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LAND 2 or LAND 3 annunciated:
• 2 independent sources of electrical power. (The APU generator may be a
substitute source of power for the left or right electrical system.)
• 2 or 3 autopilots
• 3 hydraulic systems
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.20 FCT 767 (TM)
767-200, 767-300
• 2 attitude indicators supplied by different symbol generators including
attitude, radio altitude, ILS deviation, DA(H) or AH indications, and
AFDS status
767-400
• 2 attitude indicators supplied by different display processing computers
including attitude, radio altitude, ILS deviation, DA(H) or AH
indications, and AFDS status
767-200, 767-300
• 2 (or 3) IRU's (associated with the engaged autopilots) in Nav mode
767-400
• 2 (or 3) ADIRU's (associated with the engaged autopilots) in Nav mode
767-200, 767-300
• autoland status annunciator for the pilot conducting the approach
Category IIIb/Autoland
For Category IIIb operations, visual reference is not normally a specific
requirement for continuation of the approach to touchdown.
Category IIIb operations require the following equipment to be operative and
LAND 3 annunciated:
• 3 autopilots
• 3 hydraulic systems
• autothrottle
• 3 independent sources of electrical power. Normally the left generator, the
right generator and the battery bus. (The APU generator may be a
substitute source of power for the left or right engine driven generator.)
767-200, 767-300
• 2 autoland status annunciators
767-200, 767-300
• 2 attitude indicators supplied by different symbol generators including
attitude, radio altitude, ILS deviation, AH or DA(H) indications, and
AFDS status
767-400
• 2 attitude indicators supplied by different display processing computers
including attitude, radio altitude, ILS deviation, AH or DA(H)
indications, and AFDS status
767-200, 767-300
• 3 IRU's in Nav mode
767-400
• 3 ADIRU's in Nav mode
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.21
AFDS Faults
Faults leading to non-normal operations can be divided into two categories:
• those occurring above AH
• those occurring at or below alert height.
Within these categories many non-normal situations or scenarios are possible. The
flight deck is designed so that a quick analysis and decision can be made for
virtually all non-normal or fault situations using the crew alerting system and
autoland status annunciation.
If the flight crew is aware of the airplane equipment requirements for the
approach, the following can be used for any AFDS fault indication:
Above Alert Height
Immediately after recognizing the fault from the crew alerting system, instrument
flags, or engine indications, check autoland status annunciation.
• if the autoland status annunciation has not changed, and the equipment is
not required for the approach or can be switched, (e.g., flight director),
continue the approach
• if the autoland status annunciation has changed, or the equipment is
required for the approach, adjust to the appropriate higher minimums or
go-around.
At or Below Alert Height
For any EICAS alert, continue the approach to an automatic landing and rollout
unless NO AUTOLAND is displayed. The pilot should not intervene unless it is
clearly evident that pilot action is required.
A thorough fault analysis was included as a part of the fail operational
certification. Below 200 feet AGL a safe landing and rollout can be made with any
probable failure conditions.
Flight crew alerts (messages, lights, or aurals) may occur at any time during the
approach. If a master caution or warning (amber or red light illuminated with the
associated aural) occurs below alert height, do not disengage the autopilot unless
the autopilot system is not controlling the airplane adequately. Below alert height,
multiple autopilots protect against any probable system failure and will safely land
the airplane. The pilot should not intervene below AH unless it is evident that pilot
action is required. If a fault affects the autobrakes, assume manual control of
braking. Accomplish related procedures for system faults after rollout is complete
and manual control of the airplane is resumed.
If the autopilot is unintentionally disengaged below alert height, the landing may
　
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