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deck, any visual observation data could be used to gain maximum knowledge of
airplane configuration and status and could be valuable in determining subsequent
actions.
The flight crew should consider contacting the company to both inform them of
the situation and as a potential source of useful information. In addition to current
and forecast weather, and airfield conditions, it may be possible to obtain technical
information and recommendations from expert sources. These expert sources are
available from within the company as well as from Boeing.
If controllability is in question, consider performing a check of the airplane
handling characteristics. The purpose of this check is to determine minimum safe
speeds and appropriate configuration for landing. Limit bank to 15 degrees and
avoid rapid thrust and airspeed changes which might adversely affect
controllability. If flap damage has occurred, prior to accomplishing this check,
consider the possible effects on airplane control should an asymmetrical condition
occur if flap position is changed. Accomplish this check by slowly and
methodically reducing speed and lowering the flaps; lower the gear only if
available thrust permits.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.30 FCT 767 (TM)
As a starting point, use the flap/speed schedule as directed in the appropriate
NNC. If stick shaker or initial stall buffet are encountered at or before reaching the
associated flap speed, or if a rapid increase in wheel deflection and full rudder
deflection are necessary to maintain wings level, increase speed to a safe level and
consider this speed to be the minimum approach speed for the established
configuration.
If airplane performance is a concern, use of the alternate flap or gear extension
systems may dictate that the configuration portion of this check be accomplished
in conjunction with the actual approach. Configuration changes made by the
alternate systems may not be reversible. The crew must exercise extreme caution
on final approach with special emphasis on minimum safe speeds and proper
airplane configuration. If asymmetrical thrust is being used for roll control or pitch
authority is limited, plan to leave thrust on until touchdown.
After the damage assessment and handling characteristics are evaluated, the crew
should formulate a sequential plan for the completion of the flight.
Landing Airport
The following items should be considered when selecting an airport for landing:
• weather conditions (VMC preferred)
• enroute time
• length of runway available (longest possible runway preferred, wind
permitting)
• emergency services available
• flight crew familiarity
• other factors dictated by the specific situation.
October 31, 2004
767 Flight Crew Training Manual
Index Chapter Index
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) Index.1
Index. Index- A
Acceleration Height - All Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.13
Acceleration Height - Engine Out . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.13
Acceleration to and Deceleration from VMO . . . . . . . . . . . . . . . . . . . . 7.1
Adverse Runway Conditions - Takeoff . . . . . . . . . . . . . . . . . . . . . . . 3.15
AFDS Autoland Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.15
AFDS Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.21
AFDS Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.35
After Touchdown and Landing Roll . . . . . . . . . . . . . . . . . . . . . . . . . . 6.22
Airspeed Unreliable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15
Alert Height - AH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.10
All Flaps and Slats Up Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.10
Antiskid Inoperative - Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5
Approach Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2
Approach Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2
Approach Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3
Approach to Stall Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8
Assumed Temperature Method - Takeoff . . . . . . . . . . . . . . . . . . . . . 3.13
Autopilot Engagement - After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . 3.24
　
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