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Aborted Engine Start Airspeed Unreliable
Fuel Control switch (affected side) – CUTOFF Check the pitch attitude and thrust. If pitch attitude or thrust is not normal for phase of flight: Autopilot disengage switch – Push Autothrottle disconnect switch – Push F/D switches (both) – OFF Establish normal pitch attitude and thrust setting for phase of flight Don the oxygen masks. Establish crew communications. Engine Start selectors (both) – FLT Thrust Levers (both) – Idle Fuel Control switches (both) – CUTOFF, then RUN Autothrottle Arm switch – OFF Thrust Lever (affected side) – Confirm – Idle Autothrottle Arm switch – OFF Thrust Lever (affected side) – Confirm – Retard until indications remain within normal limits or the thrust lever is at Idle
Cabin Altitude or Rapid Depressurization Dual Engine Failure
Engine Fire or Engine Severe Damage or Separation Engine Limit or Surge or Stall
Dave Collett April 26, 2010 www.convectivedigital.com/guide For Training Purposes Only
Wind limits when weather minima are predicated on autoland operations (CAT II autoland or CAT III): Max Headwind – 25 knots Max Crosswind – 25 knots* Max Tailwind – 10 knots * Despite the Boeing limitation of 25 knots, Delta Ops Specs further limits the crosswind to 15 knots to initiate or land from a CAT II or CAT III approach. For CAT I or better visibility, the autoland crosswind limit is 29 knots. Autoland is authorized for Flaps 25 or 30 landing only.
After takeoff, the autopilot must not be engaged below 200 ft AGL. Use of aileron trim with the autopilot engaged is prohibited.
Flight Controls Max Operating Altitude
Max altitude for flap extension is 20,000 feet. 757 – 42,000 feet pressure altitude. 767 – 43,000 feet pressure altitude. 29 knots for normal operations.
Max Takeoff and Landing Crosswind Max Takeoff and Landing Tailwind Component Turbulent Air Penetration Speed
10 knots or higher as permitted by Delta Special Pages (Green Pages). 290 KIAS/.78 Mach, whichever is lower.
Dave Collett April 26, 2010 www.convectivedigital.com/guide For Training Purposes Only
ACARS is limited to the transmission and receipt of messages which will not create an unsafe condition if the message is improperly received, however Pre-Departure, Digital ATIS, Oceanic Clearances, Weight and Balance, and Takeoff Data messages can be transmitted and received over ACARS if they are verified per approved operational procedures. When the airplane is electrically powered for more than 20 minutes on the ground and the outside air temperature is 34ºC (94ºF) or greater, equipment cooling must be provided in accordance with the table in the Limitations section. Do not use the autopilot below 100 feet Radio Altitude at airport pressure altitudes above 8,400 feet. Do not autoland the aircraft when ground speed exceeds 165 knots. Entry door evacuation slide systems must be armed and engagement of the girt bar with the door sill verified prior to taxi, takeoff or landing whenever passengers are carried. Do not use the terrain display for navigation. Terrain awareness alerting and terrain display functions are prohibited within 15 nm of takeoff, approach or landing on a runway or airport not contained in the EGPWS airport database. Crews will be notified of those runways/airports via EFCB or flight plan remarks. Look-ahead and Terrain alerting and display functions must be inhibited by selecting the Ground Proximity Terrain Override switch to OVRD if: the FMS is operating in IRS NAV only prior to takeoff, FMS position updating is not accomplished or actual runway position is not verified by ensuring, with the 5 or 10 nm range selected on the EFIS control panel, the airplane is displayed at the appropriate point on the runway symbol EGT limitations vary by airplane and engine. Refer to the Limitations section. 757 – If start EGT surpasses 485ºC (red radial) but does not exceed 545ºC, engine shut down is not required. Make a logbook entry and contact MCC prior to dispatch for further guidance. 767 – If maximum engine start limits are exceeded, shut down the engine. Maintenance action is required prior to further operation.
Door Mounted Escape Slides
Dave Collett April 26, 2010 www.convectivedigital.com/guide For Training Purposes Only
Engine Emergency Conditions
The published operating limits for engines relate to predefined normal and abnormal operations. If, however, any crew finds itself in a life-threatening situation which requires an application of thrust beyond the certified takeoff limits, they can feel confident that the engine(s) will operate satisfactorily for whatever reasonable time is required to maintain safe control of the aircraft. Continuous ignition must be on (Engine Start Selector in the CONT position) while operating in severe turbulence. Continuous ignition is automatically provided with the flap lever out of the UP position or in icing conditions when engine anti-ice is on. The flight crew shall not blank engine vibration display during takeoff. Minimum and maximum limits are red. Caution limits are amber. Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll or yaw (e.g. large side slip angles) as they may result in structural failure at any speed, including below VA (maneuvering speed). Verify that an operational check of the Flight Deck Access System has been accomplished according to approved procedures once each flight day. Use of Jet B and JP4 fuel is prohibited. The maximum fuel temperature is 49ºC (120ºF). The maximum fuel imbalance for dispatch is 1,500 pounds. The minimum inflight fuel tank temperature for Jet A is -37ºC. Other fuels have lower minimum temperatures. Refer to the Limitations section If the main tanks are not full, the zero fuel gross weight of the airplane plus the weight of center tank fuel may exceed the maximum zero fuel gross weight by up to 5,000 pounds for takeoff, climb, cruise, descent and landing, provided that the effects of balance (CG) have been considered. Reference SP 12, Center Fuel Tank Procedures. 767-300 – The center tank may contain up to 22,050 pounds of fuel with less than full main tanks provided center tank weight plus actual zero fuel weight does not exceed the maximum zero fuel weight, and center of gravity limits are observed. With the fuel jettison system installed and activated, total fuel must not be less than 10,300 pounds in the main tanks.
Engine Limit Display Markings
Flight Deck Access System
Dave Collett April 26, 2010 www.convectivedigital.com/guide For Training Purposes Only
A logbook entry is required any time an aircraft limitation is exceeded, for example, an overweight landing, engine exceedance, etc. 8,400 feet pressure altitude for most airplanes. 9,500 feet pressure altitude for ships 636, 638, 640-641, 6815-6817 and 6901-6904. Takeoff in N2 control mode (ENG LIM PROT light illuminated) is not permitted. Reverse thrust is for ground use only. Backing of the airplane with reverse thrust is prohibited. ± 2% Standby altimeters do not meet altimeter accuracy requirements of RVSM airspace. The maximum allowable difference between the Captain’s and F/O’s altimeters in flight is 200 feet. The maximum allowable difference between the Captain’s or F/O’s altimeter and field elevation is 75 feet at all field elevations. The maximum allowable difference between the Captain’s and F/O’s altimeters on the ground varies by airplane and field elevation, but if they are within 25 feet of each other they satisfy the most restrictive condition. Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a TCAS resolution advisory. Do not operate the weather radar in a hangar or within 50 feet of any personnel or fuel spill. Hangar and personnel restrictions do not apply to weather radar test mode. Maximum weight limitations vary by airplane and tail number. Refer to the Limitations section. Weights may be further restricted by field length limits, climb limits, tire speed limits, brake energy limits, obstacle clearance, or enroute and landing requirements.
Max Takeoff and Landing Altitude
N2 Control Mode (757 Only)
Runway Slope RVSM Altimeter Cross Check Limits
Dave Collett April 26, 2010 www.convectivedigital.com/guide For Training Purposes Only
Standard Callouts and Procedures
NORMAL TAKEOFF USING FLAPS 5 (Distant/ICAO NADP 2) At 70% N1/1.10 EPR minimum: “N1” or “EPR” as appropriate. [PF] If the First Officer is making the takeoff: After takeoff thrust is set: “You have the throttles.” [First Officer] When accepting control of the thrust levers: “I have the throttles.” [Captain] At 80 knots: “80 knots, Throttle Hold, Thrust Normal.” [PM] At appropriate speeds: “V1 . . . Rotate.” [PM] Rotate toward 15º ANU at 2 to 2½ degrees per second. Do not chase the pitch bar. Early or rapid rotation may cause a tailstrike. Late, slow, or under-rotation increases takeoff ground roll. After altimeter increase: “Positive Rate.” [PM] “Gear Up.” [PF] Follow the flight director only after liftoff and away from the ground. The flight director initially commands V2 + 15 knots or liftoff speed + 15 knots, whichever is greater. At 400' RA: “Heading Select” or “LNAV.” [PF] Call for the appropriate roll mode. LNAV may be armed prior to takeoff and will engage prior to 400' RA. At 1,000' AFE: “Climb Power.” [PF] If reduced Climb Power (CLB 1 or CLB 2) was selected prior to takeoff, the PM should remove the derate to select full Climb Power. Press CLB and then either the 1 or the 2 on the TMSP. At the first Single White Bug (SWB) and accelerating: “Flaps 1.” [PF] At 20 knots below the second SWB and accelerating: “Flaps Up, After Takeoff Checklist.” [PF] Flap retraction should be initiated when accelerating and in accordance with the Flap Retraction Speed Schedule in Normal Procedures.
SPECIAL TAKEOFF USING FLAPS 5 (Close-In/ICAO NADP 1) Ensure “3000” is entered on the ACCEL HT line on Takeoff Ref page 2. At 1,500' AFE or as specified on the Delta Special Page: "Climb Power." [PF] Maintain V2 + 20 until 3,000' and then retract flaps on the speed schedule.
TAKEOFF USING FLAPS 15 OR FLAPS 20 Use a normal rotation rate. When 20 knots below the first SWB and accelerating: “Flaps 5.” [PF] On a Flaps 20 takeoff, do not call for or select Flaps 15. Retract the flaps directly to Flaps 5 when 20 knots below the first SWB and accelerating.
TAKEOFF USING FLIGHT LEVEL CHANGE (If VNAV or the VNAV button is inop.) At 1,000' AFE: “Flight Level Change, Bug Clean Speed, Climb Power.” [PF] Accelerate to clean speed and retract flaps on the speed schedule. At 2,500' AFE: “Bug 250 knots.” [PF] In Class B airspace, 250 knots may be used instead of clean speed at 1,000' AFE.
FLAPS DO NOT RETRACT AFTER A FLAPS 5 TAKEOFF After determining the flaps have failed to move from Flaps 5: “Flight Level Change, Bug 180 knots.” [PF] Ensure Climb Power was selected. Climb at 180 knots with existing flaps and refer to the checklist. 180 knots is just an arbitrary airspeed that should be above V2 + 15 and is below Flaps 5 limit speed. Other airspeeds may be used, provided both minimum maneuvering speed and flap overspeed for the existing (not selected) flap position are protected.
Dave Collett April 26, 2010 www.convectivedigital.com/guide For Training Purposes Only
and the autothrottles will retard to maintain the current speed. One method is to engage the autopilot and then reselect Go-Around and the appropriate roll mode. [PM] If conditions permit.000' AFE. 250 knots may be used instead of clean speed at 1. the MCP speed window will open to the current airspeed. 2010 www.) If ALT CAP occurs before CLB power is selected at 1.” [PF] Set the airspeed command bug to Flaps 5 speed (first SWB) at 1. Autothrottles – Speed.” [PM] “Gear Up.” [PF] (CBS) If ALT CAP occurs after CLB power is selected at 1. Either manually retard the throttles to prevent flap overspeed or select CLB power. The pitch bar initially commands the greater of MCP airspeed or the airspeed at time of G/A engagement.000' MSL and below is 200 knots. or some other clearance. so make the necessary changes on the MCP to fly the correct vertical and horizontal path.000' AFE: “Climb Power. The autopilot will not engage in G/A mode. Max holding speed at 6. The autothrottles provide at least a 2.000 fpm rate of climb. TWO ENGINE GO-AROUND “Missed Approach” or “Go-Around. “Flaps 20. if desired. The autothrottles will engage if not already engaged unless the A/T ARM switch is off. roll and A/T modes.com/guide For Training Purposes Only 7 . In Class B airspace. Report the missed approach to ATC.” [PF] After altimeter increase: “Positive Rate. and the airplane will accelerate and overspeed the flaps unless pilot action is taken.” [PF] Dave Collett April 26. The flaps may be retracted on the speed schedule if desired or if diverting to an alternate airport.) At 20 knots below the first SWB and accelerating: “Flaps 5.” [PF] Maintain Vref 25/30 + speed additive (orange bug speed) minimum.000' AFE and follow the flight director pitch bar as it lowers the nose to accelerate.” [PF] Normally fly the missed approach with Flaps 5 and at Flaps 5 speed. In this case. stay in G/A for pitch and power.convectivedigital. the TMC will remain in Takeoff. At 1. It’s easiest just to stay in G/A for pitch and power as described above until level off at the missed approach altitude. runway heading. If full thrust is desired. bug clean speed and engage the autothrottles in SPD. the PM should report the missed approach and receive a clearance before the PF calls for a roll mode so you know whether to fly the published missed approach procedure. “After Takeoff Checklist. Rotate toward 15º ANU and follow the flight director.000' AFE. The callout for the latter option is: At 1.000' AFE on a go-around. Bug Clean Speed. it will engage in Vertical Speed and Heading Hold.” [Captain] Press a G/A switch and advance power. Do not call for or select Flight Level Change. but selecting VNAV or Flight Level Change is acceptable after reaching the planned flap setting (Flaps 5 or Up) and the appropriate maneuvering speed. ensure the autothrottles are in SPD mode and retract the flaps on schedule. but Flaps 5 speed will keep the aircraft slow enough to enter holding at low altitude if necessary. At 400' RA: “Heading Select" or “LNAV.” [PF] Call for the appropriate roll mode.LOW ALTITUDE HOLD DOWN (If altitude capture prevents the selection of any other pitch mode. the autothrottles will remain in Throttle Hold. If the autopilot is engaged with the Flight Director in G/A. The roll bar initially commands the ground track at time of G/A engagement.000' AFE: “Bug Flaps 5 Speed. the autothrottles will engage in Speed mode.000' AFE. Ensure G/A is displayed on the ADI for pitch. (If you’re pushing a square button on the MCP at 1. you’re doing something wrong. simply rotate the speed bug to clean speed. manually advance the thrust levers to maximum go-around thrust.
rotate to approximately 12º ANU at a slightly slower than normal rotation rate.” [PF] The autothrottles must be turned off prior to level off. Flaps may be retracted on the speed schedule if desired or if diverting to an alternate airport.” [PM] “Gear Up. but be prepared to apply rudder at the first change of either a pitch or roll mode since autopilot rudder control will be terminated and the rudder will quickly move to its trimmed position. Rotate toward 12º ANU and follow the flight director. the rudder is initially controlled by the autopilots. Adjust to Flaps 5 speed (first SWB) if necessary.000' AFE: “Vertical Speed +200. Ensure G/A is displayed on the ADI for pitch and roll modes. “After Takeoff Checklist. Runway heading is not always the correct path. Bug Flaps 5 Speed. e. At 1.ENGINE FAILURE AFTER V1 ON A FLAPS 5 TAKEOFF (V1 Cut) At engine failure: Apply rudder to control the yaw. The PM should select Continuous on the TMSP and manually adjust the throttle since the autothrottles should be in Throttle Hold at this time and will not move. 10º ANU. Do not attempt to restart the engine unless a greater emergency exists. passengers. Autopilot On. After the approach is set up and briefed: “Descent Checklist. High gross weights and/or high pressure altitudes may necessitate a vertical speed of zero to ensure acceleration. At the first SWB: “Flight Level Change.” [Captain] Press a G/A switch and manually firewall the throttle if the EEC is protecting the engine. Always use the highest level of automation available. ATC and Flight Control (“Two In. The A/T mode should be blank. At 400' RA: “Heading Select. Comply with the Delta Special Page if required. Apply rudder as power increases if on a manual or single autopilot go-around.” [PM] “Gear Up. [PM] At 400' RA: “Stay in Go-Around” or “Heading Select” or “LNAV.” [PF] Refer to Single Engine Notes for a discussion of checklist order. Disarm VNAV. Declare an Emergency and Request Runway Heading.” [PF] Maintain runway centerline visually until IMC or until passing the departure end. 2010 www. If making a multiple-autopilot missed approach from an ILS.” [PF] Call for the appropriate roll mode. Approach Checklist. Early or rapid rotation may cause a tailstrike. “Flaps 5. At V2 and stable on the runway centerline.” [PF] After altimeter increase: “Positive Rate.convectivedigital. whichever is higher. Refer to Single Engine Notes later in this Study Guide for a discussion of roll mode following an engine failure. High gross weights may require a lower pitch attitude. Two Out”) on downwind leg. The A/T ARM switch should be off at this time and the autothrottles will not engage.com/guide For Training Purposes Only 8 .g. Report the missed approach to ATC. “Autothrottles Off.” [PF] Follow the flight director and lower the nose to maintain a +200 fpm climb and accelerate.” [PF] Reset the heading bug to runway heading if a different departure heading was pre-selected. Dave Collett April 26. Be aware that autopilot rudder control will be lost at this time if Heading Select or LNAV is engaged during a missed approach from a coupled ILS. Follow the flight director and maintain V2 to V2 + 15. Notify flight attendants. If an engine fails on the ground. Engage the autopilot after applying rudder trim.” [PF] The MCP airspeed will jump to the existing airspeed when Flight Level Change is pressed. The Pilot Flying should call for a vertical speed between 0 and +200 fpm depending on conditions.” [PF] SINGLE ENGINE GO-AROUND “Missed Approach” or “Go-Around. Do not chase the pitch bar.” [PF] Maintain Vref 20 + speed additive (orange bug speed) minimum. The roll bar commands ground track at time of G/A engagement. Engine Failure Checklist. After altimeter increase: “Positive Rate. time permitting. The pitch bar commands the higher of MCP airspeed or the airspeed at time of G/A engagement. the flight director will command V2 or the airspeed at liftoff. but normally stay at Flaps 5 if returning to the departure airport. Select and Set Continuous Power.
stay in G/A for pitch. published missed approach procedure if directed by the Delta Special Page engine-out rejected landing table 3. therefore. To aid in aircraft control. and will engage in Vertical Speed and Heading Hold instead. so make the necessary changes on the MCP. This avoids having to engage Heading Select at 400' RA and losing autopilot rudder control which would require rudder input to prevent the airplane from rolling. as they might be during a single-engine missed approach from an ILS. published missed approach procedure if directed by the Delta Special Page engine-out departure procedure 3. Imagine a 747 waiting to cross the runway at the departure end and don’t drift into it after airborne. If obstacle clearance is not a factor. Maintain runway centerline visually and “fly through the goalposts.000' AFE and follow the flight director pitch bar as it lowers the nose to accelerate. If you get off the heading all you need to do is correct back to it. you must correct back to the centerline and then compensate for wind to stay on it. if you request a straight-out departure and get off the extended runway centerline displayed on the HSI.” Departure priorities after an engine failure on takeoff: 1. If diverting. select and set Continuous power on the operating engine for the climb to cruise altitude. One method is to engage the autopilot and then reselect Go-Around and the appropriate roll mode.Comply with engine-out missed approach or engine-out rejected landing procedures on the Delta Special Page. 2010 www. The autopilot will not engage in G/A mode. Delta Special Page engine-out departure procedure 2. as directed by ATC Selecting the correct roll mode at 400' RA and flying the correct path with an engine failure can be critical for obstacle clearance. Initially keep the rudder constant and control ground track with ailerons after airborne. Refer to Single Engine Notes for a discussion of roll mode on a single-engine missed approach. At 1. Delta Special Page engine-out rejected landing table 2. If multiple autopilots are engaged. however.com/guide For Training Purposes Only 9 . you can request either runway heading or a straight-out departure. you’re doing something wrong.” [PF] SINGLE ENGINE NOTES A takeoff alternate is required if the weather is below CAT I minimums. Do not keep the engine firewalled. LNAV or Heading Select and a turn may be required to comply with engine-out restrictions and avoid terrain. If you request runway heading you must maintain runway heading ±10º to meet Qualification Standards. (If you’re pushing a square button on the MCP at 1. lock your heel to the floor and hold. If you ask for a straight-out departure you must follow the extended runway centerline on the HSI ±10º. Delta Special Page engine-out departure procedure 4. Always use the highest level of automation available. when another pitch or roll mode is selected later in the missed approach or when the autopilot transitions to Altitude Capture approaching the missed approach altitude. however.convectivedigital. Use visual references to maintain runway centerline as long as possible. if published. autopilot rudder control will be terminated and rudder input will be necessary. During rotation the rising nose will block airflow to the tail making the rudder less effective. requesting runway heading is easier because you can use the flight director to help maintain heading and you don’t have to compensate for wind. Of course. Do not just automatically fly straight ahead. as requested by ATC only if terrain clearance can be assured Departure priorities for an engine-out rejected landing in IMC or when terrain clearance cannot be visually assured: 1. “After Takeoff Checklist. Do not call for or select Flight Level Change. but that’s better than at 400' RA. do not rotate until heading is stable and airspeed is equal to or greater than VR. After initial rudder input is applied on takeoff. which should be pretty close to the runway centerline. Be ready for an increase in yaw during initial rotation and apply aileron (preferred) or additional rudder as necessary. if obstacle clearance is not a Dave Collett April 26. When hand flying. requesting a straight-out departure is easier because you can leave the autopilot in G/A and it will follow the ground track at time of engagement. Delta Special Page engine-out departure procedure 2. Review and brief the Delta Special Pages prior to every takeoff and every approach so you know what roll mode to select and what path to fly if necessary.) Engage the autopilot after applying rudder trim if it’s not already engaged.” [PF] Set the airspeed command bug to Flaps 5 speed (first SWB) at 1.000' AFE: “Bug Flaps 5 Speed. Flaps may be retracted on the speed schedule if desired or if diverting to an alternate airport.000' AFE on a go-around. Rotation at V2 is recommended. straight out until flaps are retracted or minimum safe maneuvering airspeed is reached Departure priorities for an engine-out missed approach: 1. On the other hand. however. As a general rule.
Just apply rudder and lower the nose to maintain the airspeed for whatever flaps are extended. Both the appropriate Non-Normal checklist and the After Takeoff checklist must be completed and the order is at the Captain’s discretion and depends on the circumstances. as you probably would in the real world.000' AFE. It may be used until just prior to the flare on an ILS if desired. maintain V2 to V2 + 15 and apply normal V1 Cut procedures at 1. If diverting and using VNAV. On climbout during a single-engine missed approach from a coupled ILS. especially when extending to Flaps 20. Approximate Rudder Trim Initial climbout – 15 units Level flight – 10 units Final approach – 5 units Approximate Power Settings Level flight on downwind: 83% N1 or 1. be ready to compensate with forward yoke pressure to maintain altitude.com/guide For Training Purposes Only 10 . for indications of needed rudder trim and adjust as necessary. 2010 www. A CAT I approach (ILS or non-precision) to a hand-flown landing is the lowest authorized approach on single engine. lower the gear and select Flaps 20 at 1½ dots on the glideslope. Rudder trim may be pre-set to 10 units so it will be approximately correct at level off when thrust is reduced and rudder control is terminated. The light must be noted and the imbalance checked. balancing fuel enroute would be appropriate. however. Watch the yoke angle.” [PF] If an engine fails after takeoff below 1. but it is not necessary to balance the fuel. Keep the rudder trimmed or the autopilot will disconnect and the airplane will roll abruptly. If an engine fails on a Flaps 15 or Flaps 20 takeoff. completing the Engine Fire or Severe Damage or Separation checklist or the Engine Limit or Surge or Stall checklist first would be more appropriate. If diverting to another airport. ACARS automatically sends a message to the Company if a fuel control switch is moved to cutoff during flight. On a single-engine ILS. The airplane will balloon when flaps are extended. Use the autopilot on approach at least until reaching visual conditions. watch the drum in the airspeed indicator and manually adjust the thrust lever at a rate which keeps the drum from rotating. don’t do the V1 Cut procedures. The airspeed drum provides better information than the airspeed pointer. The Fuel Config light will probably illuminate on downwind due to a fuel imbalance. For a simple engine failure. the autopilot is controlling the rudder. ± 10 knots of airspeed and ± 100 feet of altitude Glideslope intercept: within 100 feet of the assigned glideslope intercept altitude (no balloon) On final approach at DH: -5 to +10 knots of airspeed. If the engine is burning or surging. If an engine fails on climbout above 1. If hand flying.factor.08 EPR Qualification Standards On initial climbout: ± 10º of heading or extended runway centerline and V2 to V2 + 15 knots On downwind: ± 10º of heading. call for “Flaps 5. which is a measure of autopilot aileron input. you must control the balloon and intercept the glideslope within 100 feet of your assigned glideslope intercept altitude. The airplane will be fully controllable even with the imbalance. completing the After Takeoff checklist first is recommended because you will catch configuration errors and it’s a more normal flow pattern.convectivedigital. so leave the fuel pumps on and the fuel crossfeed valve closed. To meet Qualification Standards. apply rudder. lower pitch to approximately 12º ANU. ± ½ dot on the localizer and ± 1 dot on the glideslope Dave Collett April 26. To control airspeed during level offs on a single-engine. Autoland is not authorized with an engine inoperative unless the engine fails below Alert Height on a CAT III. Don’t just open the crossfeed valve and leave it open (like we used to do) because it’s possible for a strong pump on the operating engine side to make the imbalance worse.000 feet AFE. request runway heading if an engine fails on takeoff and request a straight-out departure in the event of a missed approach if you’ll be flying a single-engine ILS with the autopilot engaged.000 feet AFE. select and execute the ENG OUT prompt on the CLB or CRZ page. however.18 EPR On final approach: 73% N1 or 1. the procedure is the same except that when 20 knots below the first SWB and accelerating at Vertical Speed +200.
Engine Failure Checklist. After Takeoff Checklist.” [PF] At 400' RA: “Heading Select” or “LNAV.” [PF] After altimeter increase: “Positive Rate.000' AFE: “Bug Flaps 5 Speed.000' AFE: “Climb Power.” [PF] FLAPS DO NOT RETRACT AFTER A FLAPS 5 TAKEOFF “Flight Level Change.” [PF] “After Takeoff Checklist.” [PF] At 1. .” [PF] At 20 knots below the first SWB and accelerating: “Flaps 5. Climb Power. Rotate.” [PF] (CBS) TWO ENGINE GO-AROUND “Missed Approach” or “Go-Around.000' AFE: “Bug Flaps 5 Speed. Select and Set Continuous Power.” [PF] “After Takeoff Checklist.” [PM] After altimeter increase: “Positive Rate. Throttle Hold. Approach Checklist.” [PM] “Gear Up.” [Captain] “Flaps 5.” [PF] At 400' RA: “Heading Select.” [PF] At 1.” [PF] “After Takeoff Checklist.” [PF] At 400' RA: “Heading Select” or “LNAV. Declare an Emergency and Request Runway Heading. Bug 180 knots.” [PM] At appropriate speeds: “V1 .” [PF] IF ALTITUDE CAPTURE OCCURS BEFORE CLIMB POWER IS SELECTED At 1.” [PF] ENGINE FAILURE AFTER V1 ON A FLAPS 5 TAKEOFF (V1 Cut) After altimeter increase: “Positive Rate.” [PF] NORMAL TAKEOFF USING FLIGHT LEVEL CHANGE At 1.” [First Officer] “I have the throttles.” [PF] Dave Collett April 26. Thrust Normal.000' AFE: “Vertical Speed +200.000' AFE: “Flight Level Change.” [PF] At the first SWB and accelerating: “Flaps 1. Bug Clean Speed. Bug Clean Speed.com/guide For Training Purposes Only 11 .” [PF] After altimeter increase: “Positive Rate.” [PF] If the First Officer is making the takeoff: “You have the throttles. 2010 www.” [PF] At 1.” [PF] “Autothrottles Off.Callout Summary NORMAL TAKEOFF USING FLAPS 5 At 70% N1/ 1.” [PM] “Gear Up. Disarm VNAV. Autopilot On.convectivedigital.” [PF] At 20 knots below the second SWB and accelerating: “Flaps Up.” [PF] At 2.” [PM] “Gear Up.” [Captain] At 80 knots: “80 knots.” [PM] “Gear Up. .” [PF] At 400' RA: “Stay in Go-Around” or “Heading Select” or “LNAV.” [PF] At 1. Autothrottles – Speed.” [PF] At the first SWB: “Flight Level Change.” [Captain] “Flaps 20.1 EPR minimum: “N1” or “EPR.” [PF] SINGLE ENGINE GO-AROUND “Missed Approach” or “Go-Around. Bug Flaps 5 Speed.500' AFE: “Bug 250 knots.” [PF] “Descent Checklist.000' AFE: “Climb Power.
APU. A fire in the cockpit. Situations that normally would not require an abort above 80 knots: generator failure – the instruments will blank momentarily and numerous EICAS messages will appear. so the Captain must evaluate each situation individually. abort the takeoff. light to moderate directional control problems and abnormal engine indications. smoke or fumes from a fire. new predictive windshear cautions are inhibited at 80 knots and will not display until 400' RA. but there will be no directional control problems or engine instrument abnormalities blown tire – a loud bang and light to moderate directional control problems without engine indication abnormalities indicates a blown tire. reject only for: engine failure fire or fire warning predictive windshear warning if the airplane is unsafe or unable to fly After V1. wheel well or cargo fire indication will be accompanied by Master Warning lights. the Master Warning with aural confirmation (fire or windshear). fire or fire warning – an engine. the red windshear light on the center panel. Dave Collett April 26. reject only: if the airplane is unsafe or unable to fly Note: Eighty knots is the end of the low speed abort range and the start of the high speed abort range.com/guide For Training Purposes Only 12 . Continue the takeoff unless an engine ingested parts of the tire causing an engine failure. The primary indication will be a directional control problem with supportive indications from the engine instruments and EICAS messages. refer to the QRH.REJECTED TAKEOFF Prior to 80 knots. Continue the takeoff. A severe compressor stall. or if the airplane won’t fly. abort the takeoff. would warrant an abort above 80 knots. compressor stall – compressor stalls can be minor or severe. Furthermore. 2010 www. predictive windshear (if installed) –a predictive windshear warning will be indicated by the Master Warning light. reject the takeoff for: Master Warning or Caution lights system failures unusual noise or vibration tire failure abnormally slow acceleration unsafe takeoff configuration warning a side window opening engine failure fire or fire warning predictive windshear caution or warning if the airplane is unsafe or unable to fly After 80 knots and before V1. note that there are several conditions not monitored by the Master Caution/Warning system. but a few pops without supporting engine indications could be a blown tire or some other problem. but if the light illuminates below V1 with aural confirmation. so a new windshear caution should not trigger an abort above 80 knots. abort only for severe directional control problems (engine failure). EICAS messages should never be the only reason to initiate a high-speed abort. a new predictive windshear warning can trigger an abort above 80 knots only if it occurs below 100 knots. Note that new predictive windshear warnings are inhibited at 100 knots and will not display until 50' RA after takeoff. Therefore. cabin or lav will have smoke or fumes as the primary indication. if a Master Caution or a Master Warning light illuminates with an aural confirmation prior to V1. and the “Windshear Ahead” aural warning.convectivedigital. Master Caution/Warning lights and the abort decision: due to the inhibit logic built into the system. and close the window at a safe altitude. flight deck window opening – a flight deck window opening does not warrant an abort above 80 knots. There may be a loud bang if the engine failure is preceded by a compressor stall. airplane is unsafe or unable to fly – there is no definitive list. such as engine failure and smoke in the cockpit. that would require an abort without illumination of the light. Cockpit indications for situations requiring an abort between 80 knots and V1: engine failure – there will not be a Master Warning for a simple engine failure. Continue the takeoff and figure it out at a safe altitude. however EICAS indications should only be used as supportive information in conjunction with other primary abnormal indications summary – above 80 knots. fire bell and EICAS messages. indicated by a loud bang. red WINDSHEAR on the ADI and HSI.
Braking provides the primary stopping force followed by spoilers and reverse thrust. announce “Abort. I have the aircraft!” and take positive control close the thrust levers and disconnect the autothrottles apply maximum or RTO braking (not all airplanes have RTO brakes) apply maximum reverse thrust consistent with conditions raise the speedbrake lever if necessary (speedbrakes should have extended when reverse thrust was selected) the Captain has the option to manually deploy the speedbrakes prior to selecting reverse thrust First Officer actions: if making the takeoff. Easy Victor.” as appropriate call out any omitted items call out “80 knots” Either the Captain or the First Officer (or Relief Pilot) must notify the tower. the decision must be made no later than 10 knots before V1 to avoid exceeding V1. As a technique. The flight may continue after complying with all MEL restrictions. autothrottles disengaged. announce “Abort!” if the First Officer is making the takeoff. make a logbook entry and comply with the MEL if necessary. another takeoff attempt is permitted. If the rejected takeoff was for a configuration warning and the reason can be positively resolved and corrected.” If assigned this duty. 2010 www. Contact the Duty Pilot or Dispatcher for a phone patch. Easy Victor. i. Ground crews should not approach the wheels from the side. That PA must be followed up with either an evacuation PA or a remainseated PA as described in Passenger Evacuation later in this Study Guide. the First Officer will identify himself as the Captain. do not face the wheel hubs. the correct PA when evacuation is required is “Easy Victor. If the rejected takeoff was for a configuration warning and the reason cannot be positively resolved by the crew. Braking action must begin no later than V1. Notify the Dispatcher after all rejected takeoffs. If the rejected takeoff was for a mechanical problem. maintain control until the Captain makes a positive control input and states “I have the aircraft” verify thrust levers closed. File an Air Safety Report (ASR) after all rejected takeoffs. In many cases the airport authority must make a FOD sweep of the runway after an abort. After any rejected takeoff above 80 knots. make a logbook entry and contact the MCC.com/guide For Training Purposes Only 13 . Once the aircraft is stopped: do not set the parking brake unless evacuating ensure the call to tower and the PA described above are completed complete the non-normal checklist in the QRH for the condition that caused the rejected takeoff refer to “Post Reject Considerations” under Rejected Takeoff in the Maneuvers section of the QRH make sure all doors are closed and all passengers are seated prior to taxi For a rejected takeoff below 80 knots (before Throttle Hold). and make a PA to the flight attendants and passengers as soon as practical. Use the Rejected Takeoff Brake Cooling Schedule in the ODM to compute cooling times.Captain actions: if the Captain is making the takeoff. Tower reports them too. Dave Collett April 26. Use V1 for the abort speed if the actual abort speed is unknown. max or RTO brakes applied. We have discontinued the takeoff. request emergency equipment if necessary. The Captain should assign these duties during the abnormals portion of his briefing. It may be advisable to stop on the runway for easier evacuation and better access for fire trucks and rescue vehicles. so clearing the runway right away may not help with traffic flow. and reverse thrust applied check speedbrakes and call “Speedbrakes Up” or “Speedbrakes Not Up. Please remain seated with your seat belt fastened.convectivedigital. make sure the autothrottles are disconnected or else they will advance to takeoff power when released unless reverse thrust was used. the correct PA when evacuation is not required is “This is the Captain. There is no built-in reaction time or decision time at or after V1.e. the crew must seek approval to continue from a Chief Pilot or an operational general manager.” which directs the flight attendants to prepare for evacuation.
6. Please remain seated.convectivedigital. the go-around mode will provide windshear guidance when necessary. call for “VNAV. Use the checklist on the back of the QRH if possible. pull the throttles back to approximately straight up. rotate to 15º ANU at VR. If required. Gear Up” and continue with a go-around Report the windshear to the controlling agency using the word “PIREP. If there is insufficient runway left to stop.g. Push – aggressively apply max thrust. Do not push G/A again after the autothrottles are disconnected because they will re-engage and retard the thrust levers.). but do not change gear or flap configuration. descending. 2010 www. evacuate.PASSENGER EVACUATION (“Stop – Configure – Shutdown – Evacuate”) Know this as well as you know the memory items. call for “Flaps 20. apply max power and rotate with at least 2.g. just the radio altitude in feet and whether the airplane is climbing or descending. evacuate. Two hundred feet. He should not call out the airspeed or actual vertical speed. (e. but know the correct steps in case the cockpit is dark or full of smoke..000 feet remaining even if airspeed is low. Higher than normal pitch attitude and control forces may be required for lift off. If a decreasing performance windshear (loss of airspeed) is encountered near VR. When engaged. Easy Victor” over the PA 3. Dave Collett April 26. Once safely out of the windshear. Configure – open the outflow valve (Manual then Climb and hold until open) 4. etc.com/guide For Training Purposes Only 14 . If terrain contact is imminent. Severe windshear may exceed the performance capability of the AFDS.” State any special instructions. Perform the Windshear Escape Maneuver after airborne.” If certain exits are unusable due to fire. manually set the pitch to 15º ANU. Evacuate – away from any fire. and continue with what you were doing: if the windshear was encountered on takeoff. state the direction of egress.” If windshear is encountered on takeoff prior to V1. 1. The PM should call out the radio altitude and flight path trend. before using the word “evacuate. and continue with raising the gear and retracting the flaps if the windshear was encountered on final approach. Easy Victor. Do not stall. there may not be enough runway left to stop if an abort is initiated at V1. Discharge the fire bottle(s) only if an engine or APU fire warning light is illuminated. firewall the throttles even if the EECs are not protecting the engines. Shutdown – cut off both Fuel Control switches 5. Respect the stick shaker. “This is the Captain. rotate to the stop and hold for one second. Intermittent stick shaker or initial buffet is the upper limit. WINDSHEAR ESCAPE MANEUVER (“Push – Push – Click – Click”) Push – push either G/A switch. The correct follow-up PA for evacuation is “This is the Captain. climbing. If there is no follow up. Firewall if the EECs are protecting the engines.” the flight attendants will instruct the passengers to remain seated and then prepare for evacuation (look out the windows for fire. The flight crew should follow up with either the evacuation command or the remain seated command within 20-30 seconds. push the G/A switch again to re-engage the autothrottles and flight director guidance. etc. Evacuate. Stop – set the parking brake 2. Click – disconnect the autopilot. there may not be enough runway left to accelerate back to VR. An airplane-in-windshear warning is not required. Click – disconnect the autothrottles. “Five hundred feet. rotate toward 15º ANU and then follow flight director guidance.” It is not necessary to lower the speedbrakes or flaps as part of the evacuation checklist because the inboard spoilers will automatically blow down when the overwing exits (if installed) are opened and the wing slides will allow passengers to slide to the ground. the flight attendants will attempt to contact the flight deck for instructions.” to help ensure they are heard and understood. and perform the Windshear Escape Maneuver after airborne. Evacuate. e. apply max power. Notify the flight attendants – announce “Easy Victor. Without instructions. The correct follow-up PA if the evacuation is cancelled is “This is the Captain. Using the right exits only. Retract the speedbrakes if extended. Notify the cabin to evacuate and advise the tower. Upon hearing “Easy Victor. In that case. Override – override and pull all engine and APU fire switches. such as the egress direction.”) Do not attempt to regain lost airspeed until out of the windshear. Simultaneously roll wings level. the flight attendants may initiate the evacuation on their own. Climb Power” to re-engage the autothrottles and re-program flight director guidance.
do not extend the speedbrake lever beyond the 50% position until airspeed is less than 325 knots (757) or 315 knots (767). If the descent is performed because of a rapid loss of cabin pressure. but for flights over other mountainous terrain (e. If this occurs. The PM should check the lowest safe altitude. 757: Max Continuous may not be selected while in VNAV.78 M. notify ATC. the Rockies). Disconnect the autothrottles. descend at engine out airspeed to the engine out altitude using FLCH or VNAV. Oceanic Engine Out Driftdown procedures are more complicated. One method is to select ALT HOLD and then press CON on the TMSP. but use caution. preferably. Level off at the lowest safe altitude or 10. whichever is lower) if necessary. reduce airspeed during or after the level off and then retract the speedbrakes. 4. Approximately 7º of rudder trim will be needed.000 feet above and 1. After slowing. Initially spin it above Mmo/Vmo and then adjust to Mmo/Vmo once the descent is established. Have the charts open and available.000 feet. and if so. Spin – spin the MCP altitude to a lower altitude. Just push the CON button on the TMSP. Set the engine out altitude in the MCP window and maintain current altitude while slowing to engine out airspeed. Push – push Flight Level change 3. crewmembers should don oxygen masks and establish crew communications at the first indication of a loss of cabin pressurization. The lowest safe altitude and escape procedure are published for Restricted Critical Terrain routes.com/guide For Training Purposes Only 15 .000 feet. pilots must determine the initial lowest safe altitude from the Grid MORA on the high chart and then find a suitable low altitude airway with an MEA below 10. speedbrakes may automatically retract to the 50% position when airspeed exceeds 330 knots (757) or 320 knots (767).000 feet on the low chart. Verify cabin pressure is uncontrollable. Pull – pull the speedbrake lever If structural integrity is in doubt. Apply rudder and rudder trim.000 feet above the selected level off altitude. Select ENG OUT on the CRZ page to obtain the current engine out altitude and airspeed. Spin – spin the airspeed up to above Mmo/Vmo. 2010 www. The PM should call out 2. The correct procedure with the autopilot and autothrottles engaged is: 1. limit airspeed and avoid high maneuvering loads. Reduce airspeed to turbulent air penetration speed (290 KIAS/. Dave Collett April 26. The initial descent altitude over mountainous terrain may be much higher than 10. On blended winglet airplanes. Use caution when retracting the speedbrakes during the level off to avoid overspeeding the airplane. begin descent.g. 767: Max Continuous may be selected while in VNAV. Retract the speedbrakes very slowly or. whichever is higher. ENGINE FAILURE DURING CRUISE (Driftdown) These are general guidelines for an engine failure at cruise in domestic airspace. Use engine anti-ice and thrust as required if icing conditions are encountered. 2.convectivedigital. Remain in Max Continuous Thrust until the airplane accelerates to Long Range Cruise (LRC) airspeed and then maintain airspeed with manual thrust adjustments.RAPID DESCENT (“Spin – Push – Spin – Pull”) This maneuver is designed to bring the airplane down smoothly to a safe altitude in minimum time with the least possible passenger discomfort. Be deliberate and methodical. Another pitch mode must be selected first. Do not be distracted from flying the airplane. obtain a descent clearance and an altimeter setting. Use of the autopilot is recommended and the autothrottles should be left engaged. Select CON power on the TMSP and manually set Max Continuous Thrust on the operating engine. Complete the Engine Failure or Shutdown checklist in the QRH.
