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Continue to cross-check the map display against the attitude display raw data.
767-400
ILS deviation is displayed on the attitude display. ILS deviation may also be
displayed on the ND by selecting APP 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.
Continue to cross-check the map display against the attitude display raw data.
Select VOR/ADF switches to display appropriate pointers on the ND.
The magnetic course/bearing information from the VOR/ADF pointers on the
navigation display may be used to supplement the attitude display localizer
deviation indication during initial course interception. Begin the turn to the
inbound localizer heading at the first movement of the localizer pointer.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.15
After course intercept, the track line and read-out on the navigation display may
be used to assist in applying proper drift correction and maintaining desired
course. Bank as necessary to keep the localizer pointer centered and the track line
over the course line. This method automatically corrects for wind drift with very
little reference to actual heading required.
Large bank angles are rarely required while tracking inbound on the localizer. Use
5° to 10° of bank angle.
When the glide slope pointer begins to move (glide slope alive), lower the landing
gear, extend flaps 20, and decelerate to flaps 20 speed. Intercepting the glide slope,
extend landing flaps and establish the final approach speed. When established on
the glide slope, preset the missed approach altitude in the altitude window. On
final approach, maintain VREF + 5 knots or an appropriate correction for
headwind component. Check altitude crossing the FAF. Begin timing, if required.
To stabilize on the final approach speed as early as possible, it is necessary to
exercise precise speed control during the glide slope intercept phase of the
approach. The rate of descent varies with the glide slope angle and groundspeed.
Expeditious and smooth corrections should be made based on the ILS course and
glide slope indications. Apply corrections at approximately the same rate and
amount as the flight path deviations.
The missed approach procedure is the same as a normal missed approach. Flight
Director guidance appears if GA is selected. Refer to Go–Around and Missed
Approach - All Approaches, this chapter.
AFDS Autoland Capabilities
Refer to the applicable AFM for a description of demonstrated autoland
capabilities.
All hydraulic systems must be operational when initiating a Category III autoland
approach. However, during fail operational approaches, if a hydraulic system
becomes inoperative below alert height, the automatic approach may be continued
through landing and rollout unless a NO AUTOLAND is displayed. The pilot
should not intervene unless it is clearly evident that pilot action is required.
Note: For autoland use flaps 25 or 30.
Note: Autoland should not be attempted unless the final approach course path is
aligned with the runway centerline. If the localizer beam is offset from the
centerline the AFDS ROLLOUT mode may cause the airplane to depart
the runway.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.16 FCT 767 (TM)
ILS Performance
Most ILS installations are subject to signal interference by either surface vehicles
or aircraft. To prevent this interference, ILS critical areas are established near each
localizer and glide slope antenna. In the United States, these areas are restricted
from all vehicle or aircraft operation any time the weather is reported less than 800
foot ceiling and/or visibility is less than 2 miles.
When the weather is less than 200 foot ceiling or the RVR is 2,000 or less, vehicle
or aircraft operations in or over these critical areas are not authorized when an
arriving aircraft is inside the Middle Marker (MM).
During Category III operations, the entire length of the preceding aircraft must be
250 feet clear of the runway centerline before an aircraft on an ILS approach
reaches the Middle Marker or 200 feet AGL.
Flight inspections of ILS facilities do not necessarily include ILS beam
performance inside the runway threshold or along the runway unless the ILS is
used for Category II or III approaches. For this reason, the ILS beam quality may
　
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