767 Work Book - Training

REVISION INFO
REVISION:
DATE:
22.03.00
CHANGES:
revised EFRAS-description: ESC-key description deleted;

The additional information was for programmers only.
Cockpit/Cabin reports and signals changed.
NP 20.29 changed.
B767, REV INFO
Date 22.03.00
REVISION INFO
REVISION:
DATE:
16.02.00
CHANGES:
revised EFRAS-description
Item 4 new details
B767, REV INFO
Date 16.02.00
B767
Workbook
PUBLISHED BY
FLEET-MANAGER B767
FOR REQUESTS CONTACT
B767 4 PUBLICATIONS
LAUDA-AIR
Luftfahrt Aktiengesellschaft
P.O.Box 56
A-1300 Vienna Airport - Austria
Tel.: (0043-1) 7007-3158
Fax.: (0043-1) 7007-5628
SITA: VIEDONG
FIRST ISSUED:
30.08.1996
COPYRIGHT
B767
LAUDA AIR
Workbook
B767 Workbook Introduction
INTRODUCTION
The LAUDA AIR B767 WORKBOOK is designed to provide flight crews with
readily accessible information for daily operation.
The LAUDA AIR B767 WORKBOOK is structured as follows:
PREFACE:
OF
TABLE OF CONTENTS, RECORD OF REVISION, RECORD

EFFECTIVE PAGES
CHAPTER 1:
PROCEDURES
CHAPTER 2:
SUPPLEMENTARY PROCEDURES
CHAPTER 3:
SUPPLEMENTARY INFORMATION
CHAPTER 4:
ROUTE AND AERODROME INSTRUCTIONS AND

INFORMATION
INFORMATION APPENDIX:
FLEET-INFO
B767 WKB INT , Rev.1
Date 30.08.96 , Page
B767 Workbook Introduction
PAGE NUMBERING AND ORGANIZATION
OF THE CHAPTERS:
Each chapter is subdivided into sections, categorized by the subject or type of material
presented. Sections are identified by a three-letter-code.
Example:
B767 1 SOP , Rev.1
B767 Workbook Chapter (B767 1), Section identifier for Standard Operating
Procedures (SOP), Revision Status (Rev.1), Revision date (30.08.96),
Pagenumber.
REVISION SYSTEM :
Revision to this workbook will be issued when necessary and are numbered
consecutively. Each revision should be inserted immediately and entered in
the Record of Revision.
Alterations to former pages will be identified by a vertical line, except
when a whole chapter or section is revised.
TABLE OF CONTENTS:
The Preface Chapter consists of a complete Table of Contents, a Record of
Revision Sheets and the List of Effective Pages. For quick reference, each
section also has a detailed Table of Contents.
CAUTION:
Lauda Air makes no express or implied warranty and disclaims any liability
with respect to the design, adequacy, accuracy, reliability, safety or
conformance with government standards or regulations and approved Airplane
Flight Manual. The user of this workbook has to verify the presented data by
appropriate means and never rely solely on this workbook.
Any questions with regard to the use of this workbook and the information
contained within should be directed to the
B767 FLEETOFFICE.
Page
2,
Date 30.08.96
B767 WKB INT , Rev.1
B767 Workbook Preface
TABLE OF CONTENTS
B767 WORKBOOK
Title Page
Introduction
PRF
PREFACE
CHAPTER 1
INT
Table of Contents
PRF
Revision Record
PRF
List of Effective Pages
PRF
( PROCEDURES )
Normal Procedures (Boeing-layout) NP

Non Normal Procedures
CHAPTER 2
B767 WKB PRF, Rev. 4
NNP
( SUPPLEMENTARY PROCEDURES )
Take Off Performance
TOP
Landing Performance
LDP
NAT RVSM Operation
NAT

TABLE OF CONTENTS
CHAPTER 3
CHAPTER 4
( SUPPLEMENTARY INFORMATION)
B767-Limitations
LIM
B767-Differences
DIF
B767-EFRAS
ERS
( Route and Aerodrome Instructions

and Information )
Route and Aerodrome Qualification RAQ

Special Aerodrome Briefings
SAB
Route & Aerodrome Information
RAI
INFORMATION APPENDIX
INF APP
Introduction
FLEET-INFO
Page
2,
Date 13.12.99
B767 WKB PRF, Rev.3

RECORD OF REVISION
REVISIO
N
NUMBER
CHAPTER
REVISION
DATE
PREFACE
10.01.2000
EFRAS
10.01.2000
INITIALS
SIGNATURE
Note:
It is the responsibility of the workbook holder to keep it up to date.
B767 WKB PRF, Rev. 4
INTENTIONALLY
LEFT
BLANK
Page
4,
Date 16.11.99
B767 WKB PRF, Rev.3
Lauda Air BOEING 767

Operations Manual
Normal Procedures
Table of Contents
Chapter NP
Section 0
lntroduction ............................................................................................................NP.10.1
General...............................................................................................................NP.10.1
Deviations from Normal Procedures .......................................................NP.10.1
Normal Procedures ...........................................................................................NP.10.1
Autopilot Flight Director System and Flight
Management System Monitoring ...........................................................NP.10.2
CDU Operation...........................................................................................NP.10.3
Radio Procedure.........................................................................................NP.10.3
ATC Procedure ..........................................................................................NP.10.3
Altimeter Procedures.................................................................................NP.10.4
Decision height reference indicator setting...........................................NP.10.4
Reference altitude marker (RAM) setting ..............................................NP.10.4
EHSI MAP Mode Procedure....................................................................NP.10.5
Instrument Approach Procedures General............................................NP.10.5
Final Approach Procedures General.......................................................NP.10.6
Area of Responsibility and Panel Scan.........................................................NP.10.7
Amplified Procedures .............................................................................................NP.20.1
Preflight..............................................................................................................NP.20.1
Exterior Inspection.....................................................................................NP.20.1
Cockpit Preparation...................................................................................NP.20.1
Cockpit Preparation First Officer (electrical power
established) ................................................................................................NP.20.1
Cockpit Preparation First Officer (electrical power not
established) ................................................................................................NP.20.2
Cockpit Preparation Captain ...............................................................NP.20.11
Cockpit Preparation Final....................................................................NP.20.15
Engine Start .....................................................................................................NP.20.18
Engine Start Procedure ...........................................................................NP.20.18
January 01, 1998
NP.0.1
Normal Procedures
Table of Contents

Operations Manual
After Start Procedure ..............................................................................NP.20.19

Taxi-out and Takeoff......................................................................................NP.20.21
Before Takeoff Procedure......................................................................NP.20.21
Takeoff Procedure ..................................................................................NP.20.22
Climb and Cruise.............................................................................................NP.20.24
Climb Procedure .......................................................................................NP.20.24
Cruise Procedure......................................................................................NP.20.25
Approach and Landing .................................................................................NP.20.26
Descent Procedure ..................................................................................NP.20.26
Landing Procedure ..................................................................................NP.20.28
Go - Around Procedure...........................................................................NP.20.30
Landing Roll Procedure ..........................................................................NP.20.31
Taxi-in and Park ..............................................................................................NP.20.32
After Landing Procedure ........................................................................NP.20.32
Shutdown Procedure...............................................................................NP.20.33
Secure Procedure .....................................................................................NP.20.35
Flight Patterns .........................................................................................................NP.30.1
Takeoff...............................................................................................................NP.30.1
ILS Approach....................................................................................................NP.30.2
Non-Precision Approach ................................................................................NP.30.3
Circling...............................................................................................................NP.30.4
Circling Approach Plan View..........................................................................NP.30.5
Visual Traffic Pattem........................................................................................NP.30.6
Standard Callouts ....................................................................................................NP.40.1
Standard Callouts .............................................................................................NP.40.1
Standard Callouts Summary............................................................................NP.40.2
Standard Phraseology .....................................................................................NP.40.3
Cockpit/Cabin Reports and Signals .....................................................................NP.50.1
Cockpit/Cabin Reports and Signals ...............................................................NP.50.1
NP.0.2
January 01, 1998

Operations Manual
Normal Procedures
Introduction
Chapter NP
Section 10
General
This chapter contains two tabbed sections titled Normal Procedures and
Supplementary Normal Procedures. The first section incorporates routine normal
procedures and associated flight patterns. The second section incorporates normal
procedures and flight patterns that are accomplished as required rather than routinely
performed on every flight.
Deviations from Normal Procedures

If any deviations from procedures are required, the term NONSTANDARD shall be
used.
Normal Procedures
Normal procedures are used by the trained flight crew to ensure the airplane
condition is acceptable for flight and that the cockpit is correctly configured for each
phase of flight. These procedures assume that all systems are operating normally and
that automated features are fully utilized.
Normal procedures are performed from recall and follow a panel scan pattern. These
procedures are designed to minimize crew workload and are consistent with new
flight deck technology. All procedural information is task orienteted.
Before engine start, when possible, individual system lights and indications are used
to verify system status when the system is activated or configured for flight. After
engine start, EICAS is used as the primary indication of a non-normal system
condition or improper configuration.
If an improper indication is noted during accomplishment of procedures, first verify
the proper control position. Then, if necessary, check the appropriate circuit
breaker(s) and test the related system light(s).
Exterior lighting used during periods of darkness, cockpit lighting and personal
comfort items such as sidewall heaters are systems that are assumed to have obvious
procedural requirements and are not addressed in this section.
Flight crewmember duties have been organized in accordance with an area of
responsibility concept. Each crewmember is assigned a cockpit area where the
crewmember can initiate action for required procedures. The panel illustration
followed on next page describes the crewmember's area of responsibility and scan
flow pattern for each panel. A normal scan flow is encouraged; however, certain
items may be handled in the most logical sequence for existing conditions (e.g., air
January 13, 2000 Rev.3
NP.10.1
Normal Procedures
Introduction
Operations Manual
conditioning, flight plan loading, etc.). Actions outside the crewmembers area of
responsibility are initiated at the direction of the Captain.
General phaseofflight responsibilities are as follows:
Pilot flying:
flight path and airspeed control.
airplane configuration.
navigation.
Pilot not flying:
checklist reading.
communications.
tasks requested by PF.
Phase of flight duties beginning with engine starting and ending with the after
landing procedure, are presented in table form in the appropriate procedures section.
The first officer, when flying the aircraft, performs the duties listed under pilot flying
and the captain performs those duties listed under pilot not flying.
Note: Although the mode control panel is designated as the pilot flyings
responsibility, the pilot not flying should operate the controls on the mode
control panel at direction of the pilot flying when the airplane is being flown
manually.
The Captain, however, retains final authority for all actions directed and performed.
Autopilot Flight Director System and Flight

