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Use momentary
application of inside
brakes, as needed
Note: Follow turnaround
steering guidance
cues if available
Steer to place the nose
wheels near the edge
of the taxi surface
October 31, 2004
767 Flight Crew Training Manual
Ground Operations
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 2.13
When taxiing on a slippery or contaminated surface, particularly with strong
crosswinds, use reduced speeds. Use of differential engine thrust assists in
maintaining airplane momentum through the turn. Avoid using large nose wheel
steering inputs to correct for skidding. Differential braking may be more effective
than nose wheel steering on slippery or contaminated surfaces. If speed is
excessive, reduce speed prior to initiating a turn.
Note: A slippery surface is any surface where the braking capability is less than
that on a dry surface. Therefore, a surface is considered “slippery” when it
is wet or contaminated with ice, standing water, slush, snow or any other
deposit that results in reduced braking capability.
During cold weather operations, nose gear steering should be exercised in both
directions during taxi. This circulates warm hydraulic fluid through the steering
cylinders and minimizes the steering lag caused by low temperatures. If icing
conditions are present, use anti-ice as required by the FCOM.
During prolonged ground operation, periodic engine run-up should be
accomplished to minimize ice build-up. These engine run-ups should be
performed as defined in the FCOM.
Engine exhaust may form ice on the ramp and takeoff areas of the runway, or blow
snow or slush which may freeze on airplane surfaces. If the taxi route is through
slush or standing water in low temperatures, or if precipitation is falling with
temperatures below freezing, taxi with flaps up. Extended or prolonged taxi times
in heavy snow may necessitate de-icing prior to takeoff.
To reduce the possibility of flap damage after making an approach in icing
conditions or landing on a runway covered with snow or slush, do not retract the
flaps until the flap area has been checked free of debris by maintenance.
Low Visibility
Pilots need a working knowledge of airport surface lighting, markings, and signs
for low visibility taxi operations. Understanding the functions and procedures to
be used with stop bar lights, ILS critical area markings, holding points, and low
visibility taxi routes is essential to conducting safe operations. Many airports have
special procedures for low visibility operations. For example, airports operating
under FAA criteria with takeoff and landing minimums below 1200ft (350m) RVR
are required to have a low visibility taxi plan.
Taxi - One Engine
Because of additional operational procedural requirements and crew workload,
taxiing out for flight with an engine shut down is not recommended. High bypass
engines require warm up prior to applying takeoff thrust and cool down prior to
shutting down. If the engine has been shut down for several hours, it is desirable
to operate at as low a thrust setting as practical for several minutes prior to takeoff.
October 31, 2004
767 Flight Crew Training Manual
Ground Operations
Copyright © The Boeing Company. See title page for details.
2.14 FCT 767 (TM)
If taxiing in after landing with an engine shut down, the crew must be aware of
systems requirements, (hydraulics, brakes, electrical). If possible, make minimum
radius turns in a direction that puts the operating engine on the outside of the turn.
In operational environments such as uphill slope, soft asphalt, high gross weights,
congested ramp areas, and wet/slippery ramps and taxiways, taxi with both
engines operating.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb Chapter 3
Table of Contents Section TOC
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.TOC.1
3.TOC Takeoff and Initial Climb-Table of Contents
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2
Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2
Takeoff - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
Thrust Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
Initiating Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4
　
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