YKL 20/03/08

B777 Descent and Approach

The Boeing 777 is one of the most advanced airplanes ever designed. Yet many of the
features or automations were not clearly understood by the crew. Instead of making full use
of these features, crew often fall back to basic unnecessary and ended up with increase
workload. The descent and approach facilities installed on this aircraft are such features.
A good landing usually starts with a well planned and executed descent which leads to
stabilize and efficient approach. Many trainees could manage the flight very well but mess
up in the descent and approach due to the lack of understanding.
As we are running an airline, safety is our priority but we cannot ignore efficiency also.
This article will attempt to explain the following:
1.
2.
3.
4.
5.
6.

Descent monitoring
Descent modes
Descent profile management
Planning the FMS STAR
Descent operation
Configuration

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Descent monitoring
Before we discuss this subject, lets learn about the descent characteristic of the B777 in
particular below 10,000.
Below 10,000 the aircraft will descent with a gradient of 3o. That means for every thousand
feet it will travel 3nm. If slow down is required during descent, it will travel additional 1nm
for every 10kt it slows down. For example, to descent 3000 and at the same time slow
down by 50kt, it will travel 3000x0.003+5=14nm. To slow down in level flight, it also takes
1nm for every 10kt.

3o gradient descent

Slow down and configuring

3o gradient descent on glide slope

Why do we need to monitor and what do we need?

FMC vertical path indicator on the ND is good only if it is programmed correctly and if the
arrival route is followed. When you are not flying on the route or not following the speed
schedule, the VNAV profile is then incorrect. It is for this reason that we have to monitor the
profile ourselves.
To monitor descent profile, we are comparing either the altitude we are at against the
altitude we should be at. Alternatively it is easier to compare the distance we have to
touchdown, to the distance we need. In this article we will learn the later. If the distance
required is less than the distance we have, we are low on the profile and on the other hand
we are high.

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Calculate distance we need

There are many different formulae to calculate the distance. Each has its merit and shortfall.
Furthermore these formulae are not exact or accurate at high altitude, especially above
10,000. We will learn the following formula which is easy and can be used at any time:
Above 10,000 :
Height x 3 + Height

(Height x 4)

Below 10000:
Height x 3 + slow down to clean speed + slow down to flaps 5 from clean speed
To take wind into consideration, add 2nm to the distance for every 10kt of tailwind and
reduce 1nm for every 10kt of headwind
Note: The height refers to in this and most of the formula used is actually 1000 of feet, e.g. FL370 is 37.

The distance to slow down to clean speed is 1nm per every 10kt of speed reduction. If the
Vref is 130kt, the clean speed will be 130 + 80 = 210kt. The clean speed will be shown with
an up marker on the speed tape. Therefore if you are maintaining 250kt, you need 4nm to
slow down to clean speed. To calculate this component, read from the speed tape how
many 10kt notches are there between the current speed and the flap up marker. To slow
down to flaps 5 from clean speed, 777-200 aircraft needs 4nm and 777-300 aircraft needs
5nm.

Calculate height x 3
To calculate Height x 3, the meter altimeter is a good tool to use. By turning on the meter
altimeter, you can see the conversion of feet to meter by the following formula:
Meter = feet x 0.305
For example, at 34,534, the height x 3 is 103.6 while the meter altimeter will show 10532m.
So if you have read off the hundred of meter, i.e. 105 your error is only 1.4nm. Take
another example at lower altitude of 3,452, the exact answer is 10.3 while the meter
altimeter would have shown 1052m, or 10.5. Therefore the meter altimeter will give
you an error of only 2nm at high altitude and the error reduces to almost zero at low
altitude. This is acceptable.

So to calculate (Height x 3 + slow down to clean speed + slow down to flaps 5 from clean
speed), add the meter in hundred, plus the number of notches to the up marker, plus 4 for 200 or 5nm for -300.