Management System
When the autopilot, flight director, or autothrottle are in use and a mode change is
selected or is scheduled to occur, the annunciation must be verified on the autopilot
flight director system (AFDS). Airplane course, vertical path, and speed must always
be monitored.
Similarly, when a thrust reference mode change is selected or is scheduled to occur,
the annunciation must be verified on the EICAS.
In LNAV and VNAV, all airplane course, vertical path, thrust, and speed changes
must be verified.
NP.10.2
Rev.3 January 13, 2000

Operations Manual
No
Introduction
CDU Operation
On the ground Control Display Unit (CDU) manipulations are normally performed by
the First Officer and verified by the Captain.
In automatic flight, CDU entries are accomplished by the pilot flying and verified by
the pilot not flying prior to execution. However, during high workload periods such
as departure, approach or holding, CDU entries shall be accomplished by the pilot
not flying on command of the pilot flying.
In manual flight, CDU entries are accomplished by the pilot not flying and verfied by
the pilot flying prior execution.
CDU manipulations should be accomplished prior to high workload periods such as
departure, arrival or holding. During high workload periods, using autopilot modes
such as heading select, flight level change, and the speed intervention feature along
with the HSI MAP Switches may be more efficient than making complex CDU
changes.
Radio Procedure
The L VHF shall be used for ATC communication.
The R VHF shall be used for company communication, weather broadcast or 121.5
Mhz listening watch.
The C VHF shall be used for DATA communication.
ATC Procedure
ATC heading and/or altitude clearances must be checked by both pilots.
On the ground, the first officer reads back heading and/or altitude clearances to ATC
and sets the heading/altitude in the heading/altitude window on the MCP. The
captain calls "Heading ____" , "____" feet, FL "____ , checked".
In manual flight, the pilot not flying reads back heading and/or altitude clearances to
ATC and sets the heading/altitude in the heading/altitude window on the MCP. The
pilot flying calls "Heading____" , "____" feet, FL "____ , checked.
In automatic flight, the pilot not flying reads back heading and/or altitude clearances
to ATC. The pilot flying sets the heading/altitude in the heading/altitude window on
the MCP. The pilot not flying calls "Heading ____" , "____" feet, FL "____,
checked.
NP.10.3
Normal Procedures
Introduction
Operations Manual
Altimeter Procedures
The pressure scale reading on the Captains, standby and Copilots altimeters shall
be set to a common value as follows:
Departing aircraft shall use QNH whilst climbing until passing transition altitude,
thereafter using standard pressure.
Aircraft descending for landing change to QNH on departing transition level;
however, aircraft may relate vertical position to QNH as soon as a clearence
down to an altitude (QNH) or after an approach clearance has been received and
descent commenced, provided level flight above the Transition Altitude is not
anticipated (an anticipatory altimeter setting resulting from the procedure above
may occasionally need to be reversed to standard pressure upon an ATC
request for an unexpected level-off or for FL report prior to crossing the
transition level).
Decision height reference indicator setting
For takeoff set decision height reference indicator to -20 feet.
For approaches where DA/MDA is based on the use of barometric altimeter,

set the decision height reference indicator to:
150ft for precision approaches
- 300ft for non-precision approaches.
For approaches where DH is based on the use of radio altimeter, set the
decision height reference indicator to:
- applicable DH for CATII/IIIA/IIIB
- -20 feet for CATIIIB without DH.
Reference altitude marker (RAM) setting
For takeoff set reference altitude marker to single-engine cleanup altitude,

according to AAM.
For Non-precision approaches: Set RAM to applicable MDA.
For CAT I approaches:
Set RAM to applicable value.
For CAT II/III approaches:
Set RAM to zero (12 o'clock position).
NP.10.4

Operations Manual
No
Introduction
EHSI MAP Mode Procedure

It is Lauda Air policy to use EHSI MAP MODE for takeoff.
If a close-in turn after T/O is defined by an ILS DME distance (e.g. SZG rwy16) or the
LOC has to be followed (e.g. INN rwy 08) the system requires the PNF to position the
EHSI MODE SELECTOR to EXP ILS with relevant ILS frequency selected, in order to
receive required ILS DME reading for track varification. EHSI MAP should be
reselected by the PNF as soon as practicable after ILS DME info is no longer
required.
Instrument Approach Procedures General
During the intermediate approach EHSI MAP mode should be used.

Generally for instrument approaches EHSI ILS or EHSI VOR mode, as applicable,
should be selected on one side, preferably by PF (Expanded ILS/VOR mode is
recommended).
- For ILS approaches EHSI MAP mode can be used on both side of pilots,
but if ILS DME readout is required for APP select EHSI ILS mode prior to
intercepting localizer.
- For VOR approaches select EHSI VOR mode prior commencing the VOR
approach.
- For NDB and circling approaches the EHSI MAP mode may only be used
as additional information to RAW DATA.
Note: Intercept localizer with HDG SEL (localizer intercept in LNAVMode is not authorized).
Note: Circling is a visual maneuver where the runway, runway lights
or special visual circling aids should be kept in sight while at
MDA for circling.
The A/T ARM switch will stay in ARM throughout the approach and landing
(except S/E).
Setting of missed approach altitude:
-on precision approaches at G/S capture

-on non-precision approaches
at MDA
NP.10.5
Normal Procedures
Introduction

Operations Manual
Final Approach Procedure General

During final approach the following is not permitted:
After passing FAF/FAP:
- resetting of minima (new minima should be
called out instead by PF and confirmed by PNF)
Below 500ft :
NP.10.6
- change of configuration
- recall items
- reading of non-normal checklist

Operations Manual
No
Introduction
Area of Responsibility and Panel Scan
NP.10.7
Normal Procedures
Introduction

Operations Manual
Intentionally Blank
NP.10.8

Operations Manual
Normal Procedures
Chapter NP
Amplified Procedures
Section 20
PREFLIGHT
Exterior Inspection
Prior to each flight, the captain must verify the airplane is acceptable for flight.
Check:
Flight control surfaces unobstructed and all surfaces clear of ice, snow, or
frost.
Door and access panels (not in use) properly secured.
Ports and vents unobstructed.
Airplane free of damage and fluid leakage.
Wheel chocks in place and ground locking pins removed and nose gear steering
lever in normal position.
Tire condition.
Gear struts not fully compressed.
Cockpit Preparation
The following procedures assume the crew is aware of the airplane maintenance
status.
Cockpit Preparation First Officer (electrical power not established)

This procedure assumes electrical power is not established.
The following cockpit preparation procedures are accomplished to permit safe
application of electrical power.
STANDBY POWER selector ..............................................AUTO
BATTERY switch ................................................................. ON
Verify battery DISCH light illuminated and standby bus OFF light
extinguishes.
March 18, 2000 Rev.3
P.20.1
Normal Procedures

Operations Manual
HYDRAULIC ELECTRIC pump switches ............................. OFF

HYDRAULIC DEMAND pump selectors................................ OFF
Landing gear lever ........................................................... DOWN
ALTERNATE FLAPS selector ...........................................NORM
Electrical power ............................................................ Establish
APU selector - START
If APU desired, rotate selector to START and release to ON, or;
EXTERNAL POWER switch - PUSH
If external power desired, push switch when AVAIL light illuminated and
verify ON light illuminated.
Cockpit Preparation First Officer (electrical power established)

This procedure assumes the power up procedure has been accomplished and
electrical power is established.
After electrical power is established, the following procedures are accomplished
in their entirety on each originating trip or crew change, or following maintenance
action.
BULK CARGO HEAT selector .................................NORM/VENT
Select as appropriate for cargo carried.
FLIGHT RECORDER switch ...........................................NORM
SERVICE INTERPHONE switch .......................................... OFF
RESERVE BRAKES AND STEERING
RESET/DISABLE switch .................... CLOSED (guarded position)
Verify ISLN light extinguished.
Circuit breakers................................................................. Check
RAIN REPELLENT ........................................................... Check
Verify sight gage level is above refill mark, pressure indicator within green
band and shutoff valve handle in vertical position.
A/C documents and route manuals ...................................... Check
NP.20.2
Rev.3 March 18, 2000

Operations Manual
Normal Procedures
Emergency equipment........................................................ Check

Fire Extinguisher - Checked and stowed
Verify trigger safety wire intact.
Crash axe - Stowed
Smoke goggles - Stowed
Life vests (If required) - Stowed
IRS ................................................................... OFF, then NAV
Verify ALIGN lights illuminated.
Note: A complete IRS alignment is recommended if the total time in

the navigation mode is expected to exceed 18 hours.
YAW DAMPER switches ...................................................... ON
INOP lights remain illuminated until IRS alignment complete.
ELECTRONIC ENGINE CONTROL switches ...................NORM

Hydraulic system .................................................................. Set
PRIMARY ENGINE pump switches - ON
The PRESS lights remain illuminated until the associated engine is
started.
PRIMARY ELECTRIC pump switches - OFF
DEMAND pump selectors - OFF
WINDOW HEAT switches * ................................................... ON
Verify INOP lights extinguished.
HF radios ............................................................................ Set

EVACUATION SIGNAL COMMAND
Switch* ............................................. CLOSED (guarded position)
Electrical system .................................................................. Set
BATTERY switch - ON
Verify DISCH light extinguished.
STANDBY POWER selector - AUTO
As installed
NP.20.3
Normal Procedures

Operations Manual
Verify standby power bus OFF light extinguished.
NP.20.4

Operations Manual
Normal Procedures
BUS TIE switches - AUTO

Verify AC BUS OFF and utility bus OFF lights extinguished.
GENERATOR CONTROL switches - ON
The OFF and DRIVE lights remain illuminated until the associated engine
is started.
APU selector .................................................................. START
If APU required in lieu of external power for electrical or pneumatic power,
rotate selector to START and release to ON.
Lighting panel ....................................................................... Set

