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Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 3.33
Takeoff - Engine Failure
General
Differences between normal and engine out profiles are few. One engine out
controllability is excellent during takeoff roll and after liftoff. Minimum control
speed in the air is below VR and VREF.
Engine Failure Recognition
777-200 - 777-300ER
During an engine failure at or after V1, the TAC automatically inputs rudder to
compensate for most of the yaw resulting from asymmetrical thrust.The PF is still
required to add a small amount of rudder which aids in engine failure recognition.
If the TAC is inoperative, the onset of the yaw may be rapid.
787-8
During an engine failure at or after V1, the flight control system automatically
inputs rudder to compensate for most of the yaw resulting from asymmetrical
thrust. The PF is still required to add a small amount of rudder which aids in
engine failure recognition.
777-200 - 777-300ER
The airplane heading is the best indicator of the correct rudder pedal input. To
counter the thrust asymmetry due to an engine failure, stop the yaw with rudder.
Flying with lateral control wheel displacement or with excessive aileron trim
causes spoilers to be raised.
Rotation and Liftoff - One Engine Inoperative
777-200 - 777-300ER
If an engine fails between V1 and liftoff, the TAC automatically inputs rudder to
compensate for most of the yaw resulting from asymmetrical thrust.The PF is still
required to add a small amount of rudder to maintain directional control. If the
TAC is inoperative, maintain directional control by smoothly applying rudder
proportionate with thrust decay.
787-8
If an engine fails between V1 and liftoff, the flight control system automatically
inputs rudder to compensate for most of the yaw resulting from asymmetrical
thrust. The PF is still required to add a small amount of rudder to maintain
directional control.
October 31, 2006
777/787 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.34 FCT 777/787 Preliminary (TM)
During a normal all engine takeoff, a smooth continuous rotation toward 15° of
pitch is initiated at VR. With an engine inoperative, a smooth continuous rotation
is also initiated at VR; however, the target pitch attitude is approximately 2° to 3°
below the normal all engine pitch attitude. The rate of rotation with an engine
inoperative is also slightly slower (1/2° per second less) than that for a normal
takeoff. After liftoff adjust pitch attitude to maintain the desired speed.
If the engine failure occurs at or after liftoff apply rudder and aileron to control
heading and keep the wings level. In flight, correct rudder input approximately
centers the control wheel. To center the control wheel, rudder is required in the
direction that the control wheel is displaced. This approximates a minimum drag
configuration.
Typical Rotation - One Engine Inoperative
Liftoff attitude depicted in the following tables should be achieved in
approximately 5 seconds. Adjust pitch attitude, as needed, to maintain desired
airspeed of V2 to V2+15 knots.
777-200 - 777-300ER
787-8
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.
8 - 10°
0 5
Time Seconds
V R Liftoff
35 ft.
11-12°
10 to 12
V 2 to V 2 + 15
8 - 10°
0 5
Time Seconds
V R Liftoff
35 ft.
TBD°
10 to 12
V 2 to V 2 + 15
October 31, 2006
777/787 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 3.35
Typical Takeoff Tail Clearance - One Engine Inoperative
The following diagram and table show the effect of flap position on liftoff pitch
attitude and minimum tail clearance during takeoff with one engine inoperative.
Additionally, the last column shows the pitch attitude for tail contact with wheels
on the runway and landing gear struts extended. The tail strike pitch attitude
remains the same as during takeoffs with all engines operating. For a discussion
of tail strike procedures, see chapter 8 and the FCOM.
Minimum tail clearance remains constant for all takeoff flap settings. The rotation
speed schedules were developed to maintain a constant tail clearance.
777-200 - 777-300ER
787-8
Model Flaps Liftoff Attitude
(degrees)
　
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