He should not call out the airspeed or actual vertical speed. Two hundred feet. 20º ANU is just an initial target. Retract the speedbrakes if extended. Resolution Advisory Except a Climb Resolution Advisory In Landing Configuration – disengage the autopilot and autothrottles and smoothly adjust pitch and thrust to comply with the required vertical speed. Intermittent stick shaker is the upper limit.GROUND PROXIMITY WARNING (Terrain Avoidance Maneuver) Accomplish the following maneuver for any of these conditions: “Pull Up” warning “Obstacle. follow the vertical guidance from TCAS and the lateral guidance from the controller. a gentle turn (10-15° of bank) may be initiated toward lower terrain displayed on the HSI. however. In many cases the nose can be raised higher. Obstacle.g. TCAS is unaware of aircraft performance limits. do not change vertical speed except to comply with the RA since a TCAS-to-TCAS datalink may be established with the intruder aircraft. Raise flaps to 20 and raise pitch to comply with the RA. descending. TCAS is also unaware of rising terrain and obstacle limited climbouts. “Five hundred feet. (e. Terrain. Maintain planned lateral flight path unless visual contact with the intruder is established and maneuvering is required. Make sure the autothrottles do not re-engage and reduce power. firewall the throttles even if the EECs are not protecting the engines. Pull Up” warning Unacceptable flight toward terrain Disconnect the autopilot and autothrottles. Do not follow a Descend Resolution Advisory Issued Below 1. Do not stall. The PM should call out the radio altitude and flight path trend. once clear of the conflict. If terrain contact is imminent. Inform ATC of the “TCAS Climb” or “TCAS Descent” as soon as practicable after responding and then. Pilot actions following TCAS advisories: Traffic Advisory (TA) – look for the traffic and maneuver if necessary. Simultaneously roll wings level and initially rotate toward 20º ANU. climbing.”) If appropriate. but do not change gear or flap configuration. Monitor airspeed and the rate of airspeed decay. Be aware that an aircraft you see might not be the actual intruder aircraft. 2010 www. up to the PLI if the flaps are out or up to intermittent stick shaker or initial buffet if terrain remains a threat. Firewall if the EECs are protecting the engines. TRAFFIC AVOIDANCE (TCAS Advisories) Comply with the Resolution Advisory (RA) if there is a conflict between the RA and ATC.com/guide For Training Purposes Only 16 . Once a Resolution Advisory has been issued. Respect the stick shaker. Dave Collett April 26. Climb Resolution Advisory In Landing Configuration – disengage the autopilot and autothrottles and advance power to maximum thrust. Do not follow flight director commands.000' AGL. Recover from stalls immediately and adjust pitch if high speed buffet is encountered. Raise landing gear after the PF calls out “Positive Rate. Do not follow flight director commands during an RA until clear of the conflict. Pull Up” warning “Terrain. Aggressively apply max thrust. If an RA occurs during an ATC breakout from a PRM approach. advise ATC you are returning to your previously assigned clearance or a subsequent amended clearance.” Maintain planned lateral flight path unless visual contact with the intruder is established and maneuvering is required. just the radio altitude in feet and whether the airplane is climbing or descending.convectivedigital.
The autopilots use rudder. On the 757.Autoland Flaps Extended Arms Go-Around Displays Pitch Limit Indicator Ignition to selected igniters if Auto is selected on the Engine Start Panel Arms G/S and LOC Arms the two remaining autopilots Bus separation (The center autopilot is powered by the battery/standby system instead of the left main system. The autopilot will de-crab the airplane. two units of nose-up trim are applied if LAND 2 is annunciated. the Bus Tie Breakers prevent a single generator from powering both the left and right AC busses.) MCP heading and HSI heading bug slue to the inbound course ILS frequency change inhibited ADI LOC scale expands when within ½ dot of the Localizer Arms Go-Around if G/S capture precedes flap extension ILS frequency change is inhibited if G/S capture precedes LOC capture The two remaining autopilots engage Flare and Rollout armed Autopilot rudder control engages LAND 2 or LAND 3 is displayed on the ASA Approach Mode Selected Localizer Capture Glideslope Capture 1500' RA 500' RA 330' RA 200' RA Runway alignment begins. The affected bus and autopilot remain unpowered unless the APU is running. (100' RA on the 767) Rising Runway symbol comes into view Bus Isolation (In the event of a generator failure. elevator and nosewheel steering to track the runway centerline.convectivedigital.) ASA is inhibited from changing to NO LAND 3. 2010 www. 45' RA 25' RA 5' RA Touchdown Dave Collett April 26.com/guide For Training Purposes Only 17 . but can change to NO AUTOLAND Flare Capture on the 757 (50' RA on the 767) Autothrottles retard to idle on the 757 (15' RA on the 767) Rollout Capture Autopilot levels the wings Go-Around inhibited after 2 seconds at 5' RA or below Autothrottles disengage when reverse thrust is selected Rollout mode remains active until autopilots are disengaged.
Accumulator pressure may be insufficient to prevent the airplane from moving even with the parking brake set. Consult the Airport Authorization List in Jepps Chapter 8 and contact the Dispatcher for all irregular operations. F 3. In a few countries.61 GS Airspeed Control J 6-21 Dave Collett April 26. An airport may not be compatible with all aircraft. single engine or a flap/slat problem). If a non-normal checklist requires a final approach airspeed different from our normal Flaps 25 or Flaps 30 airspeed (e.4 NP 20. complete the non-normal checklist and then comply with the MEL if required.40 NP 20. After landing. set the airspeed bugs as soon as you read about it in the checklist so you don’t inadvertently set the wrong airspeed later. ATC must be notified if TAS varies ± 5 % from the flight plan. 2010 www. SWBs at V1. ATC must be notified if TAS varies ± 5 % or 10 kts from the flight plan. Administrative duties should be completed during cruise and avoided from takeoff to top of climb and from top of descent until clear of all runways. The highest point on an airport’s usable runways measured in feet above mean sea level. Online: regularly served by Delta Offline: not regularly served by Delta Emergency (circled “E”): a favored emergency airport with better than basic facilities.2.000 foot runway and no other assurances V2 in the IAS/MACH window. Emergency (circled “e”): an emergency airport with at least a 6. The active waypoint should be visible on the map display during descent and approach. Any time the aircraft is flown in an FMS NAV mode. In US airspace.Facts and Figures References AIM = Aeronautical Info Manual NP = Normal Procedures SP = Supplementary Procedures Abnormals Before Takeoff Accumulator Pressure Active Waypoint Monitoring J = Jepps F = FOM T = FCTM Q = QRH II = Volume 2 GS = Gnd School/Other Q CI. no administrative duties should be performed until clear of all active runways.2. DWB at Vref 25/30 and SWBs at Vref 30 + 40 and Vref 30 + 80. Will have at least one approach chart and an airport diagram in Jepps. VR. A point on the airport designated as the official airport location.25 F 3.convectivedigital. Emergency airports should only be used when a specific emergency exists and the flight cannot continue to an Online or Offline airport.2 Administrative Duties Airport Elevation Airport Reference Point Airport Types If an abnormal condition occurs during engine start or before takeoff. If the active waypoint is more than 320 miles away. In ICAO airspace. Vref 30 + 40 and Vref 30 + 80. the airport elevation is determined at the Airport Reference Point.2.4 J2 J2 J 8-11 Airspeed Bugs Takeoff Landing Airspeed Bugs NP 20.com/guide For Training Purposes Only 18 . Vref 25/30 + any applicable wind additives in the IAS/MACH window. verify it on the MCDU. whichever is greater. at least one pilot will have the map displayed on the HSI.g.
) Airway Course Airway Width Aisle Stand Alternate Airport Estimate Alternate Airport Required After Takeoff Alternate Airport Selected While Airborne Alternate Airport Weather Minimums Anti-Ice Icing Conditions 250 KIAS below 10. the weather must be at or above normal destination weather minimums. Dispatch alternate weather minimums do not apply. Weather minimums for filing alternates are derived using the Alternate Airport Minimums Tables in Jepps Chapter 2. In Class II airspace. If there is no applicable IFR approach. taxiways or runways J 11-NA-27 SP 11. FAR 121 does not prohibit a flight from continuing to its destination without an alternate once the flight has departed and weather conditions deteriorate to the point where an alternate would have been required for dispatch.) is present. etc. whichever is greater. Icing conditions exist when OAT (on the ground) or TAT (in flight) is 10°C or below and: visible moisture (clouds. 200 KIAS. Enter the alternate as the Destination on Progress page 1. Excursion beyond airway limits is considered a gross navigational error. snow. Use the Delete key to remove.19 F 5. Estimates are for present position direct. For airways. at or below 2.S. the displayed FMS course may not be identical to the charted value.1 Dave Collett April 26. or minimum speed if greater than 200 knots.Airspeed Limits (U. 200 KIAS or clean speed or minimum speed. sleet.7 F 10. the airway includes 15 nm either side of centerline. ice crystals. below Class B airspace or in a Class B VFR corridor.8 SP 16. 2010 www.1.20 J 7-10 NP 20.000' MSL within 12 nm of the coastline.1.2. the airway includes 4 nm either side of centerline.37 SP 11. The Captain and Dispatcher should discuss the situation and agree to continue to the destination however. ice or snow is present on the ramps. forecast ceiling and visibility must permit a descent from the MEA to land under VFR. When selecting an alternate airport while airborne.500' AGL within 4 nm of the primary airport in Class C or D airspace unless otherwise authorized or required by ATC. Do not place items between the pilot seat and the aisle stand because injury may occur when the seat is adjusted.1 F 5. or standing water.com/guide For Training Purposes Only 19 . In Class I airspace.convectivedigital. fog with visibility less than 1 statute mile (1600 m) rain.
) On those aircraft. if the Icing light and Ice Det On EICAS message illuminate. Do not use engine anti-ice when the OAT is above 10°C. turn the wing anti-ice off after landing. wait 5 minutes and turn it back on for 5 minutes continue 5 minute on. do not wait for visual indications of ice. Use engine anti-ice at all times during icing conditions to avoid engine damage or failure.) Engine anti-ice must be Auto or ON during all flight operations when icing conditions exist or are anticipated except during climb and cruise when the temperature is below -40°C SAT. For aircraft without the automatic system. For airplanes with an Auto selector. For aircraft with a wing anti-ice selector. Do not use engine anti-ice when TAT is above 10ºC. (Refer to the Differences section of Volume 1. follow wing anti-ice procedures below. If present. (The auto system is inhibited on the ground. illumination of the Ice Det Off EICAS message and extinguishing of the Icing light indicates airframe icing conditions no longer exist. Ice accumulation on or near the windscreen can be used as an indication of airframe icing. If airframe icing is present and the aircraft does not have an automatic system: turn on the wing anti-ice switch for 5 minutes and then turn it off if airframe icing is still present after turning the switch off. visually check for indications of airframe icing. Some aircraft with a wing anti-ice switch do not have an ice detection system installed. 5 minute off cycles until indications of airframe icing no longer exist if installed. turn ON after landing in icing conditions. If present. For both manual and automatic systems.9 Engine Anti-Ice – Inflight Anti-Ice Wing Anti-Ice – Inflight Only SP 16. follow the wing anti-ice procedures below. On airplanes with automatic anti-ice systems. Wing anti-ice is inhibited on the ground on all airplanes. 2010 www.Anti-Ice Engine Anti-Ice – Ground SP 16. wing anti-ice is automatic inflight through the ice detection system. On airplanes with manual anti-ice systems. Do not use wing anti-ice when TAT is above 10ºC. Do not wait for visual indications of ice. SP 16.4 Engine anti-ice must be selected ON (not Auto) immediately after engine start and remain on during all ground operations when icing conditions exist or are anticipated except when the temperature is below -40°C OAT.convectivedigital. Use at all times during icing conditions to avoid engine damage or failure. the wing anti-ice Valve lights will illuminate after landing with wing anti-ice on because the wing anti-ice valves will automatically close and disagree with the commanded position. visually monitor for indications of airframe icing.10 Anti-Ice After Landing NP 20.66 Dave Collett April 26. the engine anti-ice must be turned on after landing because the automatic system is inhibited on the ground. For aircraft with a wing anti-ice switch and an ice detection system installed. Engine anti-ice must be Auto or ON prior to and during descent in icing conditions even when the temperature is below -40°C SAT.com/guide For Training Purposes Only 20 .
Non-certified Type II and Type IV are never authorized. It is very difficult to distinguish de/anti-icing fluid from hydraulic fluid since both have a similar texture and color. The final approach segment of any instrument approach procedure shall not be initiated unless the visibility conditions are reported to be at or above the minimum authorized for the approach.27 Anti-Icing Fluids SP 16. Fluids normally fail first on the leading or trailing edge of the wing. To start the APU. Frozen precipitation will begin to accumulate just as if the surface was untreated. Dulling of surface reflectivity (loss of gloss or orange peel appearance). Contact local Maintenance or MCC through the Dispatcher if residual fluid is observed and cannot be identified.32 Anti-Icing Fluids SP 16.000' for the 767) Up to 17.26 Approach Ban J 3-32 Approach Bugs Approach Categories GS J 3-33 J 3-34 SP 4.”) All approaches with less than ½ statute mile or 800 meters visibility require the use of RVR. offline stations or at military bases. ensure the APU bleed valve is closed for better fuel efficiency and lower EGT. or if there is any doubt about the exact fluid applied. use the generic Holdover Time table for that fluid type. 757-200: Category C 757-300 and 767: Category D All: Category D or highest speed visibility for circling approaches All: Category D for RNAV (RNP) approaches Up to max altitude (42. Start and swap power to the APU five minutes prior to departure. but will fail first at mid-chord if the airplane is pointing downwind. Contact the Dispatcher if used.19 NP 20. or if there is no specific Holdover Time table for the fluid used. hold the selector in Start for 3-5 seconds and then slowly release to On.000' for the 757 or 43.17 NP 20. leave the APU bleed valve closed to avoid initiating the 90-second cool down cycle. Progressive surface freezing. Left forward fuel pump will operate and the PRESS light will be out if the APU is running regardless of pump switch position. if installed. Non-certified Type I is not authorized for takeoff during active icing conditions.66 APU Bleed APU Bleed After Landing Dave Collett April 26. 2010 www. Set the bugs for the approach listed on the ATIS even if the weather is good enough for a visual approach.19 II APU Start APU Bleed Air Available Electric Power Available APU NP 20. Non-certified de/anti-icing fluids may be found at certain international stations. If the APU is running and bleed air is not required. If no specific fluid brand name is given. frost on snow on top of the fluid. If weather conditions permit.22 SP 16.22 NP 20.com/guide For Training Purposes Only 21 . it must be completely removed with Type I fluid prior to departure.000' Up to max altitude Battery switch must be ON to start the APU.31 SP 16. (You must have the “weather to the feather. Ice buildup on the life raft attach points. Gray or white appearance and buildup of ice crystals on or in the fluid.25 Anti-Icing Fluids Anti-Icing Fluids SP 16.convectivedigital. If Type IV fluid was used for overnight protection. Snow accumulation. SP 16.Anti-Icing Fluid Loss of Effectiveness Type I Type II and IV Any ice.
01 Mach change in airspeed will change a fix ETA by one minute per hour. Autobrake selection for landing is “as desired. Do not use Assumed Temperature (reduced thrust) when: restricted at particular airports by the Delta Special Pages unstable weather conditions exist AWABS is inop Reduced thrust takeoffs are allowed after de/anti-icing provided takeoff performance accounts for the runway surface condition. If the FMS will not accept the desired assumed temperature for takeoff.com/guide For Training Purposes Only 22 .APU Inop for Pushback APU Leaks APU On Electrical Power Down APU Policy APU Starter Duty Cycle Assumed Temperature Takeoffs Assumed Temperature Takeoffs Assumed Temperature Takeoffs Attila Attila Auto Speedbrake Inop Autobrake Selection If the APU is inop and an engine was started at the gate with external power. (Approximately 1 minute prior to gate arrival.4 NP 20. There should be no leaks from the APU exhaust or drains. 3 start attempts within a 60-minute period. A terminating flight is defined as the aircraft remaining at the gate more than 2 hours from block-in to block-out time. as appropriate. a 0. If the FMS still will not accept the assumed temperature.convectivedigital.4.37 F 3.3 Q 9. the crew will leave a dark aircraft.” II NP 20.2 NP 20. on the TMSP to remove the climb derate and select full climb power. The bulk cargo door on the 767 can be opened manually however.11 SP 6. After climb power is selected. Attila should not require a speed change in excess of 5% or 10 knots. use a higher assumed temperature from the AWABS. Any ATC clearance that conflicts with an Attila RTA take precedence and nullify the RTA. select CLB 1 and re-enter the assumed temperature.3 F 3.4.60 Dave Collett April 26.4 SP 5. so in some cases it may be necessary to reduce climb thrust in order to enter a high assumed temperature for a low takeoff thrust. the rampers will be unable to open the forward or aft cargo doors to load late bags after pushback because the Ground Handling bus will be unpowered. If the FMS still will not accept the desired assumed temperature. In general. eliminating the need to notify ATC. On Pegasus airplanes enter the RTA fix and time on Progress page 3. push the 1 or 2. If ground power is not available. If CLB 1 or CLB 2 was selected prior to takeoff. The Ground Handling bus can only be powered on the ground by either external power or the APU. Deploying the speedbrakes manually before nosewheel touchdown on landing may cause a pronounced nose pitch up.17 NP 20.) The Captain should not depart the airplane with the APU running unless all attempts to connect ground power have failed. flight crews should run the Secure checklist and shut down the APU. On terminating flights. flight crews should time the APU start so the APU reaches operating speed just prior to the aircraft coming to a stop at the gate. select CLB 2 and re-enter. Turn the APU selector off and wait until the Run light extinguishes before turning off Standby Power and the battery. Flight crews should start the APU approximately 5 minutes prior to pushback for all flights unless pre-conditioned air is unavailable or passenger comfort is affected. 2010 www. Takeoff thrust cannot be less than climb thrust. Upon arrival.7 SP 7. it should be removed during initial climb.38 SP 16.
FMS programming should include all reasonably available environmental factors (e. 2010 www. Autoland is required for all CAT II and CAT III approaches. and demonstrates satisfactory rollout performance. G/S Unusable.2 Dave Collett April 26. the pilot must be prepared to disengage the autopilot and take over manually should rollout directional control become inadequate. The pilot should not intervene unless it is clearly evident that pilot action is required.21 Automation During Abnormals Automation Policy GS F 3. Offset Localizer. Rollout mode cannot be assured on contaminated runways. Maximum braking if: the airplane is on the ground airspeed is above 85 kts and both thrust levers are retarded to idle F – fault in autobrakes or antiskid system S – speedbrake lever moved to down detent T – either thrust lever is advanced O – brake selector moved to OFF or DISARM P – brake pedal pressed The lever moves to UP and speedbrakes extend when on the ground and either thrust lever is moved to the reverse idle detent.Autobrakes on Landing Autobrakes on RTO Applied when both thrust levers in idle and wheels spun up. II Disarming Autobrakes (F-STOP) Speedbrakes on RTO Speedbrakes on Landing Armed Not Armed Autoland T 5. if a hydraulic system fails below Alert Height. The lever moves to UP and speedbrakes extend when on the ground and either thrust lever is moved to the reverse idle detent.3 T 5.19 Autoland GS Autoland Autoland NP 10.g. within 27' of centerline. An autoland is satisfactory if the airplane touches down within the normal ILS touchdown zone (approximately 1.4. the autoland may be continued unless NO AUTOLAND is displayed. Do not autoland if a restrictive note regarding the Localizer or Glideslope is published (e. Briefings should include special automation duties and responsibilities. cruise and initial descent.convectivedigital.2. The lever moves to UP and speedbrakes extend when main gear are on the ground (trucks not tilted) and thrust levers are at idle. Arming speedbrakes is required by checklist. Fly the aircraft with the highest level of automation available.) All hydraulic systems must be operational when initiating a CAT III autoland approach. If an autoland is accomplished on a contaminated runway. If an aircraft is removed from CAT III autoland status any approach requiring the use of autoland is prohibited. cruise winds and temps). Be sure to check the flight plan remarks and the Briefing Strip at the top of the Jepps approach plate for restrictions as they can be very hard to find.com/guide For Training Purposes Only 23 . etc. however. VNAV should be used during climb. Both pilots should verify FMS entries that result from changes in the ATC clearance.).g. When available.10 J 3-15 Autoland Autoland F 3.000'). (Same as speedbrakes on an RTO.500' but no farther than 3.
be prepared to manually apply rudder at the first change of either pitch or roll mode or if the autopilots are disengaged because the rudder will quickly move to its trimmed position and the airplane will roll abruptly. It is permissible to relinquish the FDRA and close the cabin door prior to receiving the WDR uplink. If the gate is staffed by more than one agent.50' or DDA .5 F 5. the autopilots control the rudder.10 NP 30.convectivedigital. the annunciation must be verified on the EICAS display.Autopilot and Autothrottles When Not Autolanding Autopilot on an ILS Autopilot on a Non-ILS Autothrottles Autopilot and Flight Director Required Autopilot Engagement Autopilot Engagement NP 30. Flight Director and FMS Monitoring NP 10. Positive passenger tolerance can be added in any combination to either class or negative passenger tolerance can be subtracted in any combination from either class. Disconnect no later than MDA/DA .100'. When a thrust reference mode change is selected or scheduled to occur. Disconnect prior to the flare or prior to the End-of-Descent point when using VNAV on non-Pegasus (non-GPS) airplanes. If the autopilot is desired after takeoff. the final passenger count may not be known by the agent collecting the FDRA. Personnel authorized to sit on the flight deck jumpseat will count as two passengers and personnel not authorized to sit on the flight deck jumpseat will count as one passenger. During a multiple-autopilot approach and go-around. it is normally engaged after a roll mode and VNAV are selected. Two (Three required for a CAT III approach).16 II Autopilot Rudder Control II Autopilot.3 Autopilots Required for Autoland Autothrottle Speed Mode AWABS II SP 4. NP 10.19 Disconnect prior to the flare.6. the annunciation must be verified on the flight mode annunciation display (scoreboard).6. If on single engine. Positive passenger tolerance may be used to account for both cockpit and cabin jumpseat riders. When a mode change is selected or scheduled to occur. but crews must be in possession of both the WDR and the Preface prior to pushback. The autopilot will not engage in either Takeoff or Go-Around mode. A corrected AWABS is required. 2010 www. selecting SPD mode will result in the Vertical Speed window opening and a possible climb or descent away from the selected altitude. In some cases. both the autopilot and flight director will be used for all ILS approaches when the weather is below RVR 4000 or ¾ mile. You cannot subtract cargo. Negative passenger tolerance may not be used to remove a jumpseat rider listed as JS on the AWABS. When needed to increase takeoff performance weight margin. Cargo tolerance is positive only. If the flight director is in either of these modes and an autopilot is engaged. the autopilot will engage in Vertical Speed and Heading Hold. the actual takeoff weight may be reduced by any unused add-on tolerance.3 Dave Collett April 26. Do not use positive cargo tolerance if negative passenger tolerance was used. No changes are required if a flight deck or cabin jumpseat rider moves to an open seat in the cabin.1 AWABS Adjustments F 5. If operable.com/guide For Training Purposes Only 24 .
Normal – Right Alternate – Left (automatic if right hyd system press low) Reserve – Right (press the RESERVE BRAKES switch) Normal – Right Alternate – Center (automatic if right hyd system press low) Reserve – Center (press RESERVE BKS & STEERING switch) Must extend out of the guides when the parking brake is set.11 SP 4. but these codes can also be obtained via uplink by requesting takeoff data for a runway that does not exist. the reserve brakes are still unpressurized and only accumulator braking is available.6.5 Q Man. F 5.” pilots are expected to provide a PIREP. If the Bank Limit Selector is other than Auto.com/guide For Training Purposes Only 25 . 2010 www. request an AWABS update via ACARS 3. enter “88/36/D”).” “poor” or “nil. Not less than RVR 4000 (1200 m) or ¾ statute mile visibility and 200' DH or 250' MDH. Always press B/CRS before pressing LOC.31 II Brake System Hydraulics 757 (“Right-Left-Right”) II 767 (“Royal Crown Cola”) Brake Wear Indicators Braking Action Advisories NP 20.6.22 J 3-32 Q 6. The codes for all authorized takeoff positions are listed on the WDR Preface. On the 767 it will also result in the inability to extend the landing gear and flaps. excessive bank angle may occur in HDG SEL at high altitudes or airspeeds. When braking conditions are less than “Good. All subsequent changes to the Cost Index must be derived from the ODM. TW xx is the maximum tailwind component already included in the performance calculations.6. May be cancelled or inhibited for: localizer or backcourse localizer approach circling from an ILS when conditions require a deliberate approach below G/S unreliable glideslope signal visual contact with the ground during day VMC During FMS preflight loading. When tower controllers receive braking action reports from pilots or airport management using the terms “fair. The AWABS Remote Command Processor can be used only after the initial WDR is produced.11 NP 20. The battery will last approximately 30 minutes. If it remains illuminated after selecting Reserve Brakes on the 757 or Reserve Brakes and Steering on the 767.6.” or whenever weather conditions are conducive to deteriorating or rapidly changing braking conditions. request a new AWABS if it will not delay departure 4. Indicates both normal and alternate brake source pressures are low. contact Flight Control HW xx is the minimum headwind component required for takeoff.10 J 4-72 Braking Action Nil J 4-72 Dave Collett April 26. use tolerances and/or performance notes 2.5 F 5. the ATIS will include “Braking action advisories are in effect.g.10 F 5.convectivedigital.10 F 5.1. such as Runway 36 in ATL (e.8 NP 20.” Operations at any airport with a report of nil braking action are prohibited.AWABS Corrections AWABS Headwinds and Tailwinds AWABS Remote Command Processor Backcourse Localizer Bank Limit Selector Basic Turbojet Minimums Battery Power Below Glideslope Alert Blended Winglet Cost Index Brake Source Light Make AWABS corrections in the following order: 1. Flight beyond 30 minutes will result in complete loss of electrical power. initially enter the Cost Index from the Dispatcher Remarks section of the flight plan.
3.2.3 Leaving the Cockpit Bulk Cargo Heat Selector (767) Cabin Altitude Warning Outflow Valve Closes Altitude Warning Resets Passenger Masks Drop Passenger Oxygen Duration Cabin Interphone System Inop Callouts in Visual Conditions F 3. The “1. The “Approaching Minimums” and “Minimums” callouts are made by reference to whichever altimeter (baro or radio) defines the minimums VFR weather conditions exist.12 Callouts on Approaches NP 10. 2010 www. if the Pilot Flying can maintain visual contact with the runway. Terrain and Taxi S .15 II Q 5. Keep in the VENT position for transporting animals.3 Approach Briefing (“Threatening NATS”) F 3.8 NP 20.com/guide For Training Purposes Only 26 .Airspeed Restrictions Brief the highest threat. N .5 NP 10.Approach Chart and Automation T . H .SID/DP and Special Pages Brief the highest threat. When he returns the PF will brief any relevant changes. including Takeoff Alternate A .3. inform ground personnel not to open any cargo door until all passengers and crew are off and fire-fighting equipment is nearby.500' cabin altitude 14.3.000' cabin altitude 12 minutes (22 minutes on some 757s) Ensure all cabin handsets are properly stowed. J 6-46 F 3.000. Within 10 nm of the airport or in visual contact with the landing runway that can be maintained until landing. Terrain and Transition Altitude if not 18. Since the cargo fire detectors detect smoke. fuel status. In direct communication with CTAF or other service providing traffic advisories.Special Pages If one pilot leaves the cockpit. the “Approaching Minimums” and “Minimums” callouts are not required.000' cabin altitude (if cabin controller is in Auto) 8.Transition Level if not FL180.13 NP 10.000 feet S . Callouts at 1.Braking Action Report Briefings Departure Briefing (“Threatening WARTS”) A braking action report to the tower and the company is required when braking action is less than “Good.” Use ACARS for the report if available. Brief the highest threat. 10.Weather and Winds. On any approach. cleared to land/no landing clearance” and “500/Checks” callouts are always required however.Runway Considerations T – Taxi. W . clearance limits.000 feet A . After landing.2 Takeoff Briefing (HAA) F 3.NOTAMS A .20 II Dave Collett April 26.Abnormal Procedures and Abort Considerations R .Heading A .Altitude and Transition Altitude if not 18.convectivedigital.000' cabin altitude 11.15 NP 10.16 J 3-72 Canceling IFR Authorized Cargo Fire Cargo Fire Detectors Q 8. etc.000 feet and 500 feet are always made by reference to the radio altimeter. Must cancel IFR with the controlling agency. a briefing will be conducted summarizing automation status. the fire-extinguishing agent may cause the detectors to indicate a fire still exists even after it has been extinguished.
7 F 3. Turn off any center tank pump that indicates low pressure and accomplish the non-normal procedure if appropriate.000 pounds at initial taxi. No FMS corrections are necessary. the aircraft must be stopped with the parking brake set.7 NP 10. The ASA monitors the required elements of the CAT III airborne system. if the autopilot is unintentionally disengaged below RA/DA/AH.1 J 3-36 J 3-37 J 3-39 J 3-38 J 3-41 NP 30.000 pounds. 25 knot max headwind and/or 10 knot max tailwind to autoland. Personal calls are not allowed on the ramp during pre-flight inspections. Turn them on above 10.3 Dave Collett April 26. To initiate the approach. Center tank fuel is usable. A missed approach is required if: the autopilot is unintentionally disengaged. Pilots should be discreet when using cell phones on the flight deck and remain out of public view. In that case. aural warnings and warning/system failure flags that occur prior to alert height. This removes the penalties for TDZ or CL lights out-of-service or not installed provided all the requirements in Jepps Chapter 3 are met.2.com/guide For Training Purposes Only 27 . the landing may be completed if suitable visual reference is established autoland cannot be accomplished in the touchdown zone Captain: “Land 3” or “Missed Approach/Go-Around.7 as a briefing guide. however.convectivedigital.000 pounds of center tank fuel is allowable with the main tanks not full for takeoff.) A missed approach is required if the ASA says NO AUTOLAND or LAND 2 (LAND 3 is required) For all EICAS messages.Carry-On Baggage CAT I ILS Without TDZ and CL Lights CAT II and CAT III CAT II and CAT III CAT III Callout at Alert Height CAT III Missed Approach Cell Phones Center Fuel Tank Procedures FARs restrict aircraft from taxiing. A missed approach must initiated if an autoland cannot be safely accomplished in the touchdown zone. All passengers are limited to one carry-on item plus one personal item per person.” (Don't say anything else. the crosswind component on the landing runway must be 15 knots or less. Cell phones must be turned off while on the flight deck from the beginning of the pre-departure checklists until post-flight checklists have been completed unless an operational need exists.16 NP 30. CAT I ILS approaches may be flown to RVR 1800. Up to 5.5 SP 12. F 7.000 pounds or more at initial taxi. leave the pumps switches off for takeoff.2 SP 12.2.000' MSL and turn them off at approximately 1. If the center tank contains less than 5. but operational calls are allowed provided they are made at least 10 feet from refueling equipment. the approach may be continued as long as the ASA status annunciates LAND 3 and the LOC and G/S are within tolerance. 15 knot max crosswind to start or land from a CAT II or CAT III approach. taking off or landing unless each article of carry-on baggage is stowed in an approved stowage area or cargo compartment. If the center tank contains 5. 2010 www. turn the pump switches on for takeoff and turn them off at approximately 1.000 pounds. If the TDZ and/or CL lights are inop or not installed. In a low fuel situation the fuel may be burned. Use Low Visibility Approach Considerations (CAT II/III) on page NP 30.
but the pilot flying the approach should have the chart viewable during the approach. When using a single set of Jepps (e.1. 2. or maintenance has determined cycling the circuit breaker is safe.3 nm from the runway thresholds at 165 kts max for CAT D. Select landing flaps when turning base if not already selected.2 Circling Approaches At FAF and MDA NP 30.Chart and Map Utilization Checklist Discipline For all operations.17 Dave Collett April 26. ice. ship set or reroute). if a checklist item has not been accomplished the checklist may be continued and that item listed as “To Go.g. if the situation resulting from the tripped breaker has a significant adverse effect on safety.convectivedigital.com/guide For Training Purposes Only 28 . control surfaces. Flaps 20 (Flaps 25/30 optional). engine inlets or other critical surfaces of the aircraft. Do not start the After Landing checklist until clear of the runway or after the 180º turn during a back taxi. notify maintenance. whichever is higher. if a checklist item has not been accomplished. A logbook entry shall be made to document the occurrence. 2010 www.g. pilots will have adequate Jeppesen Airway Manual material out of the flight kit and available for immediate reference.2.21 Missed Approach Circling Approaches Minimum Visibility Minimum Ceiling MDA Circling Area Radius Circling from an ILS J 3-34 3 sm (4800 m) or CAT D/highest speed visibility. Do not reset a tripped fuel boost pump circuit breaker. Do not use Approach mode because Approach mode will not level off at the MCP altitude and exiting Approach mode requires initiating a go-around or disconnecting the autopilot and turning off the flight directors. snow or slush is adhering to the wings. The flight crew may cycle the circuit breaker(s) of a degraded or inoperative system (normally only one time per event) provided the Captain determines the affected system is desirable for the conduct of the flight and one of the following conditions exists: the breaker had not previously tripped and there is no specific non-normal procedure in the checklist prohibiting reset (e.2. In flight. On the ground. 1.000' HAA or CAT D/highest speed MDA. If a circuit breaker is cycled during flight. Flight crew reset of a tripped circuit breaker is not recommended unless directed by a non-normal checklist.60 T 5.59 Circuit Breaker Reset Q CI.000' or CAT D/highest speed HAA. the checklist must be stopped until it is accomplished. however the Pushback/Start checklist may be started while awaiting the “Cabin is ready for pushback” report from the Flight Leader. whichever is higher. fuel boost pump). the entire checklist must be re-accomplished.4 Clean Aircraft Concept SP16.3 Q CI. whichever is higher. Takeoff is prohibited when frost. 1. F 3.” Gear down. T 5. If all pilots leave the cockpit during or after the Before Start checklist. both pilots should review the charts. however a tripped circuit breaker may be reset once. Use LOC and V/S or VNAV modes. Do not rely on airflow during takeoff roll to remove frozen precipitation that may be adhering to the aircraft. Make a climbing turn in the shortest direction toward the landing runway and then fly the published missed approach for the runway to which the approach was flown. A reset should only be accomplished after maintenance and the flight crew have determined it is safe to do so. after a short cooling period. Speedbrakes armed.
the tail of the aircraft will be clear of the runway after the fifth taxiway light passes under the nose.4 Dave Collett April 26. An abbreviated clearance used at major airports during bad weather. the PF should avoid repeating clearances or calling for gear or flap changes while the PM is listening to or reading back a clearance. The Complaint Resolution Official (CRO) is an employee trained in disability regulations. He should be contacted for guidance on any unresolved issues concerning disabled passengers.25 J 11-NA-27 F 5. maintain the last assigned altitude until intercepting a published segment and then comply with the published altitudes on the approach.1. both pilots should verify the altitude specified in the clearance has been set correctly by stating the altitude and pointing at the altitude display window. Also ensure the proper altimeter reference (QNH or QNE) is set. If the airport air temperature is -10°C (14°F) or lower. GS F 3. In very cold temperatures.23 SP 16.com/guide For Training Purposes Only 29 . The PF should repeat crossing restrictions. coordinate with ATC and apply the Cold Temperature Altimeter Corrections in Jepps Chapter 4.convectivedigital. Do not apply corrections to the special cold weather approach charts (blue pages). airspeeds and clearance limits To avoid distracting the PM. The Captain will repeat the taxi clearance after the F/O has read the clearance back to ATC. and the airplane arrived with a large amount of fuel in the wing tanks Adding warm fuel to the wing tanks is the quickest way to alleviate a cold-soaked wing condition. both crew members will confirm alignment of the intended departure runway by reference to the HSI. both pilots should confirm their location by comparing taxiway and runway identification signs to the taxi chart. Prior to crossing a runway hold short line to either take off from or cross a runway. Prior to takeoff. When cleared for an approach via a radar vector to a published segment of the approach. Prior to departing the last assigned altitude.2.11 J 4-61 T 1. 2010 www. altimeter errors can exceed 1. the Dispatcher is aware of and approves its use.000 feet resulting in potentially unsafe terrain clearance if no corrections are made. Request ATC to provide at least 1000 feet above MVA in cold temperature when vectored below MSA or Grid MORA at night or in IMC and terrain clearance cannot be otherwise assured. Ice or frost on the upper wing surface should be suspected if: frost or ice is observed on the under side of the wing.3. Approved Coded Departure Routes (CDRs) will be listed in the Supplemental Route Section of the Flight Plan. If a CDR is listed.Clear of Runway Clearance Awareness Cleared for Approach Climb or Descent Direct Coded Departure Routes Coded Departure Routes Cold Temperature Altimeter Corrections Cold-Soaked Wings Complaint Resolution Official When clearing a runway during low-visibility operations. minimum radar vectoring altitudes are not temperature corrected.4 J 3-101 SP 11. Corrections have already been applied. Except in Canada. Executing CLB DIR or DES DIR deletes all waypoint altitude constraints between the airplane’s current altitude and the MCP altitude.17 F 7. headings.
