lvld767 manual for fsx

LEVEL-DSIMULATIONS767-300ER

Operations Manual

© Copyright 2007 Level-D Simulations & Flightlevel Publishing.All rights reserved. Any unauthorized duplication of this publication is prohibited by federal law.

Written permission is needed from Level-D Simulations and/or Flightlevel Publishing for the duplication in part or full of any items found within.

DISCLAIMERThis manual is for use with the Level-D Simulations 767-300ER.

All system descriptions, procedures, general information, and checklists contained herein (though based on the aircraft produced by a real-world aircraft manufacturer) are for flight simulator purposes only, and are not intended to be used in

real world operations whatsoever.FOR FLIGHT SIMULATOR USE ONLY

NOT FOR USE IN REAL AVIATION

Level-D Simulations Supporthttp://www.leveldsim.com/forums

Flight 1 Softwarehttp://www.flight1.com

Version 1.00June 2007

Introduction 3

Introduction 3Level-D Simulations 767-300ER

Table of ContentsIntroduction ................................................................. 6

Cockpit Panels (2D) .......................................................... 7Captain’s Main Panel .................................................... 8First Officer’s Main Panel .............................................. 9Pedestal Controls ........................................................ 10Left Overhead Panel ....................................................11Right Overhead Panel ................................................. 12

Virtual Panel (3D) ............................................................ 13Menu System ................................................................... 13Aircraft Model Features ................................................... 17Level-D 767 Specifications .............................................. 18

Power Plant, Controls & Fuel ...................................... 18767 firsts... .................................................................. 18

Missions ........................................................................... 19Situation Files .................................................................. 20Configuration Manager .................................................... 21

3D & 2D Configuration for FSX ................................... 21Repaint Manager ............................................................. 22Keyboard Assignments .................................................... 23Installation Directories ...................................................... 24Level-D Simulations Team ............................................... 25

Airplane, General ...................................................... 26Aircraft Lighting ................................................................ 26Flight Deck Lighting ......................................................... 26Indicator Lights ................................................................. 26Emergency Lighting ......................................................... 26Passenger Cabin Signs ................................................... 26Aircraft and Panel Lighting Controls ............................... 27

Interior Lighting Controls ............................................. 27Exterior Lighting Controls ............................................ 27Emergency Lighting Controls ...................................... 28Indicator Lights ............................................................ 28Passenger Cabin Signs .............................................. 28Video Indicator ............................................................ 28

Airplane, General EICAS Messages ................................ 28

Air, Pneumatic System ............................................. 29Engine Bleeds ................................................................. 29APU Bleed ...................................................................... 29External Air Source .......................................................... 29Pneumatic Distribution .................................................... 29Air Conditioning System .................................................. 30Pressurization System .................................................... 30Equipment Cooling .......................................................... 30Passenger Oxygen System ............................................. 30

Pneumatic System Controls ....................................... 31Air Conditioning Controls ........................................... 31Pressurization Controls .............................................. 32Pressurization Indicators ............................................ 32Equipment Cooling Controls ...................................... 32Cargo Heat Controls .................................................. 32Passenger Oxygen Switch .......................................... 32

Pneumatics Normal Procedures ..................................... 33Air, Pneumatic EICAS Messages ..................................... 33

Autoflight System .................................................... 35Flight Control Computers (FCC) ..................................... 35Autopilot Flight Director System (AFDS) ......................... 35Autopilot (CMD) ................................................................ 35Autothrottle System (A/T) ................................................. 35AFDS Lateral Modes ........................................................ 36

AFDS Vertical Modes ....................................................... 36Altitude Hold Mode (ALT HOLD) ..................................... 37Automatic Landing (Autoland) ......................................... 37Go-Around Mode (GA) .................................................... 38AFDS Mode Control Panel (MCP) ................................... 39

Flight Director Switch ................................................. 39Autothrottle Controls .................................................. 39Lateral Mode Control ................................................. 40Vertical Mode Control ................................................. 41Altitude Target (MCP ALT Window) Control ............... 41Autopilot Engagement (CMD) Control ....................... 42Autoland Status Annunciator ....................................... 42

Autoflight EICAS Messages ............................................. 42

Electrical & APU Systems ........................................ 43Battery Power .................................................................. 43Auxiliary Power Unit (APU) .............................................. 43External Power ................................................................ 43Engine Generators .......................................................... 44Power Distribution ........................................................... 44Main AC Buses ............................................................... 44Utility Buses .................................................................... 44

Electrical System Controls ......................................... 45Battery and Standby Bus Controls .............................. 46APU Controls .............................................................. 46

Electrical System Normal Procedures ............................. 47Electrical & APU EICAS Messages .................................. 47

Engines and Engine Indicating (EICAS) ................ 48Engine Controls ............................................................... 48Engine Electronic Control (EEC) ..................................... 48Engine Indicating & Crew Alert System (EICAS) ............. 48Standby Engine Display ................................................... 48Engine Fuel Control ........................................................ 48Engine Start Panel ........................................................... 48Engine Starting ................................................................ 49Thrust Management (TMC) .............................................. 49

Engine Start Controls ................................................. 50Engine Fuel Control ................................................... 50Engine Electronic Control (EEC) Switches ................ 50EICAS Upper Display .................................................. 50N1 Data Display (Upper EICAS) ................................ 51EICAS Lower Display ................................................. 51Standby Engine Display ............................................. 52Thrust Rating Panel (TRP) Controls .......................... 52

Engine / Powerplant Normal Procedures ........................ 53Engines EICAS Messages .............................................. 53

Fire Detection and Protection ................................. 54Engine Fire and Overheat ............................................... 54APU Fire .......................................................................... 54Wheel Well Fire ............................................................... 54Cargo Fire ....................................................................... 54

Engine Fire Protection Controls ................................. 55APU Fire Controls ...................................................... 55Cargo Fire Controls .................................................... 55Fire System Test Buttons ........................................... 56

Fire Protection EICAS Messages .................................... 56

Flight Controls ......................................................... 57Primary Flight Controls .................................................... 57Secondary Flight Controls ............................................... 57Flaps ............................................................................... 57

Introduction 4

Introduction 4Level-D Simulations 767-300ERStabilizer Trim ................................................................. 57Spoilers ........................................................................... 58Aileron and Rudder Trim ................................................. 58Yaw Dampers ................................................................... 58

Flight Control Surfaces ............................................... 58Flight Control Surface Locations ................................. 58Flap Controls and Indicators ...................................... 59Flight Control Indicators ............................................. 59Stabilizer Trim Controls and Indicators ...................... 60Aileron and Rudder Trim Controls .............................. 60Yaw Damper ............................................................... 60

Flight Controls Normal Procedures ................................. 61Flight Controls EICAS Messages ..................................... 61

Flight Instruments ................................................... 62Electronic Flight Instrument System (EFIS) .................... 62Electronic Attitude Direction Indicator (EADI) ................. 62Electronic Horizontal Situation Indicator (EHSI) .............. 62Standard Flight Instruments ............................................ 63

EADI Display Summary ............................................. 64ADI Speed Tape (Speed Tape EADI) ......................... 65EHSI Control Panel .................................................... 66EHSI Map Display Summary ..................................... 67EHSI VOR Display Summary (Expanded & Full) ........ 69EHSI ILS Display Summary (Expanded & Full) .......... 69Airspeed Indicator ...................................................... 70RDMI (Radio Distance Magnetic Indicator) Display ... 70Altimeter Display ........................................................ 70Heading Reference Switch ......................................... 71Clock Display ............................................................. 71Instrument Source Select Controls ............................ 71Standby Flight Instruments ......................................... 72

Flight Instruments EICAS Messages ............................... 72

Flight Management System (FMS) ......................... 73Control Display Unit (CDU) ......................................... 73CDU Display & Controls ............................................. 74Keyboard Assist Mode ............................................... 74

Function Keys Overview ................................................. 75Initialization/Reference Index Page (INIT/REF INDEX) .. 76Identification Page (IDENT) ............................................ 76

Preflight Page Sequence ............................................ 76Position Initialization Page (POS INIT) ........................... 77Position Reference Pages (POS REF) ........................... 78Performance Initialization Page (PERF INIT) ................. 79Takeoff Reference Page (TAKEOFF REF) ...................... 80

Takeoff Reference Page (2/2) .................................... 80Approach Reference Page (APPROACH REF) .............. 81Valid Waypoint Types ...................................................... 81Route Page (RTE) ........................................................... 82

Alternate Page (ALTN>) .............................................. 84ICAO Alternate Page(s) .............................................. 85Route Offset ................................................................ 86

Departure and Arrival Page (DEP ARR) .......................... 87DEP/ARR INDEX Page .............................................. 87DEPARTURES Page ................................................. 88ARRIVALS Page ........................................................ 89

LEGS Page ...................................................................... 90LEGS Page Waypoint Management (LNAV) ................... 92

Direct to Waypoint ...................................................... 92Clearing a Route Discontinuity ................................... 93Abeam Points (ABEAM PTS) ..................................... 93Route Copy (RTE COPY) .......................................... 94Intercept Course To .................................................... 94Waypoint Deletion ...................................................... 95

Waypoint Addition ...................................................... 95Along Track Waypoints ............................................... 95DME Waypoints .......................................................... 96Intersection Waypoints ................................................ 96LAT/LONG Waypoints ................................................. 96

Route Data Page (RTE DATA) ........................................ 97Progress Page (PROG) .................................................. 98

Progress Page 1 ........................................................ 98Progress Page 2 ......................................................... 98

FIX Page (FIX) ................................................................ 99HOLD Page (HOLD) ..................................................... 100Navigation Radio (NAV RAD) Page .............................. 101Vertical Navigation (VNAV) ........................................... 102

VNAV Climb .............................................................. 102VNAV Cruise ............................................................ 102VNAV Descent .......................................................... 103

VNAV Pages (CLB, CRZ, DES) .................................... 104VNAV CLB Page ....................................................... 104VNAV CRZ Page ...................................................... 105VNAV DES Page ...................................................... 106

Saving FMC Route DATA (RTE, SID, STAR, APP) ....... 108FMC Database Programming Examples .......................111

SID Programming Example ......................................111STAR Programming Example ...................................112Approach Programming Example .............................113

Conditional Waypoint Programming ...............................114Heading to Altitude ....................................................114Heading to Radial Crossing ......................................114Heading To Distance ..................................................115Vectors ......................................................................115Radial Intercept .........................................................116Changing the Characteristics of a Waypoint ..............116

FMS EICAS Messages ...................................................116FMC Messages ..........................................................117FMC Alert Messages ..................................................117FMC Advisory Messages ...........................................118FMC Programming Messages ...................................118

Fuel System ............................................................ 119Main Wing Tanks .............................................................119Center Tanks ...................................................................119Fuel Quantity and Distribution ........................................ 120Fuel Crossfeed ............................................................... 120Fuel Dumping ................................................................. 120The Level-D 767-300 Fuel Load .................................... 120

Fuel Panel Controls ................................................. 121Fuel Quantity Gauge ................................................ 122Fuel Jettison Controls .............................................. 122

Fuel System Normal Procedures .................................. 122Fuel System EICAS Messages ...................................... 122

Hydraulic System .................................................. 123Left & Right Hydraulic Systems .................................... 123Center Hydraulic System .............................................. 123Ram Air Turbine ............................................................ 123Reserve Brakes and Steering ....................................... 123

Hydraulic System Controls ....................................... 124Reserve Brakes and Steering Control ..................... 124Hydraulics Quick Start Tip ......................................... 124Ram Air Turbine Control ........................................... 125Hydraulic EICAS Indications .................................... 125

Hydraulic System Normal Procedures .......................... 125Hydraulic EICAS Messages ........................................... 125

Introduction 5

Introduction 5Level-D Simulations 767-300ERIce and Rain Protection ......................................... 126

Engine Anti-Ice .............................................................. 126Wing Anti-Ice ................................................................. 126Window Heat ................................................................. 126Windshield Wipers ........................................................ 126

Engine and Wing Anti-Ice Controls .......................... 127Window Heat Controls ............................................. 127Windshield Wiper Control ......................................... 127

Ice Protection Normal Procedures ................................ 127Ice & Rain Protection EICAS Messages ........................ 127

Inertial Reference System (IRS) ........................... 128IRU Alignment ............................................................... 128IRU Quick Alignment ..................................................... 128IRU Electrical Power ..................................................... 128Loss of IRU Alignment .................................................. 128IRU Failure .................................................................... 128IRS Drift .......................................................................... 128IRU Options ................................................................... 128

Layman’s Guide to the IGS ....................................... 129IRS Operation Guide ...................................................... 130

Full Alignment ........................................................... 130Quick Alignment ........................................................ 131ATT Mode ................................................................. 131

Inertial Reference System Controls .............................. 132IRS Normal Procedures ................................................. 132IRS EICAS Messages .................................................... 132

Landing Gear and Brakes ..................................... 133Landing Gear ................................................................. 133Brakes ........................................................................... 133Tailskid ........................................................................... 133

Landing Gear Controls and Indicators ...................... 134Alternate Gear Extension & GPWS Override ............ 134Autobrake Controls .................................................. 134Reserve Brakes ....................................................... 134

Landing Gear and Brakes Normal Procedures ............. 135Landing Gear & Brakes EICAS Messages .................... 135

Radios & Communication ..................................... 136Receivers & Radios ...................................................... 136HF Radios ..................................................................... 136Audio Control Panel ...................................................... 136Cabin Communications Panel ....................................... 136

Receiver & Radio Controls ....................................... 137Audio Control Panel Controls ................................... 137Cabin Communications Panel .................................. 138

Warning Systems ................................................... 139Crew Alerting System (CAS) ......................................... 139Ground Proximity Warning System (GPWS) ................. 139GPWS Aural Messages ................................................. 139Traffic Alert and Collision Avoidance System (TCAS) ... 140

Crew Alerting System EICAS Message Control ....... 140Warning & Caution Annunciators (Overhead) .......... 141Warning & Caution Annunciators (Main Panel) ........ 142Master Caution Reset Switch .................................... 143Transponder/TCAS Control ...................................... 143TCAS Display ........................................................... 144TCAS Aural Alerts ..................................................... 144

CAS Message Index ..................................................... 145Warnings .................................................................. 145Cautions ................................................................... 145Advisories ................................................................ 146Status ........................................................................ 147

Aircraft Operating Tutorial ..................................... 148Mission Setup ................................................................ 149Flight Deck Preparation ................................................. 150

Preflight ~ Powering the 767 ..................................... 150Overhead Preparation ............................................... 151

Programming the FMC ................................................... 152Manual entry of route ................................................ 153Pre-programmed route ............................................. 153DEP/ARR .................................................................. 154PERF INIT ................................................................. 154TAKEOFF REF ......................................................... 155FMC Workout ~ Closing Discontinuities .................... 156

Setting the AFDS ........................................................... 159Before Starting Engines ................................................ 160Pushback ....................................................................... 161Starting Engines ............................................................ 161After Starting Engines .................................................... 161Before Takeoff ................................................................ 162Takeoff ............................................................................ 162After Takeoff ................................................................... 163Climb and Cruise .......................................................... 163

PROGRESS Page .................................................... 164VNAV Page ............................................................... 165

Descent .......................................................................... 165Descent Options ....................................................... 165

Approach Briefing .......................................................... 166APPROACH REF ...................................................... 167Decision Altitude/Height ............................................ 167

Landing ......................................................................... 168After Landing .................................................................. 169Shutdown ...................................................................... 169Complete Shutdown ...................................................... 169

Flight Plan KILOGRAMS ........................................... 171Flight Plan POUNDS ................................................. 172FSBuild NavLog Glossary ......................................... 173

Reference Screenshots ................................................. 174Getting more accurate Fuel/ETA predictions ............ 181Quotable Quotes from Mr.X & Mr. Y .......................... 182

Appendix ........................................................................ 183Resources ...................................................................... 184

Normal Procedures & Checklist ........................... 185

Addendum ............................................................... 190Important Notes ............................................................. 190Changes and Additional Features (FSX v1.4) ................ 190Default Sounds Replacement ........................................ 192Tips & Tricks from the Level-D forum ............................. 193Notes from Testing ......................................................... 194Acronyms ....................................................................... 195

Introduction 6


Introduction

Welcome to the Level-D Simulations 767-300ER for Flight Simulator X. Veteran users will discover some new system features have been added to the FSX version. For the new user, welcome to the one of the most advanced products ever developed for Flight Simulator.

Using this ManualWith FSX and the SP1 update, the Microsoft Flight Simulator ACES team have made some significant changes to

the platform and have added many new features. Some of these changes have required modifications to the 767. The most noticeable differences to the Level-D 767 are evident with the VNAV descent modelling (described in the FMC section of this document), menu system (introductory chapter), and configuration settings. But, there are also some subtle changes to the 767 and systems that may not be immediately apparent (see the Addendum for details). This revised and updated version of the manual utilizes black and white line-art images rather than screen captures. Some color images have been included for reference purposes. Though much of the manual is unchanged, some sections have been expanded and new features introduced (individual EICAS messages for each system are now included in the system chapter).

The following chapters explain each aircraft system in detail. The chapters are arranged in alphabetical order for easy reference via the Table of Contents. This is not the recommended order of study. To properly prepare for flying the 767, the following chapters are recommended for initial study:

• Introduction• Aircraft Operating Tutorial• Automatic Flight Director System (AFDS)• Flight Instruments• Flight Management Computer (FMC)• Inertial Reference System (IRS)• Radios and Communications• Normal Procedures

These chapters provide a solid foundation for the proper operation of the 767. Subsequent chapter study can proceed in any order desired.

Each system chapter is organized into four sections. The first part of each section is the system description. The applicable system is explained in detail. The second part explains all panel controls associated with the system. The third part highlights normal procedures associated with the system. The final section will offer any system EICAS messages (if applicable).

A read through of the controls explanations of each chapter provides a better understanding of how the 767 panel operates without having to study the details of each system. This is particularly helpful when learning checklists and procedures. Although it is recommended that each system be thoroughly understood, it is not an absolute requirement if the normal checklists are followed. The only exception to this is the AFDS and FMS sections. Those should be read and understood completely.

OverviewThe Level-D Simulations 767-300 for Microsoft Flight Simulator is a complex simulation. This manual offers an in

depth examination of the aircraft’s panel and systems. The panel is a complete reproduction of a 767-300 cockpit in both the traditional (2D) multi-panel environment, as well as a fully functional virtual (3D) cockpit. The included aircraft comes in a variety of aircraft liveries (which can be freely downloaded from the Level-D Simulations home on the internet at http://www.leveldsim.com) and can be installed to FSX using the updated for FSX Repaint Manager utility provided by Flight1 (and installed to the Windows desktop). Selection of one of the included aircraft via the normal flight simulator menu loads both the aircraft and the panels.

This section of the manual offers an overview of the program, panel layout, menu options, setup considerations, and 767 specifications. The “Level-D” and “B767 Specific” menu are described in detail within this section. The remaining sections of this manual explain the aircraft systems and controls.

The panel is initially loaded in a “ready-to-fly” state. All systems are set correctly for normal flight operations. The aircraft can be flown manually using all normal simulator controls available in MSFS. To use the automatic pilot and navigation capabilities of the aircraft, it is recommended that the AFDS and FMC sections of this manual be reviewed thoroughly.

Introduction 7


Cockpit Panels (2D)

The aircraft may initially load with the 2D cockpit presented. With the FSX version, the Virtual Cockpit may load first. The 767 simulation is a multi-panel environment where different views are attained by switching the visible panels on and off. These views can be controlled via the MSFS menu, control buttons on the main panel, or by using keyboard keystroke combinations. The following panel views are available...

Panel Type Panel Contents Display Control

Captain visible overhead Left side main cockpit window posts and light switches <SHIFT><1>

Captain main panel Left side main cockpit instrument display <SHIFT><2>“CAPT” button

First Officer (F/O) visible overhead Right side main cockpit window posts & light switches <SHIFT><3>

First Officer (F/O) main panel Right side main cockpit instrument display <SHIFT><4>“F/O” button

Overhead systems panel Complete overhead panel <SHIFT><5>“OVHD” button

Pedestal controls Throttle quadrant, fire controls, and radios <SHIFT><6>“PDST” button

Flight Management Computer (FMC) CDU FMC control display unit <SHIFT><7>

“FMC” buttonAutopilot Flight Director System (AFDS) MCP Windowed version of the autopilot control panel <SHIFT><8>

“MCP” buttonStandby instruments Standby attitude, altimeter, and airspeed gauge display <SHIFT><9>

Control buttons are provided on the main panel to toggle the display of available cockpit panels.

1. OVHD Overhead panel. 2. PDST Pedestal panel. 3. FMC FMC control data unit panel. 4. CAPT F/O Toggle the Captain & F/O panel. 5. MCP AFDS mode control panel display.

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Introduction 8


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Introduction 9


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Introduction 10


1. Stab Trim Manual Control2. Stab Trim Indicator3.Stab Trim Cut-off Switches4. Spoiler Control Lever5. Throttles & Reversers6. Engine Fuel Control7. Flap Lever

8. Decision Height Control9. VHF Radio Controls10. VHF Radio Controls11. Audio Control Panel12. ADF Radio13. Engine Fire Controls

14. Transponder & TCAS Control15. ILS Radio Controls16. Aileron & Rudder Trim Controls17. Cargo Fire Controls18. APU Fire Controls19. Fire System Test

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Introduction 11


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1. IRS2. Yaw Damper3. EEC4. Hydraulics

5. Warning & Caution Annunciators6. HF Radio7. Battery & Standby Power8. Electrics9. APU Controls10. Cockpit Voice Recorder

11. Emergency Lights & Passenger Oxygen12. Ram Air Turbine13. Engine Start Controls14. Fuel Jettison15. Fuel Controls16. Fuel Indicators17. Wing & Engine Anti-Ice18. Wipers

The Cockpit Preparation flow starts with the upper left hand corner of the overhead panel. Each overhead panel system is checked in a downward flow beginning at the top of each overhead panel column.

Introduction 12


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19. Cargo Heat20. Window Heat21. HF Radio22. Cabin Communications23. Passenger Signs24. Cabin Altitude Control25. Pressurization Indicator26. Equipment Cooling

27. Compartment Temperatures Indicator28. Air Conditioning29. Pneumatic Control30. Video Indicator

The Cockpit Preparation flow starts with the upper left hand corner of the overhead panel. Each overhead panel system is checked in a downward flow beginning at the top of each overhead panel column.

Introduction 13


Virtual Panel (3D) The virtual cockpit display is a three-dimensional rendering of the the 767 flight deck. Virtual Cockpit preferences are

set from the FSX Options> Settings> Display menu. The 3D panel can be set as the default view from the FSX menu. All controls found on the main (2D) panels are available within the virtual cockpit. Any switch actuated in the virtual cockpit is also actuated on the 2D panels, and vice-versa.

The FMC cannot be controlled from the FMC displays within the virtual cockpit. To operate the FMC, the normal 2D window must be displayed. Mouse clicking on the FMC within the virtual cockpit causes the 2D FMC CDU to display in a separate window. This window may also be displayed using the <SHIFT><7> keyboard combination. Changes to the FMC are made from within the windowed FMC CDU while operating in the virtual cockpit.

Click spot areas are available within the virtual cockpit to display 2D system panels. Clicking on the glareshield above the EADI displays the AFDS MCP 2D panel. Clicking on the white area just above the main window (to the left and right of the overhead) displays the 2D overhead panel controls. Pressing on the FMC within the virtual cockpit displays the 2D FMC CDU panel. These panels are helpful for those that use multi-monitor setups and for quick selection of an aircraft system without leaving the virtual flightdeck.

Menu SystemThe Level-D Simulations menu is available from the “Add-ons” FS menu bar at the top of the simulator window.

There are 2 Level-D menus: the top menu, “Level-D Simulations”, is for general settings related to current and future Level-D products; the bottom menu, “B767 Specifc”, is for setting options specific to the 767. Some of the menu selections have sub-menus which are explained in further detail below. Selection of “Quick tips …” displays the quick tip dialogue box seen when the panel is first loaded. Selection of “Visit Level-D website” opens up the default internet browser and automatically displays the Level-D website. Selection of “About Level-D Simulations” displays the credit roll call for the Level-D Simuations team.

Add-onsLevel-D Simulations ►

Presents a sub-menu for Custom Controls, Preferences, and Instructor options available for Level-D products.

Custom Controls...Presents a sub-menu of custom keyboard and joystick assignments. These settings are in addition to the default FS keyboard & joystick commands. Use the “Event category” pull down menu to filter the display of keyboard assignments to a specific category. The custom control assignments for the displayed category may be printed using the “Print selected category” button. A complete listing of the Level-D 767 keyboard commands are available later in this manual.

To c�instructi�button to reset the custom controls to the default assignments. This action deletes all user defined assignments.

Introduction 14

Introduction 14Level-D Simulations 767-300ERPreferences...

Load preferences with flights Check this box to cause preference options to be loaded with other 767 panel data when recalling a saved flight via the MSFS menu. When unchecked, the preference options are not changed when loading saved flights.

A/T inhibits manual throttle Check this box if the joystick throttle is interfering with the autothrottle settings. Joystick interference can be seen as random throttle changes not appropriate for the phase of flight.

Level-D Menu Select the radio button next to the preferred choice for the display of the “Level-D” menu item in the FS menu bar.

Level-D Panel (Gauge Sounds & Voices)Controls the status and volume for sound events specific to the panel. When checked, Level-D panel sounds are played at the level selected on the slider bar. When unchecked, the respective Level-D panel sounds are not played. This option has no effect on the FS default sound configuration.

Level-D Simulations offers a virtual F/O to assist you during in-flight operations. When activated, the First Officer will provide callouts, raise and drop the gears, flaps, and reset the MCP altitude.

First OfficerControls the status of the “virtual First Officer”: provides automatic callouts and performs the selected tasks.

F/O ActiveActivates the F/O to make automatic callouts and perform the selected tasks. Use the voice drop down menu to select the desired voice for the F/O callouts.

F/O handles gearWhen checked, First Officer raises and lowers landing gear.

F/O handles flaps When checked, the First Officer automatically raises and lowers the flaps at the appropriate minimum flap speeds.

F/O resets MCP AltWhen checked, the F/O sets the MCP altitude.

Crew VoicesDrop down menus for the selection of crew voices.

Instructor...Presents a sub-menu for the selection of Instructor preferencesInstructor voice

Check this box to enable audio for the Instructor. Use the drop down menu to the right to choose instructor voices.

“Flight contains failures” Alert BoxesWhen enabled, an alert box will display failure(s) the flight is loaded.

“New Failure” Alert BoxesIf a random failure(s) is enabled, warnings will display when each new failure(s) occurs.

Quick Tips at StartupCheck to enable Level-D “tips” at FS startup.

Pause at Top of DescentCheck this box to pause the program when the aircraft reaches the FMC’s calculated T/D (Top of Descent). An arrival runway must be programmed. Simulation rate of 1X only.

The Instructor can be activated if FAILURES have been enabled.

Introduction 15


Permits import and export of panel settings to and from saved flights. All flights saved via the FS “Save Flight” menu have the 767 panel settings at the time of saving stored in a file along with the default simulator settings. These 767 specific panel settings may be imported and exported using this menu option.

Import panel data from a flight... Option to import 767 panel settings from a previously saved flight into the current simulator session. Secondary checkbox option to “Import FMC Data with Panel Settings”. Check to enable importation of FMC data.

Export current panel data from a flight…Option to export the current 767 panel settings to a previously saved flight. All 767 specific data for the saved flight is over-written with new data from the existing simulator session.

Both of these options use the same selection boxes that list the saved 767 flights that are available for import/export. Select the desired flight and follow the directions in the dialogue boxes to perform the selected operation.

Define default panel settings…Option to define default start-up panel settings.

Define failures...Displays a submenu for the definition of 767 system failures.

Use the �the failure rate�each system that are available to the random failure generator. The rate of random failures is set using the Mean Rate dialogue boxes. For the countd�to the failure type.

Repair failures Select this item to repair all active & pending failures. This action restores the failure menu so that all failures are available once again for selection.

Reset failure timer Select this item to reset the timer for a countdown failure.

Ground RequestsUse this menu on the ground to handle requests for items that occur outside of the aircraft.

Ground Requests are also available via the Communications panel on the overhead panel. 0 Connect interphone only

Requests the connect/disconnect of the interphone. Text changes to indicate the status of the ground connection.

1 Connect external powerRequest connect/disconnect of the external power source. External power is indicated on the overhead electrical panel by the AVAIL light in the EXT PWR switch.

2 Connect external airRequest connect/disconnect of the external air. The text changes to indicate the status of the external air.

3 Pushback… Presents a sub-menu for pushback control. Select the distance for the pushback using the dialogue box. Use the slider bar to specify if a turn should be performed during the pushback. Check the “Push and Start” box to indicate that an engine start will be performed during pushback. Check the “Disconnect interphone” box to have the ground crew automatically disconnect the interphone after pushback.

4 Repair failuresInitiates a request that the ground crew repair all failures. This function is the same as the Repair Failures selection found above, except that the request is verbally played as a cockpit to ground interaction.

Add-onsB767 Specific ►

Introduction 16

Introduction 16Level-D Simulations 767-300ERRealism and carrier options...

Carrier optionsStandard-style EADI or Speed tape EADI

Drop down menu for the selection of two different EADI presentation styles. The standard style EADI displays a fast/slow gauge along the left side of the display. The speed tape EADI presents a speed tape in place of the fast/slow gauge, along with a reformatting of the AFDS mode Annunciators.

Dual cue or Single cue Flight DirectorToggles the presentation of the flight director between the single cue (bat wing) & the double cue (crosshair) format.

Climb Thrust Derate WashoutSets the removal altitude derate climb power on Thrust Rating Panel.

None Derate climb is never reduced. 12000 At 10000 derate is removed proportionately up to 12000ft. Upon reaching 12000ft climb thrust equals normal climb thrust.30000 At 10000 derate is removed proportionately up to 30000ft. Upon reaching 30000ft climb thrust equals normal climb thrust.

AFDS automatic multi-channel When checked, the AFDS automatically engages for an autoland without pilot action. When un-checked, the autopilot channels must be manually selected by the pilot to engage the AFDS for an autoland.

GPWS altitude calloutsWhen checked, altitude callouts are automatically generated based on Radio Altitude during the descent for landing. When un-checked, no altitude callouts are made.

EADI Displays A/T flag When checked, the EADI annunciates “A/T” when the autothrottle is engaged. When unchecked, “A/T” is not annunciated on the EADI at any time.

Airspeed BUGS optionSpeed bugs can be set automatically using a hidden mouse click area in the lower left corner of the airspeed gauge. The speed bugs are set according to the following schedule when the mouse area is clicked:

On the ground (for Takeoff): Checked: V1, VR, V2 (MCP bug), Vref30+40, Vref30+80. Un-Checked: V1, V2 (MCP bug), Vref30+20, Vref30+40, Vref30+60, Vref30+80. In flight (for Landing): Checked: Vref30, Vref30+40 Vref30+80. Un-Checked: Vref30, Vref30+20, Vref30+40, Vref30+60, Vref30+80

Load carrier options with flights Check this box to cause carrier options to be loaded with other 767 panel data when recalling a saved flight via the MSFS menu. When unchecked, the carrier options are not changed when loading saved flights (situation files).

RealismBattery discharge

Battery discharge can drain the battery dead. Electric load shedding

Realistic electrical load shedding occurs. Pneumatic loads

Realistic pneumatic/air load occurs, requiring duct pressure of 30 psi or greater for engine start.Engines damage

Engines are subject to damage when operated abnormally.Realistic fuel feed

Engine fuel feed requires correct fuel panel configuration. Above 18,000 feet, engine restart is not possible without fuel pumps. Also, engine flameout is possible above 18,000 feet with the fuel pumps turned off.

Automatic door opening Cabin and cargo doors open & close automatically.

Introduction 17

Introduction 17Level-D Simulations 767-300ERIRS position drift

IRS positions are subject to drifting error. IRS needs position entry

IRS coordinates must be entered during alignment. IRS real align duration

When checked, IRS position align = 10 minutes. When unchecked, IRS position align = 2 minutes.Autoland restrictions

The autoland system is subject to systems limitations (see AFDS section). When unchecked, an autoland can be performed at any time.

Failures repaired by ground crewFailures are repaired when engines shutdown.

FMC tunes ILS When a landing runway is selected in the FMC, the ILS frequency is automatically tuned into the ILS receiver when the aircraft is within 20 nautical miles of the landing runway.

Load realism options with flights Check this box to cause realism options to be loaded with other 767 panel data when recalling a saved flight via the FS menu. When unchecked, the realism options are not changed when loading saved flights.

Aircraft Model Features The 767-300 visual model has been expertly detailed with many unique features and aircraft animations. All flight control

surfaces move accurately in response to cockpit controls. Gear and flap animations are accurate and highly detailed. In addition to these standard aircraft animations, some unique features can be noted on the aircraft visual model.

Ram Air Turbine (RAT)Deploys anytime both engines are shutdown while in flight and can be deployed manually by pushing the RAM AIR TURB switch on the Overhead Panel. The RAT propeller spins based on airspeed. The spinner animation reacts to airspeed changes.

APU Inlet DoorOpens anytime the APU switch is in the RUN position

Cabin Pressure Outflow ValveThe outflow valve’s primary purpose is to maintain a comfortable cabin pressure for passengers without exceeding the aircraft’s structural capabilities. The outflow valve limits the pressure differential between the outside of the aircraft and the inside of the aircraft.

TailskidPrevents damage to the fuselage on takeoff and landing. Extends when the gear lever is down and retracts when the gear lever is up or off (assuming hydraulics and electrics are available).

Aileron DroopThe inboard ailerons droop in response to flap selection. Aileron droop is indicated in the cockpit on the aileron pointer gauge.

Introduction 18


Level-D 767 SpecificationsThe 767-300ER is an extended-range, higher gross weight version of the aircraft. The Boeing Aircraft Company’s

development of the -300ER began in January of1985. As of December, 2006, airlines had ordered five hundred and thirty-four 767-300ER’s, and 514 orders had been filled.

Imperial (lbs) Metric (kg)Operating Empty Weight 197,000 89,545Max Takeoff Weight 408,000 185,454Max Zero Fuel Weight 288,000 130,909Max Landing Weight 310,000 140,909Max Fuel Weight 161,740 73,518

Range: 6,289 m 10,121 km Typical city pairs: Los Angeles/Frankfurt

Max Cruise Altitude 43,100 feetNormal Speed (FL350) M0.80 (530m / 851k)Max Seating Capacity 350

Power Plant, Controls & FuelTwo high-bypass turbofans in pods, pylon-mounted on the wing leading edges. Powered by two General Electric

CF6-80C2 engines rated at 61,500 pounds of thrust per engine. Engine controls include the throttles, fuel cut-off switches, EEC switches, fire handles, and the Thrust Rating Panel (TRP). The FMC contains performance information for the engines and coordinates with the autothrottle and TRP to control engine power for de-rated takeoffs as well as VNAV climb, cruise and descent. Fuel in one integral tank in each wing, and in centre tank with refuelling point in port outer wing.

Fuel LoadMetric (FSX Settings> General> International> HYBRID (Feet, Milibars) Tank Kilograms Liters Main Wings 18,449 X 2 22,977 X 2 Center 36,473 45,425 TOTAL 73,371 91,379

Imperial (FSX Settings> General> International> U.S. SYSTEM (Feet, Inches) Tank Pounds Gallons Main Wings 40,669 X 2 6,070 X 2 Center 80,400 12,000 TOTAL 161,738 24,140

Aircraft Dimensions Wing span 47.57 m (156 ft 1 in) Length 54.94 m (180 ft 3 in) Fuselage 53.67 m (176 ft 1 in) Height overall 15.85 m (52 ft 0 in) Tailplane span 18.62 m (61 ft 1 in)

767 firsts...• two-person flight deck on a widebody airplane. • common pilot type rating with the Boeing 757. • vacuum toilet waste system.• to use brakes made of carbon fiber.• airplane to achieve both 120- and 180-minute ETOPS approval.• widebody airplane to offer a choice of three passenger sizes -- the 767-200ER, 767-300ER and 767-400ER • large commercial airplane to use efficiency-enhancing “raked” wingtips.

Introduction 19


MissionsThe missions included with the Level-D 767 for FSX are available from the FSX “Missions” menu.

1. Missions menu.2. Category. From the dropdown select Level-D B767-300ER.3. Skill Level. Choose “All Skill Levels” from the dropdown menu to view all Level-D 767 Missions.4. Show saved Missions. Enable checkbox to view the user-saved mission files. If you choose to save a file during

the execution of a mission, the files will be displayed below the mission name in the missions listing (5).5. Missions Listing. Choose a mission. User-saved mission files will display below missions if “Show saved

Missions” is enabled.6. Enable changes in selected Mission (no rewards given). Enable checkbox to allow changes to the mission. There

are no rewards granted for the successful completion of Level-D 767 missions.*7. Delete. Option to delete selected user-saved mission file.8. Fly Now! Get going...

* The missions included with the 767 for FSX do not present a “reward” for successful completion. We are still exploring the limits of mission creation with the 767 and hope to release “reward mission modules” in the near future. Perhaps users will be inspired to try to create their own Level-D 767 missions, or work to add to the Golden Gate Run?

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Introduction 20


Situation FilesWhen our real world Captain and First Officer arrive at the flight deck, they are usually greeted with an aircraft that

is powered and ready for flight. But, what if you want to start the aircraft from a cold and dark panel state? Or, you’d like to have just the aircraft powered and IRS aligned? If you’re interested in starting your workday as you choose, we have included some start-up flight deck configurations that can be imported to any location your 767 is parked at. You can also setup and save your own “situation” file. Once that file is saved, you can then quickly import the panel settings for every departure location. It’s a simple and efficient way to start a flight. This page describes how to save a file for future use.

SETTING & SAVING• From the FREE FLIGHT screen/menu, choose any Level-D 767 aircraft. No need to worry about location, weather,

time & season or fuel. Choose “Fly Now”. The simulator will load with the engines running.• Shut down the aircraft. Follow the “Shutdown” & “Complete Shutdown” Checklist(s) from the Normal Procedures &

Checklist. Once you’re satisfied with the panel state you have, then...• Save the flight: Press “Save...” Choose OK. That’s it. The file has been saved. Enjoy your flight.

For subsequent flights, simply follow these directions:

LOAD• From the FREE FLIGHT screen of FSX menu select “Load...” button. • Choose the file you have saved from the “Load Flight” screen. Press “Fly Now!”

IMPORT• From the Add-ons > B767 Specific menu select “Import Panel Data From A Flight...” • Select any of the available 767 flights or one you have created. NOTE Secondary checkbox option to “Import FMC

Data with Panel Settings”. Check to enable importation of FMC data.• Choose IMPORT and press OK. The panel (and aircraft) will revert to the state (the exact settings you have

saved), and you can begin your workday as you choose!

The 767 for FSX includes mission and situation files

• Golden Gate Run ~ CYVR to KSFO (Aircraft Operating Tutorial with 9 panel states)

• EBBR Approach • EBBR to EGLL & EGLL to EBBR • KATL to EBBR

• Failure Scenario 1 & 2 • Parked at Seattle

Introduction 21


Configuration ManagerThe Level-D 767 includes a Configuration

Manager utility to change the aircraft setup. By default the program is installed to the desktop and is configured as depicted on this page. To change the default weights, run the Configuration Manager.

1. Select the type of flight from the menu> Empty> Short Haul Flight> Long Haul Flight

2. Select (Passenger) Load type• Empty• Random• Full

3. Choose Cargo LoadClick on the Cargo Load button.

4. Configure the Cargo HoldsA cargo subscreen page will display. The cargo holds (1 to 5) are “loaded” by holding and dragging the mouse over each of the five cargo areas. Load bags and cargo on the basis of 2/3 in the rear holds (with no more than 500kg (1100lbs) in Hold 5) and 1/3 in the front holds (as depicted).

5. Propose the fuel load quantityPropose the amount of fuel you will need for your flight by pressing on the MINUS or PLUS buttons located to the left and right. This is a “proposed fuel amount” only. Once FSX is started and the Level-D 767 loads, you will have to manually load the fuel via the menu bar to match the amount you have “proposed”. The FSX fuel load must match the Configuration Manager’s proposed amount. This is important for the %MAC & CG takeoff trim values calculation.Watch your weight! The Configuration Manager will display incorrect / overweight amounts in red.

Do not exceed these limitsMax Takeoff Weight 408000 lbs 185454 kgMax Zero Fuel Weight 288000 lbs 130909 kg

6. Choose Save SettingsThe configuration manager records the Zero Fuel Weight and Takeoff Weight within the aircraft.cfg. NOTE It does not record/change the fuel amount. A loadsheet text file entitled “767loadsheet.txt” will be generated with this information. The “767loadsheet.txt” file is saved (by default) to the C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763 folder.

7. Exit the Configuration Manager

3D & 2D Configuration for FSXThe FSX version of the Configuration Manager does

not include a “No VC” panel option. By default 2D panels and VC cockpit are active.

The Virtual Cockpit preferences are set from the FSX Options> Settings> Display> Cockpit Settings menu.

For users who prefer to fly with a 2D panel only (NO VC), some one-time editing of the individual model configuration files must be done.

To enable 2D panel view (NO VC) follow these steps:1. Open a model.xx (xx=GE, RR or PW) directory

from the ...\FSX\SimObjects\Airplanes\LVLD_B763 folder

There are 3 files inside each model.xx folder: 767300.mdl, 767300_interior.mdl & model.cfg

2. Open the model.cfg file with a text editor (Notepad)The model.cfg text string:

[models]normal=767300interior=767300_interior

Delete the interior=767300_interior text string.The model.cfg text string should now read:

[models]normal=767300

3. Save the file: File> Save4. Close the model.cfg file.5. Repeat the procedure for each model.xx file.

New 2D “do-it-yourself” configuration

feature for FSX... it‛s retro-cool!

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Cargo Subscreen

1 2 3 4 5

Default WeightZFW 245,000 lb 111,300 kg

FSX GOTCHA!If you alter and save the payload from the FSX payload menu the configuration settings will be overwritten.

Load hold 5 with no more than 500kg (1100lb)

Introduction 22


Repaint ManagerThe Repaint Manager is the utility program used to install 767 liveries to FSX. The Repaint Manager is available

from the Windows START> menu. The installation directory is ...\FSX\SimObjects\Airplanes\LVLD_B763\RepaintManager_767.exe.

The utility offers 3 options to ADD, REMOVE or PREPARE aircraft liveries. The instructions for the operation of the Manager are included on the MAIN, ADD (1), REMOVE (2) and PREPARE (3) screens.

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Repaint Manager for FSX information• Installs FS9 .LDS files to FSX.• Packages FSX repaint files with the .LDX file

extension (new FSX format).• An aircraft texture.cfg file will be copied to the

folder if not present in the package.NOTE• When packaging an aircraft repaint, make

sure to include a texture.cfg file in the texture folder that correctly links the proper subfolders (an unmodified version of the texture.cfg is located in the LVLD_B763\Media\Base Textures folder).

• Make sure to include a thumbnail.jpg file that is 400 x 200 pixels in size. NOTE If you do not include a thumbnail image with your repaint, FSX will display the “?” icon below on the left. A 767 “No Preview” thumbnail.jpg is provided in the .../LVLD763/Media folder.

• Finally, make sure the aircraft “title” and “ui_variation” entries in the aircraft.cfg file are named appropriately.

Introduction 23


Keyboard AssignmentsThese are the default keyboard sequences assigned to the Level-D panel mouse clicks. You can change them from

the Level-D Simulations> Custom Controls> menu. MS Flight Simulator keyboard commands may be viewed (by default) at C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\UIRES\kneeboard_keys.htm.

AutoPilotsLeft AutoPilot ......................................CTRL+SHIFT+7Center AutoPilot .................................CTRL+SHIFT+8Right AutoPilot ....................................CTRL+SHIFT+9Disconnect Bar (cycling) .......................Z Flight Director (captain) ........................CTRL+FAltitude HOLD Mode .............................CTRL+ZVertical Speed (V/S) Mode ...................CTRL+P Flight Level Change (FLCH) .................CTRL+I Vertical Navigation (VNAV) ...................CTRL+V Lateral Navigation (LNAV) ....................CTRL+NHeading Select Mode ...........................CTRL+H Heading HOLD Mode ...........................CTRL+J Localizer (LOC) Mode ..........................CTRL+O Back Course (BC) Mode .......................CTRL+B Approach (APP) Mode ..........................CTRL+A Altitude Window (+) ..............................SHIFT+CTRL+Z Altitude Window (-) ...............................CTRL+TAB+Z V/S Window (+) .....................................SHIFT+CTRL+PV/S Window (-) .....................................SHIFT+TAB+P Heading Window (+) .............................SHIFT+CTRL+H Heading Window (-) ..............................CTRL+TAB+H

AutoThrottleAutoThrottle Switch ..............................SHIFT+RAirspeed (SPD) Mode ...........................CTRL+M N1 Mode ...............................................SHIFT+CTRL+N Go Around (GA) Mode ..........................SHIFT+CTRL+G IAS/MACH Selector ..............................SHIFT+I Speed Intervention ...............................SHIFT+CTRL+MSpeed Window (+) ................................SHIFT+CTRL+V Speed Window (-) .................................CTRL+TAB+V

Crew Alerting SystemMaster Switch .......................................M Cancel Messages .................................CRecall Messages ..................................K Decision Height (+) ...............................DDecision Height (-) ................................TAB+DLower EICAS Mode ..............................XGround Prox G/S Overdrive .................TAB+M (F/O Panel)Ground Prox Flaps Overdrive ...............TAB+C (F/O Panel)Ground Prox Gear Overdrive ................TAB+K (F/O Panel)

Electric systemsBattery Master Switch ...........................CTRL+= (EQUAL)Standby Power (+) ................................TAB+XStandby Power (-) .................................SHIFT+TAB+XAPU Generator .....................................SHIFT+CTRL+A External Power .....................................SHIFT+CTRL+TAB+PLeft Bus Tie Breaker .............................SHIFT+CTRL+YRight Bus Tie Breaker ........................SHIFT+TAB+YLeft Utility Bus .......................................SHIFT+CTRL+, (COMMA)Right Utility Bus ....................................SHIFT+CTRL+TAB+, (COMMA)Left Generator ......................................SHIFT+CTRL+XRight Generator ....................................SHIFT + CTRL + TAB + XAPU Starter (+) .....................................NUM DEL (NumPad DEL KEY)APU Starter (-) ......................................TAB+ NUM DEL (NumPad)

EnginesIgniters (+) ...........................................TAB+NUM 4Igniters (-) ............................................TAB+NUM 1Left Starter (+) .....................................TAB+NUM 8Left Starter (-) ......................................TAB+NUM 9 Right Starter (+) ..................................TAB+NUM 2Right Starter (-) ...................................TAB+NUM 3Left EEC ...............................................SHIFT+CTRL+F5Right EEC .............................................SHIFT+CTRL+F6Left Engine Anti-Ice ..............................SHIFT+CTRL+F8Right Engine Anti-Ice ............................SHIFT+CTRL+F9

Flight Control SurfacesManual Stab Trim Up ............................NUM 7 (NumPad)Manual Stab Trim Down .......................NUM 1 (NumPad)Left Stab Trim Cut Off ..........................SHIFT+CTRL+NUM 7 Right Stab Trim Cut Off .........................SHIFT+CTRL+NUM 1 Alternate Gear ......................................CTRL+G (F/O Panel)Alternate Flaps .....................................CTRL+XLeft Yaw Damper ..................................CTRL+DRight Yam Damper ...............................CTRL+TAB+DWing Anti-Ice ........................................SHIFT+CTRL+F7

Flight Management Computer FMC Keyboard (ON/OFF) .....................SHIFT+ KFMC Line Select Key 1L .......................SHIFT+CTRL+1FMC LSK 2L .........................................SHIFT+CTRL+2FMC LSK 3L .........................................SHIFT+CTRL+3FMC LSK 4L .........................................SHIFT+CTRL+4FMC LSK 5L .........................................SHIFT+CTRL+5FMC LSK 6L .........................................SHIFT+CTRL+6FMC LSK 1R.........................................SHIFT+CTRL+TAB+1FMC LSK 2R.........................................SHIFT+CTRL+TAB+2FMC LSK 3R.........................................SHIFT+CTRL+TAB+3FMC LSK 4R.........................................SHIFT+CTRL+TAB+4FMC LSK 5R.........................................SHIFT+CTRL+TAB+5FMC LSK 6R.........................................SHIFT+CTRL+TAB+6FMC INIT REF Key ...............................SHIFT+YFMC RTE Key .......................................SHIFT+TFMC DEP/ARR Key ..............................SHIFT+DFMC VNAV Key ....................................SHIFT+VFMC FIX Key ........................................SHIFT+TAB+FFMC LEGS Key ....................................SHIFT+CFMC HOLD Key ....................................SHIFT+OFMC PROG Key ...................................SHIFT+GFMC MENU Key ...................................SHIFT+UFMC NAV/RAD Key ..............................SHIFT+NFMC PREV PAGE Key .........................SHIFT+- (NumPad MINUS)FMC NEXT PAGE Key .........................SHIFT++ (NumPad PLUS)FMC EXEC Key ....................................SHIFT+X

Fuel Feed (Use number pad numbers)Left Aft Pump ......................................CTRL+TAB+1Left Fwd Pump .................................... CTRL+TAB+2Right Aft Pump ....................................CTRL+TAB+6Right Fwd Pump .................................CTRL+TAB+5Left Center Pump ................................CTRL+TAB+3Right Center Pump .............................CTRL+TAB+4Left Fuel Control Switch ......................SHIFT + CTRL + F11Right Fuel Control Switch .....................SHIFT + CTRL + F12Fuel CrossFeed ....................................F

...continued next page

NOTE Keyboard Assignments with BOLDED TEXT denotes that they have been reassigned for the 767 for FSX.

Introduction 24


Hydraulic & Brake systemsLeft Main Eng Pump ...............CTRL+UCenter Elec Pump 1 ...............SHIFT+CTRL+BCenter Elec Pump 2 ...............SHIFT+CTRL+TAB+BRight Main Eng Pump .............CTRL+TAB+GLeft Demand Pump (+) ...........SHIFT+; (SEMI-COLON)Left Demand Pump (-) ............SHIFT+TAB+; Center Demand Pump (+) ......SHIFT+= Center Demand Pump (-) .......SHIFT+TAB+= Right Demand Pump (+) .........SHIFT+CTRL+; Right Demand Pump (-) ..........SHIFT+CTRL+TAB+; Deploy Ram Air Turbine .......SHIFT+CTRL+TAB+’ (APOSTROPHE)Autobrakes (+) ........................U Autobrakes (-) .........................TAB+U Reserve Brakes ......................SHIFT+CTRL+R

Inertial Reference System IRS Display Selector (+) .......................SHIFT+F5IRS Display Selector (-) ........................SHIFT+TAB+F5IRS Sys Display (+) ..............................SHIFT+F6IRS Sys Display (-) ...............................SHIFT+TAB+F6Left IRU Mode (+) .................................SHIFT+F7Left IRU Mode (-) ..................................SHIFT+TAB+F7Center IRU Mode (+) ............................SHIFT+F8Center IRU Mode (-) .............................SHIFT+TAB+F8Right IRU Mode (+) ...............................SHIFT+F9 Right IRU Mode (-)................................SHIFT+TAB+F9

Miscellaneous CommandsCRT Screens Brightness (+) .................SHIFT+B CRT Screens Brightness (-) ..................SHIFT+TAB+BCabin Door ...........................................SHIFT+ECargo Door (Forward) ..........................SHIFT+E+2Cargo Door (Rear) ................................SHIFT+E+3No Smoking (+) ...................................SHIFT+CTRL+[ No Smoking (-) ....................................SHIFT+CTRL+TAB+] Seat Belts (+) ........................................SHIFT+CTRL+= (EQUAL)Seat Belts (-) .........................................SHIFT+CTRL+TAB+= (EQUAL)

NavigationInstrument Source Selector (+) ......... \Instrument Source Selector (-) ..........SHIFT+\NAV1 Tuning (AUTO/MAN) ..................SHIFT+CTRL+QHSI Range (+) .......................................SHIFT+F11 HSI Range (-) .......................................SHIFT+TAB+F11 HSI Mode (+) ........................................SHIFT+F12HSI Mode (-) .........................................SHIFT+TAB+F12Heading Ref (MAGN/TRUE) ................TAB+H

Pneumatic systemsTrim Air .................................................SHIFT+CTRL+OLeft Recirc Fan .....................................TAB+FRight Recirc Fan ...................................CTRL+TAB+FLeft Pack (+) .........................................SHIFT+QLeft Pack (-) ..........................................SHIFT+TAB+QRight Pack (+) .......................................SHIFT+JRight Pack (-) ........................................SHIFT+TAB+JLeft ISLN Valve .....................................SHIFT+CTRL+LCenter ISLN Valve ................................SHIFT+CTRL+JRight ISLN Valve ...................................SHIFT+CTRL+KLeft Engine Bleed ...............................SHIFT+CTRL+TAB+LAPU Bleed ............................................SHIFT+CTRL+TAB+JRight Engine Bleed ...............................SHIFT+CTRL+TAB+K

Thrust Rating PanelTake Off Power .....................................CTRL+F5Climb Power .........................................CTRL+F6Derated Climb 1 ....................................CTRL+F7Derated Climb 2 ....................................CTRL+F8 Continuous Power ................................CTRL+F11Cruise Power ........................................CTRL+F12

Keyboard Assignments with BOLD TEXT denotes that they have been reassigned for the 767 for FSX version.

Installation DirectoriesAircraft...\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763

Aircraft Repaint Manager (Program)...\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763

Aircraft Repaints (Installation Directory)...\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763\Downloads

Configuration Manager (Program)...\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763

Crew Voices...\Microsoft Flight Simulator X\Level-D Simulations\B767-300\Sounds

FMC saved Flightplans (xxxxxx.RTE)...\Microsoft Flight Simulator X\Level-D Simulations\navdata\Flightplans

FSX Categories (fsx.cfg)...\Documents and Settings\username\Application Data\Microsoft\FSX

Keyboard Assignments (767LVLD_REF.htm)...\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763

Language Modules...\Microsoft Flight Simulator X\Level-D Simulations\Language modules

License (Flight1 Key)C:\Flight One Software

Mission files...\Microsoft Flight Simulator X\Missions\Level-D B767-300ER

Model configuration (model.cfg)...\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763

Modules (LVLD.dll & FSUIPC)...\Microsoft Flight Simulator X\Modules

NavData SID, STARs, APP (xxxx.xml) & AIRAC data...\Microsoft Flight Simulator X\Level-D Simulations\navdata

Operating Manual & General Information...\Microsoft Flight Simulator X\Level-D Simulations\B767-300

Situation files (xxxxx.FLT, xxxxx.FMC & xxxxx.WX)...\Documents and Settings\USERNAME\My Documents\Flight Simula-tor X Files

Software Developer’s Kit...\Microsoft Flight Simulator X\Level-D Simulations\Level-D SDK

Introduction 25


Level-D Simulations Team

Main Development Wade Chafe

Laurent Crenier Pedro Sousa (FMC)

Aircraft Visual Model Yutaka Mitsushi

Aircraft & Panel Artwork Yutaka Mitsushi

Gary Hayes Eric Ernst

Aircraft Sounds Ben Alexander Brown, Eric Ernst, Tero Partanen

Operations Manual Eric Ernst, Daryl Shuttleworth

Support & Tutorials Daryl Shuttleworth

Crew Voices Maree Bach, David Barrington, Gina Barrington, Dennis Di Franco, Ana Di Franco, Eric Ernst

Ian Mitchell, Daryl Shuttleworth, Martin Pailthorpe (B767 First Officer), John Triner Bill Van Caulart, Jenny Van Caulart

Aircraft Photographs David Barrington, Eric Ernst, Mark McGrath

NAVData Richard Stephan (http://navdata.at/)

Technical Advisors David Barrington (B767 Captain), Eric Ernst (B767 First Officer), Marco Koolstra (B767 Engineer) Joe Panford (B767 Captain), Sean Trestrail (B767/A330 Captain), Anthony Vallillo (B767 Captain)

Testing Haroon Anwar, Jason Barlow, Dean Barry, Mike Bevington, Bill Van Caulart, Dennis Di Franco

Robert Hall, Lee Hetherington, Bob Klemm, Todd Legon, Mark McGrath, Ian Mitchell Mike Murphy, Tero Partanen, Daryl Shuttleworth, Harv Stein

Special Thanks Ian (aircraft systems)

Mike Bevington (ftp server)Dennis Di Franco (ftp server & pdf formatting)

Ron Freimuth (flight modelling advice)Lee Hetherington (TCAS Logic module)

Mark McGrath (Weight & Balance)Ian Mitchell (PROCIO Utility)

Tero Partanen (video recording & real simulator sessions)Fraser Turner (thrust reverser and wing flex code)

Nico Kaan (S.D.K. testing)

Airplane, General 26

Airplane, General 26Level-D Simulations 767-300ER

Airplane, GeneralThis chapter describes miscellaneous airplane systems, including lighting systems and passenger cabin signs.

Aircraft LightingThe landing lights consist of the left, right, and nose

gear landing lights. The left and right landing lights are located in the left and right wing root and are optimized for flare and ground roll. The two nose gear–located landing lights are optimized for approach. The nose gear landing lights are inoperative when the nose landing gear is not down and locked.

There are two runway turnoff lights. They are located in the left & right wing root. The navigation position lights are standard red (left forward wing-tip), green (right forward wing-tip), & white (aft tip of both wings) position lights. The white anti–collision lights are strobe lights located on each wing tip. The red anti–collision lights are strobe lights located on the top and bottom of the fuselage. The Wing lights are installed on the fuselage and illuminate the leading edge of the wing. Two taxi lights are installed on the fixed portion of the nose landing gear. The lights are inoperative when the nose landing gear is not down and locked. Logo lights are located on the stabilizer to illuminate the logo on the vertical tail surface.

Flight Deck LightingFlight deck lighting is provided for panel illumination,

area lighting, and localized illumination. Flood lights and light plates provide panel illumination. Panel and flood lights illuminate the forward panels, and glareshield. When the light override switch is ON, the forward panel flood lights, glareshield flood lights and all illuminated annunciator lights illuminate at full brightness.

Indicator LightsIndicator light brightness can be set to DIM or BRT with

the indicator lights selector. The system automatically overrides the DIM position and illuminates the indicator lights full bright if the ambient flight deck light level increases to a preset crossover light value as detected by system sensors located on the center forward panel.

Emergency LightingThe aft flight deck dome light (one bulb only),

passenger cabin interior and exterior lights are powered by the emergency lighting system. These lights provide illumination for evacuating the airplane. The system is controlled by the emergency lights switch on the overhead panel. The switch can be used to manually activate or arm the system for automatic operation. Automatic operation occurs if DC power fails or is turned off when the system is armed.

Passenger Cabin SignsThe passenger cabin signs are controlled by overhead

panel selectors. All passenger signs can be controlled by positioning the respective selector to ON, AUTO or OFF. When the FASTEN SEAT BELTS and NO SMOKING selectors are in the OFF position, and the cabin altitude exceeds 10,000 feet, the FASTEN SEAT BELTS and NO SMOKING signs illuminate.



Aircraft and Panel Lighting Controls Control for aircraft lighting is provided on the visible overhead panel of the 2D cockpit and on the overhead

panel in the 3D cockpit. The controls are the same in both environments. Two of the switches control interior panel lighting while the rest of the switches control exterior aircraft lights. An exciting feature of the Level-D 767 is the implementation of individual exterior light controls.

Interior Lighting Controls1. Panel Flood Toggles the main panel

flood lights on and off. 2. Light Override Switch Simulates

the illumination of the cockpit dome light. All panels become completely illuminated when pressed in.

Exterior Lighting Controls

3. Taxi Turns the taxi light on and off. The taxi light is found near the bottom of the nose gear assembly. 4. Runway Turnoff Individual control over the left and right runway turnoff lights. These lights are found within the

landing light assembly near the wing root. They illuminate the sides of runways and taxiways. 5. Landing Individual control over the left and right landing lights. 6. Nose Gear Turns the nose gear lights on and off. Two nose gear lights are found near the top of the nose gear

assembly. These lights are used for takeoff and landing. 7. Position Turns the position lights on and off. The positions lights are the red, green and white lights found at the tips

of the wings.8. Red Anti-collision Turns the red rotating beacons on and off. These are located on the top and the bottom of the

aircraft fuselage. 9. White Anti-collision Turns the white anti-collision (strobe) lights on and off. These are located at the ends of

each main wing. 10. Wing Turns the wing lights on and off. These lights illuminate the main wings and are located on each side of

the fuselage.

11. Logo Turns the logo lights on and off. These lights illuminate the vertical fin.

6 & 5

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Emergency Lighting ControlsLocated in the upper center overhead panel.

OFF Prevents emergency lights system operation if airplane electrical power fails or is turned off.

ARMED All emergency lights illuminate if airplane electrical power fails or is turned off.

ON All emergency lights illuminate.UNARMED LIGHT The emergency lighting system has been manually

actuated or the emergency lights switch is OFF

Indicator Lights1. EADI & EHSI BRT Located on the main panel, the EADI & EHSI

brightness control knobs (BRT) adjust the brightness of the EADI and EHSI CRT screens

2. EICAS BRT (Upper / Lower) Located on the main panel (below the Lower EICAS), the EICAS BRT knobs control the brightness of the upper and lower EICAS CRT screens.

1 2

Passenger Cabin SignsLocated on the overhead panel.1. No Smoking Selector

OFF No smoking signs are extinguished.AUTO No smoking signs illuminate or extinguish with reference to

landing gear position.ON No smoking signs illuminate.

2. Seat Belt SelectorOFF Fasten seat belts and return to seats signs are extinguished.AUTO Fasten seat belts and return to seats signs illuminate or extinguish with reference to landing gear or flap position.ON Fasten seat belts and return to seats signs illuminate.

Video IndicatorWhen illuminated, the video indicator light (located on the overhead panel)

notifies the flight crew that the onboard entertainment system is active.

Airplane, General EICAS Messages

AdvisoriesNO SMOKING OFF No Smoking sign is selected OFF. PASS SIGNS OFF Both Seatbelt and No Smoking signs are OFF.

1 2

Air, Pneumatic System 29

Air, Pneumatic System 29Level-D Simulations 767-300ER

The pneumatic system is supplied air by the engines, APU or an external air source. The following systems use air from the pneumatic system:

• Air conditioning packs. • Pressurization system. • Engine starting. • Engine and wing anti-ice. • Hydraulic center system. • Thrust reversers.

