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If an engine failure occurs with the autopilot engaged, manually position the
rudder to approximately center the control wheel and add thrust. Trim the rudder
to relieve rudder pedal pressure.
Thrust and Airspeed
If not thrust limited, apply additional thrust, if required, to control the airspeed.
The total two engine fuel flow existing at the time of engine failure may be used
initially to establish a thrust setting at low altitude. If performance limited (high
altitude), adjust airplane attitude to maintain airspeed while setting maximum
continuous thrust.
Note: Autothrottle should not be used with an engine inoperative.
(Recommended)
Control wheel
approximately level,
skid/slip slightly out,
rudder as required
Wheel only
No rudder
Not enough
rudder
Too much
rudder
Incorrect Incorrect Incorrect
Condition: Engine out right wing.
Correct
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
7.4 FCT 767 (TM)
High Altitude Maneuvering, “G” Buffet
Airplane buffet reached as a result of aircraft maneuvering is commonly referred
to as “g” buffet. During turbulent flight conditions, it is possible to experience
high altitude “g” buffet at speeds less than MMO. In training, buffet is induced to
demonstrate the airplane's response to control inputs during flight in buffet.
767-400
Note: Stick shaker is close to initial buffet for all weights and altitudes. Stick
shaker activation may occur if the airplane is maneuvered beyond buffet.
Establish an airspeed of Mach .85. Induce “g” buffet by smoothly increasing the
bank angle until the buffet is noticeable. Increase the rate of descent while
increasing the bank angle to maintain airspeed. Do not exceed 45° of bank. If
buffet does not occur by 45° of bank, increase control column back pressure until
buffet occurs. When buffet is felt, relax back pressure and smoothly roll out to
straight and level. Notice that the controls are fully effective at all times.
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 7.5
Rapid Descent
This maneuver is designed to bring the airplane down smoothly to a safe altitude,
in the minimum time, with the least possible passenger discomfort.
Note: Use of the autopilot is recommended.
If the descent is performed because of a rapid loss of cabin pressure, crewmembers
should place oxygen masks on and establish communication at the first indication
of a loss of cabin pressurization. Verify cabin pressure is uncontrollable, and if so
begin descent. If structural damage exists or is suspected, limit airspeed to current
speed or less. Avoid high maneuvering loads.
Perform the procedure deliberately and methodically. Do not be distracted from
flying the airplane. If icing conditions are entered, use anti-ice and thrust as
required.
Note: Rapid descent is made with the landing gear up.
The PM checks the lowest safe altitude, notifies ATC, and obtains an altimeter
setting (QNH). Both pilots should verify that all recall items have been
accomplished and call out any items not completed. The PM calls out 2,000 feet
and 1,000 feet above the level off altitude.
Target speed MMO/VMO
Notify ATC and request
altimeter setting
Call out altitudes
Descend straight ahead or
initiate turn with HDG SEL
Adjust speed and
level off altitude
Determine new course of action
•
•
•
•
• •
•
•
If structural integrity is in
doubt, limit airspeed and avoid
high maneuvering loads.
LRC speed
or 300 knots
Level off at lowest safe
altitude or 10,000 feet,
whichever is higher
Speedbrakes in
down detent
Close thrust
lever and extend
speedbrakes
Announce
descent
Select lower
altitude on MCP
Select FLCH
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
7.6 FCT 767 (TM)
Level off at the lowest safe altitude or 10,000 feet, whichever is higher. Lowest
safe altitude is the Minimum Enroute Altitude (MEA), Minimum Off Route
Altitude (MORA), or any other altitude based on terrain clearance, navigation aid
reception, or other appropriate criteria.
If turbulent air is encountered or expected, reduce to turbulent air penetration
speed.
　
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