757 Flight Crew Training Manual 机组训练手册(55)

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Intercept the localizer with flaps 5 at flaps 5 speed. When the glide slope is alive,
lower the landing gear, extend flaps to 20, set final approach speed, and decelerate. Be prepared to take over manually in the event system performance is not satisfactory.
Note: For airplanes with earlier FCCs, when the autopilots are disengaged prior
to flare, be prepared to counter the UP trim bias used in some multiple
autopilot approaches. Initial pitch force will be up to 30 pounds nose up.
Maintain required rudder pedal pressure.
Autolands Not Allowed with Engine Inoperative Prior to Landing Flaps
The table below provides a tabulation of autopilot engine out operations for those airplanes which do not have the engine out autoland option activated. Note the areas in the table that are marked “not certified”.

Engine Fails 
Conditions  Prior to landing  After selecting  Below Alert 
flaps  landing flaps  Height 
CMD or FD  DISC A/T, flaps  DISC A/T, flaps 20  DISC A/T, no 
(fail safe  20, no autoland  or existing flaps if  autoland 
Cat II  approach only)  greater, no autoland 
LAND 2 (fail passive autoland)  Same as CMD or FD above  DISC A/T, flaps 25 or 30, normal autoland with manual throttle  DISC A/T, flaps 25 or 30, normal autoland with manual throttle 
LAND 3  Same as CMD  Same as LAND 2  Same as LAND 2 
(fail operational  or FD above  above  above 
autoland) 
LAND 2  Not certified  Same as Cat II  Same as Cat II 
(fail passive  LAND 2 above  LAND 2 above 
autoland) 
Cat IIIa  LAND 3  Not certified  Same as Cat II  Same as Cat II 
(fail operational  LAND 2 above  LAND 2 above 
autoland) 
LAND 3  Not certified  Not certified  Same as Cat II 
Cat IIIb  (fail operational  LAND 2 above 
autoland) 
Note: Operation without engine inoperative autoland option. 

Autolands Allowed with Engine Inoperative Prior to Landing Flaps
Some airplanes have an engine out autoland option activated. This option provides the capability to conduct an automatic approach to Category IIIa minimums, with an engine initially inoperative, if the quality of the approach is satisfactory.
Additional engine-out logic is incorporated during runway alignment to ensure the downwind wing is not low at touchdown. If the crosswind is from the same side as the failed engine, then the airplane is crabbed by inducing a sideslip. This assures a wings-level approach. For moderate or strong crosswinds from the opposite side of the failed engine, no sideslip is induced as the failed engine high approach configuration guarantees an upwind wing low touchdown characteristic.
The table below provides a tabulation of autopilot engine out operations for those airplanes which have the engine out autoland option activated. Note the areas in the table that are marked “not certified.
Engine Fails 
Conditions  Prior to landing  After selecting  Below Alert 
flaps  landing flaps  Height 
CMD or FD  DISC A/T, flaps  DISC A/T, flaps 20  DISC A/T, no 
(fail safe  20, no autoland  or existing flaps if  autoland 
Cat II  approach only)  greater, no autoland 
LAND 2 (fail passive autoland)  DISC A/T, flaps 25 or 30, normal autoland with manual throttle  DISC A/T, flaps 25 or 30, normal autoland with manual throttle  DISC A/T, flaps 25 or 30, normal autoland with manual throttle 
LAND 3  Same as LAND  Same as LAND 2  Same as LAND 2 
(fail operational  2 above  above  above 
autoland) 
LAND 2  Same as Cat II  Same as Cat II  Same as Cat II 
(fail passive  LAND 2 above  LAND 2 above  LAND 2 above 
autoland) 
Cat IIIa  LAND 3  Same as Cat II  Same as Cat II  Same as Cat II 
(fail operational  LAND 2 above  LAND 2 above  LAND 2 above 
autoland) 
LAND 3  Not certified  Not certified  Same as Cat II 
Cat IIIb  (fail operational  LAND 2 above 
autoland) 
Note: Operation with engine inoperative autoland option. 

Note: Approval to conduct Category II or Category III operations must be obtained by each operator from the appropriate authorities.
Engine Inoperative, Rudder Trim - All Instrument Approaches
Rudder trim may be set to zero to facilitate directional control during thrust reduction. This should be accomplished by 500 feet AFE to allow the PNF ample time to perform other duties and make appropriate altitude callouts.
　
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