Reported Winds 360 at 16 Calm 360 at 20 Gust 30 060 at 24 090 at 15 090 at 15 Gust 25 Wind Additive 8 0 10 + 10 6 0 0 + 10 Approach Speed VREF + 8 knots VREF + 5 knots VREF + 20 knots VREF + 6 knots VREF + 5 knots VREF + 10 knots
The minimum command speed setting with autothrottle disconnected is VREF + 5 knots. The gust correction should be maintained to touchdown while the steady headwind correction should be bled off as the airplane approaches touchdown.
Note: Do not apply wind corrections for tailwinds. Set command speed at VREF
+ 5 knots (autothrottle engaged or disconnected).
Non-Normal Conditions
Occasionally, a non-normal checklist instructs the flight crew to use a VREF speed that also includes a speed additive such as VREF 20 + 20. When VREF has been adjusted by the non-normal procedure, the new VREF is called the adjusted VREF and becomes the new VREF for landing (adjusted VREF does not include wind corrections). For example, if a non-normal checklist specifies “Use flaps 20 and VREF 30 + 20 for landing”, the flight crew would select flaps 20 as the landing flaps and look up the VREF 30 speed in the FMC or QRH and add 20 knots to that speed.
When not using the autothrottle, appropriate wind corrections must be added to the adjusted VREF to arrive at command speed, the speed used to fly the approach. For example, if the checklist states “use VREF 30 + 20 knots”, command speed should be positioned to adjusted VREF (VREF 30 + 20) + wind correction (5 knots minimum, 20 knots maximum).
Bug Setting (EFIS/Speed Tape)
Takeoff
When V1, VR and gross weight are entered into the FMC, airspeed bugs are automatically displayed at V1, VR and the minimum flap retraction speed “F” for the next flap position. Command speed is set to V2 using the MCP. V2 is the minimum takeoff safety speed and provides at least 30° bank capability (15° + 15° overshoot) for all takeoff flaps.
Approach -Landing
VREF is displayed upon entry of landing flaps/speed in the FMC. Command speed is set by the FMC during VNAV or manually by the MCP.
Callouts
Both crewmembers should be aware of altitude, airplane position and situation. Avoid nonessential conversation during critical phases of flight, particularly during taxi, takeoff, approach and landing. Unnecessary conversation reduces
crew efficiency and alertness and is not recommended when below 10,000 feet MSL / FL100. At high altitude airports, adjust this altitude upward, as required. The pilot not flying makes callouts based on instrument indications or
observations for the appropriate condition. The pilot flying should verify the condition/location from the flight instruments and acknowledge. If the pilot not flying does not make the required callout, the pilot flying should make it.
The pilot not flying calls out significant deviations from command airspeed or flight path. Either pilot should call out any abnormal indications of the flight instruments (flags, loss of deviation pointers, etc.).
One of the basic fundamentals of Crew Resource Management is that each crewmember must be able to supplement or act as a back-up for the other crewmember. Proper adherence to standard callouts is an essential element of a well-managed flight deck. These callouts provide both crewmembers required information about airplane systems and about the participation of the other crewmember. The absence of a standard callout at the appropriate time may indicate a malfunction of an airplane system or indication, or indicate the possibility of incapacitation of the other pilot.
The pilot flying should acknowledge all GPWS voice callouts during approach except altitude callouts while below minimums. If the automatic electronic voice callout is not heard by the flight crew, the pilot not flying should make the callout.
Note: If automatic callouts are not available, the PNF may call out radio altitude
at 100 feet, 50 feet and 30 feet (or other values as required) to aid in
developing an awareness of eye height at touchdown.
Standard Callouts
CONDITION / LOCATION CALLOUT
(Pilot Not Flying, unless noted)
Approaching Transition “TRANSITION ALTITUDE/
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：757 Flight Crew Training Manual 机组训练手册(12)