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Distance required
=
+
+

Height x 3
slow down to clean speed
slow down to flaps 5 from clean speed

=
+
+

the meter in hundred

the number of notches to the up marker
4 for -200 or 5nm for -300

In this example,
Distance required
= 14 + 7 + 4 (assuming -200 aircraft)
= 25 nm

The additive component of the formula, i.e. slow down to clean speed + slow down to flaps
5 from clean speed, is constant until the speed is changed. Therefore once you have
counted the additive, just add it to the height in meter to get the answer.
The wind component is not easy to estimate. We dont exactly know how the wind changes
at different altitudes. Furthermore the wind effect will also change as you change your track.
Therefore at high altitude (typically above 10,000) leaving the VNAV engaged or following
the VNAV path is the best strategy. At low altitude you will have to apply the wind
correction conservatively as mentioned in the formula. Similarly the effect of anti-ice is hard
to calculate. The same strategy applied and at low altitude just add 2nm to the distance
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required until flaps are down. To ensure the VNAV has the wind and anti-ice considered,
make sure this information are entered in the DESCENT FORECASTS page.
This formula allows you to calculate the distance you need at anytime. You do not have to
wait for gates. It also allows you calculate approach with different speed, whether you are
charging down at 300kt or already slow down to clean speed.
You also have to be mindful of the airfield elevation. For example Johannesburg sits on a
plateau of 5556 which convert to 17nm (5.5 x 3). You should therefore minus this amount
from the ideal track distance required.
All these calculation are not exact science, as such error of 20nm at high altitude down to
an error of 5nm at 10,000 is acceptable. Below 10,000 the formula has proved to be quite
accurate.
Knowing the distance we have
The distance we have
can be read off the
Distance To Go (DTG)
R/W
WALOP
on the progress page of
the FMC most of the
time especially when
you remain on the STAR
route (as in position A in
the diagram). The DTG
SANAT 220/4000
CF
is measured from the
present position to the
next active waypoint
and continue to the
runway. This is true
even if you are being radar vectored.

APOGA
B

Under radar vector, if the radar track approximates the STAR, the DTG will still reflect the
distance quite closely (like in position B). If it is not, you may have to modify the route with a
DIRECT TO a point where you think you may be heading to as in position C. You should try
to preserve as many waypoints on the FMS as possible and not always extend the centre
line whenever you are radar vectored. ATC could still ask you to track to these waypoints
and to continue with the STAR. That means the speed and altitude constraints at these
points will be maintained. However when you have extended the centre line, you will have
to look at the ND and make an estimate to the distance. We will re-examine radar vector
issue in the Descent Operation section again.
In the Planning the STAR section, we will discuss how to anticipate track shortening and to
know the resultant distance.
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So now we know how to calculate distance we need and the distance we have, we would
know if we are high or low on the descent profile. If the distance we need is less than the
distance we have then we are low, and vice verse.

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Descent modes
There are 3 modes of descent available.
V/S
In V/S mode, the auto-pilot controls the pitch to give you the required V/S. Speed window
will be opened and a current speed will be shown or you can vary the speed. The
autothrottle will increase/decrease or maintain idle to give you the speed. But the primary
target is the V/S and if that means the speed is not achievable, if will just give you the best
speed it can. In this mode, the altitude and speed constraint in the STAR route are ignored.
FLCH
Auto-pilot commands the pitch to give the speed on the speed window. The thrust will be
idle. Similar to V/S, the altitude and speed constraint in the STAR route are also ignored.
VNAV mode
There are two VNAV descent modes.
VNAV PTH is engaged when you are on the determined descent profile. So obviously at the
calculated top of descent, VNAV PTH will be engaged automatically. The AFDS system
controls the pitch to maintain the descent profile. This descent profile is calculated based on
the planned descent speed, the planned STAR, forecast use of anti-ice and descent wind
forecast on the FMS. The thrust will be at idle and IDLE will be shown on the autothrottle
mode.
If the actual wind condition differs, the pitch will be varied in order to maintain the profile. If
the pitch is raised to maintain the profile, speed will drop. VNAV will allow the speed to drop
to minimum of approximately 15kt below the target speed and if that is still insufficient,
thrust will be added to increase the speed to the target speed. If the pitch is lowered to
maintain the profile and causes the speed to increase, VNAV will allow the speed to increase
up to approximately Vmo-10kt. If VNAV still could not maintain the profile at this maximum
speed, it will give up and the mode will now change to VNAV SPD which means VNAV will
maintain the planned descent speed and ignore the profile. In this situation FMS message
DRAG REQUIRED will be shown. In VNAV SPD, you have to either increase the speed or
manually extend the speed brake to get back to the profile.
It is because of this possible variation in speed that 240kt is programmed in the FMS below 10,000 instead of
250kt so that it has 10kt of buffer for adjustment.

