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EPR, N1, or THR). There is no need to stop the airplane prior to adding
thrust.
• if holding in position on the runway, ensure the nose wheel steering tiller
is released, release brakes, then apply takeoff thrust as described above.
Note: Brakes are not normally held with thrust above idle unless a static run-up
is required in icing conditions.
A standing takeoff procedure may be accomplished by holding the brakes until the
engines are stabilized, ensure the nose wheel steering tiller is released, then release
the brakes and promptly advance the thrust levers to takeoff thrust (autothrottle
EPR, N1, or THR).
Allowing the engines to stabilize provides uniform engine acceleration to takeoff
thrust and minimizes directional control problems. This is particularly important
if crosswinds exist or the runway surface is slippery. The exact initial setting is not
as important as setting symmetrical thrust.
Note: During tailwind conditions, slight EPR (as installed) fluctuations may
occur on some engines prior to 5 knots forward airspeed.
Note: Allowing the engines to stabilize for more than approximately 2 seconds
prior to advancing thrust levers to takeoff thrust may adversely affect
takeoff distance.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.5
If thrust is to be set manually, smoothly advance thrust levers toward takeoff
thrust. Final thrust adjustments should be made, with reference to the digital
readouts, by 80 knots.
During takeoff, if an engine exceedance occurs after thrust is set and the decision
is made to continue the takeoff, do not retard the thrust lever in an attempt to
control the exceedance. Retarding the thrust levers after thrust is set invalidates
takeoff performance. When the PF judges that altitude (minimum 400 feet AGL)
and airspeed are acceptable, the thrust lever should be retarded until the
exceedance is within limits and the appropriate NNC accomplished.
Use of the nose wheel steering tiller is not recommended above 30 knots.
However, pilots must use caution when using the nose wheel steering tiller above
20 knots to avoid over-controlling the nose wheels resulting in possible loss of
directional control. Limited circumstances such as inoperative rudder pedal
steering may require the use of the nose wheel steering tiller at low speeds during
takeoff and landing when the rudder is not effective. Reference the airplane
Dispatch Deviations Guide (DDG) for more information concerning operation
with rudder pedal steering inoperative.
Light forward pressure is held on the control column. Keep the airplane on
centerline with rudder pedal steering and rudder. The rudder becomes effective
between 40 and 60 knots. Maximum nose wheel steering effectiveness is available
when above taxi speeds by using rudder pedal steering.
Regardless of which pilot is making the takeoff, the captain should keep one hand
on the thrust levers until V1 in order to respond quickly to a rejected takeoff
condition. After V1, the captain’s hand should be removed from the thrust levers.
The pilot monitoring should monitor engine instruments and airspeed indications
during the takeoff roll and announce any abnormalities. The pilot monitoring
should announce passing 80 knots and the pilot flying should verify that his
airspeed indicator is in agreement.
A pitot system blocked by protective covers or foreign objects can result in no
airspeed indication, or airspeed indications that vary between instruments. It is
important that aircrews ensure airspeed indicators are functioning and reasonable
at the 80 knot callout. If the accuracy of either primary airspeed indication is in
question, reference the standby airspeed indicator. Another source of speed
information is the ground speed indication. Early recognition of a malfunction is
important in making a sound go/stop decision. Refer to the unreliable airspeed
section in chapter 8 for an expanded discussion of this subject.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.6 FCT 767 (TM)
The pilot monitoring should verify that takeoff thrust has been set and the throttle
hold mode (THR HOLD) is engaged. Once THR HOLD annunciates, the A/T
cannot change thrust lever position, but thrust levers can be positioned manually.
The THR HOLD mode remains engaged until another thrust mode is selected.
Note: Takeoff into headwind of 20 knots or greater may result in THR HOLD
before the autothrottle can make final thrust adjustments.
　
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