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and maintained continuous on glide slope indications as a result of an ILS ground
transmitter erroneously left in the test mode. False glide slope signals can be
detected by crosschecking the final approach fix crossing altitude and VNAV path
information prior to glide slope capture. A normal pitch attitude and descent rate
should also be indicated on final approach after glide slope capture. Further, if a
glide slope anomaly is suspected, an abnormal altitude range-distance relationship
may exist. This can be identified by crosschecking distance to the runway with
altitude or crosschecking the airplane position with waypoints indicated on the
navigation display. The altitude should be approximately 300 feet HAT per NM of
distance to the runway for a 3° glide slope.
If a false glide slope capture is suspected, perform a missed approach if visual
conditions cannot be maintained.
Below 1,500 feet radio altitude, the flare and rollout modes are armed. The
autoland status annunciation should display LAND 3 or LAND 2. As the lowest
weather minimums are directly related to the system status, both pilots must
observe the autoland status annunciation.
If an autoland annunciation changes or system fault occurs above AH that requires
higher weather minimums (reversion to LAND 2 or NO AUTOLAND), do not
continue the approach below these higher minimums unless suitable visual
reference with the runway environment is established.
Autopilots having fail operational capability are designed to safely continue an
approach below AH after a single failure of an autopilot element. The autopilots
protect against any probable system failure and safely land the airplane. AFDS
design provides for an AH of at least 200 feet HAT but may be modified to a lower
value by operators. The pilot should not interfere below AH unless it is clearly
evident pilot action is required.
During an autoland with crosswind conditions, the runway alignment maneuver
uses forward slip to reduce the crab angle of the airplane at touchdown. Alignment
begins at 500 feet radio altitude or lower, depending on the strength of the
crosswind. The amount of forward slip induced is limited to 5°. When a strong
crosswind is present, the airplane does not fully align with the runway, but lands
with a slight crab angle. In all cases, the upwind wing is low at touchdown.
The autopilot and autobrakes should remain engaged until a safe stop is assured
and adequate visibility exists to control the airplane using visual references.
Delayed Flap Approach (Noise Abatement)
If the approach is not being conducted in adverse conditions that would make it
difficult to achieve a stabilized approach, the final flap selection may be delayed
to conserve fuel or to accommodate speed requests by air traffic.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.14 FCT 767 (TM)
Intercept the glide slope with gear down and flaps 20 at flaps 20 speed. The thrust
required to descend on the glide slope may be near idle. Approaching 1,000 feet
AFE, select landing flaps, allow the speed to bleed off to the final approach speed,
then adjust thrust to maintain it. Complete the Landing checklist.
Note: For particularly noise sensitive areas, use the technique above but delay
extending the landing gear until 1,500 feet AFE.
Decision Altitude/Height - DA(H)
The pilot monitoring should expand the instrument scan to include outside visual
cues when approaching DA(H). Do not continue the approach below DA(H)
unless the airplane is in a position from which a normal approach to the runway
of intended landing can be made and suitable visual reference can be maintained.
Upon arrival at DA(H), or any time thereafter, any of the above requirements are
not met, immediately execute the missed approach procedure. When visual
contact with the runway is established, maintain the glide path to the flare. Do not
descend below the glide path.
Raw Data - (No Flight Director)
Raw data approaches are normally used during training to improve the instrument
scanflow. If a raw data approach is required during normal operations, refer to the
DDG or airline equivalent for the possibility of increased landing minima.
767-200, 767-300
ILS deviation is displayed on the attitude display. ILS deviation may also be
displayed on the navigation display by selecting an ILS mode on the EFIS Control
Panel. The localizer course deviation scale on the attitude display remains normal
scale during the approach and does not change to expanded scale at approximately
5/8 dot, as happens with F/D and/or autopilot engaged and localizer captured.
　
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