Date: 202005
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flight Director
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Human-Machine Interface
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff roll; the AT (Auto Throttle) did not engage. VNAV was selected and armed but never engage. LNAV was selected and armed but never engage. Between 700-1;000 ft.; Captain's flight director disappeared; around 1;200 ft. FO (First Officer's) flight director LNAV bar disappeared. FO flight director did come back but was not accurate; it was giving false course guidance. Captain's flight director never appeared. We decided not to engage the autopilot as the flight director was giving us inaccurate guidance. We could not comply with RVSM regulations and requested a lower Flight Level. Requested heading vector to destination. I landed at the destination without any further issues.I learned I need to pay closer attention and notice earlier if the selected modes are not being engaged/activated. I recently had to practice more hands-on flying which I think made a big difference in how to handle the situation. I guess my suggestion would encourage more pilot to hand fly raw data.During the takeoff rollout and after requesting thrust [set] I noticed the AT did not engage and the Captain mention something about the light. I proceeded to advance the throttles to TO (Take Off) power and requested for TO thrust to be set. After takeoff at 400 ft. I requested LNAV; it was selected and armed I continue to follow the flight director. At 1;000 ft. I requested VNAV it was selected and armed. I noticed the flight director was not pitching down to start accelerating. At this point is when I realized that LNAV and VNAV were not activating/engaging. Between 800 - 1;000 ft.; Captain lost his flight director. Around 1;200 ft. I lost my lateral guidance but maintain the vertical. I initiated the left turn to continue flying the departure procedure. On the turn to [the fix]; Departure questioned [our] position; we requested heading vectors and advised [of] our situation. As we continued assessing the situation; what was working and providing correct information; we decided the best course was not to engage the autopilot and continue to destination and flying without AT and on heading select.


Second narrative: During the takeoff roll from ZZZ the AT did not engage; VNAV and LNAV would not engage. Around 1000 ft. Captain's flight director disappeared and around 1200 ft. FO (First Officer's) flight director LNAV bar disappeared. FO's flight director came back; but it was giving false course guidance. Captain's flight director never appeared again. We did not engage the autopilot because we were not confident with the flight director's guidance. We requested vectors on departure and to our destination. We could not comply with RVSM regulations and flew over to [our destination] at FL270. FO landed without any further issues.We were not sure what created the problem. We did what we thought was a safe course of action considering the circumstances. I do think things get rushed with maintenance and we must always proceed with caution.We had a deferred APU and after we pushed and started #2 engine; we got an EICAS message: Left thrust reverse valve. Maintenance had us taxi back to gate and they deferred left thrust reverser. They had just signed it off as fixed the day before. Maintenance seemed confused at which CBs to collar which concerned the FO and I. We again did an airstart and pushed back for our crossbleed start. Taxi out was uneventful. Everything seemed normal before TO roll. When I engaged Auto throttle and set takeoff power I could not tell if it engaged and pushed it again. On the departure I could not engage LNAV or VNAV and lost my Flight Director. FO had flight director but it didn't look correct. On the departure; they cleared us to a fix and ATC said looks like we need about 20 degrees more to go direct to it. I then asked for headings when I realized our navigation was in question. Since the weather was good and it was a short flight we decided to continue to our destination. I requested FL270 for a final since we were unable to comply with RVSM airspace. We received radar vectors all the way to [our destination] and landed RWY XXL.


Synopsis: Air carrier flight crew reported auto-thrust did not engage and loss of both flight directors during climb.