Hello,On the 767, I have been told that after Acceleration Altitude, 1000ft, you press VNAV and arm CLB2 until Fl00, then you set CLB1 until FL200, then once above FL200 set normal CLB.Someone told me because on the PIC 767 the engines don't wash themselves out as you get higher, so to simulate this, you have to alternate the thrust.Usually you enter CLB2 in the real 767 and the engines will wash out and you could maintain that through climb without having difficulty.Can anyone shed any light on this?Thanks.Alex.

I presumed this was done to ensure extreme climb rates dont happen.Obvisouly, as the aircraft gets higher, it will either need more thrust or lower climb rate to stay at the same speed so that's why I use CLB2 until FL100 as the aircraft will start accelerating through 250 KTS IAS(the speed limit below 10k) to reach the selected climb speed...usually around 300-315 KIAS.ETC etcJohnP 2.53 GHZ512 RAMWINXPGFORCE 4 128MB Ti4600http://homepage.eircom.net/~eamonnmca/images/logo_ba.JPGwww.bavirtual.co.uk Senior Captain Simflight.com Staff Reviewerhttp://vatsim.pilotmedia.fi/statusindicato...tor=OD1&a=a.jpg

I do believe I told you that Alex. It is true, 100% fact. I'm amazed you could remember what I told you!Thinking about it - this is definitely true for 767's fitted with RB211 engines, maybe other engine variants do not model the climb thrust 'washout'?

Ok thanks,I know but Michael Koeller told me recently only use CLB2 and CLB1 when airport elevation is high or the OAT is high.Alex.

As a general rule the heavier/higher you are and the hotter it is outside the more thrust you need. I do wonder about Michael Koehler.

Hi:Whether or not the engines have the auto-washout depends on the airline option. American Airlines did not have that option, which is why PIC does not simulate it.In planes which do have that auto-washout, the climb derate (be it CLB1/2) will slowly increase automatically at about 11,500ft until it is at CLB thrust at 12,500ft. Yes, in PIC you have to do it manually, however if you are flying an airline which does not have that option that you will be flying realistically without the auto-washout.Hope this helps.Regards,Russell J.

On Britannia 767-300s the climb thrust reduction washes out automatically from CLB2 through CLB1 and CLB as stated above, around 11,000ft to 13,000ft. Their 757 fleet, however, does not do this.On the 757 the crew select the next higher thrust setting when a climb rate of 1,000fpm can no longer be sustained (notwithstanding acceleration).For them, CLB2 is always used at all weights unless departure climb profile dictates a higher setting be used. In this case the crew normally revert to CLB2 after the alt restriction is cleared.Whether any other airline in the world does this I don't know!

EGCCThat is exactly the same for BA's 757's & 767's

Actually I lied a bit, I do know that Monarch do it slightly differently, they always select CLB1 initially then reduce to CLB2 only when the flaps are retracted.Also, they go to the next higher climb thrust setting when a 700fpm climb can no longer be sustained (rather than 1,000fpm).Another aspect is the large reduction between full thrust take-off power and CLB2 derate, so if a full-thrust take-off is needed most Captains will go to CLB1 first then select CLB2 as the large reduction straight to CLB2 "scares the passengers"!