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their accuracy have been taken, RNAV approaches may be flown with
GPS updating enabled. Options available to operators may include
surveys of the published approaches to determine if significant
differences or position errors exist, developing special RNAV procedures
complying with WGS-84 or equivalent, or inhibiting GPS updating
• for approaches based upon ground-based navigation aids such as ILS,
VOR, LOC, NDB, etc., the GPS updating need not be inhibited provided
that appropriate raw data is used throughout the approach and missed
approach as the primary navigation reference. LNAV and VNAV may be
used. As always, when a significant difference exists between the airplane
position, raw data course, DME and/or bearing information, discontinue
use of LNAV and VNAV. Provided the FMC is not used as the primary
means of navigation for approaches, this method can be used as the “other
appropriate procedure” in lieu of inhibiting GPS updating.
Operators are encouraged to survey their navigation data bases and have all
non-WGS-84 procedures eliminated or modified to WGS-84 standards.
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 1.39
Weather Radar and Terrain Display Policy
Whenever the possibility exists for adverse weather and terrain/obstacles near the
intended flight path, one pilot should monitor the weather radar display and the
other pilot should monitor the terrain display. The use of the terrain display during
night or IMC operations, on departure and approach when in proximity to
terrain/obstacles, and at all times in non-radar environments is recommended.
Note: It may be useful to show the terrain display at other times to enhance
terrain/situational awareness.
AFDS Guidelines
Crewmembers must coordinate their actions so that the airplane is operated safely
and efficiently.
Autopilot engagement should only be attempted when the airplane is in trim, F/D
commands (if the F/D is on) are essentially satisfied and the airplane flight path is
under control. The autopilot is not certified or designed to correct a significant out
of trim condition or to recover the airplane from an abnormal flight condition
and/or unusual attitude.
Autothrottle Use
Autothrottle use is recommended during all phases of flight. When in manual
flight, autothrottle use is also recommended, however manual thrust control may
be used to maintain pilot proficiency.
Manual Flight
The PM should make AFDS mode selections at the request of the PF. Heading and
altitude changes from ATC clearances and speed selections associated with flap
position changes may be made without specific directions. However, these
selections should be announced, such as, “HEADING 170 SET”. The PF must be
aware such changes are being made. This enhances overall safety by requiring that
both pilots are aware of all selections, while still allowing one pilot to concentrate
on flight path control.
Ensure the proper flight director modes are selected for the desired maneuver. If
the flight director commands are not to be followed, the flight director should be
turned off.
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.40 FCT 777/787 Preliminary (TM)
Automatic Flight
Autoflight systems can enhance operational capability, improve safety, and reduce
workload. Automatic approach and landing, Category III operations, and
fuel-efficient flight profiles are examples of some of the enhanced operational
capabilities provided by autoflight systems. Maximum and minimum speed
protection are among the features that can improve safety while LNAV, VNAV,
and instrument approaches using VNAV are some of the reduced workload
features. Varied levels of automation are available. The pilot decides what level of
automation to use to achieve these goals by selecting the level that provides the
best increase in safety and reduced workload.
Note: When the autopilot is in use, the PF makes AFDS mode selections. The PM
may select new altitudes, but must ensure the PF is aware of any changes.
Both pilots must monitor AFDS mode annunciations and the current FMC
flight plan.
Automatic systems give excellent results in the vast majority of situations.
Deviations from expected performance are normally due to an incomplete
understanding of their operations by the flight crew. When the automatic systems
do not perform as expected, the pilot should reduce the level of automation until
　
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