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and directional control.
Steep Turns
The objective of the steep turn maneuver is to familiarize the pilot with airplane
handling characteristics and improve the instrument cross check.
During training, 45° of bank is used. It is not intended that the pilot should bank
greater than 25° to 30° for normal, or non-normal procedures. If so equipped, the
GPWS gives momentary bank angle alerts up to 45°.
Note: Stabilizer trim is not recommended during the steep turn maneuver
because of increased workload during roll out.
Entry
Stabilize airspeed at 250 knots on heading and altitude. Use a normal turn entry.
An increase in pitch is required as the bank angle is increased to maintain constant
altitude. An increase in thrust is required to maintain constant airspeed.
During Turn
Pitch and thrust control are the same as for a normal turn; however, larger pitch
adjustments are required for a given altitude deviation. Trimming during the
maneuver is not recommended. Varying the angle of bank while turning makes
pitch control more difficult. If altitude loss becomes excessive, reduce the angle
of bank as necessary to regain positive pitch control.
Smooth and positive control is required. A rapid instrument scan is required to
detect deviations early enough to be corrected by small adjustments.
Attitude Indicator
The attitude indicator is reliable for accurate pitch and bank information
throughout the turn. Precession error does not exist because the IRS is the source
of attitude information.
Vertical Speed Indicator
IRS vertical speed indications are reliable during the turn.
Altimeter
Crosscheck the direction and rate of change, and make smooth minor adjustments
to the pitch attitude for corrections.
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
7.20 FCT 767 (TM)
Airspeed
Airspeed changes very slowly because of small changes in thrust and drag.
Anticipate thrust changes and apply them at the first indication of change on the
airspeed indicator or speed tape (as installed). An increase in thrust is required as
bank angle increases.
767-200, 767-300
Note: If the command speed is set to target speed on the MCP, the airspeed
fast/slow indicator (as installed) on the attitude display indicates thrust
change required.
Rollout
Higher than normal pitch attitude and thrust is used during the turn. Roll out at the
same rate as used with normal turns. Normally rollout should begin 15° to 20°
prior to the desired heading.
Terrain Avoidance
The Ground Proximity Warning System (GPWS) PULL UP Warning occurs when
an unsafe distance or closure rate is detected with terrain below the airplane. The
Look-ahead terrain alerting (as installed) also provides an aural warning when an
unsafe distance is detected from terrain ahead of the airplane. Immediately
accomplish the Terrain Avoidance maneuver found in the non-normal maneuvers
section in the QRH.
Do not attempt to engage the autopilot and/or autothrottle until terrain clearance
is assured.
Traffic Alert and Collision Avoidance System (TCAS)
TCAS is designed to enhance crew awareness of nearby traffic and issue
advisories for timely visual acquisition or appropriate vertical flight path
maneuvers to avoid potential collisions. It is intended as a backup to visual
collision avoidance, application of right-of-way rules and ATC separation.
Use of TA/RA, TA Only, and Transponder Only Modes
TCAS operation should be initiated just before takeoff and continued until just
after landing. Whenever practical, the system should be operated in the TA/RA
mode to maximize system benefits. Operations in the Traffic Advisory (TA) Only
or TCAS Off (Transponder Only) modes, to prevent nuisance advisories and
display clutter, should be in accordance with operator policy.
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 7.21
The responsibility for avoiding collisions still remains with the flight crew and
ATC. Pilots should not become preoccupied with TCAS advisories and displays
at the expense of basic airplane control, normal visual lookout and other crew
duties.
Traffic Advisory (TA)
A Traffic Advisory (TA) occurs when nearby traffic meets system minimum
separation criteria, and is indicated aurally and visually on the TCAS traffic
display. If a TA is received, immediately accomplish the Traffic Avoidance
maneuver in the QRH.
Maneuvers based solely on a TA may result in reduced separation and are not
　
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