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The following recommendations are consistent with criteria developed by the
Flight Safety Foundation.
All approaches should be stabilized by 1,000 feet above airport elevation in
instrument meteorological conditions (IMC) and by 500 feet above airport
elevation in visual meteorological conditions (VMC). An approach is considered
stabilized when all of the following criteria are met:
• the aircraft is on the correct flight path
• only small changes in heading/pitch are required to maintain the correct
flight path
• the aircraft speed is not more than VREF + 20 knots indicated airspeed
and not less than VREF
• the aircraft is in the correct landing configuration
• sink rate is no greater than 1,000 fpm; if an approach requires a sink rate
greater than 1,000 fpm, a special briefing should be conducted
• power setting is appropriate for the aircraft configuration
• all briefings and checklists have been conducted.
Specific types of approaches are stabilized if they also fulfill the following:
• ILS approaches should be flown within one dot of the glide slope and
localizer
• a Category II or Category III ILS approach should be flown within the
expanded localizer band
• during a circling approach, wings should be level on final when the
aircraft reaches 300 feet above airport elevation.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.5
Unique approach procedures or abnormal conditions requiring a deviation from
the above elements of a stabilized approach require a special briefing.
Note: An approach that becomes unstabilized below 1,000 feet above airport
elevation in IMC or below 500 feet above airport elevation in VMC
requires an immediate go-around.
These conditions should be maintained throughout the rest of the approach for it
to be considered a stabilized approach. If the above criteria cannot be established
and maintained at and below 500 feet AFE, initiate a go-around.
At 100 feet HAT for all visual approaches, the aircraft should be positioned so the
flight deck is within, and tracking so as to remain within, the lateral confines of
the runway edges extended.
As the aircraft crosses the runway threshold it should be:
• stabilized on target airspeed to within + 10 knots until arresting descent
rate at flare
• on a stabilized flight path using normal maneuvering
• positioned to make a normal landing in the touchdown zone (the first
3,000 feet or first third of the runway, whichever is less).
Initiate a go-around if the above criteria cannot be maintained.
Maneuvering (including runway changes and circling)
When maneuvering below 500 feet, be cautious of the following:
• descent rate change to acquire glide path
• lateral displacement from the runway centerline
• tailwind/crosswind components
• runway length available.
Mandatory Missed Approach
On all instrument approaches, execute an immediate missed approach:
• if a navigation radio or flight instrument failure occurs which affects the
ability to safely complete the approach in instrument conditions
• when on ILS final approach, in instrument conditions, and either the
localizer or glide slope indicator shows full deflection
• when the navigation instruments show significant disagreement and
visual contact with the runway has not been made
• when on an RNP based approach, and an FMC alerting message indicates
that ANP exceeds RNP
• when on a radar approach and radio communication is lost.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.6 FCT 767 (TM)
Landing Minima
Most regulatory agencies require visibility for landing minima. Ceilings are not
required. There are limits on how far an aircraft can descend without visual
contact with the runway environment when making an approach. Descent limits
are based on a decision altitude/height DA(H) for approaches using a glide slope
or certain approaches using a VNAV path; or a MDA(H) for approaches that do
not use vertical guidance, or where a DA(H) is not authorized for use. Most
agencies do not require specific visual references below alert height (AH).
Approach charts use the abbreviation DA(H) or MDA(H). DA(H) applies to
Category I, II, and certain fail passive Category III operations. A decision altitude
“DA” or minimum descent altitude “MDA” is referenced to MSL and the
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767机组训练手册Flight Crew Training Manual (FCTM)767(61)
