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airplane thrust to weight ratio. The flight director commands a near level or a
slight climb (0-200 fpm) flap retraction segment. Accelerate and retract flaps on
the flap-speed schedule.
If the flight director is not being used at flap retraction altitude, decrease pitch
attitude to maintain approximately level flight while accelerating. Retract flaps on
the flap-speed schedule.
As the airplane accelerates and flaps are retracted, adjust the rudder pedal position
to maintain the control wheel centered and trim to relieve rudder pedal pressure.
Flaps Up - One Engine Inoperative
After flap retraction, at flaps up maneuvering speed, select FLCH, set maximum
continuous thrust (CON) and continue climb to obstacle clearance altitude.
Initiate the appropriate engine failure non-normal checklist followed by the After
Takeoff checklist when the flaps are up and thrust is set. Remain at flaps up
maneuvering speed until all obstructions are cleared, then select the engine-out
schedule from the CDU CLB page (depending on the next course of action).
Ensure autothrottle is disconnected prior to reaching level off altitude. After level
off, set thrust as required.
Autopilot Engagement - One Engine Inoperative
When at a safe altitude above 200 feet AGL with correct rudder pedal or trim
input, the autopilot may be engaged.
Note: On most airplanes, the TO roll and pitch modes are flight-director-only
modes. The autopilot does not engage into the TO mode. The autopilot
engages into the HDG HOLD or ATT (as installed) roll mode and the V/S
pitch mode whenever the flight director TO roll and/or pitch mode is
engaged. On airplanes with the “Autopilot Engagement into Takeoff
Mode” option, the autopilot engages into the TO mode.
Noise Abatement - One Engine Inoperative
When an engine failure occurs after takeoff, noise abatement is no longer a
requirement.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.31
Engine Failure During Reduced Thrust Takeoff
Takeoff thrust reduction is based on a minimum climb gradient that clears all
obstructions with an engine failure after V1. If reduced thrust is used and an
engine failure occurs, based on performance, it is not necessary to set maximum
thrust on the remaining engine. However, if maximum thrust is desired, thrust on
the operating engine may be increased to go-around thrust by manually setting the
thrust levers.
Note: Pushing the GA switch cancels the derate and provides a target thrust
setting, but the autothrottle does not come out of the THR HLD mode.
For reduced thrust takeoffs, resetting the operating engine to full thrust provides
additional performance margin. This additional performance margin is not a
requirement of the reduced thrust takeoff certification and its use is at the
discretion of the flight crew. It should be noted the assumed temperature method
of computing reduced thrust takeoff performance is always conservative and
provides performance equal to or better than the performance obtained if actually
operating at the assumed temperature.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.32 FCT 767 (TM)
Intentionally
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October 31, 2004
767 Flight Crew Training Manual
Climb, Cruise, Descent and Holding Chapter 4
Table of Contents Section TOC
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 4.TOC.1
4.TOC Climb, Cruise, Descent and Holding-Table of Contents
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
Reduced Thrust Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
Climb Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
Low Altitude Level Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2
Transition to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2
Climb Speed Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3
Engine Icing During Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3
Economy Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3
Economy Climb Schedule - FMC Data Unavailable . . . . . . . . . . . . . 4.4
Maximum Rate Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4
　
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