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trim with the autopilot in the LOC or ROLLOUT modes.
Some airplanes allow single autopilot use with APP mode engagement. During a
single autopilot or flight director (manual) approach, the pilot must use rudder
pedal pressure to control yaw, followed by rudder trim to maintain an in-trim
condition. During a single autopilot approach, the pilot must control yaw during
the entire approach. When accomplishing a single autopilot approach, disengage
the autopilot at minimums.
Note: Use of the autothrottle for an approach with an engine inoperative is not
recommended.
Minimize thrust lever movements to reduce both asymmetry and speed changes.
Airplane configuration changes require little thrust change until capturing the
glide slope.
Intercept the localizer with flaps 5 at flaps 5 speed. When the glide slope is alive,
lower the landing gear, extend flaps to 20, set final approach speed, and decelerate.
Be prepared to take over manually in the event system performance is not
satisfactory.
Note: For approaches with LAND 2 annunciated, or on airplanes with earlier
FCCs with LAND 2 or LAND 3 annunciated, when the autopilots are
disengaged prior to flare, be prepared to counter the UP trim bias used in
some multiple autopilot approaches. Initial pitch force will be up to 30
pounds nose up.
Autolands Not Allowed with Engine Inoperative Prior to Landing Flaps
The table below provides a tabulation of autopilot engine out operations for those
airplanes which do not have the engine out autoland option activated. Note the
areas in the table that are marked “not certified”.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.25
Autolands Allowed with Engine Inoperative Prior to Landing Flaps
Some airplanes have an engine out autoland option activated. This option provides
the capability to conduct an automatic approach to Category IIIa minimums, with
an engine initially inoperative, if the quality of the approach is satisfactory.
Additional engine-out logic is incorporated during runway alignment to ensure the
downwind wing is not low at touchdown. If the crosswind is from the same side
as the failed engine, then the airplane is crabbed by inducing a sideslip. This
assures a wings-level approach. For moderate or strong crosswinds from the
opposite side of the failed engine, no sideslip is induced as the failed engine high
approach configuration guarantees an upwind wing low touchdown characteristic.
The table below provides a tabulation of autopilot engine out operations for those
airplanes which have the engine out autoland option activated. Note the areas in
the table that are marked “not certified.
Conditions
Engine Fails
Prior to landing
flaps
After selecting
landing flaps
Below Alert
Height
Cat II
CMD or FD
(fail safe
approach only)
DISC A/T, flaps
20, no autoland
DISC A/T, flaps 20
or existing flaps if
greater, no autoland
DISC A/T, no
autoland
LAND 2
(fail passive
autoland)
Same as CMD
or FD above
DISC A/T, flaps
25 or 30, normal
autoland using
manual thrust
DISC A/T, flaps
25 or 30, normal
autoland using
manual thrust
LAND 3
(fail operational
autoland)
Same as CMD
or FD above
Same as LAND 2
above
Same as LAND 2
above
Cat IIIa
LAND 2
(fail passive
autoland)
Not certified Same as Cat II
LAND 2 above
Same as Cat II
LAND 2 above
LAND 3
(fail operational
autoland)
Not certified Same as Cat II
LAND 2 above
Same as Cat II
LAND 2 above
Cat IIIb
LAND 3
(fail operational
autoland)
Not certified Not certified Same as Cat II
LAND 2 above
Note: Operation without engine inoperative autoland option.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.26 FCT 767 (TM)
Note: Approval to conduct Category II or Category III operations must be
obtained by each operator from the appropriate agencies.
Engine Inoperative, Rudder Trim - All Instrument Approaches
Rudder trim may be set to zero to facilitate directional control during thrust
reduction. This should be accomplished by 500 feet AFE to allow the PM ample
time to perform other duties and make appropriate altitude callouts.
Centering the rudder trim prior to landing allows most of the rudder pedal pressure
　
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