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takeoff. Other regulations or airline operating directives may specify a higher
minimum altitude. The airplane should be in trim, and the flight director
commands should be satisfied prior to autopilot engagement. This prevents
unwanted changes from the desired flight path during autopilot engagement.
Flap Retraction Schedule
During training flights, 1,000 feet AFE is normally used as acceleration height to
initiate thrust reduction and flap retraction. For noise abatement considerations
during line operations, thrust reduction typically occurs at approximately 1,500
feet AFE and acceleration typically occurs between 1,500 and 3,000 feet AFE, or
as specified by individual airport noise abatement procedures.
At thrust reduction altitude, select climb thrust (as needed). On airplanes without
the auto climb thrust option, climb thrust must be selected on the Thrust Mode
Select panel. On airplanes with the auto climb thrust option, selecting a pitch
mode (other than V/S) or an autothrottle mode automatically selects climb thrust.
At accelerate height, retract flaps on the Flap Retraction Schedule. Selection of
VNAV is the recommended technique for acceleration.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.25
With VNAV engaged, an acceleration is automatically commanded. Retract flaps
on schedule. Check that the thrust reference changes from TO to CLB on the
EICAS. If the thrust reference does not change automatically, manually select
climb thrust.
If VNAV is not used, at acceleration height select FLCH and set the command
speed to flaps up maneuvering speed. Check that the thrust reference changes
from TO to CLB on the EICAS. If the thrust reference does not change
automatically, manually select climb thrust.
With airspeed increasing, additional flap retraction should be initiated:
767-200, 767-300
• for airplanes with Mach/Airspeed indicators; when airspeed reaches the
fixed maneuvering speed for the existing flap position.
767-200, 767-300
• for airplanes with speed tape; when airspeed reaches the maneuvering
speed “F” for the existing flap position.
767-400
• when airspeed reaches the maneuvering speed (number) for the existing
flap position.
For flaps up maneuvering, maintain at least:
767-200, 767-300
• flaps up maneuvering speed (Mach/Airspeed indicator airplanes)
767-400
• “UP”
767-200, 767-300
• “F” with flaps in the up position (speed tape airplanes)
Note: The maneuver speed provides margin to stick shaker for at least an
inadvertent 15° overshoot beyond the normal 25° angle of bank.
Takeoff Flap Retraction Speed Schedule
T/O
Flaps
Select
Flaps
Speed
(knots)
20 or 15
51
UP
VREF 30 + 20
VREF 30 + 40
VREF 30 + 60
5 1
UP
VREF 30 + 40
VREF 30 + 60
1
(-200 only)
UP VREF 30 + 60
Final Climb VREF 30 + 80
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.26 FCT 767 (TM)
Noise Abatement Takeoff
Normal takeoff procedures satisfy typical noise abatement requirements. Maintain
flaps up maneuvering speed until the noise abatement profile is satisfied, until
clear of obstacles or above any minimum crossing altitude. This is normally
achieved through the FMC speed restriction entered on the CLB page. It may also
be accomplished using speed intervention or FLCH.
Note: Specific local airport procedures should be followed.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.27
Takeoff - Engine Failure
General
Differences between normal and engine out profiles are few. One engine out
controllability is excellent during takeoff roll and after liftoff. Minimum control
speed in the air (VMCAs) are below VR and VREF.
Engine Failure Recognition
An engine failure at or after V1 initially affects yaw much like a crosswind effect.
Vibration and noise from the affected engine may be apparent and the onset of the
yaw may be rapid.
The airplane heading is the best indicator of the correct rudder pedal input. To
counter the thrust asymmetry due to an engine failure, stop the yaw with rudder.
Flying with lateral control wheel displacement or with excessive aileron trim
causes spoilers to be raised.
Rotation - One Engine Inoperative
　
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