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For takeoffs, when conditions permit, consider using larger flap settings to provide
shorter takeoff distance. Refer to the Typical Takeoff Tail Clearance table, chapter
2, to determine aft body clearance for different takeoff flap settings.
During maneuvering for an approach, when the situation dictates an earlier than
normal speed reduction, the use of flaps 15 or flaps 20 with the gear up is
acceptable.
For normal landings, when conditions permit, use flaps 30 to minimize landing
speed, landing distance, and maximize ground tail clearance. Flaps 25 provides
better noise abatement and reduced flap wear.
Flap - Speed Schedule/Maneuvering Speeds
The flap maneuvering speed schedule provides the recommended maneuvering
speed for various flap settings. When recommended maneuvering speeds are
followed, the schedule provides margin to stick shaker for at least an inadvertent
15° overshoot beyond the normal 25° angle of bank.
The schedule provides speeds that are close to minimum drag and in climb are
close to maximum angle of climb speed. In level flight it provides relatively
constant pitch attitudes and requires little change in thrust at different flap settings.
Flap Maneuvering Speed Schedule
The flap maneuvering speed schedule is based upon VREF 30 and provides
adequate maneuver margin to stick shaker at all weights.
Flap Position All Weights
Flaps UP VREF 30 + 80
Flaps 1 VREF 30 + 60
Flaps 5 VREF 30 + 40
Flaps 15 VREF 30 + 20
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 1.5
During flap retraction/extension, selecting the next flap setting should be initiated
when reaching the maneuver speed for the existing flap position. The airplane
should be accelerating when flaps are retracting to the next position. Adequate
maneuver margin is retained at a speed 20 knots below the recommended speed
for all bank angles up to 30°. During flap extension, selection of the flaps to the
next position should be made prior to decelerating below the recommended flap
speed for the current flap setting.
767-200, 767-300
For airplanes equipped with an ADI speed tape, the maneuver speed for the
existing flap position is indicated by the “F” symbol on the speed tape.
767-400
The maneuver speed for the existing flap position is indicated by the numbered
flap maneuvering speed bugs.
Flaps 20 VREF 30 + 20
Flaps 25 VREF 25
Flaps 30 VREF 30
Flap Position All Weights
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.6 FCT 767 (TM)
Maneuver Margins to Stick Shaker
The following figures illustrate airplane maneuvering capability or margin to stick
shaker as a function of airspeed. This includes an engine inoperative departure
scenario (Takeoff) and an all engine approach scenario (Landing).
When reviewing the maneuver margin illustrations, note that:
• there is a direct correlation between bank angle and load factor (G's) in
level, constant speed flight. For example, 1.1G corresponds to 25° of
bank, 1.3G ~ 40°, 2.0G's ~ 60°
• the illustrated bank maneuver capability assumes a constant speed, level
flight condition
• stick shaker activates prior to actual stall speed
• the bold line designates flap configuration changes at the scheduled flap
transition speeds.
The distance between the bold line representing the flap retraction (Takeoff) or
extension schedule (Landing) and a given bank angle represents the maneuver
margin between stick shaker and the flap schedule for level constant speed flight.
Where the flap extension/retraction schedule extends below a depicted bank
angle, stick shaker activation can be expected prior to reaching that bank angle.
The takeoff figures assume a single engine climbout and takes into account the
vertical component of the thrust vector of one engine at full power. These figures
are an example of a heavy weight, sea level standard day condition. The unshaded
region of the chart represents the area within the certified structural load factor for
flaps down operation.
October 31, 2004
767 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 1.7
Maneuver Margins to Stick Shaker Takeoff
767-200
120 140 160 180 200 220 240 260
Maneuver Margin to Stick Shaker (G's)
3.4
3.0
2.6
2.2
1.8
1.4
1.0
Airspeed (KCAS)
　
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