TAXI and RUNWAY TURNOFF light switches OFF
EMERGENCY LIGHTS switch ............ ARMED (guarded position)
Verify UNARMED light extinguished.
PASSENGER OXYGEN ON light ............................. Extinguished
CAUTION: Switch activation will cause deployment
of passenger oxygen mask.
RAM AIR TURBINE UNLKD light ............................ Extinguished
CAUTION: Switch activation will cause deployment of
ram air turbine.
Engine ignition selector ....................................................1 OR 2
Fuel system ......................................................................... Set
FUEL JETTISON* - OFF
FUEL PUMP switches - OFF
CROSSFEED VALVE switch(es)* - OFF
Verify VALVE light(s)* extinguished.
WING and ENGINE ANTI-ICE switches ............................. OFF
As installed
NP.20.5
Normal Procedures
Operations Manual
POSITION light switch - ON

RED and WHITE ANTI-COLLISION light switches - OFF
WING light switch - As required
LANDING and NOSE GEAR light switches - OFF
WINDOW HEAT switches * ................................................... ON
CARGO HEAT switches * ....................................................... ON
PASSENGER SIGNS selectors .............................................. Set
NO SMOKING selector - AUTO or ON
SEATBELTS selector - AUTO or ON
Pressurisation system ........................................................... Set
CABIN ALTITUDE AUTO RATE control - INDEX
LANDING ALTITUDE Destination airport elevation
CABIN ALTITUDE MODE selector - AUTO 1 or AUTO 2
EQUIPMENT COOLING mode selector .............................AUTO
LOGO light switch - ON during nighttime operation
INDICATOR LIGHTS switch As desired
AIR CONDITIONING system ............................................... Set
APU and ENGINE BLEED air switches - ON
Verify APU VALVE light extinguished.
Engine OFF lights remain illuminated until associated engine is started.
LEFT, CENTER and RIGHT ISOLATION switches - ON

Verify VALVE lights extinguished.
PACK control selectors - AUTO

Verify PACK OFF lights extinguished.
TRIM AIR switch ON

RECIRCULATION FAN switches - ON
As installed
NP.20.6

Operations Manual
Normal Procedures
COMPARTMENT temperature controls - AUTO

Set as desired and verify INOP lights extinguished.
FORWARD CARGO air CONDITIONING/

VENT FAN system* .............................................................. Set
CARGO HEAT switches * ....................................................... ON
Right VOR/DME ..............................................................AUTO
Right FLIGHT DIRECTOR switch ......................................... ON
EICAS display................................................................... Check
Indications Normal. Verify:
primary engine indications display existing conditions
no exceedance values are displayed.
Secondary ENGINE display switch Push

Secondary ENGINE display Verify:
secondary engine indications display existing conditions
no exceedance values are displayed.
STATUS display switch Push

STATUS display Verify:
hydraulic quantities do not display RF
oxygen pressure is sufficient for flight.
If any status message is displayed, refer to the Minimum Equipment List
(and Dispatch Deviation Guide for information only or airline equivalent) to
determine if dispatch relief is available.
COMPUTER selector - AUTO

THRUST REFERENCE SETTING selectors - BOTH and IN
Verify TO mode annunciated.
CDU ................................................................................... Set

INIT REF key Push
INDEX line select key Push
As installed
NP.20.7
Normal Procedures
Operations Manual
IDENT line select key Push

IDENT page Check
Verify active date current.
POS INIT line select key Push
Verify time correct.
Present position Enter
Enter present position using the most accurate latitude and longitude.
ROUTE line select key Push
Enter:
flight number
route.
ACTIVATE line select key Push

EXEC key Push
DEP ARR key Push
Select runway and SID.
Verify SID and route are correct.
EXEC key Push
PERF INIT line select key - Push
Enter:
reserve fuel
cruise altitude
cost index.
step size value.
TAKEOFF line select key - Push
TAKEOFF page1:
Enter takeoff flap setting.
TAKEOFF page2:
Check and/or enter:
acceleration height.
runway wind.
runway slope.
Flight instrument control panel ............................................... Set
ADI DH Reference marker set -20
HSI RANGE selector Select:
10 NM range as pilot flying.
NP.20.8

Operations Manual
Normal Procedures
20 NM range as pilot non flying.

HSI Mode selector - MAP
WEATHER RADAR switch - OFF
MAP switches - AS DESIRED
Weather radar ...................................................................... Set
Fire extinguishing system .................................................. Check
ENGINE and APU fire switches - IN
CARGO FIRE switches - OFF
ENGINE, CARGO, and APU fire bottle discharge lights - Extinguished
VHF comms ........................................................................ Set
Audio selector panel .............................................................. Set
ADF ................................................................................... Set
Transponder ......................................................................... Set
Transponder ALTITUDE SOURCE selector* ON
Transponder mode selector* STBY
Transponder code window - 2000
ILS ...................................................................................... Set
ACARS* ............................................................................... Set
Cockpit window ......................................... CLOSED and Locked
Verify handle in locked (forward) position and WINDOW NOT CLOSED
decal hidden from view.
Crew oxygen ...........................................................Test and set
Mask - Stowed
Normal/100% selector - 100%
RESET/TEST slide lever - Push and hold
Verify yellow cross appears momentarily in flow indicator.
EMERGENCY/TEST selector - Push and hold
As installed
NP.20.9
Normal Procedures

Operations Manual
Simultaneously push the EMERGENCY/TEST selector and

RESET/TEST slide lever.
Verify yellow cross appears continuously in flow indicator.
EMERGENCY/TEST selector - Release

RESET/TEST slide lever - Release
Verify yellow cross no longer appears in flow indicator.
Right INSTRUMENT SOURCES SELECTOR/switches ........ Check

FLIGHT DIRECTOR source selector - R
NAV source selector - FMC R
Alternate source switches - OFF
Right flight instruments ......................................................... Set
NOTE: IRS alignment must be complete before VSI, ADI, HSI,
and RDMI checks.
Altimeter - Set
Set barometric indication. Verify proper altitude and no flag.
Vertical speed indicator - Check
Verify indication zero and OFF flag not in view.
Clock - Set
ADI - Check
Verify proper attitude, flight director command bars, flight mode displays
TO, TO, FD, proper airspeed, and no flags.
HSI - Check
Verify magnetic track, present heading, appropriate route and no flags.
Plan mode may be selected to verify route.
Airspeed indicator* - Check
Verify proper speed and no flags.
RDMI - Check
Position ADF/VOR selectors, as desired. Verify present heading and no
inappropriate flags.
AUTOLAND STATUS annunciator .................................... Check
Verify blank indications.
HEADING REFERENCE switch ......................... NORM or TRUE
Position as required.
NP.20.10

Operations Manual
Normal Procedures
ALTERNATE GEAR EXTEND switch ................................. OFF

ALTERNATE FLAPS ....................................................... Check
ALTERNATE FLAPS selector - NORM
ALTERNATE FLAPS switches - OFF
GROUND PROXIMITY/ CONFIGURATION
GEAR OVERRIDE switch.................................................... OFF
GROUND PROXIMITY
FLAP OVERRIDE switch .................................................... OFF
Seat ................................................................................ Adjust
Position set for optimum eye reference.
Rudder pedals .................................................................. Adjust
Adjust to permit full rudder pedal and brake application.
Accomplish BEFORE START CHECKLIST TO THE LINE on command of
Captain.
NP.20.11
Normal Procedures
Operations Manual
Cockpit Preparation Captain

Maintenance documents..................................................... Check
Left VOR/DME ................................................................AUTO
AFDS MCP ...................................................................................................... Set
Left FLIGHT DIRECTOR switch - ON

AUTOTHROTTLE switch - ARM
IAS/MACH selector - Set 100
HEADING - Set initial heading
BANK LIMIT selector - AUTO
ALTITUDE - Set initial altitude
AUTOPILOT DISENGAGE bar - UP
CDU ................................ ................................................... Set
INIT REF key Push
INDEX line select key Push
IDENT line select key Push
IDENT page Check
Verify active date current.
POS INIT line select key Push
Verify present position and time correct.
Verify:
flight number correct
route correct.
PERF INIT line select key - Push

Verify:
reserve fuel correct
cruise altitude correct
cost index correct
step size value correct.
TAKEOFF line select key - Push
TAKEOFF page1:
Verify takeoff flap setting correct.
NP.20.12

Operations Manual
Normal Procedures
TAKEOFF page2:
Verify:
acceleration height correct
runway wind correct
runway slope correct.
Flight instrument control panel ............................................... Set
ADI DH Reference marker set -20
HSI RANGE selector Select:
10 NM range as pilot flying.
20 NM range as pilot non flying.
HSI Mode selector - MAP
WEATHER RADAR switch - OFF
MAP switches - AS DESIRED
SPEEDBRAKE lever ....................................................... DOWN
Reverse thrust levers ...................................................... DOWN
NOTE: Movement of the reverse thrust lever could result in
operation of the engine thrust reverser.
Forward thrust levers ...................................................CLOSED
FLAP lever .......................................................................... Set
Position lever to agree with flap position.
PARK BRAKE ...................................................................... Set
Observe PARK BRAKE light illuminated.
STABILIZER TRIM CUTOUT switches ............................NORM
FUEL CONTROL switches ..........................................CUT OFF
Audio Selector Panel ............................................................. Set
Cockpit window ........................................ CLOSED & LOCKED
Verify handle in locked (forward) position and WINDOW
NOT CLOSED decal hidden from view.
Crew oxygen ...........................................................Test and set
NP.20.13
Normal Procedures

Operations Manual
Mask - Stowed
Normal/100% selector - 100%
RESET/TEST slide lever - Push and hold
Verify yellow cross appears momentarily in flow indicator.
EMERGENCY/TEST selector - Push and hold

Simultaneously push the EMERGENCY/TEST selector and
RESET/TEST slide lever.
Verify yellow cross appears continuously in flow indicator.
EMERGENCY/TEST selector - Release

RESET/TEST slide lever - Release
Verify yellow cross no longer appears in flow indicator.
Left INSTRUMENT SOURCES SELECTOR/switches .......... Check

FLIGHT DIRECTOR source selector - L
NAV source selector - FMC L
Alternate source switches - OFF
Flight instruments ................................................................. Set
NOTE: IRS alignment must be complete before RDMI, ADI,
HSI and VSI checks.
Metric altimeter * - Check
Verify proper altitude and no flag.
Airspeed indicator* - Check
Verify proper speed and no flags.
RDMI - Check
Position ADF/VOR selectors as desired.
Verify present heading and no inappropriate flags.
ADI - Check
Verify proper attitude, flight director command bars, flight mode displays
TO, TO, FD, proper airspeed, and no flags.
HSI - Check
Verify magnetic track, present heading, appropriate route and no flags.
Plan mode may be selected to verify route.
As installed
NP.20.14

