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to be removed when the thrust of the operating engine is retarded to idle at
touchdown. Full rudder authority and rudder pedal steering capability are not
affected by rudder trim.
It may not be advisable to center the rudder trim due to crew workload and the
possibility of a missed approach. However, if touchdown occurs with the rudder
still trimmed for the approach, be prepared for the higher rudder pedal forces
required to track the centerline on rollout.
Conditions
Engine Fails
Prior to landing
flaps
After selecting
landing flaps
Below Alert
Height
Cat II
CMD or FD
(fail safe
approach only)
DISC A/T, flaps
20, no autoland
DISC A/T, flaps 20
or existing flaps if
greater, no autoland
DISC A/T, no
autoland
LAND 2
(fail passive
autoland)
DISC A/T, flaps
25 or 30, normal
autoland using
manual thrust
DISC A/T, flaps
25 or 30, normal
autoland using
manual thrust
DISC A/T, flaps
25 or 30, normal
autoland using
manual thrust
LAND 3
(fail operational
autoland)
Same as LAND
2 above
Same as LAND 2
above
Same as LAND 2
above
Cat IIIa
LAND 2
(fail passive
autoland)
Same as Cat II
LAND 2 above
Same as Cat II
LAND 2 above
Same as Cat II
LAND 2 above
LAND 3
(fail operational
autoland)
Same as Cat II
LAND 2 above
Same as Cat II
LAND 2 above
Same as Cat II
LAND 2 above
Cat IIIb
LAND 3
(fail operational
autoland)
Not certified Not certified Same as Cat II
LAND 2 above
Note: Operation with engine inoperative autoland option.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 5.27
Engine Failure On Final Approach
If an engine failure should occur on final approach with the flaps in the landing
position, adequate thrust is available to maintain the approach profile using
landing flaps, if desired.
A landing using flaps 25 or 30 might be preferable in some circumstances,
especially if the failure occurs on short final or landing on runways where
stopping distance is critical.
The ability to continue the approach with such a failure in Category III operations
may also be a factor. If the approach is continued at flaps 25 or 30, advance the
thrust to maintain the appropriate speed.
If a go-around is required, follow the Go-Around and Missed Approach
procedures for one engine inoperative, retracting the flaps to 20. Adequate
performance is available at flaps 20. Subsequent flap retraction should be made at
a safe altitude in level flight or a shallow climb.
It is usually preferable to continue the approach using flaps 20. This provides a
better thrust margin, less thrust asymmetry and improved go-around capability. If
the decision is made to reduce the flap setting, increase thrust to attain flaps 20
speed. Speed should be increased to 15 knots over the previously set flaps 25 or
30 VREF. This is equal to at least VREF for flaps 20.
If a go-around is required with flaps set at 20, maintain the additional 15 knots,
select flaps 5 and continue the usual engine inoperative go-around. The decision
to continue the approach at normal landing flaps, to retract the flaps to 20 or
execute a go-around is a decision that should be made immediately.
October 31, 2004
767 Flight Crew Training Manual
Approach and Missed Approach
Copyright © The Boeing Company. See title page for details.
5.28 FCT 767 (TM)
Non - ILS Instrument Approaches
Non-ILS approaches are defined as:
• RNAV approach - an instrument approach procedure that relies on aircraft
area navigation equipment for navigational guidance. The FMS on
Boeing airplanes is FAA-certified RNAV equipment that provides lateral
and vertical guidance referenced from an FMS position. The FMS uses
multiple sensors (as installed) for position updating to include GPS,
DME-DME, VOR-DME, LOC-GPS, and IRS.
• GPS approach - an approach designed for use by airplanes using
stand-alone GPS receivers as the primary means of navigation guidance.
However, Boeing airplanes using FMS as the primary means of
navigational guidance, have been approved by the FAA to fly GPS
approaches provided an RNP of 0.3 or smaller is used.
Note: A manual FMC entry of 0.3 RNP is required if not automatically
provided.
• VOR approach
• NDB approach
• LOC, LOC-BC, LDA, SDF, IGS, TACAN, or similar approaches.
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767机组训练手册Flight Crew Training Manual (FCTM)767(72)