The engines provide the primary source of air for the pneumatic system in flight. The APU is capable of supplying air for the pneumatic system in flight up to an altitude of 20,000 feet. When the engines are not running, the APU is the primary source of air to run the air condition packs and for engine starting. If the APU is not used (or inoperative), an external air source can be connected via the GND CALL button (Overhead Panel) or the Level-D “Ground Request” menu.

The pneumatic system is separated into three separate systems via isolation valves. The opening and closing of three isolation valves controls distribution of air between the left, center and right pneumatic ducting. Normally the left and right pneumatic systems operate independently to power their respective system components. The center system normally uses air from either the left or right system when available to power its components.

Air, Pneumatic System

Engine Bleeds Bleed valves for the left and right engines control air

supply from the engines to the pneumatic system. Control for these valves is provided by left and right engine bleed valve switches on the overhead pneumatic panel. These switches are pushed IN for all normal operations. When pushed in, the respective bleed valve is automatically controlled to open and close based on system demands. Main Bus DC power is required for the engine bleed valves.

APU Bleed The APU bleed valve controls air supply from the APU to

the pneumatic system. Control for the valve is provided by the APU bleed valve switch on the overhead pneumatic panel. This switch is pushed IN for all normal operations. When pushed in, the APU bleed valve is automatically controlled. The APU is capable of supplying sufficient air for the operation of the air conditioning packs or for engine starting.

The APU bleed valve coordinates operation with the engine bleed valves. System logic provides for air supply to the pneumatic system based on available pressure. If the APU is the only source of air for the system, the APU bleed valve opens. If engine bleed air becomes available and is of sufficient pressure to supply the pneumatic demands, the APU bleed valve closes and the engine bleed valve opens.

The APU is subjected to a one minute cool-down period if the APU bleed valve is in use when the APU is shut down. When the APU switch on the electric panel is turned OFF, the APU bleed valve cycles closed and the APU continues to run for one minute before shutting down. The APU is not subjected to this cool-down period if the APU was not use as a bleed source prior to shutdown.

External Air SourceExternal air is available for hook up to the pneumatic

system via the Level-D Ground Requests menu (or Overhead Cabin Call Panel). There are no cockpit controls for the use of external air. An indication of duct pressure

on the pneumatic panel is the only evidence of external air source availability. External air is generally used when the APU is shutdown or inoperative. The external air source is capable of powering the air conditioning packs and can be used for engine starting as well.

Pneumatic Distribution The left, center, and right pneumatic ducts are

connected by isolation valves. Opening and closing the isolation valves allows air to flow between each system such that one pneumatic air source can power the entire pneumatic system. Flow lines are drawn on the overhead pneumatic panel to help visualize the flow of air in the system. The left system provides air for operation of the left air conditioning pack and left wing anti-ice. The right system provides air for the right air conditioning pack and right wing anti-ice. The center system provides air for the air driven hydraulic pump and for cargo heat.

Prior to engine start, the three isolation valves are normally open so that bleed air from the APU or the external air source can power the entire pneumatic system. After engine start, the left and right isolation valves are normally closed so that the left and right pneumatic systems are provided air by their respective engine bleed valves. The center isolation valve is normally open and the center duct pressurized with air drawn from both the left and right systems. If the center isolation valve is closed, the center system duct can only be pressurized with air from the APU.

Left and right pneumatic duct pressure readings are shown by the pressure gauge on the pneumatic panel. There is no cockpit indication of center system duct pressure. This gauge is normally referenced during engine start since a minimum of 25 psi duct pressure is required for a successful start. If insufficient duct pressure is displayed prior to start, check to make sure the packs are OFF. With the packs off, a normal duct pressure reading is approximately 40 to 60 psi.



The left, center, and right pneumatic ducts are monitored for leaks. A DUCT LEAK light illuminates if a leak is detected in the affected system. Additionally, the left and center ducts are monitored for pressure and temperature. A BLEED light illuminates if there is too much pressure in respective duct. An OVHT light illuminates if there is an over-temperature condition in the respective duct.

Air Conditioning System Two air conditioning packs provide temperature

conditioned air for the cabin and for pressurization. The air conditioning packs operate using bleed air from the respective pneumatic system. Control for the packs is provided by a rotary selector switch that has OFF, AUTO, N, C and W positions. Normally, the packs are run in the AUTO mode when air is available in the pneumatic system. The packs are turned OFF for engine starting or when air conditioning is not desired on the ground.

Setting the pack selector to AUTO opens the pack valve when bleed air is available and provides for automatic temperature control of pack air outlet temperature. The PACK OFF light illuminates if the pack is switched OFF or there is no bleed air available.The cabin temperature controllers regulate the pack output air temperature to satisfy the temperature requirement of the compartment requiring the coolest air (dependent on current zone temperatures and zone temperature settings). The trim air system provides warm air if required to adjust the air temperature demands of the other compartments.

Setting the pack selector to N, C or W opens the pack valve to produce a constant pack outlet temperature. These modes are generally used if the AUTO mode fails. The N mode regulates pack outlet temperature to a constant moderate temperature (approximately 75F/24C). The C mode sets the pack to full cold (approximately 65F/19C). The W mode sets the pack to full warm (approximately 85F/29C).

The Trim Air switch permits the temperature of air flow from the packs to be automatically regulated by the cabin temperature control knobs. If the Trim Air switch is OFF, cabin air is regulated based only on the pack selector setting. The cabin is regulated to 75F/24C if the TRIM AIR switch is OFF and the pack selectors are in AUTO. The Trim Air switch is normally left in the ON position.

The temperature of the air reaching the cabin is controlled to within 65F to 85F by the cabin temperature controllers. Anytime the Trim Air switch is OFF, the cabin temperature controllers are inoperative.

Recirculation fans in the air conditioning system recirculate cabin air into the system. Separate recirculation fans provide air circulation for equipment cooling. The use of recirculated air reduces bleed demands on the engines. Power for the recirculation fans is provided by the Utility Buses. The recirculation fans are normally left ON at all times.

Pressurization System Pressurization of the aircraft is achieved by regulating

the outflow of air from the cabin via an outflow valve. Control of the pressurization system is provided on the overhead panel. The outflow valve is normally controlled by one of two selectable automatic modes. These modes are identical and offer system redundancy. A failure of the operating mode leads to the automatic engagement of the other mode without pilot interaction. If both automatic modes fail, the outflow valve can be controlled manually.

The automatic modes are powered by the Main AC buses. The manual mode is powered by the Standby DC bus.

Pressurization indications are provided on the overhead. Cabin altitude, cabin rate of climb, and cabin pressure differential readings are displayed. The pressurization indicators are powered by the Standby AC bus.

If the cabin altitude exceeds 10,000 feet, a CABIN ALTITUDE warning message is illuminated along with an aural warning. The outflow valve is automatically driven closed in an attempt to maintain remaining cabin pressure when the cabin altitude warning is activated.

Equipment Cooling Flight deck instruments and equipment in the electrical

compartment are cooled using a common air supply, cooling fans, and exhaust ducting. Control for the system is provided on the overhead panel by a selector switch with AUTO, STBY and OVRD positions. The controller is normally left in the AUTO position. This allows for automatic operation of the system. The other positions are used if the automatic system fails or smoke is sensed in the electronics area.

Passenger Oxygen SystemThe passenger oxygen system is supplied by individual

chemical oxygen generators. The oxygen system provides oxygen to the passenger, attendant stations, and lavatory service units. The passenger oxygen masks and chemical oxygen generators are located above the passenger seats in passenger service units (PSUs). Oxygen flows from a PSU generator when any mask hanging from that PSU is pulled. The masks automatically drop from the PSUs if cabin altitude exceeds 14,000 feet. The passenger masks can be manually deployed from the flight deck by pushing the passenger oxygen switch. The passenger oxygen ON light illuminates and EICAS advisory message PASS OXYGEN ON displays when the system is activated.

SET & FORGET TIP: Always leave the three bleed

valves switches pushed IN, as well as the C ISLN

(Center Isolation). For engine start, ensure the L &

R ISLN switches are IN, & turn OFF the PACKS.

After the engine starts, turn the packs back ON and

close the L & R ISLN valves.



Pneumatic System Controls Pneumatic controls are located on the overhead panel.1. Duct Pressure Gauge Displays the duct pressure in the left and right pneumatic ducts. A minimum of 25 psi is

required for engine start. 2. Isolation Valve Switches Control the flow of bleed air between the left, right and center systems.

Switch IN Isolation valve is OPEN. Switch OUT Isolation valve is CLOSED. VALVE Isolation valve is not in the commanded position or is in transit.

Note The center isolation valve is normally open for all operations. The left and right isolation valves are normally open on the ground for engine starts and for pack operation via APU bleed air. The left and right isolation valves are normally closed after both engines are started.

3. DUCT LEAK Light When illuminated indicates a leak has been detected in the respective duct. The duct pressure gauge can be used to confirm a leak in the left or right ducts.

4. Left / Right Engine Bleed Valve Switch Controls the engine bleed valves. Switch IN Engine bleed valve is controlled based on system demands.Switch OUT Engine bleed valve is commanded closed. OFF Illuminates when engine bleed valve is closed regardless of

switch position. 5. APU Bleed Valve Switch Controls the APU bleed valve.

Switch IN APU bleed valve is automatically controlled based on system logic. Switch OUT APU bleed valve is commanded closed. VALVE APU bleed valve is not in the commanded position or is in transit.

Air Conditioning Controls 1. Pack Control Selector Controls the operation of the air conditioning pack.

OFF Pack is commanded OFF. AUTO Pack valve operates when bleed air is available and regulates outlet

temperature based on air conditioning system temperature demands. N = Pack valve regulated to provide a moderate temperature (75F/24C). C = Pack valve regulated full cold (65F/19C). W = Pack valve regulated full warm (85F/29C).

2. Pack Status Annunciators Indicate the status of the respective pack. INOP Respective pack has a fault or has overheated. PACK OFF Pack switch is OFF or no bleed air is available.

3. Trim Air Switch Controls air to the temperature controllers. ON Temperature controllers regulate compartment air temperature. OFF Temperature controllers are bypassed & the cabin temperatures are

regulated to the pack outlet temperature.4. Recirculation Fan Switches

ON Recirculation fan is ON. INOP Recirculation fan is selected OFF or has failed. Illuminates temporarily

when respective utility bus is load shed during engine start. 5. Temperature Control Knobs Regulate the temperature in the respective cabin.

AUTO Temperature in respective cabin is automatically maintained at the selected relative value. Operating range is from 65F/19C (C) to 85F/29C (W).

OFF Compartment temp control is OFF. Compartment temp regulated to the pack outlet temperature.

6. Temperature Selector INOP Lights When illuminated indicate that the respective temperature controller is OFF, the Trim Air switch is OFF, or the temperature controller has failed. All three INOP lights illuminate when the Trim Air switch is OFF.

7. Compartment Temperature Indicator Displays the FWD, MID and AFT compartment temperatures in both celcius and fahrenheit (depends on the enabled FS “International” settings).

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Pressurization Controls 1. Pressurization Mode Control

Selects pressurization system operating mode. AUTO 1 Selects number 1 automatic mode. AUTO 2 Selects number 2 automatic mode. MAN Pressurization is controlled using the manual controller

2. AUTO INOP light Illuminates if both auto controllers have failed or MAN mode is selected.

3. Auto Rate Selector Selects the limit for cabin altitude climb and descent in the AUTO mode. Index rate is 500fpm climb & 300fpm descent.

4. Manual Control Knob Controls the outflow valve when MAN mode is selected. Rotate the knob toward CLIMB to open the outflow valve. Rotate the knob toward DESCEND to close the outflow valve.

5. Outflow Valve Position Indicator Indicates the position of the outflow valve. OP = Open, CL= Closed.

6. Landing Altitude Selector Rotate the knob to set the landing field elevation. The automatic mode sets a pressurization schedule based on this altitude.

Pressurization Indicators 1. Cabin Pressure Differential Gauge

Pounds per square inch (psi).2. Cabin Altitude Gauge

Ft x 1,000.3. Cabin Rate Gauge

Feet per minute (fpm x 1,000).4. Cabin Altitude light (depicted on the EQUIP COOLING panel)

The CABIN ALTITUDE alert illuminates when the cabin altitude exceeds 10,000 feet.

Equipment Cooling Controls 1. Equipment Cooling Selector

Selects the equipment cooling mode. AUTO System is automatically controlled. STBY Manually configures the system for flight.OVRD Switches the cooling fans OFF. Configures valves in the system

to allow cabin differential pressure to discharge air or smoke. Additionally, an interconnect valve opens and the cockpit equipment cooling ducts are fed with fresh air conditioned air from the packs (flowing in the normal direction), rather than recycled air from the forward cargo area. NOTE On the ground, with no differential pressure available, there is no airflow, so the ground warning horn sounds.

2. SMOKE Light Illuminates if smoke is sensed in the system.

3. NO COOLING Light Illuminates if the system is in OVRD mode and no airflow is sensed.

Cargo Heat Controls Heat is directed to the cargo compartment when selected ON. These switches are

normally turned ON after engine start and turned OFF after shutdown.

Passenger Oxygen SwitchLocated next to the EMER LIGHTS on the overhead panel.Push

The passenger cabin oxygen masks drop.Passenger Oxygen ON Light

The passenger oxygen system is operating and the masks have dropped. Advisory Message PASS OXYGEN ON displays on the upper EICAS

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Pneumatics Normal Procedures PREFLIGHT

Engine Bleed Valves ................................................Pushed IN APU Bleed Valve .....................................................Pushed IN Center Isolation Valve ......................................................... ON Left and Right Isolation Valves ........................................... ON Pack Selectors ...................................................... As required Trim Switch .........................................................................ON Recirculation Fan Switches ................................................ ON Cabin Temperature Selectors ................................ As required Pressurization Mode Selector ...................AUTO 1 or AUTO 2 (1=even days, 2=odd days) Pressurization Landing Altitude .......................................... Set Equipment Cooling Switch .............................................AUTO

STARTING Pack Selectors ................................................................. OFF Duct pressure .................................. Confirm 25 PSI minimum After startPack Selectors ...............................................................AUTO Left and Right Isolation Switches ..................................... OFF Cargo Heat Switches .......................................................... ON

IN FLIGHT Monitor cabin temperatures and adjust as necessary. Monitor cabin pressurization.

POSTFLIGHT Left and Right Isolation Switches ....................................... ON Cargo Heat Switches ........................................................ OFF Complete Aircraft shutdownPack Selectors ................................................................. OFF

Air, Pneumatic EICAS Messages

WarningsCABIN ALTITUDE Cabin altitude is above 10000 ft.

CautionsAC BUS OFF, L/R Left or Right Main AC Bus is not powered.BLD DUCT LEAK, L/R A leak is detected in the left or right duct manifold. BODY DUCT LEAK Duct leak between the APU and the center isolation valve. BUS ISOLATED, L/R Left or right bus tie has faulted or ISLN has been selected manually.CABIN AUTO INOP Number 1 and number 2 auto controller has faulted or manual is selected. FWD EQT COOLING No cooling airflow over the instruments detected.

AdvisoriesAFT CABIN TEMP Aft cabin temperature controller failed - switched OFF - or supply duct has overheated. AFT CARGO OVHT Aft cargo compartment has overheated. AFT FUEL PUMP, L/R Left or right aft pump pressure is low or switched off. APU BLEED VALVE APU bleed valve is not in the commanded position. ENG BLD OFF, L/R Left or right bleed valve is closed with the engine running. FLT DECK TEMP Flight deck temperature controller failed - switched OFF - or supply duct has overheated.



FWD CABIN TEMP Forward cabin temperature controller failed - switched OFF - or supply duct has overheated.

FWD CARGO OVHT Forward cargo compartment has overheated. FWD EQPT OVHT Low airflow or overheat in the electrical compartment. FWD EQPT SMOKE Smoke is detected in the equipment cooling duct. MID CABIN TEMP Mid cabin temperature controller failed - switched OFF - or supply duct has overheated. PACK OFF, L/R Left or right pack is OFF or has internally overheated. PACK TEMP L/R Left or right pack outlet temperature is high or a critical system failure is detected. PASS OXYGEN ON Passenger oxygen switch is ON. RECIR FAN, L/R Left or right recirculation fan is OFF or has failed. TRIM AIR OFF The trim air switch is OFF.

StatusCABIN ALT, AUTO 1 2 Number 1 or 2 cabin auto controller failed. CARGO DET 1 Cargo smoke detector test failed or smoke detected.

Advisories continued...

Autofl ight System 35

Autofl ight System 35Level-D Simulations 767-300ER

Flight Control Computers (FCC) Three Flight Control Computers are installed and

are identified as Left, Center and Right FCC. These computers provide the source information for the autopilot and the flight director. Only one FCC is used in normal operations. Two or three FCCs are used when an Autoland is performed. The FCCs require Main AC bus power for operation.

The only pilot control over the FCCs is via the Instrument Source Selector switch on the main panel. The FCC providing flight director commands to the pilot may be changed using this switch. This switch is normally set to the “on-side” FCC (i.e. Left for the Captains instruments).

Autopilot Flight Director System (AFDS) The AFDS uses information from the FCCs to provide

guidance to the pilot and the autopilot via the Flight Director (F/D). The flight director is capable of providing commands for all phases of flight including takeoff. One of three separate autopilots may be engaged after takeoff to automatically follow flight director commands. The flight director modes are controlled via the Mode Control Panel.

Flight Director command bars are displayed on the Electronic Attitude Direction Indicators (EADI) when the respective F/D switch is turned ON via the MCP. The active F/D mode is annunciated on the EADI. On the ground, the F/D is engaged in the takeoff mode (TO). The command bars are displayed wings level at the 8 degree pitch up position on the EADI. After liftoff, the F/D commands a straight flight path at a speed of V2 + 15 or the actual liftoff speed + 15, whichever is greater. The takeoff mode is terminated by the selection of another AFDS mode via the MCP or by engaging the autopilot in CMD mode.

After takeoff, the following vertical and horizontal navigation modes are available for selection on the MCP: Flight Level Change (FL CH), Vertical Speed (VERT SPD), VNAV, Altitude Hold (ALT HOLD), LNAV, Heading Select (HDG SEL), Heading Hold (HDG HOLD), Localizer approach (LOC), Backcourse approach (BCRS), and ILS approach (APP). The use of VNAV is dependant on FMC programming and is discussed in more detail in the FMC section of this manual.

If the F/D switch is not turned ON, the selection of AFDS modes via the MCP is not possible unless an autopilot is engaged in the CMD mode.

Autoflight System Automatic control of the aircraft’s flight path from takeoff to landing is possible with the use of the following systems:

Flight Control Computers (FCC), Autopilot Flight Director System (AFDS), Autothrottle, AFDS Mode Control Panel (MCP), and the Flight Management Computer (FMC).

The FCCs provide the source information for the AFDS. The AFDS provides pitch and roll flight commands to the pilot and the autopilot via the flight director. The autothrottle handles the automatic application of power for each phase of flight. The AFDS MCP located in the center of the main panel provides for control of the Autoflight system. The FMC provides for complete control over route navigation and power settings for climb, cruise and descent.

Autopilot (CMD)Left, Center and Right autopilots are available for

engagement via the MCP CMD buttons. Engagement of an autopilot is annunciated as CMD on the EADI. When engaged, the autopilot moves the flight controls to follow the flight director commands selected on the MCP. Each autopilot requires electrical and hydraulic power to function normally. The Left and Center autopilots are powered by the Left Main AC Bus. The Right autopilot is powered from the Right Main AC Bus. The three autopilots receive hydraulic power from their respective (Left, Center and Right) hydraulic systems.

Normally, only one autopilot is engaged in CMD mode for climb, cruise, descent, and approach by pressing one of the three CMD buttons on the MCP. CMD is annunciated on the EADI to indicate that the autopilot is engaged. When the AFDS is in the APP mode, multiple autopilots may be selected to perform an automatic landing. This procedure is described later in this section.

The F/D switch should always be turned on prior to autopilot engagement. If the F/D switch is OFF, or the flight director is in TO mode, selection of CMD on the MCP results in the AFDS engaging in the VERT SPD and HDG HLD modes. If the AFDS is in a mode other than TO, the autopilot engages in the currently selected mode.

To disengage the autopilot, press the DISENGAGE bar on the MCP or use a keyboard/joystick assigned button. This returns control of the aircraft to the pilot and automatically places the AFDS in the FD mode.

Autothrottle System (A/T)The autothrottle system is capable of automatically

controlling power settings from takeoff until touchdown during an automatic landing. The A/T system is activated using the A/T switch on the MCP. When armed, the autothrottle engages automatically with the selection of an AFDS speed mode. The selected mode is annunciated on the EADI. Once engaged, the autothrottle moves the power levers to the required power setting based on the currently selected AFDS modes.

The autothrottles range of operation is limited by the Thrust Management Computer (TMC) based on the selected Thrust Rating Panel (TRP) mode. The pilot can override the A/T by moving the power levers manually. Once the power levers are released, the A/T moves the power levers back to the originally commanded thrust setting.

The autoflight system is the heart of 767. Understanding all autoflight modes and controls described in this section will greatly enhance your ability to successfully operate the 767-300ER.



The autothrottle may be disengaged by selecting the A/T switch to OFF or by using the keyboard/joystick assigned button. Additionally, the autothrottle is automatically disconnected during single engine operations.

AFDS Lateral ModesAircraft heading is controlled by the following modes:

Heading Hold (HDG HOLD), Heading Select (HDG SEL), Lateral Navigation (LNAV), Localizer approach (LOC), Backcourse approach (BCRS) and ILS approach (APP). A bank limiting system is used to control the maximum bank angle during AFDS commanded heading changes. Once a lateral mode is engaged, it can only be cancelled by selecting another lateral mode or by turning off the autopilot and F/D. Some lateral modes have “armed” conditions which can be cancelled by pressing the respective mode button a second time.

The Heading Hold (HDG HOLD) mode is selected by pressing the HOLD button directly below the heading selector (SEL) knob on the MCP. HDG HOLD is annunciated in green on the EADI when engaged. If selected in level flight, the aircraft maintains the current heading. If selected during a turn, the aircraft rolls out to the current heading. This mode is selected automatically if an autopilot is engaged with no other AFDS mode active.

The Heading Select (HDG SEL) mode is selected by pressing on the SEL knob below the heading window on the MCP. HDG SEL is annunciated in green on the EADI when engaged. When selected, the aircraft is commanded to fly toward the heading displayed in the heading window. This heading is set by rotating the SEL knob. The aircraft will continue to fly toward any heading selected in the heading window while in HDG SEL mode.

Use of the Lateral Navigation (LNAV) mode is dependant on FMC route programming (discussed in the FMC section of this manual) and is selected by pressing the LNAV button on the MCP. LNAV is annunciated on the EADI in white when armed and green when engaged. The armed mode occurs when LNAV is selected and the aircraft is not on the FMC programmed route. When armed, the AFDS remains in the current lateral mode until LNAV is engaged. The engaged mode occurs when the aircraft encounters and/or is following the FMC programmed route. When LNAV is engaged, aircraft heading is automatically controlled to follow the FMC programmed route.

The Localizer approach mode is selected by pressing the LOC button on the MCP. LOC is annunciated on the EADI in white when armed and green when engaged. The armed mode occurs when LOC is selected and the aircraft is not within localizer range. When armed, the AFDS remains in the current lateral mode until LOC is engaged. The engaged mode occurs when the aircraft is actively tracking the localizer. When LOC is engaged, aircraft heading is automatically controlled to follow the localizer.

The ILS approach mode (APP) is selected by pressing the APP button on the MCP. This mode uses the LOC mode to track the localizer in conjunction with vertical guidance from the glideslope mode (GS) to track the glideslope.

The LOC mode works the same as described previously with armed and engaged modes to track the localizer. The glideslope mode also has armed and engaged modes. GS is annunciated on the EADI in white when armed and green when engaged. When armed, the AFDS remains in the current vertical mode until GS is engaged. The engaged mode occurs when the aircraft is actively tracking the glideslope. When GS is engaged, the vertical track of the aircraft is controlled to follow the glideslope.

The Backcourse mode (BCRS) is selected by pressing the BCRS button in conjunction with the LOC button. This mode is exactly the same as the LOC mode except that when engaged, the AFDS tracks the localizer backcourse inbound. BCRS is annunciated in white when armed and green when engaged. The localizer front course must be set in the ILS course window (on the pedestal) for the BCRS mode to function properly.

AFDS Vertical ModesAircraft pitch is controlled by the following modes: Flight

Level Change (FL CH), Vertical Navigation (VNAV), Vertical Speed (VERT SPD), and ILS approach (APP). In general, these modes cause the aircraft to climb or descend until reaching a target altitude set in the altitude window on the MCP. A vertical mode remains active until one of the following occurs: The altitude set in the MCP ALT window is reached (with the exception of some VNAV modes), another vertical mode is selected, or the autopilot and F/D are turned off.

The Flight Level Change mode (FL CH) is selected by pressing the FL CH button on the MCP. FL CH is annunciated in green on the EADI and the A/T is automatically engaged if armed. Additionally, the current aircraft speed is reset in the IAS/MACH window of the MCP and the TRP changes to a CLB mode. When selected, the AFDS and the autothrottle command pitch and power settings to fly the aircraft toward the altitude selected in the MCP ALT window at the selected speed. Changing the IAS/MACH speed on the MCP causes the AFDS to change the commanded pitch angle to maintain the selected speed. If a climb is required, the A/T sets power to the maximum available (based on TRP selection) and the AFDS pitches up to maintain the selected airspeed. If a descent is required, the A/T sets the power to IDLE and enters a throttle hold (THR HOLD) mode while the AFDS pitches down to maintain the selected airspeed. The throttle hold mode disconnects the autothrottle from the power levers which allows the pilot to manually control thrust during the descent.

The Vertical Navigation mode (VNAV) is dependant on FMC programming (see FMC section) and is selected by pressing the VNAV button on the MCP. VNAV SPD or VNAV PTH is annunciated in green on the EADI and the A/T is automatically engaged if armed. Additionally, the TRP automatically changes to a mode appropriate for the phase of flight. If VNAV is selected after takeoff, the TRP changes to a CLB mode and the AFDS commands for a climb toward the FMC programmed altitude or the altitude in the MCP ALT window, whichever is lower. The speed



window on the MCP blanks out when VNAV is selected since speed control is transferred to the FMC. To regain speed control from the FMC, a “speed intervention” mode is available by pressing on the airspeed select knob. This re-opens the speed window for manual adjustment via the MCP. Pressing the airspeed select knob a second time transfers speed control back to the FMC. Descents using VNAV are covered in the FMC section.

The Vertical Speed mode (V/S) is selected by pressing the V/S button on the MCP. V/S is annunciated in green on the EADI when engaged. The A/T does not automatically engage with the selection of the vertical speed mode. The A/T SPD mode is used if the A/T is already engaged. When V/S is selected, the VERT SPD window opens and displays the current aircraft vertical speed. The AFDS then commands pitch to maintain this vertical speed. The A/T (if engaged) controls power to maintain the speed selected in the IAS/MACH window. To change the vertical speed, press the thumb wheel above the V/S button in the desired direction. Unlike the FL CH mode, the Vertical Speed mode is capable of overriding the altitude selected in the MCP ALT window.

The ILS approach mode (APP) is discussed in the AFDS Lateral Modes section. The glideslope mode works as described previously. GS mode engagement automatically replaces any existing vertical modes upon glideslope intercept. Additionally, if the GS mode is armed, pressing the APP button a second time cancels the GS armed mode.

Altitude Hold Mode (ALT HOLD) The Altitude Hold mode automatically engages anytime

the aircraft reaches the altitude selected in the MCP ALT window. ALT HOLD is annunciated in green on the EADI when engaged. Additionally, pressing the HOLD button below the ALT selector knob engages the AFDS in the Altitude Hold mode at whatever altitude exists at the time of selection, regardless of altitude set in the MCP ALT window. When engaged, the AFDS maintains level flight and the autothrottle controls power to maintain the airspeed selected in the IAS/MACH window. Engagement of the Altitude Hold mode automatically removes any existing vertical mode.

The Altitude Hold mode is not automatically selected when VNAV is in use under certain conditions. If the altitude set in the MCP ALT window is the same as the CRZ ALT set in the FMC, the AFDS enters the VNAV PTH mode instead of ALT HOLD. If there is a difference between the FMC CRZ ALT and the MCP ALT, the system logic is conservative in that the aircraft will always level off a whichever altitude is encountered first. More information on how VNAV and Altitude Hold logic interact is found in the FMC section.

Automatic Landing (Autoland) The AFDS is capable of executing a completely

automatic landing and rollout. A minimum of two operating autopilots and the autothrottle are required to engage the AFDS for an Autoland. With two operating autopilots, the system engages in the LAND2 mode. With all three autopilots operating, the system engages in the LAND3 mode. The only difference between these two Autoland modes is the level of system redundancy. Both modes result in successful autolands.

Setting up the AFDS for an Autoland occurs with the selection of additional autopilots after APP is selected on the MCP. Depending on the options set in the panel menu, an autoland sets up either automatically or manually. If set to occur automatically, the remaining two autopilots are armed automatically with the selection of the APP mode on the MCP. If set to occur manually, the pilot must arm the remaining autopilots for engagement by pressing the CMD buttons for the inactive autopilots after APP has been selected. Regardless of engagement method, the subsequent actions regarding autoland capability remain the same.

Autoland capability is indicated on the Autoland Status Annunciator (ASA) located on the main panel. Any degradation of the aircrafts Autoland capability is annunciated on this gauge. With the AFDS set for an autoland, the armed autopilots automatically engage at 1500 feet radio height after a self-test has been performed. If the test is normal, LAND2 or LAND 3 annunciates on the ASA if two or three autopilots are engaged respectively. If the system is only capable of landing using the LAND2 mode (i.e. One autopilot inoperative), a NO LAND 3 message is displayed on the ASA. If the system is not capable of performing an Autoland, a NO AUTOLND message is displayed on the ASA.

When set for an autoland, FLARE and ROLLOUT modes are armed & displayed in white on the EADI. These modes replace the GS and LOC modes during the autoland maneuver & illuminate green when activated. The AFDS remains in ROLLOUT mode after landing until the autopilots are manually disconnected.

The power sources for each engaged autopilot are automatically isolated from 1500 feet radio height until the completion of the autoland. The left and right autopilots are powered from the left and right electrical systems respectively. The center autopilot becomes powered by the standby/battery system. If a power source fails between 1500 and 200 feet radio height, the electrical system reverts to normal operation and the ASA displays LAND 2 and NO LAND 3 messages in the ASA. If a power source fails below 200 feet radio height, the electrical systems remain isolated and the automatic landing continues on the remaining autopilots. In this case, the ASA does not change except to indicate a NO AUTOLND condition.



Go-Around Mode (GA) The Go-Around mode is automatically armed with the

selection of flaps 1 on approach or at glideslope intercept. Once armed, pressing the GA button on the main panel or pressing the keyboard/joystick button assignment engages the Go-Around mode. Pressing these buttons at any other time has no effect on the AFDS system.

When GA is engaged, the AFDS and A/T command a 2000 fpm climb at the airspeed displayed in the MCP IAS/

MACH window. The AFDS also commands the aircraft to maintain the same inertial track established at the time the GA button was pressed. GA is annunciated in green on the EADI as the current lateral and vertical AFDS modes. The GA modes remain active until replaced with the selection of a different lateral and vertical mode.



AFDS Mode Control Panel (MCP)The MCP is located in the center of the main panel and provides for complete control over the Autoflight System.

Light bars in each button illuminate to indicate a currently engaged mode.

Flight Director Switch Controls the display of the F/D bars on the EADI.

OFF Flight director is not displayed on the respective EADI. No AFDS modes are active unless an autopilot is engaged.

ON Flight director is displayed on the respective EADI. AFDS modes are available for selection. When selected on the ground engages the TO mode.

TO Vertical Mode On the ground commands 8° pitch up. In flight commands the greater of V2+15 or liftoff speed +15.

TO Lateral Mode On the ground commands wings level. In flight commands ground track at liftoff. Note The FD switch is normally turned on prior to takeoff. If an autopilot is engaged with the

flight director switch OFF or in the TO mode, the AFDS switches to VERT SPD and HDG HOLD modes.

Autothrottle Controls 1. Autothrottle Arm Switch

OFF System is off & cannot automatically engage.A/T ARM The system is armed for engagement with the selection of a speed mode.

A/T is displayed on the EADI.Note The Autothrottle does not engage during single engine operations.

2. N1 Mode Button Press to engage the A/T in the N1 mode. Sets throttles for the maximum N1 power setting based on the current TRP mode. Used primarily to set takeoff power. Set automatically when VNAV is selected during climb. N1 is annunciated on the EADI.

3. Speed (SPD) Mode Button Press to engage the A/T in the speed mode. Sets the power required to maintain the speed in the IAS/MACH window. Set automatically with the selection of FL CH mode. Used for the V/S and ALT HOLD modes if A/T is engaged. SPD is annunciated on the EADI.

4. IAS/Mach Airspeed Window Displays the AFDS target airspeed. Displays the set airspeed for the autothrottle to maintain. Blanks out when VNAV is selected as speed control is transferred to the FMC. Displayed speed is also indicated by the amber reference bug on the airspeed gauge. Adjust by clicking to the left and the right of airspeed select knob or by placing the mouse cursor over the airspeed display window and scrolling the mouse wheel.

5. IAS/MACH Select Button Switches between indicated airspeed & mach speed display. Airspeed range is from 100 to 399. Mach speed range is from .40 to .95.

6. Airspeed Select Knob When the IAS/MACH airspeed is displayed, use the mouse click area on either side of the knob to set the desired airspeed. The airspeed may also be adjusted by placing the mouse cursor over the airspeed display window and scrolling the mouse wheel.

PRESSED Selects speed intervention mode if the FMC is controlling speed (blank window). Opens the speed window for manual selection of speed via mouse click. Press a second time to transfer speed control back to the FMC.

Altitude Hold Modes

Autothrottle Controls

Vertical ModesFlight Director Switch Flight Director Switch

Autopilot Engage ModesLateral Modes

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Lateral Mode Control

1. Heading Select Window (HDG) Displays the target heading for the AFDS HDG SEL mode. Selected heading also displayed on the EHSI heading bug. HDG SEL mode commands the AFDS to selected heading. Adjust by clicking on either side of the SEL knob or by placing the mouse cursor over the heading display window and scrolling the mouse wheel.

2. Bank Limit Selector Click on radial lines above SEL knob to adjust the bank limit. Selector is set to AUTO by default.

AUTO Bank is controlled automatically by the AFDS based on airspeed.5 to 25 Bank angle is limited to the selected value.

Note Bank limit does not function when LNAV is engaged. 3. Heading Hold (HOLD) Mode Button Press to engage the Heading Hold mode. AFDS maintains heading at

the time of selection (when wings are level). Movement of the heading selector has no effect in this mode. HDG HOLD is annunciated on the EADI.

4. Heading Select (SEL) Mode Control Knob: PRESSED Engages the AFDS in the HDG SEL mode. AFDS controls roll to maintain heading selected in the HDG window. ROTATED Sets the heading in the HDG window. Heading is changed by clicking on the window or next to the SEL knob.

5. Lateral Navigation (LNAV) Mode Button Press to transfer heading control to the FMC. ARMED LNAV is annunciated in white on the EADI. Current lateral mode remains active until LNAV is engaged.

Pressing the LNAV button a second time cancels the armed mode.ENGAGED FMC controls heading to track the programmed route. LNAV is annunciated in green on the EADI.

Note An FMC route must be activated for this mode to function. 6. Backcourse Approach (BCRS) Mode Button Press in conjunction with the LOC button to select the back

course tracking mode. ARMED Press LOC button followed by BCRS button to arm the BCRS mode. BCRS is annunciated in white on the

EADI. Pressing BCRS button a second time cancels the armed mode.ENGAGED AFDS captures the localizer back course and controls heading to track. BCRS is annunciated in green on

the EADI. Note A valid LOC frequency and the published localizer front course must be entered into the ILS receiver for

this mode to function. 7. Localizer Approach (LOC) Mode Button Press to select LOC tracking mode.

ARMED LOC is annunciated in white on the EADI. Current lateral mode remains active until LOC is captured. Pressing the LOC button a second time cancels the armed mode.

ENGAGED AFDS captures the localizer and controls heading to track inbound. LOC is annunciated in green on the EADI. Note A valid LOC frequency and front course must be entered into the ILS receiver (Pedestal) for this mode to

function. Localizer cannot intercept at angles greater than 120 degrees. 8. ILS Approach (APP) Mode Button Press to select both the LOC and GS tracking modes.

ARMED LOC and GS are annunciated in white on the EADI. Current lateral and vertical modes remain active until LOC and GS engage. Pressing the APP button a second time cancels the armed modes.

ENGAGED AFDS captures the localizer and controls heading to track inbound. AFDS controls pitch to maintain glideslope path. LOC and GS are annunciated green on the EADI.

Note A valid ILS frequency and front course must be entered into the ILS receiver (pedestal) for this mode to function. Localizer cannot intercept at angles of greater than 120 degrees. Once engaged, the APP mode can only be cancelled by disengaging the autopilot and turning off both flight director switches.

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Vertical Mode Control

1. Vertical Speed Window Displays the AFDS target vertical speed. Normally blank except when V/S mode is engaged. Displays current aircraft vertical speed when initially opened. Adjust by clicking on the thumb wheel or by placing the mouse cursor over the vertical speed display window and scrolling the mouse wheel.

2. Vertical Speed Thumb Wheel Adjusts the vertical speed in the VERT SPD window. Active only when the VERT SPD window is open. Adjusts the vertical speed in 100 foot increments.

3. V/S Mode Button Press to select the V/S pitch mode. When pressed, opens the VERT SPD window to the current vertical speed. Autothrottle enters SPD mode if already engaged. V/S is annunciated in green on the EADI. Note The V/S mode can fly the aircraft away from the MCP ALT selected.

4. Flight Level Change (FL CH) Mode Button Press to select FL CH for a climb or descent. Engages the AFDS in an airspeed dependant climb or descent to reach the MCP ALT target. Resets the airspeed window to the current aircraft airspeed. The A/T automatically engages (if armed) and controls power to maximum available for a climb or to idle for a descent. Pitch is adjusted by the AFDS to maintain the selected airspeed. FL CH and SPD are annunciated in green on the EADI. For a climb, the TRP is automatically set to a CLB mode. For a descent at idle power, the A/T enters the throttle hold mode and THR HOLD is annunciated on the EADI. Note The FL CH button only works when the MCP ALT is different than the actual aircraft altitude.

5. Vertical Navigation (VNAV) Mode Button Transfers vertical control to the FMC. Transfers control of the climb, cruise or descent to the FMC. Engages the autothrottle in an appropriate mode if armed. The airspeed window blanks out as airspeed control is transferred to the FMC. VNAV is annunciated in green on the EADI. Note The FMC must be programmed for VNAV to function.

Altitude Target (MCP ALT Window) Control

1. Altitude Window Displays the AFDS target altitude for capture and alert. When operating in a vertical mode, AFDS levels off at this selected altitude. Altitude warnings are generated based on displayed altitude. Adjust by clicking on either side of the select knob or by placing the mouse cursor over the altitude window and scrolling the mouse wheel.

2. Altitude Select Knob Adjusts the altitude in the ALT window. Changes altitude in 100-foot increments. Adjust altitude by clicking on the sides of the knob.

3. Altitude Hold (ALT HOLD) Mode Button Press to engage the ALT HOLD mode. When pressed, commands the AFDS to level off and hold the current aircraft altitude, regardless of the value in the ALT window. AFDS engagement in the ALT HOLD mode is automatic when climbing or descending to the altitude displayed in the ALT window. The light bar in the button lights up automatically when the AFDS enters ALT HOLD mode. Note When VNAV is in use, the ALT HOLD mode logic is altered by the FMC.

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Autopilot Engagement (CMD) Control

1. Autopilot Command (CMD) Mode Buttons Press to engage the autopilot. Each button engages the respective autopilot. Only one autopilot may be engaged (except Autoland). When engaged, the autopilot automatically moves the flight controls based on selected AFDS modes. If engaged while in the TO mode, or no other mode has been selected, the AFDS automatically enters the HDG HOLD and VERT SPEED modes. CMD is annunciated in green on the EADI.

1a. Multiple Autopilot Operation (Autoland) Selecting two or three autopilots. When in the APP mode, the selection of multiple autopilots is possible to allow for an automatic landing. Automatic or manual selection of the Autoland mode is dependant on the “AFDS automatic multi-channel” setting (Level-D>Realism menu).

AFDS automatic multi-channel All available autopilots are armed to engage for Autoland automatically with the selection of the APP mode.

Multi-channel option un-checked Pressing the unlit CMD buttons for the remaining autopilots after APP mode has been selected arms the autopilots to engage for an autoland.

The Autoland Status of the aircraft is annunciated on the ASA at 1500 feet radio height as the multiple autopilot operation engages. FLARE & ROLLOUT are annunciated in white on the EADI when multiple autopilots are engaged.

2. Autopilot Disengage Bar Press to disconnect power to the autopilots. Disengages all active autopilots when pressed. The disengage bar remains in the disengage position until pressed again. Disengagement of any autopilot results in a Master Warning that must be cancelled by pressing the disengage bar a second time.

Autoland Status Annunciator1. LAND 3 Displays when three autopilots are engaged for

an autoland. Displays after all three autopilots are engaged passing 1500 feet radio height. Indicates that all operating systems have tested OK for an automatic landing.

1. LAND 2 Displays when two autopilots are engaged for an autoland. Displays after two autopilots are engaged passing 1500 feet radio height. Indicates that the selected operating systems have tested OK for an automatic landing.

2. NO LAND 3 A system fault exists which results in a LAND 2 condition. This message appears only after the Autoland self-test when passing 1500 feet radio height and a fault has caused the system to downgrade to LAND 2. An Autoland is still available in the LAND 2 condition.

2. NO AUTOLND An automatic landing is not possible due to a system fault. Engagement of multiple autopilots is not possible with this status message displayed. This message appears at any time a fault is detected which prevents engagement of the autopilots for an automatic landing.

3. Autoland Status Test Buttons Press to test the autoland status messages. TEST 1 LAND 3 and NO LAND 3 are displayed.TEST 2 LAND 2 and NO AUTOLND are displayed.

4. Press/Reset Button Resets the ASA status messages. When pressed, messages blank out and return only if the limiting conditions still exist. If pressed while in the APP mode, a NO LAND 3 message will remain cleared even if the limiting condition still exists. A NO AUTOLND message cannot be cleared at any time if the limiting conditions still exist.

Autoflight EICAS MessagesWarnings

AUTOTHROT DISC Autothrottle has been disconnected.

LAND 3

LAND 2NO LAND 3

NO AUTLND1 22

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CautionsAUTOPILOT Loss of data input to the operating autopilot.

Electrical System 43

Electrical System 43Level-D Simulations 767-300ER

Battery PowerThe aircraft battery is controlled via a latch switch at the

top of the electrical panel and is left in the ON position for all normal operations. The battery provides basic DC power to essential systems when no other power supply is available. When selected ON, battery power is supplied via four buses: Hot Battery Bus, Battery Bus, Standby AC Bus and Standby DC Bus. These buses power essential aircraft components such as emergency equipment, radios, & standby instruments. If no other power source is available, the battery can provide power to these systems for about 30 minutes. The MAIN BAT DISCH annunciation indicates that the battery is being discharged.

Power supplied to the Standby Buses is determined by the Standby Power Selector. Control is provided by a three position rotary switch with OFF, AUTO and BAT positions. This additional control over the Standby Buses is important because these buses provide power for the standby flight instruments as well as some basic warning circuits. In the AUTO mode, power is supplied to the standby buses automatically based on priority (battery being last). With the selector in BAT, the battery alone supplies power to the standby buses and the battery will discharge (even if other sources are available). With the selector OFF, the standby buses are not powered. The selector is placed in the AUTO mode for normal operations. The other modes are used for non-normal operation of the electrical system.

The following is an abbreviated list of important equipment powered by the Battery and Standby Buses:

Battery Bus • APU Fuel Pump

• Engine & APU fire detection • Engine fuel valves • Bleed valves • Engine start controls • Fuel crossfeed valves • Fuel quantity gauge • RAT auto deployment system • Standby engine indicating

Hot Battery Bus • APU fuel valve

• Fire bottles (engine & APU) • IRS backup system • RAT manual deployment

Standby Buses • Bleed isolation valves

• Manual cabin pressure control • Standby Altimeter, attitude & ILS • Pressurization indications • Left VHF radio • Left NAV system (VOR, ADC, RDMI) • Standby ignition • Center ILS receiver

Electrical & APU SystemsElectrical power is available from four sources: aircraft battery, auxiliary power unit (APU), external power, and two engine-driven generators. AC and DC electrical buses distribute power to various aircraft systems. Power distribution is handled automatically via a bus tie system based on a priority order. Pilot interaction is normally limited to selection of the APU and external power on the ground.

Auxiliary Power Unit (APU)The APU is a gas turbine engine located in the tail

section of the aircraft. The APU can be used on the ground or in flight to provide electrical and pneumatic power. The APU can satisfy the demand of all electrical systems. The APU is normally used when the aircraft is at the gate and for starting the engines.

Control of the APU is provided by a rotary selector switch near the bottom of the electrical panel. Electrical power distribution from the APU is controlled by the APU generator breaker near the top of the electrical panel. The APU GEN switch is left IN for all normal operations. With the APU GEN switch pushed in, distribution of power is automatically controlled.

To start the APU, the aircraft battery switch must remain ON at all times. Fuel is provided automatically from the Left FWD Fuel Pump. Moving the spring loaded APU selector to START initiates the start sequence. The APU FAULT light illuminates briefly during the start as the APU fuel valve is opened. The APU RUN light flashes twice to indicate a test of the system has been performed. When the APU is on speed and ready to generate power, the RUN light illuminates and remains steady. The APU start cycle takes 60 seconds.

APU shutdown is accomplished by placing the selector switch to OFF. The APU FAULT light flashes momentarily during shutdown as the APU fuel valve is closed. The RUN light extinguishes when the APU is shut down. If APU bleed air was in use prior to shutdown, the APU runs for an additional one minute cool down period. Even though the APU switch is OFF, the APU continues to RUN during this period. It is possible to cancel the shutdown sequence during the cool down period by momentarily placing the start switch to START. This cancels the shutdown signal and the APU continues to RUN.

External Power External power is available on the ground by accessing

the Level-D “Ground Requests” menu. When external power is selected in the menu, the AVAIL light illuminates in the EXT PWR pushbutton near the top of the electrical panel. Removal of external power from the airplane is also done from the menu.

External power is not automatically used by the electrical system. It must be manually selected by pressing the EXT PWR push button. Illumination of the AVAIL light in the push button only indicates that external power is available for use. Pushing the push button applies external power to the electrical system (as indicated by illumination of the ON light). Once selected, external power has priority over all other electrical sources. Pushing the EXT PWR push



button a second time removes external power from the electrical system and the ON light extinguishes. External power is not automatically removed from the electrical system except during engine start. After an engine is started, the respective engine generator automatically powers the respective electrical system. After the second engine is started, the EXT PWR ON light extinguishes since both engine generators are now powering the electrical system. The external power connection must be manually removed from the aircraft using the Level-D “Ground Requests” menu.

Engine Generators Left and right engine driven generators are tied into the

electrical system via generator control breakers. These generators operate independently and are capable of individually supplying electrical power for all aircraft systems. Control for each generator is provided by GEN CONT switches on the electrical panel. These switches are left IN for all normal operations and provide for automatic control of the generators.

If a generator overheats or malfunctions it can be disconnected from the engine using the GEN DRIVE DISC switches. Double-clicking on this switch disconnects the generator and illuminates the DRIVE light. Once disconnected, the drive can only be reconnected on the ground via the Level-D Ground Requests menu.

Power Distribution The Bus Tie System controls the distribution of electrical

power to the Left and Right Main AC Buses. In normal operations, with both engine generators operating, the Bus Tie switches isolate the Left and Right electrical systems so that each generator supplies power to its respective Main AC Bus.

Control for this system is provided by two Bus Tie switches on the electrical panel. These switches are normally left in the AUTO position and are only switched OFF by procedure. In the AUTO position, the Bus Tie switches automatically open and close so that only one source of power reaches its respective Main AC Bus.

The Bus Tie switches control power to their respective Main AC bus based on the following priority:

1. On side engine-driven generator. 2. APU generator. 3. Opposite side engine-driven generator.

The selection of External Power overrides all of these power sources. In this case, both Bus Tie switches close to allow external power to reach each Main AC bus and any generator (engine or APU) supplying power would be removed from the system. When external power is ON, it must be manually de-selected by pressing the EXT PWR pushbutton a second time. External power is automatically removed from the system after both engines are started.

Main AC Buses The Left and Right Main AC Buses are the main source

of electrical power for a majority of aircraft systems. They can only be powered from the APU, Engine Generator or External Power. Normally the Left generator supplies power to the Left AC Bus and the right generator supplies power to the Right AC Bus. A loss of one generator causes the BUS TIE relays to close allowing one generator to power both AC buses. If the APU were selected ON in this case, the Bus Tie system would react to re-isolate the Main Buses.

The Left Main AC Bus is the most critical bus on the aircraft. It is the power source for the following instruments:

• Captain’s basic flight instruments• Captain’s EADI and EHSI • Cockpit panel lighting • Left and Center autopilots • Upper EICAS screen • FMC • Center Hydraulic No.1 Primary Pump• Right Hydraulic Elec. Demand Pump• Left Aft, Left Center & Right FWD Fuel Pumps • Left and Center IRU

The Right Main AC bus powers most of the remaining systems with the exception of those found on the Standby and Battery buses.

Utility Buses The main electric panel has switches for the Left and

Right Utility Buses. These buses control power for galley items and the left and right recirculation fans. These switches are left ON for all normal operations. During engine starts these buses automatically load shed to conserve electric power for the start. The Utility Bus OFF lights illuminate during the start sequence when load shedding occurs.



Electrical System Controls

1. APU Generator Control Switch Controls the APU GEN breaker.Switch IN Automatic control of the APU GEN breaker. Power is automatically supplied to the system when required,

provided the APU is running. Switch OUT The APU GEN breaker is open and power cannot be supplied by the APU.OFF The APU GEN control switch is OFF or there is a fault in the APU generator while it is running.

2. External Power Control Switch Applies and removes EXT PWR to the system when pressed.AVAIL External power is available.ON Indicates that external power is being used to power the aircraft systems.

3. Bus Tie Control Switches Controls the flow of power to the Left and Right AC Buses.AUTO Automatic control of power to the AC buses. Prevents two power sources from powering the same bus.ISLN Manually isolates the respective AC bus. Engine generator is the only power source available to the respective

Main AC bus.

4. Main AC Bus Off Light When illuminated indicates that the respective Main AC Bus is not powered.

5. Utility Bus Control Switches Controls power to the utility buses. Switch IN Power is supplied to the utility bus automatically when the respective Main AC Bus is powered.Switch OUT Utility bus is turned off. OFF The bus is not powered.

6. Generator Control Switches Controls the power from the respective engine driven generator. Switch IN Provides automatic control of the respective engine generator. Switch OUT The Generator is OFF and power is not available. OFF The Generator breaker is open and power is not available to the system.

7. Generator Drive Disconnect Switches Physically disconnects the generator drive from the engine when double-clicked. Once disconnected, the generator is no longer available for use and can only be reconnected on the ground via the Level-D “Ground Requests” menu.

DRIVE Illuminates if the generator drive oil temperature is high, the generator oil pressure is low, or the generator drive has been disconnected.

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Battery and Standby Bus Controls

1. Battery Switch Controls application of batter power to the system. ON The battery is connected to the battery bus. Required to be ON for starting and running the APU. Normally ON

for all operations. OFF The battery switch is OFF.

2. Main Battery Discharge Light Illuminates MAIN BAT DISCH when the main battery is being discharged. Normally the battery is charged from the Right Main AC Bus and this light is extinguished.

3. APU Battery Discharge Light Illuminates APU BAT DISCH when the APU battery is being discharged.

4. Standby Power Selector Controls the power source for the Standby Buses. OFF The Standby Buses are OFF and receive no power. AUTO Power to the Standby Buses is automatically controlled. Normal power source is from the Left Main AC Bus. BAT The Standby Buses are powered from the Battery only.

5. Standby Bus OFF Light The Standby Buses are not powered if illuminated. Some critical instruments will fail in this case (ex. Standby flight instruments).

APU Controls

1. APU Selector Switch Controls the operation of the APU. Note that the Battery switch must be ON to successfully start the APU.

OFF The APU is OFF or will shut down if running. If the APU was used as a bleed source prior to selecting OFF, there will be a one minute cool-down period before the APU shuts down.

ON Moving from OFF to ON opens the APU fuel valve and arms the APU for starting. Commands the Left FWD Fuel Pump ON. Once started, the APU continues to RUN in this position.

START A spring-loaded position that initiates the APU start sequence. The RUN light flashes twice to indicate the beginning of start. If the APU is in the cool-down period (i.e. selector switch is OFF and RUN light illuminated), momentarily selecting START cancels the shutdown signal and the APU continues to RUN. The APU start cycle takes approximately 60 seconds.

2. APU RUN Light Steady illumination indicates that the APU is running and is available to supply electrical and pneumatic power.

3. APU FAULT Light Steady illumination indicates an APU fault. Automatically shuts down. Momentary illumination indicates that the APU fuel valve is in transit (during starting and shutdown).

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Electrical System Normal ProceduresPREFLIGHT

Battery Switch ................................................................... ONStandby Power Selector ................................................AUTOAPU GEN switch .....................................................Pushed INBus Tie Switches ...........................................................AUTOUtility Bus Switches ........................................................... ONGEN CONT Switches .............................................Pushed INAPU ...............................................................START then ONor External Power Establish (Press ON when AVAIL light illuminates)Note All electrical switches are pushed IN for normal operations. External power is requested via the Level-D “Ground Request” menu, or via the GND CALL button on the overhead communications panel.

STARTINGAfter startAPU ................................................................................. OFForExternal Power ....................................................... Disconnect (Confirm ON & AVAIL lights extinguished)

IN FLIGHT No actions required for normal operations.

POSTFLIGHTPrior to gate arrivalAPU ...............................................................START then ON or External Power ..........................................................Establish (Press ON when AVAIL light illuminates)Complete Aircraft shutdownAPU ................................................................................. OFForExternal Power Disconnect (Confirm ON & AVAIL lights extinguished)Standby Power Selector .................................................. OFFBattery Switch ................................................................. OFF

Electrical & APU EICAS Messages

CautionsAC BUS OFF, L/R Left or right Man AC Bus is not powered.BUS ISOLATED, L/R Left or right bus tie has faulted or ISLN has been selected manually.GEN DRIVE, L/R Left or right generator drive oil pressure is low or generator drive oil temperature is high.

AdvisoriesAPU BLEED VALVE APU bleed valve is not in the commanded position. APU FAULT APU has shutdown or a fault. APU GEN OFF APU generator switch is OFF or the APU generator breaker is open with the APU running.BATTERY OFF Battery switch is OFF.GEN OFF, L/R Left or Right Generator is OFF with the engine running.MAIN BAT DISCH Main battery is discharging.STANDBY BUS OFF Standby bus is not receiving power.UTIL BUS OFF, L/R The left or right utility bus is not powered.

Engines & Engine Indicating (EICAS) 48

Engines & Engine Indicating (EICAS) 48Level-D Simulations 767-300ER

Engine ControlsPrimary control of engine power is by the throttles located on the center pedestal (called up by pressing PDST on the main panel). The throttles can be controlled manually by the pilot or automatically through the use of the autothrottles. When the autothrottle is in use, the pilot can still override them by moving the throttles manually. However, the power setting previously commanded by the autothrottle is always restored when released. One exception to this is the throttle hold mode. Annunciation of “THR HLD” on the EADI indicates that the autothrottle is temporarily disconnected from the power levers. This gives the pilot complete control over power settings. The use and operation of the autothrottle is described in more detail in the AFDS section.

Engine Electronic Control (EEC) The EEC switches on the overhead control the

electronic engine control system. The EEC acts to limit power settings to prevent damage to the engines. When the system is ON, pushing the throttles to the limit results in the maximum power setting available without causing damage to the engines. This power setting is indicated on the engine display with an amber line. With the EEC turned OFF, the power setting can be set beyond this limit and engine damage may occur.

Engine Indicating & Crew Alert System (EICAS)The two center CRT’s on the main panel are referred to

as EICAS screens. These screens display all engine data as well as messages generated by the Crew Alert System (CAS). The upper EICAS CRT displays CAS messages along with N1 and EGT engine data. This screen is displayed continuously when the Left Main AC Bus is powered. The lower EICAS screen displays secondary engine data as well as information about other systems (contained on a separate STATUS page). The lower screen is displayed continuously when the Right Main AC bus is powered or STATUS button pressed. Both screens can be dimmed individually by using the knobs below the lower EICAS screen.

The STATUS page is available on the lower EICAS by pressing the STATUS button located below the EICAS screens. The secondary engine data display can be restored by pressing the ENGINE button located next to the STATUS button. The lower EICAS screen can be toggled OFF by reselecting the ENGINE or STATUS button while the respective upper or lower screen is displayed.

Engines and Engine Indicating (EICAS)

The Level-D Simulations 767-300 is powered by two General Electric CF6-80C2 engines rated at 61,500 pounds of thrust per engine. Engine controls include the throttles, fuel cut-off switches, EEC switches, fire handles, and the Thrust Rating Panel (TRP). An autothrottle system is available and can provide automatic power control for all phases of flight. The FMC contains performance information for the engines and co-ordinates with the autothrottle and TRP to control engine power for de-rated takeoffs as well as VNAV climb, cruise and descent.

Engine indications on the EICAS screen will change color to indicate parameters that are in a caution range or exceeding a limit. Yellow indicates the caution range and red indicates the limit range. This convention applies to engine data on both EICAS screens. Additionally, the N2 gauge on the lower EICAS displays a magenta index line during engine start. This index line represents the minimum N2 for placing the fuel control switch to RUN. Placing the fuel control switch to RUN at an N2 below the index line may cause engine start problems.

Standby Engine DisplayIf both EICAS screens fail, important engine data is still

available on the standby engine gauge. Located to the left of the EICAS screens, this gauge displays N1, EGT and N2 data for each engine. A two-position switch controls the display of engine data. In the AUTO position the display is blank when both EICAS screens are operating. If both EICAS screens fail, engine data is automatically displayed. In the ON position engine data is displayed at all times.

Engine Fuel Control Fuel control switches located on the throttle quadrant

provide control over two fuel valves per engine: the Engine Valve and the Spar Valve. The Engine Valve is located in the engine nacelle. The Spar Valve is located in the wing closer to the fuel tanks. Both valves must open to permit the flow of fuel to the respective engine.

Engine Start PanelThe overhead Start Panel provides controls for engine

starting and engine ignition. Each engine has a start valve and two igniters. The start switch controls the opening and closing of the respective start valve. The igniter switch selects which of the two igniters will be used for the start in either engine.

The Start switch is a multi-position switch with GND, AUTO, OFF, FLT and CONT positions. Normally this switch is left in the AUTO position. Moving the start switch to the GND position initiates the start by opening the start valve and energizing the selected igniter(s). The switch automatically springs back to AUTO after engine start. The OFF position manually shuts off ignition and closes the start valve. The FLT position provides ignition to the engines from both ignition sources (regardless of igniter switch position) and is usually used for emergency in-flight engine restarts. The CONT position provides ignition to the engine from only the selected igniter and is usually used during turbulence or heavy rain to prevent flameout.



The igniter switch indicates which of the two igniters in each engine is used for starting and CONT mode operation. When 1 is selected, the number 1 igniter is used. When 2 is selected, the number 2 igniter is used. When BOTH is selected, both igniters are used in each engine.

Engine StartingEngine starts require the use of bleed air, electric power

and fuel. Bleed air can be supplied by the APU, the other engine, or an external air source. The aircraft battery is the minimum electric requirement for engine start. The fuel to each engine is supplied under pressure via electric fuel pumps.

In order to supply sufficient air pressure for the engine start, the air conditioning packs must be off & the isolation valves must be open. A minimum of 25psi duct pressure is required. Placing the engine start switch to GND initiates the engine start. This action opens the start valve which permits bleed air to rotate the engine. The momentary illumination of the VALVE light indicates that the start valve has opened. A magenta index line on the N2 gauge indicates the minimum N2 for adding fuel. When N2 is above the index line, the fuel control switch can be moved to RUN to introduce fuel into the engine. Light-off occurs soon after as indicated by an increase in EGT. At approximately 50% N2 the start switch moves back to AUTO & the VALVE light flashes momentarily as the start valve closes. The engine then stabilizes at idle thrust.

Thrust Management (TMC)A Thrust Management Computer (TMC), provides

guidance for the necessary power settings required during each phase of flight. The Thrust Rating Panel (TRP) (aka Thrust Mode Select Panel (TMSP)) located above the gear handle is the main interface for pilot control of this computer. Power setting information from this system is displayed on the upper EICAS via the N1 gauge using a green index pointer & a digital display. The settings displayed are reference only & do not limit engine power available to the pilot. The maximum power setting available is always the EEC limit indicated by the amber line on the N1 gauge. When the autothrottle is in use, the TRP power reference is the maximum power available for use by the autothrottle in the engaged mode.

The TRP has the following modes: TO, D-TO, CLB, CLB1, CLB2, CRZ, CON, & GA. Each mode can be selected using the TRP buttons (except D-TO which is selected via the FMC). TO & D-TO are takeoff power modes. CLB, CLB1 & CLB2 are climb power modes. CRZ is the cruise power mode. CON is the continuous power mode. GA is the go-around power mode.

Takeoff power modes are as follows: Takeoff power (TO) & de-rated takeoff power (D-TO). In the TO mode, the computer calculates the maximum takeoff power for the current outside air temperature. In the D-TO mode, a temperature higher than current airport temperature (called the assumed temperature) is used to calculate the reduced thrust setting. This temperature is entered into

the FMC Takeoff Reference Page which is translated into a power setting indicated on the EICAS. The assumed temperature is calculated primarily on the basis of aircraft takeoff weight for a given airport runway. Higher assumed temperatures translate into lower power settings & vice-versa. Pressing TO on the TRP cancels the D-TO mode.

Climb power modes are as follows: Full climb power (CLB), de-rated climb power one (CLB1), & de-rated climb power two (CLB2). CLB1 & CLB2 offer reduced climb power settings when full climb power is not required. CLB2 offers the lowest climb power setting available that allows the plane to climb safely after takeoff & meet all obstacle clearance requirements.

