All instrument approaches have certain basics in common. These are:

 > Good descent planning
 > Careful review of the approach procedure
 > Accurate Flying
 > Good Crew Co-ordination

Both pilots will have the instrument approach chart available.

Complete the approach preparations before arrival in the terminal area. Tune and identify the ILS and / or VOR and associated beacons as soon as practical. Do not completely abandon en-route navigation procedures even though ATC is providing radar vectors to the initial or final approach fix. Check VOR / ADF RMI switches set to the required position. Check for map shift.

Check the marker beacon, if required, is selected on the audio panel. The localiser and glide slope signals are reliable only when their warning flags are not displayed, deviation pointers are in view and the ILS identifier is received. Set the published approach inbound track in the ILS course selector so that the proper aircraft heading / track relationship is displayed. Set Decision Altitude (DA) or Decision Height (DH).

Thorough planning and briefing is the key to a safe, unhurried, professional approach. Prior to the start of an Instrument Approach, the managing pilot will brief the other pilot as to his intentions, and both pilots will review the approach procedure. All pertinent minima and missed approach procedures should be reviewed and alternate courses of actions considered and discussed.

Visibility / RVR minima and decision altitude / height combinations required for the approach and landing are found in the Performance Manual. Note that approach may not continue below 1,000ft AAL if the reported RVR is below the relevant limit. When RVR is reported, it shall be used, regardless of the reported meteorological visibility. This applies to all types of approach.

A common request from ATC especially into busy airfields is to fly at 160 knots until the outer marker or 4dme. In this situation speed reduction should commence at 1,500ft in order to be stabilised by 1,000ft.

During approach, selecting the outer marker altitude in the MCP when established on the ILS glide slope stops the altitude alert message with the gear not down. Remember to select the Go-around altitude when the gear is down or at some other convenient point.

Radio Decision Heights (DH) are always used for Autolands. Servo Decision Altitudes are normally used for manual landings; but when it is intended that the Autopilot should remain engaged below the CAT1 minima, then CAT1 radio decision heights should be used.

Do not continue the approach below decision height / decision altitude unless the aircraft is in a position from which a normal approach to the runway of intended landing can be made and adequate visual reference can be maintained. If upon arrival at decision height / decision altitude or any time thereafter, any of the above requirements are not met, immediately execute the go-around procedure. When visual contact with the runway is established, maintain the glide path to flare. Do not “duck under” the glide path.

The use of intermediate flap settings (Flap 15 and Flap 25) is permissible and extremely useful when asked to fly at higher approach speeds by Air Traffic Control. Flap 15 can be used when flying an approach at VRef + 40, but if ATC require a speed below this Flap 20 is required. It is acceptable, and good airmanship, to fly an approach in strong headwinds with reduced flap settings. If a speed of VRef + 40 is requested into a 30 knot headwind then it makes good sense to fly the approach with Flap 15 or even Flap 5. It doesn’t make sense to use excessive amounts of Flap while the throttles are open to counter the increased drag.

The first illustration in this section shows the “Basic” ILS approach. As shown the Gear and Flap are selected at the first glideslope pointer movement and Flap 30 at glideslope intercept. The speed is reduced in accordance with the flap / speed schedule. This type of approach is used at times during training and during normal line operation when the glideslope intercept height is 1,500ft or less.

During line operations the “Normal” ILS approach is used to save fuel, reduce noise and facilitate ATC speed control, this is shown in the illustration below.


At glideslope intercept select or maintain Flap 5, 15 or 20 depending on headwind component, glidepath angle and ATC requested speed. Gear and Flap 20 are selected at 2,000ft AAL. At 1,500ft AAL select final approach speed and as the speed reduces through VRef + 20, select Flap 30, producing a stabilised approach by 1,000ft AAL.

On final approach maintain VRef + 5 knots plus wind increment as previously discussed, this speed being known as the “Approach Speed”.

The following two illustrations show the “Normal” ILS profile utilising Flap 20 as part of both Radar vectored and Procedural approaches. These patterns may be modified to suit local traffic and ATC requirements.

All ILS navigational signals are displayed on the ADI and when ILS mode is selected, the HSI as well. The localiser course deviation scale on the ADI will remain normal scale during the approach and not change to expanded scale at approximately 5/8 dot, as it does when using Flight Director and / or autopilot.

The raw data displayed on the ADI may be used for the approach and the HSI left in the MAP mode. If the ILS facility is DME equipped, the MAP display will be updated during the approach using localiser and DME information. Continue to cross check the display against the ADI raw data.

In good weather it is permitted to practice raw data ILS approaches using full or expanded ILS displays on the HSI, in this case the other pilot should display the map.

In all cases at least one flight director must be on with appropriate modes selected.

