| 7:
Approach & Landing |
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When the ADF needle is pointing
at 069 (same as the runway heading) that is when the aircraft
also needs to be on a heading of 069.
So as the ADF needle swings around toward 069 we can judge
our turn so that we also end up on a heading of 069 at
the same time and everything will be in-line.
When we intercept the ILS localizer the CDI bar on the
compass will move toward the centre. The picture on the
left shows we are currently flying toward the beam at
almost 90 degrees to it. |
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This is after turning onto
the ILS. I didn't judge it perfectly, but no matter, we
have plenty of time to put it right.
The CDI on the compass shows that the ILS beam is to the
right of the aircraft, so we have to drift to the right
to be on the beam.
The next thing to think about is intercepting the glide
slope.
The GS indicator is the five dot scale down the left side
of the compass. Currently the arrow is on the top dot
showing that the beam is above us.
The arrow will be on the middle dot when we are on the
glide slope beam. |
Let's put the AP into 'GS Auto'
mode and wait to intercept the GS beam. Leave 'ALT' hold
engaged, it will switch off automatically when the GS
beam is captured.
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As the arrow approaches the
middle dot this is when you should select 26 degrees of
flap. On capturing the GS beam the nose will dip
as the aircraft starts the final descent and the extra
flap drag will counter that, leaving no need to change
engine RPM. |
We can leave
the AP to keep us steady while we complete the landing
checks.
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APU - Check Running |
| Air Con Masters - APU (if running) |
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Start Switches - Both Relight
Automatically attempt to restart either engine if
it stops running. |
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Hydraulic pumps - Aux
1 On
Aux 1 provides a backup system so the gear can be
retracted in the event of failure on No 1 engine
pump.
|
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Gear - Selected down |
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Altimeters - QFE / QNH
checked & set
Already set the QNH to 2951 |
Airfield & Runway - Checked
Confirmed, this is Newcastle runway 69. |
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Gear check - 3 greens, unsafe light
out
This is one flight where I'm not going to land with
the gear up. |
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Brakes - Check, Parking brake Off
Captain's brake handle should be in vertical 'unlocked'
position.
Central hydraulic brake gauge should be registering
3 for each system. |
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Flaps - 45 degrees |
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Landing lamps - Down & On |
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Autopilot - Off & AP Yaw Damper
Off |
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From now on it's just a matter
of keeping the ILS indicators in the centre of the compass
and judging the speed so that we will be at the threshold
speed (Vat) as we cross the threshold of the runway.
Keep the RPM as constant as possible, about 84% is what
I'm using.
If you are needing to force the yoke/joystick to keep
the nose up, then put in some nose up trim. Flying at
slower speeds with the flaps down usually needs a few
degrees of nose up trim. |
All going nicely, speed with 2 miles to run is just over
Vat+10. I will drop RPM by 1 or 2% to get it down
to Vat if needed.
The CDI & GSI on the compass are fairly central &
two red / two white lights at the airport shows that we
are ok on the GS. |
As we come in to land, don't take the power off too soon.
The best technique for the One-Eleven was to keep the
power on for a small flare and then take the power off,
hopefully as we touch down.
The flare will be alright if you just concentrate on getting
the VSI under 300 ft/min. It will only be about
2 degrees nose up and so the One-Eleven should land fairly
flat.
On touch down, put the spoilers out and as soon as all
wheels are down select reverse thrust.
Under 80 kt apply brakes as required.
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Right, I'm fed up of this by now so we can skip taxi to
gate & shutdown. :-)
Welcome to Newcastle and thankyou for flying Dan-Air.
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