VNAV SPD is also engaged when you open the speed window and manually control the
speed. During approach even if you have speed window opened, the mode will also changed
to VNAV PTH.

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Use of appropriate mode for descent

Which is the best mode to use for descent depends on conditions.
The V/S is best when ATC wants a fixed rate of descent. Also when you are very low on the
profile and you want to shallow the descent, using this mode and set a low rate of descent
like 500fpm will ensure that you get back to the profile and avoid unnecessary leveling off at
low altitude.
Contrary to V/S, FLCH works best the opposite by giving you idle thrust descent when you
are high on the profile.
The VNAV is best in a complicated STAR as it takes care of all the speed and altitude
constraints for you. But remember the VNAV profile is based on the following:
1. Descent speed schedule: If you use speed intervention and you are not flying at
these speeds, the profile is different. You then have to update the descent speed in
the FMS for the system to recalculate the profile. However in terminal area you
should minimize the re-programming and calculate the profile mentally.
2. STAR speed and altitude constraints: Some of the constraints cause the profile to be
high or low and your own calculation may not match. If the ATC cancel some of these
constraints, cancelling it on the FMS will also force it to recalculate.
3. Track on the STAR: If you are flying the STAR, the distance remaining allows the FMS
to calculate the profile. However, when you are being vectored way off the track the
distance in the FMS will be incorrect and the VNAV may not be useable. On the other
hand, if you are being vectored quite close to the track, updating the waypoint on
the FMS could make the FMS calculate a profile that will match the actual profile
closely.
4. Anti-ice and wind: As mentioned earlier, these two items are hard to factor in.
Therefore leaving it to VNAV profile will be the best.
Therefore if these 4 conditions mentioned above are followed, VNAV can be engaged all the
way down to approach. Or if they are not met, do necessary correction like updating the
speed or the active waypoint. It is not necessary to change the mode to FLCH even in radar
vectoring situation.
However there could also be occasions where the VNAV profile is totally wrong based on
your calculation. In that case, changing to FLCH or V/S mode will be more appropriate.

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Descent profile management

Correcting the profile when high
With proper planning, you may still get caught in a high or low situation due to wind, traffic
and local ATC requirement.
To get back on the profile if you are high:
1. You can increase the speed. This action results in converting the extra energy to the
forward speed. Therefore this option should be the preferred method. However you
have to consider the following:
Traffic condition
i.
ii.
Weather condition
iii.
ATC or STAR speed control or restriction
2. You can extend the speed brake. Below 10,000 speed brake allows you to descent
quickly and at the same time maintain a low airspeed.
Of course you can use high speed and speed brake at the same if required.
The maximum speed to increase depends on the ride condition, ATC requirement and traffic
condition. You do not want to increase to high speed and later having to reduce to 270kt
due to weather or slow to 250kt due to speed control. If you increase the speed to get back
to the profile, you just have to use manual speed intervention and remain on VNAV SPD.
You should get back to the profile slowly.
As soon as you are back on the profile, if you re-engage the VNAV PTH by closing the speed
intervention, you will end up high again as the VNAV will try to reduce the speed to the
target speed. Hence you should only re-engage only when the aircraft has gone below the
profile. Convert the amount of overspeed to height will tell you when to re-engage. For
example if you increase the speed to 310kt which is 30kt more than 280kt in the ECON
speed, 30kt will means 3nm or 900. Therefore close the speed window only when you are
900 below the profile.
If ATC stop you from further descent due to opposite traffic below you, it is necessary to
reduce your speed if you can. This will ensure that you do not waste the valuable track
distance. However if it is due to ATC requirement whereby you have to pass a certain point
before further descent is allowed, reducing the speed becomes less desirable. By reducing
the speed, you get to this point later and when you get there you are high on the profile.
You now have to speed up to increase the rate of descent thus wasting a few more track
miles. If you have remained at high speed, you just have to initiate the descent.
The use of increase speed method below 10,000 or close to the airfield is not advisable.

