www.rossiya-airlines.

com

Выполнение
посадки
Boeing 747-400

15 марта 2019 г.
АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400 2

Stabilized Approach Recommendations

Maintaining a stable speed, descent rate, and vertical/lateral flight path in

landing configuration is commonly referred to as the stabilized approach
concept.
Any significant deviation from planned flight path, airspeed, or descent
rate should be announced. The decision to execute a go-around is not an
indication of poor performance.

Do not attempt to land from an unstable approach!

АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400 3

Recommended Elements of a Stabilized Approach

All approaches should be stabilized by 1,000 feet AFE in instrument in IMC and
by 500 feet AFE in visual meteorological conditions (VMC). (FCTM 747)
*Примечание: при выполнении захода на посадку с применением кругового
маневрирования посадочная конфигурация должна быть создана не ниже 500 футов
над уровнем аэродрома. (Standard operating procedures (SOP 747)
 the airplane is on the correct flight path
 only small changes in heading and pitch are required to maintain the correct flight
path
 the airplane should be at approach speed, deviations of +10 knots to – 5 knots are
acceptable if the airspeed is trending toward approach speed
 the airplane is in the correct landing configuration
 sink rate is no greater than 1,000 fpm; if an approach requires a sink rate
greater than 1,000 fpm, a special briefing should be conducted
 thrust setting is appropriate for the airplane configuration
 all briefings and checklists have been conducted.
 ILS approaches should be flown within one dot of the glide slope and
localizer, or within the expanded localizer scale
 АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400 4

Airspeed Control
During an autoland, the autothrottle retards the
thrust so as to reach idle at touchdown. The 5 knot
additive is bled off during the flare.
If the autothrottle is disconnected, or is planned
to be disconnected prior to landing , maintain VREF
+5 knots, plus any wind additive, until approaching
the flare.
With proper flare technique and thrust
management the 5 knot additive and some of the
steady wind additive may be bled off prior to
touchdown.
Plan to maintain gust correction until touchdown.
Touchdown should occur at no less than VREF - 5
knots.
All approach speed additives should be
accounted for when determining the landing distance
by applying the Approach Speed Adjustment from the
Normal or Non-Normal Landing Distance table.
АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400 5

The following runway markings are for runways served by a precision approach.

visual aim point

АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400 6

Landing Flare Profile

• 3° approach glide path

• flare distance is approximately 1,000 to 2,000 feet beyond the threshold
• typical landing flare times range from 4 to 8 seconds and are a function
of approach speed
• airplane body attitudes are based upon typical landing weights, flaps 30,
VREF 30 + 5 knots (approach) and VREF 30 + 0 (touchdown), and
should be reduced by 1° for each 5 knots above this speed
• threshold height for main gear and pilot eye level is shown in the Two
Bar/Three Bar VASI Landing Geometry tables on previous page.
 АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400 7

When the threshold passes

under the airplane nose and out of
sight ( 50 feet), shift the visual
sighting point to the far end of the
runway.
Shifting the visual sighting
point assists in controlling the pitch
attitude during the flare.
Maintaining a constant
airspeed and descent rate assists
in determining the flare point.
Initiate the flare when the main gear is approximately 30 feet above the runway by increasing
pitch attitude approximately 2° - 3°. This slows the rate of descent.
After the flare is initiated, smoothly retard the thrust levers to idle, and make small pitch
attitude adjustments to maintain the desired descent rate to the runway.
A smooth thrust reduction to idle also assists in controlling the natural nose-down pitch
change associated with thrust reduction.
Hold sufficient back pressure on the control column to keep the pitch attitude constant. A
touchdown attitude as depicted in the figure below is normal with an airspeed of approximately
VREF. Ideally, main gear touchdown should occur simultaneously with thrust levers
reaching idle.
АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400

Normal Touchdown Attitude

The figures also show that

touchdown at a speed below
normal touchdown speed, in this
case VREF - 10 knots, seriously
reduces aft body-runway clearance.
The following figures illustrate
the effect of airspeed on airplane
attitude at touchdown. They show
airplane attitude at a normal
touchdown speed (VREF to VREF -
5 knots) for flaps 25 and flaps 30.
АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400

Pitch and Roll Limit Conditions

The Ground Contact Angles - Normal

Landing figures illustrate body roll/pitch
angles at which the airplane structure
contacts the runway.
Note: The figures are based on a
rigid wing, however, dynamic
maneuvering can reduce this envelope
due to structural flexing of the airframe.
Therefore, body roll/pitch angles
within the envelope shown on the figures
can result in airplane structure contacting
the runway.
АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400

Bounced Landing Recovery

Note: A bounced landing is defined as a landing where both main gears contact the
ground and then both main gears leave the ground prior to landing.

