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ISA, and cost index.
Engine Icing During Climb
Engine icing may form when not expected and may occur when there is no
evidence of icing on the windshield or other parts of the airplane. Once ice starts
to form, accumulation can build very rapidly. Although one bank of clouds may
not cause icing, another bank, which is similar, may cause icing.
Note: The engine anti-icing system should be ON or AUTO (as installed)
whenever icing conditions exist or are anticipated. Failure to follow the
recommended anti-ice procedures can result in engine stall,
overtemperature or engine damage.
Economy Climb
The normal economy climb speed schedule of the FMC minimizes trip cost. It
varies with gross weight and is influenced by cost index. The FMC generates a
fixed speed schedule as a function of cost index and weight.
Economy climb speed normally exceeds 250 knots for all gross weights. FMC
climb speed is limited to 250 knots below 10,000 feet (FAA Airspace), or a lower
waypoint speed restriction, if entered. If ATC permits the use of a higher speed
below 10,000 feet, the use of ECON speed may provide additional fuel savings.
October 31, 2004
767 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
4.4 FCT 767 (TM)
Economy Climb Schedule - FMC Data Unavailable
• 250 knots/VREF 30 + 80, whichever is higher- Below 10,000 feet
• 280 knots/.78 Mach - Above 10,000 feet
Maximum Rate Climb
A maximum rate climb provides both high climb rates and minimum time to
cruise altitude. Maximum rate climb can be approximated by using the following:
• flaps up Maneuver Speed + 50 knots until intercepting Mach 0.78
Note: The FMC does not provide maximum rate climb speeds.
Maximum Angle Climb
The FMC provides maximum angle climb speeds. Maximum angle climb speed is
normally used for obstacle clearance, minimum crossing altitude or to reach a
specified altitude in a minimum distance. It varies with gross weight and provides
approximately the same climb gradient as flaps up maneuvering speed.
Engine Inoperative Climb
The engine inoperative climb speed is approximately maximum angle climb speed
and varies with gross weight and altitude. At high altitudes and weights, a fixed
Mach is used as an upper limit on the engine out climb speed. Engine out climb
speed is the FMC default used during climb when ENG OUT CLIMB is selected.
Select ENG OUT CLIMB after flap retraction and all obstructions are cleared.
If a thrust loss occurs at other than takeoff thrust, set maximum continuous thrust
on the operative engine and lower the nose slowly to maintain airspeed as the
thrust loss occurs.
Note: Selecting CON on the TMSP or the FMC THRUST LIM page (as
installed) moves the N1/EPR bug to maximum continuous thrust until
another mode is selected or automatically engaged. Thrust must be
manually set.
In the clean configuration, select the engine out prompt on the CDU climb page.
The engine out mode provides VNAV commands to climb at engine out climb
speed to cruise altitude, or maximum engine out altitude, whichever is lower. If
the airplane is currently above maximum engine out altitude, driftdown
information is available. Upon reaching level off altitude, the command speed
changes to engine out LRC. Leave thrust set at maximum continuous thrust until
airspeed increases to the commanded value.
Note: If computed climb speeds are not available, use flaps up maneuvering
speed and maximum continuous thrust.
October 31, 2004
767 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 4.5
Cruise
This section furnishes general guidance for the cruise portion of the flight for
maximum passenger comfort and economy.
Maximum Altitude
Maximum altitude is the highest altitude at which the airplane can be operated. It
is determined by three basic characteristics, which are unique to each airplane
model. The FMC predicted maximum altitude is the lowest of:
• maximum certified altitude (structural) - determined during certification
and is usually set by the pressurization load limits on the fuselage.
• thrust limited altitude - the altitude at which sufficient thrust is available
to provide a specific minimum rate of climb. (Reference the Long Range
Cruise Maximum Operating Altitude table in the PI chapter of the QRH).
Depending on the thrust rating of the engines, the thrust limited altitude
may be above or below the maneuver altitude capability.
• buffet or maneuver limited altitude - the altitude at which a specific
　
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