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767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.18 FCT 767 (TM)
Pitch and Roll Limit Conditions
The Ground Contact Angles - Normal Landing figure illustrates body roll
angle/pitch angles at which the airplane structure contacts the runway. Prolonged
flare increases the body pitch attitude 2° to 3°. When prolonged flare is coupled
with a misjudged height above the runway aft body contact is possible.
Fly the airplane onto the runway at the desired touchdown point and at the desired
airspeed. Do not hold it off and risk the possibility of a tailstrike.
Note: A smooth touchdown is not the criterion for a safe landing.
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 6.19
Ground Contact Angles - Normal Landing
767-200
Conditions
• Pitch about main gear centerline • Stabilizer full nose up
• Slats fully extended • Elevator full down
• Aileron full down • Struts compressed
• Roll about outer tire centerline • Flaps 30
Pitch Angle (Degrees)
-6
-4
-2
10
12
14
16
8
6
4
2
0
0 2 4 6 8 10 1214 16 18 20
Roll Angle (Degrees)
JT9D-7RD4
Wing Tip
Aft Body
Nose Gear
Extended
Fully
Slat
Elevator
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.20 FCT 767 (TM)
767-300
Pitch Angle (Degrees)
-6
-4
-2
10
12
14
16
8
6
4
2
0
0 2 4 6 8 10 1214 16 18 20
Roll Angle (Degrees)
CF6-80C2
RB211-524
Aft Body
Wing Tip
Extended
Fully
Slat
Nose Gear
JT9D-7R4D
or
PW4000
Elevator
Tailskid Extended
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 6.21
767-400
Pitch Angle (Degrees)
-6
-4
-2
10
12
14
16
8
6
4
2
0
0 2 4 6 8 10 1214 16 18 20
Roll Angle (Degrees)
CF6-80C2
Aft Body
Wing Tip
Nose Gear
Extended
Fully
Slat
Elevator
Tailskid Extended
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.22 FCT 767 (TM)
After Touchdown and Landing Roll
Avoid touching down with thrust above idle since this may establish an airplane
nose up pitch tendency and increases landing roll.
After main gear touchdown, initiate the landing roll procedure. If the speedbrakes
do not extend automatically move the speedbrake lever to the UP position without
delay. Fly the nosewheel onto the runway smoothly by relaxing aft control column
pressure. Control column movement forward of neutral should not be required. Do
not attempt to hold the nosewheel off the runway. Holding the nose up after
touchdown for aerodynamic braking is not an effective braking technique.
To avoid the risk of possible airplane structural damage, do not make large nose
down control column movements prior to nose wheel touchdown.
To avoid the risk of tailstrike, do not allow the pitch attitude to increase after
touchdown. However, applying excessive nose down elevator during landing can
result in substantial forward fuselage damage. Do not use full down elevator. Use
an appropriate autobrake setting or manually apply wheel brakes smoothly with
steadily increasing pedal pressure as required for runway condition and runway
length available. Maintain deceleration rate with constant or increasing brake
pressure as required until stopped or desired taxi speed is reached.
Speedbrakes
The speedbrake system is controlled with the SPEEDBRAKE lever (which is
moved UP and DOWN). The speedbrake system consists of individual spoiler
panels which the pilot can extend and retract by moving the SPEEDBRAKE lever.
The speedbrakes can be fully raised after touchdown while the nose wheel is
lowered to the runway, with no adverse pitch effects. The speedbrakes spoil the
lift from the wings, which places the airplane weight on the main landing gear,
providing excellent brake effectiveness.
Unless speedbrakes are raised after touchdown, braking effectiveness may be
reduced initially as much as 60%, since very little weight is on the wheels and
　
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