to avoid rushed approaches Stabilized approaches standard Use of navigation aids Flight management system (FMS)/autopilot Use, and when to discontinue use Approach gates Limits for stabilized approaches Use of radio altimeter Go-arounds: Plan to go around on every approach; change plan to land when visual, or when conditions permit in low-visibility operations – only if stabilized
Individual approach type All types, including engine-out Page 5
Appendix 1 For each type of approach •
•
• Prof ile Airplane configuration for conditions Visual approach Low visibility Contam inated runway Flap/gear extension Auto spoiler and auto brake systems armed and confirmed armed by both pilots, in accordance with manufacturer’s recommended procedures (or equivalent approved company procedures) Actions and callouts
Go-around / missed approach When stabilized approach gates are missed Actions and callouts (see example, Appendix 4) Clean-up profile
Landing Actions and callouts during landing Close-in turns Crosswind Rejected Actions and callouts during rollout (see example, Appendix 18) “No Spoilers” callout Reverse thrust “Overboost” callout Transfer of control after first officer landing Page 6
Appendix 2 APPENDIX 2
STABILIZED APPROACH: CONCEPTS AND TERMS
A stabilized approach is one of the key features of safe approaches and landings in air carrier operations, especially those involving transport category airplanes.
A stabilized approach is characterized by a constant-angle, constant-rate of descent approach profile ending near the touchdown point, where the landing maneuver begins. A stabilized approach is the safest profile in all but special cases, in which another profile may be required by unusual conditions.
All appropriate briefings and checklists should be accomplished before 1000’ height above touchdown (HAT) in instrument meteorological conditions (IMC), and before 500’ HAT in visual meteorological conditions (VMC)
Flight should be stabilized by 1000’ HAT in IMC, and by 500’ HAT in VMC.
An approach is stabilized when all of the following criteria are maintained from 1000 HAT (or 500 HAT in VMC) to landing in the touchdown zone:
The airplane is on the correct1 track.
The airplane is in the proper landing configuration.
After glide path intercept, or after the final approach fix (FAF), or after the derived flyoff point (per Jeppesen) the pilot flying requires no more than normal bracketing corrections2 to maintain the correct track and desired profile (3° descent angle, nominal) to landing within the touchdown zone. Level-off below 1000’ HAT is not recommended.
The airplane speed is within the acceptable range specified in the approved operating manual used by the pilot.
The rate of descent is no greater than 1000 feet per minute (fpm).
If an expected rate of descent greater than 1000 fpm is planned, a special approach briefing should be performed.
•
• If an unexpected, sustained rate of descent greater than 1000 fpm is encountered during the approach, a missed approach should be performed. A second approach may be attempted after a special approach briefing, if conditions permit.
Power setting is appropriate for the landing configuration selected, and is within the permissible power range for approach specified in the approved operating manual used by the pilot.
Appendix 2 APPENDIX 2 (continued)
When no vertical guidance is provided: Vertical guidance may be provided to the pilot by way of an electronic glideslope, a computed descent path displayed on the pilot’s navigation display, or other electronic means. On approaches for which no vertical guidance is provided, the flightcrew should plan, execute, and monitor the approach with special care, taking into account traffic and wind conditions. To assure vertical clearance and situation awareness, the pilot not flying should announce crossing altitudes as published fixes and other points selected by the flightcrew are passed. The pilot flying should promptly adjust descent angle as appropriate. A constant-angle, constant-rate descent profile ending at the touchdown point is the safest profile in all but special cases.
Visual contact. Upon establishing visual contact with the runway or appropriate runway lights or markings, the pilot should be able to continue to a safe landing using normal bracketing corrections, or, if unable, should perform a missed approach.
No visual contact. The operator may develop procedures involving an approved, standard MDA buffer altitude or other approved procedures to assure that descent below MDA does not occur during the missed approach. If no visual contact is established approaching MDA or an approved MDA buffer altitude, or if the missed approach point is reached, the pilot should perform the published missed approach procedure. (OpSpec paragraph C073 provides for special authorization under certain conditions to go below the MDA while executing a missed approach.) Below 1000’ HAT, leveling off at MDA (or at some height above MDA) is not recommended, and a missed approach should be performed.
Note 1 : A correct track is one in which the correct localizer, radial, or other track guidance has been set, tuned, and identified, and is being followed by the pilot. Criteria for following the correct track are discussed in FAA Advisory Circulars relating to Category II and Category III approaches. Criteria for following track in operations apart for Category II and Category III are under development.
Note 2 : Normal bracketing corrections relate to bank angle, rate of descent, and power management.
Recommended ranges are as follows (operating limitations in the approved airplane flight manual must be observed, and may be more restrictive):
Bank angle Maximum bank angle permissible during approach is specified in the approved operating manual used by the pilot, and is generally not more than 30°; the maximum bank angle permissible during landing may be considerably less than 30°, as specified in that manual.
Rate of descent ± 300 fpm deviation from target
Power management Permissible power range is specified in the approved operating manual used by the pilot
Overshoots Normal bracketing corrections occasionally involve momentary overshoots made necessary by atmospheric conditions. Such overshoots are acceptable. Frequent or sustained overshoots caused by poor pilot technique are not normal bracketing corrections.