If the airplane should bounce, hold or re-establish a normal landing attitude and add
thrust as necessary to control the rate of descent.
Thrust need not be added for a shallow bounce or skip. When a high, hard bounce
occurs, initiate a go-around.
Apply go-around thrust and use normal go-around procedures. Do not retract the
landing gear until a positive rate of climb is established because a second touchdown may
occur during the go-around.
If higher than idle thrust is maintained through initial touchdown, the automatic
speedbrake deployment may be disabled even when the speedbrakes are armed.
This can result in a bounced landing.
If the speedbrakes started to extend on the initial touchdown, they will retract once
the airplane becomes airborne again on a bounce, even if thrust is not increased.
The speedbrakes must then be manually extended after the airplane returns to the
runway.
 АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400

Touchdown In Crab

The airplane can land using crab only

(zero sideslip) up to the landing crosswind
guideline speeds.
On dry runways, upon touchdown the
airplane tracks toward the upwind edge of
the runway while de-crabbing to align with
the runway.
Immediate upwind aileron is needed to
ensure the wings remain level while rudder
is needed to track the runway centerline.
The greater the amount of crab at
touchdown, the larger the lateral deviation
from the point of touchdown. For this
reason, touchdown in a crab only condition
is not recommended when landing on a dry
runway in strong crosswinds.
АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400

De-Crab During Flare

The objective of this technique is to
maintain wings level throughout the
approach, flare, and touchdown. On final
approach, a crab angle is established with
wings level to maintain the desired track.
Just prior to touchdown while flaring the
airplane, downwind rudder is applied to
eliminate the crab and align
the airplane with the runway centerline.
As rudder is applied, the upwind wing
sweeps forward developing roll. Hold wings
level with simultaneous application of aileron
control into the wind. The touchdown is
made with cross controls and both gear
touching down simultaneously. Throughout
the touchdown phase upwind aileron
application is utilized to keep the wings level.
 АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400

Sideslip (Wing Low)

The sideslip crosswind technique aligns the
airplane with the extended runway centerline so that
main gear touchdown occurs on the runway centerline.
The initial phase of the approach to landing is
flown using the crab method to correct for drift. Prior to
the flare the airplane centerline is aligned on or parallel
to the runway centerline. Downwind rudder is used to
align the longitudinal axis to the desired track as
aileron is used to lower the wing into the wind to
prevent drift. A steady sideslip is established with
opposite rudder and low wing into the wind to hold the
desired course.
Touchdown is accomplished with the upwind wheels touching just before the downwind
wheels. Overcontrolling the roll axis must be avoided because overbanking could cause the
engine nacelle or outboard wing flap to contact the runway.
Properly coordinated, this maneuver results in nearly fixed rudder and aileron control
positions during the final phase of the approach, touchdown, and beginning of the landing roll.
Sideslip only (zero crab) landings are not recommended with crosswind components in
excess of 20 knots.
АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400

Характерные ошибки:

- Нестабилизированные заходы;
- Ошибка в определении скорости захода на посадку;
- Отклонение от стабилизированного захода с высоты 200 футов (эффект
воздушной подушки, попытка «догона» глиссады);
- Изменение ветра в приземном слое;
- Ошибочная техника выполнения выравнивания;
- Неверная оценка текущих параметров;
- Стремление сесть без перелета на короткие полосы;
- Попытка догнать глиссаду с существенным отклонением штурвала на
пикирование.
 АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400

Сложение перегрузок
Стабилизированный полет

P Cx

Высота 50 футов
-Режим работы двигателей подобран
-Есть возможность оценить скорость захода
-Есть возможность оценить вертикальную скорость
 АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400

Сложение перегрузок dY Ny рв
Mкабр Ny кас
Y

P Cx
Мрв

Yрв
G
Высота 30 футов
Управляющее движение штурвалом дает кабрирущий момент.
Что может пойти не так?
- Потеря скорости или излишняя скорость
- Высота пролета торца выше или ниже рекомендованной
Темп выравнивания не соответствует текущим условиям (высокое или низкое
выравнивание).
Причин неправильных действий много – погодные условия, недоученность, усталость,
визуальная иллюзия и т.д.
 АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400

Как избежать жестких посадок?

Не допускайте ухода от параметров стабилизированного захода.

Контролируйте режим работы двигателей
-Помните каким должен быть опорный режим
Перед выравниванием успейте взглянуть на скорость
-Заметьте где текущая скорость относительно бага Vapp на speedtape. Цифра не важна.
Главное – её положение. Это определит способность самолета выполнить выравнивание в
привычной вам манере.
 АО «АВИАКОМПАНИЯ «РОССИЯ» | Выполнение посадки Boeing 747-400

Как избежать жестких посадок?

Если по какой-либо причине (погодные
условия, «вспухание» от эффекта земли на
высотах 300-200 футов, нехарактерная
техника пилотирования и т.д.) и вы ушли
выше и решили догонять глиссаду – не
забудьте после возвращения на нужный
профиль убрать прирост вертикальной
скорости и сделать выравнивание.
Если вы приняли решение садиться
«на руках» - не затягивайте с отключением
автопилота до высот ниже 500 футов. К
этой высоте автоматика уже заложила
определенный кабрирующий момент для
AUTOLAND. И этот момент вам придется
парировать в момент отключения
автопилота.
Помните – вовремя принятое решение об уходе на 2 круг
всегда расценивается как грамотные действия экипажа!