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October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.18 FCT 767 (TM)
A review of the approach and runway lighting systems available during the
approach briefing is recommended as the pilot has only a few seconds to identify
the lights required to continue the approach. For all low visibility approaches, a
review of the airport diagram, expected runway exit, runway remaining lighting
and expected taxi route during the approach briefing is recommended.
Regulatory agencies may require an additional 15% be added to the dry landing
distance. Agencies may also require wind speed limitations less than maximum
allowable autoland wind speeds found in the Operations Manual.
AFDS System Configuration
The system configurations listed in this section may not include all of the systems
and equipment required for each type of operation. The AFM or operating
regulations may prescribe additional systems such as autobrakes, autothrottle or
rain removal.
More detailed information concerning Category II and Category III operational
requirements can be found in FAA advisory circulars or similar documents from
other regulatory agencies.
Category II Operations
Category II approaches may be conducted using single or multiple autopilots, or
flight director only, with one or two engines. If an engine fails prior to final
approach, the rudder must be trimmed for this condition. Autothrottles should be
disconnected when the autopilot is disengaged. For single autopilot operation, the
autopilot must be disengaged no lower than the minimum altitude listed in the
Limitations Chapter of the Operations Manual.
Category II Approach Autopilot
The following equipment must be operative for an automatic approach requiring
the use of Category II minima:
• 1 (or more) autopilots engaged
• 2 independent sources of electrical power. (The APU may be a substitute
source of power for the left or right electrical system.)
767-200, 767-300
• 2 attitude indicators supplied by different symbol generators including
attitude, radio altitude, ILS deviation, DA(H) indication and AFDS status
767-400
• 2 attitude indicators supplied by different display processing computers
including attitude, radio altitude, ILS deviation, DA(H) indication and
AFDS status
767-200, 767-300
• 2 (or 3) IRU's associated with the engaged autopilot(s) in Nav mode
767-400
• 2 (or 3) ADIRU's associated with the engaged autopilot(s) in Nav mode
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.19
Category II Approach Flight Director
The following equipment must be operative for a Flight Director (FD) approach
requiring the use of Category II minima:
• 2 independent sources of electrical power. (The APU may be a substitute
source of power for the left or right electrical system.)
• 2 separate flight directors, one of which must be the right FD
767-200, 767-300
• 2 attitude indicators supplied by different symbol generators including
attitude, radio altitude, ILS deviation, DA(H) indication and AFDS status
767-400
• 2 attitude indicators supplied by different display processing computers
including attitude, radio altitude, ILS deviation, DA(H) indication and
AFDS status
767-200, 767-300
• 2 (or 3) IRU's in Nav mode
767-400
• 2 (or 3) ADIRU's in Nav mode
Category III Operations
Category III operations are based on an approach to touchdown using the
automatic landing system. Normal operations should not require pilot
intervention. However, pilot intervention should be anticipated in the event
inadequate airplane performance is suspected, or when an automatic landing
cannot be safely accomplished in the touchdown zone. Guard the controls on
approach through the landing roll and be prepared to take over manually, if
required.
The airplane is certified for Category IIIb operations with two engines operating.
The airplane is certified for Category IIIa operations with two engines operating
or with one engine inoperative if the engine failure occurs during the final
approach.
Note: Some airplanes are also certified for Category IIIa approach and autoland
through rollout, with an engine inoperative prior to selecting landing flaps.
See Engine Out Autoland tables in the ILS - One Engine Inoperative
section.
Category IIIa/Autoland
For Category IIIa operations the following equipment must be operative and
　
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