Pre-selection of a reduced climb power mode can be done on the ground using the TRP buttons. Pressing the 1 or 2 button on the TRP results in a white 1 or 2 displayed next to the green TO display on the EICAS. This indicates that the selected de-rated CLB mode will engage after takeoff. This occurs automatically with the selection of an AFDS vertical mode (FL CH, VNAV, or V/S). CLB1 or CLB2 is then displayed in green on the EICAS. If no climb mode is pre-selected, the TRP commands full climb power (CLB).

Switching between engaged climb modes is accomplished via the TRP buttons. If climbing in the full climb mode (CLB), pressing 1 or 2 engages the CLB1 or CLB2 mode respectively. Subsequent switching between de-rated climb modes is accomplished by selecting the other mode button on the TRP. However, canceling a de-rated climb mode is accomplished by selecting the button corresponding to the presently engaged de-rate mode. Pressing CLB in this case will have no effect on the engaged mode. For example, if CLB1 is the currently engaged mode, pressing the 1 button on the TRP switches to the CLB mode. If CLB2 is the currently engaged mode, pressing the 2 button on the TRP switches to the CLB mode.

In the cruise (CRZ) mode, the TRP displays the maximum cruise power setting available based on altitude & temperature. The CRZ mode is automatically engaged when leveling off at the pre-programmed FMC cruise altitude. Otherwise, this mode can be engaged manually by pressing CRZ on the TRP panel. When the autothrottle is in use, the CRZ thrust index represents the maximum power available for use by the autothrottle in cruise, even though less power is generally required to maintain airspeed.

Continuous (CON) & Go-around (GA) power are the remaining TRP modes. Pressing the CON key displays the maximum continuous power setting available for the current altitude & temperature. This mode is generally used during single engine operations or while in icing conditions. The GA mode is automatically engaged when flaps are selected to 1 while on approach for landing. Pressing the TO/GA button in flight manually selects the GA mode. The GA mode displays the maximum go-around power setting to be used in the event of a go-around.



Engine Start Controls

1. Engine Start Switches control engine start valve & ignition. GND Opens start valve & turns on selected igniter(s). Releases to AUTO at approximately 50% N2.AUTO Provides auto-ignition flameout protection. This is the normal position of the start switch during flight. OFF Terminates the start sequence &/or turns off igniters. CONT Turns on selected ignition source continuously. This position is used during turbulence or heavy precipitation.FLT Turns on both ignition sources continuously. Used for in-flight engine “windmill” restarts.

2. Ignition Selector Selects the source of ignition for engine starts & CONT mode. Normally igniter 1 is used on odd-numbered flights & igniter 2 is used for even-numbered flights. The BOTH position is used for abnormal condition starts or cold weather operations.

3. Start Valve Light When illuminated, indicates that the start valve is not in the commanded position. Illuminates when the start valve is in transit during engine start.

Engine Fuel Control Located on the pedestal.Engine Fuel Control Switches control the flow of fuel to the engines.

RUN Engine & Spar Valves are commanded open. CUT OFF Engine & Spar Valves are commanded closed. ENG VALVE Indicates that the engine valve is not in the commanded

position. Illuminates momentarily when the valve is in transit. SPAR VALVE Indicates that the spar valve is not in the commanded position.

Illuminates momentarily when the valve is in transit.

Engine Electronic Control (EEC) Switches Located in the upper left of the overhead panel. The EECs monitor autothrottle

and flight crew inputs through the thrust levers to automatically control the engines.ON Engine thrust is limited to prevent exceeding engine limitations. OFF Engine thrust is not limited and can be set beyond maximum limits.

Note When an EEC is selected OFF or INOP, the N1 thrust limit pointer and command sector for the respective engine are not displayed.

EICAS Upper DisplayLocated in the center of the Main Panel The upper EICAS

CRT displays CAS messages along with N1 and EGT engine data. This screen is displayed continuously when then Left Main AC Bus is powered.

1. CAS Messages (Crew Alert System)2. N1 Data Display3. Exhaust Gas Temperature4. Secondary Engine Data is available on the lower

EICAS display

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N1 Data Display (Upper EICAS) 1. TAT Temperature Display Displays the current outside air temperature in Celsius.2. Assumed Temperature (De-rated Power) Displays the temperature entered into the FMC Takeoff Reference

Page upon which the reduced thrust calculation is based.3. Thrust Reference Mode Displays the current thrust mode as selected by the TRP. A white 1 or 2 in this display

indicates a de-rated climb mode has been pre-selected.TO Full takeoff thrust. D-TO De-rated takeoff thrust. CLB Full climb power. CLB1 Climb 1 mode (de-rated climb power). CLB2 Climb 2 mode (fully de-rated climb power). CRZ Cruise power. CON Maximum continuous power. GA Go-around power.

4. N1 Thrust Reference (digital) Displays the thrust reference determined by the TRP.

5. N1 Digital Display Displays the current N1 power setting.6. N1 Pointer Display: Displays the current N1 power setting in dial format.7. Command Thrust Display This extended arc is called the command sector. It shows the difference between

current engine N1 and the commanded N1 based on power lever position. Note The command sector display is inhibited if the EEC is OFF.

8. N1 Thrust Reference Pointer Displays the thrust reference commanded by the TRP. This pointer shows the same value as the N1 Thrust Digital Reference.

9. N1 Limit Pointer Displays the N1 limit for each engine. This limit is determined by the EEC which acts to restrict power to this limit regardless of the power lever position. When the EEC is OFF, this line disappears and engine thrust is unrestricted.

EICAS Lower Display The lower EICAS screen displays secondary engine data as well as information about other systems (contained on

a separate STATUS page). The lower screen is displayed continuously when the Right Main AC bus is powered or STATUS button pressed. Both screens can be dimmed individually by using the knobs below the lower EICAS screen.

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1. Oil DataEngine oil pressure (psi):

• (white) – normal operating range• (red) – operating limit reached.

Engine oil temperature (degrees C):• (white) – normal operating range• (amber) – caution range reached• (red) – operating limit reached.

Usable oil quantity (liters):• (white) – normal quantity.

2. N2 Display3. Fuel Flow

• fuel flow to the engine4. Engine Vibration

Engine VibrationDisplayed (white) – normal operating range.

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Standby Engine Display Located on the Main Panel.

1. Maximum Engine Limits2. Standby Engine Indicator Selector

ON Engine data is displayed continuously.AUTO Engine data is displayed automatically if both EICAS screens fail. Display is blank in normal operations.

Thrust Rating Panel (TRP) Controls Located in the upper right corner of the Main Panel below the MCP. Allows manual selection of the desired thrust

reference mode (overrides the FMC selection).

1. TO/GA button On the ground, selects TO mode. In flight, selects GA mode.2. CLB button Used to select CLB power while in flight if previously in TO/GA, CON or CRZ. If a de-rated climb

mode is engaged, selecting CLB has no effect. To engage CLB mode from CLB1 or CLB2, press the 1 or 2 button (currently engaged mode).

3. 1 & 2 buttons Selects de-rated climb thrust modes. On the ground, pre-selects CLB1 or CLB2 mode. TO 1 or TO 2 is displayed. After takeoff, CLB1 or CLB2 mode is automatically engaged with the selection of an AFDS vertical mode. In flight, selects or cancels de-rated climb mode. Note Selecting CLB1 or CLB2 will clear a TO assumed temp derate.

4. CON button In flight, selects maximum continuous thrust limit. 5. CRZ button In flight, selects cruise thrust limit. Automatically selected when level at FMC programmed cruise altitude.6. Assumed Temperature Selector (TEMP SEL) Selector Functions only with TO (TO1 TO2) mode displayed.

Sets assumed temperature.

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Engine / Powerplant Normal Procedures PREFLIGHT

EEC Switches ....................................................................ON Ignition Selector ................................................. 1, BOTH or 2 (1=odd days, 2=even days, BOTH= cold weather start) Start Selectors ...............................................................AUTO Fuel Cutoff Switches ........................................................ OFF TRP ............Select TO and 1 or 2 for derate climb (if desired) Standby Engine Display ................................................AUTO

STARTING Pack Switches ................................................................. OFF Pneumatic Pressure ....................... Confirm 25 PSI minimum Start Selector .................................................................. GND Fuel Cutoff Switch ........................ RUN when above 18% N2at 50% N2:

Start Selector ................................................... Confirm AUTO after second engine start:

Pack Switches ...............................................................AUTO IN FLIGHT

Operate thrust levers as required. POSTFLIGHT

Aircraft shutdownFuel Cutoff Switches ........................................................ OFF

Engines EICAS Messages

Cautions

EEC OFF, L/R Left or right EEC has failed or is switched off with the engine running. ENG SHUTDOWN, L/R Left or right fuel cutoff switch if OFF. Associated system advisories are inhibited.

Advisories

ENG EEC, L/R Left or right EEC has been switched OFF or has failed. ENG OIL PRESS, L/R Left or Right engine oil pressure is low with engine running. REV ISLN VAL Reverse lockout has malfunctioned in flight.

Status Messages

ENG OH LP 1, 2 Number 1 or 2 engine overheat loop detector failure.

Fire Detection & Protection 54


Level-D Simulations 767-300ER

Wheel Well Fire The wheel wells are continuously monitored for fire.

If a fire is detected in the wheel well, the following actions occur:

• Master Warning light illuminates (glareshield)• WHEEL WELL FIRE message is displayed on the EICAS. • The FIRE light illuminates (Central Warning)• Fire Bell is activated.

There are no fire protection devices installed to fight a wheel well fire. The only procedure available is to lower the landing gear and land at the nearest suitable airport.

Cargo Fire The forward and aft cargo compartments are monitored

for fire. If a fire is detected in one of these compartments, the following actions occur:

• Master Warning light illuminates (glareshield)• CARGO FIRE message displayed on EICAS.• The FIRE light illuminates.(Central Warning)• Fire Bell is activated. • FWD or AFT fire light illuminates on the Cargo Fire Panel.

There are three fire bottles available for use in the cargo compartments. The discharge of these bottles is handled automatically once a discharge has been initiated. To fight a cargo fire, press the illuminated ARM button on the Cargo Fire panel and then press and hold the BTL DISCH switch. This initiates the automatic discharge of the fire bottles into the armed compartment.

Engine Fire and Overheat The engines are continuously monitored for fire and

overheat. A two loop system in each engine is utilized for detection. If a fault is detected in the loop system, a STATUS message on the EICAS is displayed. If an overheat is detected in an engine, the ENG OVHT warning is activated. If a fire is detected by the loop system, the following actions occur:

• Master Warning light illuminates (glareshield)• L or R ENGINE FIRE message displayed on the EICAS• The FIRE light illuminates on the Central Warning Panel• Fire bell is activated. • Respective engine fire handle illuminates red

Pressing the MASTER WARNING button on the glare shield silences the fire bell. The only way to remove the other fire warnings is to eliminate the fire.

Each engine has a fire handle that is used to contain an engine fire. The fire handles illuminate red when a fire is detected in the associated engine. There are two fire extinguishing bottles installed to fight a fire in either engine. The fire bottles are controlled by the fire handles. Pulling the engine fire handle does the following:

• Shuts down all systems associated with engine• Arms the engine fire bottles for discharge• Silences the warning bell

To discharge a fire bottle into the engine, rotate the fire handle to the left or right. If the fire is not extinguished in 30 seconds, rotate the fire handle in the opposite direction to discharge the remaining bottle. The only indication that a fire has been put out is the elimination of the fire warnings (ie. Fire handle is no longer illuminated).

APU Fire The Auxiliary Power Unit is continuously monitored for

fire. If a fire is detected in the APU compartment, the following actions occur:

• Master Warning light illuminates (glareshield)• APU FIRE message displayed on the EICAS • The FIRE light illuminates (Warning and Caution

Annunciators (Main Panel))• Fire Bell is activated• APU Fire handle illuminates red • The APU is automatically shut down

The APU has its own fire extinguishing bottle. Pulling the APU fire handle arms this bottle for discharge. Rotating the fire handle in either direction discharges the APU fire bottle. The only indication that an APU fire has been put out is the elimination of the fire warning (ie. APU Fire handle is no longer illuminated).

Fire Detection and Protection Fire detection and protection is available for both engines, the APU (Auxiliary Power Unit), and the cargo

compartments. Fire detection only is also available for the wheel wells. A Master Warning and Fire Bell is activated when a fire is detected in any of these systems. Controls for extinguishing a fire are found on the pedestal.




Engine Fire Protection Controls Fire Controls are located on the pedestal.

1. Engine Fire Handle Illuminates red if a fire is detected. To pull the handle out, press on the center of the handle. To discharge bottle 1, press in the area on the left side of the handle. To discharge bottle 2, press in the area on the right side of the handle.

2. ENG OVHT (L/R) Light Illuminates if an engine overheat condition is detected. 3. ENG BTL DISCH (1/2) Light Illuminates when the respective engine fire bottle is discharged.

APU Fire Controls

1. APU Fire Handle Illuminates red if a fire is detected. To pull the handle out, press on the center of the handle. To discharge the fire bottle, press in the area of either the top or the bottom of the DISCH arrows on top of the fire handle.

2. APU BTL DISCH Light Illuminates when the APU fire bottle is discharged.

Cargo Fire Controls

1. Cargo Compartment Arming Switch Illuminates with FWD or AFT to indicated a fire in the respective cargo compartment. Press to ARM the compartment for respective fire bottle discharge.

2. Fire Bottle Discharge Switch Press and hold to discharge the fire bottles into the ARMED cargo compartment(s). At least one cargo compartment must be ARMED for this switch to function.

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Fire System Test Buttons

1. Wheel Well Fire Test Button Press and hold to initiate a test of the wheel well fire detection system. Located on the Pedestal. A successful test results in:

• Illumination of the MASTER WARNING. • Illumination of the FIRE light. • WHEEL WELL fire EICAS message. • Fire bell is activated. • STATUS messages are displayed on the SYS FAIL light/switch.

2. Engine/APU/Cargo Fire Test Switch Press and hold to initiate a test of these fire detection systems. A successful test results in:

• Illumination of the MASTER WARNING. • Illumination of the FIRE light.• EICAS FIRE messages associated with each system. • Illumination of all indicator lights associated with each system. • Fire bell is activated. • STATUS messages are displayed for each system (SYS FAIL).

3. System Failure Light indicates the failure of the detectors in one of the following systems:• engine fire• engine overheat• APU fire• cargo fire.

4. System Failure Reset Switch extinguishes the FAIL light and resets the monitor for other systems.

Fire Protection EICAS Messages

WarningsAFT CARGO FIRE Smoke is detected in the AFT cargo compartment.APU FIRE Fire is detected in the APU.ENGINE FIRE L/R Fire is detected in the engine.FWD CARGO FIRE Smoke is detected in the FWD cargo compartment.WHEEL WELL FIRE Wheel well temperature is excessive.

CautionsENG OVHT L/R An overheat is detected in the engine.

AdvisoriesAPU BTL APU fire bottle pressure is low.CARGO BTL 1 2 Cargo bottle (1 or 2) pressure is low.ENG BTL 1 2 Engine fire extinguisher bottle 1 or bottle 2 pressure is low.

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Flight Controls & Indicators 57

Flight Controls & Indicators 57Level-D Simulations 767-300ER

Primary Flight Controls The elevators, ailerons and rudder are controlled via the

yoke, keyboard or the autopilot. The movement of flight control surfaces can be monitored on the lower EICAS STATUS page. These control surfaces have an absolute requirement for hydraulic power to function. They receive hydraulic power from all three hydraulic systems in a combination to provide redundancy in case of partial hydraulic system failure.

If hydraulic power is completely lost due to a dual engine flameout, a Ram Air Turbine (RAT) in the center hydraulic system is automatically deployed. The RAT provides sufficient hydraulic power in the center system for movement of all primary flight controls. The RAT can be deployed manually via an overhead panel switch if required. A minimum airspeed of 130 knots is required for the RAT to function properly.

The ailerons have an inboard and an outboard control surface on each wing. The outboard ailerons are locked out as speed increases. This limits the twisting moment on the wings at higher airspeeds. The inboard ailerons droop when the trailing edge flaps are deployed. This permits greater aileron control and lift during flap deployment. Aileron droop can be observed on the flight control display on the STATUS page.

The distribution of hydraulic power to the primary flight controls is such that one hydraulic system is capable of providing partial control to the essential control surfaces. The elevators and rudder receive hydraulic power from all three hydraulic systems. The ailerons receive hydraulic power as follows:

Left outboard aileron - Left and Right Left inboard aileron - Left and Center Right inboard aileron - Center and Right Right outboard aileron - Left and Right

Secondary Flight Controls The secondary flight controls are the leading and trailing

edge flaps, stabilizer trim, aileron trim, rudder trim and the spoilers. The spoilers have an absolute requirement for hydraulic power for normal operation. There is no backup system for the spoilers. The flaps and stabilizer trim are hydraulically powered and have electrically powered backup modes of operation.

Flaps The leading edge slats and trailing edge flaps use hydraulic

power from the Center hydraulic system only. Flap position is selected by the flap handle on the pedestal or by the keyboard. Flap positions are indicated on the flap indicator on the main panel and may be selected into the following

Flight Controls Flight controls on the 767 are broken down into two groups. Primary flight controls are the elevators, ailerons and

the rudder. Secondary flight controls are the leading edge slats, trailing edge flaps, stabilizer trim, aileron trim, rudder trim, and the spoilers. Some of these controls have an absolute requirement for hydraulic power to function. Others have electrically powered alternate systems to serve as a backup.

positions: Up, 1, 5, 15, 20, 25, and 30. Selecting flaps to 1 moves only the leading edge slats into position. The trailing edge flaps begin to move with the selection of flaps 5.

The normal takeoff flap setting is 5 and 15. The normal landing flap setting is 30. Flaps 25 may be used when conditions require the use of a reduced flap setting (i.e. high winds). Flaps 20 is used only for a single engine emergency landing.

A flap warning system monitors movement of both leading & trailing edge flaps when selected. If the leading edge slats fail, a LEADING EDGE caution is activated. If the trailing edge flaps fail, a TRAILING EDGE caution is activated. If either of these cautions is received, the alternate flap system may be used to correct the flap malfunction.

Alternate flap controls are available to move the flaps electrically. The alternate flap controls are located below the flap indicator on the main panel. Pressing the LE (leading edge) or TE (trailing edge) buttons arms the respective flap system for electric operation. The flaps are then moved into position using the selector switch.

Flap load relief is provided when flaps 30 or 25 are selected. If the airspeed exceeds the flap airspeed placard limit, the flaps automatically retract to 20 until the airspeed is reduced. When airspeed is reduced, the flaps automatically re-extend to the next allowable position. Flap load relief is not provided when using the alternate flap controls.

Stabilizer Trim The stabilizer trim system is used by both the pilot and

the autopilot to trim control forces on the elevators during flight. This system uses hydraulic power from the left and center hydraulic systems. The pilot moves the trim using the yoke or keyboard controls. The autopilot moves the trim automatically when engaged in the CMD mode. Trim position indicators are located on the pedestal next to the throttle quadrant.

Before takeoff, the stabilizer trim must be placed in a position dictated by the Configuration Manager. An improperly set stabilizer trim may have such a powerful effect that it cannot be overcome by elevator control. During takeoff, it may be difficult to raise the nose (rotate at Vr); or on the other hand, the nose may pitch up uncontrollably depending on which direction the stabilizer is out of trim. Once the aircraft is airborne, the trim is adjusted by the pilot to a setting which will enable him to fly with minimum control pressure. The only acceptable procedure for takeoff is to set the trim according to the Configuration Manager before the takeoff roll is started.



Flight Control SurfacesPitch control is provided by:

• two elevators• a movable horizontal stabilizer

Roll control is provided by:• four ailerons• twelve spoilers

Yaw control is provided by a single rudder.Flaps and slats provide high lift for takeoff, approach, and landing.Symmetric spoilers are used as speedbrakes

Flight Control Surface Locations

A stabilizer trim warning system monitors the stabilizer trim for uncommanded movement. An UNSCHEDULED STAB TRIM caution is generated if movement of the stabilizer trim is detected without an appropriate command from the pilot or autopilot. This is a so called “runaway trim” condition. To correct this condition, two STAB TRIM CUT OUT switches located on the pedestal are used to cut off hydraulic power to the stabilizer trim system.

Alternate stabilizer trim controls are available on the pedestal. Moving the levers labeled STAB & TRIM mechanically signals trim movement. Hydraulic power is required for the stab trim to operate the alternate trim controls.

Spoilers The spoilers are a group of flat panels on the top of the

main wing that reduce the lift on the wing when raised. They are primarily used when a steeper than normal descent is required and upon touchdown during landing. Each spoiler panel is powered from one of the three hydraulic systems such that partial spoiler deployment is possible on both wings with multiple hydraulic failures.

The spoilers are controlled by a spoiler handle on the pedestal or by using the keyboard. The ARMED position provides for automatic spoiler deployment upon landing to facilitate the transfer of aircraft weight from the wings to the landing gear (i.e. Prevent a bounce). System logic re-stows the spoilers if the aircraft becomes airborne again during a go—around. The spoilers are automatically deployed regardless of position anytime the thrust reversers are activated.

Aileron and Rudder Trim The aileron and rudder trim controls can be found on the

pedestal. These controls are used to zero out undesired control forces in the ailerons & rudder.

Yaw DampersYaw control is provided by a single rudder. Two yaw

dampers work through the rudder control system to improve directional stability. The yaw damper systems improve turn coordination and dutchroll damping. The yaw damper INOP light illuminates and the EICAS advisory message L or R YAW DAMPER displays when a yaw damper is inoperative.



Flap Controls and Indicators

1. Flap Lever Controlled via the mouse or the keyboard (<SHIFT></> to arm & </> to extend/retract).

2. Flap Indicator Left & right pointers indicate actual flap position for both wings.

3. Flap Cautions Illuminate when flaps are not in the commanded position.

LEADING EDGE Leading edge slats malfunction. TRAILING EDGE Trailing edge flaps malfunction.

4. Alternate Flap Selector Electrically positions flaps to the selected position. Selector is active when TE and/or LE ALTN buttons are pressed. Flap load relief is not provided when selecting flaps 30 via the alternate selector.

5. TE and LE Alternate Flap Switches Must be selected for Alternate Flap Selector to work.

ALTN Alternate flap selector is armed to electrically move flaps into position. Note When using the alternate flap system, the flap handle should be moved in agreement with the alternately

selected flap setting. 6. Spoiler Control Lever Controls the movement of the spoiler on both wings. There are no cockpit indicators to

indicate spoiler position. DOWN All spoiler panels are flat on the wing. ARMED Spoiler system is armed to automatically deploy upon landing. UP Spoiler panels are fully raised. Spoilers are raised relative to the handle position when moved between the

ARMED and UP indexes.

Flight Control Indicators Located on the Main Panel, the Flight Control Indicators are displayed on the

lower EICAS when the “Display - Status” button (A) is pressed (located below the lower EICAS). The actual position of each flight control surface is displayed.

1. AIL Indicates the position of both inboard and outboard ailerons. Aileron droop is displayed as a split indicator.

2. ELEV Indicates the position of both left and right elevators.

3. RUD Indicates the position of the rudder.

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Flap LeverPedestal

Flap IndicatorMain Panel

Spoiler Control Lever(Speedbrakes)

Pedestal

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Stabilizer Trim Controls and Indicators Located on the Pedestal

1. Stab Trim Indicator Displays the current position of the stabilizer trim. The white index band moves to indicate the current stabilizer trim position. The green bands represent the normal takeoff trim setting range. A CONFIG warning is generated if the trim is set out of this range and power is advanced for takeoff.

The Stab Trim range is as follows: Electric trim (normal) Flaps UP 1.50 to 12.8 units Flaps Down 0.25 to 12.8 unitsManual (levers) 0 to 14 units (full range)

TIP Place the mouse icon over the Stabilizer Trim Gauge to display a digital return. To view the digital readout, FS “Tool tips” must be enabled.

2. Stab Trim Cut-Out Switches Used to stop a runaway trim condition.

NORM Normal position of the switch which allows stab trim movement. CUT OUT Removes hydraulic power from the respective stab trim system.

3. Stab Trim Manual Control Levers Movement of these levers with the mouse causes the stabilizer trim to move in the commanded direction.

APL NOSE UP Nose up trim. APL NOSE DOWN Nose down trim.

Aileron and Rudder Trim Controls Located on the Pedestal.

1. Aileron Trim Control Switches Use the mouse to move the aileron trim left or right.

2. Aileron Trim Index A simulator convention used to display the current aileron trim.

3. Rudder Trim Control Knob Use the mouse to move the rudder trim left and right.

4. Rudder Trim Index Displays the current amount of rudder trim.

Yaw DamperLocated on the overhead panel, the yaw damper systems improve turn

coordination and dutchroll dampingYAW DAMPER Switches

ON Yaw damper is commanded on.OFF The yaw damper is commanded off. The upper switch

BLANKS when switch is OFF.Yaw Damper Inoperative (INOP) Light When the amber INOP illuminated

the yaw damper is off or inoperative.

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Flight Controls Normal Procedures PREFLIGHT

Alternate Flap Selector ................................................ NORM LE and TE Switches ................................ ALTN not displayed Stabilizer Trim ........................................................ Set 4 units Spoilers ....................................................................... DOWN Throttles ...................................................................CLOSED Flaps ...................................................................................UP STAB TRIM CUTOUT Switches ................... Guarded NORM Aileron and Rudder Trim ................................................ Set 0

STARTING After start

Flaps .......................................................................Set 5 or 15 Stabilizer Trim ................................... Set 4 units or as needed Flight Controls ...Check proper movement on STATUS screen

IN FLIGHT After takeoff

Flaps ....................................................................................UP Approach

Flaps . Set as required when slowing (Set flaps 30 for landing) Spoilers ...................................................................... ARMED

POSTFLIGHT Flaps ....................................................................................UP Spoilers ........................................................................ DOWN Stabilizer Trim ..................................................... Reset 4 units Aileron and Rudder Trim ............................................. Reset 0

Flight Controls EICAS Messages

WarningsFLAPS Flaps are not set for takeoff when takeoff thrust is applied.SPOILERS One or more spoiler pairs are inoperative.STABILIZER Stab trim is not set in the takeoff range when thrust is applied.

CautionsFLAP DISAGREE Trailing edge flaps are not in the commanded position.SLAT DISAGREE Leading edge slats are not in commanded position.UNSCHD STAB TRIM Stabilizer trim is moving without being signalled.

AdvisoriesFLAP LD RELIEF Flap load relief failure.FLT CONT VALS More than one flight control valve is closed. Individual messages inhibited.RUDDER RATIO Rudder ratio system failure.STAB TRIM Stab trim cutoff switches are off.WING HYD VAL One wing hydraulic shutoff valve is closed.YAW DAMPER, L/R The left or right yaw damper is unpowered, failed, or switched OFF.

StatusAUTO COORD ON Simulator auto-coordination system is ON.ELEV FEEL Elevator feel system fault.

Flight Instruments 62

Flight Instruments 62Level-D Simulations 767-300ER

Electronic Flight Instrument System (EFIS) This systems consists of three symbol generators, two

control panels, the EADI, and the EHSI. The EADI and EHSI display information derived from the IRUs and the FMC. The IRUs provide attitude, heading and track information while the FMC provides the MAP displays and route data. If the primary data source for either instrument should fail, alternate sources of data can be selected via the Instrument Source Selector Panel (ISS).

The symbol generators process and display the information received from all data sources on the EADI and EHSI. Normally, the left symbol generator drives the left CRT displays and the right symbol generator drives the right CRT displays. The center symbol generator is available as a backup via the ISS in case of component failure. A blanking of both CRTs on one side of the cockpit with a normal electrical system may be an indication of a symbol generator failure. Using the EFI button on the ISS may restore the displays using the center SG.

Electronic Attitude Direction Indicator (EADI) The EADI is the top screen in the instrument panel

cluster. The EADI displays the following information: Attitude indicator, Flight Director, Localizer, Glideslope, and AFDS mode annunciations. It also contains other data such as ground speed, radio altitude, and a decision height display. The left EADI is powered by the Left Main AC bus and the right EADI is powered by the Right Main AC bus.

The information displayed on the EADI is dependant on alignment of the IRUs. Attitude data on the EADI is not displayed when the IRUs are not aligned. When the IRUs are aligned in the NAV mode, the attitude display appears along with the Flight Director (if selected ON). Normally, each EADI receives data from the on-side IRU (i.e. Left from left). In case of on-side IRU failure, the center IRU may be selected to provide data to the EADI by pressing the IRS button on the ISS of the affected side.

Electronic Horizontal Situation Indicator (EHSI)The EHSI is the bottom screen in the instrument cluster.

The EHSI has selectable modes for the display of the following information: FMC Route Map, FMC Route Plan, ILS compass, and VOR compass displays. These modes are selected using the EHSI mode control panel. The left EHSI is powered by the Left Main AC bus and the right EHSI is powered by the Right Main AC Bus.

Flight Instruments A combination of standard flight instruments and electronic flight instruments are used in the 767. The electronic

instruments are part of the Electronic Flight Instrument System (EFIS). This system uses symbol generators (SG) to display information on two CRT screens called the Electronic Attitude Direction Indicator (EADI) and the Electronic Horizontal Situation Indicator (EHSI). The EHSI and EADI are surrounded by standard flight instruments that are also electrically powered. All of the flight instruments display information received from a combination of sources that include the Air Data Computers (ADC), the IRUs, the FMC and the AFDS.

The information displayed on the EHSI is dependant on alignment of the IRUs. Heading and track data are not available when the IRUs are not aligned. When the IRUs are aligned in the NAV mode, heading and track data appear along with FMC route data (if programmed).

Normally, each EHSI receives data from the on-side IRU and FMC. In case of on-side IRU or FMC failure, the center IRU and the opposite side FMC may be selected to provide data to the EHSI by pressing the IRS or the FMC button on the ISS of the affected side.

Of all the EHSI modes available, the FMC MAP mode (shown above) is most commonly used for all operations. Information in this mode is oriented in a “track up” fashion so that the FMC route displayed on the map is aligned vertically with the aircraft track display. The heading at the top of the EHSI displays the aircrafts track heading rather than the aircrafts magnetic heading. The magnetic heading is displayed as a white triangle below the heading arc. The magnetic heading offsets from the track heading if a crosswind exists. When using the HDG SEL mode, the AFDS heading bug on the EHSI aligns with the magnetic heading marker. This concept is shown in the diagram above.



Standard Flight Instruments The remaining instruments surrounding the EFIS displays

are all electrically powered. They receive information from the Air Data Computers (ADC), the IRUs, and the AFDS. The Captains instruments are powered by the Left Main AC bus and the First Officers instruments are powered by the Right Main AC bus. If a gauge is not powered or has failed, a warning flag appears within the gauge.

There are two Air Data Computers (left and right) that normally provide information for the on-side instruments. If an ADC has failed or the data becomes unreliable, the opposite side ADC may be selected to provide data to the flight instruments by pressing the AIR DATA button on the ISS of the affected side. For those instruments that rely on IRU data, the center IRU acts as a backup for these instruments via selection of the IRS button on the ISS.

A group of standby flight instruments are available as a backup to the primary flight instruments. The standby airspeed and altimeter receive data from the pitot static system and work without electrical power. The standby attitude indicator is battery powered and works anytime the battery switch is ON. The standby attitude indicator has built in ILS pointers. The standby ILS uses the same frequency that is dialed into the ILS receiver on the pedestal. The ILS pointers are displayed when the ILS knob on the standby attitude gauge is set to ILS.

Due to the constraints of design and “room” on the 2D panel, the standby instruments are normally hidden from view on a sub panel. To display the standby flight instruments, use the key combination <SHIFT><9> to overlay the sub panel onto the main panel.

Standard EADI

Speedtape EADI



EADI Display Summary The EADI display comes in two configurations and can be selected from the Add-ons> B767 Specific> Realism

and carrier options> Carrier options> menu. The EADI depicted on the left is below is the standard EADI. The EADI depicted on the right is the Speedtape EADI. Both EADIs are depicted with the single cue (bat wing) flight director option but can also display the double cue (crosshair) flight director via the Carrier options menu.

1. Attitude Indicator and Airplane Symbol Displays the current attitude of the aircraft. The top of the airplane index represents the current pitch attitude. The white triangle at the top of the attitude ball is the Sky Pointer. The Sky Pointer points to the current bank angle and always points up toward the sky. The IRUs must be aligned for the attitude ball to display.

2. Flight Director Bars Commands pitch and roll as indicated by the AFDS. Displayed only with the FD switch ON. With the single cue flight director (displayed), fly the aircraft symbol into the flight director bars and make adjustments to keep them closely matched. With the double cue flight director, fly the aircraft to maintain the vertical and horizontal command bars centered.

3. Pitch Limit Indicator (PLI) Displays anytime the flaps are not up. Indicates the pitch at which stick shaker will occur (prior to a stall).

4. Localizer Deviation Scale Displayed anytime an ILS frequency is dialed into the ILS receiver. The rising runway symbol displays when the ILS frequency is in range. The runway begins to rise at 200 feet AGL & continues to rise until meeting the airplane symbol at touchdown.

5. Glideslope Deviation Scale Displayed anytime an ILS frequency is dialed into the ILS receiver. 6. Ground Speed Display Displays current aircraft ground speed. On the Speed Tape EADI, the current Mach

speed is displayed as well. 7. Autothrottle Mode Display (green) Displays the currently engaged A/T mode. Engaged modes are as follows:

SPD Speed. The autothrottle adjusts power to maintain selected airspeed. FL CH Flight Level Change. The autothrottle adjusts power for climb or descent. THR HOLD Throttle Hold. A/T is temporarily disengaged from the throttles. IDLE Power levers are commanded to idle. GA Go-around. Power is adjusted to maintain 2000fpm at the selected speed.

8. Vertical Mode Display Displays engaged (green) and armed (white) vertical modes. The engaged mode replaces the armed mode automatically when engaging parameters are met.

Armed Modes (white) G/S Glideslope is armed to capture (APP selected). FLARE Autoland flare mode is armed (multiple autopilot APP). VNAV VNAV is armed to engage automatically after takeoff.

Engaged Modes (green)

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TO Takeoff mode. 8° pitch up commanded.

SPD Pitch is controlled to maintain airspeed (in FL CH mode).

ALT CAP Altitude capture. ALT HOLD Altitude hold. VNAV SPD VNAV Speed.

VNAV PATH VNAV Path. V/S Vertical speed. G/S Glideslope tracking. FLARE Autoland flare maneuver. GA Go-around. Pitch is commanded for

2000fpm climb.



9. Lateral Mode Display Displays engaged (green) and armed (white) lateral modes. The engaged mode replaces the armed mode automatically when engaging parameters are met.

Armed Modes (white) LOC Localizer is armed for capture (LOC or APP mode). BCRS Localizer Backcourse is armed for capture. LNAV Lateral Navigation is armed to engage. ROLL OUT Autoland rollout mode is armed (multiple autopilot APP).

Engaged Modes (green) TO Takeoff mode. Wings level takeoff track is commanded. HDG HOLD Heading Hold. HDG SEL Heading Select. LNAV Lateral Navigation (FMC route tracking). LOC Localizer tracking. BCRS Back course tracking. ROLL OUT Autoland rollout maneuver. GA Go-around. Inertial track at engagement is commanded.

10. AFDS Status Display Displays the engaged AFDS mode (green). FD Flight Director ON. CMD Autopilot engaged.

11. Radio Altimeter and Decision Height Display The Radio Altimeter (white) displays actual aircraft height above the ground from 0 to 2500 feet. The Decision Height (green) is selected on the ADI control panel (pedestal). The display turns amber and the GPWS “minimums” call is made when the radio altitude reaches the displayed altitude.

12. Fast/Slow Indicator (standard EADI) Indicates airspeed variances of +/- 10 knots between actual airspeed and the AFDS commanded speed. S= too slow, F= too fast (Speedtape EADI depicted next page).

ADI Speed Tape (Speed Tape EADI) Displays a graphical representation of airspeed and speed references.

1. FMC/MCP Command Airspeed Displays in this location when the FMC/MCP command airspeed bug as selected by the FMC or IAS/MACH selector is above the displayed range. Displays at the BOTTOM of the speedtape when the FMC/MCP command airspeed bug as selected by the FMC or IAS/MACH selector is below the displayed range.

2. V1 (Decision Speed) Indicates decision speed. Displays after manual entry on the TAKEOFF REF page. Displays during initial takeoff roll when V1 is above the displayed range.

3. Maneuvering Speed Displays maneuvering speed for existing flap setting. Displays 10 seconds after takeoff. Blanks above 20,000 feet.

4. Speed Trend Vector Indicates predicted airspeed in 10 seconds based on current acceleration or deceleration.

5. Airspeed Pointer and Digital Display Indicates current airspeed when above 30 knots.6. FMC/MCP Command Airspeed Bug Displays when the FMC/MCP command airspeed as

selected by the FMC or the IAS/MACH selector is in the displayed range.7. VR (Rotation Speed) Bug Indicates rotation speed. Displays after manual entry on the

TAKEOFF REF page. Blanks 2 minutes after takeoff.7a. Landing Reference Bug When active (for landing), displays the VREF speed as

selected on the APPROACH REF page.8. V1 (Decision Speed) Bug Indicates Decision Speed. Displays after manual entry on the

TAKEOFF REF page. Replaces digital V1 display when V1 speed is within the displayed range. Blanks 2 minutes after takeoff.

9. Minimum Maneuvering Speed Top of amber bar indicates speed where 40° bank results in stick shaker. Displays shortly after takeoff.

9a. Maximum Maneuvering Speed When active, displays at the TOP of the speedtape, below the Maximum Speed display. When displayed, indicates maneuver margin to buffet. May be displayed when operating at high altitude at relatively high gross weights.

10. Minimum Speed Indicates the airspeed where stick shaker activates.10a. Maximum Speed When active, displays at the TOP of the speedtape. Indicates

maximum permissible airspeed as limited by the lowest of the following: Vmo/Mmo, landing gear placard speed, flap placard speed.

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EHSI Control Panel Located on the Main Panel.

1. Range Control Selects the range displayed for the MAP and PLAN mode.

2. TCAS Toggle Push the center of the Range Control selector to toggle the EHSI TCAS display on/off.

3. HSI Display Control Selects desired display on the EHSI.

PLAN Displays a true north oriented map of the current FMC route. The FMC LEGS page displays <STEP> to cycle through and display each waypoint in the route.

MAP Displays a track oriented display of the FMC programmed route. Displays data selected using the MAP buttons on the control panel.

Expanded VOR and ILS Displays VOR or ILS course needles on an expanded compass. The expanded mode displays only 70° of the compass rose. The compass is oriented to magnetic heading.

FULL VOR and ILS Displays VOR or ILS course needles on a full compass rose. The compass is oriented to magnetic heading.

4. Map Display Buttons Toggle on/off extra information in the MAP mode.

NAV AID Displays VORs within the selected range. Low altitude VORs are inhibited in the 80, 160, and 320-mile range displays.

ARPT Displays airports within the selected range. RTE DATA Displays waypoint crossing altitude and estimated time of arrival (ETA) for all waypoints displayed

on the MAP. The crossing altitude only displays for those waypoints that have an altitude restriction programmed.

WPT Displays waypoints within the selected range. Waypoint display is only available in the 10, 20 and 40-mile range displays.

Push top of button to

toggle TCAS

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EHSI Map Display Summary

25.5nm 1. Distance Display Distance to the active FMC waypoint.

2. AFDS Heading Bug Indicates selected heading on the MCP.

3. Heading Pointer Indicates aircraft magnetic heading.

4. Track (TRK) Indicator Displays aircraft track heading.Heading (TRU) Indicator Indicates aircraft magnetic track heading.

1335.4z 5. Waypoint Arrival Time Predicted active waypoint crossing time (in zulu).

6. Expanded Compass Rose Compass data provided by the IRU.

7. VOR Symbols VORDME/TACANVORTAC.

8. Waypoint Symbol A nearby waypoint displayed when the WPT button is ON.

9. Inactive Waypoint (white) A navigation point on the active route. Route Data Displays waypoint crossing altitude and ETA when RTE DATA button is ON.

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10. Active Route Displayed as a magenta line connecting all navigation points. When active, T/C (top of climb) and T/D (top of descent) FMC predicted points are depicted on the active route magenta line.

11. Vertical Track Indicator (VTI) Displays deviation from the VNAV descent path. Calibrated range is +/- 400 feet. Displayed only during a VNAV descent (after the T/D).

12. Aircraft Symbol The tip of the triangle represents current aircraft position.

Position Trend Vector Predicts position at the end of 30, 60, and 90 second intervals, based on bank angle and ground speed. Each segment represents 30 seconds. Selected range determines the number of segments displayed.

13. Altitude Range Arc Predicted point where the MCP selected altitude will be reached.

14. Wind Vector Displays wind speed and relative direction to aircraft track.

Airport Symbol A nearby airport displayed when the ARPT button is ON.

Runway Symbol Runway selected for departure or arrival in the FMC.

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EHSI VOR Display Summary (Expanded & Full)

1. Distance Display DME distance to the selected VOR. 2. ADF Needle Displays when a valid ADF signal is received. 3. AFDS Heading Bug Indicates selected heading on the MCP. 4. Heading (HDG) Indicator Displays aircraft magnetic heading. 5. Track Pointer Indicates aircraft track heading. 6. Course Deviation Indicator (CDI) Displays VOR deviation when a VOR signal is received. 7. Wind Vector Displays wind speed and relative direction to aircraft heading. 8. Reference Receiver Mode Displays the source of the navigation data.

EHSI ILS Display Summary (Expanded & Full)The data layout is the same as in the VOR displays, except that the CDI indicates deviation from the localizer when

a LOC signal is received. The glideslope indicator is displayed on the right side of each display.

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Speed Bug Click AreasClick in the general areas indicated to set individual reference bugs. This is a trial and error process since there are no markers on the actual gauge.

RDMI (Radio Distance Magnetic Indicator) Display 1. DME Indicator Displays the VOR DME for the respective VOR receiver.

Displays “----“ if DME is not available. 2. Signal Pointers Display the magnetic bearing to the selected VOR or ADF station. 3. VOR/ADF Selectors Controls which signal is displayed by the respective

needle. Placing either selector to ADF displays the bearing to the active ADF station set in the pedestal.

4. Compass Rose Aircraft magnetic heading is indicated under the white pointer. Heading information is derived from the opposite side IRU (i.e. Captains RDMI receives right IRU data).

Altimeter Display 1. 100 Foot Pointer Rotates as altitude changes. 2. Altitude Readout Indicates exact aircraft altitude in 20 foot increments. 3. Altimeter Setting Use the BARO knob or click on the MB or IN HG numerals to

set the altimeter. 4. Altitude Reference Bug Use the knob to set an altitude reference. The bug is set

for reference only and is not connected to any systems. 5. Altitude (ALT) Alert Light Illuminates when within 900 feet of the MCP selected

altitude prior to altitude capture. Extinguishes when within 300 feet of the MCP altitude. After altitude capture, the light re-illuminates when altitude varies by more than 300 feet from the MCP altitude. An aural warning is also generated.

Airspeed Indicator 1. Mach Window Displays current Mach speed. Window opens at .400

Mach and greater. 2. MMO/VMO Pointer Displays the mach/airspeed limit above which an

overspeed warning is received. 3. AFDS Airspeed Command Bug Displays the airspeed set on the

MCP. If VNAV is in use, the FMC commanded airspeed is displayed. 4. Airspeed Pointer Points to the current indicated airspeed. Indications

start at 60 knots. The digital airspeed readout (labeled KNOTS) begins indicating at 30 knots.

5. Speed Bug Reset Button (“Invisible Click Spot”) A “mouse click” in this area resets all of the speed bugs based on FMC information.

On the ground, takeoff bug speeds are set (including the MCP airspeed) depending on the “Airspeed bugs option” in the Level-D menu as follows:

Checked V1, VR, V2 (command bug), Vref30+40, Vref30+80. Un-Checked V1, V2 (command bug), Vref30+20, Vref30+40,

Vref30+60, Vref30+80 In the air, approach bug speeds are set depending on the “Airspeed bugs

option” in the Level-D menu as follows: Checked Vref30, Vref30+40 Vref30+80. Un-Checked Vref30, Vref30+20, Vref30+40, Vref30+60, Vref30+80

6. Airspeed Reference Bug For reference only, set manually by using the mouse click areas along the right side of the airspeed gauge. Consult the “speed bug click areas” diagram.

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Heading Reference SwitchLocated on the First Officer’s Panel (<SHIFT><4> or “F/O” button) and 3D Virtual Cockpit. Manually

switching to a true north reference is annunciated by a green box around the word TRU on the HSI. A TRUE heading reference can be selected with the heading reference switch when outside the polar region.

NORM References each compass card to magnetic north when operating outside polar regions. References each HSI to true north and causes each RDMI heading flag to appear when operating within polar regions.

TRUE References each compass card to true north regardless of latitude.

Clock Display Located on the main panel.1. Time Display Indicates current simulator time. Time can be adjusted

using the mouse click areas on the window.

2. Elapsed Timer (ET) Control Mouse click areas control the elapsed timer function.

HLD Hold function. This is the default position. If the ET is running, pressing this area pauses the timer.

RUN Press the mouse click area to start the elapsed timer. When pressed, the hours:minutes display in the ET/CHR window. The Elapsed Time continues to operate unless reset or held.

RESET Press to reset the ET to zero. The switch spring loads to the HLD position and the ET window blanks out.

Note The elapsed timer continues to function in the background when the chronometer is in use.

3. ET/CHR Window Displays the elapsed timer or the chronometer when either is active. The chronometer displays on top of the elapsed timer if both are running simultaneously.

4. Chronometer Control Button Press to start the timer function. The elapsed minutes are displayed in the ET/CHR window and the elapsed seconds are displayed by the rotating pointer. Press a second time to stop the chronometer. Press a third time to reset and clear the display.

Instrument Source Select Controls Located on the left side of the main panel.

1. Flight Director Source Selector Selects the FCC used to operate the on-side Flight Director bars. Normally set to the on-side position.

2. FMC Switches Normally blank. When ALTN is displayed, switches the source data displayed on the EFIS to the right FMC. Used in case of on-side FMC failure.

3. Electronic Flight Instrument Switch Normally blank. When ALTN is displayed, switches the on-side EFIS displays to the center symbol generator. Used in case of SG failure.

4. Inertial Reference System Switch Normally blank. When ALTN is displayed, switches the source data for the on-side instruments to the center IRU. Opposite side RMI is also switched to the center IRU. Used in case of IRU failure.

5. Air Data Computer Switch Normally blank. When ALTN is displayed, switches the on side instruments to use data from the opposite ADC. Used in case of ADC failure.

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Flight Instruments EICAS Messages

CautionsINSTR SWITCH Both Captains and F/Os EFIS switched to ALTN.

Standby Flight InstrumentsThe standby instruments are hidden from view on a sub panel. To display the

standby flight instruments, use the key combination <shift><9> to overlay the sub panel onto the main panel.

1. Attitude Director Indicator

2. Altimeter

3. Airspeed Indicator

Located on the Centerpost above the Glareshield (AFDS/MCP).4. Standby Magnetic Compass

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Flight Management System 73

Flight Management System 73Level-D Simulations 767-300ER

Flight Management System (FMS)

The Flight Management System allows the pilot to manage the aircrafts vertical and lateral paths automatically. It also provides a resource for aircraft performance data related to aircraft speed, altitude, fuel consumption, and power settings.

The FMS subsystems include: Two Flight Management Computers (FMC), a Control Display Unit (CDU), the AFDS MCP, and the EHSI. The FMCs provide for aircraft position calculation, performance management, and three dimensional navigation based on data input and information received from supporting systems. The CDU is the main pilot interface to access and control information in the FMC. The AFDS MCP permits selection of LNAV and VNAV and performs the operations commanded by the FMC. The EHSI displays a map of information generated by the FMC.

Control Display Unit (CDU)The CDU is the main pilot interface for control of the Flight Management Computer. The CDU is often times referred

to as the “FMC” since the FMC is not a visible component of the flight deck. Therefore, references to FMC data input in this text refer specifically to the use of the CDU. Due to main panel space constraints, the CDU is located on a sub panel which can be displayed by pressing the FMC button on the main panel or by using the keyboard combination <SHIFT><7>. When operating in the virtual cockpit, clicking on the CDU brings up the 2D FMC sub-panel.

The CDU consists of a CRT screen, line select keys (LSK), function keys, and data entry keys. The LSKs along the sides of the CDU line up with data lines on the CRT and are used to select and input data on the screen. The function keys are used to cycle through the pages of data contained in the FMC. The data entry keys are used to input data onto the scratch pad at the bottom of the CRT screen. Selection of an LSK when data exists in the scratchpad transfers the data into the data line abeam the LSK. To clear all data entered into the scratchpad, press and hold the CLR button. Individual presses of the CLR button clears single characters from the scratchpad.

1R2R3R4R5R6R

LEFTLine Select Keys(L LSK)

1L2L3L4L5L6L

Scratchpad

Function Keys

Display CRT

Data Entry Keys

Brightness (BRT) Control

Execute (EXEC) Key & Light

Message (MSG) Light

RIGHTLine Select Keys(R LSK)

Keyboard Assist



CDU Display & Controls The display of FMC data on the CDU screen follows the following conventions. Data shown in large type abeam an

LSK is data that has been entered by the pilot or selected from the FMC database. Data shown in small type abeam an LSK is prediction data calculated by the FMC.

All data pages in the FMC are structured similarly to the page shown on the left. Data is structured vertically in left and right columns and line up with LSKs on both sides of the CDU. The data page on the right side is the LEGS page and is used most often in normal operations. Its data is structures horizontally such that waypoint information is shown across an entire line of data. The LEGS page is explained in greater detail in later sections and is presented here as an overview of CDU display conventions only.

1. Page Title Identifies the data page displayed on the CDU. Different data displays are selected by pressing the function keys.

2. Page Number Identifies the current page and the number of data pages available. Cycle through available pages using the NEXT and PREV PAGE function keys.

3. Required Data Prompt Data that is required by the FMC for proper operation is identified on each page with box prompts. Data is entered into the scratchpad using the data entry keys & is placed into the box prompts using the corresponding LSK. To delete an incorrect entry, press DEL data entry key followed by the LSK abeam the data field.

4. Optional Data Prompt Optional data that is not required by the FMC for proper operation is identified on each page with dashed prompts. To delete an incorrect entry, press the DEL data entry key followed by the LSK abeam the incorrect data field.

5. Waypoint Name and Course The names of waypoints are displayed in large type since they are manually entered by the pilot or called up from the FMC database. The predicted magnetic track to each waypoint is displayed in small type. An exception is when a heading or specific track is commanded by a procedure selected from the FMC database. The example above shows a commanded heading (HDG) of 315° as part of a selected procedure.

6. Waypoint Distance Distances between waypoints are displayed in small type. 7. Manually Entered Data Data that has been manually entered by the pilot is displayed in large type. 8. Predicted Data Data calculated by the FMC is shown in small type. 9. Page Prompts At the bottom of each screen at the 6L and 6R positions are page prompts. Pressing the

corresponding LSK takes calls up a different page of data or performs the function specified.

Keyboard Assist Mode In order to facilitate FMC data entry, a keyboard assist (KA) mode is available by pressing

on an invisible mouse area on the CDU CRT next to the 1L LSK. “KA” is displayed in the upper left corner of the CRT when the keyboard assist mode is turned on. In KA mode, all computer keyboard entries are sent to the CDU scratchpad. This mode is helpful for entering multiple waypoints contained in a long flight plan.

To exit the KA mode, simply press the KA mouse click area a second time, or close the FMC window. Attempting to control the simulator using keyboard shortcuts is not possible if the FMC is left in the KA mode. Therefore, if the simulator is not responding to keyboard controls, check to ensure the FMC is no longer in the KA mode.

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KA Click Area



Function Keys Overview The Function Keys provide access to the different data pages available in the FMC. Pressing a function key

displays the first page of data available for that function. When viewing subsequent pages of data within a function (if available), pressing the same function key again restores the data display to page one of that function. The following provides an overview for each function key. Note that the FMC COMM and ATC function keys have no data associated with them.

INIT REF

Initialization and Reference page. There are six different INIT REF pages available. The page displayed when the INIT REF key is pressed varies based on phase of flight. The “<INDEX” prompt on the INIT REF page displays a list of all INIT REF pages available.

RTE Route page. This page is used during preflight to enter waypoints and airways from the flightplan into the FMC. Airway entries are converted into waypoints automatically.

DEP ARR

Departure and Arrival pages. Airport specific departure (SID), arrival (STAR), and approach (APP) procedures are selected from these pages.

VNAV Vertical navigation pages. Three VNAV pages are available: Climb, Cruise, and Descent. Data entry on these pages is required by the FMC before VNAV can be engaged.

FIX Fix page. Permits entry of a navigational point not available on the active route. The point entered displays on the EHSI when in the selected range.

LEGS Legs pages. The LEGS pages display all waypoints in the programmed route. The waypoints shown on the LEGS pages are used for LNAV. Most modifications to the active route are made from these pages.

HOLD Hold page. Holding patterns are entered and controlled from this page. Any waypoint in the LEGS page can have a holding pattern assigned to it.

PROG Progress pages. The flight progress data for the active route is summarized on the PROGRESS pages.

EXEC Execute key. This key illuminates any time there has been a modification to FMC data that requires “execution” before being utilized.

MENU Menu key. The menu screen is displayed when the FMC is initially powered up. It contains prompts to access the FMC and to save LEGS page data.

NAV RAD Navigation Radio page. This page displays information about currently tuned navigation radios.

PREV PAGENEXT PAGE

When pressed, cycles through pages on the CDU. A page counter is shown on each CDU screen in the upper right corner (x/x). If more than one page of data is available, pressing these keys switches between available pages.



Initialization/Reference Index Page (INIT/REF INDEX) The INIT REF INDEX is available by pressing the 6L “<INDEX” prompt

from the bottom of any INIT REF page. The index page provides access to all of the FMC data pages used for preflight and data reference. Pressing the INIT REF key calls up one of the pages listed on the left side of the CDU based on the following priority:

• Initial power up, the IDENT page is displayed.• On the ground (IRU not aligned), the POS INIT page is displayed. • On the ground (IRU aligned), the PERF INIT page is displayed. • In flight, APPROACH page is displayed.

Note The TAKEOFF page is available through the INDEX or via the 6R LSK on the PERF INIT page. The following is a brief explanation of each INIT REF page available:

IDENT The identification page shows information about FMC programs. The starting point for preflight programming of the FMC.

POS The position initialization (POS INIT) page provides for the entry and display of IRU position data. PERF The performance initialization (PERF INIT) page is used to enter data required for VNAV calculations. TAKEOFF Takeoff reference page (TAKEOFF REF) displays takeoff speeds & thrust information. APPROACH The approach reference page (APPROACH REF) displays landing speeds and ILS frequency information for

the selected landing runway. NAV DATA The navigation data page provides information on navigation fixes.

Identification Page (IDENT) The IDENT page is the starting point for the preflight of the FMC. The data

listed on this page cannot be changed and is for reference only. Since many different models of 767’s exist, it is important to confirm that the proper data has been loaded into the FMC. Check to be sure the MODEL, ENGINES, and NAV DATA fields are correct for the aircraft.

To facilitate preflight data entry, the next page requiring data entry is prompted for at the 6R LSK on all INIT REF pages. Pressing the “POS INIT>” prompt at the 6R LSK calls up the POS INIT page without having to return to the index page.

Preflight Page SequenceWhen the FMC receives initial power, the menu (MENU) page is

usually displayed first. Press the 1L LSK abeam <FMC to display the IDENT page. Preflight flow continues in this sequence:

• Identification (IDENT) page • Position Initialization (POS INIT) page • ROUTE (RTE) page • DEPARTURES page (no automatic prompt)• Performance Initialization (PERF INIT) page • Takeoff Reference (TAKEOFF REF) page.

Most of these pages are also used in flight. During the preflight, a prompt in the lower right allows the flight crew to step through the minimum requirements for preflight completion. Selecting the prompt key at the 6R LSK position displays the next page in the flow. The text message “INCOMPLETE” will display at 6R LSK until the minimum requirements are met. The text message “COMPLETE” will display at 6R LSK when the minimum requirements are met. The COMPLETE message will display if a departure runway has not been selected. NOTE There is no preflight prompt to enter the departure runway.

Inertial position may be required (depending on the enabled options from the Level-D menu) for FMC preflight and flight instrument operation. A route must be entered and activated during the preflight flow. The minimum route data requirement is origin and destination airports, and one route waypoint.

Pre-flight Prompt



Position Initialization Page (POS INIT) The POS INIT page is used to enter aircraft position coordinates during alignment of the IRS. The current FMC clock

time is displayed but cannot be changed from this page. Second and third POS INIT pages are available to check current FMC and IRS positions.

1. REF AIRPORT This field accepts the four character ICAO airport identifier. Enter the airport ICAO code into the scratchpad and press 2L LSK to transfer data into this field.

2. LAST POS Last aircraft position in lat/long format is displayed. Pressing the 1R LSK transfers the coordinates displayed to the scratchpad.

3. REF AIRPORT POSITION The lat/long coordinates of the REF AIRPORT are displayed here when an ICAO code is entered at the 2L LSK position. Pressing the 2R LSK when coordinates are present transfers the coordinates displayed to the scratchpad.

4. SET IRS POS These boxes are displayed when the IRS is in the ALIGN mode and present position coordinates have not been entered. Pressing the 5R LSK when coordinates are present in the scratchpad transfers the coordinates to the IRS during alignment. The coordinates entered are displayed until IRS alignment is complete.

The set inertial position entry is required to initialize the IRS. Select the most accurate latitude/longitude from LAST POS, REF AIRPORT, GATE, or a manual entry to initialize the IRS. If an entry is not made before the IRS completes the initial alignment, the scratchpad message ENTER IRS POSITION is displayed. If the manually entered position fails the IRS internal check, the scratchpad message ENTER IRS POSITION is displayed. The manually entered position is also coscratchpad message IRS POS/ORIGIN DISAGREE is displayed.

5. Pre-flight Prompt Press to access the RTE data page required for preflight.

Position Determination The FMC accepts lat/long coordinates in the following format:

N — — — — . — W — — — — — . — N — — — — . — E — — — — — . —S — — — — . — W — — — — — . — S — — — — . — E — — — — — . —

For example, pressing the 1R LSK on the depicted POS INIT page transfers N4221.1W07100.7 to the scratchpad. There are four methods available to determine the aircrafts position for coordinate entry during IRS alignment: 1. LAST POS Use the last position coordinates by pressing the 1R LSK to transfer the data into the scratchpad. 2. REF AIRPORT Use the airport coordinates by pressing the 2R LSK (when data is shown) to transfer the data into

the scratchpad. 3. Charted Coordinates Third party simulator charts often list coordinates for airport gates. If parked at a gate with

known coordinates, these can be manually entered into the scratchpad and used for IRS alignment. The coordinates entered must be in the format shown above.

4. <SHIFT><Z> Pressing this key combination displays the aircrafts exact position across the top of the simulator window. The coordinates displayed by FS need to be formatted for the FMC. Therefore, the W coordinate of “71” is entered as “071”. This is important since entering “W7100.7” generates an error message. Adding a leading “0” is not required when the longitude is 100 or above. For example, W101*46.61 would be formatted as W10146.6 in the FMC.

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Position Reference Pages (POS REF) From the POS INIT page, two other pages of data are available by pressing the NEXT or PREV PAGE function

keys. The position reference (POS REF) pages display the current positions of the FMC and the IRUs. The FMC position is normally determined using the weighted average of the three IRU positions. If an IRU fails, the

FMC reverts to using the on-side IRU for position determination. If the on-side IRU is not available, the FMC uses the center IRU for position determination.

The IRU position is updated using VOR DME information when available during flight. If a radio update is not available, the FMC position is the same as the IRU position. If the FMC position has not been radio updated within 12 minutes, an IRS NAV ONLY message is displayed in the scratchpad. If this message is displayed, check that both NAV radios are set to AUTO so that the FMC can auto-tune the radios to receive an update.

1. FMC Position The current position of the FMC is displayed here. The source used to determine the FMC position is indicated in brackets.

(RADIO) FMC position is calculated from radio and IRU data.(IRS) FMC position is calculated with IRU data only.

2. IRS Position The current IRS position being used by the FMC is displayed here. The IRUs being used to calculate the IRS position is indicated in brackets.

(3) IRS position is the weighted average of all three IRUs.(L) Only the left IRU is used for position data. (C) Only the center IRU is used for position data. (R) Only the right IRU is used for position data.

3. Radio Position The current position as determined by the tuned radios.

4. Radio Update Stations Displays the radio station identifiers used to determine the radio position.

5. L/C/R IRS Position Display Displays the latitude/longitude positions & ground speed for the respective IRU.

6. Bearing/Distance Display Pressing the 6R LSK displays the IRS position data in bearing/distance format relative to the current FMC position. When information is displayed in the BRG/DIST format, the 6R LSK prompt changes to “LAT/LON>” to switch the display back to the latitude/longitude display format.

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Performance Initialization Page (PERF INIT) The PERF INIT page contains data used by the FMC in performance calculations. The data on this page is required

if AFDS VNAV mode is to be used.

1. Gross Weight (GRWT) The gross weight (in thousands) of the airplane can be entered here manually or automatically. This data field updates automatically when the Zero Fuel Weight (ZFW) field is manually entered. Making a manual entry causes data on the Takeoff page to be deleted.

2. Fuel The fuel weight (in thousands) on board the aircraft can be set manually or automatically. CALC indicates that the fuel load has been automatically calculated by the FMC.

3. Zero Fuel Weight (ZFW) The zero fuel weight (in thousands) of the aircraft can be entered here manually or automatically. This data field updates automatically when the Gross Weight (GR WT) field is manually entered. Making a manual entry causes data on the Takeoff page to be deleted.

4. Reserves The amount of reserve fuel (in thousands) is entered manually in this field. This value is the minimum fuel required before a warning is generated by the FMC. When the FMC predicts that arrival fuel will be less than reserves, an INSUFFICIENT FUEL warning is generated in the scratchpad. Fuel calculations on the HOLD page are also dependant on this value.

5. Cruise Altitude The cruise altitude for the planned route is entered here. This field can be updated manually or automatically by loading a flight plan. The value in this field is linked to the CRZ ALT fields on the VNAV Climb and Cruise pages. The following are examples of valid entries for this field:

• 10000 feet = 10000, 100, FL100 • 29000 feet = 29000, 290, FL290

6. Cost Index The FMC Economy (ECON) calculations are based on the value entered in this field. The standard value entered is 80. Values can range from 0 to 9999. Entering “0” gives maximum range airspeed and minimum fuel consumption. Higher values increase the cruise speed and fuel consumption for the calculated ECON speed.