Operations Manual
Normal Procedures
Altimeter - Set
Set barometric indication.
Verify proper altitude and no flags.
Vertical speed indicator - Check
Verify zero rate and no flag.
Clock - Check
AUTOLAND STATUS annunciator ...... .............................. Check
Verify blank indications.
RESERVE BRAKES and STEERING switch ............................OFF
Verify VALVE light extinguished.
Standby flight instruments ..................................................... Set
Attitude indicator - Check
Verify proper attitude. Position ILS selector to OFF and verify no flags.
Airspeed indicator - Check
Verify proper speed.
Altimeter - Set
Set barometric indication. Verify proper altitude.
Standby engine indicator selector .......................................AUTO
AUTO BRAKES selector ..................................................... OFF
Seat ................................................................................ Adjust
Position seat for optimum eye reference.
Rudder pedals ................................................................... Adjust
Adjust to permit full rudder pedal and brake application.
Call for BEFORE START CHECKLIST TO THE LINE.
Note: A takeoff briefing shall be accomplished by the pilot flying after
the preflight check, so as not to interfere with the Before Start
Procedure. It shall include:
- aircraft configuration
- normal departure procedure: anticipated routing
- MCP setting and NAV setting
- rejected takeoff procedure
NP.20.15
Normal Procedures
Operations Manual
- departure procedure with one engine inoperative

- extras
NP.20.16

Operations Manual
Normal Procedures
Cockpit Preparation - Final

This procedure is accomplished after flight documents are aboard and flight crew is ready for
push back and/or engine start.
INIT REF key Push

CDU........................................................................... Set
Verify fuel quantities agree:
upload fuel quantity

EICAS
CDU.
Enter:
zero fuel weight.
THRUST LIM line select key Push

Select takeoff thrust:
full thrust or
assumed temperature derate.
Verify correct thrust reference mode displayed.

TAKEOFF line select key Push
Enter CG.
Position Shift (If required) - ENTER
Select or enter takeoff speeds.
MCP ............................................................................ Set
IAS/MACH selector Rotate
Set V2 speed in the IAS/MACH window.

Pushback and/or start clearance..................................Obtain
C, F/O
Obtain clearance from ATC and ground crew.
Before start setup................................................... Command

HYDRAULIC system..................................................... Set
C
F/O
Note: Pressurize right system first to prevent fluid transfer between

systems.
NP.20.17
Normal Procedures
Operations Manual
Right DEMAND pump selector AUTO

Verify FAULT light extinguished.
C1 and C2 PRIMARY pump switches ON
Verify FAULT lights extinguished.
Center DEMAND pump selector AUTO
Left DEMAND pump selector AUTO
NOTE: Centre number two PRESS light will illuminate until an
engine is started.
FUEL panel................................................................... Set
F/O
LEFT and RIGHT FUEL PUMP switches ON

Verify PRESS lights extinguished.
If center tank contains fuel:
CENTER FUEL PUMP switches ON
Note: PRESS lights may not be extinguished due to load
shedding. Indications will be normal after engine
start.
RED ANTI-COLLISION light switch.............................. ON
F/O
PACK CONTROL selectors.......................................... OFF
F/O
Trim ..................................................____ Units, zero, zero
Stabilizer trim ___ UNITS

Set for takeoff.
Check in illuminated greenband.
NP.20.18

Operations Manual
Normal Procedures
Aileron trim ZERO

Rudder trim ZERO
Recall....................................................................... Check
Verify only appropriate alert messages displayed.

RECALL/CANCEL switch Push
Verify messages cancelled.
Secondary Engine Display ............................................. ON
Call for BEFORE START CHECKLIST BELOW THE LINE.
Accomplish remaining items on BEFORE START checklist.F/O
NP.20.19
Normal Procedures
Operations Manual
ENGINE START
Engine Start Procedure
The term L (R) engine is used with ground personnel and in the cockpit.
The normal start sequence is right then left.
Captain
Call START _____ ENGINE.
First Officer
Position _____ START selector to GND.
Push CLOCK switch.
Observe oil pressure increase.

Position _____ FUEL CONTROL switch
to run at maximum motoring N2** ( 15%
minimum).
Push CLOCK switch..
Monitor engine displays for normal indications until stabilized at idle.
Reset CLOCK.
Reset CLOCK.
Note: **Maximum motoring speed is reached when N2 acceleration is

less than approximately 1% in five seconds.
Note: Do not advance thrust beyond that required for taxi until 50C
oil temperature.
Monitor engine displays for start parameters listed below until engine is stabilized at idle:
Oil pressure should rise before selecting RUN.
EGT should rise within 20 seconds after selecting RUN.
N1 rotation must increase at EGT rise.
EGT must stay within limits.
N2 should reach idle within two minutes after selecting RUN.
NP.20.20

Operations Manual
Normal Procedures
Repeat procedure to start remaining engine.
Note: Momentary ENGINE STARTER message may occur on

initiation of second engine start.
After Start Procedure

After start setup .................................................. Command
APU selector............................................................... OFF
F/O
ENGINE ANTIICE selectors .............................As required
F/O
Left and Right Isolation switches .................................. OFF
F/O
Pack Control Selector ................................................AUTO
F/O
EICAS Display.......................................................... Check

Recall Switch PUSH
Verify only appropriate alert messages displayed.
Status Display ON
Flight controls........................................................... Check

Displace control wheel and control column to full travel in
both directions and verify:
freedom of movement
controls return to center.
Hold the nose wheel steering tiller during rudder check to

prevent undesired nose wheel movement.
Displace rudder pedals to full travel in both directions and
verify:
freedom of movement
rudder pedals return to center.
EICAS Display.............................................................. Set

Secondary Engine Display - ON
NP.20.21
Normal Procedures
Operations Manual
Auto Brakes Selector ................................................... RTO
Ground equipment.......................................................Clear
Call for AFTER START CHECKLIST.
Accomplish AFTER START checklist.
F/O
NP.20.22
Normal Procedures
Operations Manual
TAXI-OUT AND TAKEOFF

Before Takeoff Procedure
Captain
First Officer
Obtain taxi clearance.
Position ELAPSED TIME selector to
RUN with start of taxi or start of
pushback whichever occurs first.
Brief taxi clearance.

Verify and call "LEFT SIDE CLEAR".
Verify and call "RIGHT SIDE CLEAR".
Position TAXI and RUNWAY TURN

OFF light switches ON.
Release parking brake.
Call for FLAPS _____ as required for
takeoff.
Position flap lever to takeoff setting and

call "FLAPS _____ SET", when flaps have
reached the commanded position.
Notify cabin crew to be seated for takeoff.

Call for BEFORE TAKEOFF
CHECKLIST.
Accomplish BEFORE TAKEOFF

checklist.
NP.20.23
Normal Procedures
Operations Manual
Takeoff Procedure
Captain
First Officer
Position LEFT and RIGHT LANDING

light switches ON and TAXI light switch
OFF.
Position STROBE light switch ON.
Verify TFC displayed on HSI.
Verify TFC displayed on HSI.
Select WXR as required.
Select WXR as required.
Position transponder mode selector to

TA/RA.
Align airplane with runway.

After takeoff clearance received call
Reply "MY CONTROLS" if pilot flying.
"YOUR CONTROLS" if the first officer is
the pilot flying.
RUN.
Release brakes.
Advance thrust levers to approximately
1.1 EPR.
Push EPR/THR switch.
Adjust takeoff thrust prior to 80 knots, if
required.
Pilot flying
Pilot not flying
Verify correct takeoff thrust set.

Monitor engine instruments throughout
takeoff.
Verify 80 knots and call CHECKED.
Call "80 KNOTS".
Monitor airspeed.
Call "V1".
Rotate at VR.
At VR call "ROTATE".
Establish a positive rate of climb.
Monitor airspeed and vertical speed.
Continued
NP.20.24

Operations Manual
Pilot flying
Verify positive rate of climb.
Call for GEAR UP.
Normal Procedures
Pilot not flying

Call "POSITIVE RATE", when a positive
rate of climb is indicated on the pressure
altimeter and VSI.
Position landing gear lever UP.
Maintain V2 +15 to 25
After climb stabilized, at 400 feet call for
LNAV or HEADING SELECT,
HEADING _____".
Push LNAV or heading select switch.

Set heading as required.
At flap retraction altitude, call for VNAV Push VNAV or FLCH.

or FLCH".
Call for "FLAPS _____" according to flap
retraction schedule.
Position flap lever as directed and call

"FLAPS _____ SET", when flaps have
After flap retraction call "ENGAGE

CENTER A/P".
Engage center A/P.
Call for AFTER TAKEOFF
Accomplish AFTER TAKEOFF
CHECKLIST.
checklist.
Note: LNAV shall be used if it is obvious that LNAV track can be followed after
takeoff.
Heading select shall be used as a preference over LNAV if:
- large heading changes have to be executed immediately after takeoff
- clearance by ATC to follow a specific heading after takeoff
- departure procedure or route does not commence at the end of runway
- initial turning points are determined by DME distance (noise abatement)
NP.20.25
Normal Procedures
Operations Manual
CLIMB AND CRUISE

Climb Procedure
Pilot Flying
Pilot Not Flying

Call "TRANSITION" at transition
altitude.
Set altimeters to standard and call Verify altimeter setting and indication and
call "CHECKED".
"STANDARD", flight level "_____".
Verify altitude and call "CHECKED".
Captain
Call "10.000" feet or flight level "100".

First Officer
At 10.000 feet or flight level 100 position

LANDING and RUNWAY TURNOFF
light switches OFF.
At flight level 200 and no turbulence
expected, position SEAT BELTS selector
to AUTO.
Note: If required the SEAT BELTS selector maybe switched to AUTO

below flight level 200 but above flight level 100/10000 ft if no
turbulences expected.
NP.20.26

Operations Manual
Normal Procedures
Cruise Procedure
Pilot Flying
Pilot Not Flying

At or before center tank fuel quantity
reaches 500kgs, position CENTER FUEL
PUMP switches OFF.
During the last hour of cruise on all
Extended Range (more than one hour from
adequate airport) flighs, perform Fuel
Crossfeed Valve Check.*
Note: The fuel crossfeed valve check is not required on airplanes with
two fuel crossfeed valves.
Note: During cruise in case of turbulences, no smoking and seat belts
sign selectors will be operated by the captain also when acting
as pilot flying.
NP.20.27
Normal Procedures
Operations Manual
APPROACH AND LANDING

Descent Procedure
Pilot Flying
Prior to top of descent, modify active
route as required for arrival and approach.
Pilot Not Flying

Review active route as required for arrival
and approach.
Set VOR/ADF switches.

