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Maximum Angle Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4
Engine Inoperative Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
Maximum Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
Optimum Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6
Cruise Speed Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7
Step Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8
Low Fuel Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8
Cruise Performance Economy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10
Engine Inoperative Cruise/Driftdown . . . . . . . . . . . . . . . . . . . . . . . 4.11
High Altitude High Speed Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13
ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13
Polar Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.14
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17
Descent Speed Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17
October 31, 2004
767 Flight Crew Training Manual
Copyright © The Boeing Company. See title page for details.
4.TOC.2 FCT 767 (TM)
Climb, Cruise, Descent and
Holding -
Table of Contents
Descent Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17
Descent Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17
Speed Intervention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17
Offpath Descent (as installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.18
Descent Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.18
Descent Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.18
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.19
Flaps and Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.20
Speed Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.20
Engine Icing During Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.20
Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.21
Procedure Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.21
ICAO Holding Airspeeds (Maximum) . . . . . . . . . . . . . . . . . . . . . . 4.22
FAA Holding Airspeeds (Maximum) . . . . . . . . . . . . . . . . . . . . . . . 4.22
October 31, 2004
767 Flight Crew Training Manual
Climb, Cruise, Descent and Holding Chapter 4
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 4.1
4. Climb, Cruise, Descent and Holding-Climb, Cruise and Descent Preface
This chapter outlines recommended operating practices and techniques used
during climb, cruise, descent and holding. Loss of an engine during climb or cruise
and engine inoperative cruise/driftdown is also addressed. The recommended
operating practices and techniques discussed in this chapter improve crew
coordination, enhance safety, and provide a basis for standardization.
Climb
Reduced Thrust Climb
Engine service life may be extended by operating the engines at less than full
climb rated thrust.
The Thrust Management Computer (TMC) or the FMC THRUST LIMIT page (as
installed) provides two reduced thrust climb selections:
• CLB 1 depends upon the specific derate thrust limit options selected by
the customer.
• CLB 2 depends upon the specific derate thrust limit options selected by
the customer.
Reduced thrust climb may also be automatically selected by the TMC depending
upon the amount of thrust reduction made for takeoff by either the fixed derate or
assumed temperature method.
Climb thrust reductions are gradually removed as the airplane climbs until full
climb thrust is restored. If rate of climb should drop below approximately 500 feet
per minute, the next higher climb rating should be selected
Prior to takeoff, the pilot may override the automatic reduction after the takeoff
selection has been completed by selecting another option on the TMSP or
THRUST LIMIT (as installed) page.
　
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