A cracked windscreen without an accompanying window heat EICAS message indicates an inner or middle pane is cracked and structural integrity is compromised. 2010 www. the PF will call for configuration changes and the PM will accomplish them. Not authorized.5 J 3-31 SP 16.8 F 10. Do not assume the last 2. A pilot will be presumed incapacitated after failing to respond to two verbal communications or to one verbal communication associated with a significant deviation from the intended flight path. a pilot will be denied access to any aircraft controls for the remainder of the flight.2. During an inflight non-normal.3 SP 16.000 feet will have the same braking action as the touchdown zone.1 GS F 10. verbal confirmation is required before moving any of the following critical controls: an engine thrust lever an engine fuel control switch an engine. APU or cargo fire switch a generator drive disconnect switch a flight control switch F 3.62 J 4-76 SP 16.com/guide For Training Purposes Only 30 . Do not use for takeoff or the landing flare maneuver. The Quick Reference Landing Distance Chart in the airplane assumes: 50 feet over the threshold 1.62 SP 4. Do not make configuration changes after landing until clear of the active runway or at taxi speed when a 180° turn is required. This is the exception and not the rule.1.1. Once declared incapacitated. Wind can restrict operations. A rolling takeoff is strongly advised when the crosswind exceeds 20 knots. Consider starting both engines when anticipating taxi on slippery or contaminated surfaces. the PF may announce and make the change.convectivedigital.7 Q CI. A cracked windscreen with an accompanying window heat EICAS message indicates the outer pane is cracked and structural integrity is not compromised. Do not land if water/slush/wet snow exceeds 1 inch. treat the situation as if a passenger had become incapacitated.6 Dave Collett April 26.62 or the Quick Reference Landing Distance Chart in the airplane.000 feet air distance before touchdown Vref 30 approach speed no wind two engines at full reverse thrust 15% safety margin The data on this chart is advisory only. If the PM is busy and operational necessity requires an immediate configuration change.2.Configuration Changes Contact Approaches Contaminated Ramps and Taxiways Contaminated Runway Contaminated Runway Quick Reference Chart Contaminated Runway Wind Limits Control Wheel Steering Cracked Windscreen Crew Member Incapacitation Critical Controls Normally. Refer to the chart on page SP 16. If a flight attendant becomes incapacitated. Do not take off or land if: braking action is nil dry snow exceeds 4 inches (10 cm) Do not take off if water/slush/wet snow exceeds ½ inch.
2.7 T 5. the cockpit voice recorder and flight data recorder must remain operative at all times and may not be disabled in flight for any reason. A “direct” clearance to an airport or fix is not clearance to descend until on a published segment. In flight. the orange bug will point the direction of turn and each pilot can just push Manual on his VOR panel to access reminders for altitude and airspeed and to display a backup for the escape route airways are 4 nm wide. the max crosswind on wet or dry runways is 40 knots. If the departure clearance is received via radio.43 T 6. both pilots should review it. The flight is also cleared for any instrument approach unless restricted by ATC.4. so use XTK Error to determine when you're on the airway and can continue descent to the minimum altitude During normal operations.com/guide For Training Purposes Only 31 .0 as the frequency and 310 as the course and then return the panel to Auto to allow DME-DME updating. DH is Decision Height and is determined by reference to the radio altimeter. DA is Decision Altitude and is determined by reference to the barometric altimeter. both pilots should monitor and confirm the issued clearance. Sideslip-only (zero crab) landings are not recommended with crosswinds above 28 knots (757-200) or 25 knots (757-300) or 26 kts (767) to avoid scraping a wing or engine on the runway and to maintain adequate control margin. 2010 www. Descent may be initiated at the pilot’s discretion to the applicable minimum IFR altitude along the assigned route of flight.Critical Terrain Technique Crosswind Landings Crosswind Landings Cruise and Direct Clearances CVR and FDR DA and DH Dangerous Goods Drill Codes Departure Clearance The following technique can be useful when flying over critical terrain: load the escape route in Route 2 and display it on the Map as described in SP 11 use the orange bug on the altimeter as a reminder for the direction of turn. For informational purposes. The airplanes are designed (but not necessarily demonstrated) to higher crosswind limits however.4 Dave Collett April 26. For example. GS T 6. he can manually set 114.43 T 6.9 F 8. the PM can manually set the appropriate frequency and course for the escape airway on his VOR panel and then also return to Auto in the event of an emergency descent.2 F 3. Set 250' for a right turn and 750' for a left turn the PF can set reminders for the initial altitude and airspeed on his VOR panel. Drill Codes are intended as supplemental guidance and do not replace the appropriate abnormal checklist. if the initial altitude is 14. If the departure clearance is received via PDC. Delta pilots are authorized a maximum crosswind limit of 29 knots for takeoff and landing.convectivedigital.44 J 3-62 F 3.2. Drill Codes are listed on the NOTAC or NOTOC and the corresponding guidance is in the FOM. A “cruise” clearance is a clearance along a published airway that provides a transition to the approach environment.000' and the initial airspeed is 310 knots.
as directed by ATC 1. Delta Special Page all-engines Rejected Landing Table 2. 3.) Fly the Close-In/ICAO NADP 1 takeoff profile when directed by a flight plan remark. Delta Special Page engine-out departure procedure published missed approach procedure if directed by the Delta Special Page engine-out departure procedure as requested by ATC only if terrain clearance can be assured Rejected Landing Priorities All Engines A rejected landing is a go-around initiated after the MAP or below the MDA/DA. 2.) In all cases (all engines or engine out).000 feet AFE (not MSL). Delta Special Page all-engines departure procedure radar or SID DP IFR or Obstacle DP depart on course Delta Special Page engine-out departure procedure straight out until flaps are retracted or minimum safe maneuvering airspeed is reached J 3-11 J 3-12 Engine-Out Missed Approach Priorities All Engines Engine-Out A missed approach is a go-around initiated at or before the MAP and at or above the MDA/DA. 2. Fly the published missed approach procedure or as directed by ATC. Jepps Chapter 11 country specific procedure. 2. etc. once a safe maneuvering airspeed is reached and above the appropriate minimum altitude (MVA. 2010 www. the flight attendant’s Departure Report should not be posted where passengers can see it.convectivedigital. 3. Cycle the No Smoking switch when descending through approximately 10. 3. MSA. Delta Special Page engine-out Rejected Landing Table published missed approach procedure if directed by the Delta Special Page engine-out Rejected Landing Table Delta Special Page engine-out departure procedure as directed by ATC J 3-11 J 3-12 Engine-Out LAHSO Departure Priorities Departure Report Descent and Landing Notification Published procedure or as directed by ATC. Delta Special Page.62 Dave Collett April 26. For security reasons. (Common in Europe for noise abatement. 4. In IMC or when terrain clearance cannot be assured visually: 1. Normally fly the Distant/ICAO NADP 2 takeoff profile in Volume 1. J 3-16 J 3-11 GS NP 20.Departure Priorities All Engines J 3-12 1. 4. Delta Special Page engine-out departure procedure 4.60 NP 20. 1.com/guide For Training Purposes Only 32 . airport briefing page or departure procedure. 2. published missed approach procedure if directed by the Delta Special Page all-engines Rejected Landing Table 3. (This is our normal takeoff.) pilots may initiate or accept a routing other than the departure procedure. Flight attendants should be notified 20 minutes before landing. 1.
select another roll mode other than LNAV.25 T 4. If the above conditions are not met. A missed approach is required if: any of the required RVR.26 T 4. however it is sufficient to continue beyond the MAP. (May also be the DA(H)/RA. J 3-38 CAT II CAT III J 3-41 Descent Planning NP 30. airborne or ground systems become inoperative the crosswind is greater than 15 kts an automatic landing cannot be made in the touchdown zone LAND 3 is not annunciated Visual contact with the runway is not required at Alert Height. For manual descent planning. For MEL purposes. select another pitch mode other than LNAV.g.000' AGL and 250 kts.000 feet of altitude loss at ECON speed and with no wind.7 T 4. descent is not authorized below 100' above TDZE unless the red terminating bars or the red side row bars are also visible sighting Lead-In Lights does not satisfy the requirement for visual contact with the runway environment. however if only the approach lights are in sight. (e. dispatch is defined as advancing power for takeoff. The MEL applies before dispatch and after a rejected takeoff. a missed approach is required.Descent Below Minimums CAT I (ILS and Non-ILS) J 3-35 A descent below minimums is authorized if: can make a normal landing in the touchdown zone runway environment is in sight. Heading Select) If G/S is captured and LOC is armed. 2010 www. If LOC is captured and G/S is armed. select G/A mode or disconnect the autopilot(s) and cycle the F/D switches. push the APP switch again. If neither LOC or G/S has captured. Do not descend below the MDA/DDA until the actual runway environment is in sight. use 3½ nm per 1. threshold.e. and at traffic pattern altitude at flaps up maneuvering speed on approximately a 12 mile final. the takeoff event. red terminating bars on the ALSF-I system or the red side row bars inside 500' on the ALSF-II/ICAO system.29 II Deselecting Approach Mode Dispatch for MEL Purposes F 3.4. (e.com/guide For Training Purposes Only 33 .g.convectivedigital. Altitude Hold) If both LOC and G/S have captured. Plan to be 40 miles from the airport at 10. Using engine anti-ice increases descent distance. i.) The threshold environment includes touchdown zone lights. an automatic landing cannot be made in the touchdown zone the crosswind is greater than 15 kts A missed approach is required if: any of the required RVR.7 Dave Collett April 26. airborne or ground systems become inoperative the approach lights are not in sight by the DA(H)/RA the threshold is not in sight by the Inner Marker or 100' above TDZE.
ship number. Other duties depend on aircraft type. Exit from a forward exit and assist from outside the aircraft.convectivedigital. If ditching. holding) if the flight will arrive at the destination or alternate with less than minimum FAR fuel reserves fuel consumption greater than planned change in destination weather diversion to alternate unless previously discussed change of destination or designated alternate airport The requirement to coordinate with the Dispatcher cannot be satisfied by communicating with any other agency or entity. Stow loose items For both ground evacuation and ditching.1 Document Verification F 5.5 Dave Collett April 26. “Two in. If a decision is made to land at an airport other than the filed destination or an alternate listed on the FDR. contact ATC and Flight Control.com/guide For Training Purposes Only 34 . 2010 www. then Descend) No Smoking and Seat Belt signs On autobrakes off speedbrakes down gear up flaps 30 maintain Vref 30 to touchdown For both ground evacuation and ditching.g. two w’s. proceed to the forward cabin area and assist as needed. take the ELT. check weather and landing weight.12 First Officer Relief Pilot (if installed) Diverting GS Diverting F 10.2. etc. to include: lateral deviations of more than 100 nm deviation from flight plan cruise altitude of more than 4. release number and date on all documents. Be sure to change the Destination on Route page 1 to the new destination so arrivals and approaches will be displayed on the FMS. See the QRH. ensure exits are open. The Dispatcher is the primary source of information when making a diversion decision. The proper ditching configuration is: Gnd Prox Gear and Terrain switches Override packs off outflow valve closed (Manual. If ground evacuation.000 feet for more than 30 minutes any condition that will effect ETA by more than 15 minutes (e. proceed to the forward cabin area and ensure doors are open. maintenance irregularities. Open the cockpit door. proceed to the forward door area. two out.2. F 5. Verify the correct flight number. that may impact downline operations.2. Exit from the rear of the airplane after all passengers are off if possible.” Notify flight attendants and passengers.Dispatcher Coordination Ditching Configuration The Captain must coordinate with the Dispatcher for any significant route changes.1 Q 0. exit from a forward exit and assist from outside the aircraft.2.1 Ditching/Evacuation Captain Q CI. the Captain must either contact the Dispatcher for an amended FDR or use his emergency authority.
etc.2 NP 20. The following electronic equipment is installed: 1 ADF (two on the 767ER) 2 Air Data Computers (ADC) 3 Autopilots 2 DMEs 2 EICAS Computers 3 Flight Control Computers (FCC) 2 Flight Management Computers (FMC) 2 GPSs (if installed) 3 ILSs 3 Inertial Reference Units (IRU) 1 Marker Beacon Receiver 2 Multi-Purpose Control Display Units (MCDU) 3 Radio Altimeters 3 Symbol Generators 1 Thrust Management Computer (TMC) 2 Transponders 2 VORs The Captain should brief the Flight Leader on the following (TTSR): T – type of emergency T – time available for cabin preparation S – special instructions (signal to brace/evacuate. press and hold the ERASE switch for 3 seconds The 115-volt outlets on the aircraft may not be used to power or charge any personal electronic devices. contact Maintenance.000' to 15. the only indication of impending fuel filter bypass will be a status message. Check status messages after shutdown and record in the logbook.1 F 7. Cancel EICAS messages after completing the appropriate abnormal checklist. If a status message cannot be erased. so look at them anyway. The MEL must be checked prior to takeoff.1.1. Attempt to erase all status messages that appear prior to dispatch. During engine start and prior to takeoff. however. On some 757s.) R – repeat the information back to the Captain GS Q 2.71 GS SP 15. press the ECS/MSG switch 2. caution or advisory). press the AUTO EVENT READ switch 3.9 II F 10. it is not required to check status messages because any message concerning the safe continuation of the flight will appear as an EICAS alert message (warning. Inform Maintenance and record in the logbook. Do not erase status messages that appear after dispatch.convectivedigital. 2010 www.000' AGL Flight longer than 6 hours with a Bleed Duct Leak or a Body Duct Leak light illuminated may result in structural damage.3 Dave Collett April 26.4 NP 10. Do not attempt to erase these messages. To erase status messages.Dry Microburst Conditions Duct Leak (767 Only) EICAS Messages EICAS Messages EICAS Status Messages Electrical Outlets Electronic Equipment Emergency Briefing Be alert for dry microbursts in the following conditions: surface temperature above 75°F dew point spread of 30° to 50°F convective activity in the area with high cloud bases virga or scattered light rain radar returns of weak cells from 5. usable exits. accomplish the following on the auxiliary panel: 1. After dispatch (thrust levers advanced for takeoff).com/guide For Training Purposes Only 35 . any alert message requires the appropriate non-normal procedure followed by checking the MEL.
1. On the 757. If a sealed kit or medical equipment is opened and used: contact UPMC enter a description of the circumstances and the name of the person authorized to use the kit in the aircraft logbook contact Flight Control to coordinate a replacement The Enhanced Emergency Medical Kit may be released to individuals possessing medical licenses.1. certificates or other identification. Three distinct soundings of the flight attendant call system.4.000 feet AGL. If an emergency is declared. They do not need to be armed during passenger boarding or deplaning.1 Dave Collett April 26. Notify the tower and fire department of the location and type of any dangerous goods. There is a procedure in SP 7 for starting an engine from the ship’s battery if electrical power from the APU or external power is not available.1 F 10. air conditioning pack or recirc fan configuration may cause engine flameout.4.5 F 7.2 F 10. F 10. The Captain may also release it to other individuals who appear to have the necessary medical knowledge or skills.) Do not use the terms red or yellow emergency with ATC.1. If a forced landing appears imminent and the aircraft is below 1. announce “Brace for landing” over the PA. Medical Emergency – there is a death. fire trucks.1.Emergency Communications Emergency Declaration Guidelines Emergency Landing Preparation Emergency Lights Emergency Medical Equipment Emergency Signal ENG STATOR Message Engine Battery Start Notify: flight attendants passengers “Two In. See FOM chapter 11. the Captain must submit an ASR within 24 hours of returning to base. refer to the QRH and the FOM. If the EICAS message remains.1. For an overweight landing. the Captain will notify the Dispatcher of the time. Fire trucks may or may not be required and the flight attendants will not prepare the cabin for an emergency landing. Direct the flight attendants to take appropriate precautions for the passengers. Emergency lights must be armed for taxi. Any thrust lever movement or changes to anti-ice.2 F 10. Loosen ties and remove sharp objects. The Captain has final authority in the decision to release medical equipment. A medical emergency must be declared if priority handling is requested from ATC.convectivedigital.4 F 3. Yellow Emergency – an emergency is declared but the safety of the aircraft or passengers is not deemed to be in peril and the Captain expects a successful landing. restart is not possible.3 II SP 7. 2010 www.com/guide For Training Purposes Only 36 . takeoff and landing. A red emergency requires special handling by ATC. (There are plenty of other things that require an ASR too. place and reason for the intended landing.3 F 7. the L or R ENG STATOR EICAS messages indicates the EEC is unable to control the stator vane actuator.4 F 10. and the flight attendants to prepare the cabin for an emergency landing/ditching and evacuation. Repeat as necessary.4. injury or illness on board. Two Out” ATC Flight Control Red Emergency – the Captain believes circumstances may lead to personnel injury or aircraft damage. If circumstances permit.
is being operated at reduced thrust due to a malfunction. Do not operate engine or wing anti-ice when the TAT is above 10ºC. If an engine exceedance occurs on takeoff after thrust is set and the takeoff is continued. retract the flaps to 20 and continue the approach at Flaps 20 however. If an engine fails after landing flaps are selected. If an engine fails during a two-engine go-around. leave the flaps at 25/30 and make a normal autoland with manual throttle. 2010 www. Even if the airplane has the automatic systems.4. is shutdown. even if the SAT is below -40ºC. The APU must be shut down or the APU bleed switch must be OFF.32 T 5. Wait until at least 400' AGL and airspeed is acceptable before retarding the thrust lever and accomplishing any required checklist. follow normal go-around procedures and retract flaps to 20. If a windmill restart is not successful. perform the normal go-around procedures. If an engine fails below Alert Height.000 feet. Do not delay. leave the flaps at 25/30 and make a normal autoland with manual throttle. do not retard the thrust lever in an attempt to control the exceedance because it invalidates takeoff performance. If an engine fails. however. do not initiate an ocean crossing and coordinate with the Dispatcher for the best course of action.convectivedigital.3 T 3. Maintain Flaps 20 and Vref 25/30 + wind correction until initial maneuvering is complete and a safe altitude is reached. The area behind the airplane should be considered.10 T 5. Advance the operating engine to approximately 70% N2. If an engine fails on final approach after landing flaps are selected. F 3.56 Dave Collett April 26.11 SP 16. or experiences a stall/surge and climb/cruise power cannot be reestablished. a maintenance inspection is required before flight. In visible moisture with TAT below 10ºC and near convective activity. start the APU as soon as practical to provide power for subsequent start attempts. CAT III autoland approaches are not authorized if an engine fails prior to Alert Height. land at the nearest suitable airport in point of time. turn wing anti-ice ON as well. CAT II autoland approaches are not authorized if an engine fails prior to selecting landing flaps.9 NP 20. Attempt a windmill restart using memory procedures before starting the APU.Engine Compressor Surge or Stall Engine Control Panel Engine Crossbleed Start Engine Exceedance on Takeoff Engine Failure (Dual Engine) Engine Failure on CAT II or III Approach Engine Failure on Final Approach Engine Failure on Go-Around Engine Failure. If an engine fails after selecting landing flaps and a go-around is desired.6 T 8. disconnect the autothrottles.com/guide For Training Purposes Only 37 . follow single-engine go-around procedures and retract flaps to 5. however. It is usually preferable to accelerate to 15 knots above the Vref 25/30 bug speed. turn the switches ON. Surge or Stall Engine Flameout Protection (767s With GE Engines Only) If an engine compressor surge or stall occurs during ground ops or if a takeoff is rejected due to a compressor surge or stall. Accomplish the Dual Engine Failure memory items and establish the appropriate airspeed immediately to take advantage of high engine RPM and improve the chances of a successful restart. a landing may be made with Flaps 25/30 if desired. Select Single for GE FADEC engines. If an engine fails and the flaps are retracted to 20 and then a go-around is desired.34 T 5. disconnect the autothrottles.18 SP 7. If at or below 22. turn engine anti-ice ON when thrust is reduced for descent or for a speed reduction of greater than 10 knots. Position the Ignition Selector to 1 for the Captain’s leg and 2 for the First Officer’s leg. If an engine surges or stalls and climb or cruise power can be reestablished.81 F 10. but crossbleed thrust is usually less than breakaway thrust for single-engine taxi.1.
Turn the respective Engine Bleed Air switch off prior to engine shutdown. If hard starting is anticipated.3 Q 7. Refer to SP 16. There are no non-normal checklists for the loss of an engine indication or automatic display of the secondary engine indications.18 GS Engine Run Ups Ground SP 16. Other indications of an engine fuel leak include: visual observation of fuel spray from strut or engine excessive engine fuel flow total fuel quantity decreasing at an abnormal rate Fuel Config message on EICAS Low Fuel message on EICAS Fuel Disagree.Engine Fuel Leak Engine Ground Pneumatic Start Engine Hard Starting Engine Indicating Engine Inflight Start Engine N2 Overspeed (757) An increase in fuel imbalance of approximately 1. throttle control of the engine may be regained after the roll back. P&W Engines – run up the engines to a minimum of 50% N1 for one second every 15 minutes GE Engines – run up the engines to a minimum of 60% N1 for 30 seconds every 30 minutes On the 757. Consideration must be given to the probable effects of running the engine at reduced thrust. Engine hard starting may be experienced at high altitude airports. if N2 overspeeds to 105%. 2010 www. There is no way to tell what kind of fuel control unit is installed. the time interval may be extended to 30 minutes if operationally necessary.2. Checklists directing an engine shutdown must be evaluated by the Captain to determine whether an actual shutdown or operation at reduced thrust is the safest course of action. Do not exceed 40% N1 prior to shutdown and inspection. Q 12. the throttle will no longer control the engine and the engine will remain at 85% N2 until shut down. taxi in) to prevent severe engine damage. A standing takeoff is required when the engine anti-ice is on. On most airplanes.3 NP 20.1 Q 12. or one “super huffer” with two hoses. in high temperatures.8 Flight Engine Shutdown SP 16.9 SP 7. accomplish engine run ups during ground operations (taxi out. to start an engine when APU bleed air is not available. however. the engine must be shut down and inspected for ice.convectivedigital. Fuel Qty Error or Insufficient Fuel message on the MCDU scratchpad Duct pressure should be 30 psi or greater. refer to SP 7. Hold the brakes and make a static run up to as high a thrust setting as practical (60% N1 desired) and ensure all engine indications are normal before releasing brakes.000 pounds or more in 30 minutes should be considered an engine fuel leak. Do not attempt a restart unless a greater emergency exists.5 Takeoff SP 16.com/guide NP 20. The requirements and procedures depend on ship number.9. Continue normal engine operation unless an EICAS message shows or a limit is exceeded.67 38 For Training Purposes Only . On the 757.9 Q CI. ground holding. and after long layovers at cold airports. 767s with GE engines have minimum thrust requirements and fan ice shedding procedures. On some airplanes with a more advanced fuel control unit.44 Q CI. the engine will roll back to 85% N2 and then will probably be uncontrollable.2. This applies to all aircraft. (Delta Engineering) When engine anti-ice is on and the OAT is 3°C (37°F) or below.3 Engine Shutdown Dave Collett April 26. If the 30 minute limit is exceeded. It takes two huffer carts.
Escape slides and powered door opening disarm automatically when doors are opened from outside the aircraft.Engine Start Start selector to GND Fuel Control to Run NP 20. immediate engine shutdown may be necessary to maintain directional control. It’s also possible for the autobrakes to return to Off from RTO during power swaps.45 Q 8. but autobrakes are on the After Start checklist. Continuous for 5 minutes Cool 30 seconds per minute of operation After 2 consecutive 5-minute cycles.13 Dave Collett April 26. Attempting to configure the aircraft (lower flaps) during engine start may result in a slow or hot start.26 SP 1. 3 minutes minimum Cool Down: 3 minutes or gate arrival Reliable for 90 minutes (includes standby flight instruments) Imminent failure (includes EFIS displays) An equipment cooling valve is not in the commanded position.45 Engine Start Abort Conditions Pratt & Whitney Engines Starter Duty Cycle Engine Start GS Engine Start (767 only) NP 20.44 Verify N2 rotation and oil pressure rise At 25% N2 or max motoring with 757 .8 Engine Thrust Control T 8.44 Engine Start Stabilized Engine Tailpipe Fire NP 20.70 Q 2. complete the Engine Fire or Severe Damage or Separation memory items and checklist.9 Engine Warm Up and Cool Down Times Equipment Overheat Avionics on Standby Busses Avionics not on Standby Busses Equipment VALVE Light (767) Escape slides NP 20.) An engine is stabilized after start when the maximum EGT limit radial (red radial) disappears and after the starting EGT peaks. however.3 NP 20.com/guide For Training Purposes Only 39 . which reduces airflow from the APU to the engine starter and may cause a hot start or a hung start. Do not take off. cool for 10 minutes prior to each subsequent starter duty cycle. In some situations. 2010 www.50 NP 20.18% N2 minimum (magenta radial) 767 . Warm Up: 5 minutes desired. (Flap extension causes the Air Demand Pump to operate. It’s possible for the TMC to dump the assumed temperature when power swaps during engine start. so check EICAS to make sure the correct takeoff power is set after both engines are started. Complete the Engine Tailpipe Fire checklist only if a fire is reported and there is no engine fire warning. Q 2. The Engine Limit or Surge or Stall checklist is written to include situations where the engine does not respond to thrust lever movement. If the light remains on 30 seconds after selecting STBY.15% N2 minimum (magenta radial) Oil pressure does not rise after selecting GND Fuel flow is abnormally high or fluctuating EGT fails to rise within 20 seconds of selecting RUN EGT rises rapidly or approaches the limit N1 fails to increase after EGT rise EGT quickly nears or exceeds the start limit Oil pressure indication is not normal by the time the engine is stabilized at idle Do not advance thrust beyond that required for taxi until oil temperature reaches 50°C.convectivedigital. If an engine fire warning is present. the airplane may not pressurize.
J 6-44 T 5.Expected Takeoff Report False Glideslope Fast/Slow Indicator Fighter Pilots Beware An Expected Takeoff (ETO) report is required when the time between pushback and takeoff exceeds. If.com/guide For Training Purposes Only 40 . Boeing seems pretty serious about not using too much rudder. Warning: Excessive use of pitch trim or rudder may aggravate an upset situation or may result in loss of control and/or high structural loads.16 GS Q Man.convectivedigital. the application of full lateral control (ailerons) is not sufficient. In addition to the warning in Limitations. the taxi time shown on the flight plan plus 15 minutes. ACARS doesn’t know the expected taxi time and will prompt for an ETO report 15 minutes after pushback even if it’s not required yet. careful rudder input in the direction of the desired roll may be required to initiate a rolling maneuver recovery. or is expected to exceed. Warning: Only a small amount of rudder is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control. 2010 www. The Fast/Slow indicator on the ADI is anticipatory. the following admonitions are published in various places: Approach to Stall Recovery Lateral control is maintained with ailerons. Upset Recovery The manufacturer strongly recommends that rudder not be used in stall or unusual attitude recoveries. Upset Recovery Careful use of rudder to aid roll control should be considered only if roll control is ineffective and the airplane is not stalled. Use it as a trend indicator for setting power instead of waiting for the airspeed to respond. it may be necessary to judiciously apply some rudder in the direction of the desired roll. An incorrect final approach fix crossing altitude indicates a possible false glideslope capture (or an incorrect altimeter setting).29 Dave Collett April 26.1. Rudder control should not be used because it causes yaw and the resultant roll is undesirable. Do not continue the approach unless in visual conditions. It works especially well on single-engine approaches. Recovery from a Fully Developed Stall Finally.1 Q Man. Ailerons/spoilers should provide the rolling moment in either case. Caution: It is important to use the rudder in a manner that avoids large sideslip angles and the resulting excessive roll rates.12 T 7. If the pilot reacts to an abrupt roll onset with a large rudder input followed by a large rudder input in the opposite direction.1. However.22 T 7. the resulting yaw amplitude oscillations may be beyond the structural design limits of the aircraft. however. if normal pitch control then roll control is ineffective.
Fabric.1.1 SP 8. it is the resultant actual point of glide slope intercept. Isolate the burning unit if at all possible. Avoid breathing vapors. 2010 www. paper and wood fires only. use a Halon fire extinguisher. but primarily on electrical. All fires.com/guide For Training Purposes Only 41 .2 Dave Collett April 26.convectivedigital. fuel and grease fires. If water is not available or the flames persist. APU and Cargo – 19 lights and a bell Wheel well – 5 lights and a bell Precision Fire Extinguisher Fire Extinguishers Halon Water Fire Fighting II II II Fire in a Laptop or PED F 7. which is defined as on the localizer with the glideslope centered at the published glideslope intercept altitude. wear oxygen masks set to 100% oxygen with Emergency selected. Remove power source from electrical fires as soon as possible.) Do not discharge too close to a fire as the discharge may scatter the fire.Final Approach Segment Non-Precision J 3-32 Starts at the FAF or the FAP FAF – Maltese Cross FAP – on course inbound (5-5-1 dot or “5-5-½ alive”) Starts at the FAF or FAP (ICAO).10 Fire Switches Engine II APU Forward Cargo Aft Cargo Fire Testing SP 8. (A weapon against terrorists. A water fire extinguisher or any non-flammable liquid will be most effective at cooling the fire and keeping it from spreading. Silences the fire bell Arms both fire bottles Closes engine and spar fuel valves (6 items) Closes the bleed valve Trips the generator Shuts off fluid to the engine-driven hydraulic pump Silences the fire bell (and nose gear horn if on the ground) Arms the APU fire bottle(s) Shuts down the APU (backs up auto shutdown if on the ground with both engines shut down) Closes the APU fuel valve (6 items) Trips the APU generator Closes the APU bleed valve Arms all cargo fire extinguisher bottles Arms the compartment extinguisher valve Turns off both recirc fans Arms all cargo fire extinguisher bottles Arms the compartment extinguisher valve Turns off the right recirc fan (757) or both recirc fans (767) Inhibits high flow from both packs (767 only) Engine. Stay away from the fuel source. Avoid discharging fire extinguishers directly on people due to possible suffocating effects. When ATC directs a lower-than-published glide slope intercept altitude. fumes and heated smoke as much as possible. If a fire extinguisher is discharged in the cockpit.
2010 www. The Captain’s hand must then remain on the thrust levers until V1. etc. A landing configuration warning will occur on a go-around if the gear is raised with the flap position greater than 20.16 NP 30. Slow using the speedbrakes instead. As the aircraft decelerates: select Flaps 1 at Vref 30 + 80 select Flaps 5 at Vref 30 + 60 select Flaps 15 or 20 at Vref 30 + 40 select Flaps 25 or 30 at Vref 30 + 20 With the aircraft accelerating: select Flaps 5 at Vref 30 + 20 on a Flaps 15 or 20 takeoff select Flaps 1 at Vref 30 + 40 select Flaps Up at Vref 30 + 60 Do not move the flaps on the ground without appropriate clearance from ground personnel. The command bug speed may be set as desired by the PF.First Flight of the Day/ETOPS Checks First Officer Minimums Lowest Vis for Takeoff Lowest Vis for Approach First Officer Takeoff The First Flight of the Day/ETOPS checks need only be accomplished prior to the first flight after midnight local time or prior to an ETOPS flight. Flaps 25 may be used without reference to the ODM provided the conditions in the chart in Normal Procedures are met. confirm with the Flight Leader that all flight attendants have the required documentation (passports.convectivedigital. Call for flap extension to the next flap setting prior to slowing below the maneuvering speed for the existing flap position.25 T 8. he must verbalize the transfer of thrust lever control to the Captain. including warm weather PA extra crew members for international operations. After takeoff thrust is set. but both Flaps 30 and Flaps 25 landing distances are in the ODM. Do not use flaps as drag devices.1 Dave Collett April 26. visas. he must keep his hand on the thrust levers until takeoff power is set.14 J 3-21 J 3-33 NP 20.com/guide For Training Purposes Only 42 . RVR 1600 (500 m) or ¼ sm (400 m) RVR 1800 (550 m) or ½ sm (800 m) and 200' HAT (CAT I ILS) If the First Officer is making the takeoff.56 Flap Extension Schedule NP 20. vaccinations. Flights are dispatched to land with Flaps 30. Topics should include: All Flights security considerations flight deck entry/exit procedures planned flight time and altitude enroute/destination weather including turbulence requirement for passenger overwater briefing coordination of PAs.) First Flight of the Day or After a Crew Change Seat Belt/No Smoking sign use review cabin discrepancies passenger misconduct procedures NP 20. however Flaps 30 should be used for all 757-300 aircraft and 767 aircraft equipped with steel brakes.14 Flight Attendant Briefing F 3.62 Flap Retraction Schedule NP 20.58 Flap Movement at the Gate Flap or Slat Malfunction Flaps 25 Landing Considerations NP 20.3. Using Flaps 25 for final approach and landing reduces fuel burn significantly as compared to Flaps 30.
however. On go-around the autothrottles provide a climb of at least 2. Cancels keypad entry request and starts a 5 minute keypad lockout period to deny cockpit access. Autopilot engagement requires at least two Flight Control Computers (FCCs). 4 for dispatch. When hand-flying a departure.5 Flight Attendant Staffing 757-200 757-300 and 767ER 767 Boarding and Deplaning Through Flights Flight Control Computers F 3. TO.com/guide For Training Purposes Only 43 . Therefore.10 II Flight Deck Door Lock Fail Light Auto Unlk Light Deny Switch Flight Director Flight Director Guidance on Departure II NP 20. In a life threatening situation (fire. when the flight director is turned on it should command wings level. The right autopilot will be inoperative. Hold for one second. 2010 www. strict noise abatement departures and other departure procedures where ground track is critical.000 fpm and the flight director commands a climb at current airspeed or MCP airspeed. however. If the initial go-around speed was above MCP speed plus 25 knots. flight attendants have the authority to initiate evacuation without instructions from the cockpit. the target speed resets to the current airspeed up to a maximum of MCP speed plus 25 knots. the Flight Leader will attempt to contact the cockpit. On takeoff the flight director commands V2 + 15 knots or liftoff speed + 15 knots. 2 for through flights 6 for dispatch. the autopilot is recommended for RNAV departures. the flight director will not provide lead turn guidance in LNAV mode. smoke or structural damage) and once the aircraft has come to a complete and final stop. On the ground.2.convectivedigital. F 10. whichever is higher. Indicates failure of the door locking mechanism. If the airspeed increases above the initial target speed and remains there for 5 seconds. Door is not electronically locked.1.Flight Attendant Initiated Evacuation In an emergency situation. that speed is maintained. so all autopilots will be inop with a failed left AC bus. whichever is higher. If engaged. On takeoff the flight director commands the ground track at time of lift off. Indicates access code has been entered and door will unlock in 30-60 seconds unless Deny is selected. the autopilot will lead the flight director and fly the programmed ground track. so the left and center autopilots will be available with a failed right AC bus. If the current airspeed remains above the target speed for 5 seconds. 8° ANU and the flight mode annunciations should be TO. the flight director will command the increased airspeed. The left and center FCCs are powered by the left AC bus. the target speed resets to the current airspeed up to a maximum of V2 + 25 knots. If the MCP airspeed is manually increased. 3 for through flights The minimum number of flight attendants for dispatch must be on board during boarding and deplaning. FD.35 GS Flight Director Guidance on Takeoff and Go-Around II Dave Collett April 26. if the flight crew has not provided necessary direction. 2 for through flights 5 for dispatch. The minimum number of flight attendants for through flights must be on board during enroute stopovers when passengers are on board and not boarding or deplaning. On go-around the flight director commands the ground track at time of engagement. The right FCC is on the right AC bus.
overhead bins.Flight Dispatch Release Amendments Flight Level Change Flight Level Change Flight Watch Flights Without Flight Attendants FMS Anomaly FMS Anomaly FMS Database FMS Time Calculations An amendment to the FDR is required for: ship change Dispatcher-approved MEL additions and deletions CDL additions and deletions route changes in excess of FOM guidance takeoff or destination alternate additions or deletions return to the gate or return to the departure airport for any reason weight changes that exceed the maximum takeoff weight fuel overfills or additions of more than 1.500 pounds for wide body any other appropriate circumstances Flight Level Change has logic to allow shallow climbs and descents for small altitude changes. Always check the FMS routing after executing. The mixture depends on the distance to the active waypoint. possibly leading to an Insufficient Fuel warning. Temperatures need to be reentered for accurate fuel calculations. If the waypoint is close. Communications between the airplane and the company must be possible at all times to comply with FAR flight watch requirements. There is no need to use Vertical Speed for passenger comfort. The time shown on the CDU is based on a mixture of current winds and forecast winds loaded into the FMS. Disarm the doors after block-in and signal the agent when it is safe to open the main entry door. etc. Delta knows where you are and can contact you through ATC.convectivedigital. The FMS will calculate two different estimates for the active waypoint. If there is a fix with a step climb between the aircraft’s present position and the desired direct fix. lavs. which could lead to a violation. If the waypoint is a long way away. Whenever the engines are running. F 5.2. In rare cases. The time shown on the HSI is based only on current winds.1 FCB 08-13 GS J 7-4 GS Dave Collett April 26. the FMS will not go directly to the fix you entered.4 T 1. most of the time calculation will be based on forecast winds. closets. Secure the cabin (carts. you are complying with flight watch requirements.) Do not assume the first NAVAID or fix listed in the FMS is the correct one. 2010 www.) and arm at least the 1L and 1R doors.35 GS J 6-41 SP 1. galleys. Flight Level Change uses a two minute rule (125 seconds) to prevent the autothrottles from using full climb or idle power for small altitude changes. most of the calculation will be based on current winds. sometimes some FMSs will go to the step climb fix first and then to the desired direct fix. it really happens sometimes.000 pounds for narrow body or 1. the First Officer shall maintain flight watch requirements by: ensuring ACARS is operating properly (NO COMM not displayed) or using SATCOM or selecting the proper VHF/HF frequency with a successful SELCAL check or selecting the proper VHF/HF frequency and maintaining a listening watch If both HF radios are being used for ATC. (Yes.com/guide For Training Purposes Only 44 . Going direct to a fix with Abeam Points selected will cause temperatures entered on the Wind page to zero out.