Appendix 3
APPENDIX 3
(examples)
ATC COMMUNICATIONS and
ALTITUDE AWARENESS
ATC Communications: SOPs should state who (PF, PM, FE/SO) handles the radios for each phase of flight, as follows:
PF makes input to aircraft/autopilot and/or verbally states clearances while PM confirms input is what he/she read back to ATC.
Any confusion in the flight deck is immediately cleared up by requesting ATC confirmation.
If any crewmember is off the flight deck, all ATC instructions are briefed upon his/her return.
Or if any crewmember is off the flight deck all ATC instructions are written down until his/her return and then passed to that crewmember upon return. Similarly, if a crewmember is off ATC frequency (e.g., when making a PA announcement or when talking on company frequency), all ATC instructions are briefed upon his/her return.
Company policy should address use of speakers, headsets, boom mike and/or hand-held mikes.
Altitude Awareness: SOPs should state the company policy on confirming assigned altitude.
Example: The PM acknowledges ATC altitude clearance.
If the aircraft is on the autopilot then the PF makes input into the autopilot/altitude alerter. PF points to the input while stating the assigned altitude as he/she understands it. The PM then points to the input stating aloud what he/she understands the ATC clearance to be confirming that the input and clearance match.
If the aircraft is being hand-flown then the PM makes the input into the Altitude Alerter/autopilot, then points to the input and states clearance. PF then points to the alterter stating aloud what he/she understands the ATC clearance to be confirming that the alerter and clearance match.
Example: If there is no altitude alerter in the aircraft then both pilots write down the clearance, confirm that they have the same altitude, and then cross off the previously assigned altitude.
Page 1 (and 2)
Appendix 4 APPENDIX 4
(example)
NORMAL GO-AROUND -- ACTIONS and CALLOUTS
Callouts: shown in “BOLD TEXT” -- Actions: shown with bullets (•) in plain text PF PM Go-around “GO AROUND”
• Press either GA switch “GO-AROUND POWER”
• Verify thrust levers move to GA power
• Rotate towards 15° pitch attitude, then follow flight director commands “FLAPS 20”
• Verify GA annunciates
• Select flaps 20
• Verify thrust levers move to maintain 2,000 FPM climb rate “POWER SET” Positive Rate of Climb
• Verify positive rate of climb “GEAR UP”
• Execute published missed approach or proceed as instructed by ATC “POSITIVE RATE”
• Position gear lever UP
• Advise ATC
• Monitor missed approach procedures At or above 400’ AFE “LNAV” or “HEADING SELECT”
• Select LNAV or HDG SEL
• Verify LNAV or HDG SEL annunciates Climbing through 1,000’ AFE “REF 80”
“FLAPS_____” (Retract flaps on flap retraction speed schedule)
• Set command airspeed cursor to VREF 30 + 80
• Select proper flap setting, when requesting At flap retraction speed “FLAPS UP, AFTER TAKEOFF CHECKLIST”
• Retract flaps
• Accomplish checklist
Page 1 (and 2)
Appendix 5 APPENDIX 5
(example)
SINGLE ENGINE GO-AROUND -- ACTIONS and CALLOUTS
Callouts: shown in “BOLD TEXT” -- Actions: shown with bullets (•) in plain text PF PM Go-around “GO AROUND”
• Press either GA switch “GO-AROUND POWER”
• Advance thrust lever to GA power
• Rotate towards 10° pitch attitude, then follow flight director commands “FLAPS 5”
• Verify GA annuciates
• Verify GA power set
• Select flaps 5 “POWER SET” Positive Rate of Climb
• Verify positive rate of climb “GEAR UP”
• Position gear lever UP
• Advise ATC
•• Execute airport specific “Engine Failure Missed Approach,” published missed approach, or proceed as instructed by ATC, as appropriate At or above 400’ AFE, or lower if Engine Failure procedure specifies a turn prior to 400’ AFE “LNAV” or “HEADING SELECT”
• Select LNAV or HDG SEL
• Verify LNAV or HDG SEL annunciates
• Monitor missed approach procedure Climbing through 1,000’ AFE or obstruction clearance altitude (OCA), whichever is higher “REF 80”
“FLAPS_____” (Retract flaps on flap retraction speed schedule)
• Set command airspeed cursor to VREF 30 + 80
• Select proper flap setting, when requested At flap retraction speed “FLAPS UP”
• Retract flaps At VREF 30 + 80 “MAXIMUM CONTINUOUS
THRUST AFTER TAKEOFF CHECKLIST”
• Press CON on TMSP
• Set MCT “POWER SET”
• Accomplish After Takeoff Checklist
Page 1 (and 2)
Appendix 6 APPENDIX 6 (example)
SINGLE ENGINE VISUAL LANDING -- PROFILE
SINGLE ENGINE VISUAL LANDING PROFILE
• Complete Approach Briefing
• Complete Single Engine Preliminary Landing Checklist
• Select LNAV ILS, if available
• Standby ILS ON • Select active RWY in FMC
• Set 50' above TDZ at RWY Turning base: • Set INTC LEG TO RWY in FMC
• Gear down
• Flaps 20 Entering downwind:
• Set VREF 20 + 5 • Flaps 5
• Initiate Single Engine
• Set VREF + 40 Landing Checklist 1,000' and 500':
• Standard callouts LOM Turning final:
• Do not slow below VREF 20 + 5 until established on final
• Do not exceed a 15° bank angle Page 1 (and 2)