The magnetic bearing information on the RMI should be used to supplement the localiser beam bar during initial course interception. Begin the turn to the inbound localiser heading at the first movement of the localiser. After course intercept, use the track line in the HSI to assist proper drift correction and to maintain desired course.

When tracking inbound, large bank angles will rarely be required while manoeuvring to hold the localiser. Use only a 5 to 10 degree bank angle.

Bank as necessary to keep the localiser centred and the track line over the course line. This method automatically corrects for wind drift with very little reference to actual heading required.

At approximately 1.5 dots “fly-up” select / maintain Flap 5 / 15 / 20 and maintain VRef + 40. Beware of the marked ‘ballooning’ effect of Flap 20 and be ready to select a lower pitch attitude.

At 2,000ft AAL on the glide-slope select gear down and Flap 20; maintain VRef + 40. At 1,500ft AAL select Approach Speed and as the speed decreases below VRef + 20 select Flap 30. At each stage, note the rate of descent, attitude, and thrust required, and use these values as your “datum”. Rate of descent will vary with glide slope angle, selected approach speed and wind. Immediate and smooth corrections should be made on the ADI based on the ILS course and glide slope indications. Apply corrections at approximately the same rate and amount as the flight path deviations.

The aircraft should be stabilised on the glideslope, in the landing configuration, by 1,000ft AAL.

The necessity for good planning for a VOR / LLZ or NDB let-down cannot be over emphasised. The use of various facilities offered by the 757 can reduce workload to a marked extent. An obvious example is use of the autopilot. HDG SEL and FL CH are used during the intermediate approach, with HDG SEL and VS modes used for final approach.

During the approach the autopilot may remain engaged below 1,000ft ARTE only if coupled to an ILS glideslope or in VS mode. Minimum height for disengagement using VS mode is 300ft ARTE.

The handling pilot will display raw data on his HSI. When using an NDB this will normally be either full or expanded ILS, with the ILS course selector set to the required QDM, but with the ILS parked. This gives the pilot tracking reference and drift information. If a VOR is used in the intermediate approach procedure, full or expanded VOR will be displayed initially (ensure that the correct QDM/QDR is set on the VOR), and at the transition point from VOR to NDB tracking it will be a simple task to switch your HSI mode to full or expanded ILS, which will have the final track pre-selected on it.

If the procedure uses VOR radials for both outbound and inbound tracks it will be necessary for the VOR QDM to be changed prior to establishing inbound to the facility.

The non-handling pilot will normally display MAP on his HSI. This will give him a better overall picture, and allow use of the green range arc for selected altitudes / heights. Remember, if you are the handling pilot (on raw data), that use of the EXPANDED VOR/ILS display will give you the added facility of weather-radar returns. A further useful facility is the FIX page of the FMC, entering the Locator Beacon or VOR on this page will give you a continuous readout of both bearing and distance. This is a most useful aid, especially when descending inbound to an NDB on final approach.

Remember to positively identify the aids being used, and during an NDB procedure, the non-handling pilot must monitor the NDB call-sign throughout the approach. A typical NDB or VOR / LLZ approach would commence at holding altitude and VRef + 80 in a clean configuration. When cleared for the approach, select Flap 1 and reduce speed to VRef + 60. Crossing the fix outbound, select Flap 5 and reduce to VRef + 40. Descent to the final approach fix height may not commence until within 5 degrees of the inbound track.

When established inbound select gear down and Flap 20, reducing speed to VRef + 20. Vertical speed may be used at this stage, with the FAF altitude set in the MCP Altitude window. The non-handling pilot will then be able to advise on rate of descent by comparing the FAF position on his MAP display with the green arc. The handling pilot, by way of a cross-check, will have the FAF on his FMC FIX page. Using this method, a more or less continuous descent can be achieved.

Once a stable rate of descent is achieved, reset the MCP altitude to airfield elevation; otherwise altitude capture will occur at the FAF and the descent will become unstabilised. The green arc should now intersect the runway threshold. However, bear in mind there may be some map shift. At the final approach fix, select Flap 30 and the Approach speed. Use HDG SEL to remain on the QDR. Once the final approach is stabilised, se the Go-Around altitude in the MCP window. Where DME information is available during the procedure then it is recommended that the landing configuration is established at the start of the final descent. This avoids the need for changes in speed and rate of descent during the approach.

Use the procedure above (VOR / LLZ only) but do not attempt to couple the autopilot or flight director to the localiser backbeam.

In addition, set the ILS front course QDM on the ILS control panel, and select BCRS on the Standby Altitude Indicator ILS selector.

Note that Backcourse localiser deviation will be displayed in the correct sense on the ADI and HSI. Any glideslope display must be ignored, the GPWS Mode 5 "Glideslope" is automatically inhibited during a backcourse approach.

