تويت
B–747
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Takeoff Minimums
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Landing Minimums
1. Increase RVR to 1500m / VIS 1600m if no Approach Lights.
2. MDH must be increased to 350’ if there is no final approach fix (FAF)
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Landing the B-747 on Wet or Slippery Runways.
Approach.
1. Fly a well executed final approach with the airplane positioned on the glide path, runway center line and at the speed recommended for the existing condition.
2. Arm Auto brakes by selecting MED.
3. Arm Auto Speed Brakes.
4. Do not be misled by the relative bearing of the runway due to crab angle when breaking out of overcast.
5. Consider a go-around if zero drift condition cannot be established prior to flare.
Flare
1. Do not float or allow drift to build up during flare.
2. With a crosswind, touchdown in a crab.
REMARKS
A touchdown in a crab will establish main gear crab effect and actuate the auto-spoilers and auto-brakes more quickly.
Touch down
1. Accomplish a firm touchdown as near centerline as possible.
2. Get the wheels on the runway at approximately 1,000 feet from the approach end of the runway. The airplane should be flown firmly onto the ground at aiming point even if the speed is excessive.
3. If a touchdown far down the runway is likely, consider a go-around.
REMARKS
A firm touchdown will improve wheel spin up on slippery runways.
Deceleration on the runway is about three times greater than in the air. Do not allow the airplane to float in the air to bleed of speed.
Transition to Breaking Configuration.
(Expedite all items.)
1. Extend or check that speed-brakes deploy immediately after main gear touchdown.
2. Immediately lower the nose gear onto the runway and hold light forward pressure.
3. Pressure the reverse interlocks.
4. Without auto-brakes use moderate to firm, steady brake pedal pressure after nose gear touch down.
5. The auto brake system will begin symmetrical brake after wheel spin up. Either pilot can disarm the system and take over manual braking at any time by applying normal pedal braking.
6. When reverse interlocks release apply Max. symmetrical reversing.
REMARKS
If speed brake lever fails to deploy automatically, immediately actuate it manually.
Decreases lift, increases main gear loading, improving wheel spin up and directional stability.
Do not cycle brake pedals.
Reverse thrust is more affective at high speeds.
Rollout
1. Maintain light forward column pressure.
2. Keep the wings level.
3. Maintain directional control at high speed (above 50 – 60 Kt). With rudder.
4. Maintain directional control at low speed with nose wheel steering and rudder.
REMARKS
Improves directional control.
Improves braking and traction.
Skid or Loss of directional Control
1. Immediately release brake pressure.
2. Return to reverse Idle.
3. Use rudder, steering and differential braking if required, to regain runway center line.
4. When rolling parallel with the runway and near centerline, apply reverse thrust and brake pedal pressure to develop max. braking.
REMARKS
Optimum nose wheel steering angle for slippery runways is 3 to 5 deg.
Turnoff
1. Reduce speed to a safe level prior turnoff.
REMARKS
End of runways may be very slippery when wet due to heavy rubber and oil deposits.
Prepared By Jabir J. Al-harbi
أخوكم الكابتن
ALZUGHIBI
ــــــــــــــــــــــــــ
Takeoff Minimums
ــــــــــــــــــــــــــــــــــــــــــــــــــ ـــــــــــــــــــــــــــــــــ
Landing Minimums
1. Increase RVR to 1500m / VIS 1600m if no Approach Lights.
2. MDH must be increased to 350’ if there is no final approach fix (FAF)
ــــــــــــــــــــــــــــــــــــــــــــــــــ ـــــــــــــــــــــــــــــــــ
Landing the B-747 on Wet or Slippery Runways.
Approach.
1. Fly a well executed final approach with the airplane positioned on the glide path, runway center line and at the speed recommended for the existing condition.
2. Arm Auto brakes by selecting MED.
3. Arm Auto Speed Brakes.
4. Do not be misled by the relative bearing of the runway due to crab angle when breaking out of overcast.
5. Consider a go-around if zero drift condition cannot be established prior to flare.
Flare
1. Do not float or allow drift to build up during flare.
2. With a crosswind, touchdown in a crab.
REMARKS
A touchdown in a crab will establish main gear crab effect and actuate the auto-spoilers and auto-brakes more quickly.
Touch down
1. Accomplish a firm touchdown as near centerline as possible.
2. Get the wheels on the runway at approximately 1,000 feet from the approach end of the runway. The airplane should be flown firmly onto the ground at aiming point even if the speed is excessive.
3. If a touchdown far down the runway is likely, consider a go-around.
REMARKS
A firm touchdown will improve wheel spin up on slippery runways.
Deceleration on the runway is about three times greater than in the air. Do not allow the airplane to float in the air to bleed of speed.
Transition to Breaking Configuration.
(Expedite all items.)
1. Extend or check that speed-brakes deploy immediately after main gear touchdown.
2. Immediately lower the nose gear onto the runway and hold light forward pressure.
3. Pressure the reverse interlocks.
4. Without auto-brakes use moderate to firm, steady brake pedal pressure after nose gear touch down.
5. The auto brake system will begin symmetrical brake after wheel spin up. Either pilot can disarm the system and take over manual braking at any time by applying normal pedal braking.
6. When reverse interlocks release apply Max. symmetrical reversing.
REMARKS
If speed brake lever fails to deploy automatically, immediately actuate it manually.
Decreases lift, increases main gear loading, improving wheel spin up and directional stability.
Do not cycle brake pedals.
Reverse thrust is more affective at high speeds.
Rollout
1. Maintain light forward column pressure.
2. Keep the wings level.
3. Maintain directional control at high speed (above 50 – 60 Kt). With rudder.
4. Maintain directional control at low speed with nose wheel steering and rudder.
REMARKS
Improves directional control.
Improves braking and traction.
Skid or Loss of directional Control
1. Immediately release brake pressure.
2. Return to reverse Idle.
3. Use rudder, steering and differential braking if required, to regain runway center line.
4. When rolling parallel with the runway and near centerline, apply reverse thrust and brake pedal pressure to develop max. braking.
REMARKS
Optimum nose wheel steering angle for slippery runways is 3 to 5 deg.
Turnoff
1. Reduce speed to a safe level prior turnoff.
REMARKS
End of runways may be very slippery when wet due to heavy rubber and oil deposits.
Prepared By Jabir J. Al-harbi
أخوكم الكابتن
ALZUGHIBI
تعليق