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The THR HOLD mode protects against thrust lever movement if a system fault
occurs. Lack of the THR HOLD annunciation means the protective feature may
not be active. If THR HOLD annunciation does not appear, no crew action is
required unless a subsequent system fault causes unwanted thrust lever
movement. As with any autothrottle malfunction, the autothrottles should then be
disconnected and desired thrust set manually.
If full thrust is desired when THR HOLD mode is displayed, the thrust levers must
be manually advanced. When making a V1(MCG)-limited takeoff, do not exceed
the fixed derate thrust limit except in an emergency.
After the airplane is in the air, pushing a GA switch advances the thrust to
maximum available thrust and GA is annunciated.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.7
Rotation and Liftoff - All Engines
Takeoff speeds are established based on minimum control speed, stall speed, and
tail clearance margins. Shorter bodied airplanes are normally governed by stall
speed margin while longer bodied airplanes are normally limited by tail clearance
margin. When a smooth continuous rotation is initiated at VR, tail clearance
margin is assured because computed takeoff speeds depicted in the QRH, airport
analysis, or FMC, are adjusted to provide adequate tail clearance.
Above 80 knots, relax the forward control column pressure to the neutral position.
For optimum takeoff and initial climb performance, initiate a smooth continuous
rotation at VR toward 15° of pitch attitude. The use of stabilizer trim during
rotation is not recommended. After liftoff use the flight director as the primary
pitch reference cross checking indicated airspeed and other flight instruments.
Note: Do not adjust takeoff speeds or rotation rates to compensate for increased
body length.
With a consistent rotation technique, where the pilot uses approximately equal
control forces and similar visual cues, the resultant rotation rate differs slightly
depending upon airplane body length.
Using the technique above, liftoff attitude is achieved in approximately 4 seconds.
Resultant rotation rates vary from 2 to 2.5 degrees/second with rates being lowest
on longer airplanes.
Note: The flight director pitch command is not used for rotation.
Typical Rotation, All Engines
The following figure shows typical rotation with all engines operating.
Retract the landing gear after a positive rate of climb is indicated on the altimeter.
Retract flaps in accordance with the technique described in this chapter.
35 ft.
0 4 6.5
V R Liftoff 2 + 15
Time Seconds
7 - 11°
V
15°
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.8 FCT 767 (TM)
Typical Takeoff Tail Clearance
The following diagram and table show the effect of flap position on liftoff pitch
attitude and aft fuselage clearance during takeoff. Additionally, the last column
shows the pitch attitude for aft fuselage contact with wheels on runway and
landing gear struts extended. For a discussion of tail strike procedures see chapter
8 and the Operations Manual.
Note: Use of flap 1 as a takeoff flap setting is restricted to airplanes delivered
with this capability or to airplanes having flap 1 installed as a takeoff flap
setting.
Model Flap Liftoff Attitude
(degrees)
Minimum Tail
Clearance
inches (cm)
Tail Strike Pitch
Attitude
(degrees)
767-200 1
5
15
20
11.1
11.1
9.1
9.1
25 (64)
25 (64)
33 (84)
36 (91)
13.1
767-300 5, 15, 20 7.5 24 (61) 9.6
767-400 5, 15, 20 6.9 32 (81) 9.4
Note: Flaps 1 and 5 (-200) takeoffs have the least clearance. Consider
using a larger flap setting for takeoffs at light gross weights.
Time
Gear height
Height Above Runway
Tail clearance height
V R V LOF
Min. tail clearance
TYPICAL
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.9
Effect of Rotation Speed and Pitch Rate on Liftoff
Takeoff and initial climb performance depend on rotating at the correct airspeed
and proper rate to the rotation target attitude. Early or rapid rotation may cause a
tail strike. Late, slow, or under-rotation increases takeoff ground roll. Any
improper rotation decreases initial climb flight path.
　
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