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Note: Use of reduced thrust for climb increases total trip fuel and should be
evaluated by each operator.
Climb Constraints
Climb constraints may be automatically entered in the route when selecting a
procedure, or manually entered through CDU entry. When the airplane levels off
at an MCP altitude, that altitude is treated as a climb constraint by the FMC.
October 31, 2004
767 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
4.2 FCT 767 (TM)
All hard altitude climb restrictions should be set in the MCP altitude window
including “at or below” constraints. The next altitude may be set when the
restriction has been satisfied, or further clearance has been received. This
procedure provides altitude alerting and assures compliance with altitude
clearance limits.
When relieved of constraints by ATC, use of FLCH or VNAV with MCP altitude
intervention (as installed) is recommended in congested areas, or during times of
high workload. Altitude intervention (as installed) is accomplished by selecting
the next desired altitude in the MCP altitude window, pushing the MCP altitude
selector which deletes the altitude constraint and allows the airplane to climb to
the MCP altitude.
Low Altitude Level Off
Occasionally, a low altitude climb restriction may be required after takeoff. This
level-off altitude should be selected in the MCP altitude window. When the
airplane approaches this altitude with TO as the engaged pitch mode FMA, the
pitch mode FMA will change to ALT CAP and the autothrottle FMA will
re-engage into EPR or N1 (as installed). This prevents the thrust levers from
rapidly retarding to target the airspeed selected in the IAS/Mach speed window,
which is normally set to V2 for takeoff. ALT CAP occurs as a function of climb
rate. The higher the climb rate to the MCP altitude, the sooner ALT CAP
engagement occurs. For example, takeoff from sea-level to a 1,000 feet level off
altitude will result in the pitch mode FMA changing from TO to ALT CAP as low
as approximately 400 feet AGL.
During the low-altitude level off, the following technique will allow the
autothrottle FMA to engage into SPD for proper airspeed control and prevent
excessive airspeed increase near the flap placard speed range:
• allow the pitch mode FMA to change from TO to ALT CAP
• immediately set the IAS/Mach speed window to a speed appropriate for
flap retraction
• engage the autothrottle SPD mode.
767-200, 767-300
Note: For airplanes with manual climb thrust selection, the CLB switch on the
thrust mode select panel (TMSP) must be selected prior to engaging the
autothrottle SPD mode to preclude exceeding autothrottle climb thrust
limits.
Transition to Climb
Maintain flaps up maneuvering speed until clear of obstacles or above minimum
crossing altitudes. If there are no altitude or airspeed restrictions, accelerate to the
desired climb speed schedule. The sooner the airplane can be accelerated to the
climb speed schedule, the more time and fuel efficient the flight.
October 31, 2004
767 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 4.3
Climb Speed Determination
Enroute climb speed is automatically computed by the FMC and displayed on the
climb and progress pages. It is also displayed as command speed when VNAV is
engaged. Below the speed transition altitude the FMC targets the transition speed
limit stored in the navigation data base for the departure airport (250 knots below
10,000 feet MSL in FAA airspace), or flaps up maneuvering speed, whichever is
higher. The FMC applies waypoint-related speed restrictions displayed on the
LEGS pages, and altitude-related speed restrictions displayed on the climb page.
The FMC provides optimum climb speed modes for economy (ECON) operation
and engine out (ENG OUT) operation. These optimum speeds can be changed
before or during the climb. Reference speeds are also provided for maximum
angle climb (MAX ANGLE) operation.
The ECON climb speed is a constant speed/constant Mach schedule optimized to
obtain the minimum airplane operating cost. The constant Mach value is set equal
to the economy cruise Mach calculated for the cruise altitude entered in the FMC.
For very low cruise altitudes the economy climb speed is increased above normal
values to match the economy cruise speed at the entered cruise altitude. For ECON
climb, the speed is a function of gross weight (predicted weight at top of climb),
predicted top of climb wind, predicted top of climb temperature deviation from
　
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本文鏈接地址：767機組訓練手冊Flight Crew Training Manual (FCTM)767(47)