Set RADIO or BARO minimum as required for approach.
Select marker beacon on audio control panel.
Select VREF speed.
Verify VREF speed.
Set AUTOBRAKE selector to desired

brake setting.
Accomplish approach briefing.
When cleared to descend, set clearance
limit altitude on MCP.
Captain
First Officer
Position SEAT BELTS selector ON or

cycle if already on.
Note:
An approach briefing shall include:

- clearance limit
- type of approach/ runway in use
- highest sector altitude and actual sector altitude
- initial approach altitude
- inbound track
- FAF/FAP or Outer Marker altitude
- approach minimum, as applicable (MDA/DA/DH)
- missed approach procedure
- NAV setting
- extras (to include braking & taxi procedure)
NP.20.28
Normal Procedures
Operations Manual
Pilot Flying
Pilot Not Flying
Verify altitude and call "CHECKED".
Call "10.000" feet or flight level "100".
Captain
First Officer
At 10.000 feet or flight level 100 position

LANDING and RUNWAY TURNOFF
light switches ON.
Pilot Flying
Pilot Not Flying
Verify correct arrival and approach procedures selected.

Verify NAV aids are tuned and identified.
If transition level will be passed before an
approach clearance or an clearance down to
an altitude:
call "TRANSITION" at transition level.
Verify altimeter setting and indication and
Set altimeters and call QNH setting "____ , call "CHECKED".
_____" feet.
or
If an approach clearance or an clearance
down to an altitude has been received
before passing the transition level:
Set altimeters and call QNH setting "____ ,
_____ " feet.
Verify altimeter setting and indication and
call "CHECKED".
Call for "APPROACH CHECKLIST".
Captain
Accomplish APPROACH checklist.

First Officer
At 5000 feet or flightlevel 050

Position NO SMOKING selector ON
Or cycle if already ON
NP.20.29
Normal Procedures
Operations Manual
Landing Procedure
Pilot Flying
Pilot Not Flying
Call for FLAPS _____ according to flap Position flap lever as directed and call
extension schedule.
When on localizer intercept heading with
localizer and glideslope pointers displayed
and approach clearance received arm APP
mode.
Verify localizer capture and call
CHECKED.
Call LOCALIZER CAPTURE.
At glideslope alive, call for:
Position landing gear lever DOWN.

Position NO SMOKING selector AUTO
and ON, for non-smoking flights only.
Position flap lever to 20 and call "FLAPS
20 SET", when flaps have reached the
commanded position.
GEAR DOWN
FLAPS 20.
Captain
First Officer
Position speedbrake lever to ARM.

Pilot Flying
Pilot Not Flying
Verify glideslope capture and call

CHECKED.
Call GLIDESLOPE CAPTURE.
Call for FLAPS _____ as required for

landing.
Position flap lever as commanded and call

reached the commanded position..
Set missed approach altitude on MCP.
Verify missed approach altitude set and

call _____ feet, FL _____ ,
CHECKED.
NP.20.30
Normal Procedures
Operations Manual
Call for LANDING CHECKLIST
Accomplish LANDING checklist.
Monitor approach progress.

Verify AFDS status at 500 feet radio altitude.
Verify altitude and call CHECKED.
Captain
Call 500feet, FLARE/ROLLOUT

ARMED. (Autoland callout only)
First Officer
Position NOSE LANDING light switch

ON during night operation.
NP.20.31
Normal Procedures
Operations Manual
Go - Around Procedure
Pilot Flying
Push GA switch.
Call for GO-AROUND,
FLAPS 20.
Pilot Not Flying

Position flap lever to 20 and call "FLAPS
20 SET" when flaps have reached the
commanded position.
Verify rotation to goaround attitude and thrust increase.

Verify thrust adequate for goaround and adjust if necessary.
Verify positive rate of climb.
Call for GEAR UP.
Call "POSITIVE RATE", when a positive

rate of climb is indicated on the pressure
altimeter and VSI.
Position landing gear lever UP.
At 400 feet, select LNAV or HDG SEL.

At flap retraction altitude, set speed bug to
the maneuvering speed for the desired flap
setting.
Call for FLAPS _____ according to flap Position flap lever as directed, and call
retraction schedule.
After flap retraction and missed approach
altitude captured, call for appropriate
reference thrust mode .
Set appropriate thrust on TMSP.
(in case of continuous climb to CRZ

altitude set climb thrust and then FLCH
observe 10 MIN Thrust Limit)
Verify missed approach route being tracked and missed approach altitude captured.
Call for AFTER TAKEOFF
CHECKLIST.
NP.20.32
Accomplish AFTER TAKEOFF checklist.
Normal Procedures
Operations Manual
Landing Roll Procedure

Pilot Flying
Pilot Not Flying
Monitor rollout progress and proper autobrake operation.

Verify thrust levers closed and speedbrake Verify speedbrake lever up.
lever up.
If speedbrakes are not extended, call
Without delay, raise reverse thrust levers SPEEDBRAKES and the captain
to the interlocks, hold light pressure until positions the speedbrake lever to up.
release, and then apply reverse thrust as
required.
Verify 60 knots and call CHECKED.
Initiate movement of reverse thrust levers
to reach reverse idle detent by taxi speed.
Call 60 KNOTS.
Position levers full down (forward thrust)

when engines have decelerated to reverse
idle.
Prior to taxi speed, disarm the autobrake
and continue manual braking as required.
Disconnect autopilot prior to runway
turnoff.
Captain
Call "MY CONTROLS" at taxi speed.
First Officer
Reply "YOUR CONTROLS".
WARNING: After reverse thrust is initiated, a full stop

landing must be made.
NP.20.33
Normal Procedures
Operations Manual
After Landing Procedure

Accomplished when clear of the active runway.
Captain
Position speedbrake lever DOWN.
First Officer
Start APU.
Position TAXI light switch ON and White Anti-Collision light switch OFF.
LANDING light switches OFF.
HOLD.
Select weather radar OFF.
Position AUTOBRAKE selector OFF.
Position flap LEVER UP.
Select weather radar OFF.
Position transponder mode selector to

STBY and set transponder code 2000.
Assists Captain by finding cleared
taxiways and parkposition with taxi chart.
Position
TAXI
and
RUNWAY
TURNOFF
light
switches
OFF
approaching parking position.
NP.20.34

Operations Manual
Normal Procedures
TAXI-IN AND PARK

Shutdown Procedure
Parking brake................................................................ Set
Verify PARK BRAKE light illuminated
ELAPSED TIME selector...........................................HOLD
F/O
ENGINE ANTI-ICE selectors....................................... OFF
F/O
Electrical power .................................................... Establish
F/O
If APU power is required:

Check APU RUNNING.
If external power is desired:
F/O
EXTERNAL POWER AVAIL light Illuminated

EXTERNAL POWER switch Push
FUEL CONTROL switches ....................................CUTOFF
Verify ENG and SPARE VALVE lights extinguished
SEAT BELT SIGN selector .......................................... OFF
HYDRAULIC system..................................................... Set
F/O
Note: Depressurize right system last to prevent fluid transfer between

systems.
Left DEMAND pump selectors OFF
Center DEMAND pump selectors OFF
C1 and C2 PRIMARY pump switches OFF
Right DEMAND pump selector OFF
FUEL PUMP switches ................................................. OFF
F/O
RED ANTI-COLLISION LIGHT switch........................ OFF
F/O
NP.20.35
Normal Procedures
Operations Manual
Left and Right Isolation switches .................................... ON
F/O
Right FLIGHT DIRECTOR switch................................ OFF
F/O
Speed bugs ....................................................... Set together
F/O
Reference altitude marker ............... Set to 12 oclock position
F/O
Elapsed Time ............................................................ Reset
F/O
CDU........................................................................... Set
Set EICAS page Flight times
F/O
ADI DH Reference marker ........................................Set -20
F/O
ADF selectors* ............................................................ ANT
F/O
ILS selector.............................................................. PARK
F/O
Left FLIGHT DIRECTOR switch ................................. OFF
Speed bugs ....................................................... Set together
Reference altitude marker ............... Set to 12 oclock position
Elapsed Time ............................................................ Reset
STATUS DISPLAY..................................................... Push
CDU........................................................................... Set
Set PROG page 2/2
IAS/MACH selector................................................. Set 100
Parking brake ......................................................... Release
When wheel chocks in place, release the parking brake.
Call for SHUTDOWN CHECKLIST.
Accomplish SHUTDOWN checklist.
F/O
As installed
NP.20.36

Operations Manual
Normal Procedures
Note: One pilot must be present on the flightdeck with passengers on

board.
Cockpit must be left in a clean manner and both pilots are responsible for:
Interior cockpit lights are turned off.
Charts to be returned to their correct place in the Jeppesen binder.
Cups and waste to be removed and cockpit left in a tidy and clean state.
NP.20.37
Normal Procedures

Operations Manual
Secure Procedure
Accomplish only when aircraft will be left unattended .
IRS selectors .............................................................. OFF
F/O
Left HF ...................................................................... OFF
F/O
EMERGENCY LIGHTS switch..................................... OFF
F/O
WINDOW HEAT switches.......................................... OFF
F/O
Right HF .................................................................... OFF
F/O
PACK CONTROL selectors.......................................... OFF
F/O
CARGO HEAT switches .............................................. OFF
F/O
APU selector/ External Power switch ............................ OFF

When APU RUN light extinguishes:
F/O
STANDBY POWER selector..................................AUTO
F/O
BATTERY switch................................................... OFF
F/O
Call for SECURE CHECKLIST. ........................................
Accomplish SECURE checklist. ...........................................
F/O
NP.20.38
Select next flap position when

Within 20 knots of the
maneuvering
Speed for that position and
Accelerating.
Flap Retraction Schedule

Operations Manual
Normal Procedures
Flight Patterns
October 15, 1997
Chapter NP
Section 30
Takeoff
NP.30.1
Normal Procedures
Flight Patterns

