2.
Vertical speed is greater than 1500 ft/min, OR
3.
Engines are less than minimum “spool” of 55% N1.
In VMC, these parameters must be met before reaching 500 feet above touchdown zone elevation. In IMC these parameters must be met before reaching 1000 feet above touchdown zone elevation, or a go-around will be announced by the Pilot Monitoring.
While continuing the approach (below the BOTTOM LINE altitudes stated above), it must be understood that the aircraft must be correcting and trending toward the desired stable condition. Deviations from the optimum should be called out by the Pilot Monitoring.
Maneuvering Speeds
Initial pattern entry will be in a clean configuration. Slow to clean maneuvering speed prior to entering an airport traffic area. Speed reductions below clean maneuvering speed should be accomplished by flap/slat extension. Extend the flaps/slats to the next setting prior to decelerating below the fixed maneuvering speed for the existing flap/slat setting.
Configuration changes and speed reductions should be planned in order to be at flaps 15° and speed 170 KIAS prior to turning base leg. Normally, the landing gear should not be extended until after 15° flaps have been extended. On a visual approach, final landing configuration should be established no later than 1000 feet AGL. When maneuvering with flaps 28° or flaps 40°, maintain airspeed > VREF + 10.
Altitude Callouts
Altitude callouts during descent for all approaches will be made in reference to the barometric altimeter until (and including) 200 feet above the TDZE, below which the altitude callouts will be made in reference to the radio altimeter if available.
Altitude callouts on all approaches (with the exception of monitored approaches) will be done by the PM. The callouts will be:
.
At 1000 feet above touchdown zone (TDZE), call out “1000 FEET.”
.
At 500 feet above TDZE and at each 100 foot increment thereafter, call out altitude and any significant deviation from target airspeed or descent rate. Note: A significant deviation from airspeed is + 5 knots from
computed target speed. A significant deviation in vertical velocity is a descent rate of 1000 FPM or greater.
.
The barometric altimeter is the reference for determining CAT I DA(H) and non-precision DDA.
.
Call “APPROACHING MINIMUMS” approximately 100 feet prior to DA(H) or DDA on instrument approaches, as applicable.
.
At DDA or DA(H) call “MINIMUMS.”
.
During a CAT I (non-monitored approach) or Non-Precision approach, the PM will inform the PF when (s)he acquires either a portion of the approach lighting system and/or the runway by stating “APPROACH LIGHTS IN SIGHT” and/or “RUNWAY IN SIGHT” as appropriate.
.
On a non-precision approach, PM calls “MISSED APPROACH POINT,” if appropriate.
.
PM calls “100, 50, 30, 20, 10” from the radio altimeter (note the word “feet” is not part of the callout). The altitude calls below 100 feet are at the discretion of the PF on visual approaches.
DA(H)/DDA
Do not continue the approach below DA(H)/DDA (see Non-Precision Approaches, this section, for definition of DDA) unless the airplane is in a position from which a normal descent to the runway of intended landing can be made.
The callouts “APPROACH LIGHTS” and/or “RUNWAY IN SIGHT” are informative only. When conducting non-precision and Cat I ILS approaches, descent below the applicable DA(H)/DDA requires that one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:
.
The approach light system. The pilot may not descend below 100 feet above the TDZE using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
.
The runway end identifier lights.
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