Gentlemen,Lately I've been trying to catch up flying the PIC767 again after a long tour with the DF737. One thing I've noticed though is that the FD pitch in take off configuration but before 80 knots indicates a climb of about 13-18 degrees. In the B737 the FD pitch before 80 knots points down. Is this the correct behaviour of the 767?Another thing I would like to ask is if the A/T will change to V2+xx knots after takeoff? As it sets V2 in pre-flight configuration. I know it does change on the 737. (The real one, not DF ;-)) What is the behaviour on the real 767?Thanks

The pitch bar indicates for the set V2 speed set on the MCP when TO mode is selected however the three flight control computers command a pitch for V2 + 15 knots. So yes it's correctly modled on PIC on the ground.Best Wishes,Randy J. [email protected]" A little learning is a dangerous thing"

Thanks Randy!Is the MCP supposed to change the speed setting in TO mode to V2+15 as well, or do I have to do that manually?Thanks

Hummmm. I think as long as you are in the TO mode you don't have to re-set the mcp. Even when you call for climb mode you still want to fly Vref + 15 till a certain point and clean the bird then Vnav etc.Best Wishes,Randy J. [email protected]" A little learning is a dangerous thing"

I usually arm Lnav and Vnav(white) prior to take off, and follow the flight director. It will change from TO mode when lnav and vnav become the active modes. Also remember I have not engaged the autopilot yet, I am just following the flight director, although you can engage the autopilot once the modes become active(green). I like to manually fly following the flight director to 10k prior to auto pilot engagement.

I do the same, but I'd like to add that if you get clearance to fly runway heading after takeoff don't engage lnav! If you just engage vnav then you get selected heading (I think) and vertical cues from the flight director.Jeff

ThanksAlways a pleasure reading your initiated and competent answers!TGIF :-beerchug

Hey Mats, I just reread the initial question and I think we might have strayed from it a bit. Here's a bit more info...V2 is set in the MCP window before takeoff because that is your single engine climb speed. Therefor it really needs to stay there in case of emergency. At acceleration altitude (either 1500 or 1000 AGL I can't remember) the speed bug will automatically be reset to 250kts (or other speed constraint) if VNAV is engaged... whether the autopilot is actually engaged or not. So basically, you get N1 to acceleration altitude and then 250kts with VNAV. Hope this helps and someone please correct me if I'm mistaken!Jeff

On the ground and after takeoff the fligth director bar will command an attitude of 15 degrees nose up, once airborne it will command V2+15. You fly V2+15-25 until flap retraction height (normally 1000ft), even though there is no bug on this speed. V2 remains in the window, as this is the critical speed if you lose an engine during initial climb.At flap retraction height you select climb thrust and VNAV, and the MCP speed window will blank, and the bug will move to the next flap limit speed minus 5 knots.

"You fly V2+15-25 until flap retraction height (normally 1000ft),""At flap retraction height you select climb thrust and VNAV,..." This procedure is for your particular SOP and there are differn't ways for sure. Take Varig's SOP, in one type of noise abatement take-off you would use TO thrust till 1500' then reduce to climb thrust till 3000', select flaps up then accelerate. Best Wishes,Randy J. [email protected]" A little learning is a dangerous thing"

Yep, the procedure I mentioned is a modified ICAO B takeoff, whereas the one you mention is an ICAO A. ICAO A departures must be done for noise abatement reasons at airports such as Sydney, Tokyo and Manila (the ones on our route network).

Chris, doesn't the FD either command V2+15 if the speed is at or below V2+15, the current speed if your speed is V2+(15-25) or V2+25 if the speed is above V2+25? Seem to recall that's how it works but as this is performance flying it is normally better to pick an attitude (30-(first two figures of take-off weight in kg) works a treat) and fly that.

"Chris, doesn't the FD either command V2+15 if the speed is at or below V2+15, the current speed if your speed is V2+(15-25) or V2+25 if the speed is above V2+25?"I guess it all depends on how deeply you want to go into this and which manual you are using :-hah....Initially, the FD commands an airspeed the greater of:MCP speed plus 15, orAirspeed at rotation (pitch attitude 2 degrees nose-up)The initial 8 degrees pitch up is washed out over a 3-second time period starting at a Rad Alt of 5' plus 2 seconds and replaced with pitch attitude commands referenced to scheduled airspeed. Airspeed commands are scheduled according to flap position and engine failure.I know the 747-400 has a system which keeps resetting the target airspeed if your speed goes above the initial target(for so many seconds) up to a fixed V2+25 maximum. I thought that the 767 would be similar, but I can't find any reference to it in my engineering training notes or in the Boeing Maintenance Manual."...as this is performance flying it is normally better to pick an attitude (30-(first two figures of take-off weight in kg) works a treat) and fly that."Great tip.Thanks.Cheers.Ian.