7. Step Size Displays the step climb value used for VNAV STEP TO performance calculations. ICAO is the standard value and indicates a step climb size of 2000 feet below FL290 and 4000 feet above FL290. Valid entries range from 0 to 9000 in 1000 foot increments. When “0” is entered, all VNAV predictions are based on a constant cruise altitude.

8. Preflight Prompt Press to call up the TAKEOFF data page required for preflight.

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Takeoff Reference Page (TAKEOFF REF) The TAKEOFF REF page is used to enter flap and thrust information for FMC takeoff performance calculations.

1 Takeoff Flaps (FLAPS) Takeoff flap setting is entered here. Valid entries are 5, 15, and 20. Flaps 5 or flaps 15 are standard. Takeoff speeds are recalculated and a TAKEOFF SPEEDS DELETED message is generated any time the FLAPS field is updated. This field is the only TAKEOFF REF field required to be filled in for proper FMC operation.

2. Takeoff Thrust (THRUST) Optional entry to de-rate calculated takeoff thrust. The value entered here is called the “assumed temperature”. Valid entries are from 0 to 99° C. No temperature entry results in maximum takeoff power. The entered temperature and commanded thrust settings are displayed on the EICAS N1 data display. Takeoff speeds and thrust settings are automatically recalculated anytime the THRUST field is updated. To delete a temperature entry, press DEL on the data entry keyboard followed by the 2L LSK.

Note The calculation of the reduced thrust temperature involves variables such as runway length, slope, altitude, and departure path obstacles. The LDS Beta Team has released two Performance Manuals (in pdf format) (LBS & KGS) to calculate temperature derates and V-speeds. They are available at the Level-D website. A tutorial on how to use this data is included. The use of reduced thrust settings is the pilot’s discretion. As a guide, for long runways (>10,000 feet) use a value of 54°C. For shorter runways, use a value between current airport temperature and 54° C. The lower the temperature, the lower the de-rated thrust.

3. Center of Gravity / Trim (CG TRIM) Enter the CG value/number generated by the Configuration Manager. After the CG is entered, the FMC calculates and displays the stabilizer trim setting for takeoff.

4. Runway/Position (RWY/POS) Displays the runway entered in the ROUTE page on which takeoff data is based. The optional /POS line is for planned autothrottle engagement in feet from the runway threshold. To enter a value, type “/XXXX” (XXXX = distance) and press the 4L LSK. This value is used by the FMC for a position update when the autothrottle is engaged during the takeoff roll.

5. Takeoff Reference Speeds (V1, VR, V2) Takeoff Vref speeds are displayed here. They may be entered manually or automatically. Speeds are automatically entered when a flap setting has been entered. Speeds update anytime performance data or takeoff data fields are changed.

6. Takeoff Gross Weight (TOGW) Accepts a manually entered value that has no bearing on FMC data.7. Preflight Status (PRE-FLT) The status of FMC preflight programming is displayed here.

INCOMPLETE Data entry is still required to finish preflight programming. Cycle through the INIT REF pages and the ROUTE page to see if any data boxes are unfilled.

COMPLETE All required data has been filled in for proper FMC operation.

Takeoff Reference Page (2/2) 1. Wind Airport wind and speed may be entered here. Entry format is XXX/YY. XXX is magnetic direction and YY is

speed in knots. 2. Runway Wind (RWY WIND) When the wind is entered at the 3L data line, the relative wind components for the

selected runway are displayed here. H or T is displayed to denote a headwind or tailwind component. L or R is displayed to denote a crosswind component and relative direction.

3. Slope and Condition (SLOPE/COND) Runway slope and condition information can be entered here. The slope is not modelled in FS but may be entered as UX.X or DX.X, where U and D indicate up or down and X.X is the slope value. The condition may be entered as /DRY, /D or /WET, /W.

4. Acceleration Height (ACCEL HT) Displays the height that VNAV will begin an acceleration for flap retraction after takeoff. The default acceleration value is 1000. Valid entries are from 400 to 9999 feet.

5. Limited Takeoff Gross Weight (STD LIM TOGW) The maximum gross weight of the aircraft is displayed here. 6. Reference Temperature (REF OAT) The outside air temperature on which takeoff performance is based is

displayed here. A new outside temperature value between -54 and 99 (-54°C to 99°C) can be entered.

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Approach Reference Page (APPROACH REF) Pressing the INIT REF key while in flight calls up the Approach Reference page. On the ground, this page is available via

the INIT REF INDEX page. Displays and updates automatically based on aircraft weight.

1. Gross Weight (GROSS WT) The FMC automatically calculates the gross weight of the aircraft. May be manually entered if not shown or is incorrect.

2. Approach Reference Speeds (FLAPS & VREF) Approach Vref speeds update automatically when a weight is entered into the GROSS WT field. Flaps 20 is the landing speed used for single engine operations. Flaps 25 and 30 are normal flap landing speeds.

3. Runway Length The length in feet and meters of the selected departure or arrival runway. The reference airport is shown in small type above the data box. The departure runway length is displayed until the lesser of 400 miles from the departure airport or halfway to the destination. Otherwise, the runway length for the arrival runway in the active route is displayed.

4. Frequency and Front Course The ILS frequency and approach course for the selected runway is displayed here and at the 5R position. The frequency shown is for the departure runway until the lesser of 400 miles from the departure airport or halfway to the destination. Otherwise, the frequency and front course for the arrival runway in the active route are displayed.

5. Flap/Speed This line accepts the entry of a different flap/speed combination. Data entry of this field creates the Vref “-R” on the speedtape EADI for landing. Entries in this data field have no effect on other performance data.

Valid Waypoint Types The following is a list of waypoint types that can be entered in the TO column on the RTE page. The same waypoint

types can be entered into the LEGS page. NOTE If a waypoint has more than one definition in the FMC database, a waypoint selection screen titled SELECT DESIRED WPT is presented. The choices are listed in distance order from the route or aircraft, with the closest waypoints listed first. Press the LSK abeam the desired waypoint to select it into the route. In most cases, the selection abeam the 1L LSK will be the desired waypoint.

Published Waypoints The name of the waypoint as it appears on a chart. Examples include: NEION, HOPCE, CORDS. VOR The identifier for the navaid as shown on a chart: i.e. JFK, LGA, CRINDB The identifier for the NDB as shown on a chart: i.e. LG, UR, OGY. ILS The ID for the ILS frequency as shown on a chart: i.e. IHIQ, IJFK, ITLK. ICAO Airport The 4-letter ICAO airport identifier can be used as a waypoint. Examples: KJFK, EGLL, CYVR. Intersections The intersection of two radials can be entered. DME Distances A distance from a waypoint along a specified radial can be entered.Along Track A waypoint can be placed on the current FMC route that is defined as a distance from an on-route waypoint. Latitude/Longitude Entry follows the same conventions described for IRS initialization (in the POS INIT section). Conditional Waypoint These types are entered by selection of a DEP, ARR, or approach procedure from the FMC

database. Examples include: (1500), (INTC). These types of waypoints are not definitively defined and are conditional on aircraft performance or position. A unique feature of this FMC is that these waypoints may be custom programmed. This procedure is described at the end of the FMC section.

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Route Page (RTE) The flightplan to be used by the FMC is entered on the route page. A route is made up of connected waypoints

that the FMC can navigate toward. The connection of these waypoints creates the flight path to be followed when engaging the AFDS in the LNAV mode.

The Route page is displayed by pressing the RTE function key. The FMC is capable of storing two routes: RTE 1 and RTE2. Only one route can be activated at a time while the inactive route remains stored in memory. When working with an inactive route, the waypoints are drawn on the EHSI and connected with a blue dashed line. The waypoints in the active route are drawn full time on the EHSI and connected with a magenta line. The active route is used when navigating in LNAV mode.

The page title at the top of the screen indicates which route is displayed. The following page titles are possible: (X=1 or 2) RTE X The route displayed is an inactive route. The “ACTIVATE>” prompt is shown at the 6R LSK. The route is drawn

on the EHSI with a blue dashed line. ACT RTE X The route displayed is the active route. The route is drawn on the EHSI with a solid magenta line. MOD RTE X The route displayed is active, but has a modification to it that needs to be executed before the changes

become active. The modified portion of the route is drawn on the EHSI with a blue dashed line. The second page of Route page is accessed by pressing the NEXT PAGE function key. The entry of waypoints and

airways is made from this page. When the page is full of waypoints, a new RTE page is created for continued route programming. Access RTE pages via the NEXT & PREV PAGE function keys.

When working with an inactive route, changes made on the RTE pages do not require execution. When working with an active route, any changes made on the RTE pages require execution with the EXEC key before becoming active.

1. Origin Enter the 4-letter ICAO identifier for the departure airport. Making an entry in this data field on the ground clears the programmed route. Entry is inhibited in flight.

2. Departure Runway (RUNWAY) Enter the departure runway for the origin airport. The departure runway can also be selected using the DEPARTURES page.

3. Destination (DEST) Enter the 4-letter ICAO identifier for the arrival airport. Note Origin, Departure Runway & Destination are automatically filled when loading a flight plan using the CO ROUTE feature.

4. Flight Number (FLT NO) Optional entry of the flight number can be made here. The flight number (if entered) displays on the PROGRESS page.

5. Company Route (CO ROUTE) Enter the name of a saved flight plan to automatically load a pre-programmed route. Saving routes is discussed later in this chapter.

6. VIA Column (RTE1 page 2/2) The entry of airways is made in the VIA column. To enter an airway, a starting waypoint must be entered in the TO column. The airway name is then entered in the VIA column on the next line down from the starting waypoint. Box prompts appear in the TO column. You may enter the connecting waypoint in the box, or you can enter the next airway in the VIA column and the waypoints will autofill the connecting end point in the TO column. Valid waypoints for airways (VIA) must connect to the appropriate waypoint (TO).

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7. TO Column The entry of waypoints is made in the TO column. Valid waypoint entries include fixes, navaids, airports, runways, and special waypoints (see Valid Waypoint Types (next page) for examples). To make a waypoint entry, type the name into the scratchpad and press the LSK abeam the dashed prompts in the right hand column. Anytime box prompts are displayed in the TO column, a waypoint entry is required. This occurs anytime an airway entry is made in the VIA column. When waypoints are entered into the TO column without an airway entry in the VIA column, the word DIRECT appears in the VIA column.

8. RTE X Prompt (X=1 or 2) Press the 6L LSK to switch between the display of RTE 1 and RTE 2. Switching between routes has no effect on the active route. Modifications to the inactive route have no effect on the active route. To activate the inactive route, press the “ACTIVATE>” prompt at the 6R LSK followed by the EXEC key. The previously active route remains in memory as the inactive route.

9. Activate Prompt (ACTIVATE>) Pressing the 6R LSK arms the displayed route for activation. Pressing the illuminated EXEC function key activates the route. To cancel activation (prior to pressing EXEC), use the “<ERASE” prompt that appears at the 6L LSK. This cancels the activation, but does not clear the programmed route.

Route Programming ExampleHere’s how to enter the route RBV J64 RAV into the RTE page. This example shows a Jet airway being programmed. The same entry method is used for Victor (V34,

V220, etc.), Amber (A1, A7, etc.), Upper (UM826, UL522, etc.) and other types of airways. The only difference is the starting letter.

If an incorrect entry is made when programming an airway, an INVALID ENTRY message is generated in the scratchpad. If the ending waypoint is not entered in the box prompts, the airway entry is automatically deleted upon execution of the route.

Other data is displayed automatically in the VIA column. When making waypoint to waypoint entries in the TO column, the word DIRECT appears in the VIA column. When selecting a departure or arrival procedure from the nav database (using DEP ARR key), the name of the selected procedure is shown in the VIA column.

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Alternate Page (ALTN>)The ALTN page displays the four airports closest to the aircraft

current position (based on ETA sequence). Each airport on the list has an ICAO ALTN page with more data. Select the ICAO ALTN page by pressing the Right Line Select Key abeam the corresponding airport/ICAO code.

The alternate page displays the alternate airport data. An alternate airport can be selected to change the flight plan destination. The page displays a list of four alternate airports sorted in order of the ETA to the airport while airborne. The source of alternate airports can be:

• automatic selection from the navigation database• manual entry

Alternate airports automatically selected from the alternate list or the navigation database are shown in a small font. The currently selected alternate airport is shown on the map display in normal airport symbology.

1. Alternate Airports Displays the identifier of the four alternate airports in ETA order when airborne. If a route (RTE1) has been executed, displays the identifier of the four alternate airports in distance order when on the ground. You can manually enter any alternate airport that is included in the navigation database. The manual entry replaces the alternate where the entry is made and is shown in large font. After entry, the four airports are resequenced according to ETA. DELETE function key is used to remove manually entered alternate airports from the ALTN page.

2. Selected (<SEL>), Automatically Selected (<A>) <SEL> indicates a manually selected alternate airport. A manual selection of an alternate airport is made by pushing the line select key left of the airport identifier. When there is no manually selected alternate the FMC automatically selects the alternate airport with the earliest ETA. Automatically selected alternates are indicated by <A> next to the airport identifier.

3. ETA Displays the alternate airport estimated time of arrival, which is calculated based on the routing, altitude, and speed shown on the ICAO ALTN page. Blank when the airplane is on the ground and during the climb phase.

4. Fuel Displays the alternate airport predicted arrival fuel, which is calculated based on the routing, altitude, and speed shown on the ICAO ALTN page. Fuel values are blank when the airplane is on the ground & during the climb phase.

5. Alternate Select Pressing any of the 4 right line select keys (LSKs) will display the corresponding ICAO ALTN page, which contains more data about the specific airport.

6. Alternate Inhibit (ALTN INHIBIT) Entering a valid ICAO airport code at the 5R LSK will not allow those airfields to be selected as an alternate destination airport. One or two airports can be entered.

7. DIVERT NOW The DIVERT NOW selection modifies the route to go from the present position to the selected alternate using the route shown on the ICAO ALTN page.

Press DIVERT NOW:• makes an LNAV route modification for a divert to the selected alternate• automatically displays the MOD ICAO ALTN page for the selected alternate• displays SELECTED in this position on the CDUs not involved with the modification• blank on ground• blank in the air when a diversion is not permitted

The DIVERT NOW selection changes the display to the ICAO ALTN page for the diversion airport. The details of the route can be confirmed or modified before the diversion is executed.

Execution of the diversion:• changes the route destination airport.• includes the route modification into the active flight plan.• deletes all parts of the original route that are not part of the diversion.• if a descent path exists, deletes all descent constraints (the scratchpad message DESCENT PATH DELETED is shown when DIVERT NOW is selected).

After a divert is executed the ICAO ALTN page is not updated until all CDUs are selected from the ICAO ALTN page. described on the following page.

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ICAO Alternate Page(s)Each of the four alternate airports shown on the ALTN page

have a related ICAO ALTN page. The ICAO ALTN pages show specific data about alternate airports, the route used for a diversion. All data on the page is related to the alternate airport shown in the page title.

Three route options to the airport can be selected:DIRECT TO direct to alternateOFFSET flight plan route with an offsetOVERHEAD flight plan route to a waypoint then direct to alternate.

The selected route option is identified by <SEL>. ETA and fuel remaining are calculated based on the selected option. Selection of a route option for one alternate selects the same route option for the other three alternates.

1. VIA DIRECT TO Pressing the line select key (LSK) selects present position DIRECT TO alternate route option. All flight plan waypoints are deleted.

2. VIA OFFSET Pressing the LSK will:• with scratchpad empty, selects OFFSET route option• with offset data in scratchpad, enters offset data.

Entry and exit to the offset is the same as for the RTE page offset. All flight plan waypoints are kept.3. VIA OVERHEAD Pressing the LSK will:

• with scratchpad empty, selects OVERHEAD option• with overhead data in scratchpad, enters overhead data. Does not select route option.

Displays active waypoint in flight plan. The waypoints up to the selected or entered overhead waypoint are kept, then routing is direct to the alternate airport. All waypoints after overhead waypoint are deleted. Enter any waypoint in the active or modified route.

4. ERASE Prompt Erases most recently entered data.5. Altitude (ALT) Entry of any valid altitude or flight level into this line recalculates the ETA and arrival fuel. Altitude

entries do not become part of the diversion modification. Altitude entries apply to all four alternates.6. Speed (SPD) Entry of speed or Mach number into this line causes a recomputation of ETA and arrival fuel. Speed

entries do not become part of the diversion modification. Speed entries apply to all four alternates.Speed modes available are:

• ECON (economy)• LRC (long range cruise)• any CAS or Mach.

7. WIND Entry of data into these lines causes a recomputation of ETA and arrival fuel. A separate wind entry may be made for each of the four alternates. Displays the estimated average wind for the divert route. Valid entry is a direction in degrees/speed in knots from 1 to 999. (Not simulated)

8. Altitude/Outside Air Temperature (ALT/OAT) Entry of data into these lines causes a recomputation of ETA and arrival fuel. A separate ALT/OAT entry may be made for each of the four alternates. Displays the OAT for a specific altitude. Valid entry is an altitude/temperature in degrees C. (Not simulated)

9. Alternate Airport ETA/Fuel (XXXX ETA/FUEL) Displays the calculated airport ETA and arrival fuel based on the selected route, altitude, and speed shown on this page.

10. DIVERT ICAO SELECTED This prompt performs the same function as the DIVERT NOW function described on the ALTN page. Note: After a divert is executed, the ICAO ALTN page data is not updated until all CDUs change to a page other than the ICAO ALTN page.

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Route OffsetRoute offsets are selected on the RTE page. The OFFSET

route prompt is displayed on the RTE page at 6R LSK when the airplane is airborne and not on a SID, STAR, or transition.

Entering a distance value into the OFFSET column creates the selected offset. An offset appears as a dashed line on a parallel track to the active route from the active waypoint until:

• discontinuity• approach• approach transition• holding pattern• course change of greater than 135°• end of route.

An offset may be removed by:• deleting the offset• proceeding direct• entering an offset value of zero.

After execution, the offset route is shown as a dashed magenta line on the EHSI map display. The route remains a solid magenta line.

If LNAV is engaged when the offset is executed, the aircraft will turn to an intercept heading and capture a parallel offset course to the original route.

1. OFFSET Route Prompt Valid entries are L (left) or R (right) followed by a distance from 0 to 99 in nautical miles.• To fly to the LEFT of the active route by 2nm, enter L02• To fly to the RIGHT of the active route by 2nm, enter R02.

Why use the route offset?The route offset may be utilized by the crew on North Atlantic routings to avoid wake turbulence from other airborne

traffic: An aircraft that encounters wake vortex turbulence from another aircraft and needs to deviate, shall notify ATC and request a revised clearance. However, in situations where a revised clearance is not possible or practicable, the pilot may initiate the following temporary lateral offset procedure with the intention of returning to the centre line as soon as practicable. Guidance and Information Material Concerning Air Navigation in the North Atlantic Region (NAT Doc. 001)

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Departure and Arrival Page (DEP ARR) The Departure and Arrival pages are used to select pre-programmed procedures in the FMC database. Standard

Instrument Departures (SID), Standard Terminal Arrivals (STAR), and Approach procedures are available for addition to RTE 1 or RTE 2. These procedures contain waypoints and runway specific procedures for departure and arrival. Their use facilitates programming standard instrument procedures for the origin and destination airports. Departure and arrival runway selections may also be made from these pages.

Pressing the DEP ARR function key displays the DEP/ARR INDEX page when there is no active route. The index page is used to select a departure or arrival page for the origin and destination airports programmed into RTE 1 and RTE 2. If the DEP ARR key is pressed when a route is active, the departure or arrival procedure page for the origin or destination airport in the active route is displayed automatically depending on phase of flight. If a different DEP ARR page is required, the “<INDEX” prompt at the 6L LSK found on all DEP ARR pages can be used to return to the DEP ARR index page.

DEP/ARR INDEX Page

1. Departure Page (RTE 1) Press to display the DEPARTURES page for RTE 1. The ORIGIN airport, if programmed, is displayed in the middle column.

2. Departure Page (RTE 2) Press to display the DEPARTURES page for RTE 2. The ORIGIN airport, if programmed, is displayed in the middle column.

3. Departure Page (OTHER) Used to display the DEPARTURES Page of an airport not shown in the DEP/ARR INDEX. Type the ICAO airport code into the scratchpad and press the 6L LSK to display the DEP Page for that airport. The display is for reference only and cannot be selected.

4. Arrival Page (RTE 1 - ORIGIN) Press to display the ARRIVALS Page for the RTE 1 ORIGIN airport. The ORIGIN airport, if programmed, is displayed in the middle column. This page facilitates route programming if a divert back to the departure airport is required.

5. Arrival Page (RTE 1 - DEST) Press to display the ARRIVALS Page for the RTE 1 DEST airport. The DESTINATION airport, if programmed, displays in the middle column.

6. Arrival Page (RTE 2 – ORIGIN) Press to display the ARRIVALS Page for the RTE 2 ORIGIN airport. The ORIGIN airport, if programmed, is displayed in the middle column. This page facilitates route programming if a divert back to the departure airport is required.

7. Arrival Page (RTE 2 - DEST) Press to display the ARRIVALS Page for the RTE 2 DEST airport. The DESTINATION airport, if programmed, displays in the middle column.

8. Arrival Page (OTHER) Used to display the ARRIVALS Page of an airport not shown in the DEP/ARR INDEX. Type the ICAO airport code into the scratchpad and press the 6R LSK to display the ARR Page for that airport. The display is for reference only and cannot be selected.

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DEPARTURES Page The departure page is used to select the departure runway and SID (if available) for the ORIGIN airport of the

selected route. The title banner across the top of the screen indicates the airport and route for which the procedures apply. When a selection is made on this page, all waypoints for the selected procedure are added to the route. When working with an active route, the EXEC key must be pressed to activate the changes.

Available SIDs are listed in the left column of the screen and available runways are listed in the right column of the screen. Selections are made by pressing the LSK next to the procedure or runway name. When a selection is made, <SEL> is displayed abeam the selection name and all other selections in that column are cleared from the screen. If a selection was made in error while working with an inactive route, return to the DEP/ARR INDEX page and reselect the DEP screen to restore the display of all procedures. If working with an active route, simply press the “<ERASE” prompt that appears at the 6L LSK to cancel the selections made. When a selection is activated using the EXEC function key, <ACT> is displayed abeam the selection.

When a SID is selected, only those runways appropriate for the selected SID are displayed. If the SID is not runway specific, all runways remain displayed. Available SID transitions are displayed automatically upon SID selection. To select a SID transition, press the LSK abeam the transition name.

1. SID Name Press the LSK abeam the SID name to add the SID to the route. The <SEL> prompt indicates a selected SID that has not been activated. <ACT> is displayed for an activated SID.

2. SID Transitions SID transition procedures (if available) are displayed when a SID is selected. Press the LSK abeam the TRANS name to add the SID transition to the route.

3. INDEX Prompt Press the 6L LSK to display the DEP/ARR INDEX page. When working with an active route, an “<ERASE” prompt is displayed any time a selection is made.

4. Runways Press the LSK abeam the runway name to make it the departure runway. The <SEL> prompt indicates a selected runway that has not been activated. <ACT> is displayed for a currently active runway.

5. ROUTE Prompt Press the 6R LSK to display the route page.

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ARRIVALS Page The ARRIVALS page is used to select the landing runway, STAR,

and APPROACH for the destination airport of the selected route. The title banner across the top of the screen indicates the airport and route for which the procedures apply. When a selection is made on this page, all waypoints for the selected procedure are added to the route. If an approach procedure is selected, the landing runway is automatically added to the route. When working with an active route, the EXEC key must be pressed to activate the changes.

Available STARs are listed in the left column of the screen. Available approaches and runways are listed in the right column of the screen. Selections are made by pressing the LSK next to the procedure or runway name. When a selection is made, <SEL> is displayed abeam the selection name and all other selections in that column are cleared from the screen.

If a selection was made in error while working with an inactive route, return to the DEP/ARR INDEX page and reselect the ARR screen to restore the display of all procedures. If working with an active route, simply press the “<ERASE” prompt that appears at the 6L LSK to cancel the selections made. When a selection is activated using the EXEC function key, <ACT> is displayed abeam the selection.

When a STAR is selected, only those approaches and runways that apply to the selected star are displayed. If the STAR is not runway specific, all approaches and runways remain displayed. Available STAR transition procedures are displayed automatically upon STAR selection. To select a STAR transition, press the LSK abeam the transition name.

Available APPROACH transitions are displayed automatically upon APPROACH selection. To select an APPROACH transition, press the LSK abeam the transition name. If a previously selected STAR is runway specific and an approach is selected that does not apply to the selected STAR, the STAR is automatically de-selected.

Available RUNWAYS are listed in the right column after the available approaches. Selection of a runway is not required when selecting an approach procedure since the runway selection is automatic. Selection of a runway without an approach procedure is done by pressing the LSK abeam the runway name. When a runway selection is made, a RWY EXT prompt displays at the 3R LSK. When a value is placed in the displayed data box, a waypoint is automatically created on the runway inbound course at the distance specified. Valid distance entries are from 1.0 to 25.0. The FMC adds a waypoint called RXxxx, where xxx is the runway name.

1. STAR Name Press the LSK abeam the STAR name to add the STAR to the route. The <SEL> prompt indicates a selected STAR that has not been activated. <ACT> is displayed for an activated STAR.

2. STAR Transitions STAR transition procedures (if available) are displayed when a STAR is selected. Press the LSK abeam the TRANS name to add the STAR transition to the route.

3. INDEX Prompt Press the 6L LSK to display the DEP/ARR INDEX page. When working with an active route, an “<ERASE” prompt is displayed any time a selection is made.

4. Approaches/Runways Available approaches and runways are listed in this column. Press the LSK abeam the approach or runway name to add it to the route. If an approach is selected, the runway is automatically selected. The <SEL> prompt indicates a selected approach or runway that has not been activated. <ACT> is displayed for a currently active approach and/or runway.

5. Approach Transitions Approach transition procedures (if available) are displayed when an approach is selected. Press the LSK abeam the TRANS name to add it to the route.

6. ROUTE Prompt Press the 6R LSK to display the route page.

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LEGS PageThe LEGS page lists all waypoints for a route programmed

into either RTE 1 or RTE 2. The waypoints are arranged in the flight planned sequence. Waypoints that are part of a procedure or an airway entry on the RTE page are listed individually on the LEGS page.

Pressing the LEGS function key displays page 1 of the active LEGS page. From this page, waypoints in the route can be managed when navigating via LNAV. Also, waypoint speed and altitude constraints for VNAV operation are entered from the LEGS page. The waypoint entry concepts explained for the RTE pages are the same for the LEGS page except that the presentation and handling of waypoints is different. The entry of airways (jet routes) is not possible on the LEGS page.

1. LEGS Page Title The status of the displayed route as follows: (X = 1 or 2) RTE X LEGS The route displayed has not been activated. An “ACTIVATE>” prompt is shown at the 6R LSK. The

route is drawn on the EHSI with a blue dashed line. ACT RTE X LEGS The route displayed is the active route. The route is drawn on the EHSI with a solid magenta line. MOD RTE X LEGS The route displayed is active, but has a modification to it that needs to be executed before the changes

become active. The modified portion of the route is drawn on the EHSI with a blue dashed line.

2. Leg Heading Displays the direction to the waypoint as a magnetic course (xxx°), heading (xxx° HDG), or track (xxx° TRK). All headings between waypoints are calculated great circle leg headings. Special procedures are displayed here as well (i.e. HOLD AT).

3. Waypoint Name The waypoint name is displayed abeam each LSK starting at the 1L position. The waypoint information displayed at the 1L LSK on the first page represents the active leg. Waypoints can be added, deleted, and re-sequenced using the LSKs abeam each waypoint. Route discontinuities are displayed as boxes in the waypoint name space. Waypoints with brackets are conditional waypoints. The condition is contained in the bracket and the lateral command contained in the Leg Heading display. The above example shows a conditional waypoint that results in an LNAV heading of 315° until reaching 500 feet before proceeding direct to PELUE waypoint.

4. Route X Legs Prompt (X=1 or 2) Press the 6L LSK to switch between the display of RTE 1 LEGS and RTE 2 LEGS. Switching between legs pages has no effect on the active route. Modifications made on the inactive LEGS page have no effect on the active route. To activate the inactive route from the LEGS page, press the “ACTIVATE>” prompt at the 6R LSK followed by the EXEC key. The previously active route remains in memory as the inactive route.

5. Waypoint Distance The distance between each waypoint is displayed here. For the active waypoint, the distance displayed is from the aircrafts current position to the active waypoint.

6. Waypoint Speed/Altitude Format is speed/altitude. Speed is displayed as airspeed or mach (xxx or .xxx). Altitude is displayed in thousands or as flight levels (xxxxx or FLxxx). Small type data represents FMC waypoint crossing predictions based on performance data. Large type data are speed and/or altitude VNAV crossing constraints for the waypoint.

The FMC uses these constraints to calculated the VNAV climb and descent profiles. The constraints entered are handled as climb or descent constraints depending on phase of flight. All constraints entered for waypoints that occur prior to the aircraft reaching the programmed CRZ ALT (on the PERF INIT page) are treated as climb constraints. Any constraints entered after the CRZ ALT has been reached are considered descent constraints.

Waypoint crossing constraints may be entered manually or automatically (by procedure). Constraints are entered manually by typing the airspeed/altitude constriction into the scratchpad followed by the right side LSK abeam the desired waypoint. Constraints are filled in automatically when they are part of a selected SID, STAR or approach procedure. To delete a constraint, press the DEL data entry key followed by the right side LSK abeam the constriction to be deleted.

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A waypoint altitude constraint may be entered with or without an airspeed constraint. To enter an altitude constraint without an airspeed constraint, type the altitude into the scratchpad (format XXX, XXXX, XXXXX or FLXXX) and press the right side LSK abeam the desired waypoint. A suffix may be added to the altitude constraint as follows:

(None) Cross at the exact altitude. (i.e. 7000 = cross at 7000)A Cross at or above... (i.e. 7000A = cross at or above 7000) B Cross at or below... (i.e. 7000B = cross at or below 7000) A & B Cross in between... (i.e. 11000B10000A = cross between 11 & 10,000’)

Individual data entries into the right side LSKs that are not separated by a “/” are assumed to be altitude constraints. Data entries separated by a “/” are assumed to be a combination airspeed/altitude entry. The format is “xxx/XXXXX”, where xxx is airspeed and XXXXX is altitude. The format to enter an airspeed constraint only is “xxx/”.

Cruise speed and altitude predictions are shown for all waypoints after the cruise altitude set in the PERF INIT page has been reached. Cruise altitude predictions are based on performance calculations resulting from the STEP SIZE entered on the PERF INIT page. When the step size is set to “0”, the altitude prediction will match the programmed CRZ ALT. When a step size is specified, the altitude prediction displays the recommended cruise altitude based on performance data and step size. The altitude prediction displayed will not match the CRZ ALT when a step climb is recommended.

Cruise speed and altitude changes are not made through LEGS page entries. This is discussed in the VNAV section of this manual.

7. 6R LSK Prompt There are three possible prompts displayed at LSK 6R: RTE DATA Press to display the route data page. ACTIVATE Press to activate the displayed route. STEP Displayed when the EHSI selector is set to MAP. Press to cycle through each waypoint displayed on the

EHSI. The text “<CTR>” is displayed on the FMC next to the waypoint that the EHSI map is centered on.

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LEGS Page Waypoint Management (LNAV) Waypoint modifications made on the LEGS page allow LNAV to properly track the intended route of flight. Waypoints

can be added and deleted from the LEGS page as changes to the flight plan are made. Additionally, the active waypoint can be changed to permit specific inbound and outbound course intercepts. Discontinuities in the route can also be connected from the LEGS page when working with pre-programmed departure, arrival and approach procedures.

If the aircraft is within 2.5 miles of the active route, LNAV mode will engage and track the route when selected on the MCP. If the aircraft is not in a position to join the active route, the active waypoint must be modified on the LEGS page for LNAV to navigate toward it. This is done one of two ways: Direct to a waypoint, or HDG SEL to intercept a course toward a waypoint.

The following examples discuss the methods used to make LEGS page modifications. The methods used to engage LNAV to follow a route are also discussed and demonstrated. The term “line select” in these explanations refers to pressing the LSK abeam a waypoint.

Direct to Waypoint The easiest way for LNAV to join a route is to fly directly to a waypoint in the LEGS page. This is done by line

selecting a waypoint into the active waypoint position (1L LSK of LEGS page 1). The FMC calculates a direct course to the waypoint and displays the modification on the EHSI with blue dashes. Pressing the EXEC function key and the LNAV button on the MCP causes the AFDS to fly directly to the waypoint.

If the active waypoint is the desired Direct To Waypoint, press the 1L LSK one time to place the waypoint name in the scratchpad. Then press the 1L LSK a second time to have the FMC draw the new course line direct to the waypoint.

Consider this example. RBV is the active waypoint and has been line selected twice to redraw a direct course line. Notice that the RBV waypoint is both the active waypoint

and the modified waypoint with a new course line drawn direct to RBV. To complete the change and navigate direct to RBV, press the EXEC function key and the LNAV button on the MCP.

If the Direct To waypoint is further down in the LEGS listing, press the LSK next to the desired waypoint to transfer it to the scratchpad. Then press the 1L LSK of page 1 to make the modification. It is important to use page 1 of the LEGS page because the active waypoint position is the 1L LSK on that page. All waypoints between the currently active waypoint and the newly selected down track waypoint are removed upon execution.

Consider the following example. The LEGS page from the previous example is still in use and our clearance is now to fly direct to RAV. Press the 3L LSK to place RAV in the scratchpad followed by pressing the 1L LSK.

Notice that both SUZIE & RBV waypoints have been removed and a new course line has been drawn direct to RAV. To complete the change and navigate direct to RAV, press the EXEC function key and the LNAV button on the MCP.

A new waypoint can be designated as the Direct To waypoint. Type the name of the waypoint into the scratchpad and press the 1L LSK on LEGS page 1. The FMC draws a course line direct to the newly entered waypoint. A route discontinuity is placed between the previously active waypoint and the new waypoint since the FMC makes no assumptions on where to go after reaching a waypoint that was not on the original route.

Direct To... RBV

Direct To... RAV



Consider the following example. The LEGS page from the previous example is still in use and our clearance is now to fly direct to ETX... RAV.

Type ETX into the scratchpad and press the 1L LSK on LEGS page 1.

Notice that a route discontinuity is placed between the new waypoint and the existing route. Closing the resultant discontinuity is discussed below. Also, a course line direct to ETX has been drawn. To complete this part of the clearance and navigate direct to ETX, press the EXEC function key and the LNAV button on the MCP.

Clearing a Route Discontinuity To clear a route discontinuity, line select a waypoint from below the discontinuity and line select it to the discontinuity boxes.

Consider this example. The LEGS page from the above example is still in use. The previous clearance example is to fly to ETX (shown above) and then to RAV. Press the 5L LSK to put RAV in the scratchpad followed by pressing the 2L LSK.

Notice that ETX is now connected to RAV on the EHSI. Also, the RBV and SUZIE waypoints have been removed. To complete the change and remove the discontinuity, press the EXEC function key and the LNAV button on the MCP.

Abeam Points (ABEAM PTS) Many clearances result in the elimination of waypoints from the LEGS page. It is beneficial for situational awareness

to know when the aircraft is abeam these eliminated waypoints when navigating on long direct route clearances. Anytime a route modification is made, an “ABEAM PTS>” prompt is presented at the 4R LSK. Pressing the 4R LSK arms the abeam points feature. When the route modifications are executed, the FMC creates abeam points on the new route to indicate where the bypassed waypoints would have been. The abeam points created are perpendicular to the bypassed waypoints.

Consider the following example. The LEGS page from the previous example is still in use. The new clearance is to fly direct to the EWC waypoint. Press the 5L LSK to put EWC in the scratchpad. Pressing the 1L LSK to go direct to EWC causes the “ABEAM PTS>” prompt to display at the 4R LSK. Press the 4R LSK to select the abeam points feature. Press EXEC to make the modifications active.

Notice that when the ABEAM PTS> prompt is pressed, the word SELECTED appears. This indicates that abeam points will be created upon executing the modifications.

Direct To... ETX

Close Discontinuity ETX to RAV

Direct to... EWC



Note that the FMC has created custom named waypoints for each waypoint bypassed (ETX01, RAV01, VAL01, BUR01) by the direct to EWC modification.

Route Copy (RTE COPY) Anytime a modification is made on the legs page, the “RTE COPY>” prompt

is presented at the 5R LSK. Pressing the 5R LSK prior to executing the modification places a copy of the currently active route into the inactive route page. The contents of the inactive route page are automatically updated with the current route waypoints.

The use of the Route Copy feature is helpful when making major changes to the currently active route. If the previous route needs to be restored after executing the route modifications, switch to the inactive route page and re-activate the previous route.

Consider the following example. The LEGS page from the previous example is still in use. The EWC waypoint has been line selected to the 1L position. Press the 5R LSK to place a copy of the currently active route into the RTE 2 pages. Press EXEC to make the changes and then press the 6L LSK to switch to the RTE 2 LEGS display.

Notice how the “RTE COPY>” prompt changes to “COMPLETE” when the 5R LSK is pressed. This indicates that the route copy has been successful. Switching to the RTE 2 LEGS page after executing the changes reveals that the previously active route is now stored in RTE 2.

Intercept Course To This feature is used to create a specific inbound course to a waypoint for LNAV to follow. The steps for waypoint

selection are the same as those for creating a Direct To waypoint. The specific intercept course is entered at the 6R LSK INTC CRS prompt. Pressing the EXEC key creates the specific inbound radial on the EHSI and HDG SEL is used to fly toward the inbound course. When the LNAV button is pressed, LNAV is armed for course interception upon reaching the specified inbound course line.

Consider the following example. Using the LEGS page from a previous example, the clearance is to fly a 270° heading to intercept the RAV 110° radial (290° inbound course) and track it inbound. The first step is to put the AFDS in HDG SEL mode on a 270° heading. Then line select RAV to the 1L position to make it the active waypoint. Then, type 290 into the scratchpad and press the 6R LSK to specify the INTC CRS. Press EXEC to make the modification active and PRESS LNAV on the MCP to arm it for course capture.

Notice that when the RAV waypoint is line selected to the 1L LSK that the INTC CRS prompt displays 282 in small type. This is the FMC calculated direct course to RAV. When 290 is entered, it appears in large type since it is a manually entered intercept course. When the modifications are executed, the course listed for RAV shows as 290° and the course line is drawn on the EHSI.

Direct to... EWC with ABEAM points

Intercept 290° course to RAV waypoint



An intercept course may also be specified for a waypoint that is not on the active route. When the new waypoint is line selected to 1L, the INTC CRS prompt displays with boxes for the entry of a specific inbound course.

If no course entry is made, the FMC assumes a direct course to the specific waypoint as was demonstrated in a previous example using the ETX waypoint.

Waypoint Deletion There are two methods to delete waypoints from the route. The first involves the use of the DEL key to

delete individual waypoints from the route. When this method is used, a route discontinuity is presented in place of the deleted waypoint. The second involves changing the waypoint sequence within the LEGS pages. All bypassed waypoints from the re-sequencing are deleted upon execution without causing a route discontinuity. The only waypoint on the LEGS page that cannot be deleted is the active waypoint.

Consider the example using the DEL key. Delete the SUZIE waypoint. Start by pressing the DEL data entry key. This places the word DELETE in the scratchpad. Now press the 2L LSK abeam the SUZIE waypoint to delete it.

Notice that a route discontinuity has taken the place of the SUZIE waypoint. The discontinuity can be closed by line selecting a waypoint from below the discontinuity line into the discontinuity boxes.

You can also delete multiple waypoints. Using the example above, let’s delete the 2 waypoints (RAV, VALLO) between BURNI and SUZIE with the Line Select Keys. The easiest way to accomplish this is to line select BURNI and place it below SUZIE. To do this, press the 5L LSK to place BURNI in the scratchpad. Press the 3L LSK to place BURNI below SUZIE in the route. Now press EXEC to make the modification active.

Notice that two waypoints were deleted with one action. Also, the modifications executed had no effect on the active waypoint. This example could have been done using the DEL key method, but that would require two separate deletions and a closing of the resulting discontinuity.

Moving waypoints within a route is not limited to only those found on LEGS page 1. A Waypoint may be line selected from any LEGS page and then line selected onto a different LEGS page. Use the NEXT and PREV PAGE keys to move between LEGS pages. All bypassed waypoints, including those on any skipped pages, are automatically deleted upon execution.

Waypoint Addition Adding waypoints is accomplished by typing the name of the waypoint into the scratchpad and then line selecting

it into the desired position on the LEGS page. A route discontinuity is placed after the added waypoint since the FMC does not make course assumptions after the addition of a new waypoint. You must close the resulting route discontinuity and press EXEC to make all waypoint additions/modifications active.

Along Track WaypointsAlong track waypoints are distance fixes measured to or from a waypoint along the active route. For example,

suppose Air Traffic Control requests that you report crossing 75 miles west of the PDZ VOR. By adding an “along track waypoint” to our route that is exactly 75 miles west of the PDZ we can have the EHSI provide us with a reference point to notify ATC.

From the LEGS page, press the LSK next to the PDZ to transfer it into the scratchpad. Then using the FMC keyboard type in “/-75” (backslash minus 75) so that the scratchpad contains “PDZ/-75”. Then press the same LSK to enter the along track waypoint into the route. You may also manually enter PDZ into the scratchpad.

It is important that the scratchpad entry used to create the along track waypoint (PDZ/-75) be placed on top of the waypoint to which it is referenced (PDZ). The “PDZ/-75” entry tells the FMC to create a waypoint that is 75 miles prior to PDZ. The FMC will add “PDZ01” into the route as the active waypoint. This represents a point 75 miles prior to the PDZ VOR that is along the present FMC track.

If ATC requests that you report 25 miles east of the PDZ VOR, you will need to add an along track waypoint that occurs after the waypoint in question. Follow the same procedure as described above.

EXEC & engage LNAV mode



Along track waypoints can be added for any waypoint in your route, not just the active waypoint, by using the same procedure outlined above for any waypoint that exists in your routing.

DME WaypointsThe FMC allows for the creation of a waypoint that is defined by an exact distance along a VOR radial. Suppose we

are flying the 090° heading from the fictitious LDS VOR and are cleared to fly direct to the 25 DME point along the LDS 210° radial. Enter this special waypoint using the following format:

(place)(bearing)/(distance)Type “LDS210/25” into the scratchpad using the FMC keyboard. This entry breaks down as follows: “LDS” is the

VOR starting point of the radial (place), “210” is the LDS radial (radial), and “/25” is the DME point along the radial to draw the waypoint (distance).

Press the 1L LSK to request that the FMC create this custom waypoint and draw a course line direct to this waypoint. The FMC creates the waypoint and names it “LDS01”. Anytime a custom waypoint is created in the FMC, it assigns a sequentially numbered name for the waypoint based on its “anchor” point (in this case, LDS). If more waypoints were created using the LDS VOR, they would be sequentially numbered “02”, “03”, and so on.

The place/bearing/distance type waypoint can be created and placed anywhere in your route on the LEGS page. This type of custom waypoint can also be created on the ground during route programming on the ROUTE page.

Intersection WaypointsAnother custom waypoint that can be entered into the FMC is created using two crossing radials from different fixes.

For example, we are navigating toward the fictitious (but fabulous) VOR known as LDS. We now want to alter our route and navigate towards the intersection of the LDS 150° radial (or bearing) and the

WLP 270° radial. After passing this point, we want to rejoin the original route at the BVC waypoint. The format for entering this type of custom waypoint is as follows:

(place)(bearing)/(place)(bearing) Type “LDS150/WLP270” into the scratchpad and press the 1L LSK to go direct to this point. This entry breaks down

as follows: “LDS” (place), “150” (bearing or radial), “/”, “WLP” (place), “270” (bearing). This forms an intersection that the FMC draws on the EHSI as a waypoint. The new waypoint is named using the first anchor point. In this case, the “LDS” point is used because it is the first fix used to form the new waypoint. Since this is the first custom waypoint using “LDS”, the waypoint is called “LDS01”. The EHSI will display that a new waypoint has been created and named LDS01. This is the exact point where the LDS 150° radial crosses the WLP 270° radial.

Since this is a modification to the route, the title of the LEGS page changes to “MOD”. The aircraft continues to navigate towards LDS until this modification is executed by pressing the EXEC key. A discontinuity is presented because the FMC wants to know where to go after the newly added waypoint.

In our example, we want to continue after LDS01 (“LDS150/WLP270”) to the BVC waypoint. Do this by pressing the adjacent LSK to place BVC into the scratchpad. Then press the 2L LSK to put BVC into the discontinuity boxes. This deletes the original LDS waypoint and connects the newly created “LDS01” waypoint to the BVC waypoint. With the AFDS in LNAV, the autopilot navigates toward the newly created place/radial/place/radial waypoint (LDS01) and then continues on to the BVC waypoint.

LAT/LONG WaypointsThe FMC is capable of accepting directly entered latitude/longitude coordinates as a waypoint. The format for this

type of point is exactly the same format used for position initialization.To place a lat/long coordinate into the route, type the coordinates into the scratchpad and press the left LSK at the

place in the route where the point is required. For example, there is a departure point called “AVRON” that is used when departing KJFK over the ocean. This

point is not part of the FMC database. If you attempt to enter AVRON into the LEGS page, an FMC message “NOT IN DATABASE” is generated. To overcome this problem, enter the lat/long coordinates for the AVRON waypoint.

Type “N4110.0W06700.0” into the scratchpad and press the appropriate left LSK on the LEGS page to insert the point into the route. The new waypoint is created at the exact lat/long position entered. This point is the same as the AVRON point listed on the departure chart for KJFK. The FMC names the new waypoint by abbreviating the lat/long coordinates as shown in the picture below.

This type of waypoint is used extensively for oceanic routings. Also, if the FMC cannot find a waypoint in the database, the lat/long coordinates can be used to represent the missing waypoint (as demonstrated in the above example).



Route Data Page (RTE DATA) The route data page displays progress data for individual waypoints in the active route. The page is accessed by

pressing the “RTE DATA>” prompt at the 6R LSK of the LEGS page.

The Estimated Time of Arrival (ETA) and estimated fuel for each fix is displayed. In the WIND column, a “W” indicates waypoint wind data has been entered for the respective waypoint. The absence of a “W” indicates that no wind data has been entered for the respective waypoint. Wind page data helps enhance the performance of VNAV.

Pressing the right side LSK of any waypoint calls up the waypoint wind data page. Wind data can be entered for up to three altitudes. To enter wind data on the page, type an altitude into the scratchpad and line select it to the 1L LSK. This drops the altitude into a list on the left side of the page along with a DIR/SPD dashed prompt along the right side. Enter the wind speed and direction for the altitude and line select it into the dashed prompts. Wind page data entry has to be executed with the EXEC key to become active.

The dashed prompts at the 5R LSK of the wind page are for altitude/temperature information. The known OAT for any altitude may be entered on this line. The FMC calculates the temperature for the remaining altitudes based on a standard lapse rate.

A detailed article created by “Willy Wonka” (Level-D

767 forum regular and candy-maker) entitled “Getting

more accurate Fuel/ETA predictions” is available in the

appendix of the Aircraft Operating Tutorial.



Progress Page (PROG) The progress page summarizes flight progress data for the active route. To access the progress page, press the

PROG function key on the CDU. The flight number (if entered) on the RTE page is displayed in the title.

Progress Page 1

1. Waypoint TO Active waypointNEXT Next route waypointDEST Destination airport entered in route page.

2. Distance To Go (DTG) Displays the distance to the active waypoint, between the active and the next waypoint, and to the destination.

3. Estimated Time of Arrival (ETA) Displays the ETA for the respective waypoint and the destination. 4. Fuel Displays the estimated amount of fuel when arriving at each point. 5. VNAV Information Displays the following information regarding VNAV status when applicable:

TO T/C Distance and time to reach the top of climb. TO T/D Distance and time to reach the top of the descent. TO E/D Distance and time to reach the final waypoint in the descent profile. TO STEP CLIMB Distance and time to reach the step climb point.

6. Position Report Prompt Pressing the 6L LSK displays the position report page. This page presents progress page data (depicted to the right) organized in a standard format for ATC reports.

Progress Page 2Press the NEXT PAGE function key to access this page. 1. Headwind/Tailwind Displays the current headwind (H/) or

tailwind (T/) component relative to aircraft heading. 2. Crosstrack Error Displays aircraft distance from the active

route. In this example, the aircraft is 0.4 nautical miles to the right of the FMC leg track.

3. True Airspeed Aircraft true airspeed. 4. Fuel Data Displays fuel used and fuel quantity information.

FUEL USED Calculated fuel used by the LEFT and RIGHT engines are listed along with the total (TOT) fuel used by both engines.

TOTALIZER Displays the amount of fuel indicated on the fuel gauges. CALCULATED Displays the FMC calculated fuel remaining. This value is determined using fuel flows for each engine

subtracted from the total fuel quantity indicated prior to engine start. 5. Wind Actual wind at the aircrafts present position. 6. Crosswind Displays the crosswind (Left or Right) component relative to the aircrafts heading. 7. Vertical Track Error (VTK) Data is only displayed while on a VNAV descent. Deviations from the calculated

vertical path are registered here as above (+) and below (-) the path in feet. 8. Static Air Temperature Displays static air temperature outside the aircraft.

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FIX Page (FIX) The FIX page allows for the lookup and display of any

waypoint, navaid, or airport in the FMC database. It is most often used to display a waypoint that is not on the active route. The entered waypoint is displayed on the EHSI and the fix distance and relative bearing to the aircrafts current position is displayed on the fix page. The fix page can also be used to enter abeam waypoints into the active route.

Pressing the FIX function key displays the FIX page. There are two fix pages available for the entry of two different fixes for display. If no fix is entered into the page, the 1L position displays box prompts for the entry of data. Enter the fix name into the scratchpad and press the 1L LSK to enter it into the fix page. The example above shows the FJC navaid 1 entered into the FIX page 2 .

1. Fix Entry Box Enter a waypoint, navaid, or airport name into the scratchpad and line select it to the 1L position. 2. Fix EHSI Display Fixes entered in the fix page are displayed on the EHSI with a green circle around the fix symbol. 3. Bearing/Distance Enter radials or distances from the fix to be shown on the EHSI. The format is XXX/xx where

XXX is a radial and xx is a DME. If a distance is desired, enter “/xx” and press the LSK abeam an empty data box. Examples of bearing and distance entries for the FJC fix are shown below...The 060 entry draws the 060° radial from the FJC fix. The “/25” entry draws a dashed circle that represents 25 miles

from the FJC fix. This example shows these entries on two separate lines, but they could have been entered onto one line as “060/25”. Up to three radials and three distances can be entered for each fix.

4. ABEAM Prompt Pressing the 5L LSK displays prediction data (radial/DME, time, distance, altitude) for when the aircraft will pass abeam the entered fix while flying on the current route. Pressing the 5L LSK a second time (with prediction data displayed) places the abeam point coordinates into the scratchpad. These coordinates can be added to the route as an abeam point reminder.

This example creates an abeam point on the displayed route for the FJC fix...The 5L data line displays the abeam point predictions. 206/21 is the radial and DME from the fix that intersects with

the current route. 1908Z is the predicted abeam point crossing time. 71 is the distance to the abeam point from the aircrafts present position. 10000 is the predicted crossing altitude. Pressing the 5L LSK a second time transfers the coordinates for the abeam point into the scratchpad. The example above shows how these coordinates have been inserted into the route after the RBV waypoint.

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HOLD Page (HOLD) Pressing the HOLD key permits the programming of a holding pattern into the current route. If a holding pattern is

already programmed, pressing the HOLD key displays the holding page for the first programmed holding pattern.

Defining the holding pattern. The HOLD page is where the holding pattern is described and modified. The holding pattern is drawn on the EHSI and is followed by LNAV based on entries in this page. The HOLD page is displayed when a holding waypoint is initially defined, or when the HOLD key is pressed with a holding waypoint already defined. Since modifications to the HOLD page can effect the aircrafts flight path, all modifications made must be executed by pressing the EXEC function key.

1. FIX Displays the name of the holding fix. 2. Quadrant/Radial Used as an alternate method to describe the holding radial on which the holding pattern is

based. Enter the desired holding radial into the scratchpad and press the 2L LSK to re-define the holding pattern based on the entered radial. The quadrant, expressed as a reference to a compass point, is automatically filled in with the entry of a radial. For example, entering 160 into the scratchpad and pressing the 2L LSK displays “SE/160” in the data line. Note The INBD CRS field automatically updates when an entry is made on this data line.

3. Inbound Course/Direction This field automatically fills in with a direct entry holding course and right hand turns when a holding waypoint is defined. If the waypoint is on the current route, the inbound holding course is the inbound course to the waypoint along the route. To change the inbound course, enter the new course into the scratchpad and press the 3L LSK. To change the holding pattern direction, type “L” or “R” into the scratchpad and press the 3L LSK. Note Any data in the QUAD/RADIAL data field automatically updates when changes are made to this data field.

4. Leg Time Displays the length in minutes of the holding patterns inbound leg. The default value is 1.0 at or below 14,000 and 1.5 above 14,000 when the holding fix is initially defined. To redefine the leg time, type the desired time into the scratchpad and press the 4L LSK. Note If an entry is made in the LEG DIST field, this field is automatically cleared.

5. Leg Distance Used as an alternate method to describe the size of the holding patterns inbound leg. To redefine the inbound holding pattern leg using distance, type the desired length in miles of the inbound holding leg and press the 5L LSK. Note The LEG TIME field is cleared when a LEG DIST is defined.

6. NEXT HOLD Prompt Permits for the definition of a holding pattern at another holding waypoint. The HOLD AT data box is displayed at the 6L LSK when pressed. A new HOLD page is created when additional holding waypoints are defined.

7. Speed/Target Altitude Defines the speed and altitude for the holding pattern. This data is used by the FMC to update performance data and to redraw the holding pattern accurately on the EHSI. When the hold is initially defined, this field automatically fills with either prediction data (small type) or waypoint speed and altitude constraints from the LEGS page (large type). Manually entered data redefines the holding pattern and is displayed in large type. A valid entry is XXX/yyyyy, where XXX is a speed and yyyyy is an altitude.

8. FIX Estimated Time of Arrival The estimated time of arrival at the holding fix is displayed. 9. Expect Further Clearance Time A manually entered time that is used by the FMC for fuel and time predictions.

(Not currently modelled)10. Hold Available Displays the amount of holding time available before the reserve fuel amount is reached.

(Not currently modelled)11. Best Hold Speed Displays the recommended best holding speed based on aircraft weight and altitude.

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When the HOLD key is pressed & no hold pattern exists, this is displayed:

1. HOLD AT data box The name of the holding fix gets entered into these boxes. A waypoint from the active route or a new waypoint may be entered into the data boxes. Line selecting a waypoint in the active route and pressing the 6L LSK creates a holding pattern at the waypoint and displays the holding page. The holding pattern is placed into the active route in sequence with no route discontinuity.

If a new waypoint is entered into the HOLD AT data boxes, a scratchpad message “HOLD AT XXXXX” is displayed (where XXXXX is waypoint). To place the holding pattern into the route, press an LSK on the LEGS page abeam where the holding pattern should be placed. This action displays the holding page for the waypoint and places the new waypoint into the route along with a route discontinuity.

2. Present Position Prompt Pressing the 6R LSK defines a hold at the aircrafts present position and inserts it into the active route with a route discontinuity.

Exiting or deleting a holding pattern To delete a holding pattern before reaching it in the route, simply delete the holding pattern entry from the LEGS

page in the same way described for waypoint deletion. If already in the holding pattern, there are two methods available to exit the hold. Pressing the EXIT HOLD Prompt

at the 6R LSK arms the FMC to exit the hold. The holding pattern continues normally until the holding waypoint is reached, at which time the hold is deleted and the active waypoint changes to the next route waypoint. A more direct method to exit the hold is to go direct to another waypoint. Line selecting a down track waypoint from the current route into the 1L LSK redirects LNAV to navigate to that waypoint and deletes the holding pattern.

Navigation Radio (NAV RAD) Page

Pressing the NAV RAD function key displays the navigation radio page. This page displays information about each tuned radio and allows for control over frequency tuning. Note VOR L radio receiver is situated on the Main glareshield. VOR R is situated on the F/O glareshield.

1. VOR Tuning The tuned frequency and status of the left and right VOR receivers is shown at the 1L and 1R positions. Displayed for each radio are the frequency, tuning status, and navaid identification. Tuning status indicates:

A The radio is set to AUTO. The FMC automatically tunes the VORR The radio has been remotely tuned in the FMC. M The radio is set to MAN. Automatic and remote tuning are not available.

To remotely tune the VOR, type the frequency or identifier for a navaid into the scratchpad and press the 1L or 1R LSK to tune it. To cancel a remotely tuned selection, press DELETE followed by the respective LSK. Alternatively, type A into the scratchpad and press the respective LSK.

In the example above, VOR L is tuned to 108.8, the radio is set to AUTO, and the VOR identifier is BDR. VOR R is tuned to 117.7, the radio is set to AUTO, and the VOR identifier is DPK.

2. Radial Displays the current radial to the aircraft from the respective VOR station. 3. Preselect Use the 6L & 6R LSK to place identifiers for future use along the routing. Press the LSK abeam the

identifiers to reenter to the scratchpad, then press the 1L or 1R LSK to place the identifiers to the desired position.

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Vertical Navigation (VNAV) Climb, cruise and descent can be automatically handled through the use of VNAV in the FMC and the VNAV function

of the AFDS. Data entered into the PERF INIT pages is used by the FMC to calculate the vertical performance of the aircraft. The climb and cruise prediction data found on the LEGS pages is derived from this information. When waypoint descent constraints are programmed into the LEGS pages for an arrival or approach, the FMC calculates a descent path and generates descent predictions on the LEGS page as well.

Pressing the VNAV function key on the CDU calls up the active VNAV page. Three VNAV pages are available for the climb, cruise and descent segments. The active page is determined by the phase of flight. Prior to the top-of-climb (T/C), pressing the VNAV key displays the VNAV CLB page. Between the T/C and the top-of-descent (T/D), pressing the VNAV key displays the VNAV CRZ page. And after the T/D is reached, pressing the VNAV key displays the VNAV DES page. All pages are available for viewing at any time by using the NEXT and PREV PAGE function keys.

When VNAV is the active AFDS mode, the EADI annunciates either VNAV SPD or VNAV PTH. The VNAV SPD mode indicates that aircraft airspeed is being maintained through aircraft pitch. This mode is engaged in a VNAV climb or a VNAV descent (in speed intervention mode). The VNAV PTH mode indicates that the aircraft airspeed is being maintained using thrust. This mode is engaged during all VNAV level offs and during a VNAV path descent.

VNAV ClimbThe FMC builds a VNAV climb profile based on data

entered into the VNAV CLB page and the LEGS pages. VNAV is engaged after takeoff by depressing the VNAV MCP button. When VNAV is engaged, the FMC commands for an acceleration to the limiting airspeed set in the FMC. The FMC maintains the takeoff speed until reaching the acceleration height programmed in the TAKEOFF REF page (1000 feet default). The FMC then commands for an airspeed acceleration that is initially limited by flap retraction speed limits. When the flaps are up, the default target airspeed becomes 250 knots or lower if restricted by a SID waypoint constriction on the LEGS page. Passing 10,000 feet (default value), the target airspeed becomes either the economy climb speed set by the FMC or a manually selected climb speed. The economy climb airspeed is based on the cost index entered on the PERF INIT page.

All VNAV climbs are performed in VNAV SPD mode at the FMC commanded airspeed using maximum available power as determined by the TRP. The TRP automatically enters a CLB mode after takeoff when VNAV is engaged. The climb segment lasts until reaching the FMC programmed cruise altitude.

Intermediate level offs during climb can occur in two ways: reaching a LEGS page altitude constraint that is part of a SID, or encountering an AFDS MCP ALT set lower than the FMC cruise altitude. When a LEGS page altitude constraint is encountered, the VNAV PTH mode is engaged for the level off. The aircraft remains level until the constraint is cancelled upon passing the constrained waypoint. The climb then continues in the VNAV SPD mode toward the FMC cruise altitude. When encountering an MCP ALT set lower than the FMC cruise altitude, the AFDS ALT HOLD mode is engaged and speed control is transferred back to the MCP. To continue the climb in VNAV, the MCP ALT must be reset to a higher altitude and VNAV must be re-engaged by pressing the VNAV MCP button.

Temporary airspeed changes needed during the climb can be handled using the “speed intervention” mode on the

AFDS MCP. Pressing the airspeed select knob opens up the airspeed window on the MCP. The VNAV climb airspeed is now set by the MCP value. Pressing the airspeed select knob a second time cancels speed intervention mode and transfers speed control back to the FMC.

The top-of-climb (T/C) occurs when the FMC Cruise altitude is reached. A “T/C” symbol is shown along the active route to denote the predicted top-of-climb point. When the T/C is reached, the aircraft levels off in VNAV PTH mode and the VNAV Cruise page becomes the active VNAV page.

VNAV Cruise When the aircraft levels off at the FMC programmed cruise

altitude, the VNAV PTH mode is engaged and control over VNAV operation automatically switches to the Cruise page. When the FMC cruise altitude matches the AFDS MCP ALT, VNAV PTH mode takes priority. This is the reason that ALT HOLD mode does not engage in this situation.

The default cruise airspeed set by the FMC is the economy airspeed based on the cost index entered on the PERF INIT page. The cruise speed can be changed by manually entering a new airspeed in the cruise page, or by selecting long range cruise via the “LRC>” prompt on the cruise page. Temporary airspeed changes can be handled using speed intervention mode as described previously

Once the VNAV cruise altitude is reached, altitude changes during the cruise segment of the flight are handled in cruise climb or descent mode. This mode is entered when a new cruise altitude is entered in the FMC and the AFDS MCP ALT is set to match. The aircraft climbs or descends to the newly selected altitude using VNAV SPD mode. When the MCP ALT is initially set to a different altitude, the AFDS remains in the VNAV PTH mode until the FMC cruise altitude is set to match. Also, if the FMC cruise altitude is set to a different value and the MCP ALT remains the same, the aircraft remains level in VNAV PTH until the MCP ALT is set to match.



Temporary airspeed changes needed during the cruise can be handled using the “speed intervention” mode on the AFDS MCP. Pressing the airspeed select knob opens up the airspeed window on the MCP. The VNAV cruise airspeed is now set by the MCP value. Pressing the airspeed select knob a second time cancels speed intervention mode and transfers speed control back to the FMC.

