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3.12 FCT 767 (TM)
Directional Control
Initial runway alignment and smooth symmetrical thrust application result in good
crosswind control capability during takeoff. Light forward pressure on the control
column during the initial phase of takeoff roll (below approximately 80 knots)
increases nose wheel steering effectiveness. Any deviation from the centerline
during thrust application should be countered with immediate smooth and positive
control inputs. Smooth rudder control inputs combined with small control wheel
inputs result in a normal takeoff with no overcontrolling. Large control wheel
inputs can have an adverse effect on directional control near V1(MCG) due to the
additional drag of the extended spoilers.
Note: During wet or slippery runway conditions, the PM should give special
attention to assuring the engines have symmetrically balanced thrust
indications.
Rotation and Takeoff
Maintain wings level throughout the takeoff roll by applying control wheel
displacement into the wind. During rotation continue to apply control wheel in the
displaced position to keep the wings level during liftoff. The airplane is in a
sideslip with crossed controls at this point. A slow, smooth recovery from this
sideslip is accomplished after liftoff by slowly neutralizing the control wheel and
rudder pedals.
Gusty Wind and Strong Crosswind Conditions
For takeoff in gusty or strong crosswind conditions, use of a higher thrust setting
than the minimum required is recommended. When the prevailing wind is at or
near 90° to the runway, the possibility of wind shifts resulting in gusty tailwind
components during rotation or liftoff increases. During this condition, consider the
use of thrust settings close to or at maximum takeoff thrust. The use of a higher
takeoff thrust setting reduces the required runway length and minimizes the
airplane exposure to gusty conditions during rotation, liftoff, and initial climb.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.13
Avoid rotation during a gust. If a gust is experienced near VR, as indicated by
stagnant airspeed or rapid airspeed acceleration, momentarily delay rotation. This
slight delay allows the airplane additional time to accelerate through the gust and
the resulting additional airspeed improves the tail clearance margin. Do not rotate
early or use a higher than normal rotation rate in an attempt to clear the ground
and reduce the gust effect because this reduces tail clearance margins. Limit
control wheel input to that required to keep the wings level. Use of excessive
control wheel may cause spoilers to rise which has the effect of reducing tail
clearance. All of these factors provide maximum energy to accelerate through
gusts while maintaining tail clearance margins at liftoff. The airplane is in a
sideslip with crossed controls at this point. A slow, smooth recovery from this
sideslip is accomplished after liftoff by slowly neutralizing the control wheel and
rudder pedals.
Reduced Thrust Takeoff
Many operators perform a reduced thrust takeoff whenever performance limits
and noise abatement procedures permit. The reduced thrust takeoff lowers EGT
and extends engine life.
The reduced thrust takeoff may be performed using either the Assumed
Temperature Method or by use of a Fixed Derate. In either case, use the takeoff
speeds provided by the airport analysis, FMC (if available), QRH (PI chapter),
Flight Planning and Performance Manual (FPPM), AFM, or other approved
sources corresponding to the assumed (higher) temperature or selected derate.
Assumed Temperature Method (ATM)
This method achieves a takeoff thrust less than the full rated takeoff thrust by
using an assumed temperature that is higher than the actual temperature. The
maximum thrust reduction authorized by most regulatory agencies is 25% below
any certified rating.
The thrust setting parameter (EPR/N1) is not considered a limitation. If conditions
are encountered during the takeoff where additional thrust is desired, such as
windshear or temperature inversion, the crew should not hesitate to manually
advance thrust levers to maximum rated thrust.
Do not use the ATM if conditions exist that affect braking such as a runway
contaminated by slush, snow, standing water, or ice, or if potential windshear
conditions exist. ATM procedures are allowed on a wet runway if suitable
performance accountability is made for increased stopping distance on a wet
surface.
Note: An increase in elevator column force during rotation and initial climb may
　
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