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also change. In a proper trim condition, there may be a slight forward slip
(slight bank angle indicated on the bank pointer) and a slight deflection of
the slip/skid indicator, which is acceptable.
Alternate Rudder Trim Technique
The alternate rudder trim technique is used if the primary trim technique results in
an unacceptable bank angle, excessive rudder trim, or if a more accurate dual axis
trim is required.
The following steps define the alternate rudder trim technique:
• set symmetrical thrust
• balance fuel if required
• verify rudder trim is zero
• ensure the autopilot is engaged in HDG SEL or HDG HOLD and
stabilized for at least 30 seconds
• trim the rudder in the direction corresponding to the down (low) side of
the control wheel until the bank indicates level (no bank angle indicated
on the bank pointer). Apply rudder trim incrementally, allowing the bank
to stabilize after each trim input. Large trim inputs are more difficult to
coordinate. The airplane is properly trimmed when the bank angle on the
bank pointer indicates zero. If the airplane is properly rigged, the control
wheel should indicate approximately level. The resultant control wheel
condition indicates the true aileron (roll) trim of the airplane being used
by the autopilot.
After completing the alternate rudder trim technique, if the autopilot is disengaged
the airplane may have a rolling tendency. Hold the wings level using the sky
pointer as reference. Trim out any control wheel forces using the aileron trim
switches. If properly trimmed, the airplane holds a constant heading and the
aileron trim reading on the wheel/column agrees with what was seen while the
autopilot was engaged. Aileron trim inputs require additional time and should be
accomplished prior to final approach.
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.30 FCT 767 (TM)
Flight Management Computer(s)/CDUs
The Flight Management System provides the crew with navigation and
performance information that can result in a significant crew workload reduction.
This workload reduction is fully realized when the system is operated as intended,
including proper preflight and timely changes in flight. FMC guidance must
always be monitored after any in flight changes. If flight plan changes occur
during periods of high workload or in areas of high traffic density, the crew should
not hesitate to revert to modes other than LNAV/VNAV.
During preflight, all flight plan or performance related FMC CDU entries made
by one pilot must be verified by the other pilot. In flight FMC CDU changes
should be made by the pilot monitoring and executed only after confirmation by
the pilot flying.
FMC Route Verification Techniques
After entering the route into the FMC, the crew should verify that the entered route
is correct. There are several techniques that may be used to accomplish this. The
crew should always compare:
• the filed flight plan with the airways and waypoints entered on the
ROUTE pages
• the computer flight plan total distance and estimated fuel remaining with
the FMC-calculated distance to destination and the calculated fuel
remaining at destination on the PROGRESS page.
For longer flights and flights that are planned to transit oceanic airspace, the crew
should cross-check each leg on the LEGS page with the computer flight plan to
ensure that the waypoints, magnetic or true tracks, and distances between
waypoints match.
If there is a discrepancy noted in any of the above, correct the LEGS page to match
the filed flight plan legs. A cross check of the map display using the plan mode
may also assist in verification of the flight plan.
FMC Performance Predictions - Non-Normal Configuration
FMC performance predictions are based on the airplane being in a normal
configuration. These predictions include:
• climb and descent path predictions including top of climb and top of
descent
• ECON, LRC, holding, and engine out speeds
• altitude capability
• step climb points
• fuel remaining at waypoints and destination or alternate
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 1.31
• estimated time of arrival at waypoints and destination or alternate
• holding time available.
If operating in a non-normal configuration, such as gear down, flaps extended,
spoilers extended, gear doors open, etc., these performance predictions are
　
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