I can tell you how the typical approach procedure works for a 757/767.
we have a "standard" procedure for a typical radar-vectored ILS approach, which the crew will generally always follow unless circumstances dictate otherwise:
Initial approach: Flaps UP
, Speed Vref + 80
Deceleration: Flaps 1, Speed VRef + 60
Approaching LOC intercept HDG: Flap 5, Speed Vref + 40
1.5 dots glideslope "fly up": Flap 20, Vref + 40
**GLIDESLOPE INTERCEPT occurs @ Flap 20, VRef + 40, Gear Up**
on glideslope: Gear Down, VRef + 20
on glideslope: Flap 30, VRef + 5 (+ any wind increment)
The idea is to have the aircraft stabilised on the glideslope in the landing configuration by 1,000ft AAL
, which seems pretty close to landing but is actually a perfectly adequate distance from the numbers. In reality if you're not going to make a stabilised configured approach by this point it becomes apparent much sooner than this (been there, done that!).
Exceptions then... if we are approaching into a strong headwind it is prudent to use a reduced flap setting and stick at VRef + 40 with Flap 5 or even Flap 15 for a prolonged period, since it makes no sense to use an excessive thrust setting any longer than necessary on approach in these conditions.
Non-precision approaches (non-ILS) are also an exception but in general the flap / gear / speed schedule will not usually be wildly different to the above, especially if the crew are visual with the runway.
The above "standard" ILS profile is regarded by the company as the best procedure to "save fuel, reduce the approach noise footprint and facilitate the most common ATC speed controls applied at busier airports"
Whether US 757/767 carriers apply the same procedure I don't know... it would be interesting to find out.
In any event M717
correctly pointed out that a landing configuration warning will be generated if we select landing flaps with the gear still up (on the 757/767 "GEAR NOT DOWN" in red on upper EICAS with Master Warning Lights, Configuration Warning Light and an Aural Warning Siren!).
The same occurs even if you don't have landing flap selected and descend below 800ft RA
... it is inexcusable to land these planes with the gear up as you would have to endure a good 60 seconds of lights flashing and sirens going off.
Anyway I trust the above profile will help you understand what to expect on your next 757 trip. One unanswered question though...
"What dictates the "angle" needed for landing say a 757?"
Landing Flap angle is dictated by the Performance Manual. In BY
we keep it simple, Flap 30 for every landing unless the QRH calls for a lower setting (usually Flap 20) in the event of a malfunction. I think some airlines (like BA
) permit a normal Flap 25 landing when runway length is sufficient, but we don't do this ourselves.
I used to love the smell of Jet-A in the morning...