Thin hoar frost is acceptable on the upper surface of the fuselage provided all vents and ports are clear. the fuselage must be de-iced.com/guide For Training Purposes Only 45 . If the hoar frost extends down to the window area. 1. 1. which usually occurs on exposed surfaces on a cold and cloudless night. In addition. 2010 www. The solution. Only the 767ER requires fuel caps. For example. 2. If the flight is cleared to actually cross the ocean at FL350 instead of FL330. the light winds at FL350 will propagate all the way back across the Atlantic.3.4.convectivedigital. and winglet surfaces must be free of snow and ice. Fuel burn to an alternate airport is calculated at planned landing weight from a static takeoff at the destination airport and then flying normal climb. fuel tolerance and fuel cap compliance are verified electronically. markings or lettering. The wind entry at a waypoint is propagated forward to all downtrack waypoints until the next entry or the top of descent. If an aircraft descends below the lowest loaded forecast wind. cruise and descent profiles to the alternate via the shortest available route while observing overwater and area navigation restrictions.14 SP 16.800 pound fuel imbalance (757). assume a flight intends to cross the Atlantic at FL330 and then step to FL350 over Europe. and which is thin enough to distinguish surface features underneath. if winds at FL270 are loaded and the aircraft descends to FL250. 2. When Electronic Fuel Service Record procedures are used.200 lbs or more in the center tank with center fuel pumps off.17 F 5. upper wing surfaces. Thin hoarfrost is a uniform white deposit of fine crystalline texture.200 lbs or less in a main tank (LOW FUEL message too). however all leading edge devices. the FMS keeps the direction constant but extrapolates the speed uniformly to zero at the surface. of course. Crew members should not eat any food provided by a passenger.10 II Dave Collett April 26.FMS Wind Extrapolation FMS Wind Propagation Food Consumption Frost Fuel Burn to an Alternate Fuel Cap Requirements Fuel Config Light If an aircraft climbs above the highest loaded forecast wind. For example. Flight crews are responsible for checking the fuel cap requirement on the Fuel Service Record. Pilots may eat the same meal in flight provided the meals are staggered so that one pilot is monitoring the aircraft at all times. For example. the FMS will use winds from the same direction but extrapolated to a lower speed.2 SP 16. This can cause problems with FMC time calculations if not corrected. the FMS uses the winds at FL350 without extrapolation. Pilots should not eat identical meals from the same kitchen within 6 hours of flight. the wind entry at a waypoint is propagated backward to the airplane’s present position if no other entries have been made. In this case. The crew loads strong forecast winds into the FMS at FL330 for the crossing and light winds at FL350 for the journey across Europe.000 ± 500 pound fuel imbalance (767). all control surfaces. the FMS uses the highest loaded forecast wind without extrapolation. Takeoff with a light coating of frost up to 1/8 inch (3 mm) thick on the lower wing surfaces due to cold fuel is permissible.2.9 F 5. is to load the correct winds for the actual flight level flown. such as paint lines. if winds at FL350 are loaded and the aircraft climbs to FL370. GS GS F 3. the FMS will be using light winds for its calculations and the time estimates will be wrong.
Do not dump fuel in a descending circular pattern.1.300 lbs Final Approach Fuel: 500 lbs Enough fuel to hold at 1.com/guide For Training Purposes Only 46 .convectivedigital.) II F 5.500' AFE for 30 minutes and then fly one approach plus fuel tank gauge tolerance.13 Fuel Minimums 757 F 10. (Engines may not suction feed at high altitude.9 T 8.300 lbs Emergency Fuel: 5. If possible. (Volume 2) The Window Heat EICAS message will display due to electrical power being removed from the aft cockpit windows when the fuel jettison switch is turned on.9 767 Minimum Fuel Emergency Fuel F 10.4.1. proceed downwind and fly another approach from a point 10 miles from the end of the runway plus any fuel tank gauge tolerance. From the center tank only.500 lbs Emergency Fuel: 3. The primary purpose of fuel balance limitations is for the structural life of the airframe and landing gear and not for controllability.9 SP 12. There will not be an EICAS warning. Fuel pump pressure should be supplied to the engines at all times.600 lbs/minute.2.1 Dave Collett April 26. Consider the following: ensure adequate weather minimums exist at the airport of intended landing before dumping fuel jettison above 4. caution or advisory. Approximate fuel required to complete a normal approach from the FAF. Enough fuel to initiate a missed approach at 200' AFE and then climb to 1. Thrust deterioration or engine flameout may occur at high altitude without fuel pump pressure. Compare the individual tank quantities from the Fuel Service Record to the cockpit gauges and make sure there are no inaccuracies or imbalances.10 Final Approach Fuel Fuel Pump Pressure F 10. When Electronic Fuel Service Record procedures are used.500' AFE.22 T 8.7 Q 12. 2010 www. The cabin should be pressurized if possible. pilots are only responsible for verifying the total fuel on board and the lateral distribution.500 lbs Final Approach Fuel: 300 lbs Minimum Fuel: 7.Fuel Filter Bypass Fuel Gauge Accuracy Check Fuel Imbalance Fuel Jettison Fuel Jettison Fuel Jettison (767ER Only) On some 757s. Emergency fuel is approximately 30 minutes of fuel remaining.1. (Volume 2) Minimum Fuel: 4.000' AGL or above. dump fuel at 4.000 feet AGL ensures complete fuel evaporation downwind drift of fuel may exceed one nm per thousand feet of drop avoid jettisoning in a holding pattern with other aircraft below Notify ATC of intention and termination. 30 minutes to empty a full center tank. the only indication of an impending fuel filter bypass is a status message.24 F 10. (Volume 2) The fuel jettison system is not inhibited on the ground. 2.
500 lbs Contact the Dispatcher any time FOB is less than Min Fuel for Takeoff plus flight plan taxi fuel. Do not take off unless there is enough fuel on board to: fly to and land at the airport to which released fly for a period of 10% of the total time from departure to the airport to which released fly to and land at the most distant alternate hold for 30 minutes at 1.4. Indicates high oil temperature or low oil pressure in the integrated drive generator (IDG).minimum fuel (4.8 F 5.500 lbs for 757 or 7. Minimum fuel for touchdown at an alternate is FAR Reserve Fuel or Minimum Fuel. Galley and lav sinks drain overboard.500 AFE for international) Unless operationally necessary. Flag fuel on these legs would normally result in lower block fuel amounts than using domestic rules. the flight attendants should not pour coffee or other hot liquids into the lav or galley sinks while the aircraft is at the gate.5 Domestic Fuel on International Routes International Straight Release Ops Specs B044 and B043 FMS Reserve Fuel on the Flight Plan Fuel Tankering Fuel Tolerances Preflight F 5.4.500' AFE Operations Specifications B044 and B043 provide some relief to Straight Release fuel requirements.FAR reserve fuel (45 min cruise for domestic or 30 minutes holding at 1. Minimum fuel for touchdown at the destination is FMS Reserve Fuel plus any ballast or unusable fuel. Do not take off and contact the Dispatcher if FOB is less than Min Fuel for Takeoff. Refer to FOM chapter 5.000 lbs 767: +1. Mexico.1 Do not take off unless there is enough fuel on board to: fly to and land at the destination and then fly to and land at the most distant alternate and then fly for 45 minutes at normal cruise consumption Delta can use domestic fuel reserves between the US.convectivedigital.300 lbs for 767) or . the Caribbean and Alaska.3. Contact the Dispatcher if FOB is significantly less than PRMG.4. F 5.4. Contact the Dispatcher if fuel on board (FOB) is greater than block fuel by more than: 757: +1. 2010 www.Fuel Requirements Domestic F 5.11 Pushback/Start Fuel Min Fuel for Takeoff Waypoint Passage Fuel Destination Alternate Galley and Lav Sinks GS Generator Drive Light II Dave Collett April 26. Canada. do not tanker fuel into or out of SNA. To avoid burning the rampers.14 F 5. whichever is greater. The sum of: fuel to the alternate with the highest burn ballast/unusable fuel the greater of: .com/guide For Training Purposes Only 47 . Wait until the airplane is taxiing. plus any ballast or unusable fuel.
however. the HF radio is considered to be working and the flight may proceed. USB is preferable for HF communications. refer to the ODM for the correct speed. Any pilot may call a Go-Around and the call must be honored. When wet. may not consider a wet runway to be dry even if the runway is grooved or has a porous friction overlay.000 feet including accomplishing checklists on the ground through completion of the Shutdown checklist.19 T 4.15 F 3.convectivedigital.4.11 J 6-6 HF Radio Check HF Radios SP 5. the following schedule may be used temporarily: flaps up maneuvering speed at low altitudes Vref 30 + 100 knots above FL 250 NP 10. Go-Around is armed when the flaps are extended on any approach or at glideslope capture on an ILS if glideslope capture occurs first. A successful SELCAL check is desired to preclude maintaining a listening watch. The holding fix must be a route waypoint (on the Legs page) or the present position to use the FMS for holding.2. AM should be off.30 SP 11. including SELCAL monitoring of the HF radio. Maintain clean configuration if holding in icing conditions or turbulence.6.com/guide For Training Purposes Only 48 . Monitored by Coast Guard Rescue Coordination Centers. Do not operate the HF radio while fueling is in progress.12 II F 3. 757-300 aircraft. Merchant ships may be contacted on 4125 kHz or 2182 kHz.6 J 9 US-13 Q CI.9 F 5. If the coupler tone. Range is generally less than 300 miles.40 Holding Holding Fix Holding Speed Not Available T 4. grooved runways and runways with a porous friction overlay provide braking action approximately equal to a dry runway. A SELCAL check is not a required component of the HF radio check. Some ships can provide a homing signal on 410 kHz. You must obtain two-way HF radio communications before entering areas requiring HF communications. If time does not permit immediate reference to the ODM. side tone and audio reception are heard. Headsets and boom microphones are required below 18. 2010 www.31 Dave Collett April 26. Coast Guard units. If holding speed is not available from the FMC. most commercial coast stations and some ships.4. Decreasing sensitivity too far prevents reception.Go-Around and Missed Approach Go-Around Armed Go-Around Call Grooved Runways and Porous Friction Overlays Headsets and Boom Microphones HF Emergency Frequency The terms “Go-Around” and “Missed Approach” are synonymous. 2182 kHz. An HF radio preflight check is not required if it can be determined the HF radio was used on the last flight and was not written up in the logbook.
you’re supposed to hold east.42 NP 20. 2010 www. Holdover time is the estimated time that anti-icing fluid will prevent frozen contaminants from forming on treated surfaces. Then add holding pattern lengths. This keeps the ADP from cycling on and off momentarily which causes leaks.28 SP 16.000' MSL 14. the shorter time is for moderate precipitation conditions and the longer time is for light conditions. Do not slow early without ATC approval. but cross the holding fix on speed. Some airplanes (both 757s and 767s) do not have an ice detection system installed and the airframe must be monitored for ice buildup.com/guide For Training Purposes Only 49 .11 NP 20. EFCs. When a time range is given. Holdover time for heavy conditions will be less than the shortest time in the range.000' MSL and below Above 6. times. load the radial of the holding pattern into the FMS instead of the course. If the quadrant is incorrect (e.19 Holdover Time Range SP 16. Pressurize the right hydraulic system first and depressurize it last to avoid transferring hydraulic fluid between systems.24 NP 20. Washington & NY Centers) 265 kts max 1½ min 1 min Right turns 30 degrees Within 3 minutes of the holding fix. Refer to the Differences section of Volume 1 and/or look for an Icing light on the overhead panel. turn the center electric hydraulic pumps on before the center air demand pump and turn the center air demand pump off before the center electric pumps. Resume normal speed unless otherwise instructed.38 Horizontal Stab Index Marks Hydraulic Quantity Hydraulic Systems NP 20. the only indication of airframe icing will be ice build up near the windscreen.Holding Speeds 6.000' MSL Holding Times Above 14. Report time and altitude entering and report leaving. but the FMS shows the holding pattern west). so that immediately eliminates a lot of confusion. On the 767. etc. Hold on the inbound course to the clearance limit fix using a standard holding pattern (right turns). (Controllers normally assign holding on a radial. The holding time available from the FMC is only accurate for clean or Flaps 1 configurations provided the FMC holding speed is maintained. J 3-102 J 3-101 J 6-21 J 3-101 GS Holding Time Available Holdover Time T 1.g. For maintenance use only.convectivedigital.000' to 14. If an ice detection system is not installed. Unless cleared to hold at your present position or at a published holding pattern already in the FMS.000' MSL and below Standard Pattern Max Teardrop Angle Slow to Holding Speed Reporting No Holding Instructions After Departing Holding Holding Technique J 3-7 200 kts max 230 kts max (210 kts in Anchorage. That should flip the holding pattern and make it correct.000' MSL Above 14.71 Ice Detection System Differences Dave Collett April 26. RF not displayed is the minimum for dispatch. Holdover time begins when the final fluid application begins and ends when the fluid loses effectiveness or when the holdover time extracted from the chart expires. take the course from the quadrant line and plug it into the radial line.) Then compare the FMS holding pattern to the assigned holding pattern and make any needed corrections.
The dashed green and white lines should overlay. Do not enter a course. line select the created waypoint at L2 to the scratch pad and insert in the INTC LEG TO box at 6R.Icing ILS Critical Signal Areas Increased Rotation Speed for Windshear In-Range Report Intercepting a Radial Outbound The greatest threat of inflight icing is between 0°C and -15°C OAT. Operations into known severe icing conditions are prohibited. fill in the total number of wheelchairs required at the destination and any unaccompanied minors that are not already on the Flight Attendant’s Departure Report. Autoland approaches can be flown without contacting ATC. In foreign countries. which is below the VOR on L1 execute Select the DIR/INTC page. Some FMSs do not have a DIR/INTC key or DIR/INTC page. ATL180/99) insert the created waypoint at L2. If actual windshear is encountered above the normal VR. but rotate without hesitation. Make a report to both ATC and Flight Control when encountering moderate or severe icing. Use HDG Select to comply with the ATC clearance. On the In Range Report. enter the VOR in the DIRECT TO box at 6L execute create a place-radial/distance waypoint from the VOR (e. check the HSI for accuracy.27 GS Dave Collett April 26. Mentally note the increased rotation speed and rotate at that speed using a normal rotation rate. notify ATC if an autoland will be conducted and the ceiling is 200' or greater and visibility is greater than RVR 2000 (600 meters). VR and V2 based on actual takeoff weight and obtain an increased rotation speed from the ODM based on RATOW from the AWABS. execute Arm LNAV. If unstable weather conditions exist.59 SP 5.g.convectivedigital. it may be advisable to increase rotation speed. do not attempt to accelerate to the increased VR. Select the DIR/INTC page. however. J 4-49 J 4-51 J 4-52 J 3-15 SP 16. Set V1. The increased rotation speed may not be more than 20 knots above the actual VR. Manually tune the VOR frequency and radial. Use the LEGS page instead. Protected when the ceiling is less than 800' or the visibility is 2 sm or less.com/guide For Training Purposes Only 50 . Deselect LNAV if armed. The threat decreases as the OAT decreases to -40°C. 2010 www.
enter the airway from the anchor point to the clearance limit. execute. If a flight control is jammed or restricted: overpower the jammed or restricted system. check the HSI for accuracy. enter a VOR or airway fix on the airway behind the aircraft in the DIRECT TO box at 6L to anchor the airway. The dashed green and white lines should overlay. Select the ROUTE page. regardless of ATC clearance. use the HSI to determine the first waypoint on the airway that is downstream of the aircraft’s intercept point with the airway. Select the DIR/INTC page. Perform a full alignment prior to every flight. Use the LEGS page instead.15 IRS Alignment Full Quick IRS Alignment IRS Alignment IRS Drift Rates Jammed Flight Controls II SP 11.10. Some FMSs do not have a DIR/INTC key or a DIR/INTC page. Refer to the Enroute chart for the proper frequency and radial and manually tune the VOR and radial that defines the airway.com/guide For Training Purposes Only 51 . 2010 www. Check the RTE page to make sure it matches the clearance exactly.12 NP 20.5 and squawk 7700.72 Q 9.9 Dave Collett April 26. consider a descent to a warmer temperature and attempt to overpower the jammed or restricted system again GS J 9-21 SP 11. shall follow the instructions given by the interceptor aircraft and shall attempt to notify the appropriate ATC unit.convectivedigital. execute.3 NP 20.Intercepting an Airway (DRI-Clean) Interception IRS Align Lights Use HDG Select to comply with the ATC clearance. Use maximum force. Select the DIR/INTC page.16 II 11. insert that waypoint in the INTC LEG TO box at 6R. including combined effort of both pilots. do not turn off any flight control hydraulic power switch if the failure could be due to freezing water. Make a logbook entry if any drift rate exceeds 2 nm per hour. execute. Intercepted aircraft. Do not enter the airway course. Deselect LNAV if armed. less than 10 min at low latitudes) 30 seconds IRS mode selectors must be selected off for at least 30 seconds and the Align lights must be extinguished prior to a full alignment. Check IRS drift rates if the airplane was operated in Class II airspace for more than one hour. if needed. Do not turn the IRSs off for flashing align lights except when called for by the procedure. The pilot of the intercepted aircraft will also attempt to contact the interceptor on 121. Clean up the routing to match the clearance. Arm LNAV. Flashing Align lights indicate: the IRUs have been in align mode for more than 10 minutes without a present position entered an incorrect present position was entered (significant difference from the shut down position) the airplane was moved during alignment 10 minutes (17 min at high latitudes.
the flight crew should consider an overweight landing.3.28 NP 20.000/3 minimum with ILS and PAPI/VASI available When in-pavement lighting is installed. his boarding pass will show a 01P or 02P.63 Dave Collett April 26. but are not limited to: when stated in the checklist fire or smoke which continues only one AC power source remains (engine or APU) only one hydraulic system remains as determined by the flight crew Land on all available gear. If a smoke.3. even when the full length of the runway is available. however. Delta Connection and CASS-approved OAL pilots/dispatchers may sit in the cockpit only if the cabin is full provided they have a 01P or 02P on their boarding pass. the nose up pitch trim is also added for LAND 3. Situations include. 2010 www. All other OAL pilots/dispatchers must sit in the cabin.3 T 8. No windshear report or advisory within the last 20 minutes. No MEL items affecting stopping distance. Vertical guidance (ILS or PAPI/VASI) is always required. If LAND 2 is displayed on the ASA. No tailwind component. a tailwind landing. PAPI/VASI is required at night. landing and evacuation must be accomplished. (Unlimited flow back.2. it will take 20-30 pounds of forward pressure to counter the added pitch trim. All other pilots/dispatchers must sit in the cabin if a seat is available. the trim is automatically removed. Must be above 1. Weather Requirements: 1.31 Q CI. fire or fumes situation becomes uncontrollable. On airplanes with older FCCs.5 J 3-15 J 3-16 J 3-16 II T 5. unauthorized approaches are printed on the reverse side of authorized approaches. the lights will be on whenever LAHSO is being conducted. Cycling the landing gear in an attempt to extend the remaining gear is not recommended. the autopilot will automatically apply nose-up pitch trim as the airplane descends below 330' RA for 757s and below 100' RA for 767s.3 Q CI. It must be stressed that for smoke that continues or a fire that cannot be positively confirmed to be completely extinguished.2.) If a jumpseat rider is authorized to sit in the cockpit. If the autopilot is then disengaged. J 3-31 F 4. The number of seats available to jumpseat riders is equal to the number of available flight deck seats and available cabin passenger seats in all cabins. If a green Landing Gear Down light is not illuminated after the gear is extended and no Gear Disagree message is displayed on EICAS. “Immediate landing” implies immediate diversion to a runway. or a ditching. Only Delta pilots/dispatchers may sit in the cockpit if a seat is available in the passenger cabin. Dry runway only. If an automatic go-around is accomplished.Jeppesen Approach Plates Jumpseat Riders LAHSO Authorized LAHSO Runway Lights LAND 2 Pitch Trim Land Immediately Landing at Nearest Suitable Airport Required Landing Gear Abnormals Landing Gear Lights Publication of an approach plate in Jepps does not constitute authority to fly that approach. the earliest possible descent. make a logbook entry.convectivedigital. in a severe situation. the flight crew should consider an immediate landing. an off-airport landing. In some cases.com/guide For Training Purposes Only 52 .500/5 minimum with only ILS available 1.1 F 4.000 feet AGL to accept a LAHSO clearance.
During preflight inspection. If the layover hotel is different from that listed on the current rotation in DBMS.6 Dave Collett April 26.1. LEOs and FFDOs of all seat locations of all armed passengers. Only Crew Tracking can authorize a late pick up in order to maintain FAR required crew rest. You already have enough problems.1. Flights are normally dispatched to land on the longest runway available at the destination under FAR wet runway conditions and no wind. you don't want the burned-out bulb to be the one you need.6 F 8.6 F 5. If you end up on battery power.2. Live animals must be shipped in the aft cargo bin on the 757 or in the aft cargo bin or bulk bin on the 767. Unless takeoff is imminent.2. Maintenance will only use the gear pins from the aircraft storage compartment and they must be returned to the storage compartment prior to aircraft release.1 F 4.1 F 7. A logbook entry must be made whenever gear pins are installed and the entry must be cleared prior to the aircraft's release. inform Crew Accommodations or Crew Tracking so Delta can find you.1 F 3. It might be wise to make sure all bulbs are working prior to takeoff.com/guide For Training Purposes Only 53 . Any changes to scheduled local transportation pick up time must be coordinated through the Station Manager.15 SP 2. GS F 6.1. live animals must be removed from the aircraft if time and temperature limits in FOM chapter 8 are exceeded.convectivedigital. 2010 www. the strut may not be fully compressed. Do not turn off. The Flight Leader will inform cabin crew members and FAMs.Landing Gear Lights Landing Gear Pins Landing Gear Strut Extension Landing Runway Layover Hotel Change Layover Transportation Left Recirc Fan (757 Only) LEO and FAM Notification Live Animals There are two bulbs in each green Landing Gear Down light assembly. but only one bulb will illuminate after gear extension when on Standby (battery) power.1. Exceptions will be noted on both the WDR and the flight plan.4 NP 20.
In this case. departure and associated first fix in the FMS match the latest ATC departure clearance.convectivedigital. however they must be completed before flight termination.LNAV Departure Accomplish the following if LNAV will be used for departure (may or may not be an RNAV departure): Verify the selected runway. Pegasus Airplanes (GPS) if GPS NAV is on. if departing from a location other than the runway landing threshold. enter -32 for a takeoff using the full length of Rwy 31L at JFK because the takeoff point is 3. Follow the procedures for PIP airplanes below. The PM should check runway position on the HSI after the switch is pressed. NP 30.3 PIP Airplanes (no GPS) the FMC updates the airplane’s position to the runway landing threshold when the N1/EPR switch is pressed. or one CDU with alternate nav capability supported by its IRU (following dual FMC failure with Alternate Nav selected) Not all aircraft have CDUs with alternate nav capability. Do not use LNAV for departure if the FMS position is incorrect. Similarly. Logbook Entries F 3.4. the FMS will begin searching for suitable radio updates after the aircraft reaches 100 knots on takeoff roll If the aircraft has departed the gate and MEL/CDL procedures have been applied.200 feet prior to the landing threshold.com/guide For Training Purposes Only 54 . the N1/EPR update function works. logbook entries and placarding may be delayed until after airborne. (For example. This value will be negative if taking off prior to the landing threshold and positive if taking off after the landing threshold. verify the aircraft symbol is in close proximity to the departure end of the runway symbol with the HSI in the 10 nm scale.8 Long-Range Navigation System GS Dave Collett April 26. the N1/EPR update function is inhibited if GPS NAV is off. enter 18 for a taxiway Lima takeoff on Rwy 31L because Lima is 1800 feet beyond the landing threshold. the FMS will not update the aircraft’s position to the landing runway threshold. check aircraft position versus runway position on the HSI 10 nm scale if the autothrottles or N1/EPR switch are inop. 2010 www.2 NP 30. A long-range navigation system (LRNS) is defined as: one FMS and one CDU supported by one or more IRUs or GPS.) do not enter a named intersection or any letters on the POS SHIFT line because they will inhibit the runway update function All Non-Pegasus Airplanes (no GPS) when approaching the departure runway. a position shift value must be entered on the POS SHIFT line on the Takeoff Ref page.
Make MCDU entries before taxi or while stopped. perform a visual check for ice build up on the first stage of the low pressure compressor stator. Avoid high nose up attitudes and excessive acceleration and deceleration. (Basically. Maintain VFR and land as soon as practical.3 J 3-35 F 3. vectored. however. Refer to SP 16. either pilot may make entries. Turbulence at or near the maximum altitude can momentarily increase the airplane’s angle of attack and activate the stick shaker.9 SP 7. Refer to Jepps Chapter 9.6 T 4. No matter who makes the entry. the First Officer will make the entries and the Captain will verify. the cockpit must be locked down and communications with the flight attendants accomplished via interphone. Note that a failed MCDU is not the same as a failed FMC.4. When the airplane is being flown with the autopilot on. but during low workload times. MCDU entries should normally be made by the PM as directed by the PF. If unable to maintain VFR: route: assigned. If the airplane has a Hybrid MCDU with Alternate Navigation capability. lock down the cockpit for anything unusual.Lost Comm (USA) Low Fuel Low Pressure Compressor Low Visibility Runway Requirements Maintenance Irregularities In Flight Manual Engine Performance Report Maximum Altitude MCDU Failure MCDU Loading MCDU Operations MCP Updating Medical Emergencies Squawk 7600 (not 7700 first for simple lost comm). the PM should make all updates to the MCP except that the PF can engage the autopilot and/or flight director. Before taxi. If entries are necessary during taxi.3 NP 10. Typically. it is possible for LNAV inputs (e. Do not enter Class II or MNPS airspace with only one MCDU on any aircraft. runway length must be 15% over the FAR dry runway length. When the airplane is being flown manually. To operate below RVR 4000 (1200 m) or ¾ mile (1200 m) visibility. In the event of a medical emergency. 2010 www. if possible. expected or filed. especially if the irregularity may lead to a diversion or air turnback. Delta flights are dispatched to the longest runway assuming wet/low minima conditions. That way.2 F 7. the approach and arrival will already be stored in the MCDU.) J 9-3 J 9-4 Q 12. bank angles) to exceed the capability of the airplane. Note that VFR is not authorized in Class A airspace.9 GS GS NP 10.convectivedigital. On the 757. If flight. a good technique is to load your best guess for the arrival and approach at the destination in case you lose both FMCs enroute. when engine anti-ice will be required and OAT is 3°C or below.1 Dave Collett April 26. revision to the lateral or vertical path should be verified and acknowledged by both pilots. When at or near the FMC maximum altitude. complete once every three hours in cruise.com/guide For Training Purposes Only 55 . There will be a remark on the flight plan if not the case.19 SP 16. leading to loss of altitude or airspeed.3 for a graphic. If necessary. either the Captain or the First Officer may make MCDU entries and the other pilot must verify. Turn the autothrottles off and allow the engines to stabilize 3-5 minutes before taking the snapshot. Time permitting. minimum or expected Procedures in Europe and ICAO airspace are different.g. the PF may make MCP changes or instruct the PM to do so. (AVEF) altitude: highest of assigned.4. the Captain should contact the MCC for irregularities that occur in flight.
convectivedigital.000 feet obstacle clearance within 25 nm of the navigation facility upon which the MSA is predicated. Speedbrakes fully deployed.000 feet in non-mountainous terrain above the highest obstruction within 4 nm of the course to be flown. Grid MORAs are red if the altitude is above 14. The phase of a microburst that is hazardous to aircraft typically lasts 5 minutes or less. The Grid MORA does not provide NAVAID or communications coverage. Derived by Jeppesen or State Authorities. 2010 www. Microburst activity may be increasing and subsequent encounters could be more severe.000 feet in mountainous and/or high-elevation terrain or 1. a go-around must be executed. Lowest published altitude between radio fixes that meets obstruction clearance requirements and in the USA assures acceptable navigation signal coverage.29 Dave Collett April 26. 141 feet for a 180° turn. accomplish the Windshear Escape Maneuver. Lowest altitude at which an intersection can be determined.MEL Repair Categories Microburst Alert Microbursts A: As specified in the Remarks or Exceptions column B: 3 days excluding the date of the writeup C: 10 days excluding the date of the writeup D: 120 days excluding the date of the writeup Flights may not depart from or commence the final approach to a runway where Doppler radar has issued a Microburst Alert. provides 1. If ATC issues a Microburst Alert for the runway of intended landing. GS J 4-44 J 4-45 Minimum Altitudes Grid Minimum Off-Route Altitude (Grid MORA) J2 Minimum IFR Altitude J8 Minimum Enroute Altitude (MEA) Minimum Obstruction Clearance Altitude (MOCA) Minimum Reception Altitude (MRA) Minimum Crossing Altitude (MCA) Minimum Safe Altitude (MSA) Minimum Pavement Width 757-200 757-300 767 Minimum Stopping Distance T 2. Provides 2. Unless otherwise noted. maximum reverse thrust and maximum manual anti-skid braking (not max autobrakes) provides minimum stopping distance. If the MSA is divided into sectors with different altitudes.000 feet in designated mountainous terrain or 1. 2. The lowest altitude at certain fixes which an aircraft must cross when proceeding in the direction of a higher MEA. the altitudes in those sectors are minimum sector altitudes.com/guide For Training Purposes Only 56 .000 feet in non-mountainous and/or low-elevation terrain above the highest obstruction within the section outlined by the latitude and longitude lines.000' MSL indicating passenger oxygen is required and green if the altitude is below 14. For this reason.9 120 feet for a 180° turn. Lowest published altitude between radio fixes that meets obstacle clearance requirements for the entire route segment and in the USA provides acceptable navigation signal coverage within 22 nm of the VOR. 146 feet for a 180° turn. If the flight path becomes marginal. T 6. This altitude is for emergency use only and does not guarantee NAVAID reception. PIREPs from preceding aircraft must be considered carefully. In the USA.000' MSL.
On the 767.000 feet. such as “climb to 1.000 feet and continue the climb.2.000 feet in the MCP window until intercepting the radial and then set 3.000 feet until intercepting the 190° radial and then climb to 3. but the lateral portion may not be initiated until the MAP. minimums.” and.com/guide For Training Purposes Only 57 . Suitable airports must be designated. Usually time is available to assess the situation before taking corrective action.convectivedigital.13 J 3-94 J 7-26 J 7-27 J 7-41 J 7-42 J 7-51 Equal Time Point (ETP) Required Adequate Airport Suitable Airport Negative Pressure Doors Non-Normal Checklists NP 20.5 Dave Collett April 26. There is a 75 minute exemption for WATRS operations. Taxiways and apron areas not under the control of ATC. the vertical portion may be initiated at. such as Cabin Altitude. since you will be in G/A mode on a missed approach. As a general rule: fly the airplane cancel the warning identify the emergency or non-normal accomplish the recall items from memory if necessary read the checklist do not hurry GS SP 4. thus causing an altitude bust. Any part of the airport used for taxiing.Missed Approach Missed Approach Movement Area Non-Movement Area Navigation Class I Class II ETOPS Do not automatically set the highest altitude on the missed approach procedure in the MCP window. NDB). An adequate airport with weather reports and/or forecasts indicating weather and field conditions are suitable for an engine-out approach at the time of arrival (CAT I).000 foot restriction and climb directly to 3. Operations conducted on any segment which takes place outside the usable range of standard navigation facilities.8 Q CI. In the above example. An airport that meets FAA safety requirements and with a runway that is sufficiently long and wide. VOR/DME. The aircraft must be able to land within 60% of the available landing distance. or prior to. negative pressure relief doors on the right forward fuselage will not be closed if the cargo door is open. The procedure may have an intermediate level off. you would set 1. 2010 www. require an immediate response. Any flight where the planned route places the aircraft more than 60 minutes from an adequate airport in still air with one engine out. the autopilot/flight director will not level off at the intermediate altitude unless you set it in the MCP window. Operations on any segment which is entirely within the usable range of standard navigation facilities (VOR. the airplane will ignore the 1.000 feet. If you initially set 3. Only a few situations.000 feet. When flying a published missed approach. Designate an ETP on any flight where the planned route places the aircraft more than 60 minutes from an adequate airport in still air with one engine out (an ETOPS flight). takeoff or landing exclusive of aprons and parking areas and is under the control of ATC.
malfunctions or situations outside the scope of normal operations. control switch or circuit breaker without obtaining approval of Maintenance personnel.6 F 10.8. verify 8 quarts minimum after engine warm up at idle.48 NP 20. passengers or crew.com/guide The PF should call for the checklist when: the flight path is under control the airplane is not in a critical phase of flight such as takeoff or landing all memory items are complete A non-normal is an event created by conditions. the oxygen pressure can: decrease rapidly decrease more than 100 psi. do not activate any system.000 psi minimum (includes airplanes with four crewmembers). use Flaps 25 and Vref 25 + speed additives. Nose wheel lighting may be difficult to see from the side.Non-Normal Checklists Non-Normals and Emergencies Nose Wheel Lighting Oil Quantity Out-of-Service Tag Overwater Briefing Overwater Operations Overweight Landings Overweight Landings Oxygen Mask Test Oxygen Pressure on Preflight Oxygen Regulator Positions Emergency 100% Normal Dave Collett April 26.5 SP 1. grease or hydraulic fires and make and overweight landing entry in the logbook.convectivedigital. if the oxygen cylinder valve is not fully opened. Use when positive pressure is not required but flight deck air is contaminated. Consider using runway turnoff lights or wing landing lights to increase aircraft visibility to other aircraft or ground vehicles. If a red “Out of Service” tag is installed. 2010 www. Don’t even use the aircraft radio to call Maintenance. Use when prolonged use is required and the situation permits.1.2. If less than 8 quarts after warm up. refer to the QRH Maneuvers section for guidance on all overweight landings. There is a checklist in the QRH for overweight landings for some 757s. Burn or dump as much fuel as time permits. be alert for hot brakes and tire.1 NP 20.3 J 3-13 Q Man. Extended overwater operations are defined as flight further than 50 nm from the nearest shoreline.2. dispatch approval is required. refer to the Landing Brake Cooling Schedule in the ODM.24 NP 20. If the Captain determines an autoland is the safest course of action. Use when necessary to provide positive pressure to the mask to remove contaminants. Time permitting. An overwater briefing and demonstration is required on any flight operating more than 50 nm from the nearest shoreline. Brake energy limits will not be exceeded for Flaps 25 or Flaps 30 landings at all gross weights. The aircraft is not certified to autoland at greater than max landing weight. Landing distance is always less than takeoff distance at all gross weights when landing with Flaps 25 or 30. closely monitor the approach. Q CI. 17 quarts recommended for start.1 F 7. For slippery or contaminated runways or non-normal procedures resulting in other than Flaps 25 or Flaps 30 landings (e.2 Q 0.1. preferably the AMT performing the repairs. landing distance should be checked in the ODM.24 Q CI. An emergency is a non-normal event which creates a potential hazard to the aircraft. After landing. or increase slowly back to normal 1.g. flare and landing. During test in Emergency. single engine). If less than 17 quarts prior to start. If Vref 30 + speed additives is within 10 knots of Flaps 30 placard speed.4 58 For Training Purposes Only .13 NP 20.
Do not store any item belonging to a passenger in the cockpit.convectivedigital.8.and two-engine taxi.2 F 7. all operationally significant calls must be routed through Atlanta Radio for transcribing.1.12 F 10.2 Packs Off Takeoff Parking Brake Passenger Baggage Passenger Deplaning During IROPS Passenger Initiated Evacuation F 6. exceeds 30 knots or if the ramp is icy. All pilots will use oxygen.. This indication is acceptable for Packs Off takeoffs. When the wind. once out of the gate. 2010 www. During both single.com/guide For Training Purposes Only 59 .2. if environmental conditions allow. operate only one pack (with the APU bleed valve closed and engine bleed valve open). 10 p.m. directly. Operating both packs from a single engine bleed source is acceptable except during icing conditions. Coordinate with the Flight Leader and gate agent and consider deplaning if a delay is expected to exceed 40 minutes.2. Maintenance.1. Do not call Flight Control. the 757 also has an APU to Pack Takeoff procedure for use at a few high elevation airports to prevent the cabin from exceeding 10. ensure the APU On performance penalties are manually applied to the AWABS. If needed. Normally use the Packs Off Takeoff procedure for all airplanes if required to increase performance or to prevent EGT overtemps.9 F 7. Other than calls to ATC. Bring the aircraft to a stop when it is safe to do so.Oxygen Requirements One Pilot in the Seat Both Pilots in the Seats Cabin above 10.6 Passenger Oxygen Passenger Standing During Ground Movement Phone Patch Q CI.000 feet PA Quiet Hours Packs and Bleeds F 3.m.1. etc.18 F 7. (local). Do not use the APU for bleed air with anti-ice on. if possible (engines) make a PA advising passengers the evacuation is not necessary and to remain in their seats Do not activate the passenger oxygen system in a smoke or fumes situation. F 7. Upon being notified of a passenger initiated evacuation the Captain should: configure the aircraft for evacuation. if used.47 SP 2. including gusts. It mixes cabin air with oxygen so it will not help the passengers and it is an extreme fire hazard. This is a rare situation and.3 NP 20.6 J 6-41 Dave Collett April 26.46 NP 20.000' during takeoff and initial climbout. operating only one pack will provide additional fuel savings. to 8 a. leave the parking brake set at the gate. When top of climb to top of descent is over 5 hours.10 Seated pilot will use oxygen when above FL 250.1. An ENG BLEED OFF message may display during takeoff roll. During single-engine taxi with anti-ice on.4. One pilot will use oxygen when above FL 410.
” Microburst Alert for Landing Runway (Issued by ATC) Post Accident or Incident Precipitation Limits PRM Breakout Procedures Mandatory go-around. If a controller breakout is accompanied by a TCAS RA: follow vertical guidance from TCAS follow horizontal guidance from the controller Vertical speed should not exceed 1.6 Dave Collett April 26. J 4-46 F 10. Windshear Escape Maneuver if flight path becomes marginal. Do not make any statements to the public or press.56 NP 30.1.Pilot Responses Gnd Proximity Caution (Multiple Advisories) Gnd Proximity Warning (“Pull Up. Maneuver as directed by ATC.000' AGL in excess of: ± 15 kts indicated airspeed ± 500 fpm vertical speed ± 5 degrees of pitch 1 dot deviation from the glideslope unusual throttle position for a significant period of time and/or Windshear siren and “Windshear.000 fpm on a descending breakout. If unavoidable. moderate or heavy freezing rain. hail or sleet should be avoided to the maximum extent possible. Refer all questions to Corporate Communications. place the Engine Start Selectors to CONT. Windshear. heavy ice pellets. After landing and clear of the runway or after a ground accident/incident resulting in substantial aircraft damage.1.4 SP 16. pull the Cockpit Voice Recorder circuit breaker. abort the takeoff If after V1.3.9 Maneuver as required to avoid the windshear If prior to V1.8 Q Man. Windshear Ahead”) Windshear Indications Correct the flight path or configuration Terrain Avoidance Maneuver Q Man. Windshear Ahead”) Predictive Windshear Warning on Approach (“Go-Around.19 SP 16. The PM should turn off both flight directors.14 Windshear Escape Maneuver or normal go-around at pilot’s discretion Windshear Escape Maneuver Windshear indications include unacceptable flight path deviations below 1.com/guide For Training Purposes Only 60 . Windshear. perform the Windshear Escape Maneuver Q Man. Do not take off during heavy freezing drizzle.3. moderate to heavy rain.” May include “Obstacle” or “Terrain. Do not deactivate the Cockpit Voice Recorder in flight. In flight.2 F 10. Refer to the FOM for checklists and report submission requirements. All breakouts must be hand-flown. 2010 www.1.”) Predictive Windshear Caution (“Monitor Radar Display”) Predictive Windshear Warning on T/O (“Windshear Ahead. Disengage the autopilot.convectivedigital.
etc.convectivedigital. If flying a 45/180 procedure turn. Obstacle clearance begins when the controller starts giving navigational guidance. but not greater than 200 kts. “Radar contact” on departure does not mean the controller is providing obstacle clearance. If timing. airspace. the Captain and ramp agent will conduct a face-to-face review of hand signals to be used. Maximum descent rates to guarantee obstacle clearance are: 1. fly outbound on the 45° leg for 45 seconds before turning inbound. Intercept and maintain the outbound track as soon as possible after passing the procedure turn fix. To make the course reversal. If the inbound course is intercepted outbound. Descend as necessary on the outbound track to the specified altitude. If the Captain requires an emergency stop he should flash the taxi light repeatedly until the aircraft comes to a complete stop. which is defined as within half scale deflection on an ILS or VOR and within 5° on an NDB.1 AIM 5-2-8 c2 Dave Collett April 26.S. If further descent is necessary after the inbound turn. start timing outbound abeam the procedure turn fix or wings level outbound if abeam cannot be determined.197 fpm on the outbound track 755 fpm on the inbound track If the interphone communications are inop. 2010 www. Max angle for teardrop is 30°. Same as a holding pattern entry.Procedure Turns (Domestic) Procedure Turns are not required when: receiving radar vectors to final approach flying a NoPT routing cleared for a straight-in approach cleared for approach from a holding pattern with the holding fix collocated with the FAF and the holding course aligned with the final approach course Maneuvering speed or holding speed. to remain within the published distance. If an entry turn in the shorter direction places the aircraft on the nonmaneuvering side. J 3-104 Entry Airspeed Entry Turn Proceeding Outbound Descent J 3-105 45°/180° Procedure Turn Pushback Without Tug Communications Radar Contact on Departure F 6. Descend from the procedure turn altitude or any altitude past the IAF when established on the appropriate published segment of the approach. correct back to the procedure turn course using an intercept angle of at least 20 degrees. Use timing. begin descent from the IAF altitude when outbound abeam and on a parallel or intercept heading to the outbound track.1. do not descend until established on the inbound track. Begin descent from the procedure turn fix altitude when outbound abeam the procedure turn fix or wings level outbound if the abeam point cannot be determined. The 45°/180° course reversal is optional in U. Make the 180° turn back inbound as depicted. maintain course and turn inbound on the maneuvering side.com/guide For Training Purposes Only 61 . DME.