The cruise phase continues until reaching the top-of-descent (T/D) point. This point denotes when a descent for approach and landing begins. The T/D is calculated by the FMC based on arrival waypoint altitude constraints set on the LEGS page. A “T/D” symbol is shown along the active route to denote the predicted top-of-descent point. When the T/D is reached, the VNAV DES page becomes the active VNAV page.

VNAV DescentThe initial VNAV descent path is calculated from the

T/D to the first waypoint altitude constraint on the LEGS page. The initial path is calculated for IDLE thrust using the airspeed set in the VNAV DES page. All subsequent descents are calculated as straight line descents between LEGS page altitude constraints at the selected speed and required thrust. The descent is accomplished in VNAV PTH mode.

In order for the aircraft to begin an automatic descent upon reaching the T/D, the MCP ALT must be set to a lower altitude. If the aircraft reaches the T/D and the altitude has not been reset, the AFDS enters ALT HOLD mode. To restore VNAV control over the descent, a lower altitude must be selected on the MCP and the AFDS VNAV button must be pressed.

The default descent airspeed set by the FMC is the economy airspeed based on the cost index entered on the PERF INIT page. The descent airspeed can be changed by manually entering a new airspeed on the descent page. The descent speed is also changed by setting waypoint airspeed constraints on the LEGS page. When a waypoint is encountered that has an airspeed constraint, the DES page airspeed is changed to this new value. Temporary airspeed changes can be handled using speed intervention mode as described previously. A descent in speed intervention mode changes the active VNAV mode from VNAV PTH to VNAV SPD.

The descent to the first altitude restriction is accomplished at idle thrust. When the throttle reaches idle during descent, the A/T enters THR HOLD mode. Descent airspeed is monitored by the FMC to maintain +/- 15 knots of the commanded airspeed while on the descent path.

Intermediate level offs during descent can occur in two ways: reaching a LEGS page altitude constraint on a STAR/Approach, or encountering an AFDS MCP ALT set higher than the FMC altitude constraints. When a LEGS page altitude constraint is encountered that requires a level off, the VNAV PTH mode remains engaged for the level off. The aircraft remains level until reaching the last waypoint having the same altitude restriction, at which

point the VNAV PTH descent continues to the next altitude constraint. If the MCP ALT is set higher than the altitude constraints in the LEGS page, the AFDS enters ALT HOLD mode when the MCP altitude is reached. To continue a VNAV descent, the MCP ALT must be reset to a lower value and the AFDS VNAV button must be pressed.

After the T/D is reached, the EHSI displays a Vertical Track Indicator (VTI) on the right side of the display. The VTI pointer indicates if the aircraft is high or low on the VNAV descent path. The pointers range is +/- 400 feet. Progress page 2 also has a VTK ERROR line that displays the exact vertical track error in feet.

Temporary airspeed changes needed during the descent can be handled using the “speed intervention” mode on the AFDS MCP. Pressing the airspeed select knob opens up the airspeed window on the MCP. The VNAV descent airspeed is now set by the MCP value. Pressing the airspeed select knob a second time cancels speed intervention mode and transfers speed control back to the FMC.

During the approach phase VNAV will enter an “approach” sub-mode. This non-annunciated sub-mode is active when:

• 25 nautical miles from destination;• past the first waypoint of an approach;• if the runway is the active waypoint;• engages when flaps are selected.

In this sub-mode when the MCP speed window is opened the FMC remains in VNAV PATH, with the A/T maintaining MCP speed. This approach mode allows VNAV to be used with speed intervention on approach.

The descent phase continues until reaching the end of descent at the destination airport. The end of descent is normally the runway selected for approach. If a runway is not selected, the E/D is the last waypoint on the LEGS page that has an altitude constraint.



VNAV Pages (CLB, CRZ, DES) Pressing the VNAV function key on the FMC CDU displays the active VNAV page. The available pages are climb

(CLB), cruise (CRZ) and descent (DES). The page displayed when the VNAV function key is pressed is dependant on the phase of flight. All three pages may be viewed at any time by using the NEXT and PREV PAGE function keys.

VNAV CLB PageThe VNAV CLB page is primarily used during the climb

segment to control airspeed when VNAV is in use. The title of the VNAV CLB page indicates if the data displayed is active (ACT) or modified (MOD). Additionally, if the AFDS is in speed intervention mode, the title changes to “MCP SPD CLB” to indicate that speed is controlled via the MCP.

All modifications to CLB page data require execution with the EXEC function key prior to becoming active. When modifications are made, an “<ERASE” prompt appears at the 6L LSK. Pressing the 6L LSK prior to executing the changes erases all changed data and restores the display of active data.

For VNAV to function, a CRZ ALT is required. All other data boxes are either optional or display default FMC data.

1. Cruise Altitude The cruise altitude entered on the PERF INIT page is displayed here. To change the target cruise altitude, enter an altitude into the scratchpad followed by pressing the 1L LSK. Valid entries for altitude are XXX, XXXX, XXXXX, and FLXXX. The altitude is displayed in feet when below the TRANS ALT and as flight levels when above. Changes to the cruise altitude on this page are carried over to all other pages that display CRZ ALT.

2. Speed Display Displays the current target climb airspeed/Mach. ECON SPD is displayed when economy speed is in use. SEL SPD is displayed when a speed is manually entered. To change the current climb speed, type an IAS or MACH speed into the scratchpad and press the 2L LSK. If the entry of both speeds is desired, the format is xxx/.XXX, where xxx is IAS and .XXX is MACH. The FMC commanded airspeed is IAS until the MACH value is reached. To restore ECON speed when SEL SPD is displayed, press the DEL data entry key followed by the 2L LSK.

If speed intervention mode is in use, the title page changes to “MCP SPD CLB”. In this mode, airspeed is controlled via the MCP and cannot be controlled on the VNAV CLB page.

3. Speed Transition Displays the FMC transition airspeed and altitude. The FMC target climb airspeed is limited to the value displayed until reaching the altitude displayed. The airspeed limit is removed as the aircraft climbs through the altitude displayed. The default value is 250 knots until reaching 10,000 feet. This entry may be changed or deleted manually. To change the entry, type xxx/XXXXX (xxx=airspeed, XXXXX=altitude) into the scratchpad and press the 3L LSK. To delete the entry, press the DEL data entry key followed by the 3L LSK.

4. Speed Restriction This is an optional field for the entry of an additional FMC climb speed restriction to altitude. To make an entry, type xxx/XXXXX (xxx=airspeed, XXXXX=altitude) and press the 4L LSK. When an entry is made, the FMC target airspeed is limited to the value displayed until reaching the altitude displayed. To delete the speed restriction, press the DEL key & 3L LSK.

5. Waypoint Altitude Constraint Displays the next waypoint altitude constraint entered into the LEGS page. If no altitude constraints are entered into the LEGS page, this field is blank. When VNAV is engaged, the FMC commanded airspeed and altitude are constrained to the values entered on the LEGS page until reaching the displayed waypoint (AT XXXXX).

In the following example consider the how VNAV climb is managed with waypoint constraints. Airspeed and altitude climb constraints are entered onto the LEGS page in the right column of the waypoint data line. Data displayed in small type are speed and altitude predictions based on performance. Data displayed in large type are speed and altitude constraints (entered manually or by procedure). See the LEGS Page section of this manual for an explanation of how to enter manual speed and altitude constraints.

The example LEGS page shows that a speed and altitude constraint of 210/7000B has been entered at the BAKRR waypoint. The FMC restricts the commanded VNAV speed to 210 knots until BAKRR (notice that the airspeed prediction for WASTE is 210). The FMC also restricts the VNAV climb to cross BAKRR at or below 7000 feet.

After passing BAKRR, the VNAV CLB page changes to “AT MINEY” and “8000” since the MINEY waypoint has an altitude constraint of 8000 feet.

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After passing the BAKRR waypoint, VNAV will increase speed to 250 knots prior to MINEY waypoint because the airspeed of 250 is displayed in small type.

After passing MINEY, the VNAV CLB page changes to “AT BOACH” and “13000” since the BOACH waypoint has an altitude constraint of 13000 feet or above. The BOACH waypoint is not speed restricted since the speed is displayed in small type. Notice that the speed prediction is now 326 since the FMC airspeed in this example is no longer restricted to 250/10000 (the entry in the SPD TRANS data line on the VNAV CLB page).

Keep in mind that for a VNAV climb to continue at each waypoint, the MCP ALT must be set to a higher altitude than that listed for a LEGS page constraint. If the MCP ALT is reached prior to a LEGS page constraint, the AFDS levels off in ALT HOLD mode. In this case, the MCP must be reset to a higher altitude and VNAV reselected on the MCP for a VNAV climb to continue.

6. Transition Altitude Displays the altitude above which the FMC begins to list altitudes as flight levels. This value may be manually changed by typing an altitude into the scratchpad followed by pressing the 3R LSK.

7. Maximum Angle Speed Displays the maximum angle of climb speed based on performance calculations. This speed is for reference only and cannot be changed.

8. Engine Out Speed Prompt When pressed, changes the page to display engine out data. (Not currently modelled)

9. Climb Direct Prompt When pressed, removes all speed and altitude climb constraints entered into the LEGS page. If VNAV is in use, the FMC continues to climb until reaching the CRZ ALT or the MCP ALT, whichever is lower.

VNAV CRZ Page The VNAV CRZ page is used to control airspeed and altitude while in the cruise phase with VNAV engaged. All

airspeed and altitude changes are made from this page only. Cruise speed and altitude changes are never made via the LEGS pages.

The title of the VNAV CRZ page displays if the page is active (ACT) or being modified (MOD). The title page indicates the cruise speed selected as follows:

ECON Economy cruise. CRZ CLB Cruise climb. CRZ DES Cruise descent. ENG OUT Engine out speed. (Currently not modelled) LRC Long range cruise speed. MCP MCP is controlling speed. M.XXX Specific MACH speed that is manually entered. XXXKT Specific airspeed that is manually entered.

All modifications to CRZ page data require execution with the EXEC function key prior to becoming active. When modifications are made, an “<ERASE” prompt appears at the 6L LSK. Pressing the 6L LSK prior to executing the changes erases all changed data and restores the display of active data.

1. Cruise Altitude The cruise altitude entered on the PERF INIT page is displayed here. To change the cruise altitude, enter an altitude into the scratchpad followed by pressing the 1L LSK. Valid entries for altitude are XXX, XXXX, XXXXX, and FLXXX. The altitude is displayed in feet when below the TRANS ALT and as flight levels when above. Changes to the cruise altitude on this page are carried over to all other pages that display CRZ ALT.

After reaching the cruise altitude in VNAV, all enroute changes in altitude prior to the T/D are initiated by changing the cruise altitude on the CRZ page. Type the new cruise altitude into the scratchpad and press the 1L LSK to change the CRZ ALT. Then, select the new target altitude on the AFDS MCP. This initiates a VNAV cruise climb or descent to the new altitude. If both altitudes (FMC and MCP) are not changed, VNAV continues in cruise at the previously programmed altitude.

2. Speed Display Displays the current target cruise speed. ECON SPD is displayed when economy speed is in use. SEL SPD is displayed when a speed is manually entered. LRC SPD is displayed when long range cruise is selected. E/O SPD is displayed when the engine out speed is selected. To change the current cruise speed, type an IAS or MACH speed into the scratchpad and press the 2L LSK. The format is XXX for IAS and .XXX for MACH. To restore ECON speed when SEL SPD is displayed, press the “<ECON” prompt at the 5L LSK. If speed intervention mode is in use, the title page changes to “MCP SPD CRZ”. In this mode, airspeed is controlled via the MCP and cannot be controlled on the VNAV CRZ page.

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3. Step Size Displays the step climb value used for VNAV STEP TO performance calculations. ICAO is the standard value and indicates a step climb size of 2000 feet below FL290 and 4000 feet above FL290. Valid entries range from 0 to 9000 in 1000 foot increments. When “0” is entered, all VNAV predictions are based on a constant cruise altitude.

4. ECON Prompt Press 5L LSK to change speed display to economy speed.

5. Optimum and Maximum Altitudes Displays the optimum & maximum cruise altitudes for current gross weight based on FMC performance data.

6. Step Data The STEP TO field displays the recommended step climb altitude based on the step size. The AT field displays the point at which a step climb is recommended. In this example, a step climb is not recommended until 1397 miles which is predicted to occur at 2154Z time.

7. Engine Out Prompt Engine out speed. (Currently not modelled)8. Long Range Cruise Prompt (LRC>) Press the 6R LSK to select the long range cruise speed.

VNAV DES Page The VNAV DES page is used to make modifications to the descent

path. This page is primarily used to make VNAV descent airspeed modifications. The title of the VNAV DES page indicates if the data displayed is active (ACT) or modified (MOD). Additionally, if the AFDS is in speed intervention mode, the title changes to “MCP SPD DES” to indicate that speed is controlled via the MCP. If a specific descent airspeed or Mach has been entered, the page title changes to reflect the manually entered speed.

All modifications to DES page data require execution with the EXEC function key prior to becoming active. When modifications are made, an “<ERASE” prompt appears at the 6L LSK. Pressing the 6L LSK prior to executing the changes erases all changed data and restores the display of active data.

1. End of Descent Waypoint Displays the name of the waypoint in the LEGS page with the lowest altitude constraint. This field is blank if no altitude constraints have been entered on the LEGS page.

2. Speed Display Displays the current target descent airspeed/Mach. This airspeed is used to calculate the VNAV descent path. This speed is commanded by the FMC during the descent until a lower speed is encountered as part of a LEGS page constraint. ECON SPD is displayed when economy speed is in use. SEL SPD is displayed when a speed is manually entered. To change the current descent speed, type an IAS or MACH speed into the scratchpad and press the 2L LSK. If the entry of both speeds is desired, the format is .XXX/xxx, where XXX is MACH and xxx is IAS. The FMC commanded descent airspeed is MACH until the IAS value is reached. To restore ECON speed when SEL SPD is displayed, press the DEL data entry key followed by the 2L LSK.

If speed intervention mode is in use, the title page changes to “MCP SPD DES”. In this mode, airspeed is controlled via the MCP and cannot be controlled on the VNAV DES page.

3. Speed Transition Displays the FMC transition airspeed and altitude. The FMC target descent airspeed is limited to the value displayed at or below the altitude displayed. The default value is 240 knots at or below 10,000 feet. This entry may be changed or deleted manually. To change the entry, type xxx/XXXXX (xxx=airspeed, XXXXX=altitude) into the scratchpad and press the 3L LSK. To delete the entry, press the DEL data entry key followed by the 3L LSK.

4. Speed Restriction This is an optional field for the entry of an additional FMC descent speed restriction below an altitude. To make an entry, type xxx/XXXXX (xxx=airspeed, XXXXX=altitude) and press the 4L LSK. When an entry is made, the FMC target airspeed is limited to the value displayed at or below the altitude displayed. To delete the speed restriction, press the DEL data entry key followed by the 3L LSK.

5. Waypoint Altitude Constraint Displays the next waypoint altitude constraint entered into the LEGS page. If no altitude constraints are entered into the LEGS page, this field is blank. When VNAV is engaged, the FMC commanded airspeed and altitude are constrained to the values entered on the LEGS page until reaching the displayed waypoint (AT XXXXX) (see example next page).

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6. Descend Direct Prompt This prompt displays after the T/D is reached. When pressed, deletes all waypoint altitude constraints on the LEGS page between the current aircraft altitude and the MCP altitude.

7. Descend Now Prompt This prompt displays (replaces DES DIR > at the 6R LSK position) before the T/D is reached. When pressed, begins a descent of 1250 fpm until reaching the calculated VNAV path. For the descent to commence, the AFDS MCP altitude must be set to a lower value. The AFDS levels off at the higher of the MCP altitude or the next FMC waypoint constraint.

In the following example consider the how a VNAV descent path is calculated with waypoint constraints. Airspeed and altitude descent constraints are entered onto the LEGS page in the right column of the waypoint data line. Data displayed in small type are speed and altitude predictions based on performance. Data displayed in large type are speed and altitude constraints. The constraints are entered manually or by procedure.

The example LEGS page shows an altitude constraint of 17000 feet at CIVET. The T/D point and VNAV idle descent path are calculated based on this first waypoint constraint. Since a speed has not been specified at CIVET, the FMC target airspeed from the VNAV DES page is shown as 300 in small type.

After passing CIVET, the VNAV DES page changes to “AT ARNES” and “12000” since ARNES contains the next descent constraint of 280/12000. A VNAV path is calculated for a straight descent between CIVET (at 17000 feet) and ARNES (at 12000 feet), such that ARNES is crossed at 280 knots. Since no constraint has been entered for BREMR, the data displayed is prediction data based on the calculated VNAV path between CIVET and ARNES.

After passing ARNES, the VNAV DES page changes to “AT SUZZI” and “9000”. A VNAV path is calculated for a straight descent between ARNES (at 12000) and SUZZI (at 9000). The SPEED TRANS of 240/10000 comes into play between these two waypoints since the FMC is predicting an airspeed of 240 at SUZZI.

Keep in mind that for a VNAV DES to continue at each waypoint, the MCP ALT must be set to a lower altitude than that listed for a LEGS page constraint. If the MCP ALT is reached prior to a LEGS page constraint, the AFDS levels off in ALT HOLD mode. In this case, the MCP must be reset to a lower altitude and VNAV reselected on the MCP for a VNAV descent to continue.

NEW to FSX The descent logic in the FSX version of the 767 has modified from the FS9 version. Below is a quick point description of the Pegasus FMC logic and the associated VNAV descent characteristics.

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ON Path (within speed limits and altitude limits) Pitch mode = VNAV PTH A/T mode = throttle decreases to IDLE, then sets HOLD

• Idle descent phase: Speed limits +/- 15 knots, up to Mmo/Vmo-11 knots or down to speed protection;

• Past idle phase: Speed limits +/- 10 knots, up to Mmo/Vmo-11 knots or down to speed protection.

Overspeed reverts to: Pitch mode = VNAV SPD A/T mode = IDLE to HOLD

• Aircraft pitches to VNAV speed and DRAG REQUIRED message displays.

Underspeed reverts to:Pitch mode = VNAV PATHA/T mode = SPD• Aircraft throttles increase to maintain min speed and THRUST

REQUIRED message displays if A/T is disengaged.

Above path (speed window closed):Pitch mode = VNAV SPDA/T mode = IDLE to Hold • Aircraft pitches to VNAV speed + 15 (limited by Mmo/Vmo-11

knots) and DRAG REQUIRED message displays.Below path (speed window closed):

Pitch mode = VNAV SPDA/T mode = SPD• Aircraft pitches to -1250fpm and thrust increases to maintain VNAV speed.

NOTE Above path / below path = more than +/- 500 ftOpening the MCP speed window during the VNAV PATH descent results in the pitch mode changing to VNAV SPD. The aircraft leaves the VNAV PATH and pitches to MCP SPD. Programmed “not below altitudes” will be kept if encountered, however speed constraints will not.



Saving FMC Route DATA (RTE, SID, STAR, APP) Waypoints listed in the LEGS pages may be saved in the FMC database. The waypoints may be saved as a route to

be used later, or they may be saved as part of a DEP/ARR database procedure (SID, STAR, or approach). Pressing the MENU function key displays a menu with a “SAVE ROUTE>” prompt at the 5R LSK.

Pressing the 5R LSK displays the SAVE ROUTE menu. The SAVE ROUTE menu has two pages that display choices for classifying how the LEGS page data is to be saved. Use the NEXT and PREV PAGE keys to switch between pages. The waypoints found on the active LEGS page are saved when using the SID, STAR and approach prompts. Waypoints found on the inactive route page cannot be saved using the SID, STAR and approach prompts.

1. Save Route 1 Press the 1L LSK to save RTE page data and waypoints from RTE1 as a flightplan. When pressed, a data line is displayed at the 5L LSK for entry of the flight plan name.

Type the name of the flightplan into the scratchpad and press the 5L LSK. The flightplan name can be any combination of up to 10 letters and numbers. The entry of more than 10 characters generates an “INVALID ENTRY” message in the scratchpad. Once entered, press the “<SAVE TO DISK” prompt at the 6L LSK to save the flightplan.

To recall a saved flightplan, enter the flightplan name into the CO ROUTE data field found on the RTE page. This action automatically loads all saved route information and waypoints.

• If there are no legs present in RTE1, a “LEGS REQD” message is generated in the scratchpad when the 1L LSK is pressed.• The route does not have to be activated to be saved. • When recalling the route using the CO ROUTE data field on the RTE page, do not add the “.RTE” extension to the name.

2. Save Route 2 Press the 2L LSK to save RTE page data and waypoints from RTE2 as a flightplan. The balance of the procedure is the same as described for RTE1 above.

3. Save LEGS as SID Press the 3L LSK to save the waypoints listed in the active LEGS page as a SID procedure for the departure airport shown on the RTE page. When pressed, a submenu is presented to select the departure airport runway(s) to which the SID applies.

If the waypoints to be saved are for a SID that applies to all runways, no action is required (“<ALL>” is the default selection). If the SID waypoints apply to 1 specific runway, press the left side LSK abeam the desired runway. Type the desired name for the SID into the scratchpad and press the 6L LSK to enter it. The name can be a combination of up to 10 letters and numbers. Press the “SAVE TO DISK>” prompt at the 6R LSK to save the SID.

• Do not use this procedure to save multiple runway transitions for a single SID that shares common waypoints. Doing so results in duplicate SID listings on the DEP page (see #8 for saving runway transition waypoints).

• Do not save SID transition procedures using this procedure. Saving SID transition procedures is explained in #5.• Only the active route waypoints are saved using this procedure. • When saving a SID, only those waypoints that are part of the main SID should appear in the LEGS page prior to saving. • Saved SIDs are available from the DEP page of the selected airport.

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4. Save Legs as STAR or Approach Press the 4L LSK to save the waypoints listed in the active LEGS page as a STAR or approach procedure for the arrival airport shown on the RTE page.

When the 4L LSK is pressed and an arrival runway is not part of the active route, the waypoints are saved as a STAR. The depicted “KLAS-STAR NAME” data line appears at the 5L LSK.

Type the name of the STAR into the scratchpad and press the 5L LSK to enter it. The STAR name can be a combination of up to 10 letters and numbers. Press the “<SAVE TO DISK” prompt at the 6L LSK to save the STAR.

When the 4L LSK is pressed and an arrival runway appears as a waypoint in the active route, the waypoints are saved as an approach. The depicted “KLAS-APPROACH NAME” data line appears at the 5L LSK.

Type the name of the approach into the scratchpad and press the 5L LSK to enter it. The approach name can be a combination of up to 10 letters and numbers. Press the “<SAVE TO DISK” prompt at the 6L LSK to save the approach.

• Only the active route waypoints are saved using this procedure.• Do not save as STAR or approach transitions. Saving STAR & approach transitions are explained in #6 and #7. • When saving a STAR or approach, only those waypoints that are part of the STAR or approach procedure should appear

in the LEGS page prior to saving. • Saved STARs and approaches are available from the ARR page of the selected airport.

5. Save SID Transition Press the 1L LSK to save the waypoints listed in the active LEGS page as a SID transition. When pressed, a submenu of SIDs available for the active departure airport is presented.

This example shows three SIDS already programmed. Select the SID to which the transition applies by pressing the LSK abeam the SID name. Type the name of the SID transition into the scratchpad and press the 6L LSK. The name can be a combination of up to 10 letters and numbers. Press the 6R LSK “SAVE TO DISK>” prompt to save the SID transition for the selected SID.

• A SID must exist for the departure airport in order to save a SID transition. Save the main SID waypoints using the procedure in #3 before programming the transition.

• Only the active route waypoints are saved using this procedure. • When saving a SID transition, only those waypoints that are part of the

SID transition should appear in the LEGS page prior to saving. Do not include any main SID waypoints since they are already saved as part of the selected SID to which the transition applies.

• Saved SID transitions are displayed in the SID TRANS column of the DEP page when SID is selected.

6. Save STAR Transition Press the 2L LSK to save the waypoints listed in the active LEGS page as a STAR transition. When pressed, a submenu of STARs available for the active arrival airport is presented.

This example shows one STAR already programmed. Select the STAR to which the transition applies by pressing the LSK abeam the star name. Type the name of the STAR transition into the scratchpad and press the 6L LSK to enter it. The name can be a combination of up to 10 letters and numbers. Press the 6R LSK “SAVE TO DISK>” prompt to save the STAR transition for the selected STAR.

• A STAR must exist in order to save a STAR transition. Save the main STAR waypoints using the procedure in #4 before programming the transition.

• Only the active route waypoints are saved using this procedure. • When saving a STAR transition, only those waypoints that are part of the

STAR transition should appear in the LEGS page prior to saving. Do not include any main STAR waypoints since they are already saved as part of the selected STAR to which the transition applies.

• Saved STAR transitions are displayed in the STAR TRANS column of the ARR page when the STAR is selected.



7. Save Approach Transition Press the 3L LSK to save the waypoints listed in the active LEGS page as an approach transition. When pressed, a submenu of approaches available for the active arrival airport is presented.

This example shows one approach already programmed. Select the approach to which the transition applies by pressing the LSK abeam the approach name. Type the name of the approach transition into the scratchpad and press the 6L LSK to enter it. The name can be a combination of up to 10 letters and numbers. Press the 6R LSK “SAVE TO DISK>” prompt to save the approach transition for the selected approach.

• An approach must exist for the arrival airport in order to save a STAR transition. Save the main approach waypoints using the procedure in #4 before programming the transition.

• Only the active route waypoints are saved using this procedure. • When saving an approach transition, only those waypoints that are part

of the approach transition should appear in the LEGS page prior to saving. Do not include any main approach waypoints since they are already saved as part of the selected approach to which the transition applies.

• Saved approach transitions are displayed in the APPCH TRANS column of the ARR page when the approach is selected.

8. Save Runway Specific SID Legs Some SIDs have runway specific transition waypoints that occur prior to the main SID waypoints. This prompt is used to save runway specific waypoints for a SID with multiple runway transitions to common waypoints.

The name of the runway to which the runway specific waypoints apply must be entered into the RTE page. Once the runway specific transition waypoints are entered on the active LEGS page, press the 4L LSK to display the SID name selection submenu (shown previously in #5). Press the LSK abeam the SID to which the transition applies to select it. Then press the “SAVE TO DISK>” prompt at the 6R LSK to save the runway transition for the selected SID.

• A SID must exist for the departure airport in order to save a runway transition. Save the main SID waypoints using the procedure in #3 before programming the runway transition.

• Only the active route waypoints are saved using this procedure. • When saving a runway transition, only those waypoints that are part of the runway transition should appear in the LEGS

page prior to saving. Do not include any main SID waypoints since they are already saved as part of the selected SID to which the runway transition applies. Also, double check that the correct runway is entered on the RTE page prior to saving the runway transition.

• A SID selected from the DEP page, the runway transition waypoints are automatically added to the SID based on the departure runway selected on the RTE page.

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FMC Database Programming Examples

The following examples show the steps involved in programming SIDs, STARs, and approaches into the FMC database. The examples are made up from actual waypoints in and around KLAS. The default installation of the database is located at C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\Level-D Simulations\navdata.

The FMC database procedures are stored in *.xml format. Those familiar with the xml format can manipulate the data manually by opening this file in WordPad, Notepad, or any suitable xml editor.

SID Programming Example The following example shows how to program a SID. SIDs can be as simple as a single waypoint with no transitions,

or a more comprehensive procedure with multiple transitions. The example below is a made up procedure called the JEBBB1 departure at KLAS. This is a comprehensive SID with multiple transition elements.

All SIDs consist of one or more “main” procedure waypoints. In this example, the JEBBB and ROPPR waypoints are the main procedure since they are common to all transitions. Program the main part of the SID as follows:

1. On the RTE page, enter the departure airport. Enter KLAS since this procedure is made up using waypoints in and around that airport. The entry of an arrival airport is optional.

2. On the LEGS page, enter ROPPR and JEBBB in their proper sequence and delete all other waypoints. 3. Press the EXEC function key to activate the FMC changes. 4. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu. 5. Press the 3L LSK to save the LEGS as a SID. 6. This procedure is used by more than one runway, so <ALL> runway is used. No action is required since this is the default selection. 7. Type JEBBB1 into the scratchpad and press the 6L LSK to name the SID.8. Press the 6R LSK to save the SID.

The JEBBB1 SID is now part of the KLAS departure database. If these were the only two waypoints for the SID, the programming would be complete. This is how a simple SIDs with no transitions would be programmed.

Once the main SID waypoints are programmed, any existing transition procedures can be programmed. This example has runway specific transitions used to join the main SID. Runway specific procedures are not found at all airports. When they do exist, such as in our example, they are programmed as follows:

1. On the RTE page, enter the departure airport and the specific departure runway for the runway transition. In this example we will program the 25R transition. Enter KLAS and runway 25R into the RTE page.

2. On the LEGS page, enter RBELL into the 1L position & delete all other waypoints.3. Press the EXEC function key to activate the FMC changes. 4. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu.5. Press the NEXT PAGE function key to display page 2. 6. Press the 4L LSK to save the LEGS as a SID runway transition. 7. Press the LSK abeam the JEBBB1 SID to select it. 8. Press the 6R LSK to save the runway transition.

To program the 25L runway transition, modify steps 1 and 2 to reflect runway 25L and PIRMO for that transition. All remaining steps are the same.

A more common type of transition is an enroute SID transition that follows the main SID waypoints. This example has two enroute SID transitions that occur after JEBBB. These transitions are programmed as follows:

1. On the RTE page, enter the departure airport. This entry does not have to be made if the departure airport is correct. We continue to use KLAS for our example.

2. On the LEGS page, enter HEC into the 1L position and delete all other waypoints. 3. Press the EXEC function key to activate the FMC changes.



4. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu.5. Press the NEXT PAGE function key to display page 2. 6. Press the 1L LSK to save the LEGS as a SID transition. 7. Press the LSK abeam the JEBBB1 SID to select it. 8. Type “HEC” into the scratchpad & press the 6L LSK to enter the transition name. 9. Press the 6R LSK to save the SID transition.

To program the remaining SID transition, substitute TNP for HEC in step 2. All remaining steps are the same. With the programming complete, the JEBBB1 SID can now be selected from the DEP screen for KLAS. When the

SID is selected, the main waypoints of ROPPR and JEBBB are added to the LEGS page. If runway 25L or 25R is selected, the appropriate runway transition waypoint is automatically added to the LEGS page. The optional HEC and TNP enroute transitions are offered in the SID TRANS column. When selected, the appropriate enroute transition waypoint is added to the LEGS page.

STAR Programming Example The following example shows how to program a STAR. A STAR is broken down into the main procedure waypoints

and the optional transition waypoints. The example is a made up procedure called the CRESO1 arrival at KLAS. All STARs consist of one or more “main” procedure waypoints. In this example, the DANBY and CRESO waypoints

are the main procedure since they are common to all transitions. Program the main part of the STAR as follows:

1. On the RTE page, enter a departure and arrival airport. The arrival airport must be the airport for which the STAR applies. We use KLAS in our example.

2. On the LEGS page, enter DANBY and CRESO in their proper sequence and delete all other waypoints. 3. Press the EXEC function key to activate the FMC changes. 4. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu. 5. Press the 4L LSK to save the LEGS as a STAR. 6. Type CRESO1 into the scratchpad and press the 5L LSK to name the STAR. 7. Press the 6L LSK to save the STAR.

The CRESO1 STAR is now part of the KLAS arrival database. If these were the only two waypoints for the STAR, the programming would be complete. This is how a simple STAR with no transitions would be programmed.

Once the main STAR waypoints are programmed, any existing transition procedures can be programmed. This example has two enroute STAR transitions used to join the main STAR waypoints. Program the transitions as follows:

1. On the RTE page, enter a departure and arrival airport. The arrival airport must be the airport for which the STAR applies. This entry does not have to be made if the arrival airport is correct. We continue to use KLAS in our example.

2. On the LEGS page, enter HEC into the 1L position and delete all other waypoints. 3. Press the EXEC function key to activate the FMC changes. 4. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu. 5. Press the NEXT PAGE function key to display page 2. 6. Press the 2L LSK to save the LEGS as a STAR transition. 7. Press the LSK abeam the CRESO1 STAR to select it. 8. Type “HEC” into the scratchpad & press the 6L LSK to enter the transition name. 9. Press the 6R LSK to save the STAR transition.

To program the remaining STAR transition, substitute DAG for HEC in step 2. All remaining steps are the same. With the programming complete, the CRESO1 STAR can now be selected from the ARR screen for KLAS. When the

STAR is selected, the main waypoints of DANBY and CRESO are added to the LEGS page. The optional HEC and DAG transitions are offered in the STAR TRANS column. When selected, the appropriate transition waypoint is added to the LEGS page.



Approach Programming Example The following example shows how to program an approach procedure. Approach procedures are broken down into

the main approach, missed approach, and optional transitions. The main and missed approaches are programmed together in one procedure. The optional transitions are programmed separately. The following example is the ILS to runway 25R at KLAS.

The main part of the approach procedure consists of the two waypoints leading up to the runway, the runway, and the missed approach procedure. Program the main part of the approach as follows:

1. On the RTE page, enter a departure and arrival airport. The arrival airport must be the airport for which the approach applies. This entry does not have to be made if the arrival airport is correct. We continue to use KLAS for our example.

2. On the LEGS page, enter the HAWKO and CONDY waypoints in their proper sequence and delete all other waypoints.3. Press the DEP ARR function key to display the KLAS ARR page. If the arrival page is not displayed, use the INDEX prompt

to select it from the DEP ARR index. It may be necessary to press the EXEC key to reveal the DEP ARR INDEX prompt. 4. Press the LSK abeam runway 25R in the right column of the ARR page. Use the NEXT PAGE function key if the runway is

not displayed on page 1. 5. Press the LEGS function key to display the LEGS page and ensure that the runway appears after the last entered waypoint. 6. On the LEGS page, insert BLD after the runway waypoint. 7. Enter optional crossing airspeeds and altitudes for any waypoints in the right column of the LEGS page. 8. Press the EXEC function key to activate the FMC changes. 9. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu. 10. Press the 4L LSK to save the LEGS as an approach. 11. Type “ILS25R” into the scratchpad, then press 5L LSK to name the approach.12. Press the 6L LSK to save the approach.

The ILS25R is now part of the KLAS arrival database. To program a LOC, VOR, RNAV or NDB approach, follow the same steps as shown here except name the approach appropriately.

Once the approach is programmed, any existing transition procedures can be programmed. This example has one approach transition that can be programmed as follows:

1. On the RTE page, enter a departure and arrival airport. The arrival airport must be the airport for which the approach applies. This entry does not have to be made if the arrival airport is correct. We continue to use KLAS for our example.

2. On the LEGS page, enter CROWE and FLICR in their proper sequence and delete all other waypoints. 3. Press the EXEC function key to activate the FMC changes. 4. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu.5. Press the NEXT PAGE function key to display page 2. 6. Press the 3R LSK to save the LEGS as an approach transition. 7. Press the LSK abeam the ILS25R to select it. 8. Type “CRESO” into the scratchpad & press 6L LSK to enter the transition name. 9. Press the 6R LSK to save the approach transition.

With the programming complete, the ILS25R approach can now be selected from the ARR screen for KLAS. When the approach is selected, the approach waypoints starting at HAWKO are added to the LEGS page. The optional CRESO transition is offered in the APPCH TRANS column. When selected, the appropriate transition waypoints are added to the LEGS page.



Conditional Waypoint Programming

Special waypoints can be programmed into the FMC to handle SID, STAR and approach conditional waypoints. These waypoints are programmed using the LEGS page and can only be programmed while the aircraft is on the ground. The following types of conditional waypoints can be programmed:

Heading to Altitude This type of waypoint can be used for a procedure that requires a constant heading until reaching a specified

altitude. An arbitrary anchor waypoint is used to start the programming. .CHA/Altitude/Heading/Option1/Option2

.CHA defines the waypoint as being a constant heading to altitude. Altitude the altitude to which the heading is maintained. Heading the heading or track to maintain to altitude. Option1 specify the direction of turn upon waypoint passage. L= Left, R= Right, A= Auto Option2 specify if a heading or track should be maintained. H= Heading, T= Track

The formula is then entered into the LEGS page by pressing the LSK abeam the arbitrary anchor waypoint. This creates the heading to altitude conditional waypoint. The arbitrary anchor waypoint is then deleted.

Example From runway 31L at KJFK, a SID requires a 315° heading until reaching 500 feet, followed by a left turn on course.

1. On the LEGS page, enter JFK as an arbitrary waypoint at the 1L LSK.2. Type “.CHA/500/315/L/H” into the scratchpad and press the 1L LSK. 3. Press DEL key followed by the 2L LSK to remove the arbitrary JFK waypoint. 4. Press the EXEC function key to execute the changes. Subsequent waypoints can be added starting at the 2L LSK.

Note Be sure to press the LSK abeam the arbitrary waypoint when entering the formula into the LEGS page. Pressing an LSK for an empty waypoint field generates an error message.

Heading to Radial Crossing This type of waypoint can be used for a procedure that requires a constant heading until crossing a predetermined fix

radial and can only be programmed while the aircraft is on the ground. The radial to be crossed is only used to define the waypoint (for radial tracking see “Radial Intercept”). The anchor waypoint used to start programming is the fix used to define the crossing radial.

.VRI/Radial/Heading/Option1/Option2 .VRI defines the waypoint as being a constant heading to a radial. Radial the radial to be crossed. Heading the heading or track to maintain to the radial. Option1 specify the direction of turn upon waypoint passage. L= Left, R= Right, A= Auto Option2 specify if a heading or track should be maintained. H= Heading, T= Track

The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint. This transforms the anchor waypoint into a heading to radial intercept waypoint.

Example From runway 31L at KJFK, a SID requires a 315° heading until passing the CRI 043° radial followed by a left turn on course.

1. On the LEGS page, enter CRI as the anchor waypoint at the 1L LSK.2. Type “.VRI/043/315/L/H” into the scratchpad and press the 1L LSK. 3. Press the EXEC function key to execute the changes. Subsequent waypoints can be added starting at the 2L LSK.

Note Be sure to press the LSK abeam the anchor waypoint when entering the formula into the LEGS page. Pressing an LSK for any other waypoint field generates an error message.



Heading To DistanceThis type of waypoint can be used for a procedure that requires a constant heading until reaching a specific

distance from a fix and can only be programmed while the aircraft is on the ground. The anchor waypoint used to start programming is the fix used to define the distance.

.DMI/Distance/Heading/Option1/Option2 .DMI defines the waypoint as being a constant heading to distance. Distance the distance from the fix. Heading the heading or track to maintain until the specified distance. Option1 specify the direction of turn upon waypoint passage. L= Left, R= Right, A= Auto Option2 specify if a heading or track should be maintained. H= Heading, T= Track

The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint. This transforms the anchor waypoint into a heading to distance waypoint.

Example From runway 25R at KLAX, a SID requires a heading of 220 until the LAX 10 DME and then a right turn on course.

1. On the LEGS page, enter LAX as the anchor waypoint at the 1L LSK. 2. Type “.DMI/10/220/R/H” into the scratchpad and press the 1L LSK. 3. Press the EXEC function key to execute the changes. Subsequent waypoints can be added starting at the 2L LSK.


Vectors This type of waypoint can be used for a procedure that requires vectors and can only be programmed while the

aircraft is on the ground. An arbitrary anchor waypoint is used to start the programming..VEC/Heading/Option1/Option2

.VEC defines the waypoint as being a constant heading to altitude. Heading the heading or track to maintain. Option1 Enter “A” for automatic turns. Option2 specify if a heading or track should be maintained. H= Heading, T= Track

The formula is then entered into the LEGS page by pressing the LSK abeam the arbitrary anchor waypoint. This creates the vector waypoint. The arbitrary anchor waypoint is then deleted.

Example From runway 25R at KLAX, a SID requires a heading of 250° for vectors on course. 1. On the LEGS page, enter LAX as an arbitrary waypoint at the 1L LSK.2. Type “.VEC/250/A/H” into the scratchpad and press the 1L LSK. 3. Press DEL key followed by the 2L LSK to remove the arbitrary LAX waypoint. 4. Press the EXEC function key to execute the changes. Subsequent waypoints can be added starting at the 2L LSK.

Note Be sure to press the LSK abeam the arbitrary waypoint when entering the formula into the LEGS page. Pressing an LSK for an empty waypoint field generates an error message.



Radial Intercept This type of waypoint can be used for a procedure that requires a constant heading until intercepting a fix radial. The

intercepted radial is then tracked until the next waypoint is reached and can only be programmed while the aircraft is on the ground. The anchor waypoint used to start programming is the fix used to define the intercept radial. Then, the following formula is entered into the scratchpad:

.INT/Radial/Heading/Option1/Option2 .INT defines the waypoint as being a constant heading to a radial. Radial the radial to be intercepted. Heading the heading or track to maintain to the radial. Option1 specify the direction of turn upon waypoint passage. L= Left, R= Right, A= Auto Option2 specify if a heading or track should be maintained. H= Heading, T= Track

The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint. This transforms the anchor waypoint into a radial intercept waypoint.

Example A procedure at KMIA requires a 290° heading until intercepting the DHP 335° radial outbound. 1. On the LEGS page, enter DHP as the anchor waypoint at the 1L LSK.2. Type “.INT/335/290/A/H” into the scratchpad and press the 1L LSK. 3. Press the EXEC function key to execute the changes. Subsequent waypoints can be added starting at the 2L LSK.


Changing the Characteristics of a WaypointBy default the waypoints are Fly-By, with the FMC commanding the shortest turn direction to that waypoint. You can

change these waypoints to Fly-Over and specify a Turn direction. .WPT/Turn Direction/Fly Over or Fly By

Turn Direction L for Left , A for Auto, R for Right TurnFly over or Fly By B for Fly-By, O for Fly-Over

FMS EICAS Messages

Advisories

FMC FAIL FMC has failed. FMC MESSAGE A message is displayed in the CDU scratchpad.IRS DC FAIL, L/C/R Left, center or right IRS backup power has failed.IRS FAULT, L/C/R IRS fault in the respective system. IRS ON DC, L/C/R Left, center or right IRS on DC backup power.



FMC MessagesFMC messages alert the flight crew to conditions that could degrade the system operation and advise the crew of

input errors. The messages are categorized as alerting and advisory messages.The FMC light illuminates and the EICAS advisory message FMC MESSAGE displays when there is an FMC

alerting message.

FMC Alert Messages• display in the CDU scratchpad• illuminate the amber FMC light on the center instrument panel• cause the EICAS advisory message FMC MESSAGE to display• illuminate the CDU message light (MSG).

Use the CLEAR key or correct the condition responsible for the message to remove the message.

DISCONTINUITY The LNAV mode is active and the route is not defined after the next waypoint (except when the waypoint is before a manually terminated leg, such as a VECTORS leg).

DRAG REQUIRED VNAV mode is active. Additional drag is required or the autothrottle is currently off and less thrust is required to maintain the current VNAV descent path.

END OF ROUTE The LNAV mode is active and the end of the active route has been overflown. The AFDS will maintain the current heading. To delete a waypoint at end of route, press the DEL key, select the waypoint and press the EXEC key.

ENTER IRS POSITION The entered position does not match one of the IRS comparison checks, or the IRS is in navigate mode and has not received a present position entry. Use the CLEAR key to remove this message.

FUEL DISAGREE – PROG 2/2 The totalizer (TOT) fuel quantity and FMC calculated (CALC) fuel quantity disagree by a significant amount. The FUEL DISAGREE message is inhibited if the fuel quantity is entered manually on the PERF INIT page. Deleting the manual entry will reset the fuel quantity to the totalizer value, the title to CALC and enable the FUEL DISAGREE message.

INSUFFICIENT FUEL The estimated fuel at destination is less than entered RESERVES value.IRS NAV ONLY The FMC position has not been radio updated for at least 12 minutes. If the FMC

position has not been radio updated within at least 12 minutes, an IRS NAV ONLY message is displayed in the scratchpad. If this message is displayed, check that both NAV radios are set to AUTO so that the FMC can auto-tune the radios to receive an update.

IRS POS/ORIGIN DISAGREE The inertial reference position differs from the current origin airport.NO ACTIVE ROUTE During LNAV mode, an active route has not been activated.RESET MCP ALT Displays 15 nautical miles (2 minutes) prior to the top of descent point (T/D) when

VNAV is the active mode and the MCP (AFDS) is not set to a lower altitude than the VNAV CRZ altitude.

TAKEOFF SPEEDS DELETED The V speeds have been deleted due to changes in takeoff performance or configuration data.

THRUST REQUIRED The VNAV mode is active and the autothrottle disconnected. Displays when additional thrust is required to track VNAV descent path and maintain speed.

UNABLE NEXT ALT The active VNAV climb mode cannot comply with the next altitude constraint. If the climb speed profile results in a climb angle that will cause the airplane to miss a waypoint altitude constraint, the CDU scratchpad message UNABLE NEXT ALT is displayed. Select a steeper speed climb angle.

VERIFY POSITION The difference between the FMC position and other position data exceeds a comparison variable. Possible conflicts include

• the left and right FMC position differ • the radio position differs from the FMC position



FMC Advisory MessagesFMC advisory messages are displayed on the CDU scratchpad and illuminate the CDU message light (MSG). There

are no EICAS messages associated with these messages and they do not cause the FMC light to illuminate. Those messages which are caused by an entry error must be cleared before the entry can continue.

DELETE The DELETE key has been pressed. KEY/FUNCTION INOP The selected key and/or function is inoperative.INVALID DELETE The deletion of the selected data is invalid.INVALID ENTRY The format or range of the entered text is incorrect for the field or the airway or TO

waypoint does not match with the navigation database.MANUALLY TUNED An attempt to remotely tune a VOR that is currently manually tuned.NOT IN DATABASE The entered data is incorrect for the route (airway does not match the waypoint

connector) or the input does not match the AIRAC navigation database. NOT ON INTERCEPT HEADING

The LNAV mode is unable to intercept the route. The aircraft is outside the active capture criteria and the present heading will not intercept the active leg.

ROUTE FULL The current route has exceeded the FMC capacity.RUNWAY N/A FOR SID The selected runway is not compatible with the selected SID/DP.

FMC Programming MessagesThe Level-D 767 FMC also includes several programming help messages that are not available in the real world

FMC. These are exclusively Level-D simulator messages to assist the user when programming a SID or STAR via the CDU. The messages can be cleared using the CDU’s CLR key.

DEP RWY REQD - RTE PAGE A departure runway is required on the route page.DEST REQD - RTE PAGE A destination airport is required on the route page.LEGS REQD Waypoints are required on the leg page.ORIGIN AND DEST REQD The user is prompted to enter an ORIGIN and DESTINATION airfield.ORIGIN REQD. - RTE PAGE A departure airport is required on the route page.

Fuel System 119

Fuel System 119Level-D Simulations 767-300ER

In normal operations, all fuel pumps on the Fuel Panel are turned ON when fuel is carried in the center tank. In this configuration, fuel from the center tank is exhausted first.

The center tank fuel pumps are inhibited from operating anytime their respective engine is shut down or N2 is below 50%. In this condition, the PRESS light in each center tank pump switch will illuminate even if the pump is switched ON. The inhibit is removed when the N2 for the respective engine is above 50%.

The FUEL CONFIG light on the Fuel Panel illuminates any time the center tank fuel quantity is above 1,200 pounds (545 kg) and the center tank pumps are not selected ON.

When the center pumps are turned OFF, the remaining fuel in the center tanks is drawn through a venturi by the Left Wing tank pumps. A suction force is created at the centre of the venturi. A pipe is attached to the center of the venturi and the other end of the pipe is located in the bottom of the center tank. The fuel is sucked from the center tanks into the main flow of the venturi.

Main Wing TanksEach wing contains a fuel tank capable of carrying

40,669 pounds (18,449 kilograms) of fuel per tank. These two tanks are considered the main fuel tanks. Each tank contains two fuel pumps labeled forward (FWD) and aft (AFT) for the delivery of fuel under pressure to the engines. If these pumps fail, fuel from either wing tank can gravity feed to the engines at most altitudes. Gravity feed at high altitudes may lead to reduced engine power or engine flameout.

The fuel pumps are powered via the Main AC buses in a cross wired configuration such that failure of one AC bus leaves one fuel pump operating per tank. The Left Main AC Bus powers the Left AFT and Right FWD fuel pumps. The Right Main AC Bus powers the Left FWD and Right AFT fuel pumps.

Fuel for operation of the APU is normally provided by the Left wing tank. When the APU is switched ON, the Left FWD fuel pump operates automatically provided AC power is available. Therefore, the PRESS light in the Left FWD fuel pump will extinguish anytime the APU is in use regardless of the pumps switch position.

The FUEL CONFIG light on the Fuel Panel illuminates to indicate either low fuel quantity or an imbalanced fuel condition in the main tanks. If the fuel quantity in either wing tank drops below 2,200 pounds (998 kg), the FUEL CONFIG light on the Fuel Panel illuminates along with an EICAS caution of LOW FUEL. If the lateral balance of the wing tanks is not maintained to within 1500 to 2500 pounds (680 to 1,140 kg) (depending on aircraft weight), the FUEL CONFIG light illuminates and a FUEL CONFIG EICAS message is displayed.

Center TanksThe center fuel tank is contained in the fuselage and

is capable of holding 80,400 pounds (36,473 kg) of fuel. This tank contains two electric fuel pumps labeled Left and Right for delivery of fuel to the engines. The center tank fuel pumps are powered from the Main AC buses. The Left Main AC Bus powers the Left pump. The Right Main AC Bus powers the Right pump. Unlike the wing tanks, fuel cannot be gravity fed from the center tank. This makes access to center tank fuel absolutely dependent on the two electric fuel pumps.

The fuel pumps in the center tank provide approximately twice the output pressure of the wing tank pumps. Any time the center tank fuel pumps are ON, the engines are provided fuel exclusively from the center tank since these pumps overpower the pressure produced by the wing tank pumps.

Fuel SystemThe Level-D 767 has 3 separate fuel tanks capable of carrying a combined total of 161,738 pounds (73,371 kg)

of fuel in the wings and center fuselage. Each tank has two electric pumps that deliver fuel under pressure to the engines or the APU. All three tanks are capable of supplying fuel to either engine via two crossfeed valves. There are no provisions for the transfer of fuel between tanks in flight. The overhead Fuel Panel provides for control over the fuel system as well as quantity indications.

Fuel System 120

Fuel System 120Level-D Simulations 767-300ER

Fuel Quantity and DistributionA fuel quantity gauge is located on the overhead panel

just below the Fuel Panel. The fuel quantity for all three tanks plus the total fuel quantity is displayed. Total fuel quantity is also available from the FMC. The fuel quantity gauge is powered from the battery bus.

When fueling the aircraft, the main wing tanks are normally filled first. When more than 80,000 pounds (36,000 kg) of fuel is required, the center tank is used only after the main wing tanks are full. Any fuel carried in the center tank should be burned prior to using fuel from the wing tanks. This is accomplished by turning on all fuel pumps prior to engine start. As the center tank is emptied, fuel to the engines continues uninterrupted from the main wing tanks. The PRESS lights in the center tank pumps illuminate when fuel is exhausted from the center tank.

Fuel CrossfeedThe fuel system is normally operated with fuel from each

wing tank supplying its respective engine after any center tank fuel is exhausted. Two crossfeed valves on the Fuel Panel permit fuel to feed from any one wing tank to both engines. Both valve switches are normally turned on during crossfeed operations. However, only one valve is required for a successful crossfeed. The second valve is for system redundancy.

Wing tank fuel balance is maintained by supplying both engines with fuel exclusively from the wing tank with the

The Level-D 767-300 Fuel Load

MetricTo set the simulator to display metric measurements select HYBRID from FSX Settings> General> International menu Tank Kilograms Liters Main Wings 18,449 X 2 22,977 X 2 Center 36,473 45,425 TOTAL 73,371 91,379

Imperial To set the simulator to display imperial measurements select U.S. SYSTEM from FSX Settings> General> International menu Tank Pounds Gallons Main Wings 40,669 X 2 6,070 X 2 Center 80,400 12,000 TOTAL 161,738 24,140

highest quantity until balance is achieved. Opening the crossfeed valve permits fuel from one wing tank to pass through the crossfeed manifold to supply fuel to both engines. This is achieved by opening the crossfeed valves and turning off the fuel pumps in the wing tank with the least amount of fuel. When the wing tanks are even, turn the fuel pumps back on and close the crossfeed valves to restore the fuel system to normal operation.

Note that fuel crossfeed will not work with the center tank pumps operating since they overpower the wing tank pumps. Also, the crossfeed valves do not permit transfer of fuel between wing tanks.

Fuel DumpingThe fuel jettison system permits the dumping of center

tank fuel during flight. Control for the jettison system is provided on the overhead panel via the Fuel Jettison panel. When the jettison system is activated, fuel from the center tanks is dumped overboard via two jettison nozzles located at the trailing edge of the wings (near the outboard ailerons).

The jettison rate is approximately 2,600 pounds per minute (1,175 kg/min). A fuel vapor trail can be seen coming from the jettison nozzles when fuel dumping is in progress. Fuel jettison is not available for fuel contained in the main wing tanks.

Fuel System: Controls 121

Fuel System: Controls 121Level-D Simulations 767-300ER

Fuel Panel Controls

1. FWD and AFT Main Fuel Pump Switches Control power to the FWD and AFT fuel pumps in the main wing tanks. Switch IN Fuel pump ON. Switch OUT Fuel pump OFF. Illuminates PRESS light. PRESS Illuminates for low pressure or when the switch is off.

Note When the APU is operating, the Left FWD fuel pump PRESS light is extinguished regardless of pump switch position.

2. Crossfeed Valve Switches Control the opening and closing of the crossfeed valves. Permits one wing tank to provide fuel for both engines.

Switch IN Crossfeed valve is open. Switch OUT Crossfeed valve is closed. VALVE Crossfeed valve is not in the commanded position. Illuminates momentarily when the valve is in transit.

To crossfeed fuel from one wing tank to both engines • Open the crossfeed valves by pressing in the crossfeed switches. • Turn off both FWD and AFT fuel pumps in the tank with the least amount of fuel.

To terminate the crossfeed operation• Turn on both FWD and AFT fuel pumps. • Close the crossfeed valves.

Note Crossfeed will not work when the center tank pumps are ON.

3. Center Tank Fuel Pump Switches Control power to the Left and Right center tank fuel pumps. Switch IN Fuel pump ON. Center pumps provide twice the output pressure of the wing pumps.Switch OUT Fuel pump OFF. The PRESS light does not illuminate. PRESS Illuminates for low pressure in the respective pump with switches IN. Illuminates if the center tank pumps

are inhibited when the respective engine is shut down or N2 is below 50%.

4. FUEL CONFIG Light Illuminates for any of the following reasons: • Center tank fuel pumps are off with more than 1200 pounds (545 kg) in the center tank. • Wing tank fuel quantities differ by more than 1500 - 2500 pounds (680 - 1,140 kg).• There is less than 2,200 pounds (998 kg) of fuel remaining in either wing tank.

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Fuel System: Controls 122

Fuel System: Controls 122Level-D Simulations 767-300ER

Fuel Quantity Gauge Displays fuel quantity in the wings and center tanks in either pounds

or kilograms, depending on FSX settings. Consult the Flight Simulator “International” settings menu for more information.

1. Wing Tank Quantity (Left & Right)2. Center Tank Quantity3. Fuel Temperature (Celsius)4. Total Fuel Quantity

Fuel Jettison Controls Normally, the jettison switch is in the OFF position and the jettison nozzle

switches are blank (closed). Turning the jettison switch to ON opens the jettison valves and turns on the jettison pumps. If the jettison nozzles are closed (blank), fuel will not jettison. Press the fuel jettison nozzles ON to commence fuel dumping. To end fuel dumping, turn off the jettison nozzles and place the jettison switch to OFF. Note Fuel jettison is not available for fuel contained in the main wing tanks.

1. Nozzle Switch Controls the fuel jettison nozzle on the respective side. Switch ON Respective jettison nozzle open. Switch OFF Respective jettison nozzle closed.

2. Jettison VALVE Light Indicates that the jettison valve is not in the commanded position. 3. Jettison Switch Controls the jettison valves and jettison pumps.

OFF Jettison valves and jettison pumps are off. ON Jettison valves are open and jettison pumps are on.

Fuel System Normal Procedures PREFLIGHT

Main Fuel Pump Switches ................................................ OFF Center Fuel Pump Switches ............................................. OFF Crossfeed Switches .......................................................... OFF Fuel Quantity and Balance ............................................ Check

STARTING Main Fuel Pump Switches .................................................. ON Center Fuel Pump Switches ................................. As required

IN FLIGHT Center Fuel Pump Switches .. OFF when center tank is empty Fuel Balance ..............................................................Maintain

Fuel crossfeed procedureCenter Fuel Pump Switches ............................................. OFF Crossfeed Switches ............................................................ ON Main Fuel Pump Switches .......OFF for the tank with less fuel

When balanced Main Fuel Pump Switches .................................................. ON Crossfeed Switches .......................................................... OFF Center Fuel Pump Switches .................................. As required

POSTFLIGHT Main Fuel Pump Switches ................................................ OFF Center Fuel Pump Switches ............................................ OFF

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Fuel System EICAS MessagesCautionsFUEL JET NOZ

Fuel jettison nozzle not in the commanded position.

FUEL SYS PRESS (L/R)

Low fuel pressure in respective system. Individual pump advisories are inhibited.

AdvisoriesLOW FUEL Less than 2200 lbs. remaining

in either wing tank. CTR L/R FUEL PUMP

Left or right center pump fuel pressure is low or switched off.

FUEL CONFIG

Center tank pumps switched off with more than 1200 lbs. in center tank; or wing tank fuel quantity differs by more than 1500 to 2000 lbs.; or less than 2200 lbs. remains in either wing tank.

FUEL CROSSFEED

Crossfeed valve not in commanded position.

StatusFUEL QTY BITE

Fuel quantity indicating system fault.

Hydraulic System 123

Hydraulic System 123Level-D Simulations 767-300ER

Left & Right Hydraulic Systems Both systems have an engine driven primary pump

and an electrically driven demand pump. Either pump is capable of satisfying normal system demands. The left system provides hydraulic power to the ailerons, elevators, rudder, spoilers, stab trim, left autopilot, yaw dampers, and rudder ratio. The right system provides hydraulic power to the ailerons, elevators, rudder, spoilers, right autopilot, and normal brakes.

The engine driven primary pumps operate continuously to satisfy normal system demand when the Primary Pump Switch is ON and the respective engine is running. The primary engine pump switches are normally left ON and are only switched off during abnormal operations. Pulling the fire handle shuts off the respective primary pump and isolates it from the hydraulic system.

The electrically driven demand pumps operate on demand and are capable of supplying sufficient pressure to satisfy normal system demands. Each demand pump is powered independently. The left demand pump is powered by the Right Main AC Bus. The right demand pump is powered by the Left Main AC Bus. Control is provided by a three position rotary switch with OFF, AUTO and ON positions. In the AUTO position the demand pump operates if the primary pump fails or is turned off. In the ON position the demand pump runs continuously regardless of primary pump status. These pumps are normally in the AUTO mode for all aircraft operations and are shut OFF at the gate. The left demand pump is inhibited on the ground during the start of either engine. This may cause the left demand pump and system low PRESS lights to illuminate during engine start.

Center Hydraulic System This system has two electrically driven primary pumps

and one air driven demand pump (ADP) that provides hydraulic power to the ailerons, elevators, rudder, spoilers, center autopilot, alternate brakes, flaps/slats, landing gear and nose wheel steering. The electric pumps normally operate continuously to satisfy center system demand. The ADP normally provides supplemental hydraulic power during operation of high demand items such as flaps and gear. The ADP is also capable of providing normal system demands if both electric primary pumps fail.

The center primary electric pumps are designated Number 1 and Number 2 and operate on two separate power sources. The Number 1 pump is powered by the Left Main AC Bus. The Number 2 pump is powered by

Hydraulic System Hydraulic power is used to drive the movement of flight controls (primary and secondary), landing gear, and brakes.

The 767 has three independent hydraulic systems: left, center and right. Each system has multiple pumps driven by separate power sources. The left and right systems have engine driven pumps and electric demand pumps. The center system has electric driven pumps and an Air Driven Demand Pump (ADP). This design allows for the loss of 1 or 2 hydraulic systems while providing limited operation of basic flight controls and related systems. A Ram Air Turbine (RAT) is available that powers critical flight controls in the event of complete hydraulic system failure.

the Right Main AC Bus. To reduce electrical demands, the Number 2 pump will not operate (regardless of switch position) if all other electric pumps are operating when only one power source is available. Both pumps are normally ON for all aircraft operations and are shut off at the gate.

The air driven demand pump (ADP) is powered using bleed air from the center pneumatic duct. The center isolation valve must be open for the ADP to receive bleed air from either the engines or the APU. Control is provided by a three-position rotary switch with OFF, AUTO and ON positions. In the AUTO position the ADP operates on demand only. In the ON position the ADP operates continuously regardless of system demands.

Ram Air Turbine The Ram Air Turbine (RAT) is an emergency system

used to power primary flight controls in the event of a total hydraulic power loss. The RAT is a small propeller housed just aft of the right main landing gear and deploys into the air stream to create hydraulic pressure in the center system. A minimum airspeed of 130 knots is required for satisfactory RAT operation.

The RAT deploys automatically in flight with dual engine failure. It can be deployed manually using the RAT switch on the overhead panel. Once deployed, it can only be stowed on the ground using the Ground Requests menu. The RAT provides partial hydraulic power for the ailerons, elevators, rudder and spoilers. A check valve prevents the RAT from powering other center system components due to their high demand.

Reserve Brakes and Steering This system uses reserve hydraulic fluid from the center

system to pressure the brake system during abnormal operations. The brakes are normally powered using the right hydraulic system with alternate power provided by the center system. If power to both these systems is lost, the reserve brakes and steering system may restore pressure for operating the brakes if the center system has reserve fluid remaining. The system is activated using the RESERVE BKS & STRG switch on the main panel. When



switched ON, the Number 1 electric pump is activated (regardless of switch position) and an isolation valve channels hydraulic pressure to the brake system.

Illumination of the Brake Source light on the main panel indicates that hydraulic pressure in both the right and center systems is low. The Brake Source light extinguishes when pressure has been restored to the center system by using the RESERVE BKS & STRG switch.

Hydraulics Quick Start TipThe airman’s “set it and forget it” rule is in effect when

dealing with the hydraulics. Simply push the primary pump switches IN and turn the rotary demand pump knobs to AUTO and you’re good to go.

Hydraulic System Controls Located on the overhead panel.1. SYS PRESS Light Respective system pressure is low.

