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proper control of path and performance is achieved. For example, if the pilot failed
to select the exit holding feature when cleared for the approach, the airplane will
turn outbound in the holding pattern instead of initiating the approach. At this
point, the pilot may select HEADING SELECT and continue the approach while
using other automated features. A second example, if the airplane levels off
unexpectedly during climb or descent with VNAV engaged, FLCH may be
selected to continue the climb or descent until the FMC can be programmed.
Early intervention prevents unsatisfactory airplane performance or a degraded
flight path. Reducing the level of automation as far as manual flight may be
necessary to ensure proper control of the airplane is maintained. The pilot should
attempt to restore higher levels of automation only after airplane control is
assured. For example, if an immediate level-off in climb or descent is required, it
may not be possible to comply quickly enough using the AFDS. The PF should
disconnect the autopilot and level off the airplane manually at the desired altitude.
After level off, set the desired altitude in the MCP, select an appropriate pitch
mode and re-engage the autopilot.
Recommended Pitch and Roll Modes
If the LEGS page and map display reflect the proper sequence and altitudes,
LNAV and VNAV are recommended. If LNAV is not used, use an appropriate roll
mode. When VNAV is not used, the following modes are recommended:
FLCH has logic to allow shallow climbs and descents for small altitude changes.
There is no need to use V/S mode for passenger comfort.
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) 1.41
If unplanned speed or altitude restrictions are imposed during the arrival, the
continued use of VNAV may induce an excessive workload. If this occurs, use
FLCH or V/S as appropriate.
AFDS Mode Control Panel (MCP) Faults
In-flight events have occurred where various AFDS pitch or roll modes, such as
LNAV, VNAV or HDG SEL became un-selectable or ceased to function normally.
Typically, these types of faults do not generate a failure annunciation. These faults
may be caused by an MCP hardware (switch) problem.
If an AFDS anomaly is observed where individual pilot-selected AFDS modes are
not responding normally to MCP switch selections, attempt to correct the problem
by disconnecting the autopilot and selecting both flight director switches to OFF.
This clears all engaged AFDS modes. When an autopilot is re-engaged or a flight
director switch is selected ON, the AFDS default pitch and roll modes should
engage. The desired AFDS pitch and roll modes may then be selectable.
If this action does not correct the fault condition, the desired flight path can be
maintained by selecting an alternate pitch or roll mode. Examples are included in
the following table:
Inoperative or Faulty
Autopilot Mode
Suggested Alternate Autopilot Mode or Crew
Technique
HDG SEL or HDG HOLD Set desired heading, disconnect AFDS and manually roll
wings level on the desired heading, and re-engage the
AFDS. The AFDS will hold the established heading.
LNAV Use HDG SEL or TRK SEL to maintain the airplane track
on the magenta FMC course.
VNAV SPD or VNAV PTH
(climb or descent)
Use FLCH, V/S or FPA. V/S or FPA should be selected
for descent on final approach.
VNAV PTH (cruise) Use altitude hold. If altitude hold is not directly
selectable, use FLCH to automatically transition to
altitude hold.
LOC Use LNAV. Monitor and fly the approach referencing
localizer raw data.
G/S Use V/S, FPA or VNAV PTH to descend on an ILS
approach. Monitor and fly the approach referencing
glideslope raw data.
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.42 FCT 777/787 Preliminary (TM)
Pilot Incapacitation
Pilot incapacitation occurs frequently compared with other routinely trained
non-normal conditions. It has occurred in all age groups and during all phases of
flight. Incapacitation occurs in many forms ranging from sudden death to subtle,
partial loss of mental or physical performance. Subtle incapacitations are the most
dangerous and they occur the most frequently. Incapacitation effects can range
from loss of function to unconsciousness or death.
The key to early recognition of pilot incapacitation is the regular use of crew
resource management concepts during flight deck operation. Proper crew
coordination involves checks and crosschecks using verbal communications.
　
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