If desired. Radio off Baro at field elevation. Advise ATC when the ETA given is in error by three minutes or more. select Manual on the VOR control panel and tune the correct VOR frequency. the display will be wrong. if there is no published speed.000'.convectivedigital. Radio at published RA Baro at published DA. This is not raw data. It’s just a computer-generated display based on FMS position.Radio and Baro Bugs CAT I ILS CAT II CAT II RA Not Auth CAT III Straight-In Non-ILS Circling Visual Ram Air Turbine NP 20. Not required in the US when in radar contact. make sure the NDB is tuned and the left VOR/ADF selector on the RDMI is in ADF. “Resume Normal Speed” from ATC means that any previously issued speed adjustment is removed and the pilot is cleared to fly the published speed on the route (STAR. Automatic deployment is inhibited on the ground. Selecting Manual on the VOR panel will cause the tuned VOR station and the selected course to be displayed on the map. any speed desired as long as it complies with FAR speed limits. On all non-RNAV approaches pilots must monitor applicable raw data to determine course guidance and FMS map validity at the FAF. etc. This prevents the FMS from auto-tuning the VOR to another station. Powers the flight control portion of center hydraulic system only. Radio off Baro at higher of published MDA or field elevation + 1. II Raw Data SP 4. Radio off Baro at published mins for the approach used to back up the visual approach. Localizer course deviation may be monitored on the ADI. You can then monitor raw data on either the RDMI or the HSI with VOR selected on the EFIS control panel. Localizer DME is monitored by selecting ILS or APP on the EFIS Control Panel. To monitor raw data on a VOR approach. Radio off. SID. VOR or NDB course raw data may be monitored on the RDMI. Use caution. one pilot must select ILS or APP (not Map) on his EFIS control panel to display DME from the localizer on the RDMI to legally fly the approach. To actually check raw data.com/guide For Training Purposes Only 62 . Radio off Baro at field elevation. it is also necessary to select Manual on the VOR control panel and manually tune the VOR frequency to force the appropriate DME to the RDMI and prevent the VOR from auto-tuning to another station. DDA or MDA. For non-ILS or ILS-G/S Out approaches. but manual deployment is possible.60 Baro at published DA. Set field elevation if no approach is available. 2010 www. One pilot must display raw data associated with the approach.) or. If the FMS position is wrong.9 SP 4. Radio at 50 feet Baro at published DA. use the RDMI or select VOR mode and dial in the desired course. raw data monitoring of the MAP is not required due to the accuracy of FMC positioning On ILS-DME approaches.13 GS Raw Data Resume Normal Speed GS Revising an ETA J 6-21 Dave Collett April 26. VOR course and DME raw data may be monitored by selecting VOR on the EFIS Control Panel. Requires airspeed above 130 kts to maintain aircraft control. Deploys automatically inflight if both engines fail. On NDB approaches. For DME distances to a VOR station.
If not cleared for the RNAV departure. check aircraft position versus runway position on the HSI 10 nm scale if the autothrottles or N1/EPR switch are inop.6 T 6. or cannot be determined. “Delta 1234. Expect the FMS to use turn anticipation for fly-by waypoints (waypoints on the chart without a circle around them). A wet runway is a runway that is wet or the visibility is less than RVR 4000/ ¾ sm. e. RNAV SIDs and STARs are based on maintaining path accuracy within 0.1.g.RNAV Departure Ensure any critical DMEs identified in the procedure are operative unless the aircraft has GPS. In this case.5 nm.54 Rudder Effectiveness Rudder Trim on Single Engine Runway Change Items T 3.000 feet from the actual runway takeoff position. Listen carefully to the takeoff clearance.52 SP 11.53 SP 11. the base of the airplane symbol is approximately 1 nm across and pilots may use the airplane symbol or the Progress page to monitor the path. The ARM refers to this as wet/low minima. consider a Fast Realignment of the IRSs immediately prior to pushback. All Non-Pegasus Airplanes (no GPS) when approaching the departure runway. The Captain must discuss the situation with the Dispatcher unless there is guidance on the Delta Special Page. The rudder becomes effective at between 40 and 60 knots on takeoff and is effective until approximately 60 knots on landing. A ■ indicates items on the checklists that should be considered for reaccomplishment in the event of a runway change.convectivedigital. Use of the autopilot is highly encouraged. If the landing runway is changed and the Captain determines the runway change can be accomplished visually.000 feet for 757-300 and 767 aircraft and less than 6.37 Q CI. if the aircraft map position is greater than 1. “Delta 1234.1. A short runway is a runway less than 7. Engage it at 1. correct rudder input approximately centers the control wheel. RNAV to FUTBL. verify the aircraft symbol is in close proximity to the departure end of the runway symbol with the HSI in the 10 nm scale. 2010 www. arm LNAV before takeoff. cleared for takeoff”). (In ATL and DFW. the takeoff clearance for an RNAV departure will include the first RNAV fix. Critical DMEs do not apply if GPS is operative. the runway change items may be waived. In flight. SP 11.28 T 3. do not accept an RNAV departure and request radar vectors to the first fix the FMS will begin searching for suitable radio updates after the aircraft reaches 100 knots on takeoff roll If the departure procedure and clearance require an LNAV track from the runway. A dry runway is a runway that is dry and the visibility is RVR 4000/ ¾ sm or greater.4 Runway Definitions F 5. cleared for takeoff” is the standard clearance to fly the published RNAV SID assigned by Clearance Delivery or on the PDC.000 feet for 757-200 aircraft. On the HSI 10 nm scale. runway 27R.com/guide For Training Purposes Only 63 . For non-GPS aircraft with the autothrottle or N1/EPR switch inop.1 Dave Collett April 26. the takeoff clearance will include a heading to fly or some other clearance.000' AFE after LNAV and VNAV are engaged. the FMS will not update the aircraft’s position to the landing runway threshold.
12 F 3. Takeoff on runways that have been plowed is authorized provided the runway is plowed at least 50 feet on both sides of the centerline and snow or ice outside the plowed area but within 75 feet of the centerline is no more than 6 inches high. the flight attendants should be notified if it is necessary for them to be seated.3.6 NP 20. but may be required in some foreign countries for some approaches.1. If the visibility is below RVR 500.73 J 3-38 F 7.1.24 J 3-6 AIM PCG F 5. Any time an aircraft is flying an instrument approach in IMC and plans to land on another runway it is considered a circling approach unless sidestep minimums are published for the runway of intended landing. Serious passenger misconduct is defined as injuring another passenger or crew member. or the aircraft is to remain overnight Perform a post flight walk around if at a limited or non-maintenance station. or refusing to comply with Federal regulations. The entire loading procedure must be re-accomplished if the runway or arrival changes to prevent an incorrect routing or inadequate obstacle clearance. 2010 www. not the runway number. Magnetic heading of the runway centerline. Flight attendants may leave their seats after takeoff before the seat belt sign is turned off unless the Captain has informed them to remain seated until advised.com/guide For Training Purposes Only 64 . The minimum runway width is 148 feet (45 meters). A customer service PA should be made if the flight attendants are required to remain seated for an extended period.3.convectivedigital. Yellow taxi lines painted on taxiways used for SMGCS movement are 12 inches wide and highlighted in black paint. if available.200 feet from the approach runway.3 F 5. subjecting a passenger or crew member to a credible threat of injury. If the sidestep is an informal maneuver it must be conducted in VMC and with the agreement of both ATC and the aircrew. interfering with a crew member’s duties.1 J 3-112 J 3-91 J 3-93 GS Dave Collett April 26. Accomplish the Secure Checklist only when: requested by Maintenance or Operations the aircraft is to remain for two hours or more. Runway edge lights are required for all takeoff and landing operations: between sunset and sunrise (night) between sunrise and sunset (day) when the visibility is reported less than 2 statute miles.3 F 3. should be referenced for any CAT III approach and for any taxi out for takeoff when the visibility is reported below RVR 1200. The SMGCS chart. SP 11. If the sidestep is a published instrument approach procedure there will be weather minimums on the approach plate. If the seat belt sign is turned on in flight.4. Not required for any domestic approach. the ATIS will state that low visibility procedures are in progress and pilots will notify ATC of their approach minima. The landing runway must not be more than 1.Runway Dependent STAR Runway Edge Lights Runway Heading Runway Use After Snow Plowing Runway Width Seat Belt and No Smoking Signs Secure Checklist Sequenced Flashers Serious Passenger Misconduct Sidestep Approaches SMGCS SMGCS Taxi Lines Runway Dependent STARs require the pilot to select a specific runway in order for the FMC to properly load the entire STAR. At no time will a pilot cross an illuminated red stop bar. Some procedures may take effect at RVR 1200 even though a SMGCS chart is only required below RVR 500.
Fire or Fumes checklist or the Smoke or Fumes Removal checklist.Smoke & Fume Principles At the beginning of any smoke/fire/fumes event.com/guide For Training Purposes Only 65 . Do not consider flight continuation unless the source is positively identified. Q CI. In that case.g. Fire or Fumes checklist will systematically remove the probable sources. Confirmation that the situation has been resolved is critical. confirmed to be extinguished. It may not be possible to accurately identify the source of the smoke/fire/fumes and it may not be possible to determine the difference between electrical smoke/fumes and air conditioning smoke/fumes. fire or fumes are associated with an annunciated checklist (e. Many events involve equipment or materials that are readily accessible.16 Dave Collett April 26. and smoke/fumes are decreasing. Cargo Fire). accomplish that checklist prior to the Smoke.g. the Smoke. Rapid.convectivedigital. Inordinate depowering of airplane systems is not likely to benefit an unknown smoke/fire/fumes situation and significantly reduces airplane capabilities. the crew should always consider: protecting themselves (e. oxygen masks) communicating (crewmembers and ATC) diverting assessing the situation and available resources If smoke. 2010 www.2. positive extinguishing of the source is the key to preventing escalation of the event.
no flight may take off or land without a current field condition report or braking action report. On the other hand. Unless smoke.3 II NP 20. This checklist may make the situation worse by fanning or masking the ignition source. It mixes cabin air with oxygen so it will not help the passengers and it is an extreme fire hazard. Certain airports are designated as Special Winter Operations Airports (SWOA) and have additional restrictions when snow. Do not activate the passenger oxygen system.g. Do not start with the Smoke or Fumes Removal checklist. perform the initial steps of the Smoke. do not delay landing to complete it. The flight crew should don oxygen masks any time smoke/fire/fumes are detected on the flight deck. If smoke/fire/fumes are detected in other parts of the aircraft. Cargo Fire).3 J 3-72 J 4-50 SP 4.30 F 5.2. Move passengers away from the source. Flight attendants should inspect the entire cabin to locate the source and report it to the pilots. Not authorized. If the initial steps of the checklist do not positively identify and remove the smoke/fumes. continuous communication with a designated flight attendant is essential. Without delay or analysis. Fire or Fumes Checklist Snow or Ice on Runway Special VFR Special Winter Operations Airports Speed Intervention Speed Intervention Speedbrake Arming Dave Collett April 26. smoke coming from an oven that stops after power is removed is a situation where the source is visually confirmed to be extinguished. For example. The flight crew must continually evaluate the situation to determine if further actions are necessary. Pilots should remain at their stations. Fire or Fumes checklist. “Visually confirmed to be extinguished” means that a crewmember can see the source and that it has been extinguished. Refer to the flowchart in Jepps Chapter 4 for details. if smoke stops after depowering a system (e.g.10 Q 8. The FMC does not use the speed set on the MCP for fuel or ETA predictions so FMC predictions are not accurate if speed intervention is used for an extended period of time. a diversion may be necessary. For smoke/fire/fumes in the cabin. ice or slush is on the runway or if freezing precipitation is falling and accumulating.Smoke & Fume Priorities Smoke.com/guide The following information is critical for survival in a smoke/fumes situation.1. Complete the Smoke or Fumes Removal checklist only when the smoke/fumes are the greatest threat or after the source is confirmed to be extinguished. Fire or Fumes checklist to remove the most probable sources.convectivedigital. Q CI. Arming the speedbrake prior to landing is required by checklist. a recirc fan) the source is not “positively identified and visually confirmed to be extinguished” and a diversion is necessary. crew judgment will determine if oxygen masks are necessary. Speed intervention may cause a loss of VNAV PATH during descent. visually confirmed to be extinguished and the smoke/fumes are decreasing. start with the Smoke. a diversion is necessary.63 66 For Training Purposes Only . If directed to the Smoke or Fumes Removal checklist.17 Q 8. continuing the flight to the destination is not recommended unless the source is positively identified. resulting in a violation of a crossing restriction altitude. Once a fire or a concentration of smoke/fumes is detected. If there is snow or ice on the runway. fire or fumes are associated with an annunciated checklist (e. 2010 www. Crews are reminded that after making a preliminary assessment of the situation.
If IMC. If you don’t.4 At 500 feet AGL At 100 feet HAT Crossing Runway Threshold Standard Takeoff Minimums Standby Power Standby Power Check J 3-21 GS SP 6. The aircraft must be on the ground with all busses powered. the message will be automatically routed to Atlanta Radio operators who will provide the scores. Required prior to the first flight of the day. on target airspeed or reducing toward it. On a stabilized flight path. be sure to use the word “scores” in the message. When you request sports scores from ATLXGDL.2 GS GS NP 30. 2010 www.convectivedigital. If IMC.6 Dave Collett April 26. lined up with the runway unless local procedures dictate otherwise. If this occurs. Observe the battery DISCH light (APU BAT DISCH and MAIN BAT DISCH lights on 757-300 aircraft) illuminates and the standby power OFF light remains extinguished Standby Power Selector – AUTO. established on course. If you do. RVR 5000 (1500 m) or 1 statute mile (1600 m) Consider that a normal descent from cruise altitude takes about 25 minutes and the battery will only last about 30 minutes after an electrical failure.com/guide For Training Purposes Only 67 .000 feet AGL Use caution when retracting the speedbrakes close to Vmo/Mmo or a flap limit speed. On blended winglet airplanes. The cockpit must be tracking so as to remain within the lateral confines of the extended runway. Standby Power Selector – BAT.000 fpm unless a published approach procedure requires a sink rate greater than 1. Stabilized on target airspeed within tolerance. An expeditious descent and divert might be wise. Configured for landing. the message will only go to the Dispatcher who will have to forward it.Speedbrake Retraction Speedbrakes on Blended Winglet Airplanes Sports Scores Spring-Loaded Latch Stabilized Approach At 1. Observe the battery DISCH light (APU BAT DISCH and MAIN BAT DISCH lights on 757-300 aircraft) extinguishes and the standby power OFF light remains extinguished GS Q 2. Positioned to make a normal landing within the touchdown zone. Maintaining a stabilized descent rate not to exceed 1. do not extend the speedbrake lever beyond the 50% position until airspeed is less than 325 knots (757) or 315 knots (767). The airplane will accelerate after retraction and may overspeed the airframe or flaps. If VMC. speedbrakes may automatically retract to the 50% position when airspeed exceeds 330 knots (757) or 320 knots (767). A bronze-colored spring-loaded safety latch is required for galley carts in the aft galley that could roll down the aisle if not restrained. On target airspeed within tolerance (-5/+10 knots) Engines stabilized at the thrust setting required to maintain the desired airspeed and descent rate.000 fpm and a special briefing was conducted.
even on a visual approach. In some cases.8 J 3-4 J 3-11 NP 30. This satisfies the requirement for a static takeoff during low visibility.) Class B airspace is depicted on low altitude charts and area charts. For an immediate turn after takeoff. use raw data to ensure compliance with the stepdown altitudes and deviate from the glideslope if necessary. V/S or Flight Level Change and then arm Approach mode at the feather. landing and flight below 10. GS F 3. the desired heading may be preset on the MCP before takeoff.convectivedigital.16 T 3. Standing – align the airplane with the centerline. PAs promoting public relations are permissible.1 Q 0.) Therefore.0 SP 16. A good technique is to fly the localizer while complying with the stepdown altitudes with VNAV. by reviewing the procedure prior to accomplishment. release the nosewheel tiller. When cleared for a visual approach to an airport in Class B airspace. Do not pressurize the airplane due to possible structural damage. following the glideslope prior to the “feather” will take you below step-down altitudes and may result in a violation or unsafe terrain clearance. If you do intercept the glideslope prior to the feather. you must remain above the floor of the Class B during the approach. following the ILS glideslope prior to the feather will take you out the bottom of the Class B and. or by reference to the procedure during accomplishment. maintain initial climb speed with takeoff flaps while maneuvering. There is no need to hold the brakes while applying thrust. In some cases. This takeoff is required if engine anti-ice is on. When the aircraft is stopped during taxi.Step Down Altitudes on Approaches Sterile Cockpit Supplementary Procedures Tailstrike on Takeoff Takeoff Takeoff Takeoff Takeoff Takeoff When cleared for an ILS approach. Do not turn below 400 feet AFE unless specified in the published departure procedure or specifically cleared by ATC. The Captain will make a static takeoff whenever the visibility is below RVR 1600.16 SP 05. release the nosewheel tiller and apply thrust. (Refer to the Visual Approach section in Ops Specs. 2010 www. Follow AFDS bank limits. release the nosewheel tiller and hold the brakes while advancing power to at least 60% N1. may result in a violation. When an immediate turn after takeoff is necessary. Static – stop the airplane aligned with the centerline. release brakes and apply thrust. procedures in the Supplementary Procedures section may be completed by recall.com/guide For Training Purposes Only 68 . Some engine-out procedures require a turn at a specified distance and may therefore require a turn below 400 feet AFE. Rolling – maintain normal taxi speed while entering the runway. When the airplane is aligned with the centerline. takeoff.2.33 Dave Collett April 26.000' AFE). There is no need to stop. At the discretion of the Captain. once again. you may not descend below the step-down altitudes prior to the FAF. release brakes and promptly advance thrust levers to takeoff thrust. (LAS 25L/R and SLC 16L are two examples. ensure compliance with the step-down altitudes on the ILS approach plate. Crew members will only conduct activities related to the safe operation of the aircraft during critical phases of flight (pushback. A standing takeoff is required whenever engine anti-ice is on.5 T 3. When the engines are stabilized. taxi.
com/guide For Training Purposes Only 69 . 757 ships 68xx do not have a taxi light.7 SP 15.48 SP 16. set required takeoff power manually. When ambient temperatures are greater than 60°F. Avoid stopping the airplane in a turn because excessive thrust is required to start taxiing again. snow or slush. Delay selecting an assumed temperature derate until after bleed air is applied. Prior to entering the runway. do not retract the flaps to less than flaps 20 until the flap areas have been checked free of contaminates. use small tiller inputs.7 T 2. SP 15. the FMC and/or TMSP may not accept an assumed temperature derate if bleed air is not available due to high TAT probe temperatures. or 20) speedbrakes not down (4 items) stabilizer set greater than the green band.5 T 3. confirm aircraft location utilizing an outside source such as a runway sign.4 T 2.6 NP 20.21 Dave Collett April 26. adjusted for conditions. Differential braking and braking while turning should be avoided under normal circumstances.55 T 2. Avoid taxing in deep snow or slush because steering will be more difficult. 2010 www. Use the nose landing light instead. painted runway number and/or aircraft heading. Throttle Hold may be reached before the autothrottles can make final thrust adjustments. After prolonged operation in icing conditions with the flaps extended or after landing on a runway contaminated with ice.Takeoff Configuration Warning Takeoff in Strong Headwinds Takeoff Minima Takeoff Profile Taking the Runway TAT Probes Taxi Taxi In Taxi Light Taxi On Snow or Ice Taxi Speed TCAS Test Temperature Above 60°F The Takeoff Configuration Warning will be activated when advancing power and: flaps not in a takeoff position (1. use approximately 10 knots for turn angles greater than those typically used for high-speed runway turnoffs. gear and flaps may also freeze after takeoff if contaminated with snow or slush.12 NP 20. Brakes. Approximately 20 knots. In that case. Only apply takeoff minima as low as published on the airport page unless authorized by NOTAM or a flight plan remark. On long. TAT probes are aspirated with bleed air from the engines.8 SP 16. Speed should be reduced when approaching a turn. 15. 5. but use caution with the nosewheel tiller at speeds above 20 knots to avoid over controlling the nosewheel. straight taxi routes. IRUs must be aligned and in Nav mode for a TCAS test. APU or ground external air (huffer air. During hot weather operations. Taxi slowly. and make all turns at a reduced speed. speeds up to 30 knots are acceptable. On a dry surface. refer to Hot Weather Operation in SP 16 in order to reduce heat build up in the center wing fuel tank from the air conditioning packs.53 SP 16. use minimum thrust.convectivedigital. not conditioned air).7 J 3-21 NP 30. Use of company climb performance data ensures compliance with Class C and D airspace speed restrictions. or parking brake set During takeoff in headwinds of 20 knots or greater.16 NP 20.
The highest elevation in the first 3. If these alerts are of short duration and have ceased. 2010 www. Transition level is the flight level descending through which the altimeters must be reset to the local altimeter setting (QNH). Transition altitude is the altitude climbing through which the altimeters must be set to 29.25 NP 20. Delay or conduct the departure or arrival from a different direction if significant thunderstorm activity is within 15 miles of the airport.000 feet Avoid flying directly over the top of a thunderstorm cell within 5.5 J 13 J 3-51 NP 10. Deviate upwind when possible. crews may experience momentary caution-level terrain alerts. crews should verify they are on the correct path and consider continuing the approach in LNAV and VNAV. Special consideration should be given to delaying or diverting when heavy rain associated with a thunderstorm is within the airport boundary or on the approach or departure path. whichever is less. see LA(H/L) 5/6 chart) T 7.92” when approaching transition altitude on climbout and “Altimeters set to _____” when approaching transition level on descent are required callouts in addition to the altimeter settings in the Climb and Descent checklists. To avoid hail. The first 3. Warning-level terrain alerts always require immediate action. After reverse thrust is initiated. The PM should call “80 knots.13 J 3-17 70 For Training Purposes Only . Takeoffs and landings will not be attempted when a thunderstorm is within 3 miles of the intended flight path.000 feet of the radar return. Hail has been encountered as much as 20 miles downwind from large thunderstorms.000 feet of the landing surface.000 feet 10 miles if between 10.65 J 4-42 J 4-43 J 4-42 NP 30. When possible. detour between the cells of a squall line rather than over them. 7700 7600 (do not squawk 7700 first for simple lost comm) 7500 2000 (except in WATRS. Initiate movement toward reverse idle by 80 knots and reach the reverse idle detent prior to taxi speed.3). The most appropriate action depends on where the terrain avoidance maneuver is initiated. Movement of the reverse thrust lever could result in operation of the engine thrust reverser even with the engine shut down.com/guide During low RNP operations (RNP less than 0.25 NP 20.convectivedigital. Turbulence can be expected downwind from the storm 1 nm for each knot of wind at altitude.Terrain Alerts During RNP Operations Thrust Reverser Thrust Reversers on Landing Thunderstorms Enroute Thunderstorms Near Airport Touchdown Zone Touchdown Zone Elevation (TDZE) Transition Altitude and Transition Level Transition Altitude and Transition Level Callouts Transponder Codes Emergency Radio Failure Unlawful Interference Oceanic Dave Collett April 26.000 feet or first third of the runway. “Altimeters set to 29. The risks of terrain contact during the terrain avoidance maneuver may be higher than continuing on the required track.” Stow the thrust reversers after the engines have decelerated to idle.000 feet 20 miles if at or above 25. do not fly under the anvil or in cirrus or cirrostratus layers downwind of the storm top. Do not operate through an area of thunderstorms unless separations between individual thunderstorm cells are at least: 5 miles if below 10.000 and 25. a full stop landing must be made.92 or 1013 (QNE).
27 J 4-32 GS SP 16. baggage may travel unaccompanied provided a TSA-approved screening method or a provision of Delta’s security program has been applied. Descend to avoid or minimize tropopause turbulence.2.3.g.) should be removed.convectivedigital.4.Transponder Source Selector Turbulence Turbulence Turbulence Turbulence Turbulence Notification Unacceptable Passengers Unaccompanied Passenger Baggage University of Pittsburgh Medical Center During preflight. descending approximately 4. etc. medical.000 feet below optimum altitude will increase buffet margin.2 F 7. obnoxious or disorderly who appear to be intoxicated or under the influence of drugs who are not wearing some type of footwear who are naked above the waist who are stretcher patients who refuse to produce positive identification who have a malodorous condition unless due to disability Convene the Security Conflict Team if a security concern arises. When dealing with turbulence associated with westerly jet stream winds: consider changing altitude or course if the wind is a headwind or tailwind maintain course if the wind is a crosswind and consider climbing if OAT is rising and descending if OAT is decreasing Pilots will make a PA when the seat belt sign is turned on. An encounter with severe or extreme turbulence requires a logbook entry and a special aircraft structural inspection. Baggage of passengers involuntarily denied boarding may remain on the aircraft.2 71 Dave Collett April 26. Onboard medical assistance should be considered secondary. On domestic flights. When encountering or anticipating moderate or severe turbulence. 2010 www.78 M.com/guide For Training Purposes Only . LeHi – if the aircraft is drifting left it indicates you are flying toward a high pressure ridge and the tropopause is climbing. direct the flight attendants to discontinue cabin service and be seated. a positive passenger/checked baggage match will be accomplished in addition to other forms of screening. Normally fly the turbulent air penetration speed (290 kts/. but if it cannot be avoided. RiLo – if the aircraft is drifting right it indicates you are flying toward a low pressure trough and the tropopause is descending. UPMC is the primary source of medical guidance. Autothrottles should be off in severe turbulence. The autopilot may remain engaged during light to moderate turbulence unless airspeed.2. the flight attendants have the capability to connect directly to UPMC through Atlanta Radio using the Aircell phone service. but baggage of passengers removed from the flight or denied boarding for other reasons (e.1 F 7. set 1 or L if the left or center autopilot will be used and set 2 or R if the right autopilot will be used.000 feet MSL a speed of 240-250 knots provides adequate buffet margin. but below 10.4.1. whichever is less).3 F 7. abusive.57 GS F 3. NP 20.1 F 7.5 F 7. Climb to avoid or minimize tropopause turbulence. On international flights. altitude or attitude deviations require manual control. On WiFi equipped airplanes. Severe turbulence should be avoided if at all possible. Unacceptable passengers include those: whose behavior indicates they may be hazardous to other passengers who refuse to permit a search of their person or property for explosives or weapons who are unruly.
On all approaches.) Differing from the standby airspeed indicator by more than 15 knots. (Pop!) All Valve lights in the cockpit indicate a disagreement between the valve position and the commanded position.000 feet terrain separation can be ensured. must be secured so as not to interfere with crew members in the performance of their duties. Red over two whites is on glidepath. Runway Visibility Value (RVV) – the visibility determined for a particular runway by a transmissometer. VFR conditions and cloud clearances must be maintained throughout the climb. Runway Visual Range (RVR) – an instrumentally derived value that represents the horizontal distance a pilot will see down the runway from the approach end. (Fasten the seat belt on the jumpseat when not being used. Prevailing Visibility – the greatest horizontal visibility equaled or exceeded throughout at least half the horizon circle which need not necessarily be continuous.2 F 7. use Prevailing Visibility. FAR 121. If RVR or RVV is reported. If RVR or RVV is not reported.3 J 3-71 VFR Pattern VHF Guard Monitoring Visibility Visibility J 3-64 J 6-46 J 3-4 J 3-33 J 3-37 J 3-39 AIM PCG Visibility Dave Collett April 26. The meter provides a continuous indication of the visibility (reported in miles or fractions of miles) for the runway. it controls for the specified runway. RVR. in contrast to prevailing visibility and RVV. and when 2.500' AFE unless otherwise specified. No automatic low speed (stall) protection and permits flight away from the selected altitude. the safety belt and non-retracting shoulder harness.5 on VHF radio #2.3. In general.Unoccupied Jumpseats Unreliable Airspeed Indicator Unruly Passengers Unscheduled Pressurization Valve Lights VASIs and PAPIs Two-Bar VASI Three-Bar VASI PAPI Vertical Speed Mode VFR Climb At each unoccupied seat. If specific VFR climb procedures are not published on the Delta Special Page. Specific foreign country exceptions may apply. Pilots are responsible for: VFR traffic avoidance ensuring terrain and obstacle clearance any restriction issued by ATC intercepting the route of flight during or after completing the VFR climb Left traffic at 1. is based on what a pilot in a moving aircraft should see looking down the runway.311 Q 10. Pilots will not leave the cockpit to deal with passenger problems. Two white and two red is on glidepath.convectivedigital. Accidental closure of the outflow valve can cause unscheduled pressurization. Do not leave the airplane unattended with a pack operating and all doors closed. the approach may be continued to the applicable AH/DH/MDA for the approach being conducted. 2010 www.15 GS T 6. Two-bar VASI systems are not recommended. Additional evidence is listed in the Airspeed Unreliable checklist in the QRH. Always select a new level off altitude prior to engaging Vertical Speed mode. a VFR climb may only be requested after takeoff when the aircraft is cleaned up and accelerating.1 SP 16. monitor 121.4 SP 4.com/guide For Training Purposes Only 72 . Red over white is low. if the aircraft is established on the final approach segment and the controlling visibility decreases below the authorized minima. unless needed for ATC or Company communications. if installed.
Refer to the checklist in the QRH. 5 nm behind a heavy. etc. J 3-73 J 3-72 SP 5. 4 nm behind a heavy or a 757 Wake turbulence vortices descend at 300-600 fpm. an ICAO visual approach is equivalent to a U. An operating procedure. considered essential to emphasize. 4 nm behind a 757 767: 6 nm behind an A380.3 Dave Collett April 26..convectivedigital. technique.S. including cloud clearance requirements the pilot has visual contact with either the airport.2. visual approach limitations and restrictions apply. 2010 www. the aircraft must remain at or above the floor of the Class B airspace unless otherwise authorized by ATC.S. the approach may be flown using RNAV procedures as long as GPS is operational and the approach is authorized on the Delta Special Page or in a Flight Plan Remark.38 J 4-47 J 3-31 J 3-17 GS NP P1.000/3) or as specified in the Charted Visual Flight Procedure the flight remains VFR..000 feet above your altitude. etc..Visual Approaches (ICAO) Visual Approaches (USA) Voice Recorder Test Volcanic Ash Volcanic Ash VOR and NDB Approaches Wake Turbulence Separation Standards Wake Turbulence Vortices Warnings. a charted landmark on a Charted Visual Flight Procedure or the traffic to be followed and can maintain visual contact until landing If operating to or from the primary airport in Class B airspace. Indications of volcanic ash include: static discharge around the windshield bright glow in the engine inlets smoke or dust on the flight deck acrid odor Exit the area immediately. and. Be aware that the ICAO term “visual approach” does not necessarily mean VMC conditions exist. Cautions and Notes Warning Caution Note When IMC conditions exist. Consider a 180º turn. etc. An operating procedure. A tone may be heard with a headset plugged into the headset jack.com/guide For Training Purposes Only 73 . that may result in personal injury or loss of life if not carefully followed. May be safety related. When VMC conditions exist. 757: 8 nm behind an A380. all U. weather radar may not return any depiction of a volcanic ash cloud. contact approach and is not authorized. Push and observe the monitor indicator needle to be in the green band. Regardless of GPS availability. technique. An operating procedure. expect wake turbulence when 16 miles behind an aircraft 1.1 Q 7. The test will last about 5 seconds. A visual approach may be accepted provided: the aircraft is within 35 nm of the destination airport the aircraft remains in controlled airspace and under the control of an ATC facility the airport is VFR (1. A briefing between the Captain and the Dispatcher is required whenever volcano information is present on the flight plan. technique. Volcanic ash clouds cannot always be differentiated from weather clouds. depending on conditions. the approach may be flown in LNAV with raw data displayed. If the ground-based NAVAID is out-of-service and/or compatible avionics are not installed or not operational. With the wind on the nose or tail. that may result in damage to equipment if not carefully followed.
Expect attenuation any time weather targets reach Level 3 (red).g.5. flight level and intentions on 121. less than 30 gallons remaining after an ocean crossing) is observed.com/guide For Training Purposes Only 74 . current and from an approved source.Water and Waste Tanks Weather Deviations in Oceanic Airspace Weather Radar Weather Radar Failure Weather Radar on 757s Without Center Radar Screen Weather Reports For long range flights and oceanic departures. including Level 1 (green) and Level 2 (yellow) areas.1 NP 20. A valid report is complete. descend 300' if deviating north of track or climb 300' if deviating south of track. 123. Whether VMC or IMC. pilots will not take off or conduct approaches to any airport without a valid report of airport weather conditions.72 J 7-11 SP 11.10 SP 11. Absence of indicated turbulence in TURB mode does not mean it is safe to penetrate a weather area that by other indications is hazardous.5. potable water tanks should be serviced to 75% or greater. expect moderate to severe turbulence in all areas of the storm. or when operating within precipitation. ensure WX (cyan) is not displayed on the HSI with WXR selected and ensure TEST mode is selected on the weather radar control panel.2 Dave Collett April 26. Never penetrate a storm that produces a radar shadow.9 SP 11. when the radome is wet or ice covered. Return Gain to Auto immediately after using manual Gain. keep trying to get an ATC clearance Refer to the enroute chart and/or Jepps Chapter 11 for theater-specific procedures. 2010 www. concave on the back side absence of returns or shadow beyond the target use ground returns to confirm radar penetration and locate radar shadows Radar shadows are areas of unknown weather intensity. Waste tanks should be empty.11 J 4-41 NP 20. If weather conditions require a deviation from track greater than 2 nm and unable to obtain an ATC clearance: broadcast position. When returning to track.convectivedigital. Targets which are displayed will understate the true strength of the weather.9 as appropriate watch for conflicting traffic visually and with TCAS turn on all exterior lights remain at assigned altitude for deviations less than or equal to 10 nm for deviations greater than 10 nm. At reduced levels of Gain. some weather targets will disappear from the indicator. Attenuation may be identified by: crescent-shaped returns. be at the assigned flight level when within 10 nm. Check potable water quantity after landing and make a logbook entry if excessive water use (e. When convective storms reach Level 3 (red). NP 20. To ensure the radar is not transmitting. Flight through an area where a convective Turbulence Plot is in effect with weather radar failure is prohibited.67 F 5.45 or 126.
