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Flight Path Vector (FPV)
767-400
The FPV displays Flight Path Angle (FPA) relative to the horizon line and drift
angle relative to the center of the pitch scale on the attitude display. This indication
uses inertial and barometric altitude inputs. The vertical flight path angle
displayed by the FPV should be considered unreliable with unreliable primary
altitude displays. The FPV can be used by the pilot in several ways:
• as a reference for establishing and maintaining level flight when the F/D
is not in use or not available. When maneuvering the airplane, adjust pitch
to place the FPV on the horizon. This results in zero vertical velocity
• as a cross-check of the vertical flight path angle when established in a
climb, descent, or on a visual final approach segment
Note: When on final approach, the FPV does not indicate airplane glide path
relative to the runway. ILS glide slope, VASI/PAPI or other means must
be used for a proper glide path indication.
• in climbs or descents, radar tilt can be adjusted to an appropriate elevation
based on the displayed FPA. Radar tilt, like the FPV, is referenced to the
horizon. Example: Adjusting the radar tilt to the same angle relative to the
horizon as the FPV during climb results in the radar beam centered on the
existing flight path
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.26 FCT 767 (TM)
• as a qualitative indication of airplane lateral drift direction if the map is
not available. The FPV moves left or right of the pitch scale to indicate
the relative position of the ground track to the present heading. The
amount of drift cannot be determined from this display. Example: FPV
displaced to the left indicates wind component from the right and
corresponding drift to the left
• as a reference by the pilot in maintaining proper pitch control with
unreliable airspeed indications. Adjust pitch to establish desired flight
path by placing the FPV just above, below or on the horizon line.
Note: The FPV should not be used in reference to the PLI, which is a pitch
attitude referenced display.
Cold Temperature Altitude Corrections
If the outside air temperature (OAT) is different from standard atmospheric
temperature (ISA), barometric altimeter errors result due to non-standard air
density. Larger temperature differences from standard result in larger altimeter
errors. When the temperature is warmer than ISA, true altitude is higher than
indicated altitude. When the temperature is colder than ISA, true altitude is lower
than indicated altitude. Extremely low temperatures create significant altimeter
errors and greater potential for reduced terrain clearance. These errors increase
with higher airplane altitudes above the altimeter source.
Generally, operators should consider altitude corrections when altimeter errors
become appreciable, especially where high terrain and/or obstacles exist near
airports in combination with very cold temperatures (-30°C/ -22°F or colder).
Further, operators should also consider correcting en route minimum altitudes
and/or flight levels where terrain clearance is a factor. In some cases corrections
may be appropriate for temperatures between 0°C and -30°C.
Operators should coordinate with local and en route air traffic control facilities for
each cold weather airport or route in their system. Coordination should include:
• confirmation that minimum assigned altitudes or flight levels provide
adequate terrain clearance for the coldest expected temperatures
• cold weather altitude correction procedures to be used for published
procedures, to include the table being used
• a determination of which procedures or routes, if any, that have been
designed for cold temperatures and can be flown as published (without
altitude corrections).
Pilots should note that for very cold temperatures, when flying published
minimum altitudes significantly above the airport, altimeter errors can exceed
1000 feet, resulting in potentially unsafe terrain clearance if no corrections are
made.
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 1.27
Operation in Icing Conditions
Boeing airplanes are certified to all applicable airworthiness regulations regarding
flight in icing conditions. Operators are required to observe all operational
procedures concerning flight in these conditions.
Although the process of certifying jet transport airplanes for operation in icing
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767机组训练手册Flight Crew Training Manual (FCTM)767(19)