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The last option to get back to the profile is to configure the aircraft as much as you can. The
gear creates a lot of drag and help in the rate of descent very much. However the training
manual does not recommend the gear to be lower at speed of more than 200kt.
If you are caught quite high on the approach, it is better to disengage the auto-pilot and
push the nose down and fly at a maximum speed close to the flaps configuration, until you
capture the glideslope. It must be stressed that if all fail you still have the option of goaround.
Correcting the profile when low
If you are low, to get back to the profile:
1. You may increase the thrust manually. At high altitude set the thrust based on N1.
For example set it at 60% and give it about 10sec to stabilize. If the rate of descent is
not satisfactory, increase or reduce it accordingly.
2. You may also use V/S. This is particularly easy at low level.
Bear in mind that in a descent minimum of 500fpm is required unless you are configuring.
When you are flying downwind and being radar vector, you may become low from certain
point on the downwind. You can use V/S of 500fpm descent to shallow off the descent.
When you are turned towards the runway for approach later, monitor the ideal track mile
and compare that to either DTG or the ILS DME. Resume idle descent when the two matches.
Remember that with flaps 5 you only need height x 3.

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Planning the FMS STAR

The FMC calculates a descent path based on airspeed and altitude constraints and the end
of descent (E/D) point. The path to the first constraint is based on:
idle thrust
speedbrakes retracted
FMC cruise wind
wind entries on the DESCENT FORECAST page
predicted use of anti-ice
applicable target speed
The FMC creates the descent path with a deceleration at the speed transition altitude.
Descent path segments after the first altitude constraint waypoint are constructed as
straight line point-to-point segments. If the VNAV path segment is too shallow to be flown
satisfactorily at IDLE thrust, the FMC commands speed on thrust levers (SPD). Elevators
control the shallow descent path.
To program a STAR in the FMS,
1. Ensure the correct STAR and transition is selected.
Go through the entire STARs for each runway. Certain runway has more than one
possible STAR. Your route guide will probably tell you which STAR is most likely. You
cannot just follow the computerized flight plan as it is often wrong.
If you are still unsure of which STAR to choose, plan the more complicated one. In
the event that the easier STAR is given, your re-planning and briefing will be easier
too.
If you are unsure of which runway will be used, plan the straight-in runway. If you
find out later that the reciprocal runway is in used, you will not be high as your top
of descent is later.
2. Ensure all the altitude constraints are entered.
3. Ensure the speed transition or additional speed restriction is entered.
Speed control can be entered in the VNAV DESCENT page. But you can only enter
two altitude related speed control. The rest of the speed control has to be entered in
the LEGS page. You cannot enter a speed in a waypoint without an altitude
restriction. One way of doing this is to enter an altitude that is definitely not
restrictive by using the at or above or the at or below suffixes A and B.
4. Correct the final approach or course fix speed according to the Vref.
You want to make sure the planned speeds at all the waypoints are not excessive.
The default final approach speed is usually too high. You therefore have to change it.
However do not change the final approach altitude. Once the final approach speed is

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changed it will affect the speeds at waypoints prior to the final approach fix. It is
usually not necessary to change the speed at other waypoints.
5. Analyze the profile
After selecting and program the STAR into FMS you can analyze the profile to see if it
is higher than the ideal descent profile. You do this by deleting but not executing all
the altitude constraints down to course fix. The FMS will show the ideal altitude to
cross at the various waypoints with altitude constraints. To illustrate we will use the
NUMDA 1S arrival for runway 33R into RKSI as an example. The arrival is as shown in
the diagram.

