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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.
777-200 - 777-300ER
Note: With TAC, very little rudder trim is required to keep the control wheel
centered.
Flaps Up - One Engine Inoperative
After flap retraction and at flaps up maneuvering speed, if VNAV is not engaged,
select FLCH, verify maximum continuous thrust (CON) is set and continue the
climb to the obstacle clearance altitude.
October 31, 2006
777/787 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.38 FCT 777/787 Preliminary (TM)
777-200 - 777-300ER
Initiate the appropriate engine failure non-normal checklist followed by the After
Takeoff checklist when the flaps are up and thrust is set. With flaps up, the FMC
commands a climb at VREF 30 + 80 knots and the autothrottles transition
automatically to maximum continuous thrust if VNAV is engaged. If this does not
occur, select FLCH and flaps up maneuvering speed until clear of obstacles.
Maximum continuous thrust is automatically set when FLCH is selected.
787-8
Initiate the appropriate engine failure non-normal checklist followed by the After
Takeoff checklist when the flaps are up and thrust is set. With flaps up, the FMC
commands a climb at VREF 30 + TBD knots and the autothrottles transition
automatically to maximum continuous thrust if VNAV is engaged. If this does not
occur, select FLCH and flaps up maneuvering speed until clear of obstacles.
Maximum continuous thrust is automatically set when FLCH is selected.
Noise Abatement - One Engine Inoperative
When an engine failure occurs after takeoff, noise abatement is no longer a
requirement.
Engine Failure During an ATM Takeoff
A reduced thrust takeoff using the ATM is based on a minimum climb gradient
that clears all obstacles with an engine failure after V1. If an engine failure occurs
during an ATM takeoff, based on takeoff performance data, it is not necessary to
increase thrust on the remaining engine. However, if more thrust is desired during
an ATM takeoff, thrust on the operating engine may be increased to full takeoff
thrust by manually advancing the thrust levers while still on the runway, or by
pushing the TO/GA switch when airborne. The takeoff performance data provides
a safe operating margin for minimum control speed on the ground (VMCG) when
full takeoff thrust is set.
Advancing the operating engine to full takeoff 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.
Engine Failure During a Fixed Derate (As Installed) Takeoff
During a fixed derate takeoff, the takeoff performance data at low gross weights
may not provide a safe operating margin for VMCG if thrust levers are advanced
beyond the fixed derate limit. A thrust increase following an engine failure,
especially near V1, could result in a loss of directional control and should not be
accomplished unless, in the opinion of the captain, terrain contact is imminent.
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) 3.39
Engine Failure During a Combined (As Installed) Takeoff
During a combined fixed derate and ATM takeoff, the takeoff performance data is
based on the fixed derate takeoff thrust before the assumed temperature reduction.
The takeoff performance data provides a safe operating margin for minimum
control speed on the ground (VMCG) when the fixed derate takeoff thrust is
selected, but not beyond the fixed derate limit. A thrust increase beyond the fixed
derate limit following an engine failure, especially near V1, could result in a loss
of directional control and should not be accomplished unless, in the opinion of the
captain, terrain contact is imminent.
October 31, 2006
777/787 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.40 FCT 777/787 Preliminary (TM)
Intentionally
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October 31, 2006
777/787 Flight Crew Training Manual
Climb, Cruise, Descent and Holding Chapter 4
Table of Contents Section TOC
　
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