I've done a number of flights with the 777 and primarily use the autopilot/autoland on to ILS runways. On some occasions (usually because autopilot goes whacky) I have had to take over at the last minute and do manual landings [usually not the most gentle touchdown]. I really want to learn how to do fully manual landings so that I can land on runways that do not have ILS. I am seeking suggestions on the best way to learn how to do so. When people talk about doing manual landings are they doing fully manual (e.g., using yoke/stick and throttle levers) or are they using auto throttle to control speed and adjusting the heading on the panel etc? Should I take off from an airport and just circle around to practice landings? If so, how far out should I fly before I can setup for a new approach? Are there any recommended videos? Most the videos I have watched people either use autoland or they aren't really explaining how they are doing the manual landing. I have EFB that I can reference for approach information. The biggest problem I have is getting the plane down along the glide slope smoothly. 

 

Thanks,

 

Chris H

Hey Chris,

 

The best way to learn is: practice, practice, practice...

 

Like you say: taking off, circling around and landing (or just doing a touch and go and repeat) is a great way to learn, and in fact common practice in real life as well. (I live near an airport that's sometimes used by several airlines to do just that...)

 

As for how far to fly: make it easy at first, and do this at an airport that has an ILS. but fly manually nonetheless. Just use the ILS for guidance. This also tells you how far to fly back: fly downwind until well below the glide slope, with enough room to turn, line up on the localizer, slow down, lower the first couple notches of flaps etc.

Doing this with ILS will train you on how it should look when you do it without ILS.

 

Another way to train yourself that you can use while still doing full flights, is let the autopilot handle everything until established for landing, and then take over.

For example, turn off the autopilot at 1000ft AGL, after the landing checklist. All you have to do is keep the aircraft on the localizer and glideslope, flare and land. It might not be pretty the first couple of times, (it wasn't for me...) but it'll be in your fingers in no time.

 

Also remember: most real world pilots prefer to land manually... They're pilots after all...

 

Now, I'm not a real life pilot. I'm not claiming this is the best or most realistic way. It's just how I like to do it, and what works for me.

First and foremost, practise level flight, level turns, climbs, descents, climbing turns, descending turns, and all of the above at a constant airspeed. Get a feel for the aircraft.

 

Next, practise reading the ground speed, and converting it to a ball park vertical speed for a 3 degree glide slope. If your ground speed is 180 kts, then you need (180 / 2) * 10 ft/min or 900 ft/min. As you decelerate, remember to also reduce the vertical speed.

 

Give yourself room to maneuver, so before making the turn to final, reduce to 180 and flap 15.

 

For turns themselves, you need about 1.5 miles lateral distance for a 90 degree turn at 180 kts, or 3 miles for a 180 degree turn.

 

For every 300 ft of altitude above the airfield, you want to be 1 mile from the runway. If you are at 1500 ft, start the approach NO CLOSER than 5 nm. You will be on glide when you roll out on heading with this altitude/distance combination, so you will have to start an immediate descent at the required vertical rate to remain on profile.

 

DO NOT CHASE THE NEEDLES! The LOC and GS needles are PERFORMANCE instruments, so do NOT try and chase them. Remember, you are flying a 3 degree slope, so if you are slightly high, start with the required rate of descent based on your ground speed, and then increase it (so if you need 800 ft/min increase it to 1000 ft/min to fly back into the glide slope). Conversely, if you are too low, reduce the vertical speed until you are back on the glide slope.

 

The LOC is a bit trickier, but same idea. If you are drifting to the left and away from the localizer, turn through the ILS course (allowing for wind drift!) and NO MORE THAN 5 degrees the otherside, in order to fly back into the localizer.

 

Remember as you get closer to the runway, the needle sensitivity increases. SMOOOOOOOOOTH flying is the best way here.

 

On the approach, pitch for speed, and use thrust for vertical rate. If you are slightly fast, reduce the thrust a tiny amount, then adjust the pitch to compensate and remain on slope. I've found that a very small but constant reduction of thrust is required in order for everything to remain correct all the way to touchdown.

 

Best regards,

Robin.

First and foremost, practise level flight, level turns, climbs, descents, climbing turns, descending turns, and all of the above at a constant airspeed. Get a feel for the aircraft.

 

Next, practise reading the ground speed, and converting it to a ball park vertical speed for a 3 degree glide slope. If your ground speed is 180 kts, then you need (180 / 2) * 10 ft/min or 900 ft/min. As you decelerate, remeber to also reduce the vertical speed.

 

Give yourself room to maneuver, so before making the turn to final, reduce to 180 and flap 15.

 

For turns themselves, you need about 1.5 miles lateral distance for a 90 degree turn at 180 kts, or 3 miles for a 180 degree turn.

 

For every 300 ft of altitude above the airfield, you want to be 1 mile from the runway. If you are at 1500 ft, start the approach NO CLOSER than 5 nm. You will be on glide when you roll out on heading with this altitude/distance combination, so you will have to start an immediate descent at the required vertical rate to remain on profile.

 

DO NOT CHASE THE NEEDLES! The LOC and GS needles are PERFORMANCE instruments, so do NOT try and chase them. Remember, you are flying a 3 degree slope, so if you are slightly high, start with the required rate of descent based on your ground speed, and then increase it (so if you need 800 ft/min increase it to 1000 ft/min to fly back into the glide slope). Conversely, if you are too low, reduce the vertical speed until you are back on the glide slope.

 

The LOC is a bit trickier, but same idea. If you are drifting to the left and away from the localizser, turn through the ILS course (allowing for wind drift!) and NO MORE THAN 5 degrees the otherside, in order to fly back into the localizer.

 

Remember as you get closer to the runway, the needle sensitivity increases. SMOOOOOOOOOTH flying is the best way here.

 

Best regards,

Robin.

Thank you for this. I just spent a few hours taking off from and landing at kjfk. These guidelines really help. I was chasing the needles!

Great guidelines! I'll be using them myself, but I think I'll wait for PMDG to update the T7 with the (supposed) reworked FBW system, until then it's manual TOs, but landings get a bit iffy.

You can also use the red and white lights (usually to the left of the runway) to help you approach at the correct angle.  The idea is to have two white and two red alight at the same time.  If you see three or four red, you are below the glideslope and if you see three or four white, you are above the glideslope.  This give you an outside reference point to aim for so you don't have to fly just on instruments and not look out of the window!

 

Rob

There are some bugs with the FBW at the moment that make landing tricky; specifically, the flaperons have a nasty habit of going from completely retracted to completely extended on short final, causing balooning. You may find it easier to disconnect the flight computers.

Jordan,

  Can you explain disconnecting the flight computers?  Is this accomplished by pulling the AP disconnect or .............?

Thank you,

Ken

Jordan,

  Can you explain disconnecting the flight computers?  Is this accomplished by pulling the AP disconnect or .............?

Thank you,

Ken

 

Of course. There is a guarded switch on the left hand side of the overhead panel, above the electrical section called "Primary Flight Computers". You can use this switch to disconnect the flight computers.

 

The AP makes up part of the the flight computer system, but disconnecting the autopilot won't disconnect the flight computers themselves; you need to use the switch described above to acomplish this. When you do turn off the flight computers, the autopilot will disconnect (as its part of the flght computer). Give it a go and see how you get on with it.