Operations Manual
ILS Approach
NP.30.2
October 15, 1997
Missed approach
- Push GA switch (AFDS)
- Flaps 20
- Go-around attitude
- Go-around thrust
- Posetive rate of climb,
gear up
- At 400 feet select roll
mode (AFDS)
- At flap retraction
altitude, set speed bug for
desired flap setting
- Retract flaps on schedule
- After flap retraction,
set climb thrust
- Select VNAV or FLCH as
required
- Verify tracking route and
altitutde capture
- After Takeoff checklist

Operations Manual
October 15, 1997
Normal Procedures
Flight Patterns
Non-Precision Approach
NP.30.3
Normal Procedures
Flight Patterns

Operations Manual
Circling
NP.30.4
October 15, 1997
Missed approach
- Flaps 20
- Go-around thrust
gear up
mode (AFDS)
set climb thrust
required
altitutde capture

Operations Manual
October 15, 1997
Normal Procedures
Flight Patterns
NP.30.5
Normal Procedures
Flight Patterns
Operations Manual
Circling Approach Plan View
Missed approach
- Flaps 20
- Go-around thrust
gear up
mode (AFDS)
set climb thrust
required
altitutde capture
NP.30.6
October 15, 1997
Go-around
- Flaps 20
- Go-around thrust
- Posetive rate of climb, gear up
- Position F/D switches ON
- At 400 feet select roll mode
(AFDS)
- At flap retraction altitude, set
speed bug for desired flap setting
set climb thrust
required
altitutde capture

Operations Manual
October 15, 1997
Normal Procedures
Flight Patterns
Visual Traffic Pattern
NP.30.7

Operations Manual
Normal Procedures
Standard Callouts
Chapter NP
Section 40
Standard Callouts
Both crewmembers should be aware of altitude, airplane position and situation. Avoid
casual and non-essential conversation during critical phases of flight, particularly
during taxi, takeoff, approach and landing. Unnecessary conversation reduces crew
efficiency and alertness and is prohibited when below 10,000 feet.
The pilot not flying should accomplish callouts based on instrument indications or
observations for the appropriate condition. The pilot flying should verify the
condition/location from his instruments and acknowledge. If the pilot not flying does
not make the required callout, the pilot flying should make it.
One of the basic fundamentals of the Crew Coordination Concept is that each
crewmember must be able to supplement or act as a back-up for the other crewmember.
Proper adherence to standard callouts is an essential element of a well-managed
cockpit. These callouts provide both crewmembers required information about airplane
systems and about the participation of the other crewmember. The absence of a
standard callout at the appropriate time may indicate a malfunction of an airplane
system or indication, or indicate the possibility of incapacitation of the other
crewmember.
When optional GPWS voice callouts occur during approach, the pilot flying should
acknowledge the electronic callout. If the normally expected electronic voice callout is
not heard by the flight crew, the pilot not flying should make the callout.
When the aircraft is aligned by the captain and the first officer is PF, the captain has to
decide when he will handover the controls to the first officer by the callout Your
Controls and the first officer has to confirm this by the callout My Controls.
If the first officer is PF for the approach the captain has to decide when the controls
can be taken over after landing by the callout My Controls and the first officer has to
confirm this by the callout Your Controls.
NP.40.1
Normal Procedures
Operations Manual
Standard Callouts
Standard Callouts Summary

Condition/Location
Takeoff
Callout
(PNF)
Response (PF)
80 knots
V1
Rotate
Positive rate
Checked 1)
1.000 to level off

100/10.000
Checked
Checked
Checked
Checked
Checked
Checked
100 feet above DH/MDA
Localizer capture
Glide slope capture
Localizer intercept
Glide slope intercept
Outer Marker / FAP
_____ (feet) 2) , _____
(QNH)
VOR / NDB / FAF
_____ (feet) 2) , _____
(QNH)
500
Flare / rollout armed 3)
Approaching minimum
DH/MAP
Minimum
Contact/Go -around 4)
60 knots
Checked
Climb and Descent
Gear up
Approach
FD/ILS
ILS raw data
Precision approach
Non precision approach
500 feet
Landing roll
Checked
Checked
Checked 1)
Checked
After 500 feet above field elevation the pilot not flying calls out significant deviations
from programmed airspeed, descent and instrument indications.
Note:
1)
2)
3)
4)
NP.40.2
Incapacitation check
Instrument approach chart altitude has to be called out
Autoland callout only
Not required, if runway in sight and confirmed by both pilots

Operations Manual
No
Standard Callouts
Standard Phraseology
A partial list of recommended words and phrases follows:
THRUST SETTINGS: (If Autothrottle System not available and/or Nonstandard

procedures required )
Set takeoff thrust
Set (or select) go-around thrust
Set (or select) maximum continuous thrust
Set (or select) climb thrust
Set cruise thrust
AFDS SETTINGS:
Engage ___ autopilot
Arm autothrottle arm switch
Flight director switches on/off
Arm approach
Arm localizer
FLAP SETTINGS:
Flaps one
Flaps fifteen
Flaps twenty-five
Flaps up
Flaps five
Flaps twenty
Flaps thirty
AIRSPEED SETTINGS
80 Knots
V1
Rotate
Set VREF plus (additive) or
Set _____ knots
Set flaps_____speed
NP.40.3
Normal Procedures
Standard Callouts

Operations Manual
60 Knots
NP.40.4

Operations Manual
No
Standard Callouts
Intentionally Blank
NP.40.5

Operations Manual
Normal Procedures
Chapter NP
Cockpit/Cabin Reports and Signals
Section 50

Condition/location
Captain
Before Boarding
Cabin
Emergency Equipment
checked and ok
Apron
Close doors
XXX Pax on board and seated
Taxi-out
Send CABIN READY

message
Cabin crew be seated for takeoff
Inflight
At top of descent
Promotion video finished

Position SEAT BELTS selector
ON or cycle if already ON
Approach (at 5000 feet
Position NO SMOKING
or flightlevel 050)
Selector ON or cycle if already

ON
Send CABIN READY

message
Parking position
Position SEAT BELT

Selector OFF
November 01, 1997
Open doors (ensure that

slides are disarmed)
NP.50.1
Normal Procedures
Operations Manual
Intentionally Blank
NP.50.2
November 01, 1997
B767 Non Normal Procedures
TABLE OF CONTENTS
B767 WORKBOOK CHAPTER 1:
PROCEDURES
TABLE OF CONTENTS......................................................................................................... 1
1 INTRODUCTION ....................................................................................................................... 3
2 GENERAL COCKPIT PROCEDURES.......................................................................................... 3
3 REJECTED TAKEOFF ............................................................................................................... 4
4 MALFUNCTION HANDLING ...................................................................................................... 4
5 LOW ALTITUDE LEVEL OFF AFTER TAKEOFF......................................................................... 4
6 AUTOPILOT............................................................................................................................. 5
7 GO-AROUND............................................................................................................................ 5
ONE ENGINE GO-AROUND (WEIGHT AT OR BELOW MAXIMUM LANDING WEIGHT) .................. 5
ONE ENGINE GO-AROUND (WEIGHT ABOVE MAXIMUM LANDING WEIGHT) ............................. 5
8 HIGH ALTITUDE ENGINE FAILURE AND DRIFT DOWN PROCEDURE......................................... 6
9 RAPID DEPRESSURIZATION / EMERGENCY DESCENT ............................................................. 7
10 FLAP/SLAT ASYMMETRY/DISAGREE....................................................................................... 8
767 1 NNP , Rev.2
Date 13.01.00, Page
INTENTIONALY
LEFT
BLANK
Page
2,
Date 13.01.00
767 1 NNP , Rev.2
INTRODUCTION
LAUDA AIR has laid down the following additional procedures, in order to supplement the B767
Operations Manual and Boeing 767 Flight Crew Training Manual. With the exception of the procedures
obtained in this section, no other deviation from any procedures in the above-mentioned manuals is
recommended.
Terms:
CDR
COP
PF
PNF
Commander=Pilot in left hand seat

Co-pilot=Pilot in right hand seat
Pilot flying
Pilot not flying
GENERAL COCKPIT PROCEDURES
All Non-Normal Checklist items and responses have to be read by the PNF.
The PF commands and verifies the required action.
When the need for a recall* action arises, both pilots identify the problem.
PF ...................................................... "Name of the checklist-recall items"
PNF .............. "Checklist item" and set action after confirmation* with the PF
When complete:
PNF ..................................................................... "Recall items complete"
* Except "Rapid Depressurization or Emergency Descent" refer to Non-normal procedures.
Example:
PNF ................................................ "left engine severe damage - confirm?"
PF ................................................."left engine severe damage - confirmed"
PF .............................................. "left engine severe damage - recall items"
PNF ..................................................................... "left thrust lever - close"
PF ............................................................................................... "close"
PNF ............................................................................................... action
PNF ........................................................... "left fuel control switch - cutoff"
PF ............................................................................................ "cut - off"
PNF ............................................................................................... action
PNF ............................................................... "left engine fire switch - pull"
PF .................................................................................................. "pull"
PNF ............................................................................................... action
PNF .............................. "left engine severe damage recall items completed"
Note:
Recall items on GND are performed by the CDR after confirmation with the COP(e.g. engine
severe damage) except passenger evacuation where both pilots have separate tasks.
Distress Message (MAYDAY,...) should be sent in a case of serious and/or imminent danger and
when requiring immediate assistance (e.g. engine failure, emergency descent,...).
767 1 NNP , Rev.2
Date 13.01.00, Page
REJECTED TAKEOFF
Only the CDR will decide, if a takeoff has to be rejected.

