Loss of Thrust Both Engines QRH B767 Procedure

[Hudson]

Can someone advise if the procedure on the B767 for dual flameout requires that the thrust levers be closed as part of the immediate boxed items drill. Different operators seem to have different QRH drills and I would like to find out the recommended authoritive Boeing QRH drill. Currently, some operators close the thrust levers on detection of thrust loss, while others leave the thrust levers alone. Very confusing.

For the B737 the Boeing drill requires that the thrust levers be left where they were at time of loss of thrust. This is amplified in the B737 FCTM and is concerned with getting either engine started before significant N2 run down.

Can someone recommend a good B767 website that can be referenced for technical matters?

[SW3MALE]

Perhaps the different procedures arise due different Engine Manafacturers???

;)

[erikv]

makes sense to me...

on newer engines, a FADEC should be able to schedule a spool-up free from overtemp & other problems after relight.
On older engines, the HMU may not be able to handle this, thus creating the need for idle PLA during relight.

Erik.

[whats_it_doing_now?]

The difference between airlines QRH may also be due to standardization across different fleets to simplify conversion from type to type. It may not be entirely necessary on the 767, but may well be on another fleet that the airline operates.

[Brenoch]

We don´t have it as a boxed item on the 767 nor the 757..
However, later on down the checklist, where you hope you never end up :) it says:

If engines do not recover

THRUST LEVERS.......................CLOSE

[av8er]

First, 767 QRH drill we use (Boeings) for CF6 is as follows:

Engine Start Selectors (Both) .....FLT
Thrust Levers (Both)...............CLOSE
etc...

Second, www.smartcockpit.com (http://www.smartcockpit.com) is a good 767 site.

Hope this helps

[ 16 December 2001: Message edited by: av8er ]