RKSI NUMDA 1S Arrival for R/W 33R

RW33R

Speed max 250kt above 10,000 within TMA

and 220kt below 10,000

FF33R
LOTUS at or above 2900
N37E126

KELLY at or above 7000

OSN at or above 13000

SWING at or above FL150

NUMDA (TMA
boundary)

Speed transition of 220/10000 has been entered in the VNAV DESCENT page. Since
NUMDA is also the TMA boundary, speed will be reduced to 240kt. As you cannot
enter a speed without an altitude we will enter an altitude which is not restrictive
and yet does not override the other constraints. In this case we will use FL150A.

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Waypoint

FMS program
speed and
altitude without
modification
.839/FL400
.824/FL355
314/FL279
314/FL194
240/FL150A
175/FL150A
161/13000A
161/7000A
161/5100A
160/2900A
136/1600

FMS program
speed and altitude
after deleting
constraints
.825/FL385
.824/FL306
314/FL239
314/FL154
240/10000A
220/9230
220/7610
220/4290
204/3630
160/2900A
136/1600

Difference
in altitude

FMS program
speed and
altitude after
modification
.825/FL390
.824/FL330
314/FL259
314/FL174
240/FL150A
154/FL150A
154/13000A
154/7000A
154/5100A
154/2900A
136/1600

KWA
ALADI
DADGA
PATRO
NUMDA
SWING
-5770
OSN
-5390
KELLY
-2710
N37E126
-1470
LOTUS
FF33R
RW33R
Note: the 240/10000A at NUMDA is to ensure that the speed 240kt is in the
consideration.
From this you can tell if you will end up high on the ideal profile. If you will be high,
then you may want to do modification to tackle this problem. For example at
N37E126, you will be 1470 high. That translates to approximately 5nm (300 per nm)
or reduction of 50kt (10kt per nm). Therefore the 161kt as planned is insufficient and
you want to have a speed of 204-50=154kt at N37E126. Similarly at KELLY, you want
a speed of 220-90=130kt. But that is less than your minimum speed and you can only
reduce it to 154kt. Since you cannot reduce the speed fully to trade off the altitude
difference, you will end up high on the profile.
6. Modify the STAR in anticipation if necessary
By referring to the route guide you could find out how ATC will vector you normally,
or most importantly, will there be a track shortening. You do this by temporarily
modifying the STAR route and deleting all the constraints but without executing it.
When the FMC re-calculate, it will show the ideal speed and altitude to cross at
these constrain waypoints. If the programmed profile is lower than the ideal profile,
you can just erase the modification and dont have to do anything at this stage.
However if the profile is higher than the ideal profile, you will need to modify the
constraints to force the airplane to descent early at the ideal TOD point. We will use
Fukuoka SANDYW Arrival for runway 16 to illustrate this.

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The speed and altitude on the full STAR routing before modification is as follows:
Waypoint
IKE
IKE23
LAGER
SANDY
OM16
RW16

Distance
22
3
11
3
5

Speed/Altitude
273/10440
240/4000
240/3000A
169/2000A
135/1830
135/70

We know that usually before IKE we could be vectored towards the ILS for approach.
In that case we will end up high on the descent. We can create a waypoint which is
15nm before IKE (that is IKE01) and join that waypoint to SANDY as shown below.
IKE01
SANDY
OM16
RW16

B777 Descent and Approach

240/11750
39 169/2000A
3 135/1830
5 135/70

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From this you can see that we have to be at 11750 in order to maintain the profile
on the shortened track. So we would then modify the altitude at IKE01 as shown
below.
IKE01
IKE
IKE23
LAGER
SANDY
OM16
RW16