) No alternate is required if for the ETA ±1 hr. an alternate is required. or visibility is less than 3 sm or 2 sm above lowest required visibility.convectivedigital. (Seeing two alternates is the only way you'll know this exemption was used. which indicate conditions will be at or above the authorized minimums at the estimated time of arrival.1.1.500 feet above lowest HAT/HAA.6 F 5.1. CAT II.1. If there is no applicable IFR approach. an alternate is required (1-2-3 rule). no TRW rule. Exemption 8575 may only be used if a CAT II approach is available and no thunderstorms are in the forecast. if ceiling is less than 2. Exemption 9962 may only be used if a CAT I approach with minimums of 200'/RVR 2000 or lower is available and no thunderstorms are in the forecast. Under certain conditions.Weather Requirements Basic Dispatch F 5. if the ceiling will be less than 2. (1-1-2.) A flight may be dispatched for overwater operations to a destination forecast to be below landing minimums provided the filed alternate airport meets alternate weather criteria.000 feet and the visibility will be at least 3 sm.7 F 5. The flight plan will contain a remark if dispatched under Exemption 8575. Exemption 3585 allows dispatch with conditional phrases like “Tempo” and “Prob30” in the forecast for the destination and/or first alternate. No alternate is required if for the ETA ±1 hr. 2010 www. weather reports and/or forecasts must indicate a ceiling and visibility permitting a descent from the MEA to land under VFR. F 5.000 feet and the visibility will be at least 2 sm. A takeoff alternate is required if you are unable to return to the airfield of departure for a CAT I or better approach (precision or nonprecision).000 feet or if visibility will be less than 3 sm. whichever is lower.4 The destination airport must have weather reports. An alternate is required between October 1 and May 1 for airports in Alaska. The alternate must be within one hour in still air with an engine out. the ceiling will be at least 1.5 Exemption 3585 (Domestic Only) Extended Overwater Dispatch Takeoff Alternate Destination Alternate Domestic Exemption 8575 (Lower 48 Usually) Exemption 9962 (Lower 48 Usually) International >6 hours International ≤ 6 hours Alaska J 3-19 Dave Collett April 26.000 feet or 1. An alternate is always required. the ceiling will be at least 1. forecasts or a combination of both.5 F 5. A second alternate is required when this exemption is used.1. The flight plan will contain a remark if dispatched under Exemption 9962. For ETA ±1 hr. For the ETA ±1 hr.com/guide For Training Purposes Only 75 . whichever is greater.
convectivedigital. but you still add all the gust up to 20 knots. When enroute to a non-maintenance station with a yellow placard requiring a repetitive check by other than a crew member.4. the flaps up maneuver margin to stick shaker is reduced if wing anti-ice is on. Wind additives are also added to approach speeds adjusted by an abnormal procedure.com/guide For Training Purposes Only 76 . (For a 90º crosswind. Steady state wind velocity will be used to compute the headwind or tailwind component.17 Vref 25/30 + 5. On 757-300 aircraft.58 SP 3. Severe windshear is defined as windshear that produces airspeed changes of greater than 15 knots or vertical speed changes greater than 500 fpm. 2010 www. Do not use on a dry windshield. Wingspans (rounded up) 757 with a conventional wing – 125 feet 757 with winglets – 135 feet 767 with a conventional wing – 157 feet 767 with winglets– 167 feet A worn tire is defined as: any tread groove worn away completely around the tire any layer of cord showing any questionable cut any appearance of improper inflation any wheel through-bolt or nut that is missing or damaged A worn tire with cord showing may be deferred if: there is no more than one layer of cord completely worn through no other tire condition irregularities exist the tire is deferred in accordance with TOPP 40-40-05 Deferred worn tires (yellow MCO placard) must be inspected prior to each flight and the completed inspection must be reported to MCC.15 F 3.1 SP 16. ACARS is preferred. Maximum gust velocity in the least favorable direction will be used to compute the crosswind component. Additional airspeed (up to 5 knots) may be added to the flaps up maneuvering speed to ensure full maneuver margin. Takeoff: RVR 500 with HIRL and CL Landing: RVR 300 with CAT III autoland MEL items listed as Y* in the Flight Crew May Placard column may be placarded by the flight crew at Delta maintenance stations with the cabin door open with MCC approval. the headwind component is zero. the inbound crew must notify the MCC and/or stations personnel through Flight Control. Autothrottles will automatically increase speed for gusts.6 Worn Tire Deferral FOB 08-03 Worn Tire Reporting Worst Permissible Weather Y* MEL Items Yaw Damper INOP Lights Yellow MCO Placards EFCB 10-02 J 3-4 GS NP 20. Remain illuminated until the IRUs are aligned.) This applies even with the autothrottles on during the approach if they will be turned off for landing.9 Dave Collett April 26.Wind Additive on Final Autolanding Not Autolanding T 1. Half the steady headwind component plus all the gust not to exceed Vref 25/30 + 20 with Vref + 5 minimum. but a phone call or radio call is acceptable. Abnormals Wind Component J 3-3 Windshear Windshield Wipers Wing Anti-Ice SP 16.11 Wingspans II Worn Tire NP 20.
latched and locked an emergency door or a wing slide door is not closed.com/guide . autobrakes are disarmed or inoperative both normal and alternate brake system pressures are low a brake temperature is in the high range (5 or higher) cabin altitude has exceeded 10. latched and locked the aileron lockout actuator disagrees with the commanded position a fault is detected in the antiskid system a probe is not being heated a fault is detected in the automatic speedbrake system a cargo door is not closed. An alternate autopilot may be available. latched and locked an entry door is not closed.convectivedigital. Overhead Panel Lights ACCESS DOORS AIL LOCK (767) ANTISKID AOA LIGHTS AUTO SPDBRK CARGO DOORS EMER DOORS ENTRY DOORS MACH SPD TRIM (757) PITOT LIGHTS RUDDER RATIO SPOILERS STAB TRIM TAT LIGHT UNSCHED STAB TRIM the forward equipment bay and/or the electrical equipment (E/E) door is not closed. 2010 www. APU.000 feet a configuration warning exists oil pressure is at or below minimum or a switch has malfunctioned an engine. latched and locked the mach/speed trim system is inoperative a probe is not being heated the rudder ratio system is inoperative or not receiving left system hydraulic pressure one or more spoiler pairs are not in the commanded position stabilizer trim rate is ½ the normal control wheel trim rate the TAT probe is not being heated an uncommanded stabilizer motion is detected Forward Panel Lights A/P DISC A/T DISC ALT ALERT AUTO PILOT AUTOBRAKES BRAKE SOURCE BRAKE TEMP CABIN ALT CONFIG ENG OIL PRESS FIRE FMC GND PROX OVRSPD PULL UP SPEED BRAKES WHL WELL FIRE WINDSHEAR an autopilot was automatically or manually disconnected the autothrottles have disconnected between a 250' and a 750' deviation from the selected altitude a degraded operating condition exists in the engaged autopilot. wheel well or cargo fire is detected there is a message in the FMC scratchpad a ground proximity caution exists the airplane is exceeding Mmo or Vmo the GPWS barometric or radio altitude descent rate is excessive or a look-ahead terrain warning (if installed) is active the speedbrakes are extended while airborne with the flaps in a landing position or when the radio altitude is 800' or below a fire is detected in one or both main gear wheel wells a windshear condition is detected 77 For Training Purposes Only Dave Collett April 26.Systems Review The Systems Review does not include 757-300 information yet.
even if they don’t. all emergency lights will illuminate when the engines and APU are shut down during the Evacuation checklist. It may appear there is a fire in the cabin. If the Emergency Lights switch in the cockpit is armed and an armed entry door or emergency door is opened. The Passenger Cabin Emergency Lights switch on the flight attendant panel bypasses the cockpit emergency lights switch and turns on all interior and exterior emergency lights. the No Smoking signs will be on when: the landing gear is not up and locked.com/guide For Training Purposes Only 78 . but note that flight attendants are trained to turn on all emergency lights during an evacuation and. They extinguish in that case. Oxygen begins flowing when a mask hanging from the PSU is pulled down. illuminated indicator lights. Return to Seat signs in the lavs are illuminated any time the Fasten Seat Belt signs are illuminated except when the passenger oxygen system is activated at any altitude. only the emergency lights on that side of the aircraft will illuminate. Taxi lights will not illuminate unless the nose gear is down and locked. and integral lights for essential instruments on the left forward.000 feet. the Fasten Seat Belt signs will be on when: the landing gear is not up and locked. Doors and Windows To avoid inadvertent system actuation. or the flap lever is not up (767 only). the flight crew should not attempt to replace light bulbs. 757 ships 68xx do not have a taxi light.000 feet and can be manually dropped from the flight deck by pushing the Passenger Oxygen switch. On most airplanes the No Smoking and Fasten Seat Belt signs automatically illuminate and the Return to Seat signs in the lavs extinguish any time the passenger oxygen system is activated at any altitude. or the flap lever is not up. forward panel flood lights. Dave Collett April 26.000 feet. Use the nose landing light instead. The 757 has two runway turnoff lights on the nose gear that will not illuminate unless the nose gear is down and locked. There is one landing light in each wing root and two landing lights on the nose gear on all airplanes. the magnetic compass light. The idea is to show the fire department from which side of the airplane the passengers are evacuating. Emergency Equipment. Passenger oxygen is supplied by individual oxygen generators in the overhead Passenger Service Units (PSUs) and lasts 12 minutes (22 minutes on some 757s). 2010 www. If normal electrical power is lost. center forward and overhead panels are automatically switched to the Standby AC bus. aisle stand lights and dome lights at maximum intensity. The oxygen generators will get extremely hot while producing oxygen and burn all the dust in the overhead compartments. Contact maintenance instead. Fasten Seat Belt selector in Auto – if the selector is in Auto. Nose gear landing lights will not illuminate unless the nose gear is down and locked. but operational on some. The Light Override switch overrides and illuminates the forward panel flood lights.Airplane General. The emergency lighting system is powered by remote batteries charged by the airplane’s electrical system. or cabin altitude is above 10. The 767 has one runway turnoff light in each wing root that will illuminate with the gear up or down. Oxygen masks will automatically drop from the PSUs if cabin altitude exceeds 14. Logo lights are not installed or deactivated on most airplanes. which pulls the pin on a chemical oxygen generator. glareshield flood lights. There are sensors on the center forward instrument panel that will automatically override the Dim position of the indicator lights switch and illuminate the indicator lights full bright if the light level in the cockpit is high. A fully charged battery provides at least 15 minutes of operation. or cabin altitude is above 10. or passenger oxygen is on (not true for some 767s) No Smoking selector in Auto – if the selector is in Auto. Emergency Lights switch: Off – prevents the emergency lights system from operating if electric power fails or is turned off Armed – all emergency lights illuminate if DC power fails or is turned off On – all emergency lights illuminate Emergency Lights Unarmed light – the Emergency Lights switch is not in the Armed position. or passenger oxygen is on On some 767s the No Smoking lights are always on regardless of switch position. so this really won’t give the fire department any information. Most 757s have either one or two taxi lights on the nose gear and the 767 has two taxi lights on the nose gear.convectivedigital.
There is an additional life raft stored in a ceiling compartment. If armed. It mixes cabin air with oxygen and therefore does not provide any protection for the passengers. but may be used as auxiliary flotation devices.The Passenger Oxygen On light indicates the signal has been sent to open the PSU doors. and either two or four overwing emergency doors on the 767. latched and locked. the escape slide automatically disarms if the door is opened from outside the airplane. Potable water is stored in a single tank behind the aft cargo compartment. Emergency doors are armed at all times and opening an emergency door will automatically deploy the door slide or the wing slide. If the forward windows are damaged. Entry doors have power assist to aid in opening the door and deploying the slide in the event of an emergency. the flight deck speakers are muted when any transmission is made with the boom mic or hand mic. If an entry door is not closed. and one on the rear left side near the aft potable water service panel. a single EICAS message will indicate multiple doors. but may be operated manually if necessary. Emergency door slides on 757 ships 68xx are not life rafts. It is also an extreme fire hazard. a single EICAS message will indicate multiple doors. aft and bulk) on the 767. Decompression panels will open to equalize pressure in the event of a rapid decompression. so a raft survival kit is stored in an overhead compartment near each entry door. Cargo Doors – two cargo doors (forward and aft) on the 757 and three cargo doors (forward. Entry Doors – six on the 757 and either four or six on the 767. latched and locked. self-contained waste tanks and are serviced from three service panels. Do not activate the passenger oxygen system during a smoke or fumes situation. but cannot be opened from outside the airplane. No rescue from outside. Escape slides have manual inflation handles in case the slide does not automatically inflate. The flight deck door will unlock when power is removed from the airplane. If both doors are open. Lavs on the 757 have individual.convectivedigital. Flight deck windows can also be opened and closed in flight at speeds below 250 knots (below clean speed recommended) if the airplane is unpressurized. the Access Doors light on the overhead panel will illuminate and EICAS will give the location. one on the forward left side. the Entry Doors light on the overhead panel will illuminate and EICAS will show which door(s) are open. On some airplanes. Don’t forget it. one on the mid left side. If a cargo door is not closed. An Emergency Locator Transmitter (ELT) is located in the cockpit and should be taken by the F/O after ditching. There is also a second ELT in the cabin. The speaker does not mute if the handset on the aft pedestal is used or if the audio panel mic switch is in OXY. the Lav Inop light illuminates and the lavs on that tank are shut down. latched and locked. Access Doors – two access doors (forward equipment bay and electrical equipment (E/E) compartment) on all airplanes. 2010 www. Forward and aft cargo doors are normally operated electrically (Ground Handling bus). Therefore. Flight deck windows can be opened from inside for emergency escape. forward visibility is possible by looking out an open side window. If an emergency door or a wing slide door is not closed. The 767 uses a vacuum pump or cabin differential pressure to route lav waste to two storage tanks located in the bulk cargo compartment. the Cargo Doors light on the overhead panel will illuminate and EICAS will give the location. If an access door is not closed. There are two water service panels – one on the right forward fuselage just behind and below the 1R door and one at the rear of the aircraft on the bottom centerline under the aft service doors. A Sensor Foul light illuminates if a sensor becomes fouled or dirty and may shut down all lavs on that tank. Each lav and each galley has a water shutoff valve and a drain valve for isolation purposes. Emergency Doors – four overwing emergency doors on most 757s. Wing slides are not life rafts and may not be used as flotation devices.com/guide For Training Purposes Only 79 . The bulk cargo door on the 767 is operated manually. the Emer Doors light on the overhead panel will illuminate and EICAS will give the location. If more than one door is open. two emergency doors aft of the wing on 757 ships 68xx. latched and locked. Dave Collett April 26. Water from galley and lav sinks is drained overboard through two heated drain masts on the bottom of the airplane. the slide rafts are too small to hold a survival kit. All 767ERs and some 767–300s have two waste tank sensors in each tank. just forward of the wing. at least one pilot must have his headset on to monitor the radios if the boom mic or hand mic is used for PAs or interphone communication. Pressing the Sensor Off switch allows the lavs to be used provided the tank is not completely full. Escape slides at the entry doors are also configured as life rafts. On the 757. If more than one door is open. If a sensor indicates the tank is full. the EICAS message will be Access Doors.
aft cabin). With the pack selector in Auto.com/guide For Training Purposes Only 80 . moderate temperature C (cool) – pack output is full cold W (warm) – pack output is full warm The Pack Inop light and a Pack Temp EICAS message will illuminate for all pack control system faults and overheats. Each compartment has a temperature controller to control the temperature in that compartment by adding warm trim air if necessary.convectivedigital. pack output temperature is determined by the position of the pack selector: N (normal) – pack output is a constant. degraded mode and flight crew action is necessary. The High setting is only available in flight. pack output temperature is determined by the compartment requiring the coolest air and then warm trim air is added to the other compartments as determined by their individual zone temperature controllers to maintain the desired temperature in those compartments. With the pack selector in Off. Other recirc fans may be turned off to provide a more rapid exchange of air in the cabin. forward cabin. APU or high-pressure air from a ground source (huffer cart). the flight deck receives air from the mix manifold. The terms “compartment” and “zone” are used interchangeably in the Boeing manuals for the temperature control compartments. Pack Inop light only – controller fault or outlet overheat Pack Inop and Pack Off lights – pack trip caused by an internal overheat Air from the packs flows to a mix manifold where it is mixed with returning air from the recirc fans and distributed to the cabin. and there is a trim air valve position indicator next to the control. but the Low setting is available in flight or on the ground. Recirc fans allow the packs to be operated at a reduced flow by returning cabin air to the mix manifold. the pack valve will close and the Pack Inop light will be accompanied by a Pack Off light and a Pack Off EICAS message. If the problem was an internal pack overheat. the pack will continue operating in an uncontrolled. If the problem was an automatic control system fault or a pack outlet temperature overheat. mid cabin. Dave Collett April 26. The 757 is divided into three compartments (flight deck. 2010 www. With the pack selector in the Standby mode (not in Auto). Bleed air is pre-cooled before entering a pack. Shoulder heaters electrically warm the air in the cockpit side window diffusers. aft cabin) and the 767 is divided into four compartments (flight deck. however the flight deck receives 100% fresh air from the left pack at a slightly higher pressure to keep smoke and fumes out of the flight deck. the pack valve is closed and the Pack Off light is illuminated. the cabin temperature controller attempts to maintain all compartments at an average temperature. The two packs are controlled by two identical pack controllers and pack output is automatically increased during high pack demand times (failed opposite pack or failed recirc fan) and automatically reduced during times of high bleed air demand (failed engine). The manual position allows manual control of the flight deck trim air valve. This is the classic pack trip and the pack may be reset with the pack reset switch after it has cooled to a temperature below the overheat level. If the left pack is inop. Compartment Temperature Controls: Auto – automatic temperature control selectable between 65ºF and 85ºF (18ºC and 30ºC) Off – compartment trim air valve is closed (all compartments except 767 flight deck) Man – compartment trim air valve is controlled manually (767 flight deck compartment only) The Compartment Temperature Inop light will illuminate to indicate: a fault in zone temperature controller the zone temperature controller switch is off (except a flight deck controller on the 767) the trim air switch is off (all compartment Inop lights would be on in this case) If the trim air switch is off.Air Conditioning Two identical air conditioning packs cool bleed air from the engines. forward cabin. if necessary. On the 757. The gasper system (if installed) draws air from the forward cabin overhead air conditioning ducts and discharges it from the gasper outlets on the passenger service units. The 757 temperature controllers have Auto and Off positions for all compartments and the 767 temperature controllers have Auto and Manual positions for the flight deck compartment and Auto and Off positions for the other zones. Foot heaters electrically warm the cockpit floorboards (no air flow) and are only available in flight. the left recirc fan draws air through the forward E/E system and should not be turned off because that will cause the overboard exhaust valve to latch open requiring maintenance action to reset.
Equipment Cooling . skin temperature and outside temperature to determine the correct system configuration and a supply fan and an exhaust fan either recirculate cooling air or port it overboard as necessary. Overheat light – high temperature or low airflow in the equipment cooling system. standby flight instruments) are reliable for 90 minutes. avionics not on the Standby busses (e. the left recirc fan should not be turned off because resetting the overboard exhaust valve requires maintenance action. 2010 www. EFIS flight instruments) are subject to imminent failure. bleed air is ducted to each compartment through a shutoff valve and a heat control valve. As previously mentioned. (The actual range is not specified.com/guide For Training Purposes Only 81 . the equipment cooling system supplies cooling air to the forward equipment racks and flight deck avionics. the Overheat light illuminates. normal and alternate) that draws air from the cabin and forces it through the equipment racks and avionics and then the left recirc fan returns the air to the air conditioning mix manifold. Alternate switch – turns on the alternate supply fan or opens the overboard exhaust valve as necessary. The light is only active in Override. The Overheat light is accompanied by the Equipment Overheat EICAS message and a ground crew call horn if on the ground.g.757 On the 757. EFIS flight instruments) are subject to imminent failure. Dave Collett April 26. Avionics on the Standby busses (e. for Equipment Cooling Non-Normals on the 767.convectivedigital. Avionics on the Standby busses (e. If differential pressure in the system is low (left recirc fan not operating). With the Cargo Heat switches on.g. however the source of the smoke should be investigated.” the lower limit of which is above approximately 45º F. the system considers engine and pack operation. If the temperature continues to rise and exceeds approximately 90º F. the equipment cooling system supplies cooling air to the forward equipment racks and flight deck avionics on the 767. the overboard exhaust valve latches open and most of the air is exhausted overboard. If the No Cooling light remains illuminated. On the ground. only the exhaust fan operates and cooling air is recirculated. If the Overheat light remains illuminated. such as would happen if the heat control valve failed open. Equipment Cooling . Smoke light – smoke is detected in the forward equipment cooling ducts. In flight. the shutoff valve closes and bleed air is removed. Valve light – equipment cooling valves are not in their commanded position. Cargo compartment temperature will then cycle between the standard control range and 90º F. The Bulk Cargo Heat selector on the P-61 panel reprograms the Heat Control valve for the bulk cargo compartment to maintain above approximately 65ºF and turns on a vent fan to allow carrying animals. aft and bulk cargo compartments. the shutoff valve reopens and bleed air is reapplied. The system has a supply fan (actually two fans. bleed air is used to heat the forward. Smoke removal is completely automatic. When the temperature decreases back into the standard control range.) If the temperature exceeds the standard control range. Overheat light – insufficient airflow for equipment cooling due to a failure of the supply fan or the overboard exhaust valve is not open with the left recirc fan off or failed. avionics not on the Standby busses (e. the Overheat light extinguishes. Smoke light – smoke is detected in the equipment cooling ducts and the system automatically attempts to remove it by turning the recirc fan off. In general. “point the switch at the light:” for Valve or Overheat lights – go to Standby for the Smoke light – go to Override Cargo Heat Cargo heat on the 757 is completely automatic. On the 767.g.g.767 Just like the 757. The heat control valve modulates to maintain the temperature in the compartment within a “standard control range. switching one or both packs to high flow and latching the overboard exhaust valve open. standby flight instruments) are reliable for 90 minutes. System operation is automatic with the Equipment Cooling selector in Auto. Equipment Cooling Selector: Auto – positions the cooling system for “automatic operation” and provides “best cooling for the conditions” Standby – positions the cooling system for “inboard air flow” and provides “maximum cooling” Override – positions the cooling system for “reverse air flow” and provides “differential pressure cooling” No Cooling light – no reverse airflow through the E/E compartment avionics after selecting Override.
are normally closed except during engine start and during single-bleed operation. If the cabin altitude exceeds 10. On the 767. Dave Collett April 26.000 feet.Pressurization Pressurization is controlled by adjusting the discharge of cabin air through the outflow valve. except for the center isolation valve on the 767. The lights extinguish and the message blanks when the cabin descends below 8. control is automatically shifted to the other auto controller. the left duct leak detector watches most of the crossover duct and the center duct leak detector watches the APU duct. During flight. all are considered “bleed air malfunctions. On the 767.500 feet. or due to low airflow. A check valve in the APU supply line prevents reverse flow of bleed air into the APU. The system automatically applies a small positive pressure to the cabin before takeoff and the outflow valve automatically opens at touchdown to depressurize the airplane. If both auto controllers fail or if the mode selector is placed to Manual. Engine bleed air valves are armed when the switch is on. the warning siren sounds and the Cabin Altitude EICAS message is displayed. They may close during times of low bleed air demand. flight longer than 6 hours with a Bleed Duct Leak or Body Duct Leak light illuminated may result in structural damage. both ground pneumatic connectors connect to the left bleed duct. one ground pneumatic connector connects to the left bleed duct and one connects to the right bleed duct. the Cabin Altitude lights illuminate. Overheat and Hi Stage lights mean different things on different airplanes. In the Auto mode. the left duct leak detector also watches most of the crossover duct and the APU duct. the Auto Inop light illuminates and the Cabin Auto Inop EICAS message is displayed. The Duct Leak light illuminates when a high-temperature bleed air leak is detected. On the 757.com/guide For Training Purposes Only 82 . the outflow valve is powered by the Standby DC bus and is controlled manually. The Off light illuminates and the Eng Bleed Off EICAS message displays when the bleed valve is closed either manually. The APU Valve light illuminates when the APU bleed valve disagrees with the commanded position. For ground evaluation purposes. Bleed Air Systems Bleed air can be supplied by the engines. Two ground pneumatic carts (huffer carts) or one “super huffer” with two hoses is required for engine start. If the cabin altitude exceeds 14. Low-pressure air is used during high power settings and high-pressure air is used during descent and other low power settings. the APU or a ground air source and is used for: air conditioning pressurization engine start wing and engine anti-ice hydraulic reservoir pressurization cargo heat Air-driven Demand Pump (767 only) thrust reversers (some 767s only) Engine bleed air comes from either the low pressure or high-pressure engine compressor sections. An isolation Valve light illuminates when the valve position disagrees with the commanded position. In Manual.” APU bleed air is available up to approximately 17. On the 757. the outflow valve automatically closes. Isolation valves. the system uses the higher of either the landing altitude or the scheduled cruise altitude as the programmed cabin cruise altitude. Bleed.000 feet. Positive and negative pressure relief doors protect the fuselage against excessive differential pressure. On the 767. due to a system fault. The center isolation valve on the 767 is normally open to supply the ADP. The index mark on the Cabin Altitude Auto Rate control programs approximately a 500 fpm climb and a 300 fpm descent.000 feet. 2010 www. If the selected automatic mode of the cabin altitude mode selector (Auto 1 or Auto 2) fails. if the cabin altitude exceeds 11. but are pressure actuated and remain closed until engine bleed air pressure is sufficient to open them.convectivedigital.000 feet the passenger oxygen masks will drop.
Wing anti-ice systems provide bleed air to the three mid-wing leading edge slats on the 757 and the three outboard leading edge slats on the 767. It is advisory only and flight crew action is required to activate or deactivate anti-ice systems. The probe heat system is fully automatic. You can’t anti-ice a wing from its engine with the bleed valve closed. but you can anti-ice that engine from the opposite engine if the bleed valve is failed closed or if the engine is shut down. the supply to wing anti-ice is downstream of the engine bleed valve. Always use bleed air from the respective engine. Rain repellent is deactivated on all airplanes. the autopilot rolls wings level and holds heading. Automatic Flight On the ground with no autopilot engaged and both flight director (F/D) switches off. The Ice Det light will illuminate if both ice detector systems have failed. Two icing detectors are installed on the nose of the aircraft and signal the wing and engine anti-ice valves to open or close as needed. Wing anti-ice is inhibited on the ground and only operates in flight. There are five reasons the autothrottles will disconnect: Dave Collett April 26. The forward windows have anti-icing and anti-fogging protection and the side windows have anti-fogging protection only. On the 767. If the control wheel is released with less than 3º of bank under normal conditions. The Window Heat Inop light illuminates when a window is not being heated. Power is supplied to electrically heat all probes any time an engine is running. The automatic system only works in flight. the autopilot engages in V/S and HDG HOLD. The second F/D switch turned on displays the steering bars on the second ADI. If the autopilot is on. if the G/A switch is pressed and the flaps are not up and the airspeed is above 80 knots. 2010 www. but there isn’t enough bleed air to actually anti-ice the engine and ice may form and cause damage. The flight director bars will automatically display. You can’t anti-ice an engine from itself with the bleed valve closed. An individual probe heat light will illuminate when that probe is not being heated. On the 757. If the F/D switches are turned on in flight with the autopilot off. but you can anti-ice a wing from the opposite engine if the bleed valve is failed closed or if its engine is shut down. the supply to engine anti-ice is downstream of the engine bleed valve. Note that they are the four buttons surrounding the IAS/MACH selector plus the G/A switches on the throttles. the flight director engages in the current autopilot mode. There are five autothrottle modes – N1/EPR. On the automatic system. provided the A/T switch is on. SPD. the Icing light will illuminate only when icing is detected and a wing and/or engine antiice valve is not open either because the switch is Off (not in Auto) or the valve has failed closed. The Valve light for both wing and engine anti-ice systems will illuminate when the valve position disagrees with the commanded position. If the flight directors are in TO or G/A mode or if both flight directors are off. FLCH and G/A. Control Wheel Steering (CWS) (if installed) – if the airplane attitude at CWS engagement exceeds autopilot limits (limits vary by airplane. It is inhibited on the ground and engine anti-ice must be manually selected on or off during ground ops as necessary. the supply to engine anti-ice is upstream of the engine bleed valve. or less than 1º of bank after localizer capture. 8º ANU). but you can’t anti-ice that engine from the opposite engine. Wing anti-ice is inhibited on the ground on all airplanes. even if the F/D switches are off. when the engine anti-ice valve is open.Anti-Ice and Rain Engine anti-ice systems provide bleed air to the engine cowl inlets and may be operated in flight or on the ground. “TAI” will appear above the N1 or EGT gauge. Some 767ERs have an automatic anti-icing system. depending on which brand of engine is installed. the autopilot returns the airplane to within autopilot limits. but are rather excessive). VNAV. The forward windows also have supplemental antifogging protection provided by conditioned air. the flight director engages in V/S and HDG HOLD.convectivedigital. The Icing light (if installed) on manual anti-ice systems illuminates when icing is detected by a single sensor on the nose of the aircraft. On all airplanes. the first F/D switch on arms the flight director in the takeoff pitch and roll modes (wings level. Pressing any of those buttons or switches will engage the autothrottles if they are disengaged. All flight deck windows are electrically heated.com/guide For Training Purposes Only 83 . including the 767ER. Do not attempt to anti-ice an engine or engines with APU bleed air. APU bleed air will turn on the TAI indications and everything will look normal. The autopilot engages in the current F/D mode except for TO and G/A. You can anti-ice an engine from itself with the bleed valve closed.
On a backcourse localizer approach. The left and center autopilots will work if the right AC bus is inop. the only way to deselect Approach mode is to disengage the autopilot and cycle both flight director switches or by selecting G/A mode.e. Three independent Flight Control Computers (FCCs) control three independent sets of autopilot servos to the ailerons and elevators. separate electrical power sources power the three FCCs and autopilots. i. IAS/Mach changeover – IAS changes to Mach in climb at approximately . Otherwise it just arms. if LOC is armed first. On 757s. LNAV will maintain the present heading when: passing the last waypoint prior to a route discontinuity passing the last active route waypoint passing the last offset route waypoint activating an inactive route or activating an airway intercept and not within LNAV capture criteria On 767s. Altitude Hold switch – the autopilot or flight director will hold. select another roll or pitch mode (as appropriate) to disarm Approach mode. a different autopilot may be operational. Vertical Speed – in Vertical Speed mode. it’s possible for the autopilot or flight director to capture the front course in the instant before B/CRS is pushed and the airplane will proceed in the wrong direction. Climb mode must be manually selected on the Thrust Mode Select Panel. and the right autopilot is on the right main system. press the APP switch again or select another pitch or roll mode to disarm Approach mode. SPD Switch – the autothrottles maintain the speed or Mach displayed in the MCP window subject to maximum and minimum speed limits. Since the left and center FCCs are powered by the left AC bus. Autopilot rudder control is used only during multiple-autopilot ILS approaches. The left autopilot is on the left main system. the discrete Auto Pilot light will illuminate and an amber line will be drawn through the degraded mode annunciation. pressing VNAV changes the thrust reference from TO to CLB on takeoff if above 400' RA. press the B/CRS switch before the LOC switch because. G/S capture can occur when the intercept track angle is within 80º of the localizer course. After LOC and G/S capture. the autopilot will remain engaged in an attitude stabilizing mode.” A/P Disconnect light – an autopilot was automatically or manually disconnected.com/guide For Training Purposes Only 84 . LNAV will engage if the airplane is within 2½ nm of the active route. the airplane will fly away from a captured altitude and there is no high or low speed protection. With only LOC or G/S captured.convectivedigital. A/T Disconnect light – the autothrottles were disconnected.A/T Arm switch is turned off A/T Disconnect switch on a throttle is pushed a thrust reverser is deployed TMC failure loss of the primary engine parameter (EPR or N1) in an EEC N1/EPR switch – the autothrottles drive to and hold the reference N1/EPR displayed on EICAS subject to maximum speed limits. During an ILS approach with all three autopilots engaged. Push the buttons in alphabetical order or in the same order as you say the name of the approach. Auto Pilot light – if an autoflight failure affects only the active mode. Use with caution. 2010 www. Bank Limit Selector in Auto – the bank used in HDG SEL mode varies with airspeed from 15-25º. Changes to autoland status below 200' RA are inhibited except for a transition to NO AUTOLAND. LOC capture can occur when the intercept track angle is within 120º of the localizer course. Dave Collett April 26. Either LOC or G/S can be captured first. If the fault is not common to all autopilots. Nosewheel steering is used by the autopilot during landing rollout after an autoland. the center autopilot is on the Hot Battery bus and Standby AC bus through the standby inverter (the battery/standby system). all autopilots will be inop with a left AC bus failure.80 M. If neither LOC or G/S has been captured. See the Electrical section for more information. Autopilot engagement requires at least two FCCs. or return to. “Backcourse Localizer. It has no effect on other roll modes. the altitude at the time the switch was pressed. and Mach changes to IAS in descent at approximately 300 KIAS. Heading Hold switch – the autopilot or flight director will roll wings level and then hold that heading.
Cockpit Voice Recorder – all inputs are recorded continuously any time electrical power is applied to the airplane. Go-Around arms in flight whenever the flaps are extended (Flaps 1 or greater) or at glideslope capture. The jack on the APU ground control panel on the nosewheel strut is part of the flight interphone system. Cabin PA priorities: flight deck announcements cabin announcements made from a flight attendant station pre-recorded announcements boarding music Dave Collett April 26.On takeoff. If LAND 2 is displayed on the ASA. the target speed resets to the current speed up to a maximum of V2 + 25 knots. During an autoland. the autopilots control the rudder. whichever is greater. If the initial go-around speed was above MCP speed plus 25 knots. and maintain the ground track at time of engagement. Both radios can receive simultaneously. always be prepared to disconnect the autopilot and fly manually if necessary. the autopilot will automatically apply nose-up pitch trim as the airplane descends below 330' RA for 757s and below 100' RA for 767s. be prepared to manually apply rudder at the first change of either pitch or roll mode or if the autopilots are disengaged because the rudder will quickly move to its trimmed position and the airplane will roll abruptly. To erase. Altitude capture from a climb that requires a significant airspeed increase or thrust reduction may result in the autopilot descending away from the selected altitude in an attempt to increase airspeed. including SELCAL reception. If the current speed remains above the target speed for 5 seconds. If the airspeed increases above the initial target speed and remains there for 5 seconds.000 fpm. Elevator authority is limited during single autopilot operation and may not be sufficient to counteract pitch up or pitch down during go-around or level off under certain conditions. If the autopilot is then disengaged. but the autothrottles will not automatically advance. G/A is inhibited after 2 seconds at or below 5' RA. Once again. the flight director will command go-around pitch. HF radios (if installed) use a common antenna. Always be prepared to disconnect the autopilot and fly manually if necessary. Service Interphone switch on the P-61 panel – On will add additional external (unpressurized area) headphone jacks to the cabin interphone system. if neither is transmitting. that speed is maintained. Pressing a G/A switch engages the autothrottles to provide a climb of at least 2. If a G/A switch is pushed after that time. however. Flight Recorder – with the switch on the P-61 panel in Normal. hold the erase switch for 2 seconds while on the ground with AC power applied and the parking brake set. 2010 www. When one radio is transmitting. the added trim is automatically removed. the antenna is disconnected from the other radio and it cannot be used to transmit or receive. If an automatic go-around is accomplished. the needle displaces to the green band if all four channels are operating.com/guide For Training Purposes Only 85 . whichever is higher. the target speed resets to the current airspeed up to a maximum of MCP speed plus 25 knots. and will work with the Service Interphone switch off. The On position of the switch will manually turn it on and the Test position is for maintenance use only. ADF and ILS audio: Voice – only voice transmissions can be heard Both – both voice and station identifiers can be heard Range – only station identifiers can be heard Flight Interphone switch on the overhead panel (if installed) – connects the flight and cabin interphone systems together. it will take 2030 pounds of forward pressure to counter the added pitch trim. Cockpit Voice Recorder test – during test.convectivedigital. causes the autopilot and/or flight director to command a climb at current airspeed or MCP airspeed. the Flight Recorder is on any time an engine is running or any time in flight with electrical power available. Alert Call switch – calls all flight attendant stations. Communications Nav Filter Selector – filters VOR. however. Decreasing HF sensitivity too far prevents reception. If on single engine. During a multiple-autopilot approach and missed approach. the flight director commands V2 + 15 knots or liftoff speed + 15 knots.
it should power the standby system for approximately 30 minutes. Generator Drive lights – high oil temperature or low oil pressure in the Integrated Drive Generator (IDG). leaving the opposite busses on external power. An Integrated Drive Generator (IDG) incorporates a generator and a constant speed drive in a single casing. Utility Bus switches connect or disconnect the Utility busses and Galley busses from the main AC busses and reset overload and load shed circuitry. The priority for powering main AC busses is the respective IDG. Bus Tie Switches in Auto: arm the automatic AC bus tie circuits arm the automatic DC bus tie circuits arm the automatic Flight Instrument Transfer bus circuits Bus Tie Switches Off commands the AC bus tie. when the battery is depleted after 30 minutes. the DC bus tie and the Flight Instrument Transfer bus tie to open and resets fault trip circuitry. external power will continue powering the busses until deselected. Battery Switch Off light – the battery switch is off. If the main battery is the only source of electrical power. Utility Bus Off lights – the Utility busses and Galley busses are unpowered. the engine generator will automatically take over its busses. Battery Discharge light – the main battery is discharging. External Power On light – external power is powering a bus or busses. The light is normally off when the APU is off. The switches are normally left on. APU generator and then the opposite IDG. Power sources operate isolated from each other. The APU generator is electrically identical to the IDG generators and can power either or both main AC busses and may be used in flight as a replacement for a failed IDG. AC Bus Off light – the left or right main AC bus is unpowered. 2010 www. AC Bus Isolation light – the bus tie switch is off or a fault has occurred automatically opening the bus tie breakers and isolating the busses. the gear and flaps cannot be lowered. The light is normally on when the engine is shut down. External Power Avail light – external power is plugged in and power quality is acceptable. The APU will not automatically disconnect other power sources.convectivedigital. Generator Drive Disconnect switches disconnect the IDG from the engine.com/guide For Training Purposes Only 86 . The right IDG normally powers the Right AC bus and the left IDG normally powers the left AC bus. the APU will automatically power both main AC busses only if they are unpowered. if external power is powering the main AC busses and APU power becomes available. The Avail light will be on until external power is removed.Electrical APU and Engine Generator Control switches arm the generator breakers to close automatically when generator power is available. Dave Collett April 26. Engine Generator Off light – the engine generator breaker is open due to a fault or the engine is shut down. Standby Power Selector: Off – Standby AC and DC busses are unpowered Auto – Standby AC and DC busses automatically transfer to battery power if normal AC power is lost Bat – Standby AC and DC busses manually connected to the main battery even if normal power is available Standby Power Bus Off light – the Standby AC and/or Standby DC bus is unpowered. For example. Turning the switch off opens the generator breaker and resets fault trip circuitry. On the 767. IDGs can only be reconnected on the ground. If the second engine is started while on external power. Battery Switch On – allows the main battery to power the Battery bus and the Standby AC and DC busses if main AC power is lost. It has priority and will trip off any existing power source. Also allows the APU to be started. There is no load shedding during engine start from external power. If the APU is started with the APU Generator Control Switch on. APU Generator Off light – the APU generator breaker is open due to a fault with the APU running or the switch is selected off. If starting an engine with external power connected. The external power switch manually applies or removes external power from the electrical system. The entire airplane electrical load can be powered by any two main airplane AC power sources (left and right IDGs and the APU generator) or by external power. its generator will automatically take over its busses and the external power On light will extinguish.
