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Acceleration to and deceleration from VMO demonstrates performance
capabilities and response to speed, thrust, and configuration changes throughout
the medium altitude speed range of the airplane. This maneuver is performed in
the full flight simulator and is for demonstration purposes only. It is normally
performed at 10,000 to 15,000 feet, simulating slowdown to 250 knots due to
speed restrictions.
VMO is a structural limitation and is the maximum operating indicated airspeed.
It is a constant airspeed from sea level to the altitude where VMO and MMO
coincide. MMO is the structural limitation above this altitude. Sufficient thrust is
available to exceed VMO in level flight at lower altitudes. Failure to reduce to
cruise thrust in level flight can result in excessive airspeed.
Begin the maneuver at existing cruise speed with the autothrottle connected and
the autopilot disconnected. Set command speed to VMO. As speed increases
observe:
• nose down trim required to keep airplane in trim and maintain level flight
• handling qualities during acceleration
• autothrottle protection at VMO.
At a stabilized speed just below VMO execute turns at high speed while
maintaining altitude. Next, accelerate above VMO by disconnecting the
autothrottle and increasing thrust.
When the overspeed warning occurs reduce thrust levers to idle, set command
speed to 250 knots, and decelerate to command speed. Since the airplane is
aerodynamically clean, any residual thrust results in a longer deceleration time. As
airspeed decreases observe that nose up trim is required to keep airplane in trim
and maintain level flight. During deceleration note the distance traveled from the
time the overspeed warning stops until reaching 250 knots.
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
7.2 FCT 767 (TM)
Once stabilized at 250 knots, set command speed to flaps up maneuvering speed
and decelerate to command speed, again noting the distance traveled during
deceleration. Observe the handling qualities of the airplane during deceleration.
This maneuver may be repeated using speedbrakes to compare deceleration times
and distances.
Engine Out Familiarization
The exercises shown in the following table are performed to develop proficiency
in handling the airplane with one engine inoperative and gain familiarization with
rudder control requirements.
One engine out controllability is excellent during takeoff roll and after lift-off.
Minimum control speed in the air (VMCA) is below VR and VREF.
Rudder and Lateral Control
This familiarization is performed to develop proficiency in handling the airplane
with an engine inoperative. It also helps to gain insight into rudder control
requirements.
Under instrument conditions the instrument scan is centered around the attitude
indicator. Roll is usually the first indication of an asymmetric condition. Roll
control (ailerons) should be used to hold the wings level or maintain the desired
bank angle. Stop the yaw by smoothly applying rudder at the same rate that thrust
changes. When the rudder input is correct, very little control wheel displacement
is necessary. Refine the rudder input as required and trim the rudder so the control
wheel remains approximately level.
Condition One Condition Two
Airspeed Flaps up maneuvering speed V2
Landing Gear Up Down
Flaps Up 20
Thrust As Required MCT
When In Trim - Retard one thrust lever to idle
Controls - Apply to maintain heading, wings level
Rudder - Apply to center control wheel
Airspeed - Maintain with thrust (Condition One) Pitch (Condition Two)
Trim - As required to relieve control forces
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 7.3
When the rudder is trimmed to level the control wheel, the airplane maintains
heading. A small amount of bank toward the operating engine may be noticeable
on the bank indicator. The slip/skid indicator is displaced slightly toward the
operating engine.
If the airplane is trimmed with too much control wheel displacement, full lateral
control is not available and spoilers on one wing may be raised, increasing drag.
Make turns at a constant airspeed and hold the rudder displacement constant. Do
not attempt to coordinate rudder and lateral control in turns. Rudder pedal inputs
produce roll due to yaw and induce the pilot to counter rudder oscillations with
opposite control wheel.
The following figure shows correct and incorrect use of the rudder.
　
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