B777 Descent and Approach

15
22
3
11
3
5

240/12000B
240/9870
240/4000
240/3000A
169/2000A
135/1830
135/70

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Descent operation
Radar vectoring
Radar vectoring could extend or shorten your track to touch down. A lot of this is depended
on the traffic and local practice. If you are unfamiliar with a station, it is best to be on the
low side and be prepared for a track shortening rather than high and fast for an approach.
The moment you are being
radar vectored, the FMC
profile may not be correct
R/W
WALOP
anymore. It may be
necessary to update the
route so that the FMC can
recalculate the profile. If
APOGA
the vectoring is almost the
B
same as the STAR, updating
SANAT 220/4000
CF
the FMC will not have any
A
significant benefit. In this
example, if you are being
vector before approaching
C
APOGA and the heading is
almost the same as the
heading towards APOGA as in position B, it is not quite necessary to update the waypoint to
APOGA. But if the vectoring could result in a great reduction in track mile, updating the
waypoint becomes necessary as in position C. Updating it to CF is also not recommended
because if the ATC later clear you to SANAT and follow the remaining of the STAR, you do
not have that route anymore. You can enter SANAT but will you remember the speed and
altitude constraints?
If you have planned the FMC correctly and the radar vector closely matches it during the
descent, you can engage VNAV descent until glideslope capture. Otherwise use of FLCH or
V/S may be more appropriate.

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When you are being radar vectored parallel and close to the STAR, as mentioned above, you
dont have to take the mode out of VNAV. But watch what if you do not update the
waypoint Take a look at the picture below:

SIKIG

STAR Route

PAGAB

Remember the VNAV calculate the profile based on the track distance. At position A, the
track is from that position to PAGAB and to touchdown. That looks OK. But at position B the
track distance is a little bit longer expected and thus the profile is slightly in error. As soon as
the distance from B to PAGAB increases when aircraft passes abeam PAGAB, the FMC will
automatically recycle the active waypoint to SIKIG. The track distance will then suddenly be
shortened and the aircraft will be high on profile. The VNAV may abruptly dip the nose to
increase the rate of descent to capture the profile. This may not be acceptable. To
overcome this, you will need to manually update the waypoint to SIKIG before the aircraft
reaches position B.
When you are being radar vector, there are few
clues to tell you how ATC might vector you and
your possible track miles. If the ATC tells you
your track mile to touch down, compare that
with the DTG on the FMC. This will immediately
tell you if you are high or low on the profile.
Updating the waypoint to match the track mile
remaining will assist the FMC in recalculating
the profile and cause the VNAV to adjust the
profile. When you are flying downwind, the
DTG shows you the track from your position at
that moment to the first waypoint on the FMC
which is usually the CF. In this situation, the
vertical path indicator may have a slight error.
In the following diagram, the DTG for position A
involves some acute angle so you may want to
add extra distance to it. At position B, the DTG
is almost accurate. But by this position if you

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R/W

FF

CF

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continue being vectored downwind and end up at position C, the DTG will increase.
If you are flying downwind, when the ATC cleared you to the platform altitude for a
particular approach, this is a good indication that ATC will turn you in after passing the
appropriate fix so that you could intercept the glideslope properly. However if you are
cleared to an altitude lower than the platform altitude, chances are you will be turned in
earlier and you better be prepare for it. For example, using the diagram, assuming CF
altitude is 3000 and FF is 2000. If ATC cleared you to 3000, chances are you will intercept
the localizer before CF. But you are cleared to 2000, ATC will most like vector you to
intercept after CF but before FF resulting in significant track shortening. In this situation, it is
necessary to extend the centerline from FF. Furthermore doing so will ensure the waypoint
is properly sequenced.
When ATC informs you that you are number one for an approach, you will have to get ready
for track shortening or early base turn to intercept the LOC. If you are told you are number
10 in sequence, you can expect your track to be extended quite substantially.