The First Officer’s flight instruments are powered by the F/O’s Flight Instrument Transfer bus. If the right electrical system is not powered. and the battery/standby system (Hot Battery bus and Standby AC bus through the standby inverter) powers the center autopilot. late bags cannot be added after pushback because neither the APU or external power is available. the electrical system reverts to normal. the bus tie breakers close to power the unpowered AC and DC busses. if the APU is running. the ground service switch on the forward flight attendant panel will switch the Ground Service bus to the Ground Handling bus and allow the APU or external power to power it on the ground. however the APU generator Off light will not illuminate and the APU will continue running. which is normally powered by the left AC bus. the affected Flight Instrument Transfer bus automatically switches to the other main AC bus and remains powered. Both Utility busses will shed during start of the first engine and re-power once the engine is supplying power.com/guide For Training Purposes Only 87 . the autopilot power sources separate (Bus Separation). non-isolated operation Note: the Boeing books don’t mention them. left forward boost pump. Ground Service bus – normally powered by the right AC bus whenever the right electrical system is powered. The ASA is inhibited from changing to NO LAND 3 below 200' RA.) Autopilot power sources: the left and center autopilots are normally powered by the left main system and the right autopilot is normally powered by the right main system when Approach mode is selected at any altitude. During start of the second engine. If the Bus Tie switches are in Auto and a main AC bus becomes unpowered. the flight instruments will remain powered through the Flight Instrument Transfer bus system. The Ground Service bus powers the main battery charger. the engine will automatically take over its busses. the APU battery charger and misc. the bus tie breakers will not close if a generator is lost (Bus Isolation). lights. It can only be powered on the ground by either the APU or external power and will be powered whenever the APU is running or when the external power Avail light is illuminated. (BELL: battery chargers. The left main system powers the left autopilot and the Captain’s Flight Instrument Transfer bus. cabin and system loads. leaving the opposite busses on the APU. Ground Handling Bus – provides power for cargo doors. equipment cooling fan. which power the center autopilot and center FCC. If starting at the gate with an inop APU. only the Utility bus on that side will shed and automatically re-power once the engine is supplying power. if a single generator fails prior to 200' RA on the approach. The main purpose of the bus tie system is to make sure the AC and DC busses are powered by any available source. The right main system powers the right autopilot and the First Officer’s Flight Instrument Transfer bus. Ground school functions of the bus tie system (PPI+3): prevents paralleling powers AC busses isolates faults allows the DC bus tie breaker to close with the loss of DC power allows the Captain’s flight instruments to remain powered with loss of the left AC bus allows the First Officer’s flight instruments to remain powered with loss of the right AC bus A fault will illuminate the bus tie Isolation light and lock the bus tie breaker open. it can power an unpowered left or right AC bus in the event of a generator failure Bus Separation and Bus Isolation only occur on ILS approaches after Approach mode is selected when the autopilots are disengaged or when another pitch or roll mode is selected after an autopilot go-around is performed. and the autoland will continue using only two autopilots. Flight Instrument Transfer busses – the Captain’s flight instruments are powered by the Captain’s Flight Instrument Transfer bus. cargo handling and fuel servicing. The bus tie breaker will not close until the fault is corrected. 2010 www. Utility busses – left and right Utility busses are powered by their respective main AC busses. That engine will also automatically power its busses after engine start and the APU will be disconnected. The center AC bus is normally powered by the left AC bus and the Dave Collett April 26. the center autopilot switches back to the left main system and NO LAND 3 appears on the Autoland Status Annunciator (ASA) below 200' RA on the approach. but it can change to NO AUTOLAND if additional failures occur. The left or right AC bus and the associated left or right autopilot will remain unpowered. unpowering the bus. Galley busses are powered by their respective Utility busses. but Delta drawings show a center AC bus and a center DC bus. which is normally powered by the right AC bus. The APU or external power does not have to be selected.convectivedigital.If starting an engine with APU power.
all the CRT screens will be blank.” you’re not getting back together and your wife gets the house.) Bus Separation – if you’re “separated. There are no flight deck controls for the main DC system. then Utility busses. which powers the Standby DC bus. its DC bus is powered by the opposite DC bus through the DC bus tie if the Bus Tie switches are in Auto. If the left AC bus faults above 200' RA. IRS power sources – normally the IRUs operate on AC power from the left and right electrical systems and the main aircraft battery is an alternate power source. Flight beyond 30 minutes in this situation will result in complete electrical failure. the center DC bus switches to the Hot Battery bus. Standby DC bus. Even after bus separation. Aircraft without an HDG – on Standby power. thus causing bus separation. the center AC and DC busses are actually powered by the right main system through the battery charger and are backed up by the battery.) If the airplane is on Standby power. however. With the Battery switch on and the Standby Power switch in Auto. If a go-around is made and another roll mode is selected at 400' RA.” you might get back together. The left DC bus powers the Battery bus.convectivedigital. When additional power becomes available. Utility busses are followed by individual equipment items powered by the main AC busses. The DC FAIL light illuminates if the DC power source is lost and normal AC power is being used.) Dave Collett April 26. Battery bus. Electrical load shedding occurs automatically to ensure power is available to critical and essential equipment. The ADP requires DC power to operate and when the battery is depleted. When Approach mode is selected.) On a 767. all autopilots disengage and the airplane must be hand flown.”) If any ADI or HSI is powered (“If anybody can watch TV”). even if on a multiple autopilot approach. (Center system hydraulics will not be available for normal gear and flap extension and electric power will not be available for alternate gear extension. which is available on Standby power. bus isolation will keep the center and right autopilots engaged. Gear and flaps will not extend by either the normal or alternate method if this happens. (The right IRU is needed to provide heading information to the Captain’s RDMI card. Both lights will be extinguished if both AC and DC power are either available or not available. the airplane is not on Standby power. (“Nobody can watch TV. and the Battery bus also switches to the Hot Battery bus. the ADP air supply valve will close and the center hydraulic system will depressurize. the left and center IRUs will shut down after 5 minutes to save battery power and the right IRU will operate until the battery is depleted. It might be wise to delay selecting another roll mode in this case. systems are restored in the opposite order. the system will revert back to non-isolated operation and all autopilots will disengage. Load shedding examples: C2 electric hydraulic pump prior to engine start center tank fuel pumps prior to engine start Utility bus(ses) during engine start Utility busses after a generator failure center tank fuel pump after an engine failure cabin ceiling lights after an engine failure Utility bus load shedding (BOSS): B – both thrust levers advanced to the takeoff range on the ground when on a single power source O – overload (electrical loads exceed the power available) S – starting engines with the APU providing electrical power S – single generator in flight DC busses are powered by Transformer-Rectifier Units (TRUs) which are powered by their respective main AC bus. The ON DC light illuminates if the AC power source is lost and DC power is being used. 2010 www. and Standby AC bus through the standby inverter for approximately 30 minutes after the loss of all generators.com/guide For Training Purposes Only 88 . (The drawings are available on DeltaNet as Ground School Handouts on the B757 and B767 Fleet page and are nice to have as you review this section. Load shedding priority – Galley busses first. complete electrical failure will result in the inability to extend the gear and flaps. Bus Isolation – if you’re “isolated. provided the Standby Power switch is in Auto. the main aircraft battery can act as a backup source of power for the Hot Battery bus.center DC bus is normally powered by the left DC bus through the Battery bus. (On some aircraft the battery should never be the only source of electric power due to the Hydraulic Driven Generator. the center AC bus switches to the standby inverter through the Standby AC bus. If the left AC bus faults below 200' RA on a multiple autopilot approach. If a TRU fails.
the HDG will automatically power the busses necessary for ETOPS operation. after a 10-15 second delay. If both main AC busses are lost. Standby AC bus – normally powered by the left AC bus. and is powered by the main battery prior to establishing electrical power. turning the Standby Power switch off will only unpower the Standby AC and DC busses. Standby DC bus – normally powered by the left DC bus through the Battery bus. In this case. the aircraft will not be on Standby power and the left IRU will be powered by the Left AC Transfer Bus and the center IRU will be powered by the Hot Battery Bus. (Refer to the Differences section in Volume 1. Battery bus and standby inverter. such as the clock. Only standby flight instruments and other items powered by Standby Power will be available in that case. The Battery position on the Standby Power switch insures the battery can power the Standby busses in case the automatic feature fails. After establishing electrical power. including either the Captain’s or F/O’s EFIS. which is powered by either the right AC bus or the Ground Handling bus. If the Standby Power Selector is in BAT. If the HDG is operative. the main battery powers the Standby DC bus and the battery charger is removed from the circuit. the main battery powers the Standby AC bus through the standby inverter and the battery charger is removed from the circuit. If the HDG fails. Dave Collett April 26. but can be powered by the main battery through the Hot Battery bus and Battery bus.com/guide For Training Purposes Only 89 . however. The HDG will automatically shut down if power from an engine generator or the APU is restored. If the Standby Power Selector is in BAT. After establishing electrical power. so the Standby busses will be powered by the battery even if normal power is available. but can be powered by the main battery through the Hot Battery bus.convectivedigital. the aircraft main battery will power the Hot Battery bus. without a time limit. Battery bus – powered by the main battery through the Hot Battery bus prior to establishing electrical power if the Battery Switch is on.) With the aircraft powered normally. the left DC bus powers the Battery bus and the main battery provides a backup source of power through the Hot Battery bus. It also disconnects the battery charger from the battery system. the Hot Battery bus is powered by the main battery charger which is powered by the Ground Service bus. the Battery bus and Standby AC and Standby DC busses for 30 minutes. 2010 www. the right IRU will shut down after 5 minutes to save battery power and the left and center IRUs will continue operating until battery depletion. the Standby busses will be unpowered when the battery is depleted after 30 minutes even though generator power may be available. Items available on Standby Power until battery depletion (approximately 30 minutes): adequate lighting center ILS all IRUs for 5 minutes Captain’s marker beacon lights either the right IRU or the left and center IRUs Captain’s RDMI card and number 1 needle after 5 minutes gear handle and half the green lights fuel quantity indications flap operation but no indication manual pressurization controls and indicators alternate stab trim left VOR (no DME) manual speedbrakes Master Warning and Caution fire detection and protection standby flight instruments left VHF comm standby engine instruments PA engine oil pressure lights interphone 767ER Differences The 767ER and a few domestic 767s have a Hydraulic Driven Generator (HDG) as an additional source of electric power. The Air-driven Demand Pump (ADP) will turn on any time the HDG is operating because the center electric hydraulic pumps will be unpowered. The battery/standby system consists of: the Hot Battery bus the Battery bus (4 busses) the Standby AC bus the Standby DC bus Hot Battery bus – powers items that must be continuously powered.Aircraft with an HDG – on Standby power.
with one exception.com/guide For Training Purposes Only 90 . There is no Flight Instrument Bus Power switch on the 757. 757 Differences 757 aircraft certified for ETOPS also have an HDG as an additional source of electrical power. but only to the HDG if both main AC busses are unpowered. If the switch is off. It is powered by the left hydraulic system and activates automatically when both left and right main AC busses are unpowered. 2010 www. They are normally powered by the left and right AC busses but will be powered by the hydraulic driven generator if both AC busses are unpowered. the Captain’s instruments will be powered. AC Transfer Busses – left and right AC Transfer busses power items necessary for ETOPS that are not powered by the battery/standby system. the First Officer’s flight instruments will be powered after a 10-15 second loss of all electronic flight instruments. Dave Collett April 26. If the HDG is operating. They do not transfer to the opposite main bus like the Flight Instrument Transfer busses. the EFIS screens may blank on a go-around as the gear is retracted. either the Captain’s or the First Officer’s flight instruments are powered by the HDG depending on the position of the Flight Instrument Bus Power switch. Flight Instrument Transfer Busses – if power is lost to both main AC busses. If on HDG power. The 757 HDG also provides less DC power than the main battery so when the HDG first starts operating the Battery Discharge light may illuminate until the battery drains to the power level produced by the HDG. The HDG provides power to: the Hot Battery bus the Battery bus the Standby AC bus (7 busses) the Standby DC bus the left AC Transfer bus the right AC Transfer bus either the Captain’s or First Officer’s Flight Instrument Transfer bus The HDG provides less DC power than the main battery so when the HDG first starts operating the Battery Discharge light may illuminate until the battery drains to the power level produced by the HDG.convectivedigital. it will provide power to the Captain’s Flight Instrument Transfer bus with no option to power the First Officer’s instruments. If the switch is placed to the ALTN position. The HDG on the 757 supplies power to the same seven busses as the HDG on the 767ER.The HDG is powered by the center hydraulic system and starts automatically if both left and right AC busses are unpowered.
Engines The 757 is powered by two Pratt & Whitney PW2037 engines rated at 37. only the Captain’s Flight Instrument Transfer bus can be powered from the HDG. Normal operating ranges are displayed on engine instruments in white. a TAI bug will be displayed on the appropriate N1 gauge showing the minimum N1 required for anti-ice operation. ** If installed. The N2 rotor drives the accessory gearbox.200 pounds of takeoff thrust each. if only a single source of engine bleed air is available. N1 and EGT are the primary engine indications for Pratt & Whitney engines and N1 and EGT are the primary engine indications for General Electric engines. On the 757 with an HDG installed. Secondary engine indications (N2. 767ERs are powered either by two General Electric CF6-80C2 engines or by two Pratt & Whitney PW4060 engines. 2010 www. Primary engine indications are always displayed on the upper EICAS display.Electrical System Summary Bus or Component Normal Power Source Backup Power Source(s) Left AC bus Left IDG APU or right AC bus through the bus tie Right AC bus Right IDG APU or left AC bus through the bus tie Capt Flt Inst Transfer bus Left AC bus Right AC bus or HDG if both busses unpowered* F/O Flt Inst Transfer bus Right AC bus Left AC bus or HDG if both busses unpowered* Ground Service bus Right AC bus Ground Handling bus through switch on F/A panel Ground Handling bus External power or APU None. On the 757. The N1 and N2 rotors are mechanically independent.com/guide For Training Purposes Only 91 . Dave Collett April 26. oil quantity and vibration) are automatically displayed on the lower EICAS display when: displays initially receive electrical power a secondary engine parameter is exceeded TAI will be displayed above the N1 indicator (P&W) or EGT indicator (GE) when engine anti-ice is on. Domestic 767s are powered by two General Electric CF6-80A2 engines rated at 49. oil temperature.convectivedigital. only powered on the ground Left Utility bus Left AC bus None Right Utility bus Right AC bus None Left Galley bus Left Utility bus None Right Galley bus Right Utility bus None Left TRU Left AC bus None Right TRU Right AC bus None Left DC bus Left TRU Right DC bus through the bus tie Right DC bus Right TRU Left DC bus through the bus tie Main Battery Charger Ground Service bus None APU Battery Charger Ground Service bus None Hot Battery bus Main Battery Charger Main Battery or HDG** Battery bus Left DC bus Main Battery through the Hot Battery bus or HDG** Standby AC bus Left AC bus Main Battery through Standby Inverter or HDG** Standby DC bus Battery bus Main Battery or HDG** HDG Aircraft Only Left AC Transfer bus Left AC bus HDG only if both AC busses unpowered Right AC Transfer bus Right AC bus HDG only if both AC busses unpowered * Either the Captain’s or First Officer’s Flight Instrument Transfer bus on 767 aircraft with an HDG installed. all of which are rated at 60. oil pressure. EPR. fuel flow.200 pounds of takeoff thrust each.000 pounds of takeoff thrust each.
readout box and pointer all change to red. If the EEC is operating normally. cruise. the EEC switch is a mode switch. If an operating limit is reached. EGT. REV is displayed above the EPR/N1 gauge when the reverser is activated. the engine rolls back to idle. On the 757. On the 767. The “crow’s foot” is the reference or target EPR/N1. If it’s green.Oil pressure and oil temperature have caution ranges indicated by amber bands. continuous and go-around thrust. Maximum EPR/N1 is indicated by an amber line on the EPR/N1 dial and indications do not change color when the maximum is reached. it’s a target EPR/N1 calculated by the FMC. It will be amber when the reverser is in transit and green when the reverser is fully deployed. It is calculated by the Electronic Engine Controller (EEC) or Thrust Management Computer (TMC). The command sector is a white band that shows the difference between commanded thrust and actual thrust during throttle movement. Maximum EPR or maximum N1is the maximum certified thrust limit for all phases of flight and varies with ambient conditions. Electronic Engine Controller (EEC) Summary: all EECs are powered by a dedicated permanent magnet alternator (PMA) which is independent of airplane power all EECs are Full Authority Digital Electronic Control (FADEC) except on the domestic 767 (GE engines with the On-Inop switch). If the caution range is reached. pointer and dial all change to amber. minimum flight idle and approach idle. The thrust system on these airplanes is a hydromechanical engine fuel control with an EEC unit that provides trim inputs to drive the engine to an EEC-computed thrust level EPR is the primary mode for P&W engines and N1 is the primary mode for GE engines autothrottles need the primary mode. On some engines. the readout. rotating the engine start selectors to CONT will manually select approach idle. 2010 www. the readout. the display will be blank with AC power on the airplane and EICAS operative. if N2 overspeeds to 105%. Standby Engine Indicator (SEI) – in Auto. the fuel control selects minimum ground idle. If it’s magenta. readout box.convectivedigital. on the 757. if N2 overspeeds. however the autothrottles will not respond to a manually set EPR/N1. climb.com/guide For Training Purposes Only 92 . the engine will roll back to 87% N2 and be uncontrollable. as necessary. the EEC switch is an On-Off switch on the 767ER (P&W and GE). oil pressure and oil temperature have operating limits indicated by red lines. If it’s lost. there are only two idle speeds and the EEC selects either minimum idle or approach idle as necessary. Dave Collett April 26. the readout. every time it’s happened the airplane ran off the runway. it’s a reference EPR/N1 calculated by the Thrust Management Computer. Reference EPR/N1 can be manually set for one or both engines using the knob on the engine indication control panel. the thrust levers can be moved to the forward stop and max EPR or max N1 will not be exceeded. N1. That would be exciting on takeoff and. EGT has a max continuous limit indicated by an amber band. according to a ground school instructor. readout box and pointer all change to amber. These modes can be selected on the Thrust Mode Select Panel (TMSP). It allows maintenance to power the EEC with ship’s power. On the 767 P&W. the inhibit is extended to 10 minutes after an engine failure. On some airplanes. Assumed temperature for a reduced power takeoff may be set on the TMSP or in the FMS. The throttle will not control the engine and the engine will remain at 87% N2 until shut down. the EEC switch is a power switch. The Thrust Management Computer calculates the reference EPR/N1 for takeoff. however the EGT indication is inhibited from changing to amber for five minutes during takeoff or go-around. If EGT reaches the max continuous limit. on the domestic 767 (GE engines). It allows switching to the Alternate mode no EECs will prevent EGT overtemps all EECs will prevent N1 overspeeds P&W EECs will prevent EPR overboosts EECs will not prevent N2 overspeeds (schoolhouse answer) EECs on 767ER aircraft have Supplemental Control Units (SCU) to automatically transfer EEC power to the Hot Battery bus if the PMA fails On the 757. N2. the autothrottles won’t work. It must be shut down and restarted to clear the fault.
e. the ignitor automatically alternates with each engine start. Dual ignitors are always used for inflight starts. Dave Collett April 26.convectivedigital. Engine Start Valve light – the start valve is not in the commanded position or the valve is open with N2 above 50%. but on some 757s. X-BLD is displayed above the N2 counter and the Fuel On command bug is displayed on the N2 gauge. Eng Valve and Spar Valve lights illuminate momentarily as the valves open or close. Each engine has two ignitors. FLT – both ignitors operate continuously regardless of Ignition Selector position. 2010 www. Fuel Control Switch in Run – opens engine and spar fuel valves and activates selected ignitors if armed. In flight or on the ground. the Engine Start Selectors control the start valve and the Fuel Control Switches control ignition and fuel flow. Ignitor Selector: 757s and some 767s – selects one ignitor (1 or 2) or both ignitors in each engine to operate when directed by the Engine Start Selector some 767s – selects one ignitor (Single) or both ignitors in each engine to operate when directed by the Engine Start Selector. the only indication of a clogged fuel filter is a Status message (or engine flameout). Oil heats the fuel and fuel cools the oil in the fuel/oil heat exchanger. During start. closes the start valve and terminates ignition. If the current airspeed is too low for a windmilling start. 767s and some 757s display an EICAS message if a fuel filter is clogged. cool for 10 minutes before each additional 5-minute cycle 757 Stable start – 1. In Single. No time limit. the start valves are downstream of the engine bleed valves. on all airplanes. if N2 drops below idle speed. EGT. on Standby power) EICAS has failed either CRT has failed and Status is selected on the ground On all airplanes. Engine and Spar fuel valves are controlled by the fuel control switch and the fire handle. Auto Relight – some 767s with GE engines have an auto relight feature.Standby engine indications will be displayed when: AC power is lost (i. OFF – no ignition CONT – selected ignitors (one or both) operate continuously. Selected ignitors (one or both) operate when flaps are extended (Flaps 1 or greater) or when the engine anti-ice is on. which is what we normally do. The EGT indication changes to red if the EGT start limit is reached during starting. Automatic full-time fuel heat. 1 on the engine instruments for EPR. N2 and fuel flow respectively. magnetically held until 50% N2 AUTO – released to AUTO at 50% N2 on start. Max motoring speed is when engine acceleration is less than 1% in 5 seconds. even though normal fuel-on N2 is 25%.com/guide For Training Purposes Only 93 . 3. N2 is below idle. Minimum N2 for selecting Run during start is displayed as a magenta Fuel On command bug on the N2 indicator. Starter Duty Cycle: continuous for 5 minutes cool 30 seconds for each minute of operation after two consecutive 5-minute cycles. 2. the fuel control switch is in cutoff. N1. Starter Re-Engagement: recommended starter re-engagement speed (moving Engine Start Selector to GND) is 0% N2 normal starter re-engagement speed is 0-20% N2 engaging the starter with N2 above 20% is not recommended except in case of fire engaging the starter with N2 above 30% may result in starter or gearbox damage The Inflight Start Envelope is displayed inflight when the fire handle is in. Main AC is the normal power source for the ignitors and Standby AC is the backup source. both ignitors operate when the Engine Start Selector is in FLT regardless of this switch position Engine Start Selector: GND – opens the start valve and arms the selected ignitor(s). A max start limit (red radial) is displayed on the EGT indicator when the fuel control is in Cutoff and remains displayed during start until the engine stabilizes in idle. the EEC will energize both ignitors in the engine. Constant illumination indicates the valve does not agree with the commanded position. 6. No time limit. Fuel filters and oil filters will bypass if they become clogged. You can start an engine with its bleed valve closed. and both Primary and Secondary EICAS are displayed.
2010 www. If the vibration source is unknown. It will be accompanied by a REV ISLN VAL EICAS message. LPT or N2 for GE engines). The APU Run light will illuminate when the APU is at operating speed. The APU Fault light will illuminate momentarily during start and shut down as the fuel valve opens or closes. The Run light will flash twice. the fuel valve disagrees with the commanded position and a restart should not be attempted. There are no vibration limitations and no flight crew procedures based solely on vibration indications. FAN.com/guide For Training Purposes Only 94 . The aircraft battery (Battery switch On) and the APU battery are required to start the APU on the ground. turning the switch to Start and releasing it to On will cancel the shut down signal and the APU will keep running. Bleed air is available up to approximately 17. The APU can supply bleed air to run both air conditioning packs or start a single engine. and the speedbrakes deploy if not already deployed. Placing the APU switch to Start begins a start cycle which opens the APU inlet door. APU The APU generator can supply power for all of the airplane’s electrical needs up to the maximum operating altitude. Fuel is provided from the left wing tank through a DC fuel pump if only battery power is available or from the left forward AC fuel pump if AC power is available. Actual low oil pressure would show on all three. and pneumatically operated on some 767s. The purpose of the APU battery is to start the APU without draining the aircraft battery. the vibration source with the highest vibration (N1 or N2 for P&W engines. is displayed. the APU will shut down immediately.There are two independent oil pressure sensors. Thrust Reversers are hydraulically operated on the 757 and some 767s. The APU Fault light and APU Fault EICAS message are inhibited when the APU switch is Off. The APU Fault light will flash momentarily during start as the fuel valve opens. On the 757.” is indicated. Additional system failures may cause inflight deployment. the first time is a self-test and the second time is starter engagement. The APU starter duty cycle is three start attempts in a 60-minute period. The Fault system can be reset by turning the APU switch to Off and then back to On. there is no discrete light above the fuel control switches. The white band at the bottom of the oil quantity indication is for crew awareness only. On the Vibration indicator. the average vibration is displayed and BB. They are available only on the ground. if engaged.convectivedigital. If a fault is detected. There is no minimum oil quantity inflight. One supplies information to the oil pressure gauge and the other supplies information to the discrete oil pressure light on the forward panel and for the EICAS low oil pressure message. If the APU is turned off and the APU Run light is still illuminated (during the cool down). An interlock prevents inadvertent actuation and electromechanical locks protect in the event of additional system failures.000 feet. the autothrottles disengage. If the APU bleed valve has been closed for 90 seconds or more before the switch is turned off. opens the APU fuel valve and turns on the AC or DC electric fuel pump. The APU will shut down automatically without the 90-second cool down if a fire is detected when on the ground with both engines shut down. However. so there are no flight crew procedures based solely on low oil quantity. if an APU Fuel Valve message is displayed on EICAS. however the light and the associated EICAS messages are inhibited in flight. the APU Fault light on the APU panel and an APU Fault EICAS message will illuminate and the APU will shut down without the 90-second cooling period. Turning the APU switch off will close the APU bleed valve if open and start a 90 second cool down. for “broadband. one restart may be attempted. the REV ISLN light above the fuel control switches indicates a fault is detected in the thrust reverser system. When the reverse thrust levers are pulled aft to the interlock position. 767s have an auto restow feature to apply hydraulic or pneumatic pressure if an uncommanded thrust reverser unlock is sensed. If the Fault light is extinguished after selecting On. Dave Collett April 26. but the EICAS message will be displayed if on the ground. On the 767.
the E/E compartment overboard exhaust valve will latch open if the left recirc fan is turned off (forward cargo compartment fire warning only) . APU Fire Warning light in the APU Fire Switch – an APU fire is detected. It will be turned off for a fire warning (smoke) in the forward cargo compartment because that’s close to the E/E compartment. Discrete Wheel Well Fire Warning light on the forward panel – a fire is detected in one or both main gear wheel wells. bottles. . Engine Fire Switch: arms both engine fire bottles silences the fire bell closes the engine and spar fuel valves (6 items) closes the engine bleed valve trips the generator shuts off hydraulic fluid to the engine-driven hydraulic pump APU Fire Bottle Discharged light on the Cargo and APU Fire Panel – the bottle has discharged or has low pressure. Dave Collett April 26. so Boeing wants to have it on if at all possible.on the 757.com/guide For Training Purposes Only 95 . so both recirc fans turn off for a fire warning in either the forward or aft cargo compartments valves .Fire Protection Discrete Fire Warning light on the forward panel – an engine. The left recirc fan is part of the E/E cooling system. wheel well or cargo fire is detected (any fire except lav. or cockpit fire). Forward Cargo Fire Arm switch: arms all cargo fire bottles for the forward cargo compartment turns off both recirc fans silences the fire bell Aft Cargo Fire Arm switch: arms all cargo fire bottles for the aft cargo compartment turns off the right recirc fan on the 757 and both recirc fans on the 767 silences the fire bell inhibits high flow from both packs (767 only) Ground school summary of Cargo Fire Arm switches – “bells. but not for a fire warning in the aft cargo compartment. cargo compartments and lavs. turns off both recirc fans if the forward cargo compartment is armed and only the right recirc fan if the aft cargo compartment is armed. and overheat detection systems for the engines. Fuel Control Switch Fire light – an engine fire is detected. cabin. Cargo Fire Bottle Discharged light – the bottle has discharged or has low pressure. Engine Bottle Discharged light – the bottle has discharged or has low pressure.on the 767. fans and valves” bells – silences the fire bell bottles – arms all fire bottles fans . APU Fire switch: arms the APU fire bottle(s) silences the fire bell shuts down the APU (6 items) closes the APU fuel valve closes the APU bleed valve trips the APU generator Cargo Fire Warning light – smoke is detected in the associated cargo compartment (FWD or AFT).on the 767. E/E cooling is not a problem. There is no detection in the nose gear wheel well. APU. 2010 www. Engine Fire Warning light in the Engine Fire Switch – an engine fire is detected. struts and pneumatic ducts in the wing and body areas.convectivedigital. APU. Engine Overheat light on the Engine Fire Panel – an engine overheat is detected. all cargo compartment inflow and outflow valves close to avoid feeding the fire with oxygen and to keep Halon from the fire bottles inside the compartment There are fire detection and extinguishing systems for the engines.on the 757.
Pressing the switch discharges the first bottle into the selected compartment immediately. The levers mechanically signal stab movement and the switches electrically signal stab movement. Dave Collett April 26. The engines have two detector loops in each nacelle that detect both fire and overheat. hydraulic pressure to the stab trim module is shut off. The cargo compartment smoke detectors are tested only when power is first applied or transferred from one source to another. and may also be tested manually with the test switch. The second bottle is manually discharged at a later time into the same compartment to maintain the required concentration of extinguishing agent in the compartment. hydraulic pressure is supplied to the related stab trim control module. Each lavatory has a single smoke detector that will sound in the lavatory if smoke is detected. Yaw Damper switches – turn the yaw dampers on and off.convectivedigital. Both will override or neutralize conflicting trim commands. The engine and APU fire detectors are continuously monitored for faults and tested automatically whenever power is first applied or transferred from one source to another. In Cutout. A fire is a warning and an overheat is a caution. Each cargo compartment has two smoke detectors. Some airplanes have Alternate Stab Trim levers and some have Alternate Stab Trim switches on the control stand. the horn on the nose gear strut sounds intermittently and the fire warning light on the APU ground control panel illuminates if a fire is detected on the ground. Stab Trim Cutout switches – in Norm. Engine/APU Fire switches – the engine and APU fire switches are mechanically locked down to prevent inadvertent activation. Unscheduled Stab Trim light – an uncommanded stabilizer motion is detected. or when tested manually with the test switch. APU fire or cargo fire detection system. The second and third ones are discharged automatically at a later time. The APU has two detector loops in the APU compartment that detect fire only. engine overheat. Some airplanes have two APU fire bottles and some airplanes have only one APU fire bottle. but not the wheel well fire detection system. On the 757. the fire-extinguishing agent may cause the detectors to indicate a fire still exists even after it has been extinguished. Mach Speed Trim light (757 only) – the mach/speed trim system is inoperative. Note the vertical white line on the Fire/Overheat Test Panel between the WHL WELL test switch and the ENG/APU/CARGO test switch. Stab Trim light – the stabilizer trim rate is ½ the normal control wheel trim rate. there is only one cargo fire discharge switch. An Off flag in the Stab Trim indicator means the indicator is inop. If a fire is detected. but no extinguishing system. Flight Controls Moving the control column opposite the direction of trim will stop trimming. On the 767. The SYS FAIL light indicates complete failure of the detection system for an engine fire. It indicates the wheel well detection system is not included in System Fail monitoring. The 767ER actually has three fire extinguisher bottles. 2010 www. but warning or caution lights remain illuminated as long as the fire or overheat is detected. Both detectors must sense a fire before the signal is sent. The green band on the Stab Trim indicator indicates the allowable takeoff trim range. Since the cargo fire detectors detect smoke. The detection system will not detect hot brakes without an associated fire. System Fail Reset switch – extinguishes the Fail light and resets the system to monitor other fire/overheat systems. Either or both bottles can be discharged into either engine. Each lavatory also has a single fire extinguisher in the waste container that will discharge automatically if necessary. The fire switch may also be manually unlocked by pushing the override switch located beneath it. The main wheel wells have a single-loop fire detection system.com/guide For Training Purposes Only 96 . There are no cockpit indications for lavatory smoke or fire. There are two engine fire bottles. The wheel well fire detection system is not monitored and is tested only when the test switch is pressed. In addition to the cockpit warnings for APU fire. The APU automatically shuts down if a fire is detected on the ground if both engines are shut down.Fire and overheat bells or beepers can be silenced. pressing the Number 1 cargo fire discharge switch discharges the first bottle into the selected compartment immediately. the switch is electrically unlocked and may be pulled up. Both loops must sense a fire or overheat before the signal is sent. Missing data in the indicator means other malfunctions exist. The second bottle is automatically discharged at a later time at a reduced discharge rate into the same compartment. Both loops must sense a fire before the signal is sent. The nose gear wheel well does not have a detection system.
the speedbrake load activation system is detected. but will cause the Unscheduled Stab Trim light to illuminate. The 757 has two ailerons and ten spoilers. Automatic trim uses only one control module and trims at ½ the normal control wheel or alternate trim rate. and a single rudder. Dave Collett April 26.) Mechanical springs provide elevator feel if both hydraulic systems to the elevator feel system are inop. on aircraft with blended winglets. Alternate and automatic trim will be inoperative. The pilot may override the system with additional force and hold the lever at positions greater than 50% (but that’s probably a bad idea). Types of trim: Electric trim – uses the dual pitch trim switches on the control wheel Alternate trim – uses the levers or switches on the control stand. although some control effectiveness may be lost. The rudder pedals are rigidly connected between the two sides. the hydraulic systems are printed under the cutout switches. (Just look at the console.) There are two trim modules. The Stab Cutout switches can be used to remove hydraulic power to the trim control modules.convectivedigital. The center autopilot. Spoilers operate differentially to assist ailerons for roll control and symmetrically as speedbrakes. Speed Brakes light – the speedbrakes are extended while airborne with the flaps in a landing position or when the radio altitude is 800 feet or below. electric trimming causes it to disengage. The 757 has a mach/speed trim system that automatically moves the stabilizer when the autopilot is not engaged to improve speed stability. If the speedbrake lever is moved past the 50% position.Yaw Damper Inop light – the yaw damper is off or inoperative. speedbrake lever travel is restricted to 50%. a moveable horizontal stabilizer. Pitch Enhancement System (PES) (767 only) – the PES uses a hydraulic motor in the right hydraulic system to drive a pump in the left system (it’s a Power Transfer Unit) that uses trapped left trim fluid to trim the stabilizer. Mach/speed trim (757 only) – automatic trim when the autopilot is not engaged using one control module at ½ the normal control wheel trim rate to improve speed stability. center hydraulics on the 767). (These are the same hydraulic systems used by stab trim and they’re printed on the console under the stab trim cutout switches. It automatically operates if both left and center hydraulic systems fail and uses the electric trim switches to trim the stab at ¼ the normal rate. Alternate trim overrides or neutralizes any other conflicting trim inputs Automatic trim – used by the autopilot. applying force to the other column or wheel will overcome the jam. Flight Control Shutoff switches on the Accessory panel open and close the flight control hydraulic valves to the wings and tail. The 757 elevator feel system uses the center and right hydraulic systems and the 767 elevator feel uses the left and center hydraulic systems. Aircraft with blended winglets have a Speedbrake Load Alleviation System to protect the wing from a high gross weight. one for each hydraulic source. high speed. If multiple autopilots are engaged. Under certain circumstances. Aileron Lockout light (767 only) – the aileron lockout actuator disagrees with the commanded position. If a single autopilot is engaged. Alternate trimming does not cause autopilot disengagement. Stab trim is powered by the center and right hydraulic systems on the 757 and by the left and center hydraulic systems on the 767. The left autopilot can only use the trim module under the left cutoff switch (center hydraulics on the 757. the electric trim switches are inhibited. 2010 www. Leading Edge light – a slat disagree or asymmetry exists. Trailing Edge light – a flap disagree or asymmetry exists or the flap load relief system is not operating when required. The control columns and wheels are connected through jam override mechanisms. There is no manual reversion on these airplanes. pitch up maneuver. If a jam occurs. Two elevator feel systems provide artificial feel forces to the control columns. Auto Speedbrake light – a fault is detected in the automatic speedbrake system or. left hydraulics on the 767) and the right autopilot can only use the trim module under the right cutoff switch (right hydraulics on the 757. The 767 has four ailerons and 12 spoilers. Control wheel forces increase as control displacement increases. Spoilers light – one or more spoiler pairs are not in the commanded position. can use the trim module under either cutoff switch. however.com/guide For Training Purposes Only 97 . All other trim methods inhibit mach/speed trim. it will automatically return to 50%. Rudder Ratio light – the rudder ratio system has failed or left hydraulic system pressure is not available. All airplanes have two elevators. Roll control is provided by ailerons and spoilers.
The slats will automatically retract to the midrange position a few seconds after the stall signal is removed. flaps move to 30 the sequence is reversed during flap retraction The gate at Flaps 20 prevents inadvertent retraction of flaps beyond the go-around position. not degrees. flaps move to the commanded position and inboard ailerons droop 20 to 25: slats move to the landing position. Flaps 30 on a 767ER is much more extension than Flaps 30 on a domestic airplane. The Inop light illuminates when a yaw damper is inoperative or when the IRUs are aligning. Aileron Lockout (767 only) – the aileron lockout system permits full travel of the outboard ailerons at low airspeeds and locks them out at high airspeeds. The flaps will automatically re-extend when airspeed is reduced. Dave Collett April 26. Autoslats (757 only) – if the slats are in the midrange position and a stall signal is received from the stall warning system. If the Flap Load Relief fails to operate when it should. the number 4 and 9 spoiler panels do not operate in flight. If the speedbrakes are armed. the light may indicate a fault that could extend the speedbrakes in flight. flaps stay up 1 to 5. the flaps automatically retract to 20. 15 and 20: slats stay in the midrange position. flaps move to 30 the sequence is reversed during flap retraction 767 Slat and Flap Sequencing: Up to 1: slats move to the midrange position.convectivedigital. Flaps are measured in units. Flaps 20 is used for some non-normal landings. 2010 www. 757 Slat and Flap Sequencing: Up to 1: flaps move to 1. On the 767. There may be too much or too little movement of the outboard ailerons. a control column nudger moves the control column forward. The rudder ratio system uses left hydraulic pressure and inputs from the air data computer to reduce rudder displacement at high airspeeds. The gate at Flaps 1 prevents inadvertent retraction of the slats. The yaw dampers improve turn coordination and Dutch roll damping.One of the three hydraulic systems is necessary to set aileron trim. If the speedbrake lever is armed. Nudger (767 only) – if the flaps are retracted and the angle of attack continues to increase after a stall warning. the slats will automatically extend to the landing position. Flaps 25 and 30 are normal landing flap positions. flaps move to 25 25 to 30: slats stay in the landing position. Flaps 1. On the 757.com/guide For Training Purposes Only 98 . The Rudder Ratio light indicates the system has failed and the left hydraulic actuator to the rudder has been automatically depressurized to reduce rudder throw at high airspeeds. Flap Load Relief – on the 757 and a few 767s. On most 767s. Prohibited by airplane limitations. flaps move to 25 25 to 30: slats stay in the landing position. 5. If the speedbrakes are not armed. if the flaps are at 25 or 30 and the placard airspeed is exceeded. The Auto Speedbrakes light will illuminate to indicate a fault in the auto speedbrake system that may result in the loss of auto speedbrake extension. but all panels extend on the ground. The Ail Lock light indicates the aileron lockout actuator is not in the commanded position. the lever will move to Up and the speedbrakes will extend on landing when the main gear are on the ground (not tilted) and the thrust levers are at idle. 15 and 20: slats stay in the midrange position. 15 and 20 are takeoff flap positions. the lever will move to UP and the speedbrakes will extend when on the ground (landing or rejected takeoff) and either thrust lever is moved to the reverse idle detent. Flaps must be up for the nudger to operate. slats move to the midrange position after the flaps have moved some 1 to 5. the control wheel and ailerons will move to the new trimmed position when the autopilot is disengaged. flaps move to the commanded position 20 to 25: slats move to the landing position. If aileron trim is changed with an autopilot engaged. if the flaps are at 30 and Flaps 30 speed is exceeded. the flaps automatically retract to 25. the Trailing Edge light will illuminate and the Flap Ld Relief EICAS message will display. all panels extend both in flight and on the ground. The lever should be placed in the Down position and the speedbrakes should be operated manually.
hydraulic power to both flaps and slats is automatically shut off. The flap lever no longer controls the flaps and slats when either ALTN switch is selected.5 miles or less from the original course. hydraulic power to both flaps and slats is automatically shut off. On the 757. the FMS computes a 45degree intercept to it.8 Waypoints along route – VXV/50 or VXV/-25 Altitude Constraints on the Legs page: Cross at 14. During alternate flap/slat operation. during the next turn in holding.000 – enter 140B At or above 14. Waypoint Format Examples: Place Radial/Distance – LAX 090/50 Place Radial/Place Radial – LAX360/SBA090 Latitude and Longitude – N3739. On the 757. FMS Offset routes – if the offset route is more than 2. not the radial from a waypoint.000 – enter 140 At or below 14. 2010 www.The Alternate Flaps switch “removes hydraulic power and arms the selected electric actuator.com/guide For Training Purposes Only 99 . The ALTN switch shuts off either the flaps or the slats. Any changes to a holding pattern made after entering holding will become effective after the airplane passes the holding fix again. On the 767.e. On the 767. Flight Management and Navigation The FMS is a “goes to” machine. Leading Edge Slat Disagree – the slats are not driving toward their commanded position and disagree with the flap lever. hydraulic power to both flaps and slats is automatically shut off.000 – enter 140A160B (A before B – alphabetical order) Speed constraints must be accompanied by an altitude constraint. Exit Hold – the airplane will turn immediately toward the holding fix.000 and 16. Leading Edge and/or Trailing Edge Disagreements may occur if the flap lever is out of a detent for an extended time. Alternate flap and slat extension is limited to Flaps 20.5W08245. the LE slats extend to the landing position at Flaps 20 when the alternate extension system is used. hydraulic power to both flaps and slats is automatically shut off.convectivedigital. In this case. all altitude constraints between the airplane’s current altitude and the MCP altitude are deleted and the airplane climbs or descends directly to the MCP altitude.5 miles from the original course. All courses entered on the DIR/INTC page must be courses TO a waypoint. Flap and slat operating times are also greatly increased in the normal mode when the HDG is operating on the 767ER. but altitude constraints don’t require a speed constraint. there is only one hydraulic shutoff valve and either ALTN TE or LE switch shuts off hydraulics to both the flaps and slats. the FMS computes a 10 Dave Collett April 26.000 – enter 140A Between 14. On the 767. CLB DIR and DES DIR – when executed. The flap lever will continue to control whichever system is not selected. On the 757. there are two hydraulic shutoff valves. If the offset route is 2. terminate the pattern and continue on the programmed route. On the 757.” (schoolhouse answer) The Alternate Flap switches: disable normal control arm the alternate mode engage the electric motors the flap lever no longer controls both the flaps and slats (757) or the selected flaps or slats (767) On the 757. Flap and slat operating times are greatly increased when using the alternate mode. the only protection provided is LE Slat Asymmetry protection on the 757 (schoolhouse answer). i. putting the lever in the detent will solve the problem. It only goes direct to waypoints or goes inbound on a course to a waypoint. To cancel a holding pattern – use the waypoint bypass or delete waypoint procedure on the Hold At line. Leading Edge Slat Asymmetry – the slats are not extending symmetrically. depending on which switch is selected. On the 757. hydraulic power to the flaps is automatically shut off. Trailing Edge Flap Disagree – the flaps are not driving toward their commanded position and disagree with the flap lever. hydraulic power to the slats is automatically shut off. one for the flaps and one for the slats. Trailing Edge Flap Asymmetry – the flaps are not extending symmetrically.
