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tracking (VOR, TACAN, NDB, RNAV, GPS etc.), monitoring raw data is
recommended, if available. Although continuous monitoring of raw data during
approaches is not required, ground based navigation aid(s) should be checked for
correct navigation no later than final approach.
During non-localizer based approaches where the FMC is used for course or path
tracking (TACAN, NDB, RNAV etc.), if only one FMC or one IRS or one DME
is operational, or the FMC is not RNP capable, raw data must be monitored or
checked if available for correct navigation or the update mode should be checked
no later than final approach.
767-200, 767-300
During single FMC, single IRU, or single DME or single GPS operation, in the
event the single operational FMC, IRU, DME, or GPS fails during the FMC
approach, there must be a non-FMC means of navigation available for a missed
approach such as VOR/NDB raw data and/or radar, and there must be a non - FMC
approach available. Failure of the remaining single DME need not be considered
if GPS updating is being used.
767-400
During single FMC, or single DME or single GPS operation, in the event the
single operational FMC, DME, or GPS fails during the FMC approach, there must
be a non-FMC means of navigation available for a missed approach such as
VOR/NDB raw data and/or radar, and there must be a non - FMC approach
available. Failure of the remaining single DME need not be considered if GPS
updating is being used.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.31
767-400
Checking raw data for correct navigation prior to commencing the approach may
be accomplished by:
• pushing the POS switch on the EFIS control panel and comparing the
displayed raw data with the navaid symbols on the map. Example: The
VOR radials and raw DME data should overlay the VOR/DME stations
shown on the MAP and the GPS position symbol should nearly coincide
with the tip of the airplane symbol (FMC position)
• displaying the VOR and/or ADF pointers on the map display and using
them to verify your position relative to the map display.
Typical Navigation Display
767-400
The following diagram represents a typical navigation display with the POS
display selected.
MAP Displays and Raw Data
The map mode should be used to the maximum extent practicable. The map
display provides a plan view of the approach, including final approach and missed
approach routing. The map increases crew awareness of progress and position
during the approach.
The map is particularly useful when the inbound course does not align with
runway centerline and allows the pilot to clearly determine the type of alignment
maneuver required. The map can be used to integrate weather radar returns, terrain
or traffic information within the approach path and airport area.
JEFCO
AMBOY
Raw data
DME
Raw data
VOR radial
Raw data GPS position
VOR radial
Raw data
DME
R-220
R-120
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.32 FCT 767 (TM)
767-200, 767-300
When raw data VOR information is required, the manual tuning feature may be
used to pretune the appropriate frequency and select the course prior to starting the
approach. The frequency may then be returned to automatic control. When
required for the approach, selection of the VOR mode restores the preset
frequency. With a single operational FMC, monitoring of VOR raw data is
required no later than the final approach fix. Use of the VOR course and DME
information displayed on the RDMI or RMI (as installed) with DME display, or
one EHSI in a VOR mode satisfies this requirement.
767-400
The preferred method for VOR or localizer tuning and final approach course
selection is procedure tuning. This can be confirmed by observing the displayed
frequency, identifier and course on the PFD or ND. The VOR automatically tunes
for a VOR approach after passing the first waypoint on the approach procedure.
Automatic procedure tuning also reduces crew workload in the terminal area by
automatically tuning the missed approach VOR if a different one is required and
aids the crew by reducing heads down time when last minute approach and/or
runway changes are required. If required, the appropriate frequency and course
may be preselected on the NAV RAD page for display at the appropriate time. For
localizer or localizer back course approaches, always use the front course.
　
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