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Configuration
A well planned and executed descent is most efficient. In other to do that you want to fly
the aircraft clean as long as possible.
If you are on profile you are guaranteed sufficient distance to be able to descend to the
altitude you are cleared to with whatever speed you are at, with slowing down and
configure in the descent to capture the glideslope.
Let us examine the diagram below.

Stage: Clean descent

3o gradient descent

Stage: Slow down and configuring

Stage: Descending on the Glideslope

3o gradient descent on glide slope

Slow down and configure in descent

As you can see, the slow down and configuring is not in level flight but in a continuous
descent. We know that for every 10 kts of slowing down in level flight, we need 1 nm. And
for every 300 descent, we also need another 1 nm. If we slow down in descent, we will
consume 2nm for every 300 and every 10kts. Therefore we can time it in such a way that
we begin the configuration and reach flaps 5 speed at glideslope capture. Lets look at the
following example to see how this is done.
Example 1:
Assuming we are on profile and maintaining 250kt descending to 2500. The Vref is 130kt so
the minimum clean speed will be 210kts and the flaps 5 speed will be 170kts. We will need
to slow down a total of 80kts which requires 8nm. For 8nm we would have descended 2400
(8x300). Thus we could begin the slow down and configuration at 2400+2500=4900.
Based on the profile calculation, 4900 with 250kt should be 23nm from touchdown. By the
time you get flap 5, you would have descended 2400 and travelled 16nm (2nm for every
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10kts in descent). So you will be at 2500 and 7nm from touchdown. Just nice to capturing
the glideslope!
Example 2:
Assuming we are on profile and maintain 230kt descending to 2000. The Vref is 130kts so
we need 6nm to slow down to 170kts. We should then start the slow down and
configuration at 2000+6x300=3800. We will be able to reach flaps 5 at the glideslope
capture.
Slow down and configure in level flight
So now you know how to configure in the descent and be in profile for glideslope capture.
But if you want to slow down and configure in level flight, the distance you need will be less.
Just take 2nm off from the normal profile will give you comfortable distance. Knowing this
information also tells us that if we are high by less than 2nm, we can descend all the way
down to the altitude we are cleared to and then start the configuration.
When to configure
The appropriate time to configure the aircraft should be based on the following:
i.
ii.
iii.

If the ATC requires you to slow down to less than clean speed, you will have no
choice but start to configure.
Distance or its corresponding altitude as mentioned above
The type approach you planned to do, i.e. normal stabilized approach or low drag
approach.

You have to remember two important things:

1. That for B777, you need flaps 5 and flaps 5 speed before descending on the
glideslope.
2. It is also a company policy to have the aircraft fully configured and stabilized by
1000. In order to do that, the latest altitude you have to select gear down and flaps
20 and then flaps 30 is 1700agl. Beyond 1700agl, you will not be able to stabilize
the aircraft by 1000.
Therefore above 1700agl the latest point to configure to flaps 5 is therefore 4nm (-200) or
5nm (-300 aircraft) prior to glideslope capture.
But below 1700 you have to be careful with some approaches with this type of low
platform altitude. For example the old Bangkok airport ILS 21 platform is 1500. Therefore if
you were to capture the glideslope at 1500 and only have flaps 5, you then have to quickly
fully configure the aircraft but this is insufficient to stabilize the approach by 1000.
Therefore for this approach you have to configure to at least gear down and flaps 20 prior to
glideslope capture.

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At 1700agl you are about 5nm from touchdown. If your Vref is 125kts then the flaps 5
speed is 165kts. Therefore you can maintain 165kts up to 5nm. This information is useful
especially if ATC requires you to maintain high speed. You now know how fast and how far
can you go.
Remember on a low drag approach, you have to select gear down and flaps 20 at 2500 and
fully configured by 2000.

This article is updated periodically. To obtain an updated version, please log on to the Airline
Pilots Association Singapore website, www.ALPAS.org This document is stored under
library/member_contribution.
To contact the writer, please e-mail Capt Yong K L at yongkl@b777pilot.com or call
91254840. All comments are welcome.

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