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Holding
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 4.15
Operators should establish a remote airport diversion plan to include supporting
the airplane, passengers and crew. Airplane equipment and document needs to be
considered:
• cold weather clothing to enable one or more crewmembers to exit the
airplane at a diversion airport with extreme cold conditions
• comprehensive instructions on securing the airplane for cold weather to
include draining water tanks, etc.
• diversion airport data to include airport diagrams, information on nearby
terrain and photographs (if available), emergency equipment availability,
etc.
• cold temperature altitude correction table.
Due to limited availability of alternate airports relative to other regions, special
attention should be given to diversion planning including airport conditions and
availability of compatible fuel. Crews should be prepared to operate in QFE and
metric altitude where required. Expect changes in assigned cruising levels enroute
since standard cruising levels vary by FIR. Some airports provide QNH upon
request, even if their standard is QFE. Metric wind speed (m/sec) may be all that
is available. A simple approximation: 1 m/sec = 2 knots. A feet to meters
conversion chart may be useful for planning step climbs, converting minima, etc.
Use caution when using ADF and/or VOR raw data. ADF orientation (true or
magnetic) is determined by the heading reference selected by the crew. VOR
radials are displayed according to the orientation of the VOR station.
Communications should be handled according to the applicable enroute charts.
Above 82 degrees N, SATCOM is unavailable. HF frequencies and HF SELCAL
must be arranged by the flight crew prior to the end of SATCOM coverage.
Routine company communications procedures should include flight following to
enable immediate assistance during a diversion or other emergency.
Note: To use SATCOM on the ground, the IRUs/ADIRUs (as installed) must be
aligned.
When navigating in the polar regions, magnetic heading should be considered
unreliable or totally useless for navigation. Magnetic variations typically are
extreme, often are not constant at the same point and change rapidly as airplane
position changes. Ensure the computer flight plan shows true tracks and true
headings. Grid headings may also be used as a reference for those airplanes
equipped with grid heading indicators although no airplane systems use grid
heading. For some high latitude airports, grid headings are shown on the
instrument approach procedures. Note that unmapped areas in the GPWS terrain
data base display as magenta dots on the map, regardless of the airplane altitude.
October 31, 2004
767 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
4.16 FCT 767 (TM)
The primary roll mode for polar operations should be LNAV, which may be used
with the heading reference switch in the NORM position. HDG SEL/HOLD are
functional but require the manual selection of TRUE heading reference.
Deviations from planned route may be accomplished in HDG SEL.
Note: Operation should be limited to between N87 degrees and S87 degrees
latitude since the FMC and displays may not provide accurate map,
heading or track information closer than 3 degrees latitude to either pole.
Loss of both GPS units results in an increased ANP and possible display of the
UNABLE RNP message but normally would not prevent polar operation.
Loss of one or two IRUs does not significantly affect navigation accuracy.
Operation on one remaining IRU should be limited to diversion to the nearest
suitable airport.
October 31, 2004
767 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 4.17
Descent
Descent Speed Determination
The default FMC descent speed schedule is an economy (ECON) descent from
cruise altitude to the airport speed transition altitude followed by a descent at ten
knots less than this speed. The speed schedule is adjusted to accommodate
waypoint speed/altitude constraints displayed on the LEGS pages, and
speed/altitude constraints displayed on the DES page. If desired, the ECON speed
schedule can be modified by alternate Mach, Mach/IAS, or IAS values on the DES
page target speed line. If the FMC information is not available, use target speeds
from the Descent Rates table in this chapter.
Descent Path
An FMC path descent is the most economical descent method. At least one
　
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