2. Primary Engine Driven Pump Switches Control operation of the left and right engine driven pumps.

Switch IN Turns on pump when engine is running. Switch OUT Turns off pump PRESS Pump output pressure is low or the pump is switched off.

3. Primary Electric Driven Pump Switches Control operation of the Number 1 and Number 2 electrically driven pumps.

Switch IN Turns pump on. Switch OUT Turns pump off. PRESS Pump output pressure is low or pump is switched off.

Note Number 2 primary electric pump is inhibited if all electric pumps are selected on and there is only one power source available.

4. Demand Pump Selectors Control the operation of the hydraulic Demand pumps. OFF Pumps are off and will not operate. AUTO Pumps are armed to run based on system demand. Left and Right demand pumps operate when respective

Primary pump fails or is turned off. Center ADP operates when either system pressure is low or high demand items are selected.

ON Pump operates continuously regardless of system demands. PRESS Illuminates for the following:

a. Pump selector is OFF. b. Pump fails to operate when signaled ON in AUTO mode. c. Pump selector is ON and pump pressure is low.

Reserve Brakes and Steering Control Located on the main panel.

Switch OUT Reserve brake and steering OFF (normal position). Switch IN Number 1 primary pump commanded on (regardless of pump switch position).

Center reserve hydraulic fluid isolated to pressurize the brake system. VALVE Isolation valve is either in transit or not in the commanded position. BRAKE SOURCE Right and center hydraulic pressures are low. Extinguishes if satisfactory

pressure is restored to either right or center hydraulic system.

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Ram Air Turbine Control Located above the Start switches on the overhead panel. PRESS Indicates sufficient pressure is being produced by the RAT when deployed. UNLKD Indicates that the Ram Air Turbine has been deployed (automatically or manually).

Note Pressing the switch manually deploys the RAT. Use the Ground Requests menu to re-stow the RAT (only available on the ground).

Hydraulic EICAS Indications Pressing the STATUS button (A below) on the main panel brings up the

hydraulic display on the lower EICAS screen. 1. HYD QTY Indicates reservoir quantity for each system. Full is indicated

by 1.0 (100%). If “RF” is displayed, hydraulic fluid quantity needs servicing.

2. HYD PRESS Indicates current hydraulic pressure for each system. 3000 is normal for a fully pressurized system.

Hydraulic System Normal Procedures PREFLIGHT

Primary Engine Pump Switches ........................................ ON Primary Electric Pump Switches ..................................... OFF Demand Pump Switches ................................................. OFF Reserve Brakes and Steering Switch .............................. OFF Hydraulic Quantity ........................................................ Check

STARTING Primary Electric Pump Switches ....................................... ON Demand Pump Switches ...............................................AUTO

IN FLIGHT No actions required for normal operation.

POSTFLIGHT Demand Pump Switches .................................................. OFF Primary Electric Pump Switches ...................................... OFF

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A

Hydraulic EICAS Messages

CautionsHYD SYS PRESS, L/C/R Respective hydraulic system pressure is low. Individual pump advisories are inhibited.

AdvisoriesHYD DEM PUMP, L/C/R Respective hydraulic demand pump low pressure. HYD PRIM, L/R Left or right hydraulic primary pump low pressure with engine running. TAIL HYD VAL One tail hydraulic shutoff valve is closed. WING HYD VAL One wing hydraulic shutoff valve is closed. BRAKE SOURCE Center and right hydraulic pressure low. RAT UNLOCKED Ram Air Turbine is unlocked.

Status MessagesHYD SYS MAINT, L/C/R Respective hydraulic system pressure is below 2800psi with engines running.

Ice & Rain Protection 126

Ice & Rain Protection 126Level-D Simulations 767-300ER

Engine Anti-Ice The engine cowls are heated with engine bleed air

when the engine anti-ice switches are switched ON. When switched ON, the anti-ice valve in the respective engine opens to allow hot engine bleed air into the anti-ice ducting. These valves are electrically controlled and pneumatically actuated. The engine bleed air switches do not effect the operation of the anti-ice valves since bleed air for anti-ice protection is taken prior to the engine bleed valves.

The EICAS screen displays “TAI” in green under the N1 indication for the respective engine when the anti-ice system is switched ON. The engine anti-ice system is normally turned ON at all times while operating in icing conditions. Additionally, the system should be turned on anytime icing conditions are anticipated.

Wing Anti-Ice The leading edges of each wing have ice protection

when the wing anti-ice switch is ON. One switch controls two wing anti-ice valves that are downstream from the engine bleed valves. Therefore, the engine bleed valve switches must be ON for wing anti-ice to function.

Wing anti-ice is only available in-flight. The wing anti-ice valves remain closed if the switch is pressed ON while on the ground. Wing anti-ice is normally turned ON only after ice accumulation is suspected.

Ice and Rain Protection The following systems are available for ice and rain protection: Engine anti-ice, Wing anti-ice, window heat, and

windshield wipers. The engine and wing anti-ice systems require bleed air for operation. The window heat system requires Main AC power for operation.

Window Heat The forward and side windows are electrically heated

for ice and fog protection. Control for this system is provided by four switches on the overhead panel. When switched ON, the windows are electrically heated anytime Main AC bus power is available. The switches are normally turned ON prior to departure and turned OFF after engine shutdown.

Windshield Wipers A two speed wiper is controlled by a rotary switch on

the overhead panel. When selected to LOW or HIGH, the windshield wiper will appear while operating in the Virtual Cockpit mode. The wiper is not visible when operating with the 2D panel.

Ice & Rain Protection 127

Ice & Rain Protection 127Level-D Simulations 767-300ER

Engine and Wing Anti-Ice Controls Located on the Overhead Panel.1. Wing Anti-Ice Switch Controls operation of two wing anti-ice valves.

Switch IN Anti-ice valve commanded open. Valves do not open when on the ground.

Switch OUT Anti-ice valves closed. VALVE Illuminate when respective anti-ice valve is not in the

commanded position. They illuminate normally on the ground if the switch is ON.

2. Engine Anti–Ice SwitchesSwitch IN Engine anti–ice valve is commanded open.Switch OUT Engine anti–ice valve is closed.VALVE Engine anti–ice valve position disagrees with the switch position.

Window Heat Controls Located on the Overhead Panel.

Switch IN Window heat ON. Switch OUT Window heat OFF. INOP Window heat switched OFF or has failed. Illuminates if the Main

AC power is not available.

Windshield Wiper ControlLocated on the Overhead Panel. The animated windshield wiper is only visible

in the Virtual Cockpit mode. LOW Windshield wiper ON in low speed mode. HIGH Windshield wiper ON in high speed mode.

Ice Protection Normal Procedures PREFLIGHT

Window Heat Switches ...................................................... ON Engine and Wing Anti-Ice Switches .................................. OFF

STARTING After start

Engine Anti-Ice Switches ....................................... As required Engine anti-ice is required anytime there is visible moisture (rain, snow, fog) and the temperature is below 10°C. In cruise, Engine anti-ice is not required when operating at temperature below -40°C SAT (as indicated in the FMC).

IN FLIGHT Engine and Wing Anti-Ice Switches ...................... As required Engine anti-ice is required when flying through visible moisture (clouds, rain, snow, fog) and the temperature is below 10°C. In cruise, Engine anti-ice is not required when operating at temperature below -40°C SAT (as indicated in the FMC). Wing anti-ice is a de-ice mechanism. Only use this system when ice buildup on the wings is suspected. Wing anti-ice should be turned off prior to landing.

POSTFLIGHT Wing Anti-Ice Switch ......................................................... OFF Engine Anti-Ice Switches ....................................... As required Aircraft shutdown Engine Anti-Ice Switches ................................................. OFF Window Heat Switches .................................................... OFF

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Ice & Rain Protection EICAS Messages

Advisories

ENG ANTI-ICE L/R

Left or right engine anti-ice valve not in the commanded position.

WING ANTI-ICE L/R

Left or right wing anti-ice valve not in the commanded position.

Inertial Reference System 128

Inertial Reference System 128Level-D Simulations 767-300ER

IRU Alignment An alignment period is required before the IRUs can supply

data. An initial alignment of 10 minutes is required when moving the IRS Mode Selector from OFF to NAV. This is known as a “full” alignment. During this period the IRUs are oriented to true north and establish their current position. The aircrafts known present position (latitude/longitude) must be entered within the 10 minute alignment period. This entry is normally made using the FMC POS INIT page. Additionally, the aircraft must be on the ground and cannot be moved during alignment. An alignment failure is indicated by the ALIGN lights flashing on the IRS panel. In this case the alignment must be restarted. A successful alignment is indicated by the ALIGN lights extinguishing.

IRU Quick Alignment After a full alignment of the IRUs, it is sometimes

necessary to update the IRS to remove accumulated errors or establish a new known position. This can be done on the ground via a 30 second quick alignment. The aircraft cannot be moved during the quick alignment period. Moving the IRS Mode Selectors out of NAV and into ALIGN starts the procedure. Entry of a new position is then required (via the IRU panel or FMC) followed by restoring the IRS Mode Selectors to NAV. A successful alignment is indicated by the ALIGN lights extinguishing.

IRU Electrical Power Power is provided to each IRU from either the Main AC

buses or the battery. Normally, the left and center IRUs are powered from the Left Main AC Bus. The right IRU is powered from the Right Main AC Bus. Backup power for each IRU is provided by the battery. When powered by the battery, the left and center IRU will continue to operate normally. The right IRU will operate for five minutes on battery power before shutting down to conserve battery power.

Loss of IRU Alignment Alignment of an IRU is lost with the loss of both AC

and DC power or by moving an IRU Mode Selector out of NAV. IRU alignment can only be restored on the ground. Attitude and heading information from the IRU is still available after a loss of alignment. Moving the IRU Mode Selector to ATT restores the attitude display on the affected EADI. Heading information is also available in this mode if a magnetic heading is entered into the

Inertial Reference System (IRS)

The Inertial Reference System provides position, heading, attitude, and acceleration information to any system that requires it. This information includes: aircraft attitude, acceleration, ground speed/track, heading (true and magnetic), latitude/longitude, and wind direction/speed. Examples of instruments that rely on IRU data are the FMC and the primary flight instruments. The IRS control panel is located on the overhead panel and provides for control over three separate Inertial Reference Units (IRU). From this panel, raw data from the IRU can be displayed and position information can be entered during alignment. The FMC is the primary interface for reading and entering IRS information.

affected IRU using the IRU panel or the CDU POS INIT page. Heading information is then available on the affected EHSI.

IRU Failure Failure of any IRU is normally indicated by a FAULT

light on the IRS panel. In normal operations, failure of the left or right IRU is indicated by the loss of EADI and EHSI information on the respective side. Failure of the center IRU is indicated by a NO LAND 3 message on the Autoland Status Annunciator and a C IRS FAULT message on the EICAS. The Instrument Source Transfer Switches can be used to manage flight instruments during non-normal operation of the IRUs. Use of these switches are explained in the Flight Instruments section.

IRS DriftIf the “IRS position drift” option is enabled within the

“Realism & Carrier Options”, it is normal for the IRS position to “drift” from actual aircraft position. To minimize the effects of IRS drift the FMC uses the average of the three IRU positions. Additionally, the FMC updates its position using VOR/DME when the VOR/DME switch is in AUTO and suitable NAV signals are received. If the IRS position and the FMC calculated position differ you will get an FMC message to check your position.

IRU OptionsTo adjust the realism options that will make managing

the IRUs easier or harder, choose “Realism & Carrier Options” from the Level-D “Settings” pull down menu.

To prevent the IRUs from drifting disable the “IRS position drift” box. The IRUs will always display present aircraft position.

To allow the IRUs to align automatically without entering lat/long coordinates uncheck the “IRS needs position entry” box. The IRUs will then align when placed in NAV using the present aircraft position.

To allow for a realistic alignment time (approximately 10 minutes), enable “IRS real align duration”.



COOL MANUAL EXTRA! We are not sure who the author of the following article is, however we feel that the article is one of the best, clearly defined descriptions of the magic that resides within the IGS/INC/IRS. Why not cut it out and post at your workplace for others to enjoy?!

Layman‛s Guide to the IGSThe aircraft knows where it is at all times. It knows

this because it knows where it isn’t. By subtracting where it is from where it isn’t, or where it isn’t from where it is (whichever is the greater), it obtains a difference, or deviation.

The Inertial Guidance System uses deviations to generate error signal commands which instruct the aircraft to move from a position where it is to a position where it isn’t, arriving at a position where it wasn’t, or now is. Consequently, the position where it is, is now the position where it wasn’t; thus, it follows logically that the position where it was is the position where it isn’t.In the event that the position where the aircraft now

is, is not the position where it wasn’t, the Inertial Guidance System has acquired a variation. Variations are caused by external factors, the discussions of which are beyond the scope of this report.A variation is the difference between where the

aircraft is and where the aircraft wasn’t. If the variation is considered to be a factor of significant magnitude, a correction may be applied by the use of the autopilot system. However, use of this correction requires that the aircraft now knows where it was because the variation has modified some of the information which the aircraft has, so it is sure where it isn’t.Nevertheless, the aircraft is sure where it isn’t (within

reason) and it knows where it was. It now subtracts where it should be from where it isn’t, where it ought to be from where it wasn’t (or vice versa) and integrates the difference with the product of where it shouldn’t be and where it was; thus obtaining the difference between its deviation and its variation, which is variable constant called “error”.



IRS Operation Guide

Full AlignmentInitial alignment of 10 minutes is required when moving the IRS Mode Selector from OFF to NAV. This is known as a

“full” alignment. During this period the IRUs are oriented to true north and establish their current position.• Aircraft must be stationary during the alignment process.• Both AC & DC power must be on the aircraft (AC Buses powered).• Place all three IRS Mode Selector knobs to the NAV position.• Observe the ON DC lights come on momentarily (self test) followed by the steady illumination of the ALIGN lights.• Place the DSPL SEL knob to PPOS and the SYS DSPL knob to one of the IRUs to be aligned.

Example Enter the current aircraft latitude/longitude position. Current aircraft position = N4037.7 W07346.2a) For IRS Keypad entry of co-ordinates: press the “N” key followed by 40377 then press the “W” key followed by

07346.2 and press the ENT key.b) For FMC entry of co-ordinates: Press the INIT REF key to find the POS INIT page. If this page is not displayed press

the 6L LSK (< INDEX) and select the < POS INIT page. Enter co-ordinates manually into the FMC scratchpad using the FMC keyboard and then press the 5R LSK to put the co-ordinates into the “SET IRS POS” boxes.

Notes • Lat./long. position must be entered using all digits. You cannot leave out zeros. W7346.2 would be invalid.• To find current aircraft lat./long. position use <SHIFT> <Z> and find the coordinates shown in the top left corner of the

outside window.• IRUs may be aligned individually or all at the same time.• Co-ordinates entered using the IRS Keypad (or FMC) during alignment will be transferred to ALL IRUs during alignment. It is

not necessary to enter coordinates individually for each IRU.• Full alignment is indicated by the ALIGN lights extinguishing and the EADI attitude ball being displayed.• You can monitor the alignment countdown by placing the DSPL SEL switch to HDG. This will show a countdown of

seconds to the end of alignment.• If alignment fails, the ALIGN lights will flash. Turn the IRS Select knobs OFF and then to NAV to attempt another alignment.



Quick AlignmentThis is used to update the IRU latitude and/or longitude if incorrect after full alignment.

• The aircraft must be on the ground & must not be moved during the alignment period.• For each IRU, move the IRU Select knob from NAV to ALIGN.• Observe the ALIGN lights illuminate for those IRUs in ALIGN mode.• Place the DSPL SEL knob to PPOS and the SYS DSPL knob to one of the IRUs to be quick aligned.

Example Enter the current aircraft latitude/longitude position. Current aircraft position = N4037.7 W07346.2a) For IRS Keypad entry of co-ordinates: press the “N” key followed by 40377 then press the “W” key followed by

07346.2 and press the ENT key.b) For FMC entry of co-ordinates: Press the INIT REF key to find the POS INIT page. If this page is not displayed, press

the 6L LSK (< INDEX) and select the < POS INIT page. Enter the co-ordinates manually into the FMC scratchpad using the FMC keyboard and then press the 5R LSK to put the co-ordinates into the “SET IRS POS” boxes.

• Place the IRS Select knobs back to NAV.• Quick alignment takes 30 seconds.

Notes • Lat./long. position must be entered using all digits. You cannot leave out zeros. W7346.2 would be invalid.• To find current aircraft lat./long. position use <SHIFT> <Z> and view the coordinates displayed in the top left corner of

the outside window.• IRUs may be quick aligned individually or all at the same time.• Co-ordinates entered using the IRS Keypad (or FMC) during alignment will be transferred only to those IRUs in the quick

align mode. Alignment of other IRUs is not affected.• The end of quick alignment is indicated by the ALIGN lights extinguishing.• You can monitor the quick alignment countdown by placing the DSPL SEL switch to HDG. This will show a countdown of

seconds to the end of alignment.• If alignment fails, the ALIGN lights will flash. You must rotate the IRS Select knobs to the OFF position and then rotate to

the NAV position to do a full alignment.

ATT Mode If an IRU loses alignment in flight you cannot realign it. The ATT mode might restore attitude and heading

information to the EHSI and EADI. This example assumes the Left IRU has lost alignment since the Captain EADI/EHSI uses the L IRU primarily.

• Place the L IRU Select knob to ATT mode.• Observe the attitude ball return to the EADI.• Place the EHSI selector to one of the VOR or ILS modes (EXP or FULL).

Enter the current aircraft magnetic heading into the IRU as follows:a) Place the DSPL SEL knob in HDG.b) Move the SYS DSPL knob to the affected IRU (in this case “L”).c) Press “H” on the IRS Keypad followed by the current aircraft magnetic heading as read from the whisky compass.

The heading entry is in the xxx.x format (the period is inserted automatically).d) Press the ENT key to enter the heading into the IRU. Observe the magnetic heading listed in the IRS Display window.

Observe that the EHSI heading is restored.Notes

• If you move any IRS Select knob to ATT mode, alignment will be lost for the rest of the flight.• Magnetic heading may need updating periodically during flight since there is no error correction in this mode.• Flight director information is NOT available in ATT mode.• EHSI map data MAY be available depending on number of aligned IRUs and FMC position information.• The ATT mode does not supply position information to the FMC since that is lost with loss of alignment.



Inertial Reference System Controls 1. Data Window Displays IRS data depending on DSPL SEL switch position (the present lat/long co-ordinates for

the left IRU is pictured here). 2. Display Select Knob Controls the display of data in the IRS Data

Window. TK/GS Ground TRACK and ground speed for the selected IRU. PPOS Latitude/longitude position for the selected IRU. WIND Wind direction/speed calculated by the selected IRU. HDG True heading for the selected IRU.

3. System Display Knob Selects the system for display in the data window (left IRU data is displayed in this picture).

4. Mode Annunciators Blank when IRS is fully aligned in normal operation. ALIGN Illuminates steady when IRU Mode Selector is in ALIGN or

NAV during the alignment period. Illuminates flashing for one of the following:

• Aircraft movement during alignment. • IRU co-ordinates significantly changed from previous. • No co-ordinates entered during alignment.

ON DC Respective IRU is on battery power. Alignment is not possible.

DC FAIL Backup DC power source for the respective IRU has failed. IRU continues to operate normally on AC power.

FAULT A fault exists in the respective IRU. 5. IRS Mode Selector Knobs Controls the mode of operation for respective IRU.

OFF Removes power from the IRU (alignment is lost). ALIGN light illuminates for 30 seconds during shut down of IRU. ALIGN Initiates the alignment of the respective IRU. Initiates a 30 second quick alignment of the IRU if selected from

NAV with the IRUs already aligned. Does not work in flight or when aircraft is in motion. NAV Initiates full alignment of the respective IRU when selected from OFF. Lat/Long co-ordinate entry is required

via the IRS keypad or the FMC POS INIT page to complete a full alignment. Places the IRU in navigation mode. Alignment time is dependant on the “IRS Real alignment” option in the Level-D “Realism” menu. When checked, alignment takes 10 minutes. When unchecked, alignment takes 2 minutes. Note An alignment countdown is displayed when the Display Select Knob is placed in HDG during alignment.

ATT Attitude information is displayed on the respective EADI. Magnetic heading information is available on the respective EHSI after entering current magnetic heading using the IRS keypad. Used only for non-normal operation of the IRU. Alignment is lost for the respective IRU with this mode selected.

6. IRS Keypad Used to enter latitude/longitude or heading information. Active only during alignment (ALIGN light on) or ATT mode. Pressing keys N, S, E, or W initiate lat/long entries. Pressing the H key initiates magnetic heading entries.

IRS Normal ProceduresPREFLIGHT

IRS Mode Selectors ....................................................................NAVAircraft Coordinates ................................................................... Enter

After alignmentIRS Positions/Groundspeed ....................................................Check

Note Enter the aircraft coordinates via the FMC POS INIT page. The coordinates may also be entered using the IRS keypad. To check the IRS positions and groundspeed, use the DISPL SEL and SYS DISPL knobs on the IRS panel. All IRS positions should agree and the ground speeds should be less than 3 knots per IRU.

POSTFLIGHTAircraft shutdown

IRS Mode Selectors ....................................................................OFF

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IRS EICAS MessagesAdvisories

IRS DC FAIL, L/C/R

Left, center or right IRS backup power has failed.

IRS FAULT, L/C/R

IRS fault in the respective system.

IRS ON DC, L/C/R

Left, center or right IRS on DC backup power.

Landing Gear & Brakes 133

Landing Gear & Brakes 133Level-D Simulations 767-300ER

Landing Gear and Brakes The Level-D 767 is fitted with 3 sets of wheel units: a single nose gear and two main landing gear. The nose gear

is a steerable two–wheel unit and the main gear has four wheels in tandem pairs. Hydraulic power for retraction, extension, and steering is supplied by the center hydraulic system. An alternate extension system is also provided. In normal operations, the brake hydraulic system is powered by the right hydraulic system. The alternate brake hydraulic system is powered by the center hydraulic system. Antiskid protection is provided with both systems, but the autobrake system is available only during normal operations.

Landing GearThe landing gear consists of two main gear trucks and

one nose gear. Control for the landing gear is provided by a handle on the far side of the main panel. Three positions are available: DOWN, UP and OFF. Hydraulic power from the Center system is required for landing gear retraction and extension. An electric backup system is provided as an alternate means for gear extension.

Placing the gear handle in the UP position commands gear retraction if Center hydraulic power is available. After gear retraction, the handle is normally placed in the OFF position (via mouse click on the gear handle). This position cuts off hydraulic power to the landing gear so that the gear are held UP mechanically. Placing the gear in the DOWN position commands the gear extension sequence. Retraction and extension is monitored by the gear indication system above the gear handle on the main panel. An alternate gear extension system is provided if the gear fail to extend normally. The system uses an electric motor to release the mechanical up-locks holding the gear in place. The gear are then extended by gravity and airloads. The use of this alternate system requires electrical power only.

A landing configuration warning will activate if the aircraft is in the landing configuration (flaps 25 or 30), the landing gear is not down and locked, and a thrust lever is at idle with the radio altitude below 800 feet. The landing configuration warning includes the illumination of the MASTER light, the CONFIG warning light, the aural warning siren, the GPWS aural TOO LOW... GEAR and the GEAR NOT DOWN (EICAS warning) message. The siren and alert message cannot be cleared until the crew corrects the configuration warning by putting the gear down or by pressing the gear override switch.

The landing gear can be automatically lowered (through 1000 feet) if the “F/O handles flaps” option is enabled from the Add-ons> Level-D Simulations> Preferences menu.

Brakes The main gear have hydraulic brakes that can be

controlled manually or automatically via an Autobrake system. The nose wheels do not contain a braking system. The brake system is normally powered by the Right hydraulic system. An alternate means to power the brake system is provided by the Center hydraulic system. If both Center and Right hydraulic power sources fail, a reserve brake system can be used to restore hydraulic pressure to the brakes.

Brakes can be applied automatically using the Autobrake system. The Autobrakes use the normal braking system to provide a metered braking application in the event of a rejected takeoff or during the landing rollout. The system is controlled by the Autobrake selector on the main panel. The following positions are available: RTO, OFF, DISARM, 1, 2, 3, 4, and MAX AUTO.

The Autobrakes use information from the IRS system to apply braking at a set deceleration rate based on the Autobrake selector switch setting. For takeoff, the RTO position applies maximum available braking during a rejected takeoff. The system is armed when reaching 85 knots and is activated if both power levers are reduced to idle. For landing, selecting positions 1 through MAX applies a varying amount of braking with 1 being the least amount and MAX being the most. The Autobrake system is automatically disengaged when manual brakes are applied.

TailskidThe airplane is equipped with a tailskid system. The

tailskid extends for takeoff and landing and retracts during flight. It helps to protect the pressurized part of the airplane from contact with the runway. The tailskid uses the main landing gear actuation system.

The TAILSKID light illuminates and the EICAS advisory message TAILSKID is displayed when the tailskid position disagrees with the landing gear lever position.



Landing Gear Controls and IndicatorsLocated on the Main Panel 1. Landing Gear Handle Raises and lowers the gear hydraulically.

UP Landing gear commanded up. OFF Hydraulic power to the gear is cut off. Normally selected in flight after gear

retraction. DOWN Landing gear commanded down.

2. Landing Gear Position Indicators The respective gear assembly (NOSE, LEFT & RIGHT) is down and locked when illuminated.

3. DOORS Disagree Light Illuminates any time the landing gear doors are not in agreement with the landing gear handle position. Illuminates normally during the gear extension and retraction sequence. Note The DOORS light remains illuminated when the gear are extended using the alternate gear switch.

4. GEAR Disagree Light Illuminates if any one landing gear assembly is not in the commanded position. Illuminates normally during the gear extension and retraction sequence.

5. TAIL Skid light Illuminates if the tail skid is not in the commanded position. The tail skid extends and retracts with the normal gear extension and retraction sequences. The tail skid does not extend when using the alternate gear extension procedure.

Alternate Gear Extension & GPWS OverrideLocated on the First Officer’s Panel1. Alternate Gear Extend Switch Electrically controls the extension of the landing gear by

releasing the mechanical up-locks. The landing gear handle should be placed down when using the alternate extend switch. The DOORS light remains illuminated when using this extension procedure.

2 & 3. Ground Proximity Override Switches Override the GPWS system when landing with an abnormal gear or flap configuration.

2. FLAP OVRD Inhibits “TOO LOW…FLAPS” GPWS aural warning. 3. GEAR OVRD Inhibits “TOO LOW…GEAR” GPWS aural warning.

Autobrake Controls Located on the Main Panel1. AUTO BRAKES Light Illuminates if the Autobrakes are disarmed automatically or

manually. Autobrakes are disarmed when manual braking is applied. Illuminates if the Autobrake selector is placed in the DISARM position.

2. AUTO BRAKES Selector Selects Autobrakes for use on takeoff or landing. RTO Takeoff setting. Provides maximum braking in the event of a

rejected takeoff. System is armed above 85 knots. Once armed, braking occurs when both throttles are reduced to idle. Selector automatically returns to OFF after takeoff.

1, 2, 3, 4 MAX & AUTO Landing settings. Deceleration rate is dependant on selected setting. 1 provides lowest deceleration rate. MAX AUTO provides the maximum deceleration rate. Autobrakes engage automatically just after touchdown.

DISARM Disengages the Autobrake system. Note Autobrakes are disengaged by applying manual brakes or by placing the Autobrake selector to DISARM.

Reserve Brakes Located on the Main Panel

Switch OUT Reserve brake and steering OFF (normal position). Switch IN Number 1 primary pump commanded on (regardless of pump switch position). Center

reserve hydraulic fluid is isolated to pressurize the brake system.VALVE Isolation valve is either in transit or not in the commanded position. BRAKE SOURCE Right and center hydraulic pressures are low. Extinguishes if satisfactory pressure is

restored to either right or center hydraulic system.

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Landing Gear and Brakes Normal Procedures PREFLIGHT

Gear Handle ................................................................ DOWN Gear Indicator Lights ...................... 3 Green (no amber lights) ALTN Gear Extend Switch ................................. Guarded OFF GND PROX override Switches ...............OVRD not displayed Autobrake Selector ........................................................... OFF

STARTING After start:

Autobrake Selector ...........................................................RTO IN FLIGHT After takeoff

Gear Handle ................................. OFF (after gear retraction) Autobrake Selector ..............................................Confirm OFF

Before landing Autobrake Selector ............................................... As required

POSTFLIGHT Autobrake Selector ........................................................... OFF

Landing Gear & Brakes EICAS Messages

WarningsGEAR NOT DOWN Landing gear is not down when below 500 feet RA.PARKING BRAKES Parking brake is on for takeoff and takeoff thrust is applied.

CautionsGEAR DISAGREE Gear handle and gear position do not agree.

AdvisoriesANTISKID Antiskid system has failed.AUTOBRAKES Autobrakes are disarmed.BRAKE SOURCE Center and right hydraulic pressure low.PARKING BRAKE Parking brake is on.TAIL SKID Tail skid is not in the commanded position.

StatusALTN ANTI-SKID Fault in the alternate anti-skid system.NORM ANTI-SKID Fault in the normal anti-skid system.

Radio & Communications 136

Radio & Communications 136Level-D Simulations 767-300ER

VOR Receivers Two VOR receivers are found on the main panel. VOR

1 is located on the Captains side of the AFDS panel. VOR 2 is located on the First Officers side of the AFDS and is visible when the FO panel is displayed. Each VOR receiver is capable of both manual tuning and automatic tuning via the FMC. When the VOR receiver is in the AUTO mode, the FMC tunes the VOR receiver automatically to nearby stations for position verification. The VOR can also be remotely tuned by the FMC using the PROG page. When the VOR is in the MAN mode, the pilot controls the tuned frequency and course.

VOR information is displayed on the EHSI and the RDMI for the on-side VOR receiver. On the EHSI, VOR information is displayed when the full or expanded VOR modes is selected on the HSI mode control panel. On the RDMI, VOR information is displayed when the RMI selector needle is pointing at VOR. The currently tuned VOR frequency & its identifier is shown in the FMC.

ILS Receiver An independent ILS receiver is located on the pedestal.

It is dedicated to tuning ILS frequencies only. When tuned to an ILS frequency that is in range, the ILS information is displayed on the EADI and EHSI. ILS information is also available on the Standby ADI. The ILS receiver can be parked by dialing the frequency down past 108. A dashed line represents the parked mode. This mode inhibits display of ILS information on the flight instruments.

ADF Receiver The ADF receiver is located on the pedestal. This

receiver has left and right frequency selectors. Selector knobs tune the frequency of the selected receiver. Control for the audio output of the ADF is provided by the Audio Control Panel. ADF information can be displayed on either of the two RDMI needles when the respective RMI selector needle is pointing at ADF.

Radios & Communication Navigation and communication radios are found on the pedestal, main panel and the overhead. An audio panel on

the pedestal provides for control over the audio portion of each radio and cockpit communications.

VHF Radios Two VHF radios are installed on the pedestal. Each

receiver has an active and a standby frequency displayed. Switching between the active and standby frequencies is done by pressing the frequency selection TFR switch. Control for the audio output of each radio is provided by the Audio Control Panel.

HF Radios Two HF radios are found on the overhead panel. The

receiver is controlled by a rotary switch with OFF, USB and AM positions. The radio is normally left in the OFF position. To turn the HF radio on, place the switch in the USB or AM position. The audio output from the HF radio is controlled by the Audio Control Panel. The only frequencies that do not have static are 5.000, 10.000 and 15.000. These frequencies broadcast a clock tone.

Audio Control Panel The Audio Control Panel is found on the pedestal. It

controls all audio output and transmitter selections for the radios. To hear all cockpit to ground communications, turn on the INT audio selector & adjust the volume as desired.

Cabin Communications Panel The Cabin Communications Panel is found on the

overhead panel. Pressing one of the cabin call buttons chimes the associated Flight Attendant station. Pressing the FLT INT button allows the pilot to monitor all interphone communications within the plane. Controls for the interphone are found on the Audio Control Panel.

NEW USERS NOTE

Tune the ILS frequency and the runway front course in the ILS Receiver. The ILS Receiver is

located on the pedestal. Do not tune the ILS frequency and the runway front course in the NAV1

radio (located on the main panel glareshield).

To have the ILS frequency and front course automatically tuned, enable (Add-ons> B767

Specific> Realism & Carrier options> Realism>)

FMC tunes ILS When a landing runway is selected in the FMC, the ILS frequency is automatically tuned into

the ILS receiver when the aircraft is within 20 nautical miles of the landing runway.



VOR Receiver Controls Located on the Main & F/O glareshield. The VOR receiver frequency and course

may be adjusted by clicking on the selector knobs or by placing the mouse cursor over the frequency or course display window and scrolling the mouse wheel.

AUTO Frequency automatically tuned by the FMC. MAN Frequency manually controlled by the pilot.

ILS Receiver Controls The ILS receiver frequency and front course may be adjusted by clicking on

the selector knobs or by placing the mouse cursor over the frequency or front course display window and scrolling the mouse wheel.

Note To park the ILS receiver, dial past 108 until dashes (-------) are displayed.

ADF Receiver Controls The ADF receiver frequency may be adjusted by clicking on the selector

knobs or by placing the mouse cursor over the frequency display window and scrolling the mouse wheel.

VHF Radio Controls The VHF receiver frequency may be adjusted by clicking on the selector

knobs or by placing the mouse cursor over the frequency display window & scrolling the mouse wheel.

• The active frequency illuminates brighter than the standby frequency. • Tune the radio using the standby frequency. • Use the TFR switch to select the active frequency.

HF Radio Controls Situated on the Overhead Panel. OFF Power removed from unit.USB Sets the upper side band (USB) mode.AM Sets the amplitude modulation (AM) mode.

Audio Control Panel Controls Located on the Pedestal

• Pressing a MIC selector button selects the associated radio to transmit and automatically turns on the respective audio control knob.

• An audio control knob is active when it is illuminated. • Pressing on the top of an audio control dial makes the selected

channel audible. • The volume is controllable on those channels that display a +/- when

the mouse hand is passed over the selector knob. • Some receiver channels are on/off only. • To hear cockpit to ground communications, turn on the INT audio

selector and adjust the volume as desired. • To enable cabin communications with the flight crew, turn on the

PA audio selector and adjust the volume as desired. The “Level-D Voices” option from Add-ons> Level-D Simulations> Preferences> Level-D Panel> must be enabled to hear crew interactions with the flight deck.



Cabin Communications Panel

This panel can be used for ground and flight crew interaction without having to select the Level-D menu. The SELCAL buttons have no function in the sim. The “Level-D Voices” option from Add-ons> Level-D Simulations> Preferences> Level-D Panel> must be enabled to hear crew interactions with the flight deck.

1. Cabin Call A request from the cabin crew generates an aural tone and causes one of the CABIN CALL lights to illuminate. Pressing the illuminated light displays a dialogue box to control the flight crew interaction. Select a number in the presented dialogue box for the desired response to a flight crew request.

2. Ground Call Press the GND CALL button to display a ground crew interaction box. This box contains the same selections found in the Level-D “Ground requests” menu.

Press the number on the keyboard that corresponds to the desired interaction. Further dialogue boxes are displayed when required for each item. These interactions are the same as described previously under “Ground requests”.

Note When a request is being processed (after selection), the ground requests menu is not available until the requested process has been completed.

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Warning Systems 139

Warning Systems 139Level-D Simulations 767-300ER

Crew Alerting System (CAS) This system continuously monitors aircraft systems for

faults and failures. Alerts are displayed on both the upper and lower EICAS screens when received. Additionally, aural and other visual alerts are provided depending on the type of failure. For example, a hydraulic low pressure condition generates an EICAS caution along with an Annunciator light on the hydraulic panel. Alert messages are classified as follows:

• Warnings Messages display in red on the upper EICAS. These require immediate crew action.

• Cautions Messages display in amber on the upper EICAS. These require crew action on a timely basis.

• Advisories Messages that are offset and displayed in amber on the upper EICAS. These require crew action on a time-available basis.

• Status Messages displayed on the lower EICAS STATUS page. These messages are for low level faults that usually generate no indications in the cockpit.

Multiple fault conditions are prioritized by the system so that Warnings have the highest priority over Cautions and Advisories. Both Warnings and Cautions generate an aural alert and trigger the illumination of the master WARNING or CAUTION light on the glareshield. Pressing the illuminated button on the glare shield silences the aural warning and resets the light for subsequent activation.

Some Warnings and Cautions are inhibited during certain phases of operation. On the ground with both engines shut down, most Warnings and Cautions are inhibited so that only the associated Annunciator light and EICAS message are generated. Fire Warnings are still active and do generate an aural alert on the ground. During the takeoff roll and initial climb out, all Warnings and Cautions are inhibited starting around 80 knots and until passing 400 feet radio height.

Ground Proximity Warning System (GPWS) The GPWS provides warnings of potentially hazardous

situations when approaching terrain. It also provides information alerts to assist the crew with situational awareness. The system operates automatically and can be inhibited if necessary by pressing the G/S INHIBIT area on the main panel.

The GPWS provides altitude callouts during landing to assist the crew. The following callouts are made based on radio height: 2500, 500, 100, 50, 40, 30, 20, 10 and MINIMUMS (based on DH setting on the pedestal). The system also advises when an excessive bank angle exists by announcing “BANK ANGLE”. Above 150 feet, the announcement is activated past 40 degrees of bank. Below 150 feet, the activation angle is reduced progressively from 40 to 10 degrees at 30 feet.

Warning Systems There are three main systems on the aircraft that provide the flight crew with aural and visual alerts when potential

problems or conflicts are detected. The Crew Alerting System (CAS) monitors aircraft systems. The Traffic Alert and Collision Avoidance System (TCAS) alerts of possible traffic conflicts. The Ground Proximity Warning System (GPWS) warns of hazardous flight conditions when proximity to terrain becomes critical.

The GPWS may not provide a warning for terrain that is abruptly vertical to the flight path and may not alert in the event of slow descents into terrain if the aircraft is in landing configuration.

The GPWS utilizes data from the air data system, inertial reference system, instrument landing system and radio altimeters.

GPWS Aural MessagesThe GPWS system provides the following aural warning

messages to the crew. “TERRAIN TERRAIN”

Closure rate to the ground is excessive. The warning envelope depends on configuration, airspeed, radio height and closure rate.

“WHOOP WHOOP PULL UP” Announced when dangerous proximity to the ground requires immediate action from the pilot. The warning envelope depends on configuration, airspeed, radio height and closure rate.

“TOO LOW…FLAPS” The flaps are not in the landing configuration (25 or 30) in close proximity to the ground. The warning envelope depends on radio altitude and airspeed.

“TOO LOW…GEAR” The gear are not down in close proximity to the ground. The warning envelope depends on radio altitude & airspeed.

“TOO LOW…TERRAIN” Announced when the aircraft has unsafe terrain clearance at low airspeed. The warning envelope depends on airspeed and radio height.

“DONT SINK” Warns of an excessive descent rate after the takeoff or a go-around.

“SINK RATE” Excessive descent rate near the ground.

“MINIMUMS MINIMUMS” Announced when the radio height matches the value set in the DH selector on the pedestal.

“GLIDESLOPE” Announced when the aircraft is below the glideslope by an unacceptable margin.

Warning Systems 140


Traffic Alert and Collision Avoidance System (TCAS)

The TCAS warns of potential conflicts with other aircraft. The system is turned on via the transponder panel on the pedestal. Traffic information is displayed on the EHSI and can be toggled on/off using a button on the EHSI control panel. “TFC” is displayed on the EHSI when the system is operating normally. If the TCAS display is toggled OFF, the EHSI shows no traffic indications.

Area traffic are displayed on the EHSI MAP mode at their relative distance, bearing, and altitude from the aircraft. The relative altitude of the traffic is displayed in +/- 100s of feet next to the targets symbol along with a vertical trend arrow. The trend arrow points up if the traffic is climbing and points down if the traffic is descending. As a matter of convention, lower traffic have negative values with data tags displayed below the traffic symbol. Higher

Crew Alerting System EICAS Message Control

1. Warnings These messages are always displayed on top in RED. Can only be cleared by fixing the malfunction. These require immediate crew attention.

2. Cautions The “Cautions” messages are always displayed immediately below any “Warnings” messages. These messages may be cancelled using the CANCEL button (5) next to the EICAS screen. These items require timely corrective action.

3. Advisories These messages are displayed offset by one character from the other messages. These messages do not generate an aural alert and may be canceled using the CANCEL button (5). These items require corrective action on a time available basis.

4. Page # This message is displayed any time more than one page of messages is available. Use the CANCEL and RECALL buttons (5) to view messages as described below.

5. CAS Caution Buttons Used to clear and recall CAS messages on the EICAS. CANCEL Clears active messages from the EICAS (except Warnings). If pressed with more than one page available, the next page is displayed.

Subsequent presses cycles through remaining pages until cleared. RECALL Recalls CAS messages beginning at page 1.

traffic have positive values with data tags displayed above the traffic symbol.

Non-threatening “other” traffic are displayed as hollow white diamonds with their relative altitude displayed. Traffic that penetrates the TCAS advisory threshold display as solid white diamonds. When the proximity of the traffic becomes more critical, a Traffic Advisory (TA) is received and the target becomes a solid yellow circle. Traffic that become an immediate threat become red squares and a Resolution Advisory is received. Vertical escape commands are generated and must be followed precisely by the pilot. The traffic display returns to normal when the “CLEAR OF CONFLICT” announcement is received.

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AFT CARGO FIRE

FWD CARGO FIRE

L ENG SHUTDOWN

R HYD SYS PRESS

L HYD SYS PRESS

L UTIL BUS OFF

R UTIL BUS OFF

AUTOBRAKES

L YAW DAMPER

RUDDER RATIO

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Warning Systems 141


Warning & Caution Annunciators (Overhead)

ENTRY DOORS An entry door is not closed, and latched and locked.CARGO DOORS The forward, aft, or bulk cargo door is not closed and latched & locked.

ACCESS DOORS The forward equipment bay or the electrical equipment compartment door is not closed & latched & locked.

EMER DOORS (Emergency Doors)

A forward or aft overwing emergency exit door, or a wingslide door is not closed and latched and locked.

CAPT PITOT (Captain Pitot) Probe is not being heated in flight or neither engine is running on the ground.

FO PITOT (First Officer Pitot) Probe is not being heated in flight or neither engine is running on the ground.

L AOA (Left Angle of Attack) Probe is not being heated in flight or neither engine is running on the ground.

R AOA (Right Angle of Attack) Probe is not being heated in flight or neither engine is running on the ground.

L AUX PITOT (Left Auxiliary Pitot) Probe is not being heated in flight or neither engine is running on the ground.

R AUX PITOT (Right Auxiliary Pitot) Probe is not being heated in flight or neither engine is running on the ground.

TAT (Total Air Temperature) Probe is not being heated in flight or neither engine is running on the ground.

STAB TRIM (Stabilizer Trim) Stabilizer trim rate is one–half the normal control wheel stabilizer trim switch rate.

UNSCHED STAB TRIM (Unscheduled Stabilizer Trim) Uncommanded stabilizer motion detected.

SPOILERS One or more spoiler pairs are inoperative.AUTO SPDBRK(Auto Speedbrake)

Fault is detected in the automatic speedbrake system.

RUDDER RATIO The rudder ratio system is failed.ANTISKID A fault is detected in the antiskid system.AIL LOCK (Aileron Lockout) Aileron lockout actuator disagrees with the commanded position.

Warning Systems 142


Warning & Caution Annunciators (Main Panel)

FIRE Illuminates when a fire warning is active for the engines, APU, cargo compartments, or wheel wells. Illuminates for the duration of the event.

WINDSHEAR Illuminates when windshear is detected. (Not modelled: FS weather limitation) PULL UP Illuminates when the GPWS PULL UP command is activated. The GPWS system can be tested by

pressing on the mouse click area over the light. A/P DISC Autopilot Disconnected

Illuminates when the autopilot is disconnected. Cancelled by pressing the autopilot disconnect a second time or by pressing the Master Warning button on the glareshield.

SPEED BRAKES Illuminates when the speed brakes are aft of ARMED and the landing flaps are selected (25 or 30). CABIN ALT Cabin Altitude Illuminates with an aural warning & Master Warning light when the cabin altitude is above 10,000 feet.

OVSP Overspeed Illuminates with an aural warning when aircraft is exceeds MMO/VMO.

ALT ALERT Altitude Alert Illuminates anytime an altitude alert is generated based on MCP ALT.

AUTOPILOT Illuminates if an operating channel of the autopilot has failed. The autopilot may remain connected with this caution.

A/T DISC Autothrottle Disconnected

Illuminates when the A/T is disconnected. Press the A/T disconnect keyboard/joystick button a second time to cancel.

FMC Illuminates when a message is received in the CDU scratchpad. G/S INHIBIT Press to inhibit all GPWS warnings. Press again to restore.CONFIG Configuration

Configuration warning light. Illuminates with an aural warning and Master Warning light when the aircraft is not in the proper configuration for takeoff or landing.TAKEOFFTakeoff power applied and one of the following conditions exists:

• Stabilizer trim not in the takeoff range. • Flaps are not set for takeoff. • Parking brake is set. • Spoiler handle not DOWN.

LANDING Warnings are active in flight when the gear are not down & locked and:

• Airplane is below 800 feet RA and a throttle is at idle. • Landing flaps (25 or 30) are selected with the gear not down.

Warning Systems 143


Master Caution Reset SwitchThe Master Caution is situated on the Glareshield. The amber master CAUTION lights illuminate when any caution

alert occurs. The lights remain on as long as the caution alert exists or until master caution reset switch is pushed.

Pushing the switch • extinguishes both master CAUTION lights, •resets the lights for future caution alerts • silences most associated aural alertsThe master CAUTION lights and aural beeper are inhibited for all cautions during part of the takeoff. The inhibit

begins at 80 knots and ends at 400 feet radio altitude, or 20 seconds after rotation, whichever occurs first. If a rejected takeoff is initiated above 80 knots, the inhibit remains until the airspeed decreases below 75 knots. If the master CAUTION lights and the aural alerts are activated prior to the inhibit, they continue to illuminate and sound. The inhibit cannot reset the lights or aural alert. If a caution occurs during the inhibit and exists when inhibit ends, both master CAUTION lights and aural activate. Caution alert messages are not inhibited during takeoff.

Transponder/TCAS Control The transponder/TCAS control is situated on the Pedestal.

1. Transponder Power Switch Turns the transponder on/off. SBY Transponder is in standby (OFF) mode. AUTO Transponder is activated automatically (Mode C) when the aircraft is airborne, and deactivated on the ground.ON Transponder is turned ON.

2. Transponder Code Window Sets the transponder code. Press on the digits with the mouse to change the code. 3. TCAS Control Knob Controls the operation of the TCAS system.

XPDR ONLY TCAS system is OFF and only the transponder operates. TA TCAS is in Traffic Advisory mode only. Traffic is displayed on the EHSI, but conflict resolution commands are not available. TA/RA TCAS traffic is displayed and conflict resolution commands are available.

4. Toggle TCAS ON/OFF To toggle the TCAS traffic on the EHSI, press the top of the EHSI Range Selector knob. A TCAS OFF message is shown on the EHSI if the TCAS display is toggled OFF.

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Warning Systems 144


TCAS Display

1. TCAS Status Display The status of the TCAS system is displayed here. TFC Traffic display is active. TA ONLY TCAS is in Traffic Advisory mode. Resolution Advisories are disabled. TCAS OFF TCAS system is OFF. No traffic information or advisories are available.TCAS FAIL Indicates TCAS failure, if traffic selected.(blank) TCAS display is toggled OFF via the EHSI Range Select Knob.

Note When TFC is displayed and TA ONLY is not displayed, the system is in the TA/RA mode and Resolution Advisories will be received.

2. Other Traffic Traffic that is not a threat are displayed as hollow white diamonds. The relative altitude (in 100s) is displayed with a trend vector. The example aircraft is 1800 feet below and descending. Note As a matter of convention, lower traffic have negative values with data tags displayed below the traffic symbol. Higher traffic have positive values with data tags displayed above the traffic symbol.

3. Proximate Traffic Traffic within 1200 feet vertically and 6 miles laterally are displayed as solid white diamonds. The example aircraft is 700 feet above and climbing.

4. Traffic Advisory (TA) Traffic Aircraft within 20 to 48 seconds of entering collision airspace are displayed as yellow circles. An aural “TRAFFIC…TRAFFIC” announcement is generated and TRAFFIC (in yellow) is displayed on the EHSI.

5. Resolution Advisory (RA) Traffic Immediate threat aircraft within 15 to 35 seconds of entering the collision airspace are displayed as red squares. Vertical guidance aural commands are generated and TRAFFIC (in red) is displayed on the EHSI. Display returns to normal with the “CLEAR OF CONFLICT” announcement.

6. TRAFFIC Event Display Displays “TRAFFIC” in yellow for a TA event and red for an RA event.

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TCAS Aural Alerts1. Adjust Vertical Speed, Adjust2. Clear Of Conflict3. Climb4. Climb, Climb Now5. Climb, Crossing, Climb6. Descend

7. Descend, Crossing, Descend8. Descend, Descend Now9. Increase Climb10. Increase Descent11. Maintain Vertical Speed,

Crossing, Maintain

12. Maintain Vertical Speed, Maintain13. Monitor Vertical Speed14. TCAS System Test Fail15. TCAS System Test Ok16. Traffic

Warning Systems 145


CAS Message Index

Alphabetical listing of ALL EICAS messages

Warnings

AFT CARGO FIRE Aft cargo compartment fire detectedAPU FIRE APU fire detected. AUTOPILOT DISC Operating autopilot has disconnected. CABIN ALTITUDE Cabin altitude is above 10,000 ft. ENGINE FIRE, L/R Left or right engine fire detected. FLAPS Flaps are not set for takeoff when takeoff thrust is applied. FWD CARGO FIRE Fwd cargo compartment fire detected. GEAR NOT DOWN Landing gear is not down when below 500 feet RA. OVERSPEED Airspeed exceeds Vmo/Mmo. PARKING BRAKES Parking brake is on for takeoff and takeoff thrust is applied. SPOILERS Spoilers are not down for takeoff and takeoff thrust is applied. STABILIZER Stab trim is not set in the takeoff range when thrust is applied. WHEEL WELL FIRE Wheel well temperature is excessive.

Cautions AC BUS OFF, L/R Left or Right Main AC Bus is not powered. ALTITUDE ALERT Airplane altitude has deviated from MCP set altitude. AUTOPILOT Loss of a data input to the operating autopilot. BLD DUCT LEAK, L/R A leak is detected in the left or right duct manifold. BODY DUCT LEAK Duct leak between the APU and the center isolation valve. BUS ISOLATED, L/R Left or right bus tie has faulted or ISLN has been selected manually.CABIN AUTO INOP Number 1 and number 2 auto controller has faulted or manual is selected. EEC OFF, L/R Left or right EEC has failed or is switched off with the engine running. ENG OVHT, L/R Left or right engine nacelle overheat. ENG SHUTDOWN, L/R Left or right fuel cutoff switch if OFF. Associated system advisories are inhibited. FLAP DISAGREE Trailing edge flaps not in commanded position. FUEL JET NOZ Fuel jettison nozzle not in the commanded position. FUEL SYS PRESS, L/R Low fuel pressure in respective system. Individual pump advisories are inhibited. FWD EQT COOLING No cooling airflow over the instruments detected. GEAR DISAGREE Gear handle and gear position do not agree. GEN DRIVE, L/R Left or right low generator drive oil pressure or high temp with engine running.

HYD SYS PRESS, L/C/R Respective hydraulic system pressure is low. Individual pump advisories are inhibited.

INSTR SWITCH Both Captains and F/Os EFIS switched to ALTN.

LOW FUEL Less than 2,200 lbs. remaining in either wing tank.

SLAT DISAGREE Leading edge flaps not in commanded position.

UNSCHD STAB TRIM Stabilizer trim is moving without being signalled.

Warning Systems 146


Advisories

ACCESS DOORS Maintenance doors are open. AFT CABIN TEMP Aft cabin temperature controller failed, switched OFF, or supply duct has overheated. AFT CARGO OVHT Aft cargo compartment has overheated. AFT FUEL PUMP, L/R Left or right aft pump pressure is low or switched off. ANTISKID Antiskid system has failed. APU BLEED VALVE APU bleed valve is not in the commanded position. APU BTL APU fire bottle pressure is low. APU FAULT APU has shutdown or a fault. APU GEN OFF APU generator switch is OFF or the APU generator breaker is open with the APU running. AUTOBRAKES Autobrakes are disarmed. AUTOTHROT DISC Autothrottle has been disconnected. BATTERY OFF The battery switch is OFF. BRAKE SOURCE Center and right hydraulic pressure low. C HYD PRIM 1, 2 Number 1 or 2 center hydraulic pump low pressure. CARGO BTL 1, 2 Number 1 or 2 cargo fire bottle pressure is low. CARGO DOORS Cargo doors are open. CTR L/R FUEL PUMP Left or right center pump fuel pressure is low or switched off. EMER LIGHTS Emergency light switch is OFF. ENG ANTI-ICE, L/R Left or right engine anti-ice valve not in the commanded position. ENG BLD OFF, L/R Left or right bleed valve is closed with the engine running. ENG BTL 1, 2 Number 1 or 2 engine fire bottle pressure is low. ENG EEC, L/R Left or right EEC has been switched OFF or has failed. ENG OIL PRESS, L/R Left or Right engine oil pressure is low with engine running. ENTRY DOORS Entry doors are open. FLAP LD RELIEF Flap load relief failure. FLT CONT VALS More than one flight control shutoff valve is closed. Individual messages inhibited. FLT DECK TEMP Flight deck temperature controller failed, switched OFF, or supply duct has overheated. FMC FAIL FMC has failed. FMC MESSAGE A message is displayed in the CDU scratchpad. FUEL CONFIG Center tank pumps switched off with more than 1200 lbs. in center tank; or wing tank fuel quantity

differs by more than 1500 to 2000 lbs.; or less than 2,200 lbs. remains in either wing tank. FUEL CROSSFEED Crossfeed valve not in commanded position. FWD CABIN TEMP Forward cabin temperature controller failed, switched OFF, or supply duct has overheated. FWD CARGO OVHT Forward cargo compartment has overheated. FWD EQPT OVHT Low airflow or overheat in the electrical compartment. FWD EQPT SMOKE Smoke is detected in the equipment cooling duct. FWD EQPT VAL Forward equipment valve not in the commanded position. FWD FUEL PUMP, L/R Left or right forward pump pressure is low or switched off. GEN OFF, L/R Left or right generator is OFF with the engine running. HYD DEM PUMP, L/C/R Respective hydraulic demand pump low pressure. HYD PRIM, L/R Left or right hydraulic primary pump low pressure with engine running. IRS DC FAIL, L/C/R Left, center or right IRS backup power has failed. IRS FAULT, L/C/R IRS fault in the respective system. IRS ON DC, L/C/R Left, center or right IRS on DC backup power. MAIN BAT DISCH Battery is discharging.

Warning Systems 147


MID CABIN TEMP Mid cabin temperature controller failed, switched OFF, or supply duct has overheated. NO SMOKING OFF No Smoking sign is selected OFF. PACK OFF, L/R Left or right pack is OFF or has internally overheated. PACK TEMP, L/R Left or right pack outlet temperature is high or a critical system failure is detected. PARKING BRAKE Parking brake is on. PASS OXYGEN ON Passenger oxygen switch is ON. PASS SIGNS OFF Both Seatbelt and No Smoking signs are OFF. PROBE HEAT Loss of power to two or more probes. RAT UNLOCKED Ram Air Turbine is unlocked. RECIR FAN, L/R Left or right recirculation fan is OFF or has failed. REV ISLN VAL Reverse lockout has malfunctioned in flight. RUDDER RATIO Rudder ratio system failure. SEATBELT OFF Seatbelt sign is selected OFF. STAB TRIM Stab trim cutout switches are off. STANDBY BUS OFF Standby bus is not receiving power. TAIL HYD VAL One tail hydraulic shutoff valve is closed. TAIL SKID Tail skid is not in the commanded position. TRIM AIR OFF The trim air switch is OFF. UTIL BUS OFF, L/R The Left or Right utility bus is not powered. WINDOW HEAT Loss of power or overtemp to two or more windows. WING ANTI-ICE, L/R Left or right wing anti-ice valve not in the commanded position. WING HYD VAL One wing hydraulic shutoff valve is closed. YAW DAMPER, L/R The left or right yaw damper is unpowered, failed, or switched OFF.

StatusAFT CARGO DET 1 Aft cargo detector failed test. ALTN ANTI-SKID Fault in the alternate anti-skid system. APU FIRE LP 1 APU fire loop fault. AUTO COORD ON Simulator auto-coordination system is ON. CABIN ALT AUTO 1, 2 Number 1 or 2 cabin auto controller failed. CARGO DET 1 Cargo smoke detector test failed or smoke detected. ELEV FEEL Elevator feel system fault. ENG FIRE LP 1, L/R Left or right engine fire loop detector failure. ENG OH LP 1, 2 Number 1 or 2 engine overheat loop detector failure. FUEL QTY BITE Fuel quantity indicating system fault. FWD CARGO DET 1 Forward cargo detector failed test. HYD SYS MAINT, L/C/R Respective hydraulic system pressure is below 2800psi with engines running. NORM ANTI-SKID Fault in the normal anti-skid system.

Tutorial Flight 148

Tutorial Flight 148Level-D Simulations 767-300ER

Aircraft Operating Tutorial

Golden Gate RunLDS001 CYVR ~ KSFO

Welcome to Level-D Simulations 767-300ER Flight 001 from Vancouver to San Francisco, brought to you by members of the beta team.

We are not professional pilots. But, some of our technical advisors are real world 767 pilots. They have read through this document and are satisfied with the information we have provided. They aren’t going to let any of us fly their real ‘67 just yet, but they haven’t officially said no to our requests to dead-head a couple flights for a week or two (at our expense of course).

This tutorial for Flight Simulator X will provide new and intermediate users with general guidelines to effectively fly the Level-D 767. This is not the definitive guide: that document would encompass several thousand pages, and require the user to devote thousands of hours of study. The Level-D 767-300 does not simulate every aircraft function or airline specific option: that aircraft simulator add-on has never been built, and, if it was available to the consumer would likely cost a great deal more than the current Level-D 767 retail cost.

It is also important to note that no two airlines operate their aircraft in the same manner. Each airline adopts SOP’s (standard operating procedures) for the aircraft in their fleet. While your airline may operate with different standards than those set forth, we have chosen to adopt a mix of standards to ensure the safe operation of the LDS767.

This is the fourth version of the “Golden Gate Run” tutorial flight. Each version has been improved, clarified and expanded with input from the team and users. Every effort has been made during the creation of this tutorial to include all relevant materials to successfully operate the 767 in all phases of flight. Color images have been included (when warranted) to provide accurate reference screenshots to assist the user. The scope of the tutorial does not include all aspects of flight simulation. For specific information regarding Microsoft Flight Simulator X, weather programs, departure / arrival charts, route building, air traffic control, etc, consult the relevant sources on the internet.

This version of the tutorial introduces pre-built mission files that allow the user to choose different panel set-ups while on the ground at Vancouver. It is recommended to choose the “Cold & Dark” mission to get the most out of this tutorial. We encourage you to save your own situation files for the climb, cruise, descent and arrival phases of flight. User-saved files can be chosen from the FSX File> Load menu option. When loading a saved Level-D 767 situation file the panel and systems will reload and stabilize quickly.

Our flight will use the Expanded Checklist - included in the manual - for its structure. The Level-D 767 is a complex simulation. It will take you many hours to master the aircraft. Don’t get

discouraged by the complexity of the simulation - follow along, step by step (pause the sim if you have to), but stick at it. The reward is the journey, not the accomplishment of the task. While this tutorial serves a useful purpose, please take the time to read the operations manual to gain a deeper understanding of the individual systems and procedures of the 767-300.

Enjoy the flight from Vancouver to San Francisco, Captain: we know that you will feel a great sense of satisfaction learning and mastering the Level-D Simulations 767.

Tutorial Flight 149


Simulator SettingsIt is important that FSX and the 767 be configured with the settings listed below before we can begin the tutorial. Let’s adjust some FSX & Level-D settings.

ChartsCharts for Vancouver & San Francisco are available at chartfinder.vatsim.net, www.czvr.ca or www.oakartcc.com.

Print the charts listed below:CYVR VANCOUVER INTL Miscellaneous TAXI & PARKING AREAS Departure VANCOUVER DEPKSFO SAN FRANCISCO INTL Arrivals GOLDEN GATE FOUR QUIET BRIDGE VISUAL Approach » 28R ILS OR LOC

Tutorial ConventionsThis tutorial contains text and layout conventions that will assist the user.

CHECKLISTSChecklist Item ...............................Checklist Action

Explanation of the Checklist Item and Action.Checklist Items and Actions appear in bolded text and may be followed by an explanation of the task in smaller text. The checklist item and action denote a task that is part of the Normal Procedures Checklist. Checklists contain, in abbreviated form, information required by the flight crew to operate the aircraft. The checklists are grouped in sections and in chronological order. Not all checklist items require an action. Some will simply require verification that certain switches, panels, and/or systems are in the listed checklist action description or ready state.In the example below, the flight crew must verify that the EEC switches are in the required ON position. No action is required if the swicthes are in the ON position.

EEC Switches .......................................................ONCheck to make sure both switches are ON. These switches are always left ON

BOLD TEXTIn general, bolded text denotes an action that must be completed. These can include important menu items or required physical tasks (Press, Enter, Open, Choose).

FOLDERSNumbered folders (i.e 1 ) denote the option to import numbered tutorial panel states (Golden Gate (1), (2), (3), etc.) and allow for a quick starting point of the corresponding section of the tutorial.

Mission SetupThe missions included with the 767 for FSX do not present a “reward” for the successful completion of

the Golden Gate Run. We are still exploring the limits of mission creation with the 767 and hope to release “reward mission modules” in the near future. Perhaps users will be inspired to try to create their own Level-D 767 missions, or work to add to the Golden Gate Run?

FSX SettingsFrom the FSX menu bar, choose SETTINGS. Set the

following options:General > Deselect “Pause on Task Switch”International > Hybrid (feet, milibars)

This tutorial will use the International “Hybrid” units of measure option, which means that all weights will be shown in kilograms. Imperial measurements (pounds) will be displayed throughout the tutorial when possible.