Flashing Align lights indicate: the IRUs have been in align mode for more than 10 minutes without a present position entered an incorrect present position was entered (significant difference from the shut down position) the airplane was moved during alignment The ON DC light during alignment means the IRU is testing its backup source of DC power. Quick alignment takes 30 seconds.000 pounds or more. It comes on 750 feet prior to the selected altitude and goes off 250 feet prior to the selected altitude. HSI. Some aircraft have two independent Standby Navigation systems in case both FMCs fail.) Track. Caution and alerts are inhibited with the gear down except for the light on the altimeter. Select CDU-L and CDU-R to access the IRS-based Standby Navigation systems. There will be an alert message in the scratch pad directing you to Progress page 2 in this case.convectivedigital. use the Delete key or enter a 0 for the offset mileage on Route page 1. FAULT light – a fault is detected and the IRU must be considered unreliable. VSI and the Captain’s RDMI. Max offset is 20 nm. To delete an offset. It will be faster than 10 minutes at the equator and the IRUs won’t align at all at the North Pole. Wind and Heading on the overhead IRS panel are all referenced to True North. Full alignment requires present position to be entered and takes 10 minutes to complete. they can be re-powered and used in Attitude mode. IRUs cannot be realigned in flight. Maintain straight and level flight for 30 seconds while attitude is measured. Refer to the Differences section in Volume 1. make sure you load your best guess for the arrival and approach at the destination when doing the FMS preflight on these aircraft so if both FMCs fail enroute that data will already be transferred to the Standby Nav system. Select the opposite autopilot and opposite FMC to use LNAV and VNAV from the other FMC. DC FAIL light – the IRU has lost its backup source power (DC) but is operating normally on AC power. The ON DC light during operation means the IRU has lost its primary source of power (AC) and is operating on backup DC power from the battery.”) The left IRU provides data to the Captain’s ADI. which gets inputs from its respective ADC. The ADCs receive pitot and static inputs from their respective pitot static probes and ports. HSI. with the center IRU serving as an alternate source. some airplanes will depower the right IRU after 5 minutes and some airplanes will depower the left and center IRUs after 5 minutes to save battery power. Fuel quantity USE prompts on Progress page 2 are only displayed if the difference between the Totalizer and Calculated fuel is 3. The same intercept angles are used when returning to the original route from an offset. (You can remember this because IRU starts with “I” and all the other instruments end in “I. Each VSI receives inputs from its respective IRU. an EICAS message. opposite RDMI) if power to those instruments is available. VSI. with the opposite ADC serving as an alternate source. Standby Attitude Indicator – ILS and B/CRS positions display information from the center ILS. The light on the altimeter. Dave Collett April 26. Two Air Data Computers (ADCs) are installed. so the Standby Attitude Indicator may show ILS problems before the ADI. Three Inertial Reference Units (IRUs) are installed. IRUs provide data to the RDMI. Data comes directly from the center ILS without passing through a symbol generator. The remaining IRU or IRUs will stay powered until battery depletion. ADI and VSI. (Alignment actually depends on latitude. When on Standby power (ON DC lights illuminated).degree intercept. If an FMC fails. Only the IRS-Legs page and IRS-Progress page will be operational and all new waypoints must be entered as latitude and longitude. Airspeed indicators and altimeters receive information from their respective Air Data Computer. The center IRU is an alternate source of data for either or both pilot’s instruments.com/guide For Training Purposes Only 100 . but if power is restored after they have shut down. left and right. the Altitude alert light on the forward panel. Heading must be entered manually on the overhead panel. Pressing the Activate button for RTE 2 automatically brings up the DIR/INTC page for Route 2 so you can select the appropriate fix before executing the new route. its LNAV and VNAV will be inop. HSI. Loss of both AC and DC power to the IRU – all lights for the IRU on the overhead panel will be out and flags will appear in the affected instruments (ADI. The right IRU provides data to the F/O’s ADI. The light on the altimeter indicates approaching an MCP selected altitude. VSI and the F/O’s RDMI. 2010 www. As a technique. HSI. the Master Caution light and beeper activate when deviating 250 feet from the MCP altitude.
select the alternate IRS for airspeed. The runway symbol appears when below 2. The white line in the middle of the HSI is the aircraft track. Any time a VOR is tuned. select the alternate Air Data computer “SIR EFI” is a good way to remember what the EFI source switch controls. Full and Expanded VOR and ILS modes – actual heading is at the top of the case. the magenta captain’s bars are the MCP heading and the white drift angle pointer is the aircraft’s actual track computed by the IRS. either manually or automatically. Two Flight Management Computers (FMC) are installed. the correct DME is also tuned. The center Symbol Generator can be used as a backup for either or both. NAVAID Select – all NAVAIDs are displayed if the range is set at 40 nm or less. 2010 www. The F/O’s HSI receives map data from the right FMC through the right symbol generator.Bars on the Standby Attitude Indicator are deviation indicators only. the center ILS and the center radio altimeter. The Standby Altimeter uses the alternate static source with no ADC corrections. The center Symbol Generator receives inputs from the center IRU. the needle displaces to the green band if all four channels are operating.500 feet AGL. A maximum of three will be displayed.) The Electronic Flight Instrument System (EFIS) consists of an ADI and an HSI for each pilot. The Captain’s HSI receives map data from the left FMC through the left symbol generator. Selecting a negative DH hides the DH display. the white triangle is aircraft heading. There are three Symbol Generators to create images on the EFIS. The ADI receives attitude and ground speed information from its respective IRU through the symbol generator. DH alerting resets when climbing 75 feet above the set DH on a go-around or after touchdown on landing. Radio altitude is displayed in the upper right corner of the ADI when below 2. Green NAVAIDS (two) displayed on the HSI are the ones being automatically tuned for DME updating by the FMS or were manually tuned from the VOR panel. It will select the center symbol generator. which the FMS assumes is the airplane’s actual present position. Flight Recorder – with the switch in Normal the Flight Recorder is on any time an engine is running or any time in flight with electrical power available. heading. select the alternate FMC for symbol generator. ILS or Radio Altimeter problems. left ILS and left radio altimeter. The left Symbol Generator receives inputs from the left IRU. Dave Collett April 26. Map mode has aircraft track (not heading) at the top. vertical speed and opposite RDMI heading problems. Instrument Source Selectors: for F/D flags or no F/D bars. The ON position of the switch will manually turn it on and the Test position is for maintenance use only. Normally the left Symbol Generator supplies inputs to the Captain’s EFIS and the right Symbol Generator supplies inputs to the F/O’s EFIS. Trend vector – each segment is 30 seconds long. They are not flight director commands and will not guide you to the course or glideslope. The radio position is averaged with the inertial position from the IRUs to create the FMS position. In flight. hold the erase switch for 2 seconds while on the ground with AC power applied and the parking brake set. Cockpit Voice Recorder test – during test. (Erased and recorded-over data can often be recovered however. altimeter and flight instrument problems. The Thrust Management Computer provides inputs to the Fast/Slow speed indicator on the ADI. LOC and G/S scales appear when an ILS frequency is tuned. The FMS will autotune the DMEs only when in the Map or Plan mode.convectivedigital. Airport Select – all airports in the FMC database are displayed if in range. right ILS and right radio altimeter. select the alternate EFI for attitude. The LOC pointer appears when the signal is received and the G/S pointer appears if the signal is received and on a front course intercept heading. the Flight Management System (FMS) will automatically tune two DMEs from a VOR or Localizer to create a radio position. center ILS and center radio altimeter. Cockpit Voice Recorder – all inputs are recorded continuously any time electrical power is applied to the airplane. To erase. The Standby Airspeed Indicator uses the alternate static source and right aux pitot boom with no ADC corrections. If the range is set at greater than 40 nm only the high-altitude NAVAIDS are displayed. select a different flight director for Map or Vtrack on the HSI. The right Symbol Generator receives inputs from the right IRU.500 feet AGL and rises to meet the airplane symbol when below 200 feet AGL.com/guide For Training Purposes Only 101 . and the magenta captain’s bars are MCP heading. Full deflection on the VNAV vertical deviation scale (football) indicates a deviation of 400 feet or more.
Except for the 767ER. Fuel Jettison (767ER only): Fuel Jettison switch – turns on jettison pumps and opens both jettison transfer valves Fuel Jettison Fault light – jettison pumps and/or transfer valves disagree with jettison switch position Fuel Jettison Nozzle switch – opens the respective jettison nozzle Fuel Jettison Nozzle Valve light – the jettison nozzle valve is not in the commanded position Each fuel tank has two AC-powered fuel pumps. the low pressure lights and EICAS messages are inhibited.800 lb fuel imbalance 767: 2. only a left ADF is installed. The left main fuel tank has a DC-powered fuel pump to automatically supply the APU when AC power is not available and the APU selector is on. Center LOC and G/S raw data is displayed on the Standby Attitude indicator when ILS is selected on the instrument. When center tank pump switches are off. To park the ADF and remove the green arrows from the HSI.com/guide For Training Purposes Only 102 . ANT is for better audio reception. The Tone switch should normally be off. When the engine accelerates through 50% N2 on start. even with the switch on. when the respective engine is shut down. but no bearing data is sent to the RDMI. Selecting ADF on the right pointer on the RDMI freezes the wide needle in its last position and the Bearing Pointer flag appears.200 lbs in either main tank (Low Fuel EICAS message too) center tank pumps off with more than 1. Center pump Press light – pump output pressure is low or the associated engine N2 is below 50% with the pump switch on. the pump will operate. Dashes appear if the DME information is not available and the window is blank if the DME is inop. so a center tank pump will be off. 2010 www. Fuel Do not reset any fuel boost pump circuit breaker. All three ILS receivers are simultaneously tuned with the panel on the pedestal. tune to frequency 100. APU fuel is supplied from the left fuel manifold. either manually or automatically. MAP and PLAN modes the DME is to the VOR station currently tuned. the DME is to the tuned ILS and an L for “Localizer” is indicated before the mileage number.convectivedigital.Waypoint Select – waypoints (intersections not necessarily on the flight path) are shown in blue but only if the range is 40 nm or less.200 lbs in the center tank Fuel Temperature – fuel temperature in the right main fuel tank (757) or left main fuel tank (767). The RDMIs will show bearing to both stations if ADF is selected for both pointers. Left LOC and G/S are displayed on the Captain’s ADI and HSI and right LOC and G/S are displayed on the F/O’s ADI and HSI. In VOR. Fuel Config light: 757: 1. but the control head still has two windows and a transfer switch. Each ILS receiver supplies data to its respective Flight Control Computer (FCC). Turning the ILS tuning knob counterclockwise turns off the ILS receivers. 767ER Differences – two ADFs are installed and bearing to tuned ADF stations is displayed on the HSI (green arrows) regardless of HSI mode selection. A single pump can supply sufficient fuel pressure to operate one engine under all conditions. Center tank pumps have approximately twice the output pressure of the main tank pumps and will override them so that center tank fuel is used before main tank fuel. ADF/ANT switch – ADF sends bearing information to the RDMI. There are no controls Dave Collett April 26. Left and right pump Press light – pump output pressure is low. Crossfeed Valve light – a crossfeed valve is not in the commanded position. DME on the RDMI is controlled by the HSI mode selector. Left and/or Right Fuel System Pressure EICAS messages will display if all fuel pumps have low output pressure or if all fuel pumps on one side have low output pressure and the crossfeed valve(s) is closed.000 ± 500 lb fuel imbalance less than 2. The pump switch may be on or off. Fuel pump low pressure messages are inhibited by low fuel system messages. removes displays from the instruments and shows Park or dashes in the tuning window. In ILS modes. Center Press lights are inhibited when the pump switches are off. Data from the left VOR is displayed on the Captain’s HSI if a VOR mode is selected and data from the right VOR is displayed on the F/O’s HSI if a VOR mode is selected. center tank pumps are inhibited when the associated engine N2 is below 50%. To reduce electrical loads.0.
or indications for this pump. If AC power is available and the APU selector is on, the left forward AC fuel pump operates automatically regardless of switch position and the DC pump is turned off. Some airplanes have two crossfeed valves and some airplanes have one crossfeed valve. On airplanes with two valves, only one is required to successfully crossfeed. A Valve light indicates the valve does not agree with the commanded position. Fuel system low pressure messages are inhibited with the crossfeed valve(s) open. Most 757 aircraft are equipped with a center tank fuel scavenge system which transfers fuel from the center tank to the left main tank at approximately 400 pph beginning when the left main tank is approximately half empty. (Volume 1, Supplementary Procedures.) 767ER aircraft are equipped with a center tank fuel scavenge system which transfers fuel from the center tank to both main tanks at approximately 800 pph when the main tanks are less than half full. (Volume 1, Supplementary Procedures.) Engines may suction feed directly from the fuel tanks if fuel pump pressure is low, however, at high altitude, thrust deterioration or flameout may occur due to dissolved air in the fuel coming out of solution and restricting fuel flow through the suction feed line. Eventually, the dissolved air in the fuel will deplete and the engine may be capable of suction feed at cruise power. Fuel Tank Capacities Airplane Some 757s Some 757s Some 757s 767-300 767ER
Left Main 14,600 14,600 15,000 40,669 40,669
Right Main 14,600 14,600 15,000 40,669 40,669
Center 46,400 46,200 47,000 30,552 80,400
Total 75,600 75,400 77,000 111,890 161,738
Fuel tank capacities are printed on the Delta panel charts in the Training Center. Just read it off the chart during an oral. Fuel Jettison (767ER only) – fuel jettison is from the center tank only and dumps at approximately 2,600 lbs per minute. Fuel will jettison on the ground if the nozzles are open and the pumps are on. The FMC discontinues fuel value calculations and uses the totalizer value during fuel jettison. When fuel jettison is complete the calculated value will reset to the totalizer value. Hydraulics System Pressure light – system pressure is low. Reservoir light – on the 757, reservoir quantity or pressure is low. On the 767, reservoir quantity only is low. Engine Pump switch – On allows the pump to pressurize when the engine rotates. Off depressurizes the pump but cooling fluid is still circulated through it. Electric Pump switch – turns the electric pump on or off. Electric and Air Demand Pump switches (767): Off – pump is off Auto – the left and right pumps operate only when engine pump pressure is low. The center ADP pump will operate only when both center electric pump pressures are low or when high load items are selected. On – pump operates continuously Pump Pressure light – pump output pressure is low. For demand pumps, the light only illuminates if the pump has been signaled to operate and its output pressure is low. Pump Overheat light – pump temperature is high. Hydraulic Quantity on the Status page – 1.00 is the normal service level. RF is displayed when the reservoir requires refilling. Ram Air Turbine (RAT) switch – manually deploys the RAT. The RAT will deploy in the air or on the ground. Ram Air Turbine Unlocked light – the RAT is not stowed and locked. Ram Air Turbine Pressure light (green) – the RAT is deployed and producing hydraulic pressure. There are three independent hydraulic systems; left, center and right. Flight controls are distributed so that any one hydraulic system can provide adequate controllability. Dave Collett 103
April 26, 2010 www.convectivedigital.com/guide For Training Purposes Only
Hydraulic system reservoirs are pressurized by the bleed air system. Fluid to engine-driven hydraulic pumps flows through a shutoff valve controlled by the engine fire switch. Pulling the fire switch shuts off the flow of fluid to the pump. This is different than turning the pump switch off. Cooling fluid still circulates when the pump is turned off, but all fluid is shut off when the fire switch is pulled. High load hydraulic items are “flaps, slats, gear and steer.” On the 767, you can add “ground spoilers” to high load items when talking about when the ADP operates. 757 Hydraulic Systems Left One engine-driven pump One electric pump Flight controls Left autopilot Flaps and slats Landing Gear Alternate Brakes Nosewheel steering Left thrust reverser Rudder ratio HDG (some 757s only) PTU pump to receive power from the right system A standpipe protects fluid for use by the PTU for the flaps and slats, landing gear, and nosewheel steering in case of a left system leak.
Center Two electric pumps Flight controls Center autopilot Stab trim Elevator feel Ram Air Turbine
Right One engine-driven pump One electric pump Flight controls Right autopilot Stab trim Elevator feel Normal brakes Reserve brakes Autobrakes Brake accumulator Right thrust reverser PTU motor to transfer power to the left system A standpipe protects fluid for use by the Reserve brakes in case of a right system leak.
A standpipe protects fluid for the RAT in case of a center system leak.
A Hydraulic Driven Generator (HDG) is installed on some 757s and is automatically powered by the left hydraulic system when electrical power is lost to both main AC busses. The Power Transfer Unit (PTU) is a hydraulic motor-pump that transfers hydraulic power from the right system to the left system if necessary. It is automatically activated if the left engine fails or if the left engine-driven pump output pressure is low. When activated, the PTU supplements the left electric hydraulic pump to operate the flaps and slats, landing gear, and nosewheel steering (“flaps, slats, gear & steer”), and the HDG on some 757 aircraft. PTU operation is inhibited if the right engine is not operating. Power Transfer Unit (PTU) switch – if Off, the PTU only operates when automatically activated. If On, the PTU operates if the right engine is operating. The standpipe in the left system protects fluid to operate the flaps, slats, landing gear and nosewheel steering with the PTU in case of a left system leak. The Ram Air Turbine will provide hydraulic power to the flight control portion of the center hydraulic system only. It deploys automatically in flight if both engines fail (N2 below 50%) and will provide adequate hydraulic power at airspeeds above 130 knots. The RAT is inhibited from automatically deploying on the ground and, once deployed in flight, it cannot be retracted. The standpipe in the center hydraulic system protects fluid for the RAT in case of a center system leak. The standpipe in the right hydraulic system protects fluid for the reserve brakes in case of a right system leak. Pushing the Reserve Brakes switch configures the system to use the protected fluid, activates the right system electric pump regardless of switch position, and isolates the pump output to the reserve brakes. (Reserve brakes on the 757 are just the normal brakes powered by the standpipe fluid and isolated output from the electric pump.) All standpipes protect approximately 10% of the hydraulic fluid quantity.
Dave Collett April 26, 2010 www.convectivedigital.com/guide For Training Purposes Only
767 Hydraulic Systems Left One engine-driven pump One electric demand pump Flight controls Left autopilot Stab trim Elevator feel Rudder ratio Left thrust reverser (some airplanes) PTU to receive power for the Pitch Enhancement System
Center Two electric pumps One Air Demand Pump (ADP) Flight controls Center autopilot Stab trim Elevator feel Landing gear Flaps and slats Nosewheel steering Alternate brakes Reserve brakes and steering Ram Air Turbine HDG (some 767s only) Tailskid A standpipe protects fluid for the Reserve Brakes and Steering in case of a center system leak.
Right One engine-driven pump One electric demand pump Flight controls Right autopilot Normal brakes Autobrakes Brake accumulator Right thrust reverser (some airplanes) PTU to transfer power for the Pitch Enhancement System
There is no standpipe.
There is no standpipe.
The electric and air demand pumps provide additional hydraulic power either on demand or continuously during periods of high system demand. They are also backups for the engine-driven and electric hydraulic pumps. The left electric demand pump is inhibited during the start of either engine on the ground when only one generator is operating. The Air-driven Demand Pump (ADP) operates as a demand pump when center electric pump output pressures are low or as an anticipatory pump when high load items (flaps, slats, gear, nosewheel steering and ground spoilers) are selected. It also operates continuously when the HDG (if installed) is operating because the electric pumps will be unpowered. If center hydraulic quantity is sensed low (approximately 50%), the center number one (C1) pump is automatically isolated. Pressing the Reserve Brakes and Steering switch allows the C1 pump to use standpipe fluid to power the reserve brakes and steering system. (Reserve brakes on the 767 are just the alternate brakes powered by the standpipe fluid and the isolated C1 pump.) Reserve Brakes and Steering Isolation light on the P-61 panel – the center number one (C1) electric hydraulic pump is isolated to provide hydraulic pressure to the reserve brakes and steering system. Reserve Brakes and Steering Reset/Disable switch on the P-61 panel – resets or disables the automatic isolation feature of the center hydraulic system. In Norm, the isolation feature is armed for automatic operation. A Hydraulic Driven Generator (HDG) is installed on some 767s and is automatically powered by the center hydraulic system when electrical power is lost to both main AC busses. The ADP will then operate continuously to ensure there is sufficient hydraulic pressure to drive the HDG. (Actually, it will operate because the electric pumps are unpowered and center system pressure is low.) The Ram Air Turbine provides hydraulic pressure to the flight controls on the center hydraulic system only. It operates just like the 757 RAT except that fluid for the RAT is not protected by a standpipe. Landing Gear Doors light – a landing gear door is not closed. Gear light – the landing gear position disagrees with the landing gear lever position. Nose, Left and Right Down lights – the associated landing gear is down and locked. Brake Temp light – a wheel brake is in the high range (5 or above). Tailskid light (767 only) – the tailskid position disagrees with the landing gear lever position. Gear Lever – Up retracts, Down extends and Off removes hydraulic pressure to the landing gear system. Lock Override – pushing the lock override releases the landing gear lever lock.
Dave Collett April 26, 2010 www.convectivedigital.com/guide For Training Purposes Only
There are door uplocks. the gear hydraulically retracts into the wells and the doors close. the valves disagree with the manually selected position. An EICAS message of Air/Gnd Sys or Nose A/G Sys indicates that some portion of the sensing system has failed and some systems will not operate normally. 5-9 is the high range and the box and number are white for each brake above 5. but no gear uplocks.convectivedigital. the Gear and Doors lights illuminate. only accumulator pressure is available for braking. Do not taxi. so in the last case. If the light remains illuminated after selecting Reserve Brakes (757) or Reserve Brakes and Steering (767). the Gear and Doors lights illuminate. The lever lock is automatically released by air/ground sensing after takeoff and can also be manually released by pushing the lock override button near the gear handle. activates the right electric hydraulic pump regardless of switch position and isolates the output of that pump to power the normal brake system. Autobrakes light – autobrakes are disarmed or inop.) Reserve Brakes and Steering Valve light (767) – if the light is illuminated with the switch off. The nose air/ground system uses nose gear strut compression sensors to control stall warning and portions of the caution and warning system. Lights and EICAS messages will indicate any gear that is not down and locked or any door that is not closed after the normal transit time. and the doors close. After retraction the gear are held in place by uplocks and hydraulic pressure is removed from the system by placing the gear handle to Off. Do not take off. 2010 www. The air/ground system uses tilt sensors on each main landing gear to configure airplane systems to the appropriate air or ground status. automatic wheel brakes are applied.com/guide For Training Purposes Only 106 . the main gear tilt. The Brake Temperature Monitoring System is not installed on some 757s. the trucks tilt to the flight position.” The little light on the overhead panel is a fault and the big light in the antiskid switch on the overhead panel (if installed) means the antiskid is inop or off.) Reserve Brakes and Steering switch (767) – provides pressure to the alternate brake system and nosewheel steering using the C1 electric pump and isolated (standpipe) fluid in the center hydraulic reservoir. or the parking brake valve is not open with the parking brake released. big problem. (Reserve brakes use the alternate brake system on the 767.) Antiskid lights – “Little light. Five and above also turns on the Brake Temp light near the landing gear handle. Antiskid light on the overhead panel – a fault is detected in the antiskid system. Dave Collett April 26. (The parking brake valve closes to apply the parking brake. Lights and EICAS messages will indicate any gear or door that is not fully retracted or closed after the normal transit time. Gear Extension – the doors open. Brake Source light – both normal and alternate brake system pressures are low. The landing gear lever is held in the down position by the automatic lever lock while on the ground. the valve did not open when the parking brake was released and the parking brakes are still applied. 0-2 is the initial range (cool brakes). 3-4 is the normal range and the box turns white for the first brake on each truck that exceeds 2. the valves disagree with the position commanded by the automatic isolation feature. or the antiskid is inop due to a fault. Antiskid always stops working below 8 knots or you could never stop the airplane. Gear Retraction – the doors open. The 757 normally uses the left hydraulic system to raise and lower the gear and the 767 normally uses the center hydraulic system. The 757 gear is held up by gear and door uplocks. Antiskid switch (some airplanes) on and off positions turn the antiskid system on and off. Reserve Brakes switch (757) – allows the use of reserve fluid protected by the standpipe in the right hydraulic system. If the light is illuminated with the switch on. Brake Pressure indicator – shows brake accumulator pressure.Alternate Gear Extend switch – in Off the landing gear lever operates normally. Parking Brake light – the parking brakes are set. little problem. Big light. Nosewheel steering tiller – turns the nosewheel up to 65º in either direction and overrides rudder pedal steering. the gear unlock. Off light in the switch – the antiskid is turned off. The 767 gear is held up by locked gear doors. in Down the gear is extended by the alternate system. The amber band indicates the pre-charge only and no brake pressure is available in this range. Brake Temperature on EICAS – indicates the relative value of brake temperature. Rudder pedal steering – turns the nosewheel up to 7º in either direction. the gear are hydraulically powered down and locked. (Reserve brakes use the normal brake system on the 757.
convectivedigital.” Alternate extension uses a dedicated DC electric hydraulic pump that uses isolated fluid in the supply line to the pump to release all gear and door uplocks. alternate and reserve brake hydraulic pressure is lost. the nose gear has not locked down and collapsed on landing. The ADP requires DC power to operate and when the battery is depleted. 767 Alternate Extension – “Electro-mechanical. the accumulator can provide several braking applications or parking brake application. the C1 electric pump is automatically isolated. usually at low speed and with minor damage. The gear and flaps will not extend by either the normal or alternate methods if this happens. If is doesn’t. Accumulator – if normal. Alternate – if the right hydraulic pressure is low. Reserve – if both normal and alternate brake system pressures (right and center hydraulics) are low. the accumulator can provide several braking applications or parking brake application. According to a ground school instructor. (Reserve brakes use the alternate brakes system. every time alternate extension has been used on a 767. The tiller overrides rudder pedal steering. the ADP air supply valve will close and the center hydraulic system will depressurize. the alternate brakes on the left hydraulic system are automatically selected and hydraulic pressure is routed through the alternate antiskid valves to the brakes. The Valve light in the switch will illuminate if the valves disagree with the automatically or manually commanded position. Nosewheel steering is powered by the left hydraulic system on the 757 and the center hydraulic system on the 767. (The reserve brakes use the normal brakes system. Reserve – if both normal and alternate brake system pressures (right and left hydraulics) are low. On the 767. Alternate – if the right hydraulic pressure is low. the Brake Source light illuminates.com/guide For Training Purposes Only 107 . The antiskid system requires three things – wheel speed from the transducers. If it doesn’t. The amber band on the accumulator gauge represents pre-charge pressure only and no braking is available in this range. 757 Brake Sources: “Right – Left – Right” (marching) Normal – right hydraulic system Alternate – left hydraulic system Reserve – right hydraulic system 757 Brake Systems: Normal – the normal brake system is powered by the right hydraulic system.” Alternate extension uses an electric motor to trip the door uplocks for each gear. If the center hydraulic system quantity is sensed low. the Brake Source light illuminates. There are no other cockpit indications or controls. the antiskid controller and IRS data. The amber band on the accumulator gauge represents pre-charge pressure only and no braking is available in this range. Accumulator – if normal. Pressing the Reserve Brakes and Steering switch then uses the C1 pump and isolated standpipe fluid in the center hydraulic system exclusively for the alternate brakes system and nosewheel steering. 767 Brake Sources: “Royal Crown Cola” Normal – right hydraulic system Alternate – center hydraulic system Reserve – center hydraulic system 767 Brake Systems: Normal – the normal brakes system is powered by the right hydraulic system.) The Brake Source light will extinguish when pressure is available. Dave Collett April 26. On all airplanes. alternate and reserve brake hydraulic pressure is lost. the alternate brakes on the center hydraulic system are automatically selected and hydraulic pressure is routed through the alternate antiskid valves to the brakes.757 Alternate Extension – “Electro-hydraulic. 2010 www. the only way to tell if normal brakes have failed and alternate brakes are selected is to observe a right System Low Pressure EICAS message.) The Brake Source light will extinguish when pressure is available. Pressing the Reserve Brakes switch turns on the right system electric pump regardless of pump switch position and configures that pump to use the isolated fluid protected by the standpipe in the right hydraulic reservoir exclusively to pressurize the normal brakes. flight beyond 30 minutes on Standby (battery) power will result in complete electrical failure and the inability to extend the gear and flaps. (There are no gear uplocks. only accumulator pressure is available. The gear then free-fall to the down and locked position and all hydraulically powered gear doors remain open. The nosewheel tiller can turn the nose gear 65º in either direction and the rudder pedals can turn the nose gear 7º in either direction.) The gear then free-fall to the down and locked position and all hydraulically powered gear doors remain open. nosewheel steering is not available and only accumulator pressure is available for the brakes.
The accumulator is pressurized by the right hydraulic system on both airplanes and accumulator pressure is shown on the BRAKE PRESS indicator. EICAS Computer Selector – Auto selects the left EICAS computer but will automatically switch to the right computer if the left fails. Only the last manually-recorded event will be retained. Warning Systems EICAS Event Record – manually records the last EICAS event into memory.com/guide For Training Purposes Only 108 . reserve and accumulator braking systems. FLAP OVRD switch on the forward panel – inhibits Too Low Flaps and Too Low Terrain cautions. the Brake Temp light illuminates Brake temperatures are not instantaneous and will build for 10-15 minutes after brakes are applied. alternate. If the normal and alternate brake systems are not pressurized. Recall displays previously cancelled messages if the condition still exists.antiskid brakes are available with normal. PULL UP light on the forward panel and on the ADI – the GPWS barometric or radio altitude descent rate is excessive or a look-ahead terrain warning (if installed) is active. Rejected takeoff – with RTO selected.convectivedigital. WINDSHEAR light on the forward panel and on the ADI – a windshear condition is detected. ALT ALERT light on the forward panel – between a 250' and 750' deviation from the selected altitude. Autobrakes on landing – autobrake application begins when: both thrust levers are retarded to idle the wheels have spun up On landing. CONFIG light on the forward panel – a configuration warning exists. Tailskid (767 only) – the tailskid uses the main landing gear activation system and the center hydraulic system. Warning messages will not cancel however. The Autobrake selector sets a deceleration rate and autobrake pressure is reduced as thrust reversers and spoilers contribute to the total deceleration. On dry runways. Autobrakes will disarm after application for (F-STOP): F – faults in the autobrake or antiskid systems S – if the speedbrake lever is moved forward T – if either thrust lever is advanced O – if the selector is moved to OFF or DISARM P – if a brake pedal is pressed The parking brake may be set with either the normal or alternate brake system pressurized. the autobrakes will provide maximum braking if: the airplane is on the ground groundspeed is above 85 knots both thrust levers are retarded to idle If a rejected takeoff is initiated below 85 knots. Touchdown. Antiskid protection is always available unless it’s turned off or failed. the RTO function will not operate. EICAS will also automatically record events as necessary. the Max Auto position for landing is less than max braking produced by full rudder pedal braking. Cancel and Recall switches – Cancel displays the next page of EICAS messages when additional pages exist and then cancels caution and advisory messages when the last page is reached.Antiskid Protection . The autobrake system operates only when the normal brake system is functioning. parking brake pressure is maintained by the accumulator. Antiskid is provided with autobrakes. Dave Collett April 26. hydroplaning and locked wheel protection are provided. Theoretically. OVRSPD light on the forward panel – the airplane is exceeding Mmo or Vmo. it’s possible to use autobrakes with reserve brakes on the 757 because reserve brakes use the normal brakes system. autobrake deceleration is limited until the pitch angle is one degree or less and then increases to the selected level. Brake Temperatures: initial range is 0-2 normal range is 3-4 overheat range is 5-9. but it is prohibited by procedure. The normal brake system provides individual antiskid protection to each main gear wheel and the alternate brake system provides antiskid protection to laterally paired wheels. 2010 www.
The flap lever warning cannot be silenced. advisory and communication alert messages may or may not be inhibited depending on the airplane Landing Inhibits . EICAS messages appear during the inhibit. whichever occurs first. Any existing takeoff configuration warnings are terminated at main gear lift off. EICAS message. The flap lever will not move. 5. Cautions and advisories can be cleared with the Cancel button. 2010 www. but pushing the Master Caution reset switch will silence the warning for idle thrust. Engine Shutdown Inhibits – Master Caution lights and beeper are inhibited when the airplane is on the ground and both Fuel Control switches are in cutoff. but the Master Caution lights and beeper will not activate until out of the inhibit range. Terrain Caution (if installed) – 40-60 seconds from impact with terrain shown as solid amber on the HSI. Takeoff Inhibits: Master Warning lights and fire bell are inhibited for fire from rotation until 400' RA or 20 seconds after takeoff. Overspeed Warning – Master Warning. EICAS warnings can only be cleared by correcting the condition causing the warning. Use caution on the ground. the inhibit remains until airspeed is below 75 kts. except CABIN ALERT.GEAR OVRD switch on the forward panel – inhibits Too Low Gear and Too Low Terrain cautions and inhibits landing configuration siren. On the 767. If the takeoff is rejected. They are not considered crew alerts. Master Caution lights and beeper are inhibited from 80 kts until 400' RA or 20 seconds after takeoff. whichever occurs first. GND PROX light and switch on the forward panel – the light indicates a ground proximity caution exists and the switch will inhibit glideslope cautions below 1. and communication messages are in white. discrete light and siren when airspeed exceeds Vmo/Mmo. a control column nudger moves the control column forward. On the 757. cautions and advisories are in amber. EICAS warnings are in red. slats may extend during testing of the stall system if the left hydraulic system is pressurized. Stall warning is provided by two independent stick shakers that are activated in flight and deactivated on the ground through air/ground logic based on nose gear strut extension. are inhibited from 800' RA to 75 kts. Dave Collett April 26. The Takeoff Configuration Warning system is armed when the airplane is on the ground and thrust is in the takeoff range on either engine. the slats will extend to the landing position during a stall warning and then retract back to the midrange position when the stall warning ceases (Autoslat operation). Terrain Warning (if installed) – 20-30 seconds from impact with terrain shown as solid red on the HSI. Takeoff Configuration Warnings: flaps not in a takeoff position (1. Flaps must be up for the nudger to operate. On the 757. so the problem that initially triggered the messages is at the bottom. Run that checklist first.Communication alert messages.000' RA. 15 or 20) parking brake set speedbrake lever not down (4 items) stabilizer not in the green band Landing Configuration Warning activates if the airplane is in flight and any landing gear is not down and locked and either: flap lever is in a landing position (25 or 30) or any throttle is in idle below 800' RA. if the flaps are retracted and the angle of attack continues to increase after a stall warning. EICAS messages will appear.com/guide For Training Purposes Only 109 . The most recent EICAS message is displayed at the top of its respective level.convectivedigital. Status messages indicate conditions requiring MEL reference for dispatch. Engine Start Inhibits – most new caution and advisory EICAS alerts are inhibited during ground engine start until the engine reaches idle RPM or the start is aborted or 5 minutes elapse from the time of start switch engagement. but the Master Warning and fire bell will not activate until after the inhibit expires. TERR OVRD switch on the forward panel – inhibits EGPWS look-ahead terrain alerts and display (if installed). if the slats are in the midrange position and the left hydraulic system is pressurized.
. TCAS is inhibited during takeoff and landing.com/guide For Training Purposes Only 110 .alerts are available 12 seconds after the radar begins scanning and can be enabled earlier on the ground by manually turning on the weather radar .000' RA. Increase Descent RAs are inhibited below 1. Descend RAs are inhibited below 1. All TCAS alerts are inhibited by GPWS and windshear warnings.the terrain database does not include man-made obstructions .Altitude Alerting: ALT light on the altimeter 750' prior to a selected altitude ALT light clears 250' prior to a selected altitude Master Caution. Predictive Windshear Alerts and Warnings use the weather radar to detect windshear ahead of the airplane. the alert cancels altitude alerting is inhibited in flight with all landing gear down and locked Two types of GPWS alerts: Radio Altitude-Based Alerts (GPWS) – multiple warnings and cautions based on radio altitude and ILS glideslope deviations Look-Ahead Terrain Alerts (EGPWS) – multiple warnings and cautions based on aircraft position in reference to an onboard terrain database.500' RA on takeoff or landing. The Predictive Windshear System is not installed on all airplanes.200' RA . Altitude Alert and ALT light if deviating more than 250' from a selected altitude if deviating more than 750' from the selected altitude.450' RA.new predictive windshear cautions are inhibited during takeoff and landing between 80 kts and 400' RA . give me a drink!” Found at the end of a long manuscript copied by a Mediaeval clerk. Dave Collett April 26.predictive windshear alerts are issued below 1.the weather radar begins scanning automatically (even if turned off) when the thrust levers are set for takeoff or when below 2.some level of moisture or particulate matter must be present for detection . TCAS Resolution Advisory (RA) – prediction that another airplane will enter protected airspace in 20-30 seconds.not all windshear will be detected .terrain and weather radar cannot be shown at the same time .both types of GPWS alerts are inhibited by an actual windshear warning (airplane in windshear) Two types of windshear warnings: Reactive Windshear Warnings (airplane in windshear) are provided by the GPWS system and are available below 1.terrain ahead may exceed the airplane’s climb capability .200' vertically. TCAS Traffic Advisory (TA) – prediction that another airplane will enter protected airspace in 35-45 seconds.new predictive windshear warnings are inhibited during takeoff and landing between 100 kts and 50' RA . Detection begins at rotation.predictive windshear alerts are inhibited by actual windshear warnings (airplane in windshear) and both types of GPWS alerts TCAS Proximate Traffic – traffic within six miles and 1.100' RA and all RAs are inhibited below 1.000' of the airplane’s altitude can be displayed . Explicit hoc totum Pro Christi da mihi potum Translation: “That finishes the lot. For Christ’s sake.Pull Up Warning – 20-30 seconds from impact with terrain shown as solid red .300' RA . .convectivedigital.terrain within 2. 2010 www.Terrain Caution – 40-60 seconds from impact with terrain shown as solid amber . All TCAS voice annunciations are inhibited below 500' RA.