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that appropriate raw data is used throughout the approach and missed
approach as the primary navigation reference. LNAV and VNAV may be
used. As always, when a significant difference exists between the airplane
position, raw data course, DME and/or bearing information, discontinue
use of LNAV and VNAV. Provided the FMC is not used as the primary
means of navigation for approaches, this method can be used as the “other
appropriate procedure” in lieu of inhibiting GPS updating.
Operators are encouraged to survey their navigation data bases and have all
non-WGS-84 procedures eliminated or modified to WGS-84 standards.
Weather Radar and Terrain Display Policy
Whenever the possibility exists for adverse weather and terrain/obstacles near the
intended flight path, one pilot should monitor the weather radar display and the
other pilot should monitor the terrain display. The use of the terrain display during
night or IMC operations, on departure and approach when in proximity to
terrain/obstacles, and at all times in non-radar environments is recommended.
Note: It may be useful to show the terrain display at other times to enhance
terrain/situational awareness.
AFDS Procedures
Crewmembers must coordinate their actions so that the airplane is operated safely
and efficiently.
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.36 FCT 767 (TM)
Autopilot engagement should only be attempted when the airplane is in trim, F/D
commands (if the F/D is on) are essentially satisfied and the airplane flight path is
under control. The autopilot is not certified or designed to correct a significant out
of trim condition or to recover the airplane from an abnormal flight condition
and/or unusual attitude.
Autothrottle Use
To simplify thrust setting procedures, autothrottle use is recommended during
takeoff and climb in either automatic or manual flight. During all other phases of
flight, autothrottle use is recommended only when the autopilot is engaged.
Manual Flight
The PM should make AFDS mode selections at the request of the PF. Heading and
altitude changes from ATC clearances and speed selections associated with flap
position changes may be made without specific directions. However, these
selections should be announced, such as, “HEADING 170 SET”. The PF must be
aware such changes are being made. This enhances overall safety by requiring that
both pilots are aware of all selections, while still allowing one pilot to concentrate
on flight path control.
Ensure the proper flight director modes are selected for the desired maneuver. If
the flight director commands are not to be followed, it should be turned off.
Automatic Flight
Autoflight systems can enhance operational capability, improve safety, and reduce
workload. Automatic approach and landing, Category III operations, and
fuel-efficient flight profiles are examples of some of the enhanced operational
capabilities provided by autoflight systems. Maximum and minimum speed
protection are among the features that can improve safety while LNAV, VNAV,
and instrument approaches using VNAV are some of the reduced workload
features. Varied levels of automation are available. The pilot decides what level of
automation to use to achieve these goals by selecting the level that provides the
best increase in safety and reduced workload.
Note: When the autopilot is in use, the PF makes AFDS mode selections. The PM
may select new altitudes, but must ensure the PF is aware of any changes.
Both pilots must monitor AFDS mode annunciations and the current FMC
flight plan.
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 1.37
Automatic systems give excellent results in the vast majority of situations.
Deviations from expected performance are normally due to an incomplete
understanding of their operations by the flight crew. When the automatic systems
do not perform as expected, the pilot should reduce the level of automation until
proper control of path and performance is achieved. For example, if the pilot failed
to select the exit holding feature when cleared for the approach, the airplane will
turn outbound in the holding pattern instead of initiating the approach. At this
point, the pilot may select HEADING SELECT and continue the approach while
using other automated features. A second example, if the airplane levels off
unexpectedly during climb or descent with VNAV engaged, FLCH may be
selected to continue the climb or descent until the FMC can be programmed.
　
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