B747-400 QUITO LANDING GUIDE

Atlas Air

Following are techniques for a safe landing at Quito, when arriving from the north,
at the QIT VOR.

RWY 35

1. Arrive at the QIT VOR at 17,000 feet, fully briefed, descent check complete,
airspeed 200 knots, and flaps 1, or reducing to 200 knots.
2. Assess the weather situation at the QIT VOR. Once you are QIT outbound,
there is no room for thunderstorm deviation anywhere on the approach.
Hold if required.
3. Any higher than FL 200, request one turn in holding at QIT to lose altitude
4. Track outbound and descend on the VOR track using LNAV and VNAV
while configuring flaps 10 prior to the turn point at 16 DME. Set 12,000 feet
in the MCP altitude selector when using VNAV. Start the turn no lower
than 13,200 feet at 16 DME.
5, At the 16-DME turn point select flaps 20, gear down. Change the roll
mode to HDG Select, and use no more than 15 degrees of bank in the turn
to final approach. Consider the bank limiter function on the MCP. The
turn to final is more of an arc to final than a hard turn. If you remain in
LNAV during the turn, the flight director will command 25 degrees of bank
in the turn, which causes a severe undershoot of the localizer, and will put
you dangerously close to the high terrain on the right. The turn to final is
designed to arc you around this high terrain. Recent feedback from one of
our crews recommends building a waypoint for the lead radial to the turn to
final: QIT162/19, inserting it into the legs page, and then fly the turn to final
in LNAV.
6. Select “Approach” on the MCP when half way through the turn to final.
Monitor the roll rate. The glide slope indicator should be approximately
one half dot high or exactly on the correct path during the latter part of the
turn. Expect the glide slope indicator to be erratic.
7. Select Flaps 30 rolling out on final approach. Fly the approach as a normal
ILS.
8. If/When visual and clear of the high terrain on final – readjust the glide
slope if desired to make a normal landing using the entire runway length.
9. The ILS glide slope is designed to intercept you approximately 3,000 feet
past the threshold to keep you clear of obstacles on final. When visually
clear of these obstacles, you may transition to a visual landing by using the
PAPI as an initial reference, and make a normal touchdown in the normal
touchdown zone. The PAPI is designed to land you in the normal
touchdown. The displaced threshold indication on the 10-9 page is an “ILS”
displaced threshold, not a runway displaced threshold. The entire runway
is available for landing in visual conditions.

RWY 17

Our recent conversations with Quito ATC indicated that Quito ATC would provide
vectors to a base leg for a visual to Runway 17. The ground track would more or less
parallel the Runway 35 departure track, in reverse. However, if radar vectors are not
available, the following procedures apply:

There is no instrument approach to Rwy 17. You must fly the initial portion of the
VOR/ILS to Runway 35, through the turn at 16 DME and then break off the
approach after you roll out on final for Runway 35. At this point you will be at
12,000 feet. Remain at 12,000 feet for terrain clearance and set up for a left
downwind, east of the airport, for a visual traffic pattern for a visual to Rwy 17.
Follow procedures in the FHB on page NP.45.12 – “Visual Traffic Pattern,” with the
following modification:

1. When you roll out on final for Rwy 35, you will already be configured at gear
down, flaps 20.

2. Remain gear down, flaps 20 during downwind leg as there will be no time
to reconfigure due to the high ground speeds during the pattern.

3. Do not make any entries into the FMC during the pattern. Both pilots must
focus on outside visual cues due to high terrain and obstacles in the visual
pattern area. Your primary cockpit references are the PFD attitude, altitude
and airspeed displays. The captain will control the aircraft and use outside
references as a primary reference while the first officer will divide his time
between outside visual references while calling out airspeed and altitude
deviations.

4. Start a descent from 12,000 feet to 11,000 feet when abeam the
approach end of Rwy 35. The terrain in the downwind area rises to
10,000 feet. The Rwy 17 touchdown elevation is 9217 feet. Remain at 11,000
feet until clear of the terrain on downwind just prior to the base turn.

5. Start the base turn so as to arrive on a 2.5-mile final approach while
losing approximately 1200 feet in the turn so as to roll out on final at
approximately 9800 feet. A higher than normal descent rate will be required
due to the altitude to lose in the base turn and the higher true airspeeds at
pattern altitudes. Do not overshoot and do not extend the downwind
or you will be too close to the terrain. Select flaps 30 and complete the
landing check early in the base turn.

5. Plan on a normal flare and touchdown. There is no displaced threshold for
Rwy 17. A PAPI is available.