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Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 8.15
Flight Instruments, Displays
Airspeed Unreliable
Unreliable airspeed indications can result from blocking or freezing of the
pitot/static system or a severely damaged or missing radome. When the ram air
inlet to the pitot head is blocked, pressure in the probe is released through the drain
holes and the airspeed slowly drops to zero. If the ram air inlet and the probe drain
holes are both blocked, trapped pressure within the system reacts unpredictably.
The pressure may increase through expansion, decrease through contraction, or
remain constant. In each case, the airspeed indications would be abnormal. This
could mean increasing indicated airspeed in climb, decreasing indicated speeds in
descent, or unpredictable indicated speeds in cruise.
If the flight crew is aware of the problem, flight without the benefit of valid
airspeed information can be safely conducted and should present little difficulty.
Early recognition of erroneous airspeed indications require familiarity with the
interrelationship of attitude, thrust setting, and airspeed. A delay in recognition
could result in loss of aircraft control.
The flight crew should be familiar with the approximate pitch attitude for each
flight maneuver. For example, climb performance is based on maintaining a
particular airspeed or Mach number. This results in a specific body attitude that
varies slightly with gross weight and altitude. Any significant change from this
body attitude required to maintain a desired airspeed should alert the flight crew
to a potential problem.
When the abnormal airspeed is recognized, immediately return the airplane to the
target attitude and thrust setting for the flight regime. If continued flight without
valid airspeed indications is necessary, consult the Flight With Unreliable
Airspeed/Turbulent Air Penetration table in the Performance Inflight section of
the QRH for the correct attitude, thrust settings, and V/S for actual airplane gross
weight and altitude.
Ground speed information is available from the FMC and on the instrument
displays. These indications can be used as a cross check. Many air traffic control
radars can also measure ground speed.
For airplanes equipped with an Angle of Attack (AOA) indicator, maintain the
analog needle at approximately the three o’clock position. This approximates a
safe maneuvering speed or approach speed for the existing airplane configuration.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.16 FCT 767 (TM)
Descent
Idle thrust descents can be made to 10,000 feet by flying body attitude and
checking rate of descent from the QRH tables. At 2,000 feet above the selected
level off altitude, reduce rate of descent to 1,000 FPM. On reaching selected
altitude, establish attitude and thrust for the airplane configuration. If possible,
allow the airplane to stabilize before changing configuration and altitude.
Approach
If available, accomplish an ILS approach. Establish landing configuration early on
final approach. At glide slope intercept or beginning of descent, set thrust and
attitude per tables and control the rate of descent with thrust.
Landing
Control the final approach so as to touch down approximately 1,000 feet to 1,500
feet beyond the threshold. Fly the airplane on to the runway, do not hold it off or
let it “float” to touchdown.
Use autobraking if available. If manual braking is used, maintain adequate brake
pedal pressure until a safe stop is assured. Immediately after touchdown,
expeditiously accomplish the landing roll procedure.
Fuel
Fuel Balance
The primary purpose for fuel balance limitations on Boeing airplanes is for
structural life of the airframe and not due to controllability limitations. A
reduction in structural life of the airframe or landing gear can be caused by
frequently operating with out-of-limit fuel balance conditions. Lateral control is
not significantly affected when operating with fuel beyond normal balance limits.
The primary purpose for fuel balance alerts are to inform the crew that imbalances
beyond the current state may result in increased trim drag and higher fuel
consumption. The FUEL CONFIGURATION NNC should be accomplished
when the fuel balance alert is received.
There is a common misconception among flight crews that the fuel crossfeed
valve should be opened immediately after an in-flight engine shutdown to prevent
fuel imbalance. This practice is contrary to Boeing recommended procedures and
　
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