If the CDR decides to reject a takeoff, he will call "STOP" and carry out the rejected takeoff
procedure.
Malfunction handling
No recall items or malfunction identification after V1 shall be commenced before the gear is
selected up and the aircraft is established in a climb.
Thereafter items shall be handled by the PNF automatically in case of engine failure:
- APU .....................................................................................................START
- A/T arm switch......................................................................................... OFF
- bank limit selector .................................................................15 IF REQUIRED
Single engine clean up after takeoff (straight out climb):
at S/E clean up altitude
- select ALTHLD or V/S (0-200) FPM

- select speed Vref 30+80 or 225 whichever is lower
- clean up
- select FLCH
- bank limit selector - auto
- set MCT
Single engine clean up after takeoff (special turn procedure):

If a turn is required after takeoff, delay acceleration and single engine clean up until first turn is
completed.
LOW ALTITUDE LEVEL OFF AFTER TAKEOFF
When ALTCAPT occurs with the autothrottle still in THRHOLD:

- press SPD and select speed to Vref 30+80 or 225 kts, whichever is lower
- clean up
- alternatively, disconnect A/T, reduce thrust manually and select speed as above
- clean up
When ALTCAPT occurs after V-NAV selection:
- select speed VREF 30+80 or 225 kts, whichever is lower
- clean up
Page
4,
Date 13.01.00
767 1 NNP , Rev.2

6
AUTOPILOT
The use of autopilot is also recommended during single engine operation.

The PF shall coordinate rudder and thrust (no rudder channel available).
GO-AROUND
ONE ENGINE GO-AROUND (WEIGHT AT OR BELOW MAXIMUM LANDING

WEIGHT)
Follow published missed approach procedure or ATC instruction.
- At or above 400ft:
-select a roll mode

-PNF checks flight directors on
-set speed to Vref 30+80
-clean up
- After clean up complete: -FLCH (at Vref 30+80)
-bank limit selector - auto
-select MCT (TMSP)
ONE ENGINE GO-AROUND (WEIGHT ABOVE MAXIMUM LANDING WEIGHT)

Coordinate with ATC and follow applicable contingency procedure as for takeoff on the same runway.
-select a roll mode

-PNF checks flight directors on
- At S/E clean up ALT:
-select ALT HLD or V/S (0-200) FPM
-set speed to 225kts
-clean up
- After clean up complete: -FLCH (at VREF 30+80)
-bank limit selector - auto
-select MCT (TMSP)
767 1 NNP , Rev.2
Date 13.01.00, Page
HIGH ALTITUDE ENGINE FAILURE AND DRIFT DOWN PROCEDURE
PILOT FLYING
PILOT NOT FLYING
Autopilot can remain engaged (no rudder

channel).
1. Disengage Autothrottle (A/T ARM
SWITCH OFF).
2. Select CONT thrust on TMSP.
3. Set MAX CONTINUOUS THRUST on
operating engine.
4. Select lower ALT in MCP window.
5. CDU CRZ PAGE: select ENGINE OUT
CRZ + use V-NAV (preferred method)
Advise ATC that descent has to commence

immediately to FL 240 or lower, because of
engine failure.
OR
Initiate descent at initial drift down speed
(Vref30+100). Use FL-CHANGE
Check weight and Vref30.

Engine-out speed and altitude capability
obtained from ENG OUT page on CDU.
Call
for
appropriate
CHECKLIST for failed engine.
Read
NON-NORMAL
CHECKLIST
command of PF and secure failed engine.
Follow applicable
(NORMAL/ETOPS).
drift
NON-NORMAL
down
schedule
on
Check Minimum En-route Altitude.
Land at nearest suitable airport.
NORMAL/OBSTACLE-LIMITED DRIFT DOWN SCHEDULE:

Fly optimum drift down speed with remaining engine at MAX CONT THRUST.
Level off at level-off altitude.
ETOPS DRIFT DOWN SCHEDULE:
Fly optimum D/D speed, with remaining engine at MAX CONT THRUST.
Frequently check TAS (Check PROG. Page 2). If TAS reduces to 420 kts, maintain 420 kts (V-NAV
speed intervention or FL-CHANGE).
Level-off can be accomplished approx. 6,000-10,000 ft below normal level-off altitude, maintaining 420
kts TAS.
DO NOT USE THIS PROCEDURE IF OBSTACLES ARE A FACTOR
Page
6,
Date 13.01.00
767 1 NNP , Rev.2
RAPID DEPRESSURIZATION / EMERGENCY DESCENT
After putting on oxygen masks and establishing crew communication (if possible), the Commander will
take care of the flight path, while the Copilot will do the switching according recall items without
confirmation of the Commander.
The Autopilot shall be used whenever possible.
The Commander will execute the procedure, when occupying his pilots station.
CREW OXYGEN MASKS.................................................................... ON
BOTH
(Boom/Oxygen Switch to OXY)

CREW COMMUNICATION...................................................... ESTABLISH
BOTH
CABIN ALTITUDE AND RATE...................................................... CHECK
COP
Cabin Altitude Mode Selector ................................MAN

Outflowalve Switch..... ................... CLOSE (dir.descend)
If Cabin Pressure is uncontrolable
COP calls out ................... "CABIN PRESSURE UNCONTROLLABLE"
COP
CDR calls out: .......................................... EMERGENCY DESCENT
CDR
CDR takes over controls if not PF and calls out ........ MY CONTROLS
CDR
FLYING PILOT
(Commander)
NON FLYING PILOT
(Co-pilot)
ALT Window .......~10 000 ft or MEA w.i..h.

HDG SEL ............HDG select ~20 off Awy
FLCH......................................................SET
SPD Window ................Set SPD -VMO/MMO
(if no structual damage exists)
Speedbrake ....................................EXTEND
PAX oxyg.Switch..............................PUSH
ENG ANTIICE........ ..............ON if required
Call for RAPID DEPRESSUR. CHK-LIST

LEVEL OFF & retract Speedbrake
Read Non Normal CHK-LIST

Call out ALT..........2000 ABV & 1000 ABV
Transponder...............................Set 7700
Inform ATC.......... .......................Req QNH
Check......................................MEA,MORA
Note: In case of emergency declaration

Inform ATC...3*Mayday.., Callsign, FL-passing,
intended level off, actual HDG, request QNH
Set Transponder (7700 or as required in respective FIR last assigned code)
767 1 NNP , Rev.2
Date 13.01.00, Page

NICE TO KNOW:
CAB.ALT
10000ft
CAB. ALT HORN comes on with associated lights

No Smoking/Fasten Seat Belt Sign comes on automatically
Outflowvalve automatically closed by an aneroid switch
Pax Oxygen Masks drop automatically
The aneroid switches opens and the outflow valve manual
and automatic circuits are restored
CAB. ALT HORN & LIGHT silences again if not cancelled before.
EICAS MSG disappears
11000ft
14000ft
9500ft
8500ft
10 FLAP/SLAT ASYMMETRY/DISAGREE
Initially fly FLAP PLACARD SPEED MINUS 5 OR appropriate MANOEUVERING SPEED (F),
whichever is lower.
TAKEOFF (Flaps 5)
-(Problem occurs between FL5 and FL1)
V-NAV Speed Intervention or FL/CH
Set SPEED 225 or VRef 30 + 60, whichever is lower
-(Problem occurs between FL1 and FL UP)
V-NAV Speed Intervention or FL/CH
Set SPEED 245 or Vref 30 + 80, whichever is lower
Set MCT (as required)
Continue CLIMB to a safe Altitude or as advised by ATC
Call for NON-NORMAL CHECKLIST
APPROACH (typical)
INITIALLY
-(Problem occurs between FL UP and FL1)
Set SPEED 245 or V
Ref 30
+ 80, whichever is lower

Set SPEED 225 or V
Ref 30
+ 60, whichever is lower

Set SPEED 205 or V Ref 30 + 40, whichever is lower
Page
8,
Date 13.01.00
767 1 NNP , Rev.2

Set SPEED 165 or V Ref 30 + 20, whichever is lower
IN CASE OF GO-AROUND (Non-Normal Checklist not completed):
Refer to AOM, but do not retract FLAPS.

At Acceleration height (normally 1000ft):
Set CMB THRUST (TMSP) or MCT (as required)
Set FLAP PLACARD SPEED MINUS 5 OR appropriate MANOEUVERING SPEED (F), whichever
is lower.
Continue CLIMB to a safe Altitude or as advised by ATC
Call for NON-NORMAL CHECKLIST
767 1 NNP , Rev.2
Date 13.01.00, Page
INTENTIONALY
LEFT
BLANK
Page
10 ,
Date 13.01.00
767 1 NNP , Rev.2
B767 Take Off Performance
TABLE OF CONTENTS
TABLE OF CONTENTS..................................................................................................1
INTRODUCTION ..............................................................................................................2
DETERMINATION OF MAX PERMISSIBLE TAKE OFF WEIGHT.........................................2
IMPROVED CLIMB ..........................................................................................................2
REDUCED THRUST TAKE OFF.........................................................................................2
CALCULATING REDUCED THRUST FOR TAKE OFF.........................................................2
CONDITIONS PRECLUDING THE USE OF REDUCED THRUST TAKE OFF .........................3
CALCULATING OF T/O SPEEDS ......................................................................................3
FLAP SETTINGS .............................................................................................................4
ACCELERATION ALTITUDE .............................................................................................4
10
CONTINGENCY PROCEDURE...........................................................................................4
11
TAKE OFF WEIGHT AND V1 REDUCTION FOR SLIPPERY RUNWAY ................................5
12
TAKE OFF WEIGHT AND V1 REDUCTION FOR CONTAMINATED RUNWAY ......................6
13
SUMMERY OF CORRECTIONS TO PERFORMANCE CALCULATIONS ...............................7
767 1 TOP , Rev.3
Date 16.11.1999, Page

Contaminated RWYs.
INTRODUCTION
Maximum Take Off weights for airports and

runways are given in the Regulated Take Off
Weight Charts (RTOW) provided by Jeppesen.
Whenever possible Max. Take Off Weights shall
be calculated using RTOW charts (AAM). For
further reference use Jeppesen Airport Analysis
Manual (AAM-Introduction).
DETERMINATION OF MAX
PERMISSIBLE TAKE OFF
WEIGHT
1. Using the actual outside air temperature,

determine the Climb-, Field-, Obstacle-,
Brake-Energy- and Tire-Speed limit weights.
NOTE:
Consider PACK OFF/ON,

DRY/WET and FLAP SETTING.
2. Use the lower of these weights.

