Approach

ALTIMETER SETTING

Set all barometric and radio altimeter bugs as follows:

Instrument approaches

Category II: Set both barometric altimeter bugs to the published MSL DH figure. Set both radio altimeter bugs to the applicable RA DH figure.

Other than Category II: Set both barometric altimeter bugs to the published DH or MDA. Set both radio altimeter bugs to 100 feet.

Visual approaches

Set both barometric altimeter bugs to 500 feet above runway touchdown zone elevation or field elevation. Set both radio altimeter bugs to 100 feet.

Do not descend below DA (H) or MDA (H) unless required visual cues are clearly visible, the aircraft is in a position to effect a normal landing in the touchdown zone and requirements for flight visibility are met.

Execute a missed approach at decision altitude/height or when reaching MAP if required visual cues are not visible.

FINAL APPROACH SPEED

Final approach speed for all normal approaches is bug plus 5 to 10 knots plus 1/2 of the difference between steady and peak gust winds. For example for a VREF speed of 130 knots and a wind of 10 knots with gusts to 30 knots, the correct approach speed is 145 knots (VREF + 5 knots + 10 kts, which is 1/2 of the difference between steady and peak gust winds).

AUTOPILOT ILS APPROACH

Do not use autopilot below 1.100 feet AGL unless a coupled (GS auto or GS manual) front course approach is being made.

If autopilot disengages, don't reengage below 1.100 feet AGL.

Tune both NAV receivers to the proper ILS frequency and set the inbound front course on CDI.

Maneuver the aircraft in either turn knob or heading mode to establish the intercept angle or follow radar vectors. When a reliable localizer and glide slope signal is available, the aircraft is below the glide slope, and cleared for approach, select AUTO G/S mode. Check that the VOR/LOC and glide slope annunciator amber lights are on. Engage altitude hold when reaching the assigned altitude.

At localizer capture, heading select mode will trip off if in use.

Approaching minimums, check the elevator indicator. Be prepared to compensate for any out-of-trim condition that exists when disengaging the autopilot.

The radio altimeter tone sounds for the last 50 feet above the DH bug setting. The amber DH light comes on at DH.

Disengage the autopilot when executing a go-around or at the appropriate height above the touchdown zone elevation.

NORMAL APPROACH AND LANDING

When entering downwind leg, select FLAPS 2 and reduce speed to bug plus 50 knots minimum.

After LE flaps green light on, select FLAPS 5 and slow to bug plus 30 knots minimum. When flaps reach 5 degrees, check that the LE flaps green light is indicating that all leading edge devices are extended.

When opposite the approach end of the runway, select FLAPS 15, extend gear, reduce speed to bug plus 20 knots minimum.

On base, select FLAPS 25, reduce to bug plus 10 knots, and complete the landing checklist.

Turning final, allwo speed to slowly decrease to bug plus 5 knots to bug plus 10 knots.

Start the flare and slowly reduce power so that throttles are closed at touchdown. Normal touchdown occurs at approximately 6 degrees body angle. IF the flare is completed and touchdown does not occur, ease off the back pressure and put the airplane on the ground.

Holding the airplane off the runway in search of a smooth landing consumes excessive runway and may result in an increase of pitch attitude. On a normal touchdown, with the struts extended, tail skid contact occurs with a pitch attitude of 10 degrees.

Extend the spoilers immediately after the main gear touches down and start lowering the nosewheel smoothly on the runway.Raise the reverse levers to the interlock position as soon as possible after spoiler extension. Apply normal reverse thrust (80% N1) as the nosewheel touches down.

At 80 knots, start reducing reverse thrust so as to be at forward idle by 60 knots. Leave throttles in forward idle until turning off the runway or forward thrust is needed.

After turning off the runway, check brake pressure, retract flaps and spoilers, and turn off the anti-skid system.

BOUNCE RECOVERY

If the airplane bounces or balloons, avoid extreme attitude changes and use the following steps to recover:

• Hold or reestablish a normal landing attitude.

• Add thrust as necessary to control the touchdown airspeed.

• If bounce is high and excessive runway will be used to recover, execute a missed approach. A second touchdown may occur during the go-around. Do not retract the landing gear until a positive rate of climb is established.

Do not push over as this may cause another bounce and possibly damage the nose gear.

Do not increase the pitch attitude above normal. This only increases the height of the bounce and could even cause the tailskid to strike the runway.

TWO OR THREE ENGINE GO-AROUND

• Rotate to climb attitude and apply go-around thrust.

• Set FLAPS 15 and with a positive rate of climb retract gear.

• Accelerate aircraft to VREF +10 knots. Maintain that speed to 1.000 feet unless limited by a pitch attitude of 17 degrees.

• At 1.000 feet minimum, rectract flaps using the following schedule:

  • 15 to 5 at 160 knots

  • 5 to 2 at 190 knots

  • 2 to 0 at 200 knots