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revising the FMS flight plan may not be appropriate. Displaying OFF PATH
DESCENT circles on the map (if installed) provides vertical flight path guidance
which may assist in planning the approach.
If displaying the arrival procedure is not desired, perform a “DIRECT TO” or
“INTERCEPT LEG TO/INTERCEPT COURSE TO” the FAF, OM, or
appropriate fix, to simplify the navigation display. This provides:
• a display of distance remaining to the FAF, OM, or appropriate fix
• a depiction of cross track error from the final approach course
• LNAV capability during the missed approach procedure.
The approach procedure may be flown using HDG SEL or LNAV for lateral
tracking and VNAV, FLCH, or V/S for altitude changes. VNAV is the preferred
descent mode when the FMS flight plan is programmed for the intended arrival.
When VNAV is not available, FLCH is the preferred descent mode for altitude
changes.
When maneuvering to intercept the localizer, decelerate and extend flaps to 5.
Attempt to be at flaps 5 and flaps 5 maneuvering speed prior to localizer capture.
When operating in speed intervention or the autothrottle SPD mode, timely speed
selections minimize thrust lever movement during the approach. This reduces
cabin noise levels and increases fuel efficiency. When flaps are extended, select
the next lower speed just as the additional configuration drag takes effect.
Delaying the speed selection causes an increase in thrust, while selecting the lower
speed too quickly causes thrust to decrease, then increase.
During the approach, adjust the map display and range to provide a scaled plan
view of the area. When on an intercept heading and cleared for the approach,
select the APP mode and observe the LOC and G/S mode annunciations are
armed.
APP mode should not be selected until:
• the ILS is tuned and identified
• the airplane is on an inbound intercept heading
• both localizer and glide slope pointers appear on the attitude display in the
proper position
• clearance for the approach has been received.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.12 FCT 767 (TM)
The glide slope may be captured before the localizer in some airplanes. The glide
slope may be captured from either above or below. Glide slope capture does not
occur if the intercept angle to the localizer is greater than 80°. The maximum
intercept angle for the localizer is 120°. To avoid unwanted glide slope capture,
LOC mode may be selected initially, followed by the APP mode.
CAUTION: When using LNAV to intercept the final approach course,
ensure raw data indicates localizer interception to avoid
descending on the glide slope with LOC not captured. If
needed, use HDG SEL or HDG HOLD to establish an intercept
heading to final approach course.
Final Approach
The pilots should monitor the quality of the approach, flare, landing and rollout,
including speedbrake deployment and autobrake application.
At localizer capture, the heading bug automatically slews to the inbound course.
For normal localizer intercept angles, very little overshoot occurs. Bank angles up
to 30° may be commanded during the capture maneuver. For large intercept angles
some overshoot can be expected.
Use the map display to maintain awareness of distance to go to the final approach
fix. When the glide slope pointer begins to move (glide slope alive), extend the
landing gear, select flaps 20, and decrease the speed to flaps 20 speed.
At glide slope capture, observe the flight mode annunciations for correct modes.
At this time, select landing flaps and VREF + 5 knots or VREF + wind correction
if landing manually, and complete the Landing checklist. When using the
autothrottle to touchdown, no additional wind correction is required to the final
approach speed. The pilot monitoring should continue standard callouts during
final approach and the pilot flying should acknowledge callouts.
When established on the glide slope, set the missed approach altitude in the
altitude window of the MCP. Extension of landing flaps at speeds in excess of
flaps 20 speed may cause flap load relief activation and large thrust changes.
Check for correct crossing altitude and begin timing, if required, when crossing
the final approach fix (FAF or OM).
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.13
There have been incidents where airplanes have captured false glide slope signals
　
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