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Preface
This chapter outlines recommended operating practices and techniques for ILS, non-ILS, circling and visual approaches, and the missed approach/go-around maneuver. Flight profile illustrations represent the recommended basic configuration for normal and non-normal flight maneuvers and provide a basis for standardization and crew coordination.
The maneuvers are normally accomplished as illustrated. However, due to conflicting traffic at training airports, air traffic separation requirements, and radar vectors, modifications may be necessary. Conditions beyond the control of the flight crew may preclude following an illustrated maneuver exactly. The maneuver profiles are not intended to replace good judgment and logic.
Approach Instrument Approaches
All safe instrument approaches have certain basic factors in common. These include good descent planning, careful review of the approach procedure, accurate flying, and good crew coordination. Thorough planning is the key to a safe, unhurried, professional approach.
The Approach Checklist is normally initiated during descent and should be completed passing 10,000 feet MSL or transition level, whichever is lower.
Complete the approach preparations before arrival in the terminal area. Set decision altitude/height DA(H) or minimum descent altitude/height MDA(H). Crosscheck radio and pressure altimeters whenever practical. Do not completely abandon enroute navigation procedures even though air traffic is providing radar vectors to the initial or final approach fix. Check ADF/VOR selector set to the proper position. Verify ILS, VOR and ADF are tuned and identified if required for the approach.
Check that the marker beacon is selected on the audio panel. The course and glide slope signals are reliable only when their warning flags are not displayed, localizer and glide slope pointers are in view, and the ILS identifier is received. Confirm the published approach inbound course is set or displayed.
Do not use radio navigation aid facilities that are out of service even though flight deck indications appear normal. Radio navigation aids that are out of service may have erroneous transmissions that are not detected by airplane receivers and no flight deck warning is provided to the crew.
Approach Briefing
Thorough planning and briefing are the keys to a safe, unhurried, professional approach. Prior to the start of an instrument approach, the pilot flying should brief the other pilot as to intentions in conducting the approach. Both pilots should review the approach procedure. All pertinent approach information, including minimums and missed approach procedures, should be reviewed and alternate courses of action considered.
As a guide, the approach briefing should include at least the following:
.
weather and NOTAMS at destination and alternate, as applicable
.
type of approach and the validity of the charts to be used
.
navigation and communication frequencies to be used
.
minimum safe sector altitudes for that airport
.
approach procedure including courses and heading
.
vertical profile including all minimum altitudes, crossing altitudes and
approach minimums
.
determination of the Missed Approach Point (MAP) and the missed
approach procedure
. other related crew actions such as tuning of radios, setting of course
information, or other special requirements
.
taxi routing to parking
.
any appropriate information related to a non-normal procedure
.
management of AFDS.
Approach Category
FAA Category Speed
C 121 knots or more but less than 141 knots
D 141 knots or more but less than 166 knots
Speed - based upon a factor of 1.3 or 1.23 (see note) times stall speed in the landing configuration at maximum certificated landing weight.
Note: Factor is dependant upon airplane type certification basis.
ICAO Category Vat Range of Speeds for Initial Approach Range of Speeds for Final Approach Max Speeds for Visual Maneuvering (Circling) Max Speeds for Missed Approach
Intermediate Final
C 121/140 160/240 115/160 180 160 240
D 141/165 185/250 130/185 205 185 265
Vat - Speed at threshold based upon a factor of 1.3 or 1.23 (see note) times stall speed in the landing configuration at maximum certified landing mass.
Note: Factor is dependant upon airplane type certification basis. 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(45)
