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selecting maximum continuous thrust limits within 5 minutes (10 minutes
optional) after initiating takeoff. Some combinations of high gross weight, takeoff
flap selection and airport elevation may require initiating flap retraction as low as
400 feet after takeoff with an engine failure.
At typical training weights, adequate performance exists to climb to 1000 feet
before beginning flap retraction. Therefore, during training, 1000 feet is used as
the acceleration height for engine failure after V1.
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.14 FCT 767 (TM)
Command Speed
Command speed may be set by the pilot through the MCP or FMC and is
displayed by a command airspeed bug on the airspeed indicator. On speed tape
equipped airplanes, command speed is displayed by an FMC/MCP command
airspeed bug. On PFD airplanes, command speed is displayed by a speed bug on
the airspeed display.
Takeoff
Command speed remains set at V2 until changed by the pilot for acceleration or
until Flight Level Change (FLCH) or Vertical Navigation (VNAV) is engaged.
When using FLCH, increase command speed to the desired speed to initiate
acceleration for flap retraction.
Climb, Cruise and Descent
Command speed is set to the appropriate speed by the FMC during VNAV
operation or manually using the MCP. The white airspeed bugs (if installed) are
positioned to the appropriate airspeeds for approach and landing.
Approach
Command speed is set to the maneuvering speed for the selected flap position by
the FMC during VNAV operation or manually using the MCP.
Landing
When using the autothrottle, position command speed to VREF + 5 knots.
Sufficient wind and gust protection is available with the autothrottle engaged
because the autothrottle is designed to adjust thrust rapidly when the airspeed
drops below command speed while reducing thrust slowly when the airspeed
exceeds command speed. In turbulence, the result is that average thrust is higher
than necessary to maintain command speed. This results in an average speed
exceeding command speed.
If the autothrottle is disengaged, or is planned to be disengaged prior to landing,
the recommended method for approach speed correction is to add one half of the
reported steady headwind component plus the full gust increment above the steady
wind to the reference speed. One half of the reported headwind component can be
estimated by using 50% for a direct headwind, 35% for a 45° crosswind, zero for
a direct crosswind and interpolation in between.
When making adjustments for wind additives, the maximum command speed
should not exceed VREF + 20 knots. The following table shows examples of wind
additives with a runway heading of 360°.
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 1.15
The minimum command speed setting with autothrottle disconnected is VREF +
5 knots. The gust correction should be maintained to touchdown while the steady
headwind correction should be bled off as the airplane approaches touchdown.
Note: Do not apply wind corrections for tailwinds. Set command speed at VREF
+ 5 knots (autothrottle engaged or disconnected).
Non-Normal Conditions
Occasionally, a non-normal checklist instructs the flight crew to use a VREF
speed that also includes a speed additive such as VREF 30 + 20. When VREF has
been adjusted by the non-normal procedure, the new VREF is called the adjusted
VREF and becomes the new VREF for landing (adjusted VREF does not include
wind corrections). For example, if a non-normal checklist specifies “Use flaps 20
and VREF 30 + 20 for landing”, the flight crew would select flaps 20 as the
landing flaps and look up the VREF 30 speed in the FMC or QRH and add 20
knots to that speed.
When not using the autothrottle, appropriate wind corrections must be added to
the adjusted VREF to arrive at command speed, the speed used to fly the approach.
For example, if the checklist states “use VREF 30 + 20 knots”, command speed
should be positioned to adjusted VREF (VREF 30 + 20) + wind correction (5
knots minimum, 20 knots maximum).
Reported Winds Wind Additive Approach Speed
360 at 16 8 VREF + 8 knots
Calm 0 VREF + 5 knots
360 at 20 Gust 30 10 + 10 VREF + 20 knots
060 at 24 6 VREF + 6 knots
090 at 15 0 VREF + 5 knots
090 at 15 Gust 25 0 + 10 VREF + 10 knots
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
　
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