曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

distance. Therefore, proper descent planning is necessary to arrive at the initial
approach fix at the correct altitude, speed, and configuration. The anticipated
anti-ice use altitude should be entered on the DESCENT FORECASTS page to
assist the FMC in computing a more accurate descent profile.
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) 4.21
Engine icing may form when not expected and may occur when there is no
evidence of icing on the windshield or other parts of the airplane. Once ice starts
to form, accumulation can build very rapidly. Although one bank of clouds may
not cause icing, another bank, which is similar, may induce icing.
Note: The engine anti-icing system should be ON or AUTO (as installed)
whenever icing conditions exist or are anticipated. Failure to follow the
recommended anti-ice procedures can result in engine stall,
overtemperature or engine damage.
Holding
Start reducing to holding airspeed 3 minutes before arrival time at the holding fix
so that the airplane crosses the fix, initially, at or below the maximum holding
airspeed.
If the FMC holding speed is greater than the ICAO or FAA maximum holding
speed, holding may be conducted at flaps 1, using flaps 1 speed. Flaps 1 uses
approximately 10% more fuel than flaps up. Holding speeds in the FMC provide
an optimum holding speed based upon fuel burn and speed capability; but in no
case are lower than flaps up maneuvering speed.
If holding speed is not available from the FMC, refer to the PI section of the QRH.
Recommended holding speeds can be approximated by using the following
guidance until more accurate speeds are obtained form the QRH:
• flaps up maneuvering speed approximates minimum fuel burn speed and
may be used at low altitudes
• above FL250, use VREF 30 + 100 knots to provide adequate buffet
margin.
Procedure Holding
When a procedure holding pattern is selected from the navigation data base and
the FMC shows PROC HOLD on the legs page, the following is true when the
PROC HOLD is the active leg:
• exiting the holding pattern is automatic; there is no need to select EXIT
HOLD
• if the crew desires to remain in holding a new holding pattern must be
entered.
October 31, 2004
767 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
4.22 FCT 767 (TM)
ICAO Holding Airspeeds (Maximum)
FAA Holding Airspeeds (Maximum)
Maintain clean configuration if holding in icing conditions or in turbulence.
Note: Holding with flaps extended in icing conditions may result in increased
airframe buffet due to ice accumulation on the flaps.
If the holding pattern has not been programmed in the FMC, the initial outbound
leg should be flown for 1 minute or 1 1/2 minutes as required by altitude. Timing
for subsequent outbound legs should be adjusted as necessary to achieve proper
inbound leg timing.
In extreme wind conditions or at high selected holding speeds, the defined holding
pattern protected airspace may be exceeded. However, the holding pattern
depicted on the map display will not exceed the limits. Advise ATC if an increase
in airspeed is necessary due to turbulence, if unable to accomplish any part of the
holding procedure, or if unable to comply with speeds listed in the tables above.
Altitude Speed
Through 14,000 feet 230 knots
Above 14,000 to 20,000 feet MSL 240 knots
Above 20,000 to 34,000 feet MSL 265 knots
Above 34,000 feet MSL .83 Mach
Altitude Speed
Through 6,000 feet MSL 200 knots
6,001 feet MSL through
14,000 feet MSL
230 knots
(210 knots Washington D. C. & New York FIRs)
14,001 feet MSL and above 265 knots
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach Chapter 5
Table of Contents Section TOC
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.TOC.1
5.TOC Approach and Missed Approach-Table of Contents
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1
Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1
Approach Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2
Approach Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：767機組訓練手冊Flight Crew Training Manual (FCTM)767(57)