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be required for ATM takeoffs.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.14 FCT 767 (TM)
Fixed Derate (As Installed)
This method uses a takeoff thrust less than full rated thrust for which complete and
independent performance data are provided in the AFM. Derated thrust is obtained
by selection of TO l or TO 2. Takeoff derates 1 and 2 normally correspond to fixed
thrust reductions, and are variable from operator to operator.
The fixed derate is considered a limitation for takeoff. Thrust levers should not be
advanced further except in an emergency. A further thrust increase following an
engine failure could result in a loss of directional control.
Note: Although fixed derate takeoffs are permitted on wet or contaminated
runways provided takeoff performance accounts for runway surface
conditions, they are not recommended if potential windshear conditions
exist.
Improved Climb Performance Takeoff
When not field length limited, an increased climb limit weight is achieved by
using the excess field length to accelerate to higher takeoff and climb speeds. This
improves the climb gradient, thereby raising the climb limit weight. V1, VR and
V2 are increased to maintain consistent performance relationships. V1, VR and
V2 must be obtained from dispatch or the airport analysis.
Low Visibility Takeoff
Low visibility takeoff operations, below landing minima, may require a takeoff
alternate. When selecting a takeoff alternate, consideration should be given to
unexpected events such as an engine failure or other non-normal situation that
could affect landing minima at the takeoff alternate. Operators, who have
authorization for engine inoperative Category II/III operations, may be authorized
lower alternate minima.
With proper crew training and appropriate runway lighting, takeoffs with visibility
as low as 500ft/150m RVR may be authorized (FAA). With takeoff guidance
systems and centerline lighting that meets FAA or ICAO criteria for Category III
operations, takeoffs with visibility as low as 300ft/75m RVR may be authorized.
Regulatory agencies may impose takeoff crosswind limits specifically for low
visibility takeoffs.
All RVR readings must be equal to or greater than required takeoff minima. If the
touchdown or rollout RVR system is inoperative, the mid RVR may be substituted
for the inoperative system. When the touchdown zone RVR is inoperative, pilot
estimation of RVR may be authorized by regulatory agencies.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.15
Adverse Runway Conditions
Slush, standing water, or deep snow reduces the airplane takeoff performance
because of increased rolling resistance and the reduction in tire-to-ground friction.
Most operators specify weight reductions to the AFM field length and or obstacle
limited takeoff weight based upon the depth of powdery snow, slush, wet snow or
standing water and a maximum depth where the takeoff should not be attempted.
Slush or standing water may cause damage to the airplane. The recommended
maximum runway depth for slush, standing water, or wet snow is 0.5 inch (12.7
mm). For dry snow the maximum depth is 4 inches (102 mm).
A slippery runway (wet, compact snow, ice) also increases stopping distance
during a rejected takeoff. Takeoff performance and critical takeoff data are
adjusted to fit the existing conditions. If there is an element of uncertainty
concerning the safety of an operation with adverse runway conditions, do not
takeoff until the element of uncertainty is removed.
Note: Check the airport analysis or the PI section of the QRH for performance
degradation for takeoff with adverse runway conditions.
During wet runway or slippery conditions, the PM must give special attention to
assuring that the thrust on the engines advances symmetrically. Any tendency to
deviate from the runway centerline must immediately be countered with steering
action and, if required, slight differential thrust.
Forward pressure on the control column during the initial portion of the takeoff
roll (below approximately 80 knots) increases nose wheel steering effectiveness.
During takeoffs on icy runways, lag in rudder pedal steering and possible nose
wheel skidding must be anticipated. Keep the airplane on the centerline with
rudder pedal steering and rudder. The rudder becomes effective between 40 - 60
knots. If deviations from the centerline cannot be controlled either during the start
of the takeoff roll or until the rudder becomes effective, immediately reject the
　
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