Click OK

Level-D SettingsFrom the Add-ons> B767 Specific> menu, confirm:

Realism and carrier optionsfrom Carrier dropdown menu, choose... » Speedtape EADI » Dual cue Flight Director » Climb Thrust Derate Washout > None& confirm or set... AFDS automatic multi-channel GPWS altitude callouts EADI Displays A/T flag Airspeed BUGS option Load carrier options with flightsfrom Realism, set or confirm Battery discharge Electric load shedding Pneumatic loads Engine damage Realistic fuel feed Autoland restrictions FMC tunes ILS Load realism options with flights

From the Level-D Simulations> Preferences> menu, set: Level-D Gauge Sounds> 50% Level-D Voices> 80% First Officer options> User Choice Crew Voices> User Choice

Click OK

Tutorial Flight 150


Section of IRS Panel (upper left overhead panel)

APU (left overhead panel)

Communications (center overhead panel)

Battery & Standby (left overhead panel)

Flight Deck PreparationWhen the simulator loads, you are greeted with the aircraft in a “cold & dark” state. Providing electrical

power to the aircraft is the first order of business.Open the overhead panel <SHIFT><5> or press the OVHD button (located on the main panel).The Normal Procedures & Checklist will be our guide for this tutorial, which is written with the “flow” concept.

But, before we get to the flow, we have to do some jumping around on the overhead panel to get the power flowing through the aircraft. Powering the 767 seems to be one of the more confusing procedures for many new users. For this section of the tutorial, follow the text on the right with the numbered diagrams on the left to power the 767.

Preflight ~ Powering the 767

1. Battery Switch .................................................ON

2. Standby Power Selector .............................AUTO

3. APU GEN switch ................................. Pushed IN

4. Bus Tie Switches ........................................AUTO

5. Utility Bus Switches ........................................ON

6. GEN CONT Switches ......................... Pushed IN

PILOT’S DISCRETION You can OMIT this step and move directly to start the APU.7. & 7a External Power ............................ Establish

Contact Ground via the Cabin Communications Panel. Press ON when AVAIL light illuminates. Ground Power is not essential.

8. APU ............................................. START then ONA spring-loaded position that initiates the APU start sequence. The RUN light flashes twice to indicate the beginning of start. The APU start cycle takes approximately 60 seconds. Once the APU light illuminates RUN, the external power can be safely disconnected, if ground power is connected. OVERHEAD Panel> Cabin Communications Panel> GND CALL> Disconnect External

9. Position Light ...................................................ONNot depicted. The Position Light is located on the lighting panel above the glareshield. See the Airplane, General section of the manual. The position lights are the red, green and white lights found at the tips of the wings.

10. IRS Mode Selectors (3) ................................NAVAlignment time is 2 minutes. Real align time is ten minutes. For the purposes of this tutorial we have disabled the real align period. To enable the real-world 10 minute alignment duration, choose Add-ons> B767 Specific> Realism> IRS real align duration from the FSX menu.

FMC Initialization ....................................POSITIONThis step is not necessary for this tutorial. Should you wish to enter the coordinates for the FMC, you may adjust the Level-D settings (enable IRS needs position entry option from the Realism menu). Consult the IRS Systems section of the manual for more information.

1 2

7

8

10

1

Electrical Panel (left overhead panel)

3

44

6

7a

5

6

Tutorial Flight 151


Overhead PreparationThe Cockpit Preparation flow starts with the upper left hand corner of the overhead panel <SHIFT><5>

and continues in a downward pattern. Each panel is checked in a downward direction beginning at the top of every column. Some real world airlines follow a “down-up” pattern for the overhead panel. For our purposes, normal procedures are completed using the downward flow concept. After the overhead is checked, the flight instruments and AFDS panel are checked from left to right. From the AFDS panel, follow down the EICAS screens to preflight the pedestal systems.

Yaw Damper Switches .........................................ONCheck to make sure both switches are ON. These switches are always left ON.

EEC Switches .......................................................ONCheck to make sure both switches are ON. These switches are always left ON

Hydraulic Panel .............................................. Check Primary engine pumps switches ON. Primary electric and all demand pump switches OFF.

Overhead Cautions ........................................ CheckCheck for normal indications (ie ENTRY DOOR, CAPT PITOT)

HF Radio .............................................................OFFBattery Switch ......................................................ONStandby Power Selector .................................AUTOElectrical Panel .............................................. Check

All electrical switches should be pushed IN. Electrical switches are only turned OFF for abnormal conditions

APU ....................................................... As requiredStart the APU (if necessary) or establish external power.

Cockpit Voice Recorder .....................................TestListen for test tone.

Emergency Light Switch ...............................ArmedPassenger Oxygen Switch ............................. Blank Ram Air Turbine Switch .................................. BlankIgnition Switch .................................................... Set

Set 1 for odd days of the week, 2 for even days of the week, and BOTH for cold weather operations.

Engine Start Selectors ...................................AUTOFuel Jettison Panel ...........................................OFF

Switches blank and selector OFF.Fuel Panel ........................................................... Set

Forward and Aft main fuel pumps OFF. Center fuel pumps OFF. Crossfeed switches OFF.

Fuel quantity and balance ............................. CheckCheck the proper fuel load and balance. For the Golden Gate Run we will load 17141kg or 36238lbs.

Engine and Wing Anti-Ice ..................................OFFExterior Lights ....................................... As required

Position lights ON. All others OFF. Cargo Heat ..........................................................OFFWindow Heat ........................................................ONHF Radio .............................................................OFF Passenger Signs .................................. As required.

Suggest: No Smoking ON, Seatbelts OFF Pressurization Panel ......................................... Set

Set landing altitude. Select AUTO 1 for odd days. Select AUTO 2 for even days. Set auto rate at the detent position.

Equipment Cooling Switch ............................AUTO

Temperature Control Knobs .............. As required.Trim Air Switch .....................................................ON

This switch is always left ON.Recirc Fan Switches ............................................ON

These switches are always left ON.Pack Control Selectors ........................ As required

If the APU is in use, turn the pack switches to AUTO. If external air is in use, turn pack switches OFF.

Isolation switches ................................................ONLeft and Right switch ON. Center switch guarded ON.

Engine Bleed Switches .......................................ONThese switches are always left ON.

APU Bleed Switch ................................................ONStandard: Switches are always left ON. Alternate: APU should be running at least one minute, minimum, before turning the APU Bleed ON.

FMC ............................................................. Program Program the FMC with route and performance information.

2

0.38.6 8.6

17.2

Tutorial Flight 152


When the sim loads the FMC is not displayed. Use the keyboard combination <SHIFT><7> or press the FMC button on the main panel to display the FMC’s CDU. The MENU page displays when the FMC is initially loaded. Press the <FMC prompt next to the 1L Line Select Key (LSK). Pressing the 1L LSK activates the FMC.

The first page to display after the FMC is activated is the IDENT page. The IDENT page lists information about the software loaded into the FMC (aka Navdata). In the real aircraft, the accuracy of information displayed on this page is extremely important because incorrect FMC data can adversely effect operations. For our purposes the prompts at the 6L and 6R position are of interest. Pressing the 6L LSK abeam the <INDEX prompt displays the INIT/REF INDEX page. Pressing the 6R LSK abeam POS INIT> will display the POS INIT page.

The INIT/REF INDEX permits the selection of the preflight pages in the FMC. The pages listed on this page require data input to successfully set-up the FMC. But, it is not required to use the INDEX page to step through the preflight pages. The 6R position offers a quick and efficient way for pilots to complete the preflight status of the FMC.

Programming the FMCOkay, time to get to the brains of this aircraft: let’s open the FMC and let’s get programming. Every effort has been made to address every possible combination of FMC data entry. Some input

errors may occur. Should any FMC advisory messages appear in the scratchpad (i.e. NOT IN DATABASE, INVALID ENTRY) simply clear the message by pressing the CLR key or the BLANK key (located between the Z and the DEL keys). Try to continue with the next step. Should that not be possible, ensure you have entered the data correctly.

3 4

1R2R3R4R5R6R

LEFTLine Select Keys(L LSK)

- - - - -

1L2L3L4L5L6L

Scratchpad

Function Keys (FK)

Data Entry Keys

Brightness (BRT) Control

Execute (EXEC) Key & Light

Message (MSG) Light

RIGHTLine Select Keys(R LSK)

Keyboard Assist“KA” is displayed in the upper left corner of the CRT when the keyboard assist mode is turned on. In KA mode, all computer keyboard entries are sent to the CDU scratchpad. Once the FMC is closed, KA is disabled. To enableSHIFT+ K (ON/OFF) or click the mouse in the upper left hand corner of the CRT.

AIRAC-0701

JAN18FEB14/07

EAG-0701

Display CRT

Tutorial Flight 153


6R LSK > The Preflight PromptPreflight flow continues in this sequence: • Identification (IDENT) page • Position Initialization (POS INIT) page • ROUTE (RTE) page • DEPARTURES page (no automatic prompt)• Performance Initialization (PERF INIT) page • Takeoff Reference (TAKEOFF REF) page.Most of these pages are also used in flight. During the preflight,

a prompt at the lower right (6R LSK) allows the flight crew to step through the minimum requirements for preflight completion. Selecting the prompt key at the 6R LSK position displays the next page in the flow. The text message INCOMPLETE will display at 6R LSK until the minimum requirements are met. The text message COMPLETE will display at 6R LSK when the minimum requirements are met. The COMPLETE message will display if a departure runway has not been selected. NOTE that there is no preflight prompt at the 6R position to enter the departure runway.

A route must be entered and activated during the preflight flow. The minimum route data requirement is origin and destination airports, and one route waypoint.

Remember that when starting at the IDENT page of the FMC, there is always a prompt displayed at the 6R LSK position that will lead you through the preflight of the FMC. Continue entering data on each page until COMPLETE displays abeam the 6R LSK position.

Let’s enter our flight plan (CYVR YYJ J589 RBG.GOLDEN4 KSFO) into the FMC. There are 2 methods to program the route into the FMC, manual or pre-programmed. Choose one of the entry methods below.

Manual entry of routePress RTE function key (FK).

The RTE 1 (1/2) page will display with data entry boxes in the ORIGIN & DEST columns.

Enter CYVR into the scratchpad using the Data Entry Keys, or use the Keyboard Assist (KA) mode.

Press the 1L LSK. CYVR will transfer and will be set as the ORIGIN airport.

Enter KSFO into the scratchpad.Press 1R LSK. KSFO will be set as the destination.Enter LDS001 into the scratchpad and press the 2R

LSK to transfer the text to the 2R position (FLT NO).There is an option to enter the departure runway at the

2L position. Leave it for now. We will enter the runway from the CYVR DEPARTURES page.

Press NEXT PAGE function key to enter the flight plan. Our filed flightplan is YYJ J589 RBG.GOLDEN4.

Enter YYJ into the scratchpad.Press 1R LSK. YYJ transfers to the 1R position (TO).Enter J589 into the scratchpad.Press 2L LSK. J589 transfers to the 2L position (VIA).Enter RBG into the scratchpad.Press 2R LSK. RBG transfers to the 2R position (TO).

Pre-programmed route In the real world, flightplans are loaded

into the FMC via the ACARS function. Though ACARS is not modelled in the Level-D 767, you can load a pre-programmed route into the FMC. The CYVRKSFO.rte file (located in the “...Default FlightSim\Level-D Simulations\navdata\Flightplans” folder) has been included with this tutorial. Here’s how you can “load” a pre-programmed flightplan into the FMC.

Enter CYVRKSFO into the scratchpad.Press the 3R LSK. CYVRKSFO will transfer to the 3R

position (CO ROUTE).Enter LDS001 into the scratchpad and press the 2R

LSK to transfer the text to the FLT NO column.

Pre-programmed

Manual entry of route

Tutorial Flight 154


Press the L LSK abeam the ILS28R position.Press the 6R LSK abeam the ROUTE> prompt to

return to the RTE1 page. The RTE1 page will display with the ACTIVATE> prompt at the 6R position.

Press 6R LSK abeam the ACTIVATE>prompt. The EXEC button illuminates.

Press the EXEC function key. The route has been activated. Move to the next preflight page.

PERF INITLet’s enter the performance data available on the

FSBuild flight plan included in this tutorial (KG or LBS).

Press the 6R LSK abeam the PERF INIT> prompt. The PERF INIT (1/1) page displays.The calculated fuel <CALC> is automatically set at 17.1 (17,100 kg) or 36.2 (36,200 pounds) at the L2 position with data entry boxes below the GR WT (Gross Weight), ZFW (Zero Fuel Weight), RESERVES, CRZ ALT (Cruise altitude), & COST INDEX columns.

Enter the Zero Fuel Weight (ZFW) of 116.7 (kilograms) or 257.3 (pounds) into the scratchpad.

The pre-programmed entry method is now complete. For complicated flight plans with multiple waypoints and airways the pre-programmed option is a time-saver and should be used when possible. Once we have moved beyond the route page, manual entry is required for all succeeding steps of FMC programming.

DEP/ARRLet’s add the departure and arrival procedures to our

routing. We will depart Vancouver on the YVR3 SID and arrive in San Francisco on the GOLDN4 STAR.

Press the DEP ARR function key. The DEP/ARR INDEX page will display (not depicted).

Press 1L LSK abeam <DEP CYVR. The CYVR DEPARTURES page displays.

Press the R LSK abeam 26L to select runway 26L for our departure runway.

Press the L LSK abeam YVR3.26.30 to select the SID for our departure procedure.

A <SEL> prompt will appear abeam the runway and SID. Several transition waypoints (not depicted in the image above) will appear below the selected SID. Do not choose a transition.

Press 6L LSK abeam the <INDEX prompt. The DEP/ARR INDEX page will display.

Press the 2R LSK abeam the KSFO ARR> prompt. The KSFO ARRIVALS (1/3) page will display.

Press the 2L LSK abeam GOLDN4. The text <SEL> will appear abeam the GOLDN4 (STARS column).

Press the R LSK abeam the RBG transition. The text <SEL> will appear abeam the RBG VOR.

Though it is a non-standard procedure to add the arrival runway during the FMC setup, for the sake of this tutorial, we will select the arrival runway now.

<SEL>

<SEL>

133.9

3.1

NOTE that once the route has been executed the title of the route page will change to ACT RTE 1. The ALTN> prompt will display abeam the 5R LSK. The pre-flight prompt will change from ACTIVATE> to PERF INIT> abeam the 6R LSK position. Also, <SEL> prompts have changed to <ACT>, denoting active selections. The route line on the EHSI has changed from a dotted blue line to a solid magenta line.

<SEL>

<SEL>

<SEL>

The aircraft configuration is:Pax & Cargo 27,369 kg 60,337 lbsZero Fuel Weight (ZFW) 116,700 kg 257,337 lbsFuel 17,100 kg 36,200 lbsGross Takeoff Weight 133,828 kg 293,537 lbs

See the tutorial appendix for more information about how this flight was setup with the Configuration Manager.

Tutorial Flight 155


Press the 3L LSK (ZFW column). The scratchpad entry of 116.7 (257.3) will transfer to 3L position. A Gross Weight (GR WT) value will autofill at 1L position.

Enter the Reserves fuel of 3.1 (3100kg) or 6.8 (lbs).Press the 4L LSK (RESERVES column). The reserve

fuel entry of 3.1 will transfer to 4L position.Enter a cruise altitude (CRZ ALT) of 37,000 feet into the

scratchpad (370, FL370, or 37000 formats are accepted).Press 1R LSK (CRZ ALT column). The pad entry will

transfer to the 1R position as FL370. Enter the Cost Index of 90 into the scratchpad.Press 2R LSK and the cost index scratchpad entry of

90 will transfer to 2R position.

Enter the step climb value of 2000 into the scratchpad.Press 5R LSK (STEP SIZE column) and the entry of

2000 will transfer to the 5R position. The step climb will now be calculated in the new separation standard of 2000 foot increments (RVSM. Reduced Vertical Separation Minumum) rather than the ICAO standard of 4000.

The performance initialization data entry is complete.Let’s enter the takeoff reference data. The PERF INIT

page is still displayed with TAKEOFF> at 6R position.Press the 6R LSK abeam the TAKEOFF> prompt to

move on to the next preflight page.

TAKEOFF REFThe TAKEOFF REF (1/2) page displays.Press NEXT PAGE to display the TAKEOFF REF (2/2)

page. We will now program the takeoff data with the outside air temperature, winds, runway conditions, flaps settings, and CG trim. Once this data is entered, the aircraft’s V-speeds are automatically calculated and displayed in the right column. But, let’s program the TAKEOFF REF (2/2) page first.

If you are running a weather program, you may enter XX (two digits) for the temperature, and XXX/XX format for the wind data, and /W or /D for runway conditions.Enter XX for temperature into the scratchpad.

Press the 5R LSK and the pad entry of XX transfers to the REF OAT column (14°C depicted).

Enter XXX/XX for winds.Press the 3L LSK and the entry of XXX/XX will transfer

to 3L position. The value will autofill at the 4L position.Enter /W or /D for wet or dry runway if applicable.Press 5L LSK. The pad entry of /W or /D will transfer to

the 5L position (SLOPE/COND). Slope is not modelled but you can enter the value listed on the runway chart.

Press the PREV PAGE function key to return to the TAKEOFF REF (1/2) page.

We will now enter our flaps settings and CG Trim. The CG Trim values are found on the load sheet that the Configuration Manager creates.

Enter the flaps settings value of 5 into the scratchpad.Press 1L LSK and the scratchpad entry of 5 will

transfer to 1L position (FLAPS column).Enter 26 for the %MAC setting into the scratchpad.

This will tell the FMC what our center of gravity setting is.

Pause for the Cost Index...If you’ve ever wondered “How does the cost index work?” you

are not alone. Understanding and computing the cost index is a complicated affair. We are not prepared to offer the definitive answer (we may run out of paper in the process), but, what we can say is that the cost index is derived from these factors: current fuel cost, maintenance costs, flight crew and cabin crew cost per hour, aircraft leasing costs, airline schedule requirements, as well as trip distance, aircraft load, and cruise altitude winds.

The FMC Economy (ECON) calculations are based on the value entered in this field. The standard value entered is 80. Values can range from 0 to 9999. Entering “0” gives maximum range airspeed and minimum fuel consumption. Higher values increase the cruise speed and fuel consumption for the calculated ECON speed.

As reported in the LDS767 forum each real-world airline computes and adopts their own CI (cost index) figures. Here are some of the (unconfirmed) figures that have been reported in the forum:

Air Canada ................................70British Airways ..........................40Delta ......................75, 113, & 377First Choice ..............................60United ........................................40

A low cost index causes a lower cruise speed. Maximum range cruise or the minimum fuel speed schedule may be obtained by entering a cost index of zero. This speed schedule ignores the cost of time. A low cost index may be used when fuel costs are high compared to operating costs.

Modifications to the cost index are accepted within 10 nautical miles of the top of descent.

GOTCHA! Be careful not to transfer the ZFW value to the 1L (GR WT) position. Not a good thing!

Tutorial Flight 156


Press the 3L LSK. The scratchpad entry of 26 will transfer to the 3L position (CG TRIM). A trim setting of 2.4 will autofill to the left of the entered data.

If the data input has been entered in its entirety, the PRE-FLT column at the 6R LSK position will display the text string COMPLETE. The FMC is set up, but some loose ends (discontinuities) were created when the departure and arrival information were added to the route. Let’s close those discontinuities.

FMC Workout ~ Closing Discontinuities A discontinuity most often occurs when a SID, STAR,

approach or runway is added to the route. In our case, we added the departure and arrival runways and procedures for Vancouver and San Francisco. Three discontinuities were created and must be closed.

The first discontinuity was created when the SID and runway was activated. As the YVR3 SID is a “vectors” departure, the text VECTORS (with a 261° heading) was placed at the start of the RTE1 and the RTE1 LEGS page.

Let’s close the first discontinuity.Press the LEGS function key. The ACT RTE1 LEGS

(1/5) page displays. To clear the discontinuity depicted below, we need to line select the YYJ waypoint at the 3L position and copy/move it to the 2L position. Here’s how:

Press the 3L LSK abeam the YYJ waypoint. The YYJ waypoint will be copied to the scratchpad.

Press the 2L LSK abeam the data entry boxes to transfer the YYJ waypoint to the 2L position. The YYJ waypoint will replace the data entry boxes and the

discontunity between VECTORS and YYJ will be closed. When the disco is closed:

• The page title changes to MOD RTE1 LEGS. This denotes the page is being modified. The title will remain titled MOD until the modification has been completed and executed.

• All waypoints will move up one position. The CVO VOR will appear abeam the 5L position.

• The 6L LSK prompt will change from <RTE2 LEGS to <ERASE. When the 6L LSK abeam <ERASE is pressed, the last action will be undone and the discontinuity will reappear.Let’s close the second discontinuity between the CVO

and RBG waypoints.Press the NEXT PAGE fucntion key. The MOD RTE1

LEGS (2/5) page displays with a route discontiunity at the top of the page.

Press the 2L LSK abeam the RBG waypoint. The RBG waypoint will transfer to the scratchpad.

Press the 1L LSK abeam the data entry boxes. The RBG waypoint will transfer to the 1L position and the discontinuity will be closed.

Now, let’s see if you can do this on your own? Press the NEXT PAGE function key. The MOD RTE1

LEGS page (3/5) will display with the disco abeam the 2L position. Follow the previous examples and close the final discontinuity that was created when the arrival runway was chosen...

Tutorial Flight 157


The page should look like this after the disco is closed:

When the final discontinuity was closed, the succeeding waypoints moved up one lateral position and the page number changed from 3/5 to 3/4.

How did you do? If your handiwork does not match the image above, press the <ERASE prompt at the 6L LSK to undo the action. Try again.

(Here’s the answer if you’re stuck (but of course you aren’t!): the DUMBA waypoint is selected and transferred to the data entry boxes to close the discontiunuity.)

Press the NEXT PAGE function key. The MOD RTE1 LEGS page (4/4) will display.

If the legs look as depicted above, we can move one.Press the EXEC button to accept the changes.

Note that when the EXEC button was pressed, the LEGS page changed back to ACT from MOD and the 6L prompt reverted back to <RTE2 LEGS. The route modification was successful.

Good work. Almost done with the FMC setup.

EHSI Control Panel and route continuityLet’s check our route with another tool, the EHSI

Control panel. The EHSI - the LCD screen that displays the route - has six view modes that can be controlled via the EHSI Control panel, and, in concert with the FMC’s LEGS page, can be used to view the waypoints of the planned route step by step, to verify continuity. The last thing any pilot wants to see is an error in the route, so, it’s prudent to check the validity of the route.

The EHSI Control panel is located at the bottom of the main panel. By default the HSI control is set to MAP. To check the route, we need to set the control to PLAN.

Rotate the HSI knob clock-wise to PLAN. Turn the RANGE knob to 40. The EHSI will now display the route true-north orientated and the range will be 40nm.

Press the LEGS function key if the LEGS page is not open. The ACT RTE1 LEGS (1/4) page will display with the STEP> prompt at the 6R position.

Press the 6R LSK STEP> prompt to cycle through and display each waypoint of the route on the EHSI. The prompt <CTR> will appear in the center of the CDU

Tutorial Flight 158


abeam the selected waypoint. Press the 6R LSK STEP> prompt to continue to

step through every waypoint. The <CTR> prompt will step to each LEGS waypoint. Verify that there are no discontinuities or anomalies in the magenta route line. As you cycle through each waypoint, note the T/C and T/D.

Adjust the EHSI Control RANGE selector to optimize the view on the EHSI display. When viewing the waypoints near the destination, it is prudent to reduce the range to 20nm or less.

If the route appears what you planned, then you are ready to close up the FMC and move on. Before closing the FMC...

Rotate the HSI display knob back to MAP mode.Press the INIT REF function key to display the

TAKEOFF REF page. We will need to edit the takeoff data just prior to departure, so it’s handy to have the FMC set with the REF page ready.

Close the FMC. <SHIFT><7> keyboard combination or press the FMC button on the main panel.

You can save your own situation file now. Grab a cool drink. You’ve earned it. Two important preflight tasks are complete and we’re almost ready to fly (honest). The next task is to set up the AFDS (Autopilot Flight Director System) or Mode Control Panel (MCP).

Messages from fhe FMC ;)

• The FMC may not include arrival or departure procedures for

the chosen airport(s). SID / STAR procedures can be manually

inputted and saved for later use. See the FMC section of the

manual for more information.

• NOT IN DATABASE is displayed if a manually entered waypoint

identifier is not in the NAVDATA database. The waypoint can still

be entered as a latitude/longitude, or bearing/distance point.

• INVALID ENTRY is displayed if the entry format or range

is incorrect for the selected field or the entered airway or TO

waypoint does not coincide with the navigation database.

• ENTER IRS POSITION displays if the flight crew–entered

present position did not pass one of the IRS comparison checks,

or the IRS is ready to change to navigate mode and has not

received a present position entry. Use the CLEAR key to remove

this message.

A route can be created using any combination of VORs, NDBs, intersections, lat/long points, or airways. Flight plans can be found at simroutes.com, flightaware.com, and vatsim.net (to name a few).

If a 767 runs out of fuel at FL410, what do you have? A 132 ton glider with a sink rate of over 2000 feet-per-minute and marginally enough hydraulic pressure to control the ailerons, elevator, and rudder.

On July 29, 1983, veteran pilots Bob Pearson and Maurice Quintal were at the controls of Air Canada Flight 143 when the unbelievable happened: they ran out of fuel. The aircraft (Fin #604) landed safely at an abandoned Royal Canadian Air Force Base located in Gimli, Manitoba. The avoidance of disaster was credited to Captain Pearson’s “Knowledge of gliding which he applied in an emergency situation to the landing of one of the most sophisticated aircraft ever built.” Captain Pearson strongly credits Quintal for his cockpit management of “Everything but the actual flight controls,” including his recommendation of Gimli as an landing spot. The aircraft went back in service (after a million dollar repair) and has been known ever since as the “Gimli Glider”.

Excerpted from an article published in Soaring Magazine by Wade H.Nelson

UPDATE: The “Gimli Glider” still soars the skies for Air Canada. LDS767 beta team member, Rob Hall, flew from Toronto to Vancouver on the 767-200 on June 5, 2005. The Glider has survived two trips to the “desert”, and burned 22 tons of fuel on the 4.5 hour flight (PW engines), but she is still airworthy, though the 25 year old panel looks “scratched up and worn out”.

Tutorial Flight 159


AFDS Panel.......................................................... SetNav1 Radio – Located to the LEFT of the MCP. Set manual frequency if required, otherwise set to AUTO. Select AUTO.FD Switch — ON A/T Switch — OFF IAS/MACH —Set V2 from FMC. V2 is 146 knots.HDG – Set as required: runway heading 260. ALT – Set as required: 7000’ as specified the departure YVR3 departure chart, though we will go direct YYJ.Disengage bar — UP Nav2 Radio — F/O Panel. Set manual frequency if required, otherwise set to AUTO

Flight Instruments ............................................... Set NOTE These checks should be done after the IRU’s have aligned. Confirm NO FLAGS on main instrument panel. Instrument Source Selectors — NORM Airspeed - Check & set takeoff speed bugs.

Use the automatic bug setting mouse click area - the lower left corner of the Airspeed Indicator - for easy setting.

RDMI — Set pointer controls and verify headings EADI — CheckEHSI — Check. Range and display mode set as required. (Set Map mode at 10 nm).ASA — BlankAltimeter — Set altimeter VSI — Indicates 0Clock — Set. Standby Instruments — Set

Warning Annunciators ................................... Check All should be off.

Standby Engine Gauges .................................AUTOAutobrakes .........................................................OFF

EICAS ............................................................. CheckCheck CAS messages for abnormal indications. Check engine gauges for normal indications. Check STATUS page and set lower EICAS screen to the ENGINE page.

TRP .............................................. Set TO and derateThese are preselect derates for CLB 1 or CLB2. For this tutorial, we will not “derate” our takeoff. For more information, consult the LDS Performance Manuals available at the Level-D FAQ forum.

Flap Indicator ................................................... Set 0Check warning lights are off and that the indicator agrees with the flap handle.

Alternate Flap Selector .................................. NORMCheck selector set to NORM and ALTN not displayed in the LE or TE switches.

Landing Gear ................................ DOWN & GREENCheck no amber lights illuminated.

Alternate Gear Switch ....................... Guarded OFFGND PROX Override Switches (F/O PANEL) ...OFFPEDESTAL (SHIFT+5)Parking Brake ..................................................... SET Stab Trim Cutout Switches ........................... NORM Spoilers ...........................................................DOWN Throttles ......................................................... ClosedFuel Control Switches .............................. CUT OFF Flaps ..................................................................... UP Engine and APU Fire Panel ..........................Normal

Check that no handle is pulled or turned. Cargo Fire Panel ...........................................NormalTransponder ........................................................ Set

Set to desired code and leave turned OFF or set AUTO.

260146 7000

R ENG SHUTDOWNL ENG SHUTDOWNSEATBELT OFFL FWD ENT DOORBRAKE SOURCEC HYD PRIM2PROBE HEATPARKING BRAKEPROBE HEAT

The autoflight system is complex. It is recommended that the Autoflight Systems section of the manual be read in its entirety. That said, if you follow along closely, the tutorial will introduce the user to most (if not all) AFDS modes.

5 Setting the AFDS

Tutorial Flight 160


Stabilizer Trim ............................................ 2.4 unitsLocated on the Pedestal. Confirm trim setting is within the green band. 1. Use the mouse to nudge the stab trim forward and/or back until the setting is in the 2.4 range.2. To view a digital return of the stab trim, place your mouse icon over the Stabilizer Trim Gauge. NOTE Flight Simulator “Tool tips” option must be enabled to view the digital return.

Flight Controls ............................................... CheckDisplay STATUS page and check correct movement of ailerons and elevator. Restore ENGINE display when finished.

Doors .......................................... Closed, Lights OutTakeoff Briefing .....................................Accomplish

Verify performance and navigation data in the FMC and brief the takeoff procedure.

This is when our real-world PF (pilot flying) briefs the PNF (pilot not flying) for the departure procedure and give the F/A’s a shout that departure is imminent.

BING BONG! Time to go!

Comm Panel ........................................................ Set Audio Panel ......................................................... Set

Set knobs as required for initial ATC frequencies.ILS Frequency ......................................As Required

Located on the Pedestal. Set to PARK or to required ILS frequency for departure (110.55 / 260).

Aileron and Rudder Trim ................................. Set 0

Okay, Captain, our departure time has arrived (just in time, because setting up the flight deck was getting boring!). The passengers are seated, the baggage and cargo are loaded, our coffee has been delivered, and the load sheet has arrived. It’s time to push this beast away from the gate.

Before Starting Engines Cargo Heat Switches ................................ON Passenger Signs .......................................ONPress the ALERT button on the Communications panel to notify the F/A’s that it’s time to go.

EICAS Messages ........................................ CANCELHydraulic Panel ..................................... ON & AUTO

Primary electric pumps ON & demand pumps to AUTO.Fuel Panel ............................................................ Set

Turn ON fuel pumps in all tanks with fuel. Center Pumps should be OFF.

Red Anti-collision Lights .....................................ONPack Switches ...................................................OFF

Compartment temperatures will rise.

Stab Trim: 2.4U

1

2

Mike Ray’s real-world GOTCHA!The crew must ensure the nosewheel steering

and the rudder pedals are not moved until after the signal man has cleared the aircraft from the ramp. Serious injury to the tractor crew and damage to the nose assembly may result if this precaution is not observed. Complete BEFORE START Checklist before moving the aircraft.

6

Captain’s Departure Briefing

Runway heading of 260° then a left turn through

3000 feet direct to the YYJ (Victoria) VOR. The SID

dictates a climb to 7000’. VNAV, LNAV. C CMD when

direct YYJ. Set cruise altitude of 370 when direct-to

YYJ. If an engine fails after Vr, we will continue to

4000’, then make a left turn heading of 080° for a

return to CYVR and a 26R approach.

Tutorial Flight 161


After Starting EnginesGenerator Lights ....................... Confirm OFFAPU Switch ...............................................OFF

Engine Anti-Ice ...................................... As requiredUse if temp below 10°C & visible moisture observed.

Isolation Switches (L and R) ..................... CLOSEDPack Switches ................................................AUTOAutobrake Selector ............................................RTOEICAS ......................................... RECALL & CHECK

Check for appropriate CAS messages and engine indications. There should be no messages displayed in normal operations.

Ground Equipment ................................Disconnect Ensure ground connections are clear.

Runway Turn-off Lights .......................................ONNose Wheel Landing Lights ................................ONOkay, release the brakes and taxi the aircraft via JA, J,

H , D, to the D5 hold point for 26L. Charts are available on the internet at http://chartfinder.vatsim.net. Keep the taxi speed below 20 knots. During the taxi to the active runway - watch where you’re going - let’s open the FMC and set the final TOGW (which will effect our V-speeds).

Open the FMC. If the TAKEOFF REF page (1/2) does not display, press the INIT REF function key to open it.

Note the GR WT value and enter a lesser TOGW value (by 2000 kg (.2)) to the scratchpad.

Press the 5R LSK. The entry will now transfer to the 5R position (TOGW column). The V-speeds will be recalculated and the scratchpad message TAKEOFF SPEEDS DELETED will be displayed

In the example below, 133.4 has been entered and line selected to the 5R position (TOGW column). By the time the aircraft has reached 26L, the displayed GR WT value of 133.6 will be reduced by taxi fuel consumption and will most likely be closer to the TOGW of 133.4.

The FMC message TAKEOFF SPEEDS DELETED will display in the scratchpad.

Press the CLR (FK) to clear the TAKEOFF SPEEDS DELETED scratchpad message and reset the airspeed speed bugs on the airspeed indicator. Use the automatic bug setting mouse click area - the lower left corner of the Airspeed Indicator - to reset v-speed bugs.

PushbackFrom the overhead panel (Cabin

Communications Panel), press the button labelled GND CALL. The Ground Requests dialog menu will display.

Press the number 3 - [Pushback]

The pushback “Tug” window will arrive. Set the pushback distance to 40 (meters), turn to the right 90°, and enable Push & Start & Disconnect Interphone.

Follow the directions of the ground crew (if you have them enabled) and start the engines.

Starting Engines It’s time to light those General Electric CF6-80C2

engines (rated at 61,500 pounds of thrust per engine) and get this show on the road. Dave Barrinngton, 767 Captain, and a member of the LDS team, describes the performance of a lightly laden 767-300 as “four F-18s bolted together... a hot rod of immense power”. But, before you blast off save your own situation file.

Announce “Starting (Right/Left) Engine”The right engine is normally started first.

L or R Start Selector ......................................... GNDOVERHEAD PANEL: Set the appropriate start selector to GND to begin the start sequence.

L or R Fuel Control Switch (Pedestal) ............. RUNLOWER EICAS: When N2 reaches a minimum of 18%, set appropriate fuel control selector to RUN and monitor EGT on the upper EICAS for lightoff. Abort the start for abnormal indications or if temperature exceeds 750 during start. Confirm N1 rotation within 30 seconds of Stabilized N2.

At 50% N2, confirm Start Selector returns to AUTOIMPORTANT Repeat procedure for remaining engine.

12

87

Tutorial Flight 162


Before TakeoffFlaps ................................................. Set for Takeoff

Set 5 or 15. For the purposes of this tutorial set flaps 5.Flight Attendants ...........................................Notify

Press the ALERT button on the Communications panel.

TakeoffOnce the aircraft arrives at the hold point for

runway 26L, imagine that the Vancouver Tower controller clears LDS001 to position and hold on runway 26L.

The takeoff - like the landing phase - is the most intense part of the pilot’s job. Please take the time to read the entire takeoff section before actually trying to take to the air with the 767 simulator.

Okay... you’ve read the entire section, right? Right?!Arm the autothrottle and turn on the anti-collision lights

before entering the runwayA/T .......................................................................ArmExterior Lights .................................................... Set

Turn on landing and anti-collision lights.When lining up do not waste runway length. Don’t

worry about not being properly lined up on the runway centreline. Correct this during the takeoff roll.Vancouver Tower clears LDS001 for takeoff, runway 26L.

Transponder .........................................AUTO or ONTCAS .........................................................Set TA/RA

Note: To toggle traffic on the EHSI, press the top of the EHSI Range Selector knob. A TCAS OFF message is shown on the EHSI if the TCAS display is toggled OFF.

Clock ETE .......................................................... RUNThrottles ....................................Advance to 70% N1

Smoothly advance the throttles to approximately 60-70% N1, and allow the engines to stabilize.

A/T ................................1 Arm & 2 engage N1 mode

Switch on the autothrottle and press the N1 button on the AFDS (MCP). Verify proper thrust is set prior to 80 knots. Observe the takeoff thrust being set (N1 gauge), and eventually agree with the visible TO limit, then, advance the throtlles fully to the foward position. Keep a slight forward pressure on the yoke to enhance nosewheel contact to the asphalt, and slowly release the pressure when you pass 80 knots.

Verify 80 knotsVerify that THR HOLD mode is displayed in the top left corner of the EADI. Observe the FMA annunciating the release of the A/T servos with THR HOLD, and make a mental note of moving from the low-speed abort to the high-speed abort stage.

At 5 kts before V1 (in our case, 125 knots) move your hand from the throttle lever to the yoke and mentally prepare to take ANY problem into the air, excluding situations where the aircraft controllability is severely impaired or if the aircraft otherwise becomes unflyable

Monitor airspeed for V1 and VrAt Vr, rotate smoothly until airborne and then establish an approximate 15° pitch up attitude. Then follow the magenta colored Flight Director pitch commands on the EADI.

At Vr begin a steady pull (2-3° of rotation per second) on the yoke to establish a gentle but firm rotation and liftoff.

Once in the air, point the nose of the aircraft to an attitude that will result in a speed of v2+15 to v2+25, but do not exceed 25° of pitch.

After liftoff, once a positive rate of climb (VSI shows climb and altimeter is showing increase in altitude) is established, you can then raise the landing gear.

Positive rate of climb .................................. Gear UpGear handle UP, then OFF when retracted.

Try to keep the V2+15 (to 25) pitch profile. If the aircraft accelerates past the target speed, do not increase the pitch to slow down, just settle with what you end up with.

At 400’Select LNAV or HDG SEL on the AFDS (MCP) as required. For LNAV, use the DIRECT TO procedure or intercept the route course using HDG SEL.

If the departure is complicated - which is not the case here - you could assist the aircraft by flying the first turns in HDG SEL, and engaging LNAV once you’re past the shorter legs.

At 1000’ Engage VNAV. Follow Flight Director commands.Alternately, select FLCH and set the MCP speed to 240 knots.

At 1000’ AGL select a VERTICAL mode from the MCP. Choose VNAV, FLCH or V/S. V/S is used primarily in an engine out situation.

Through 1500’ AGL pitch the nose down slightly, press C CMD on the MCP. The aircraft should continue on runway heading.

12

Follow the commands of the Flight Director bars on the EADI.

9

Tutorial Flight 163


After TakeoffLanding Gear ......................................................OFFFlaps ..............................Retract upon acceleration

Confirm Climb thrustVerify thrust set to CLB, CLB1 or CLB2 as desired (Upper EICAS between the N1 displays).

Open the FMC.We want the aircraft to turn direct-to the YYJ VOR.

The easiest way for LNAV to join a route is to fly directly to a waypoint in the LEGS page. This is done by line selecting a waypoint into the active waypoint position (1L LSK of LEGS page 1). The FMC calculates a direct course to the waypoint and displays the modification on the EHSI with blue dashes. Pressing the EXEC function key and the LNAV button on the MCP causes the AFDS to fly directly to the waypoint.

Press the LEGS function key. The ACT RTE1 LEGS (1/4) page will display.

Press the L LSK abeam the YYJ waypoint to transfer it to the scratchpad.

Press the 1L LSK abeam the VECTORS text and the YYJ scratchpad entry transfers to the 1L position. A curved blue dashed line will overlay on the EHSI. This denotes a route modification is selected.

Press the EXEC (FK). The dashed blue line on the EHSI is activated and becomes a solid magenta route line connected to the first waypoint (YYJ) of our filed route.

If LNAV, VNAV, and C CMD on the MCP are engaged, the aircraft should start a left turn direct to the YYJ VOR. If they are not engaged, engage LNAV and VNAV modes and connect the autopilot (C CMD) and the aircraft will turn direct to the YYJ VOR.

Select 37000 in the ALT window on the MCP (if you haven’t already done so). The aircraft is now controlled by the AFDS in lateral (LNAV) and vertical (VNAV) modes (with the A/P engaged) to follow the FMC’s lateral flight plan of YYJ to SFO and the vertical flight level of 370.

Rotate the HSI RANGE button on the main panel from 10nm to 160nm to view more of the route on the EHSI. The magenta line should display as a contiguous line extended from the aircraft position through each waypoint on the route.

After cleaning up the aircraft, and beginning our climb to 37000 feet, there are some procedural things that you need to attend to. On this tutorial flight climb derates are not used, so the climb will be rather brisk. If conditions permit, select the Seat Belt sign to AUTO to release the cabin and turn the landing lights OFF through 10000 feet. After passing the transition altitude at 18000 feet, set the altimeter to standard setting (29.92 Hg / 1013mb).

Be prepared to operate the FMC during the early phases of the climb to go DIRECT-TO to a new waypoint or to manipulate the flight plan in some other way if ATC instructions require you to do so. Don’t be overwhelmed by the many tasks you are facing at this time. Complete one task at a time in a systematic manner. Don’t concern yourself with errors you may make during this phase of the flight. Concentrate on getting the aircraft safely on its way within the published boundaries of the departure.

Above all: FLY THE AIRCRAFT.

Climb and Cruise Above 10,000 feet Landing lights ...................................................OFF

Above 18,000 feet (or transition altitude)Set altimeters ................................................ 29.92” The cruise phase on a modern jetliner aircraft is

probably the most neglected phase when it comes to simulated flying. Many simmers (even experienced ones) tend to think that during the cruise there’s really nothing left for the pilot to do than to just read the newspapers and enjoy the view! While this is partly true (only partly), the cruise phase is just as important as the more hectic departure & arrival phases of flight. During the cruise it is important to prepare for possible trouble and otherwise monitor the aircraft systems, AFDS, FMC, fuel, and routing (as well as reading the paper). Remember, you have to be ahead of the aircraft at ALL TIMES.

Some important activities during the cruise phase are:Make periodic observations on the fuel consumption

of the aircraft, and compare the figures you see to the numbers on your flight plan log. This is not done just to see if unpredicted winds are eating your valuable reserve fuel, but to also be on the lookout for possible fuel leak. Yes, the aircraft can, in theory, experience a fuel leak that might go unnoticed, unless a strict fuel amount monitoring policy is implemented.

Flap retraction schedule When passing Set flaps Vref30+20 5 Vref30+40 1 Vref30+60 UP

When flaps are UP, maintain a minimum airspeed of Vref30+80. Normally climb out at 250 knots until reaching 10,000‘. Then accelerate to 300 knots or FMC ECON speed. Once flaps are UP, move the gear lever to the OFF position to depressurize the landing gear hydraulics.

ACT RTE 1 LEGS 1/4

RTE 2 LEGS

Tutorial Flight 164


Always be prepared to change the planned course of your flight, in case something goes wrong. There can be many kinds of unexpected events that will force you to change your route towards an enroute alternate.

Some events include a medical emergency, technical issues, or unexpected requests by ATC. Whatever the reason, you should be able to make a logical and quick decision to ensure the safety of your aircraft and passengers.

Even though the LDS767 has a fully operational TCAS, it doesn’t relieve you from keeping a constant traffic lookout during the cruise phase. The TCAS is not an all-encompassing or all-knowing device. While enjoying the view, scan the outside of the aircraft for air traffic.

Prepare for the arrival. Get charts ready, adjust the minimum altitudes on your gauges, and consider the many possible obstacles that you could see during your approach into destination. Review the arrival and approach plates; review and program the missed approach procedure; review the predicted weather and its effect on your arrival. Always remember to keep the FMC in the loop for a better situational awareness. This means that you should make the FMC route look like your planned arrival. Of course you also have to make sure you can transition to raw data if needed (i.e. Fly on the basic navigational instruments). In short: PREPARE.

Fuel PanelMonitor balance and turn off Center Fuel Pumps when center tank is empty.

In real operations of the 767, the cruise phase would be the time when the flight crew would program the arrival approach/runway. For the purposes of this tutorial we programmed the arrival runway during the FMC setup while we were on the ground in Vancouver. We chose to land on runway 28R at San Francisco (the preferred arrival runway). In the real world, the winds (weather) and air traffic control would dictate which runway we would land on. If you are using an active weather program and the winds are above 08kts, 28R may not be appropriate. If you’re comfortable planning a different arrival runway, go right ahead: for the purposes of this tutorial, we will stick with runway 28R.

If we were connected to an online network, there is a very good likelihood that our arrival would be altered (ATC may dictate crossing & speed restrictions, or provide vectors off our planned arrival route altogether). In such circumstances, it is best to have a pen & paper handy to write down all clearances.

Continue to the monitor the aircraft systems, fuel burn, wind data, etc. During the cruise phase of flight, with VNAV, LNAV and C CMD engaged, the EADI will display:

The " EADI Displays A/T flag” option is enabled. Therefore, the A/T flag will be displayed below the first column at the top of the EADI if the A/T is engaged.

Since “Otto” seems to have things under control, let’s examine some of the other pages available on the FMC.

PROGRESS PagePress PROG (FK). The PROGRESS page (1/2) will

be displayed. Note the estimated fuel for each waypoint and the destination. Compare the progress data with the included flight plan. Record the fuel burn data into the flightplan fuel columns.

Press NEXT PAGE (FK). The PROGRESS (2/2) page will be displayed. Note the information displayed on PROGRESS page and compare them to the flight plan. Make notes on your flight plan for fuel burn, winds aloft, and check to make sure the aircraft will arrive with fuel to spare: nothing worse than heading to an alternate due to weather and not having the requisite fuel to get there. That’s a big “Oooops”. Just ask the crew of the Gimli Glider how much fun that is.

Fun with the Flight CrewI’m almost positive that our LDS767 Technical

Advisors don’t get a lot of time to kick back and read the newspaper on a short hop like this flight, but, those eight to 11 hour flights provide the time to enjoy a few cups of java, perhaps ponder the imponderables, complete a few crosswords, and try not to fall asleep!

Want to have some harmless and childish fun?Always wondered how long it takes to cool or warm the

passenger cabin compartments?Turn your attention to the Air Conditioning Controls

panel in the upper right corner of the Overhead. The default setting for COMP TEMP are 24°C or 68°F. Let’s cool things off.

Rotate the temperature control knobs from the default Auto setting to full C (Cold).

Wait. A F/A is bound to request more heat in the FWD, MID or AFT cabin.

Repeat with full W (Warm)!On a long haul flight, this game provides the flight crew

with hours of enjoyment. And, if you want to catch a short nap, can also be used as a fool-proof alarm clock!

SPD | VNAV PTH | LNAV | CMD

Tutorial Flight 165


DescentWhen the aircraft is approximately 30nm back of the

T/D Dial 11000 in the MCP ALT Window.Choose a descent option below. For this tutorial we will

use the first option, the VNAV descent. But, if you want to try the tutorial again, try a different descent option.

Below 18,000 feet ....................... Set local altimeterBelow 10,000 feet Landing Wing Lights ............ON Verify FMC arrival and approach.

Program arrival & approach fixes. We’ve already done this, but if you are flying online,

and ATC wants you on Runway 28L, make the changes, or request the right side (28R).

Flight Instruments and Radios .......................... SetSet, tune and identify instruments and radios required for an instrument approach.

Airspeed Bugs..................................................... SetSet speed bugs for landing (use automatic bug speed mouse click area for easy setting).

Autobrakes ............................................ As requiredSet 1 through MAX AUTO as appropriate. The use of autobrakes is at pilot discretion.

Approach briefing .....................................CompleteReview, discuss, evaluate, and confirm all aspects of the impending arrival. That means planning the procedure for go-around and/or missed approach; final speed & flaps/setting; other pertinent information that you and your crew will need to make a safe landing.

VNAV PageLet’s look at the VNAV pages...Press VNAV function key. The ACT ECON CRZ

(2/3) page will be displayed. On this page, you can view the flight level, cruise speed, step climb format (in this instance RVSM (2000)), step climb information, destination estimated time of arrival and fuel, and the optimum and maximum calculated flight levels. You can manually change your flight level, cruise speed, and step climb format, as well as access FMC sub pages.

Press NEXT PAGE function key. The ECON DES (3/3) page will be displayed. On this page, you can view your destination runway, the runway altitude, the speed for the descent, the speed transition altitude. You can manually input a speed restriction.

Enter 240/10000 into the scratchpad, and press 4L LSK to set the Speed Restriction. The SPD TRANS will be removed and the SPD RESTRC will be set.

The DES NOW> at 6R position will enable an immediate descent to the commanded MCP altitude.

The aircraft be should nearing the T/D... so without further adieu, let’s get serious and drop this aircraft into San Francisco where we can enjoy some of the sights and sounds of the Bay area.

Unfortunately, your return leg has arrived via the ACARS (CUIT2.RBL J1 SEA PAE.PAINE1). So, enjoy ‘frisco, baby: you have one hour to turn the aircraft around as Flight 003, San Francisco to Vancouver.

Descent Options1. VNAV descent. Don’t touch anything! When the

aircraft reaches T/D it will automatically descend to the targeted MCP altitude (11000’) at LOZIT.

2. DES NOW > to descend before the calculated T/D. Press VNAV (FK). ACT ECON CRZ page displays.Press NEXT PAGE until DES NOW> appears at the CDU’s 6R LSK. Press 6R LSK. Press EXEC. The aircraft will descend to 11000’.

3. FLCH (Flight Level Change). Enter 11000’ in the Altitude Target Window on the MCP.Press FLCH (MCP). Enter the appropriate descent (300 knots) airspeed (IAS/MACH on MCP).

4. Change the Cruise Altitude.Press VNAV (FK). ACT ECON CRZ page will display. Enter 11000 in the scratchpad.Press 1L LSK 10000 to 1L (CRZ ALT).Press EXEC. The aircraft will descend to 11000’.

Tutorial Flight 166


SW

- 2 , 1 5 FE

B 2 0 0 7 t o 1 5 M

AR

2 0 0 7

SW

- 2, 1

5 F

EB

20 0

7 to

15

MA

R 2

007

SW

-2, 15 FE

B 2007 to 15 M

AR

2007

SW

-2, 1

5 F

EB

200

7 to

15

MA

R 2

0 07

Approach Briefing

103°

During the initial descent, take the time to reexamine the charts and brief the flight crew on the planned approach.Consult the charts on this page.This is the plan:• Cross LOZIT at 11000.• Depart SFO heading of 070°, HDG SEL mode.• Outbound SFO 1 to 1.5 minutes (depending on the aircraft speed), 070° heading.• Right turn 103°, downwind leg. Descend to 3000, FLCH mode, 220 knots.• When G/S Deviation Scale (EADI) above the center mark, right turn base leg to 230° or direct the DUMBA waypoint.• Intercept the 28R LOC (111.7 & 283°).• Go around: 281°, climb to 3000’ direct to VIKYU INT and hold.

• Don’t forget to ALERT the F/A’s BEFORE you begin the descent phase. No need to have the coffee carts rolling down the aisles!• The RESET MCP ALT message (FMC scratchpad) displays 20nm back of T/D as a reminder to reset the MCP altitude to a lower value. Use the reminder to ALERT the F/A’s of the descent.• Verify that the FMC data is correct.• If you are running an active weather program, reset the altimeter to the KSFO local barometric setting once the aircraft has passed 18000 feet.• Though not SOP, I prefer to start the APU on the downwind leg (just in case).

070° ~ 1 to 1.5mins

NOTE The procedure outbound the SFO VOR is a

nonstandard vector approach (based on the old “Down

the Bay” visual approach).

!

Tutorial Flight 167


APPROACH REFWe need to set our flaps and VREF for the approach

into San Francisco. Press the INIT REF function key. The APPROACH REF

page (1/1) displays.Press the 2R LSK abeam the flaps 25° and VREF

137KT text. The flap/speed setting of 25/137 will be entered in the scratchpad.

Press the 4R LSK (---/---) in the FLAP/SPEED column. The scratchpad entry of 25/137 will be transferred to the 4R position.

Reset the airspeed speed bugs for the arrival - the airspeed invisible click spot - and get ready to get busy!

As we get closer to the LOZIT waypoint, watch the airspeed. If it looks likes the aircraft may miss 240 knots at LOZIT, stick out the Speedbrakes <SHIFT></> to slow the 767 down. The FMC message DRAG REQUIRED will display in the scratchpad if the vertical path restriction cannot be met. Get those speedbrakes out!

The aircraft should be nearing the LOZIT waypoint. Once the aircraft is level at LOZIT at 11000’...

Dial 6000 into the MCP ALT (Altitude) target windowPress the MCP FLCH button. The FLCH button will

illuminate. The MCP’s IAS/MACH window will display the current airspeed.

Dial 240 in the MCP’s IAS/MACH window to command the aircraft to descend at 240 knots. The aircraft will adjust the nose attitude to meet the commanded speed.

EADI displays THR HOLD | SPD | LNAV | CMDThe " EADI Displays A/T flag” option is enabled. Therefore, the A/T flag will be displayed below the first column at the top of the EADI if the A/T is engaged.

The aircraft should be nearing the SFO VOR. Press the MCP HDG HOLD button to command the A/P

to HOLD the current heading (124°). Allow the aircraft to settle at 240 kts and 6000’.

Dial the MCP target heading to 070° to prepare for the left turn at the SFO VOR. Do not press the HDG SEL button just yet. We want the aircraft to continue on the heading of 124°, direct SFO.

When the aircraft crosses the SFO VOR...

Press the HDG SEL button. The aircraft will turn to the assigned MCP heading of 070°. We need to time the outbound leg.

Press the CHR button (Chronometer) on the Clock Display (upper left corner button on the clock) to start the timer. The elapsed time will now display on the ET/CHR digital display.

EADI displays THR HOLD | SPD | HDG SEL | CMDFly outbound from the SFO VOR for 1 to 1.5 minutes.Press the MCP HDG HOLD button, to command the

A/P to HOLD the current heading (070°).Dial the MCP target heading to 103° to prepare for

the right turn for the downwind leg. Do not press the HDG SEL button. We want the aircraft to continue on the heading of 070°, until 1 to 1.5 minutes has elapsed.

Once the time has elapsed on the CHRONO...Press the HDG SEL button. The aircraft will turn to the

assigned MCP heading of 103° and head south above the San Francisco Bay. Time to lower the altitude and speed.

Dial 3000 into the MCP ALT target window.Press the MCP FLCH button. Dial 200 into the MCP SPD window.

The aircraft will descend to 3000’ at 200 knots.We’ve got great weather on a visual approach, but you

can set the Decision Height (DH) on the PEDESTAL and a reference bug on the altimeter. By default the DH is is set to 200.

Dial to 220 to set DH.

Decision Altitude/HeightOnce established on an approach, the (auto)pilot will follow the

ILS and descend along the glideslope, until the Decision Altitude is reached (for a typical Category I ILS, this altitude is 200 feet above the runway). At this point, the pilot must have the runway or its approach lights in sight to continue the approach. If neither can be seen, the approach must be aborted and a Missed Approach procedure will be initiated, where the aircraft will climb back to a predetermined altitude. From there the pilot will either try the same approach again or divert to another airport.

http://en.wikipedia.org/wiki/Instrument_Landing_System

Tutorial Flight 168


As the aircraft continues downwind and slows to 200 knots and descends to 3000 feet, confirm that the 28R ILS frequency and front course is tuned to 111.70 and 283° on the ILS Radio. Press the C ILS key on the Audio Control Panel to identify the ILS frequency.

When the aircraft is almost abeam the DUMBA waypoint, keep an eye on the Glideslope Deviation Scale on the EADI. When the G/S deviation needle moves above the center scale line, the aircraft is BELOW the glideslope, and we can plan the base leg turn to intercept the localizer.

Press the MCP HDG HOLD button mode to maintain the current heading of 103°.

Dial the MCP heading select to 230° or adjust the heading bug until the heading pointer intersects the DUMBA waypoint on the EHSI.

Press the MCP HDG SEL button. The aircraft will turn to the commanded heading of 230° (or as set). Adjust the aircraft’s heading select to intersect the DUMBA waypoint.

Press the MCP LOC button.EADI displays SPD | ALT HLD | LOC | CMD

Continue on a 250° heading to intercept the localizer. In general terms, try to intercept the localizer on a heading of no more than 30° to the final approach course.

Dial 170 in the MCP SPD window.When the aircraft nears the localizer intercept point

(DUMBA 170/3000’), it will turn to 283° and follow the localizer’s lateral path inbound to runway 28R.

EADI displays SPD | ALT HLD | LOC | CMD Press the MCP APP button. CMD (3) buttons will

illuminate. The AFDS is configured to follow the ILS on its glideslope path. Monitor your airspeed. Extend the flaps (if the F/O option is disabled) per the Flaps schedule.

Once fully established on the glideslope (and the aircraft has descended below 3000’), reset the MCP ALT Window to 3000’ for the Missed Approach Procedure.

EADI displays SPD | G/S | APP | CMD

Landing Flaps ............................Extend during decelerationOn downwind

Set flaps 5 & speed 180 (Vref30+60). We’re keeping the speed up until intercept.

Glideslope alive or 1500’ RAGear DOWN and Flaps 20.

Speed brakes ...............................................ARMED Glideslope capture or 1000’ RA

Set flaps for landing (25 or 30). Landing flaps 30 is normal. Set speed to Vapproach. We’re going with flaps 25.

Set Missed Approach altitudeDial 3000’ altitude into MCP ALT window.

Monitor approach progressAt DA (instrument approach) or 500 feet, announce LANDING. If unable to land, execute a go-around (Go-around Procedure is outlined on the next page).

TouchdownVerify spoiler deployment and decelerate using reversers and brakes (F2 key). Disconnect autopilot and autobrakes prior to turning off the runway.

The Autoland Status of the aircraft is annunciated on the ASA at 1500 feet radio height as the multiple autopilot operation engages. FLARE and ROLLOUT are annunciated in white on the EADI when multiple autopilots are engaged.

Sure, you could let the aircraft land itself, but why not disconnect the autopilot and hand fly her home?

Final approach airspeed is maintained until crossing

CMD

center scale line

G/S deviation needle moves upward

Flap extension schedule When passing Set flaps Vref30+80 Flaps 1 Vref30+60 Flaps 5 Vref30+40 Flaps 15/20 Vref30+20 Flaps 25/30

When flaps are 25/30, the minimum speed is Vapproach. Vapproach = Vref30 + wind factor. Wind factor = ½ steady headwind + gust factor. Gust factor = gust reported – steady wind.

LOC I-GWQIDENT CODE• •— — •• — —— — • —

Tutorial Flight 169


Shutdown Parking Brake ..................................................... SETAPU or External Power ............................. Establish

Verify APU is running or request/select external power.Engine Anti-Ice Switches ..................................OFFIsolation Switches (L and R) ...............................ON

This permits the APU to supply air to both packs.Fuel Control Switches .............................. CUT OFF Seat Belt Sign .....................................................OFF Hydraulic Panel ................................................... Set

Turn OFF Primary electric pumps and all demand pumps. Primary engine pumps are left ON.

Fuel Pump Switches ..........................................OFFRed Anti-Collision lights ...................................OFF

Complete Shutdown IRS Mode Selectors ...........................................OFFEmergency Light Switch ...................................OFF Window Heat Switches ......................................OFFCargo Heat Switches .........................................OFFPack Switches ...................................................OFFAPU or External Power .............................. Deselect

Deselect external power or turn off the APU. Standby Power Selector ....................................OFFBattery Switch ....................................................OFF

runway threshold. Speed is then reduced so as to touch down at the double white bug speed plus gust additive. Flare is initiated when the main gear is approximately 30 ft above the runway. Increase pitch attitude by approximately 2°, then smoothly reduce thrust levers to idle. Maintain this pitch attitude until touchdown.

Do not allow the airplane to float, but fly the aircraft onto the runway and accomplish the landing roll procedure. On touchdown, PNF calls “SPEEDBRAKES UP”, or if the speedbrakes do not extend automatically the PNF calls “NO SPEEDBRAKES”. The Captain will extend the speedbrakes manually.

When the main gear is firmly on the runway and speedbrakes have deployed, the PF selects the reverse thrust levers to the interlock position and lowers the nose wheel onto the runway. When the interlocks release the PF selects the pre-determined level of reverse thrust. The PNF monitors reverse thrust and autobrakes. If one or both reversers do not operate, the PNF advises the PF of the condition, e.g., “NO LEFT REVERSE”. The PF controls reverse thrust and wheel braking as necessary.

After LandingReduce reverse thrust at 80 knots. Thrust should be

at idle by 60 knots.Exterior Lights ...................................... As required

Landing lights OFF. Nosegear can stay ON. White anti-collision lights OFF. Runway turn-off lights ON.

Flight Director Switches ....................................OFFAutobrakes .........................................................OFFSpeed brakes .................................................DOWNStab Trim........................................................ 4 unitsFlaps...................................................................... UP Transponder .......................................................OFFAPU ........................................................ As required

Start APU prior to arrival if external power is not available. All right, you’ve made it. Nice job, Captain. You are

cleared to taxi to the gate... during the taxi, it’s a good idea to get the APU back up and running (you may want to start the APU even before landing).

We’re not planning on staying long at KSFO... just enough time to unload and reload, so there’s no need to do a complete shutdown. The Complete Shutdown checklist has been included for future reference.

Thanks for flying with us...You’ve got just enough time to reset the aircraft’s systems for the return leg to Vancouver: CUIT2.RBL J1

SEA PAE.PAINE1. The techniques and procedures described in this tutorial flight can be utilized for every route you fly. To fully understand the Level-D Simulations 767, refer to the operating manual.

We’ve included some tutorial extras on the following pages: a condensed checklist, flightplans, color panel reference screenshots, setup stuff, resources, fuel planning tips from “Willy Wonka” and some observations from real-world 767 drivers (and forum regs), Mr.X & Y.

