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autobrake system be used.
For normal operation of the autobrake system select a deceleration setting.
Settings include:
• MAX AUTO: Used when minimum stopping distance is required.
Deceleration rate is less than that produced by full manual braking
• 3 or 4: Should be used for wet or slippery runways or when landing
rollout distance is limited
• 1 or 2: These settings provide a moderate deceleration effect suitable for
all routine operations.
Note: Autobrakes 2 or greater results in a continuous brake application, which
can increase carbon brake life.
Flight crew/airline experience with airplane characteristics relative to the various
runway conditions routinely encountered provide initial guidance as to the
desirable level of deceleration selected.
Immediate initiation of reverse thrust at main gear touchdown and full reverse
thrust allow the autobrake system to reduce brake pressure to the minimum level.
Since the autobrake system senses deceleration and modulates brake pressure
accordingly, the proper application of reverse thrust results in reduced braking for
a large portion of the landing roll.
The importance of establishing the desired reverse thrust level as soon as possible
after touchdown cannot be overemphasized. This minimizes brake temperatures
and tire and brake wear and reduces stopping distance on very slippery runways.
The use of minimum reverse thrust almost doubles the brake energy requirements
and can result in brake temperatures much higher than normal.
After touchdown, crewmembers should be alert for autobrake disengagement
annunciations. The PM should notify the PF anytime the autobrakes disengage.
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.28 FCT 767 (TM)
If stopping distance is not assured with autobrakes engaged, the PF should
immediately apply manual braking sufficient to assure deceleration to a safe taxi
speed within the remaining runway.
A table in the PI section of the QRH shows the relative stopping capabilities of the
available autobrake selections.
Transition to Manual Braking
The speed at which the transition from autobrakes to manual braking is made
depends upon airplane deceleration rate, runway conditions and stopping
requirements. When transitioning to manual braking, keep the speedbrakes
deployed and use reverse thrust as required until taxi speed. This is especially
important when nearing the end of the runway where rubber deposits affect
stopping ability.
When transitioning from the autobrake system to manual braking, the PF should
notify the PM. Techniques for release of autobrakes can affect passenger comfort
and stopping distance. These techniques are:
• stow the speed brake handle. When stopping distance within the
remaining runway is assured, this method provides a smooth transition to
manual braking, is effective before or after thrust reversers are stowed,
and is less dependent on manual braking technique
• smoothly apply brake pedal force as in a normal stop, until the autobrake
system disarms. Following disarming of the autobrakes, smoothly release
brake pedal pressure. Disarming the autobrakes before coming out of
reverse thrust provides a smooth transition to manual braking
• manually position the autobrake selector off (normally done by the PM at
the direction of the PF).
Manual Braking
The following technique for manual braking provides optimum braking for all
runway conditions:
The pilot’s seat and rudder pedals should be adjusted so that it is possible to apply
maximum braking with full rudder deflection.
Immediately after main gear touchdown, smoothly apply a constant brake pedal
pressure for the desired braking. For short or slippery runways, use full brake
pedal pressure.
• do not attempt to modulate, pump or improve the braking by any other
special techniques
• do not release the brake pedal pressure until the airplane speed has been
reduced to a safe taxi speed
• the antiskid system stops the airplane for all runway conditions in a
shorter distance than is possible with either antiskid off or brake pedal
modulation.
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 6.29
The antiskid system adapts pilot applied brake pressure to runway conditions by
sensing an impending skid condition and adjusting the brake pressure to each
individual wheel for maximum braking effort. When brakes are applied on a
slippery runway, several skid cycles occur before the antiskid system establishes
　
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