I state that I have never flown on the B777 and that as a raw data approach I mean the one with:
- Of course no A / P.
- No A / T
- No F / D
- No FPA
- No Track
Only Stick, Rudder, Throttles, HSI, ADI.
Almost 40 years ago we used to train on SE 210 performing simulated ILS Approaches to minima, with R1 instrument, and its omni bearing selected and locked in a position very different from the ILS inbound course. It was very challenging but effective to maintain manual piloting skills.
I agree almost totally sevenstrokeroll what he wrote in his post 7. I would just add a few things.
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even before starting the ILS, know the Following:
initial rate of descent is Approximately 5 times your groundspeed in knots ... 140 knots groundspeed Apch ... your initial 700 fpm descent rate ... make your calculation in advance. 600 to 700 fpm for most jets to start
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Things to know before starting the approach:
Attitude and engines / engine (OEO) pre-fixing for each configuration / speed, to maintain in the various stages of the approach ...
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Intercept localizer and make a good guess as to the heading required to maintain. Between the split scan your needles and the basic flight instruments ... do not chase the needles, try heading for the making refinements as you go
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The drift is equal to the wind cross-component divided by the ground speed in NM / min.
So after capturing the LOC apply a first correction to the drift so calculated: if your GS is 140 kts = 2.3 nm / min and have a x-wind component of 10 knots, add about 4° to the right of your inbound course. Then you'll only make small corrections of no more than 5 degrees (the angle of bank should not exceed the amount of heading variation).
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as the glideslope needle comes alive, configure the aircraft for landing That I know by the time you are ON glideslope, you are fully configured for landing and stable to your 600-TRIM 700fpm descent ... and the power in September.
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We used to extend the landing gear when a dot and a half below the glide, landing flap when a dot below.
On glide the aircraft must be configured and at the prescribed speed, with attitude and thrust as precalculated.
Determine what is the exact attitude to maintain the glide slope and make small changes around that.
Do not chase LOC and GLIDE but anticipate their trends.
Maintaining a Sterile Cockpit.
Only standard call outs allowed.
”OUTER MARKER TIME ...” “CROSS CHECKED!”
APPROACHING MINIMA
MINIMA ... GO AROUND
Or: LAND
Fly Safe
DOVE