Tutorial Flight 170


Normal ChecklistPREFLIGHT

PASSENGER SIGNS ............................................................ SET FLIGHT INSTRUMENTS ....................................................... SET PARKING BRAKE .................................................................. SET FUEL CONTROL ........................................SWITCHES CUT OFF

BEFORE START AFDS MCP ............................................................................. SET AIRSPEED BUGS .................................................................. SET FMC CDU ............................................................................... SET TRIM ..............................................................................___UNITS FLIGHT CONTROLS .........................................................CHECK

AFTER STARTENGINE ANTI-ICE ............................................................AS REQISOLATION SWITCHES (L AND R ......................................... OFF EICAS RECALL .................................................................CHECK AUTO BRAKES ......................................................................RTO GROUND EQUIPMENT .................................................... CLEAR

BEFORE TAKEOFF FLAPS .............................................................................. SET___

AFTER TAKEOFF LANDING GEAR SELECTOR ................................................ OFF FLAPS ...................................................................................... UP

APPROACH PRESSURIZATION ........................................ SET LANDING ALT AIRSPEED BUGS .................................................................. SET ALTIMETERS ......................................................................... SET EICAS RECALL .................................................................CHECK

LANDING SPEEDBRAKES ............................................................... ARMED LANDING GEAR ................................................................. DOWN FLAPS .............................................................................. SET___

SHUTDOWN HYDRAULIC PANEL ............................................................... SET FUEL PUMP SWITCHES ....................................................... OFF FLAPS ...................................................................................... UP SPEEDBRAKE LEVER ....................................................... DOWN PARKING BRAKE ................................................................... SET FUEL CONTROL SWITCHES ........................................CUT OFF

COMPLETE SHUTDOWN IRS SELECTORS ................................................................... OFF EMERGENCY LIGHTS SWITCH ........................................... OFF WINDOW HEAT SWITCHES .................................................. OFF PACK SWITCHES .................................................................. OFF APU / EXTERNAL POWER .................................................... OFF STANDBY POWER SELECTOR ............................................ OFF BATTERY SWITCH ................................................................ OFF

Tutorial Flight 171


FSBUILD FLIGHT PLANFLT REL IFR LDS0001 CYVR-26L/KSFO-28R MACH 80 A/C B767-300 LEVEL-D FUEL TIME CORR TOGWT LDGWT AVG W/CTAXI 000000 0000 . . . . 133173 123336 M002DEST KSFO 009837 0141 . . . . ELEV. 10 FTRESV 003120 0045 . . . .ALTN 001091 0015 . . . . ALTN KOAK DIST 9HOLD 001040 0015 . . . .EXTRA 001387 0020 . . . . ZFW 116698 PAYLOAD 024698TTL AT TO 016475 0316 . . . . DIST 0709REQD 016475 0316 . . . . ETD

CLB BIAS 0.0% CRZ BIAS 2.4% DSC BIAS 0.0%DEP BIAS 0 MIN 0 DIST 0 FUEL, ARR BIAS 0 MIN 1200 FUEL

YYJ J589 RBG.GOLDN4/0141

M/H FL WIND ATCTO NM AWY M/C TAS G/S ZT ACTME ETA ATA ACBO ABO REM AREM

N4843.6/W12329.0 183 CLB 155018 CZVRYYJ 113.70 031 DCT 185 331 308 00/06 00/06 .../... 0019/... 0145/...

N4814.6/W12327.5 169 CLB 260069 SEASQUIM 029 J589 159 406 398 00/04 00/11 .../... 0028/... 0136/...

N4759.5/W12319.5 168 CLB 261066 SEATOC 016 J589 160 469 461 00/02 00/13 .../... 0030/... 0133/...

N4708.8/W12324.5 171 370 273084 SEAELMAA 050 J589 160 457 461 00/06 00/19 .../... 0035/... 0129/...

N4429.9/W12317.6 169 370 273072 SEACVO 115.40 159 J589 160 460 462 00/20 00/40 .../... 0050/... 0114/...

N4310.9/W12321.1 169 370 272039 SEARBG 108.20 079 J589 165 459 459 00/10 00/50 .../... 0058/... 0106/...

N3921.1/W12314.9 166 370 272037 OAKTOD 230 GOLDN4 161 459 456 00/30 01/20 .../... 0079/... 0085/...

N3903.1/W12316.4 164 DSC 247021 OAKENI 112.30 017 GOLDN4 161 458 455 00/02 01/23 .../... 0080/... 0084/...

N3804.7/W12252.0 146 DSC 315001 OAKPYE 113.70 062 GOLDN4 145 367 359 00/10 01/33 .../... 0083/... 0081/...

N3753.9/W12240.3 125 DSC 166016 OAKLOZIT 015 GOLDN4 124 290 276 00/03 01/36 .../... 0084/... 0080/...

N3741.7/W12227.3 125 DSC 174009 OAKDUXBY 016 GOLDN4 124 250 243 00/03 01/40 .../... 0085/... 0078/...

N3737.1/W12222.4 117 DSC 358017 OAKSFO 115.80 006 GOLDN4 120 210 222 00/01 01/41 .../... 0086/... 0078/...

N3737.1/W12222.4 344 358017 OAKKSFO 000 GOLDN4 345 210 194 00/00 01/41 .../... 0098/... 0066/...

Flight Plan KILOGRAMS

w w w . f s b u i l d . c o m

CG/TRIM

26% / 2.4

YVR3 26L 7000

JA J H D - D5 HP

17,100

27369116728

133800

Tutorial Flight 172


FSBUILD FLIGHT PLANFLT REL IFR LDS001 CYVR-26L/KSFO-28R MACH 80 A/C B767-300 LEVEL-D FUEL TIME CORR TOGWT LDGWT AVG W/CTAXI 000000 0000 . . . . 291515 271371 M002DEST KSFO 020144 0141 . . . . ELEV. 10 FTRESV 006878 0045 . . . .ALTN 002407 0015 . . . . ALTN KOAK DIST 9HOLD 002293 0015 . . . .EXTRA 003057 0020 . . . . ZFW 256736 PAYLOAD 054336TTL AT TO 034779 0316 . . . . DIST 0709REQD 034779 0316 . . . . ETD

CLB BIAS 0.0% CRZ BIAS 2.4% DSC BIAS 0.0%DEP BIAS 0 MIN 0 DIST 0 FUEL, ARR BIAS 0 MIN 1200 FUEL

YYJ J589 RBG.GOLDN4/0141

M/H FL WIND ATCTO NM AWY M/C TAS G/S ZT ACTME ETA ATA ACBO ABO REM AREM

N4843.6/W12329.0 183 CLB 155018 CZVRYYJ 113.70 031 DCT 185 331 308 00/06 00/06 .../... 0043/... 0304/...

N4814.6/W12327.5 169 CLB 260069 SEASQUIM 029 J589 159 406 398 00/04 00/11 .../... 0061/... 0286/...

N4759.5/W12319.5 168 CLB 261066 SEATOC 016 J589 160 469 461 00/02 00/13 .../... 0068/... 0279/...

N4708.8/W12324.5 171 370 273084 SEAELMAA 050 J589 160 457 461 00/06 00/19 .../... 0078/... 0269/...

N4429.9/W12317.6 169 370 273072 SEACVO 115.40 159 J589 160 460 462 00/20 00/40 .../... 0111/... 0236/...

N4310.9/W12321.1 169 370 272039 SEARBG 108.20 079 J589 165 459 459 00/10 00/50 .../... 0128/... 0219/...

N3921.1/W12314.9 166 370 272037 OAKTOD 230 GOLDN4 161 459 456 00/30 01/20 .../... 0174/... 0173/...

N3903.1/W12316.4 164 DSC 247021 OAKENI 112.30 017 GOLDN4 161 458 455 00/02 01/23 .../... 0175/... 0172/...

N3804.7/W12252.0 146 DSC 315001 OAKPYE 113.70 062 GOLDN4 145 367 359 00/10 01/33 .../... 0182/... 0164/...

N3753.9/W12240.3 125 DSC 166016 OAKLOZIT 015 GOLDN4 124 290 276 00/03 01/36 .../... 0185/... 0162/...

N3741.7/W12227.3 125 DSC 174009 OAKDUXBY 016 GOLDN4 124 250 243 00/03 01/40 .../... 0188/... 0159/...

N3737.1/W12222.4 117 DSC 358017 OAKSFO 115.80 006 GOLDN4 120 210 222 00/01 01/41 .../... 0189/... 0158/...

N3737.1/W12222.4 344 358017 OAKKSFO 000 GOLDN4 345 210 194 00/00 01/41 .../... 0201/... 0146/...

Flight Plan POUNDS

w w w . f s b u i l d . c o m

CG/TRIM

26% / 2.4

YVR3 26L 7000

JA J H D - D5 HP

36,200257,337

60337

293500

Tutorial Flight 173


Navlog Fuel Plan Headers and Explanations

FLT REL IFR LDS001[1] CYVR-26L/KSFO-28R[2] MACH 80 [3] A/C B767-300 LEVEL-D[4] FUEL TIME CORR TOGWT LDGWT AVG W/C[5] TAXI 000000 0000 . . . . [13]280406 [14]259835 [15]M011[6] DEST KSFO 020570 0148 . . . . ELEV. 10 FT[7] RESV 006878 0045 . . . .[8] ALTN 002407 0015 . . . . [16] ALTN KOAK DIST 9[9] HOLD 002293 0015 . . . .[10] EXTRA 003057 0020 . . . . [17] ZFW 245200 PAYLOAD 048200[11] TTL AT TO 035206 0323 . . . . [18] DIST 0737[12] REQD 035206 0323 . . . . ETD

[19] CLB BIAS 0.0% CRZ BIAS 2.4% DSC BIAS 0.0%DEP BIAS 0 MIN 0 DIST 0 FUEL, ARR BIAS 0 MIN 1200 FUEL

[20] CYVR YVR J126 EUG J143 ENI.PYE1 KSFO/01481. ATC Callsign or Flight Number2. ICAO code Departure / Destination w Runway ID3. Cruise Mach Number4. Aircraft Type 5. Taxi fuel and time6. Destination Fuel burn and time7. Reserve Fuel and endurance time8. Alternate Fuel and time9. Hold fuel and time10. Extra fuel and time11. Total fuel planned at T/O (= Required Fuel - taxi fuel)

12. Required Fuel, sum of all above fuel amounts13. Planned Takeoff Gross Weight (LBS or KGS)14. Planned Landing Gross Weight15. Avg. enroute wind (+ for Tailwind, - for Headwind)16. ICAO airport code for Alternate & Distance from Destination to Alternate (if listed)17. Aircraft Zero Fuel Weight (empty weight + payload)18. Total planned route distance from Dep to Dest.19. Climb, Cruise, Descent performance factors. Adjust individual aircraft burn performance to accurately reflect changes in performance based on aging engines and more drag.20. ATC and Flight Plan Route.

Navlog Main Flight Plan Legs Data M/H FL WIND ATCTO NM AWY M/C TAS G/S ZT ACTME ETA ATA ACBO ABO REM AREM N4904.6/W12308.9 148 CLB 110010 CZVRYVR 115.90 007 DCT 150 268 263 00/01 00/01 .../... 0010/... 0341/...

N4859.6/W12308.2 158 CLB 100012 SEAYVR2 004 J126 160 268 266 00/00 00/02 .../... 0016/... 0335/...

N4853.6/W12307.4 153 CLB 150018 SEAYVR11 006 J126 154 276 260 00/01 00/03 .../... 0024/... 0327/...

1. TO – data from last waypoint to current waypoint row. Three or five letter waypoint ID (TOC/TOD =Top of Climb or Descent)2. NXXX/WXXX - Latitude/Longitude of current waypoint.3. ID for current waypoint (Navaid or Fix) & Navaid Freq.4. NM – nautical miles from previous to current waypoint.5. AWY – Airway ID from previous waypoint to current waypoint (SID, STAR, Airway).6. M/H – Magnetic Heading from previous to current wpt.7. M/C – Magnetic Course from previous to current wpt.8. FL – Flight Level or CLB/DSC (climb/descent).9. TAS and G/S – True Airspeed & Ground Speed.

10. ZT – Segment time from previous to current wpt.11. ACTME – Accumulated time from DEP airport to current waypoint.12. WIND – Direction of Wind/Speed.13. ETA/ATA – Field to manually fill out Estimated Time of Arrival and Actual Time.14. ATC – Online ATC sector.15. ACBO – Accumulated fuel burn from DEP airport to current waypoint.16. ABO – Actual fuel burn, for manual tracking of fuel score.17. REM – Remaining Estimated Fuel on board at wpt.18. AREM – Actual Remaining Fuel on board at wpt.

FSBuild NavLog Glossary

Tutorial Flight 174


Takeoff roll. N1 engaged, THR HOLD.

Reference ScreenshotsThe screenshots contained in this section of the tutorial were captured during the beta-testing period. The release

version may contain different visuals (ie. the FMC fonts are larger than depicted).

Tutorial Flight 175


The initial climb: LNAV & VNAV. Closing the disco to YYJ (1)

Takeoff rotation: F/D bars on EADI, Speed Trend Indicator (Speedtape).

Tutorial Flight 176


The initial climb: LNAV & VNAV. Closing the disco to YYJ (2). Next: EXEC and C CMD.

Tutorial Flight 177


The descent: 11000 for initial. VTI below the mark. IDLE A/T.

Go slow: LOZIT 240/11000. SPD reducing. Nice view of the bridge.

102° 15NM DUMBA 240/3569 283° 4NM CEPIN 170/2490

Tutorial Flight 178


Visualizing the approach: SFO, outbound, downwind, base & final.

Downwind for 28R: Slowing. Tracking the GS Deviation Scale.

SFO VOR @ 6000’

4000’ 3000’

Tutorial Flight 179


Intercepting 28R: SPD | ALT CAP | LOC | CMD.

Gear down: APP mode. ILS EHSI view. Flaps 30 set

Tutorial Flight 180


Land 3: SPD | G/S | LOC | CMD with FLARE & ROLLOUT

Touchdown: Reverse Thrust. Center line.

Tutorial Flight 181


Next time you’re stuck in an 8-hour cruise and looking for something else to do other than watching DTG to DEST tick away on PROG page, try keeping yourself busy for a few minutes by entering the winds into FMC.

The WIND page isn’t intentionally hidden, but many users may not know about it because it’s “hidden” under the LEGS page. In any case, entering the wind aloft data may help you get more accurate fuel and eta prediction; of course, it depends on how accurate your wind data is.

Here’s my PROG page:

Looks like I’m due to arrive at 0706Z with 20.8 remaining. Let’s see if adding tail winds will help. I go to my flight plan and look at my wind aloft data for the upcoming fix, in this case N51W020, highlighted in yellow.

Ok, I see that at fix N51W020 I have wind of 241071 AT FL310. Let’s put this into the FMC.

LEGS page, and then go to the RTE DATA page.

Getting more accurate Fuel/ETA predictions

Here the FIX names are displayed again, but instead of SPEED/ALT and distant to, I can see the ETA and FUEL associated with each fix--pretty useful; but right now I’m interested in the WIND column, which is currently blank.

Since I want to enter wind data for N51W020, the first fix on the page, I click on the RSK associated to the FIX, and then I’ve found the wind aloft page for the fix! But it is, of course, blank right now!

Although I’ve stepped up to FL350, the wind I have is for FL310--it should be close enough for prediction, so we’ll use it anyway. So I put in 350 into the ALT box, as seen in previous picture. Now the FMC generated the aloft entry for FL350, for which I put in my wind: 241/71, into the associated RSK.

Great! That’s all there is to it, now this FIX and every FIX after N51W020 with have wind 241/71, but not every FIX is going to have the same wind. Let’s look at our flight plan again...

Next FIX, DINIM, has the same wind, and the FMC has already automatically entered the wind data into all remaining FIXes after N51W020, we DON’T need to redundantly enter it again. However, at GIPER, highlighted in red, has different wind data: 313/14, so we’ll enter this in.

Tutorial Flight 182


Using the NEXT key from the wind aloft page, I scroll to the page for GIPER, and I see that the FMC has put the previous entry, “241/71”, into all the remaining fixes (in small font). We’re going to override this entry with our own by entering “313/14”:

Now, every FIX after GIPER will be entered with wind “313/14” by the FMC; every FIX before GIPER and after N51W020 will be “241/71”. Understand? What you enter is copied to all the remaining FIXes until you enter a new wind, and that wind is then copied..etc.

Let’s go back to RTE DATA page using the RSK:

Here I see a “W” for WIND entered in the 2 way points, N51W020 and GIPER, the blank FIXes use the wind from the above “W”.

Now, back to PROG:

Entering the tail winds help a bit: my ETA is now down to 0658Z, 8 minutes earlier than without wind, and I’m saving extra 1.4x1000 lbs of fuel!

Remember, just because you have 40 FIXes in your transpacific route doesn’t mean you need to enter data for all of them--NO! You only need to enter the FIXes where the wind changes. But hey, if you have 10 hours until TOD... maybe it’s not a bad idea.

Preston > KLAX

Thanks to Preston - LDS 767 forum member with Willy Wonka as his nickname - for submitting this great tutorial.

Quotable Quotes from Mr.X & Mr. YLDS767 forum contributors that fly the REAL 767.

Q. What do you pilots do on flights that last over 3-4 hours in cruise?Mr. X: I spend my time coming up with new games to play using the

FMC, so far I have come up with FIX page darts (enter a fix, draw circles around it and bearing lines, using RTE2 enter a waypoint and if it hits the “dartboard” then score appropriately). Then there is RTE2 Battleships. Draw a secret grid on paper and mark your battleships, using RTE2 enter a grid pattern of waypoints (takes a long time) and then enter coordinates to try to hit the squares. Not actually managed to play any of these but the concepts are there

Q. My question is, does setting, say 2 failures a month, account for the livery you’re flying or the sim in general.

Mr. X: Nearly 4 years flying the 767 now and I’ve seen 2 EICAS messages in-flight - TE Flap Disagree (caused by the captain not engaging the flap lever in the detent) and spoilers (um, who knows, the engineer didn’t). On the ground I’ve only had 1 failure of QRH note, ignitor failed, but several more to do with miscelleneous things happening in the cabin or in the EE bay that don’t show up. If I fly the LDS I keep the failures turned off to simulate reality!

Mr. Y’s How to make Virtual Airline Flying more realistic• Show up one hour prior to take-off for a :30 minute flight.• Empty all your pockets of metal as you go through the door to your PC. For extra credit, have your teenage offspring search your flightcase, shoes, wallet.• Take the one-page flightplan you generated for your flight, get all 8.5 x 11 inch papers from your waste-basket, mix them up and spend ten minutes looking for the critical page, then spill coffee on it.• Put seatbelt/shoulder harness on your office chair. For that extra GOOD MORNING feeling sit on the buckle.• If you’re flying out of Grand Forks, ND in January, turn your house air conditioning full till it is about 10 degrees F. Then, when (if) you get the APU running turn the heat on.• Once you get ready to fly, get up, go outside and do a complete walk-around of your house, rain, snow or shine, in a $300 suit.• Wear a white shirt with a fresh coffee stain. A tie is a must (no clip-on)• Eat a half-cooked TV dinner while flying.• Try explaining the concept of “sterile cockpit” to your SO (significant other).• If your pet comes to visit, explain the instruments to it. Ask it if it likes ‘Gladiator’ Movies• Never accelerate the sim clock no matter how boring the ocean or Nebraska is.• When flying at night, turn off the lights. If flying into a dawn or sunset, shine a 120 watt bulb into your face.• If your SO complains, do informational picketing, then “walk” if that doesn’t work.• If you fly with a co-pilot, determine who’s senior and dump the radios, walk-around and second meal choice on the junior crewmember.• If your co-pilot leaves the flightdeck and you’re above FL350, place a mask over your nose/mouth till they return.• If your flying a new Boeing, throw a blanket with fuzzy surface on your chair. This should leave lint on your clothes like real Boeing flight deck seatcovers do.• If you fly a “Glass cockpit” a/c, type at least 40 wpm. (old steam gauge pilot’s joke).• Find the lumpiest bed in your house, pretend it is a hotel and sleep for EXACTLY 8 hours before the alarm.Enjoy your Sim Session

Tutorial Flight 183


AppendixThe construction of this tutorial and mission are based on the settings contained on this page.

1. Saved Files Create your own start-up file (see Creating a Situation file), or load the “Golden Gate Run 1” from the Add-on> B767 Specific > Import panel data from a flight.. menu.

2. Aircraft Livery Go ahead and use the default Level-D 767. It’s retro cool! If you’d prefer another airline livery, many user-created “repaints” are available on the internet as well as http://www.leveldsim.com. Use the Repaint Manager (default installed to your Desktop) to install the livery to FSX.

3. Flight Planning Open your internet browser and navigate to http://www.simroutes.com. • Enter CYVR as the departure airport and KSFO as the arrival airport. • Choose the YYJ J589 RBG.GOLDN4 flightplan. • Choose the Level-D 767 in the dropdown menu and click the “Download File” button. • Save the file (CYVRKSFO.rte) to the default “rte” file location: C:\Program Files\Microsoft Games\Microsoft

Flight Simulator X\Level-D Simulations\navdata\Flightplans.

4. Configuration The Configuration Manager is installed to your Desktop by default. Choose from these options:• Basic Aircraft Configuration, select Long Haul Flight• Load Type, select Random.• Click on Cargo Load button. A new screen will display the Cargo subscreen.

• The aircraft is loaded with approximately 60,337 lbs (27,369 kg) (Cargo & Passengers) for a Zero Fuel Weight (ZFW) of 116,727 kilograms / 257,337 pounds.

• Click on Passenger Load button to return to the main screen.• Click on the Proposed Fuel minus button to load 35,000 lbs (15,876 kg) of fuel for the flight. Remember, you

must manually adjust the fuel load in the aircraft later, but 15,876 kg is close enough to get the trim setting. • Press Save Settings to save the configuration file.• Press Exit to close the Configuration Manager.• Print the 767LoadSheet.txt “...\Flight Simulator X\SimObjects\Airplanes\LVLD_B763” folder.

Load the cargo levels for each compartment as closely as depicted.

Level-D Simulations 767-300ER Load Sheet

Dry Operating Weight 197000 lbs (89359 k

gs)

Passenger Zone A 2184 lbs (991 kgs)

Passenger Zone B 12768 lbs (5792 kgs

)

Passenger Zone C 11592 lbs (5258 kgs

)

Passenger Zone D 12096 lbs (5487 kgs

)

Cargo Hold 1 3212 lbs (1457 kgs)





Zero Fuel Weight 257337 lbs (116727

kgs)

Proposed Takeoff Fuel 35000 lbs (15876

kgs)

Takeoff Weight 293500 lbs (133700

kgs)

Takeoff %MAC 26%

Takeoff Trim 2.4

Tutorial Flight 184


Resources

Level-D 767 Support and InformationLevel-D Simulations http://www.leveldsim.com http://www.leveldsim.com/forumsFlight1 http://www.flight1.com

Pilot ToolsNavData http://www.navigraph.comCharts http://chartfinder.vatsim.netRoute Planning: SimRoutes http://www.simroutes.com

ProgramsMicrosoft FSX http://www.fsinsider.comFSBuild http://www.fsbuild.comFSUIPC http://www.schiratti.com/dowson.html

BooksLevel-D Simulations 767 Print Edition Manual http://flightlevelpub.comAngle of Attack Level-D 767 DVD Training http://www.flyaoamedia.com/Mike Ray’s 757/767 Simulator & Checkride http://www.utem.comBig Boeing FMC Guide http://www.fmcguide.com

ThanksThe beta team, with a special thanks to the 2 Ian’s and the Finnish

Flash, Tero Partanen... Also, LDS767 forum-dwellers Victor Sussman, BoeingDriver (Chuck Gehman) and Check Airman (Daryll Wilson) for taking the time to proof the tutorial and offer their sage advice and tutelage.

Standard RVSM Flight Levels

FUEL TABLE (Rule Of Thumb)NM KG LBS250 5875 12925500 8750 19250750 11625 255751000 14500 319001250 17375 382251500 20250 445501750 23125 508752000 26000 572002250 28875 635252500 31750 698502750 34625 761753000 37500 825003250 40375 888253500 43250 951503750 46125 1014754000 49000 1078004250 51875 1141254500 54750 1204504750 57625 1267755000 60500 1331005250 63375 1394255500 66250 1457505750 69125 1520756000 72000 158400

EASTBOUND 0° to 179°IFR VFR1000 3000 35005000 55007000 75009000 950011000 1150013000 1350015000 1550017000 17500190 190210 210230 230250 250270 270290 290310 310330 330350 350370 370390 390410 410430 430

WESTBOUND 180° to 359°IFR VFR2000 4000 45006000 65008000 850010000 1050012000 1250014000 1450016000 16500180 180200 200220 220240 240260 260280 280300 300320 320340 340360 360380 380400 400420 420

Normal Procedures & Checklist 185

Normal Procedures & Checklist 185Level-D Simulations 767-300ER

Normal Procedures & Checklist This section outlines normal procedures to be followed when flying the 767. These procedures are meant as

guidelines only, and may be modified based on user preference. Expanded procedures are provided first, followed by an abbreviated checklist that may be printed and used in daily operations.

The following procedures are written with a “flow” concept in mind. Cockpit flows are used extensively during all phases of flight to facilitate the safe and expedient operation of aircraft systems.

Cockpit Preparation The Cockpit Preparation flow starts with the upper left hand corner of the overhead panel. Each overhead panel

system is checked in a downward flow beginning at the top of each overhead panel column. After the overhead is checked, the flight instruments and AFDS panel are checked from left to right. From the AFDS panel, follow down the EICAS screens to preflight the pedestal systems. The following checklist is an expanded version with explanations of each procedure when necessary.

IRS Mode Selectors ..................................................NAVPlace the mode selector switches for all IRU’s to NAV and enter the aircraft position in the FMC POS INIT page.

Yaw Damper Switches ............................................... ON Check to make sure both switches are ON. These switches are always left ON.

EEC Switches ............................................................. ON Check to make sure both switches are ON. These switches are always left ON.

Hydraulic Panel .....................................................Check Primary engine pumps switches ON. Primary electric and all demand pump switches OFF.

Overhead Cautions ................................................Check Check for normal indications (eg. Door lights). HF Radio ...................................................................OFF Battery Switch ............................................................ ON Standby Power Selector .........................................AUTO Electrical Panel .......................................................Check

All electrical switches should be pushed IN. Electrical switches are only turned OFF for abnormal conditions.

APU ............................................................... As requiredStart the APU if necessary or establish external power.

Cockpit Voice Recorder ............................................. TestListen for test tone.

Emergency Light Switch ....................................... ArmedPassenger Oxygen Switch ......................................BlankRam Air Turbine Switch ..........................................BlankIgnition Switch ........................................................... Set

Set 1 for odd days, 2 for even days, and BOTH for cold weather operations.

Engine Start Selectors ............................................AUTO Fuel Jettison Panel ....................................................OFF

Switches blank and selector OFF. Fuel Panel .................................................................. Set

Forward and Aft main fuel pumps OFF. Center fuel pumps OFF. Crossfeed switches OFF.

Fuel quantity and balance ......................................CheckCheck the proper fuel load and balance.

Engine and Wing Anti-Ice ..........................................OFFExterior Lights ............................................... As required

Position lights should be ON. All others OFF. Cargo Heat ................................................................OFFWindow Heat .............................................................. ONHF Radio ..................................................................OFFPassenger Signs ........................................... As requiredPressurization Panel ................................................. Set

Set landing altitude. Select AUTO 1 for odd days. Select AUTO 2 for even days. Set auto rate at the detent position.

Equipment Cooling Switch .....................................AUTOTemperature Control Knobs ......................... As requiredTrim Air Switch ........................................................... ON

This switch is always left ON. Recirc Fan Switches .................................................. ON

These switches are always left ON. Pack Control Selectors .................................. As required

If the APU is in use, turn the pack switches to AUTO. If external air is in use, turn pack switches OFF.

Isolation switches ...................................................... ONLeft and Right switch ON. Center switch guarded ON.

Engine Bleed Switches .............................................. ONThese switches are always left ON.

APU Bleed Switch ...................................................... ONThis switch is always left ON.

FMC ....................................................................ProgramProgram the FMC with route and performance information.



AFDS Panel ................................................................ SetNav1 Radio – Set manual frequency if required, otherwise set to AUTO. FD Switch – ON A/T Switch – OFF IAS/MACH – Set V2 from FMC. HDG – Set as required. ALT – Set as required. Disengage bar - UP. Nav2 Radio – Set manual frequency if required, otherwise set to AUTO.

Flight Instruments ...................................................... SetNote These checks should be done after the IRU’s have aligned. Instrument Source Selectors – NORM Airspeed – Check & set speed bugs for takeoff (use auto bug setting click area). RMI - Set pointer controls and verify headings. EADI – Check. EHSI – Check. Range and display mode set as required. (10-mile Map mode is normal). ASA – Blank. Altimeter – Set altimeter. VSI – Indicates 0. Clock – Set. Standby Instruments – Set.

Warning Annunciators ............................................CheckAll should be off.

Standby Engine Gauges .......................................AUTOAutobrakes ................................................................OFFEICAS ....................................................................Check

Check CAS messages for abnormal indications. Check engine gauges for normal indications. Check STATUS page and then set lower EICAS screen to the ENGINE page.

TRP ................................................... Set TO and deratePre-select derate 1 or 2 if desired.

Flap Indicator .......................................................... Set 0Check warning lights are off & that the indicator agrees with the flap handle.

Alternate Flap Selector .........................................NORMCheck selector set to NORM and ALTN not displayed in the LE or TE switches.

Landing Gear ...................................DOWN and GREENCheck no amber lights illuminated.

Alternate Gear Switch ...............................Guarded OFFGND PROX Override Switches ................................OFFParking Brake ............................................................SETStab Trim Cutout Switches .................................. NORMSpoilers ............................................................... DOWN

Throttles ...............................................................ClosedFuel Control Switches ..................................... CUT OFFFlaps ............................................................................UPEngine and APU Fire Panel ................................. Normal

Check that no handle is pulled or turned. Cargo Fire Panel ................................................. NormalTransponder .............................................................. Set

Set to desired code and leave turned OFF. Comm Panel .............................................................. Set

Set radios as required. Audio Panel ............................................................... Set

Set knobs as required. ILS Frequency ............................................. As Required

Set to PARK or to required ILS frequency for departure. Aileron and Rudder Trim ........................................ Set 0

Following the cockpit preparation flow, the following procedures are used in normal operations. These procedures are done by memory with reference to an abbreviated checklist. The abbreviated checklist is included at the end of this section.

Before Starting Engines Hydraulic Panel ............................................ ON & AUTO

Turn ON primary electric pumps and set all demand pumps to AUTO.

Fuel Panel ................................................................. SetTurn ON fuel pumps in all tanks with fuel.

Red Anti-collision Lights ............................................. ONPack Switches ...........................................................OFFStabilizer Trim ............................................................SET

Confirm trim setting is within the green band. Flight Controls .......................................................Check

Display STATUS page and check correct movement of ailerons and elevator. Restore ENGINE display when finished.

Starting Engines Announce “Starting___Engine”

The right engine is normally started first. L or R Start Selector ................................................GND

Set the appropriate start selector to GND to begin the start sequence.

L or R Fuel Control Switch ........................................ RUNWhen N2 reaches a minimum of 18%, set appropriate fuel control selector to RUN and monitor EGT for lightoff. Abort the start for abnormal indications or if temperature exceeds 750 during start.

At 50% N2, Confirm Start Selector AUTOConfirm start selector returns to AUTO.

Repeat procedure for remaining engine.



Flaps .......................................Retract upon acceleration. Flap retraction schedule

When passing Set flaps Vref30+20 Flaps 5 Vref30+40 Flaps 1 Vref30+60 Flaps UP

When flaps are UP, maintain a minimum airspeed of Vref30+80. Normally climb out at 250 knots until reaching 10,000 feet. Then accelerate to 300 knots or FMC ECON speed.

Climb thrustVerify set to CLB, CLB1 or CLB2 as desired.

After TakeoffLanding Gear .............................................................OFFFLAPS .........................................................................UP

Climb and Cruise Above 10,000 feet Landing lights ............................................................OFFAbove 18,000 feet (or transition altitude) Set altimeters 29.92” Fuel Panel

Monitor fuel balance & turn off Center pumps when center tank is near empty (1000 lbs or 300 kg).

Descent Below 18,000 feet (or transition altitude)

Set local altimeter. Below 10,000 feet Landing lights ............................................................. ONVerify FMC arrival and approach

Program arrival and approach fixes as required. Flight Instruments and Radios ................................... Set

Set, tune and identify instruments and radios required for an instrument approach.

Airspeed Bugs ............................................................ SetSet speed bugs for landing (use automatic bug speed mouse click area for easy setting).

Autobrakes .................................................... As requiredSet 1 through MAX AUTO as appropriate. The use of autobrakes is at pilot discretion.

Approach briefing ............................................ Complete

After Starting Engines Pack Switches ........................................................AUTOIsolation Switches (L and R) ..................................... OFFCargo Heat Switches .................................................. ONEngine Anti-Ice .............................................. As required

Use if temperature is below 10°C and visible moisture is observed. APU Switch ..............................................................OFFAutobrake Selector ................................................... RTOEICAS .................................................. RECALL & check

Check for appropriate CAS messages and engine indications. There should be no messages displayed in normal operations.

Ground Equipment ........................................ DisconnectEnsure ground connections are clear.

Before Takeoff Parking Brake ....................................................ReleasedFlaps ..........................................................Set for Takeoff

Set 5 or 15. Takeoff Briefing .............................................. Accomplish

Verify performance and navigation data in the FMC and brief the takeoff procedure.

Flight Attendants ......................................................Notify

Takeoff Exterior Lights ............................................................ Set

Turn on landing lights and anti-collision lights. Transponder .................................................... Set TA/RAThrottles .......................................... Advance to 70% N1A/T ..........................................Arm and engage N1 mode

Verify proper thrust is set prior to 80 knots. Verify 80 knots.

Verify THR HOLD mode. Monitor airspeed for V1 and VR

At VR, rotate smoothly until airborne and then establish an approximate 15 degree pitch up attitude. Then follow the FD pitch commands.

Positive rate of climbGear handle UP, then OFF when retracted.

At 400’Select LNAV or HDG SEL as required. For LNAV, use the DIRECT TO procedure or intercept the route course using HDG SEL.

At 1000’ Engage VNAV and follow FD commands or Select FL CH and set speed to 250.



Landing Flaps .....................................Extend during deceleration.

Flap extension scheduleWhen passing Set flaps Vref30+80 Flaps 1 Vref30+60 Flaps 5 Vref30+40 Flaps 15/20 Vref30+20 Flaps 25/30

When flaps are selected 25/30, the minimum speed is Vapproach. Vapproach = Vref30 + wind factor Wind factor = ½ steady headwind + gust factorGust factor = gust reported – steady wind

On downwind .......................... Set flaps 5 and speed 180Glideslope alive or 1500’ RA................................................Gear DOWN and Flaps 20Speed brakes .....................................................ARMEDGlideslope capture or 1000’ RA......................................... Set flaps for landing (25 or 30)

Landing flaps 30 is normal. Set speed to Vapproach. Set Missed Approach altitude................................... Dial altitude into MCP ALT windowMonitor approach progress.

At DA (instrument approach) or 500 feet, announce LANDING. If unable to land, execute a go-around.

Upon touchdown:Verify spoiler deployment and decelerate using reversers and brakes.

Disconnect autopilot and autobrakes prior to turning off the runway.

After Landing Exterior Lights .............................................. As required

Turn off runway lights and white anti-collision lights. Flight Director Switches ............................................OFFAutobrakes ............................................................... OFFSpeed brakes ...................................................... DOWNFlaps ...........................................................................UPTransponder ..............................................................OFFAPU ............................................................... As required

Start the APU prior to gate arrival if external power is not available.

Shutdown Parking Brake ............................................................SETAPU or External Power ..................................... Establish

Verify APU is running or request/select external power. Engine Anti-Ice Switches ...........................................OFFIsolation Switches (L and R) ...................................... ON

This permits the APU to supply air to both packs. Fuel Control Switches ...................................... CUT OFFSeat Belt Sign ............................................................OFFHydraulic Panel .......................................................... Set

Turn OFF Primary electric pumps and all demand pumps. Primary engine pumps are left ON.

Fuel Pump Switches ..................................................OFFRed Anti-Collision lights .............................................OFF

Complete Shutdown IRS Mode Selectors ..................................................OFFEmergency Light Switch ............................................OFFWindow Heat Switches ..............................................OFFCargo Heat Switches .................................................OFFPack Switches ...........................................................OFFAPU or External Power .....................................Deselect

Deselect external power or turn off the APU. Standby Power Selector ...........................................OFFBattery Switch ..........................................................OFF



Normal Checklist

PREFLIGHT PASSENGER SIGNS ................................................SETFLIGHT INSTRUMENTS ...........................................SETPARKING BRAKE .....................................................SETFUEL CONTROL SWITCHES .......................... CUT OFF

BEFORE START AFDS MCP ................................................................SETAIRSPEED BUGS .....................................................SETFMC CDU ..................................................................SETTRIM ................................................................ ___UNITSFLIGHT CONTROLS ........................................... CHECK

AFTER START ENGINE ANTI-ICE ................................... AS REQUIREDISOLATION SWITCHES (L AND R) ..........................OFFEICAS RECALL ................................................... CHECKAUTO BRAKES ........................................................ RTOGROUND EQUIPMENT .......................................CLEAR

BEFORE TAKEOFF FLAPS .................................................................SET___

AFTER TAKEOFF LANDING GEAR SELECTOR ...................................OFFFLAPS .........................................................................UP

APPROACH PRESSURIZATION ...........................SET LANDING ALTAIRSPEED BUGS .....................................................SETALTIMETERS ............................................................SETEICAS RECALL ................................................... CHECK

LANDING SPEEDBRAKES ..................................................ARMEDLANDING GEAR .................................................. DOWNFLAPS .................................................................SET___

SHUTDOWN HYDRAULIC PANEL .................................................SETFUEL PUMP SWITCHES ..........................................OFFFLAPS .........................................................................UPSPEEDBRAKE LEVER ........................................ DOWNPARKING BRAKE .....................................................SETFUEL CONTROL SWITCHES .......................... CUT OFF

COMPLETE SHUTDOWN IRS SELECTORS ......................................................OFFEMERGENCY LIGHTS SWITCH ..............................OFFWINDOW HEAT SWITCHES ....................................OFFPACK SWITCHES .....................................................OFFAPU / EXTERNAL POWER .......................................OFFSTANDBY POWER SELECTOR ...............................OFFBATTERY SWITCH ...................................................OFF

Addendum 190

Addendum 190Level-D Simulations 767-300ER

Addendum

Important NotesConfiguration Manager and Documentation

The Configuration Manager icon is installed to the Windows desktop. Run the Configuration Manager to configure the aircraft before starting the Level-D 767. It is no longer a requirement to run the Configuration Manager prior to starting the 767 after installation. See the Start> Programs> Flight One Software> Level-D Simulations 767-300> menu for program options and documentation. Adobe Acrobat Reader is required: http://www.adobe.com.

Manually Changing Language Files After SetupFrench and German language files are in the Level-D Simulations\Language modules folder. LVLDGerman.dll for German and

LVLDFrench.dll for French. Place either one in your FSX\Modules folder and rename it LVLDLanguage.dll. The file will provide certain language features to the product. If you remove the DLL from the Modules folder, the language will revert to English. DO NOT REMOVE the LVLD.dll file.

Optimum Display ResolutionThis product is optimized for a full screen display resolution of 1280 x 960. Although not required, this setting is recommended.

New Liveries (Paint Schemes)Aircraft repaints are available for free on the Internet. Please check http://www.leveldsim.com or other popular flight simulation web

sites for free repaints. To install the repaint, use the Repaint Manager that is included with the product. A repaint template (Paint Kit) can be obtained from the Level-D Simulations web site.

Notice About Moving FilesThis product has special features that require reinstallation from the downloaded E-Commerce Wrapper, should you need to move

the software to another computer or make certain hardware changes. Do not move the installed product to another system. Always reinstall via the E-Commerce Wrapper.

Invalid License Error MessagesIf you start Flight Simulator X, and you get an Invalid License error message, then please reinstall the product via the E-Commerce

Wrapper. If you do not have access to the wrapper, or reinstall does not resolve your issue, then temporarily move the LVLD.dll module that is in the FSX\Modules folder to another folder, and contact support. You will now be able to start Flight Simulator without the error message. The Level-D 767 will not operate until the error issue is resolved.

Windows XP is RequiredThis product is designed to work under Windows XP and Vista. The product will not work with Windows 98/Me. The product may

work on Windows 2000/2003, however it is not officially supported.

Product SupportSupport is provided at the Level-D Simulations discussion forums. The web address is http://www.leveldsim.com/forums. Special

registration is required in order to receive support. The registration code is in the Certificate file you received at the time of your purchase. For more information on registering for support, please visit http://www.leveldsim.com/forumreg.htm.

Changes and Additional Features (FSX v1.4)Level-D module

• Improved import panel data• Added “Load FMC data” with import panel data• Added engine status, flaps, gear, speed brake, radios, trim & barometric settings imported with panel data

FMC• FMC VNAV descent behaviour based on the Pegasus version of the FMC• VNAV descent compensates for WINDS• VNAV descent code handles any combination of altitude constraints (AT, AT/ABOVE, AT/BELOW)• VNAV slows before descending when initial descent speed is slower than cruise speed• Added INSUFFICIENT FUEL, DRAG/THRUST REQUIRED messages• Fixed SIDs being deleted when approach was selected• Fixed proper selection of STAR runway transitions when runway was changed• Fixed ALTN airport STARs & approaches were missing on ARR page• Fixed selecting NONE for approach transitions crash• Fixed IDENT page info with situation load

Addendum 191


Pedestal• Right ADF & ILS now powered by the Standby AC bus• Left VHF Comm now powered by the Standby DC bus• Standby Comm freqs now saved & restored with flights• Fixed wrong rudder trim dynamic tooltip indication• Added an aileron trim dynamic tooltip

Electrical• Left RDMI lighting, needles and compass card now powered by the Standby AC Bus• Right RDMI lighting, needles and compass card now powered by the Right Main AC Bus• VOR L & ADF R now powered by the Standby AC Bus• VOR R & DME R now powered by the Right Main AC Bus• ADF L & DME L now powered by the Left Main AC Bus

Flight Model• Modified flight model to real world climb performance

Cockpit• Added camera points of view• Deleted 2D Cockpit Side/Back views. FSX does not support bitmap views

Exterior• FS9 liveries/repaints fully FSX compatible• FSX visual model created using FSX SDK• FSX “light bloom” supported (landing & taxi lights) for FSX models (even during daylight hours)

Interior• Improved gauge illumination. Gauge light not diminished if flying into sunlight

Miscellaneous• RDMIs: VOR/ADF flags show and pointers INOP when source data is not available• EHSIs: ADF pointers do not display when source data is not available• Updated default Level-D keyboard commands for FSX compatibility• Fixed unwanted RAT deployment while loading a flight• Level-D menu items are now dynamic (they disappear when they were grayed in FS2004)• A/T will maintain Flight Idle ~32% in all AT modes• Fixed the A/T going to IDLE in VNAV_PATH cruise if above cruise altitude

Support • Enhanced Pilot’s manual including comprehensive tutorial flight• Start-up flight for the tutorial included (see FSX Missions)

SDK• Fixed SPD light on Aerosoft’s MCP when FLCH is in altitude capture mode• Updated LVLD_SDK headers for C++ compatibility• Added “L:LVLDAutobrakes” xml read/write variable

Configuration Manager• Updated and revised for FSX. Instructions included with utility & manual documentation

Repaint Manager• Updated and revised for FSX. Instructions included with utility & manual documentation

Addendum 192


Default Sounds Replacement

Customize GPWS & TCAS aurals

Commercial Airlines may install different options for the GPWS altitude aurals and warnings on their 767s. You have the ability to customize the aural messages (and many other gauge sounds) in Level-D 767!

Record your own customised sound in .wav format. Then, to enable your sound file(s) within the Level-D 767, copy the customized replacement file(s) to the default C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\Level-D Simulations\B767-300\Sounds folder. Your customized files need to match the filenames of the corresponding aural(s) listed below. If you want to deactivate one or more aurals, then copy and rename the included “BLANK.WAV” (silent sound) to the name of the aural(s) you want to deactivate.

GPWS valid file namesSTEST.WAV BANK_ANGLE.WAVSGLIDESLOPE.WAVSDONTSINK.WAVSTERRAIN.WAVSTOOLOWTERRAIN.WAVSTOOLOWFLAPS.WAVSTOOLOWGEAR.WAVSSINKRATE.WAVSSINKRATEPULLUP.WAVSTERRAINPULLUP.WAVSMINIMUMS.WAVSS10.WAV SS20.WAVSS30.WAVSS40.WAVSS50.WAVSS100.WAVSS200.WAVSS300.WAVSS400.WAVSS500.WAVSS2500.WAV

TCAS valid file namesTCAS_AURAL_CLIMB.WAV TCAS_AURAL_DESCEND.WAVTCAS_AURAL_CLIMBCROSSINGCLIMB.WAVTCAS_AURAL_DESCENDCROSSINGDESCEND.WAVTCAS_AURAL_ADJUSTVERTICALSPEEDADJUST.WAVTCAS_AURAL_CLIMBCLIMBNOW.WAVTCAS_AURAL_DESCENDDESCENDNOW.WAVTCAS_AURAL_INCREASECLIMB.WAVTCAS_AURAL_INCREASEDESCENT.WAVTCAS_AURAL_MAINTAINVERTICALSPEEDMAINTAIN.WAVTCAS_AURAL_MAINTAINVERTICALSPEEDCROSSINGMAINTAIN.WAV TCAS_AURAL_MONITORVERTICALSPEED.WAVTCAS_AURAL_CLEAROFCONFLICT.WAVTCAS_AURAL_TRAFFICTRAFFIC.WAVTCAS_AURAL_TRAFFIC.WAVTCAS_AURAL_TCASSYSTEMTESTOK.WAVTCAS_AURAL_TCASSYSTEMTESTFAIL.WAV

Replace default gauge sounds

Copy to the default .../Microsoft Flight Simulator X\Level-D Simulations\B767-300\Sounds folder replacement sounds for B767-300 Level-D. These customized sounds will be used in replacement of the default sounds coded in the gauges.

Use the following file names:

SwitchesCVR_TEST.WAV ...................................... Voice recorder test buttonCVR_ERASE.WAV ................................Voice recorder erase buttonMIC_BUTTONS.WAV ..................Audio selector panel micro buttonsAUDIO_BUTTONS.WAV .......... Audio selector panel volume buttonsAB_SEL.WAV ................................. Autobrake switch selects in RTOAB_TRIP.WAV .....................................Autobrake switch trips to OFFOVRD_SWITCH_PUSH.WAV ................... Square black button push OVRD_SWITCH_RELEASE.WAV ........ Square black button release STRIM_SWITCH_CLOSE.WAV ....L/R Stab Trim cutout switch closeSTRIM_SWITCH_OPEN.WAV ........ L/R Stab Trim cutout swith openFUEL_LEVER_OFF.WAV ......................... L/R Fuel lever switch CUTFUEL_LEVER_ON.WAV ..........................L/R Fuel lever switch RUNSTARTER_SWITCH.WAV .............L/R Starter switch trips to “AUTO”AP_DISCOBAR_UP.WAV .........MCP A/P Disconnect bar pushed upAP_DISCOBAR_DOWN.WAV MCP A/P Disconnect bar pushed downFLAPS_DOWN .........................................................Flap lever downFLAPS_UP .................................................................... Flap lever up

GaugesASAIN.WAV ....................................... Autoland gauge displays a flag ASAOUT.WAV ...................................... Autoland gauge clears a flagHF_HASH.WAV ................................................. Hash on HF receiverHF_UCT.WAV ............... Universal Coordinated Time on HF receiver

Chimes & HornsCHIME.WAV ................................................ Passengers signs chimeCHIME_HILO.WAV ........................................................HI-LO chimeCHIME_HI.WAV ...................................................................HI chimeIRUDC.WAV .................................................. IRU on DC power Horn GROUNDHORN.WAV .............................................Call Ground horn

AlarmsAP_DISCO.WAV ........................................Autopilot disconnect alertCAUTION.WAV .................................. Master Switch CAUTION alertWARNING.WAV ................................ Master Switch WARNING alertALTLEVEL.WAV ............................................................. Altitude alert FIRE.WAV ..........................................................................Fire alarm

SystemsFAN.WAV .......................................................... Recirc FANs runningEQUIP_COOLING.WAV ................................Equipment cooling fansPACKS.WAV ............................................................................. PacksTIRE.WAV ..................................................................... Tire blow-outGEAR.WAV ................................................ Landing Gear wind noisePOWER_XFER .........Generator clicks at power transfert on busses

Addendum 193


Tips & Tricks from the Level-D forum

MAINTENANCECan’t tune NAV2 for FS-Add-ons?

Some FS addons activate features by having the user tune the FS NAV2 radio to a specific frequency. The LDS767 doesn’t use the internal NAV2 radio, but here’s a trick that will let you tune the internal FS NAV2 radio. Set the required frequency manually in either the Left or Right NAV radio on the MCP. Then select that radio’s IDENT switch on the audio panel. That will set the FS NAV2 radio. You don’t need to leave the ident on, just toggle it. The FS NAV2 radio will stay on that frequency until an ident is done on a different frequency.

Bad License message.If you start Flight Simulator, and you get a message that you have a bad license, you need to run the downloaded exe, with your key file, to re-install your license. Press the “Click here to Reinstall” button. You will need to be connected to the Internet. You can cancel the Setup process if you already have the Level-D product installed.

Why do the “quick tips” keep coming up even though I uncheck the “show quick tips” box?

Navigate to the Flight Simulator X\Level-D Simulations\B767-300 folder directory and open the “767-300.ini” file with NOTEPAD. Find the following string of text: TIP_AT_STARTUP=1. Change the value to read: TIP_AT_STARTUP=0.

PROCEDURESThe SIDS and STARS don’t show up in the FMC, why?

Select airport procedures are included with the 767 for FSX, but Level-D Simulations does not create or maintain these procedures. The procedures are created by users. You will have to create your own, and share your work by uploading to a flight simulation file service. Alternately, there are freeware and payware services which offer a selection of procedures.

The SIDS and STARS still don’t show up in the FMC, why?NOTE: Your machine may need the file called msxml.msi (MSXML 4.0 Service Pack 2 (Microsoft XML Core Services)). Download the msxml.msi file from http://www.microsoft.com/downloads/details.aspx?FamilyID=3144b72b-b4f2-46da-b4b6-c5d7485f2b42&DisplayLang=en

How do I create my own procedures?The FMS section of this manual will give you all the details.

AIRCRAFT SYSTEMSThe flap indicator jumps from 0 to 1, is it broken?

Nope. This is the way it works in real life. Due to sensor construction/operation you will not see the indication report mid travel position from flaps 0 to 1, this is modeled as it is in real life.

I hear a high pitch siren when I shut down the APU, why? The tone is from the ground crew warning horn on the nose gear to alert the engineers that the IRS’s are still turned on after AC electrical power has been turned off. To cancel the sound, switch the all three IRS’ on the overhead panel from NAV to OFF, or restore Ground or APU power.

The APU doesn’t seem to be starting. What’s going on?The APU start time has been modeled to take between 1 and 2 minutes to start. The start time is realistic. Within two minutes the RUN indication will tell you that the APU is available.

Why do the HF radios emit static?HF is not simulated in FS. The static is simulating the static heard when no transmission are being made on the HF frequencies. The only frequencies that do not have static are 5.000, 10.000 and 15.000. These frequencies broadcast a clock tone. The HF radios are non-functional. To help with realism you can play the real Atlantic Oceanic during you flight at LiveATC.net.

Why doesn’t Autoland automatically arm?Autoland will arm automatically if you have “AFDS automatic multi-channel” selected from the Add-ons > B767 Specific > “Realism & Carrier options” menu. Otherwise, arm the left, center and right A/P manually before the AFDS system will be active for an autoland.

Why do I get a cargo overheat warning when I don’t have any failures set?

When flying out of airports with higher temperatures the cargo heat is not needed. Shut off the cargo heat switches on the overhead.

The strobes lights only turn on if the position lights are on, why?Due to limitations in the program that is used to create the exterior of the aircraft (G-max), the position lights are tied to strobes. The only way to get the lights to work independently would have been to remove the flexing wings feature (and nobody wants that!).

Why won’t the transponder accept “0” as an entry? Enter the non-zero digits, the leading zero will fall into place.

Why aren’t the MCP mode lights extinguishing even if I turn off my flight director?

If the First Officer’s side F/D is still ON, this is what you’ll see. Turn both flight directors off to disable all MCP modes.

Why is the TAI indication green all the time ?This is correct behaviour for the aircraft modeled.

I tune the ILS frequency and front course on the glareshield radio, but it doesn’t do anything. What am I doing wrong?

You are tuning the NAV1, not the ILS receiver. To tune the ILS, enter the frequency and course on the ILS Control Panel on the pedestal (This will tune the left, centre and right ILS receivers in the main equipment centre). You cannot tune ILS frequencies in the real aircraft’s NAV receiver either; it will only accept valid VOR frequencies. It can also be tuned automatically by the FMC by selecting the “FMC tunes ILS” in the “Realism & Carrier options” from the B767 Specific Add-on menu. (Note that you must select the arrival runway in the FMC for this option to work).

SETUPThe Configuration Manager isn’t working. I load the 767 in FSX and the fuel is always at 100%, when I have set the fuel in the Configuration to less than 70%. Why?

The Configuration Manager is working properly. While it does change and set the cargo load, ZFW and GR WT in FSX, it does not set the fuel load. This is a “proposed fuel amount” only. Once FSX has started and the Level-D 767 loads, you will have to manually load the fuel via the menu bar to match the amount you have “proposed”.

How can I view the Loadsheet created by the Config Manager?Simply create a shortcut to your desktop of “...\Flight Simulator X\SimObjects\Airplanes\LVLD_B763\767LoadSheet.txt

Can I use the old Flight plan format from the 2000/2002/2004 versions of the 767 in the FSX version?

Yes, the old 767 .rte flight plan format can be used in the Level-D 767 for FSX.

I can’t sit for 12 hours and fly at 1x sim rate. What simulation rate can I safely use if I want to cut down the flying time?

4x is recommended. But 8x has been tested with a routing that is relatively straight and no winds. Safest bet is to use 4x max.

VIRTUAL COCKPITI cannot set the air speed bugs in the VC with the hidden click spot on the Airspeed indicator. Why?

The airspeed click spot to set the “bugs” is only available on the 2D panel. Set the bug in the 2D panel and return to the VC and “bugs” will be set.

Addendum 194


Notes from TestingNames withheld to protect the innocent

STICKY BRAKES / GROUND FRICTIONGround friction (RC1), everybody please test...

PROBLEM SOLVED!

I thought that from the FS “BRAKES” or “DIFFERENTIAL BRAKES” text you would always know if your brakes were engaged.

FSX default settings put the L and R wheel brakes at HALF sensitivity level. On my system, this causes the following.

If parking brake is cycled, somehow the brake system goes to “zero brakes” condition. When I as much as touched a brake pedal (either), the brakes would be ON, even after I released the brakes fully AND the text went away. In other words, I was riding the brakes all the time, even though there was no indication of that whatsoever. (not even in the brake press. indicator).

If I turn the sensitivities to zero or close to zero, I will get constant brake pressure even though I am not pressing the brakes, even to the point that the BRAKES text appear (and I can see the brake press indicator indicate pressure change). If I increase the sensitivity, the brakes are never on, when I don’t press them.

The pedals were calibrated many times, so calibration was not the issue here, happens like I described regardless of calibration.

SOLUTION: So, the solution for me was to increase the toebrakes sensitivity axes to FULL RIGHT.

CONFIGURATION MANAGERConfiguration Manager does not offer cockpit panel options for NO VC, VC, etc...?

The Manager has been changed and only needs to be run to change the default aircraft weights.

The FSX version of the Configuration Manager does not include a “No VC” panel option. By default 2D panels and VC cockpit are active. The Virtual Cockpit preferences are set from the FSX Options> Settings> Display> Cockpit Settings menu. For users who prefer to fly with a 2D panel only (NO VC), some one-time editing of the individual model configuration files must be done.

To enable 2D panel view (NO VC) follow these steps:

1. Open a model.xx (xx=GE, RR or PW) directory from the ...\FSX\SimObjects\Airplanes\LVLD_B763 folder

There are 3 files inside each model.xx folder: 767300.mdl, 767300_interior.mdl & model.cfg

2. Open the model.cfg file with a text editor (Notepad)

The model.cfg text string: [models] normal=767300 interior=767300_interior

Delete the “interior=767300_interior” text string.

The model.cfg text string should now read: [models] normal=767300

3. Save the file: File> Save

4. Close the model.cfg file.

5. Repeat the procedure for each model.xx file.

ALSO NOTE: See the Configuration Manager page for revised information about how to load cargo into the cargo holds. ;)

VNAV DESCENTIs it normal for the VNAV to drive the descent at a different speed than what’s defined in the VNAV DES page?

In VNAV PATH, VNAV will follow the path, allowing actual speed to be off by up to +/- 15 knots. So if the path prediction is a bit off or you have winds that would not be unusual. You can now add throttle to adjust if you’re getting too slow because AT is in HOLD mode.

Make sure that the actual aircraft weight matches what you have in the FMC. Other than winds this is the most likely cause of an incorrectly calculated path.

Previous 767 flyers are going to have to get used to the idea of the descent speed wandering to maintain the path. Unlike previous versions, the FMC is now calculating a true idle descent and the throttles DO NOT MOVE once they go to idle. If you are using a weather program then it is unlikely that the behaviour of FSX in interpreting windspeeds is going to match the way the FMC does it. There will be differences, so you will HAVE TO manage your descent speed, either through adding throttle (which is easy now because the AT will be in HOLD mode) or by adding speed brake. Once the end of idle descent waypoint has been passed the throttle will be in SPD mode so speed will be maintained as with previous versions of the 767, within the limits of the throttles ability to do so.

NEW to FSX The descent logic in the FSX version of the 767 has modified from the FS9 version. Below is a quick point description of the Pegasus FMC logic and the associated VNAV descent characteristics.

ON Path (within speed limits and altitude limits) Pitch mode = VNAV PTH A/T mode = throttle decreases to IDLE, then sets HOLD

• Idle descent phase: Speed limits +/- 15 knots, up to Mmo/Vmo-11 knots or down to speed protection;

• Past idle phase: Speed limits +/- 10 knots, up to Mmo/Vmo-11 knots or down to speed protection.

Overspeed reverts to: Pitch mode = VNAV SPD A/T mode = IDLE to HOLD

• Aircraft pitches to VNAV speed and DRAG REQUIRED message displays.

Underspeed reverts to:Pitch mode = VNAV PATHA/T mode = SPD• Aircraft throttles increase to maintain min speed and THRUST

REQUIRED message displays if A/T is disengaged.Above path (speed window closed):

Pitch mode = VNAV SPDA/T mode = IDLE to Hold • Aircraft pitches to VNAV speed + 15 (limited by Mmo/Vmo-11 knots)

& DRAG REQUIRED message displays.Below path (speed window closed):

Pitch mode = VNAV SPDA/T mode = SPD• Aircraft pitches to -1250fpm & thrust increases to maintain VNAV speed.

NOTE Above path / below path = more than +/- 500 ft

Addendum 195


AcronymsA/T or AT Autothrottle ACARS Aircraft Communications Addressing & Reporting System ACT ECON CRS Active Economy Cruise ACT RTE Active Route ADF Automatic Direction Finder AFCS Automatic Flight Control System AFDS Autopilot Flight Director System AGL Above Ground Level ALT Altitude ALT HOLD Altitude Hold Mode A/P Autopilot APU Auxilliary Power Unit APU GEN Auxilliary Power Unit Generator ARR Arrival ASA Autoland Status Annunciator ATIS Automatic Terminal Information System CDU Control Display Unit CG Center of Gravity Cl Cost Index CO ROUTE Company Route CRZ Cruise CRZ ALT Cruise Altitude DEL Delete DEP Departure DES Descent DEST Destination DH Decision Height DIR Direct DIR/INTC Direct Intercept D-TO Derated Take-off DTG Distance-to-go EADI Electronic Attitude Direction Indicator ECON Economy (minimum cost speed schedule) EEC Electronic Engine Control EFIS Electronic Flight Instrument System EGT Exhaust Gas Temperature EHSI Electronic Horizontal Situation Indicator EICAS Engine Indicating Crew Alerting System EPR Engine Pressure Ratio ETE Estimated Time Enroute ETP Equal Time Points EXEC Execute FCC Flight Control Computer FD or F/D Flight Director FF Fuel Flow FL Flight Level FLCH Flight Level Change FMC Flight Management Computer FMS Flight Management System FO First Officer GA Go-Around GEN CONT Generator Control GND PROX Ground Proximity GPWS Ground Proximity Warning System GR WT Gross Weight GS Ground Speed G/S Glideslope HDG Heading HF High Frequency IAS Indicated Airspeed IDENT Identification ILS Instrument Landing System INTC Intercept

IRS Inertial Reference System IRU Inertial Reference Unit KG Kilogram KT (kts) Knots LEGS Waypoint Routes LNAV Lateral Navigation LOC Localizer LRC Long Range Cruise LSK Line Select Key MAP Missed Approach MCP Mode Control Panel MMO Mach Max Operating MOD Modified/Modification MSG Message NAT North Atlantic Track (Airway) ND Navigation Display NDB Nondirectional Radio Beacon NM Nautical Mile OAT Outside Air Temperature OPT Optimum PACK Pressurization and Air Conditioning Kit PERF Performance PF Pilot Flying PFD Primary Flight Display PIREPS Pilot Reports PNF Pilot Not Flying POS Position POS INIT Position Initialization POS REF Position Reference REF Reference RMI Radio Magnetic Indicator RTE Route RVR Runway Visual Range SID Standard Instrument Departure SOP Standard Operating Procedure SPD RESTRC Speed Restriction SPD TRANS Speed Transition STAB Stabilizer (Horizontal) STAR Standard Instrument Arrival STD LIM TOGW Standard Limitation Takeoff Gross Weight TCAS Traffic Collision and Avoidance System TMC Thrust Management Computer T/C or TOC Top Of Climb T/D or TOD Top Of Descent T/O (TO) Takeoff TO EPR Takeoff Engine Pressure Ratio TOGW Takeoff Gross Weight TO N1 Takeoff Engine Fan Speed TRK Track (to a NAVAID) VMC Minimum Control Speed (Critical Engine Out) VMO Velocity Max Operating VNAV Vertical Navigation VOR VHF Omnirange Navigation System VREF Reference Velocity VSI Vertical Speed Indicator V1 Critical Engine Failure Velocity (Takeoff Decision Speed) V2 Safety speed for engine-out climbout WX Weather YAW DAMPERS Eliminates Short-term Yaw Oscillations Z Zulu (GMTtime) ZFW Zero Fuel Weight

lvld767 manual for fsx

Documents

simobjects airplanes lvld b763

normal 767300 interior 767300 interior delete

dennis di franco

ext pwr pushbutton

fasten seat belts

glare shield silences

leading edge slats

sys dspl knob