A final approach path of 3 degrees is used. Once the final approach is established, the aircraft configuration remains fixed and only small adjustments need to be made to the glide path, approach speed and trim. This results in the same approach profile under all conditions regardless of weather.


The visual circuit pattern is excellent for building good habits. Stay ahead of the aircraft, complete the checklist early and fly the patterns smoothly with precision.

The throttles must be thought of as a primary speed control in co-ordination with elevator to control attitude, rate of descent, and approach profile. Adjust thrust slowly in small increments. large sudden thrust changes are indicative of an unstable approach and the related trim changes make aircraft control more difficult. No large changes should be necessary except when performing a go-around. A large thrust reduction is not required when extending landing gear or when extending flaps on base leg and final approach. Due to the low drag of the aircraft close attention to speed and thrust control is necessary. A thrust increase may be required when stabilised on final approach.

Fly at an altitude of 1,500ft AAL and enter downwind at VRef + 40, with Flap 5, maintaining a track parallel to the runway approximately 1.5nm abeam (see above diagram). Prior to turning base leg, extend the landing gear, select Flap 20 and commence deceleration to Vref + 20. When turning on base leg, adjust thrust as required maintaining VRef + 20 while descending at 200-500 fpm. Extend Flap 30 when on the correct descent profile. Turn finals, reduce speed to VRef plus the wind corrections, and complete the landing checklist.

During extension of landing flap hold the same approximate nose attitude, maintain the flight profile with pitch control, allowing the speed to decrease to the proper approach speed, and trimming elevator force to zero.

The table below provides some target values for use in the circuit.

	Boeing 757-200 at 80,000kg
	Attitude	EPR
Take-off	15o	T/O
At Aa	10o	Climb
Level Flight (Downwind)   Flap 5   Gear Up   VRef + 40	7.5o	1.16
Base Leg   Flap 5   Gear Down   VRef + 40	5o	1.16
3o Final Approach   Flap 30   Gear Down   VRef + 5 + wind	2o	1.16

Roll out on runway centreline and allow airspeed to decrease to the appropriate approach speed. Make thrust changes as required to hold approach speed and the desired rate of descent. Re-trim the stabliser to maintain zero elevator force on finals. Stabilise the aircraft at the selected approach airspeed with a constant rate of descent between 600 and 800 fpm on the desired glide path, in trim. Stablise on the profile by 500ft AAL at the latest.

The phenomenon of pilot induced oscillation, whilst by no means specific to the 757, is sometimes experienced by pilots new to the aircraft when they first meet the somewhat laconic response of the 757's ailerons to pilot input during turbulence on the approach. By the time the aircraft has responded to their input to correct a disturbance in roll, the 'disturbance' may well have moved in such a way as to reinforce the pilot input. This can give rise to large, and occasionally distressing angles of bank, apparently in response to quite small control wheel movements. Conversely if the pilot inputs are sufficiently robust to cause spoiler deployment on the down-going wind, the asymmetry in lift across the span can cause rapid rates of roll which if not promptly corrected will also generate undesirably large angles of bank. The best remedy is to release the control wheel and allow the aircraft's inherent stability to return it to an even keel. This is not always possible in turbulence, but reduced or zero input from the pilot will invariably improve the situation.

All VASI / PAPI systems are visual projections of the approach path which are usually aligned to intersect the runway at a point 1,000 to 1,500 feet beyond the threshold. When ILS is installed, the PAPI or 2-bar VASI normally coincides with the ILS glide slope. Flying the PAPI or VASI glide slope to touchdown is the same as selecting a visual aim point on the runway adjacent to the VASI installation. Where 3-bar (longbody) VASI is installed, the nearer 2 bars are used. This gives adequate gear height clearance for the 757.

During visual approaches many techniques and methods are used to ensure main landing gear touchdown at the desired point on the runway. One of the more common methods used is to aim at the desired touchdown point on the runway. One of the more common methods used is to aim at the desired touchdown point on the runway, then adjust the final approach glide path until the selected point is stationary in relation to the aircraft (the point does not move up or down the windscreen while the aircraft is approaching it). Flare distance accounts for the small difference in paths, and gear touchdown occurs very near the visual aim point.

Height over the threshold is a function of glide path angle and landing gear touchdown target. During a typical 3 degree visual approach with a 1,000ft aiming point, the main landing gear will cross the threshold at approximately 35ft. Special attention must be given to establishing a final approach that will assure safe threshold clearance and gear touchdown at least 1,000ft down the runway. Low flat approaches should not be accepted - a 3 degree approach path should be re-established and maintained to touchdown. A flat approach will reduce the landing gear clearance over the threshold and in extreme circumstances the aircraft could touch down short of the runway. Recommended standard callouts will assist the pilot in determining a proper profile. If the threshold is still in sight when the "30 feet" call is made, the aircraft has become dangerously low, and an immediate go-around must be initiated.