Best practice for 767 on approach
Guest
Posts: n/a
Best practice for 767 on approach
When within the TMA or about 20nm from the airfield, what would you describe as the standard approach procedures on the 767-300 until on short finals. Speed and flap settings, gear and autopilot disconnect points (if doing a manual approach). Cheers!
Join Date: Jun 1999
Location: UK
Posts: 111
Likes: 0
Received 0 Likes
on
0 Posts
A "normal" minimum clean speed with a full load and landing fuel varies between about 210-220 knots this is based on a Vref speed of between 130-140 knots. With this in mind an arrival into a field such as LGW would be flown clean until ATC ask us to reduce below that. Normally ATC ask for 210kts at about 12 miles 180kts between 12-8 miles and then 160kts til 4 miles.
What I normally do (not saying this is how it should be done everyone does it slightly different) is fly it clean at 210 (or min clean speed) until 12 miles then go to flap5 and fly at Vref+40 (170-180kts)til 8 miles and then use flap20 gear up Vref+20 (around 150-160kts) at about 4.5 miles I'd ask for the gear down and at 4 miles go Flap30 Vref+5 (135-145 knots) and fly that for the remainder of the approach.
Hope this helps. Wasn't sure what level of understanding you have so I've tried to explain it middle of the road.
What I normally do (not saying this is how it should be done everyone does it slightly different) is fly it clean at 210 (or min clean speed) until 12 miles then go to flap5 and fly at Vref+40 (170-180kts)til 8 miles and then use flap20 gear up Vref+20 (around 150-160kts) at about 4.5 miles I'd ask for the gear down and at 4 miles go Flap30 Vref+5 (135-145 knots) and fly that for the remainder of the approach.
Hope this helps. Wasn't sure what level of understanding you have so I've tried to explain it middle of the road.
Guest
Posts: n/a
Thanks for the reply Winston. This is not directly related and might even sound basic, but how the 767 behave when its settled on the approach and you go down to flaps30 when on short finals, also considering the fact that you would be at about 500-700 feet at this time. Also, would this require a large correction (read increase) in thrust to stabilise the plane on the approach course? Cheers!
Join Date: Oct 1999
Location: United Kingdom
Posts: 398
Likes: 0
Received 0 Likes
on
0 Posts
TVA164
On a large aircraft such as the 767, you should be fully stabilised and in the landing configuration by 1500ft. Approach N1 is 60-70% depending on weight and headwind, this isn't vastly greater than flap 20 power at Vref +20. If you aren't fully stabilised by 500ft, then you are seriously looking at a go-around.
[ 02 August 2001: Message edited by: Bally Heck ]
On a large aircraft such as the 767, you should be fully stabilised and in the landing configuration by 1500ft. Approach N1 is 60-70% depending on weight and headwind, this isn't vastly greater than flap 20 power at Vref +20. If you aren't fully stabilised by 500ft, then you are seriously looking at a go-around.
[ 02 August 2001: Message edited by: Bally Heck ]
Join Date: Apr 2001
Location: Europe
Posts: 19
Likes: 0
Received 0 Likes
on
0 Posts
B.H.,
It is not required to be fully stabilized at 1500 ft in a B767-300. 500 is the limit.
Selecting flaps 20, gear down at 1500 feet, the at 1000 feet landing flaps (25 or 30) you'd be stabilized at 800 feet with Vref + 5.
This gives a nice noise-abatement, decellerating approach. However, low-vis requires a more conservative way.....
SJ
It is not required to be fully stabilized at 1500 ft in a B767-300. 500 is the limit.
Selecting flaps 20, gear down at 1500 feet, the at 1000 feet landing flaps (25 or 30) you'd be stabilized at 800 feet with Vref + 5.
This gives a nice noise-abatement, decellerating approach. However, low-vis requires a more conservative way.....
SJ
