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crab during strong crosswinds. (See the landing crosswind guidelines table, this
chapter). Main gear touchdown is made with the upwind wing low and crab angle
applied. As the upwind gear touches first, a slight increase in downwind rudder is
applied to align the airplane with the runway centerline. At touchdown, increased
application of upwind aileron should be applied to maintain wings level.
Overweight Landing
Overweight landings may be safely accomplished by using normal landing
procedures and techniques. There are no adverse handling characteristics
associated with overweight landings. Landing distance is normally less than
takeoff distance for flaps 25 or 30 landings at all gross weights. However, wet or
slippery runway field length requirements should be verified from the landing
distance charts in the Performance Inflight chapter of the Operations Manual.
Brake energy limits will not be exceeded for flaps 25 or 30 landings at all gross
weights.
Note: If flaps 30 approach speed (VREF 30 + additives for wind and gusts) is
within 10 knots of the Flap 30 placard speed, use flaps 25 and VREF 25 for
landing.
If stopping distance is a concern, reduce the landing weight as much as possible.
At the captain’s discretion, consider fuel jettison (if installed) or reduce weight by
holding at low altitude with a high drag configuration (gear down) to achieve
maximum fuel burn-off.
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 6.37
Analysis has determined that, when landing at high gross weights at speeds
associated with non-normal procedures requiring flaps set at 20 or less, maximum
effort stops may exceed the brake energy limits. The gross weights where this
condition can occur are well above maximum landing weights. For these
non-normal landings, maximize use of the available runway for stopping.
Observe flap placard speeds during flap extension and on final approach. In the
holding and approach patterns, maneuvers should be flown at the normal
maneuver speeds. During flap extension, airspeed can be reduced by as much as
20 knots below normal maneuver speeds before extending to the next flap
position. These lower speeds result in larger margins to the flap placards, while
still providing normal bank angle maneuvering capability, but do not allow for a
15° overshoot margin in all cases.
Use the longest available runway, and consider wind and slope effects. Where
possible avoid landing in tailwinds, on runways with negative slope, or on
runways with less than normal braking conditions. Do not carry excess airspeed
on final. This is especially important when landing during an engine inoperative
or other non-normal condition. At weights above the maximum landing weight,
the final approach maximum wind correction may be limited by the flap placards
and load relief system.
Fly a normal profile. Ensure that a higher than normal rate of descent does not
develop. Do not hold the airplane off waiting for a smooth landing. Fly the
airplane onto the runway at the normal touchdown point. If a long landing is likely
to occur, go-around. After touchdown, immediately apply maximum reverse
thrust using all of the available runway for stopping to minimize brake
temperatures. Do not attempt to make an early runway turnoff.
Autobrake stopping distance guidance is contained in the Performance Inflight
section of the QRH. If adequate stopping distance is available based upon
approach speed, runway conditions, and runway length, the recommended
autobrake setting should be used.
Overweight Autolands Policy
Boeing does not recommend overweight autolands. Autopilots on Boeing
airplanes are not certified for automatic landings above maximum landing weight.
At higher than normal speeds and weights, the performance of these systems may
not be satisfactory and has not been thoroughly tested. An automatic approach
may be attempted, however the pilot should disengage the autopilot prior to flare
height and accomplish a manual landing.
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.38 FCT 767 (TM)
In an emergency, should the pilot determine that an overweight autoland is the
safest course of action, the approach and landing should be closely monitored by
the pilot and the following factors considered:
• touchdown may be beyond the normal touchdown zone; allow for
additional landing distance.
• touchdown at higher than normal sink rates may result in exceeding
structural limits.
　
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