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Early intervention prevents unsatisfactory airplane performance or degraded
flight path. Reducing the level of automation as far as manual flight may be
necessary to ensure proper control of the airplane is maintained. The pilot should
attempt to restore higher levels of automation only after airplane control is
assured. For example, if an immediate level-off in climb or descent is required, it
may not be possible to comply quickly enough using the AFDS. The pilot flying
should disconnect the autopilot and level off the airplane manually at the desired
altitude. After level off, set the desired altitude in the MCP, select an appropriate
pitch mode and re-engage the autopilot.
Note: In the event the flight crew overrides the autopilot, the autopilot should be
disconnected as soon as practical. Continued flight overriding the autopilot
is not recommended.
Recommended Pitch and Roll Modes
If the LEGS page and map display reflect the proper sequence and altitudes,
LNAV and VNAV are recommended. If LNAV is not used, use an appropriate roll
mode. When VNAV is not used, the following modes are recommended:
FLCH has logic to allow shallow climbs and descents for small altitude changes.
There is no need to use V/S mode for passenger comfort.
If unplanned speed or altitude restrictions are imposed during the arrival, the
continued use of VNAV may induce an excessive workload. If this occurs, use
FLCH or V/S as appropriate.
Pilot Incapacitation
Pilot incapacitation occurs frequently compared with other routinely trained
non-normal conditions. It has occurred in all age groups and during all phases of
flight. Incapacitation occurs in many forms ranging from sudden death to subtle,
partial loss of mental or physical performance. Subtle incapacitations are the most
dangerous and they occur the most frequently. Incapacitation effects can range
from loss of function to unconsciousness or death.
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.38 FCT 767 (TM)
The key to early recognition of pilot incapacitation is the regular use of crew
resource management concepts during flight deck operation. Proper crew
coordination involves checks and crosschecks using verbal communications.
Routine adherence to standard operating procedures and standard profiles can aid
in detecting a problem. Suspicion of some degree of gross or subtle incapacitation
should also be considered when a crewmember does not respond to any verbal
communication associated with a significant deviation from a standard procedure
or standard flight profile. Failure of any crewmember to respond to a second
request or a checklist response is cause for investigation.
If you do not feel well, let the other pilot know and let that pilot fly the airplane.
During flight, crewmembers should also be alert for incapacitation of the other
crewmember.
Crew Action Upon Confirming Pilot Incapacitation
If a pilot is confirmed to be incapacitated, the other pilot shall take over the
controls and check the position of essential controls and switches.
• an emergency should be declared and the autopilot engaged to reduce
workload
• after ensuring the airplane is under control, engage the autopilot and use
the cabin crew (if available). When practical, try to restrain the
incapacitated pilot and slide the seat to the full-aft position. The shoulder
harness lock may be used to restrain the incapacitated pilot
• flight deck duties should be organized to prepare for landing
• consider using help from other pilots or crewmembers aboard the
airplane.
Turbulent Air Penetration
Severe turbulence should be avoided if at all possible. However, if severe
turbulence is encountered, use the turbulent air penetration procedure listed in the
Supplementary Procedures section of the FCOM. Turbulent air penetration speeds
provide high/low speed margins in severe turbulent air.
During manual flight, maintain wings level and smoothly control attitude. Use the
attitude indicator as the primary instrument. In extreme updrafts or downdrafts,
large altitude changes may occur. Do not use sudden or large control inputs. After
establishing the trim setting for penetration speed, do not change pitch trim. Allow
altitude and airspeed to vary and maintain attitude. However, do not allow the
airspeed to decrease and remain below the turbulent air penetration speed because
stall/buffet margin is reduced. Maneuver at bank angles below those normally
used. Set thrust for penetration speed and avoid large thrust changes. Set ignition
as directed by the operations manual. Flap extension in an area of known
　
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