3. Correct for QNH:
-175 kg/HPA below 1013 HPA
+ 70 kg/HPA above 1013 HPA
4. Correct for MEL-items if applicable.
5. Correct for Slippery or Contaminated RWY if
applicable.
6. Observe the maximum structural take off
weight.
The lowest of this weights is the maximum
permissible take off weight (MTOW).
IMPROVED CLIMB (**)
If required use improved climb performance

method on DRY- and WET- RWYs only.
Use AAM T/O speeds.
NOTE:
Page
2,
Not applicable for Slippery and

Date 16.11.1999
767 1 TOP , Rev.3
B767 T ake Off Performance
REDUCED THRUST TAKE OFF
Whenever possible maximum reduced thrust

take off should be performed in order to reduce
engine costs as well as reducing the risk of
engine failures on take off. It must be
emphasized that reduced thrust, once properly
established, will give sufficient power throughout
the take off. Even in case of engine failure, no
thrust has to be added to comply with the climb
requirements. The PIC may add thrust as
necessary for safety reasons at his discretion.
CALCULATING REDUCED
THRUST TAKE OFF
1.
Follow all steps to calculate MTOW.

If actual take off weight (from load sheet) is
less, then a reduced thrust take off is
possible. (see page 3: Conditions
precluding the use of reduced thrust for take
off)
2.
Correct actual Weight for QNH:

+175 kg/HPA below 1013 HPA
- 70 kg/HPA above 1013 HPA
3.
Find the temperature line were the actual

TOW meets the limiting AAM-Weight.
4.
This is the Maximum Temperature that can

be used for reducing thrust.
767 1 TOP , Rev.3
Date 16.11.1999, Page
CONDITIONS PRECLUDING THE

USE OF REDUCED THRUST
TAKE OFF
It is permissible to use reduced thrust T/O for

dry and wet runways (assumed temperature
method).
The use of reduced thrust for take off is not
permitted :
CALCULATING T/O SPEEDS
1. Note the difference between V1 and Vr at the

actual temperature- or assumed
temperature line in the AAM.
2. Find Vr, V2 from the QRH using actual
weight (and ass. temp., if applicable)
3. To find V1 subtract the difference found in
step1 from Vr found in step 2.
1. For packs off T/O.

4. For improved climb (**) use the speeds
given in the AAM (reference AAM,
Introduction, 23)
2. For Improved climb T/O.

3. For
slippery
or
contaminated
RWY
4. In wind shear- or surface temperature

inversion conditions.
5. This procedure is valid for both dry and wet

runways
5. Anti skid inoperative.*

6. EEC in the Altn mode.*
7. T/O with one brake deactivated.*
8. Further restrictions according to MEL apply.*
(* Check AOM VOL 3 for weight penalty

and V1 reduction)
Page
4,
Date 16.11.1999
767 1 TOP , Rev.3
B767 T ake Off Performance
FLAP SETTINGS
The Jeppesen RTOW charts will be provided for

each runway with the respective optimum flap
setting for the selected runway. Under certain
conditions two flap settings may be provided.
ACCELERATION ALTITUDE
TAKE OFF
The engine failure acceleration altitude is listed
in the Jeppesen RTOW chart.
10
CONTINGENCY PROCEDURE
TAKE OFF
Coordinate with ATC.
If no contingency procedure is published, the
flight crew shall fly on runway track.
Obstacle clearance is assured within a range of
25 NM from the takeoff runway.
When a Special Procedure involves a turn, it is
assumed that no acceleration is made during
the first turn even if the level off height has been
attained. The climb must be continued until on
course at the appropriate speed.
In the procedure development, Jeppesen
considers the first turn and intends that
acceleration takes place prior following turns.
767 1 TOP , Rev.3
Date 16.11.1999, Page
11 TAKE OFF WEIGHT AND V1 REDUCTION FOR SLIPPERY RUNWAY FLAP5

ONLY
BASED ON DRY FIELD/OBSTACLE

WEIGHTS
Med poor
MEDIUM
GOOD
RUNWAY CONDITIONS/ MAX

X-WIND
FRICTION COEFFICIENT
AVAILABLE
BA/CONT (%)
F/C
X-WIND
10%
11%
25%
26%
POOR
50%
51%
0,40
0,39
0,38
0,37
0,36
0,35
0,34
0,33
0,32
0,31
0,30
0,29
0,28
0,27
0,26
0,25
0,24
0,23
0,21
0,20
40
38
36
34
32
30
28
26
25
23
21
20
19
18
17
15
12
10
7
6
USED FOR: COMPACTED OR ROLLED SNOW

FROZEN RUTS OR RIDGES
RIME AND FROST
ICE
TAKE OFF WEIGHT AND V1 REDUCTION
REVERSER CREDIT INCLUDED
FOR FIELD
GWT
0,0
4,2
6,2
8,2
10,8
13,5
14,4
15,3
15,8
16,7
17,1
17,4
17,8
18,3
18,6
18,9
19,4
19,9
20,4
20,8
REDUCE
V1kt
0
13
16
22
23
25
27
29
30
31
32
33
34
35
36
36
37
38
39
39
FOR OBSTACLE REDUCE

GWT
V1kt
0
0
2,4
11
3,3
12
4,2
14
5,5
19
6,9
22
7,4
24
7,9
26
8,2
27
8,7
28
9
29
9,3
30
9,5
30
9,7
31
9,9
32
10,1
32
10,4
33
10,7
34
11,0
35
11,3
35
NOTE 1: Figures adapted to Performance Engineering Manual T/O Performance-Slippery

Runway and in use with braking coefficient.
Deduct for one condition only. Check QRH for minimum V1 (MCG) if V1 is reduced !
NOTE 2:
If RWY available is less than 8000ft use attached PEM table
(Slippery RWY T/O 4.29).
Check QRH for minimum V1(MCG) if V1(MCG) limited set V1 to V1(MCG)!!
Instruction:
Gross weight reduction from dry field limit weight (F) or obstacle limit weight (*), whichever is lower, as found
in the AAM or Boeing AOM VOL 3.
After reduction recheck for other limiting weights (e.g.: climb- or structural limit weight)
V1 reduction: calculate V1, VR, V2 as described under "calculation of T/O speeds"
Applicable V1 reduction from dry V1.
CAUTION:
Page
6,
IN CASE OF RWY ICE MELTING A TAKE OFF IS NOT RECOMMENDED

Date 16.11.1999
767 1 TOP , Rev.3

12 TAKE OFF WEIGHT AND V1 REDUCTION FOR CONTAMINATED RUNWAY:
FLAP5 ONLY
USE DRY RWY
AAM
FIGURES
USE WET RWY
AAM FIG
FOR:
FOR:
STANDING WATER LESS THAN 3mm ON GROOVED RWY,

WET SNOW, SLUSH OR STANDING WATER UP TO 25% RWY
CONTAMINATION
STANDING WATER LESS THAN 3mm ON NOT GROOVED RWY
SLUSH /STANDING WATER, WET SNOWCONTAMINATION MORE THAN 25% AND EQUIVALENT TO
3mm SLUSH /STANDING WATER AND MORE
SLUSH / STANDING WATER DEPTH EQUIVALENT TABLE
All units in mm
Consider as
Slush/Standing
water
3
4
5
6
7
8
9
10
11
12
13
WEIGHT
TONS
120
125
130
135
140
145
150
155
160
165
170
175
180
185
190
Wet snow
5-6
7-8
9-10
11-12
13-14
15-16
17-18
19-20
21-22
23-24
Dry snow
Very dry snow
6-8
9-11
12-14
15-17
18-20
21-23
24-26
27-29
30-31
32-34
35-37
10-15
16-27
28-33
34-40
41-47
48-50
WEIGHT AND V1 REDUCTIONS PW 4060

3 mm contamination V1
29kt
6 mm contamination V1 22kt
13 mm contamination V113kt
SeaLevel
1000ft
2000ft
Sea
Level
1000ft
2000ft
Sea
Level
1000ft
2000ft
11500
12550
13600
14500
15400
16150
16900
17750
18200
18650
19100
19450
19800
20050
20300
12425
13463
14500
15400
16300
17063
17825
18463
19100
19563
20025
20375
20725
20963
21200
13350
14375
15400
16300
17200
17975
18750
19375
20000
20475
20950
21300
21650
21875
22100
12700
13950
15200
16250
17300
18250
19200
19950
20700
21300
21900
22350
22800
23100
23400
13600
14850
16100
17163
18225
19163
20100
20850
21600
22200
22800
23263
23725
24025
24325
14500
15750
17000
18075
19150
20075
21000
21750
22500
23100
23700
24175
24650
24950
25250
15200
16900
18600
20150
21700
23500
24300
25400
26500
27400
28300
28950
29600
30100
30600
16100
17813
19525
21063
22600
24275
25200
26300
27400
28300
29200
29863
30525
31013
31500
17000
18725
20450
21975
23500
2505
26100
27200
28300
29200
30100
30775
31450
31925
32400
NOTE: If RWY available is less than 8000ft use SLUSH/STANDING WATER T/O table (AOM 23 10 17).
Check QRH for minimum V1(MCG) if V1(MCG) limited set V1 to V1(MCG)!!
Instruction:
Gross weight reduction from dry field limit weight (F) or obstacle limit weight (*), whichever is lower, as found
in the AAM or Boeing AOM VOL 3.
767 1 TOP , Rev.3
Date 16.11.1999, Page

After reduction recheck for other limiting weights (e.g.: climb- or structural limit weight)
V1 reduction: calculate V1, VR, V2 as described under "calculation of T/O speeds"
Applicable V1 reduction from dry V1.
Page
8,
Date 16.11.1999
767 1 TOP , Rev.3
13
SUMMARY OF CORRECTIONS TO PERFORMANCE CALCULATIONS:
Various Corrections may have to be applied to a Calculation of the Maximum permissible Take off
Weight, depending on the prevailing actual conditions. A summary of all Corrections has been
prepared in order to establish a flow pattern to be followed during calculation. Note that individual
corrections are conservative and are only applicable if not already included in Jeppesen Restricted
Take Off Weight Table.
CORRECTION FOR
AIR CONDITIONING PACKS OFF
ENGINE ANTI ICE ON
WING ANTI ICE ON
FROST ON UNDERSIDE OF WINGS
WET RUNWAY (< 2mm) refer to AAM + FOM
or GB/OM
STANDING WATER, SLUSH AND SNOW
BRAKING ACTION
QNH CORRECTION
FOR HIGH QNH

FOR LOW QNH
TAKE OFF WEIGHT VERSUS

RUNWAY
OBSTACLE
CLIMB
+ 0.5 T
N/A**
+ 1.4 T
NO CORR
NO CORR
NO CORR
- 1.4 T
- 1.6 T
- 1.6 T*
NO CORR
NO CORR
NO CORR
Acc AAM Wet Acc AAM Wet
Table perf.
Table perf.
NO CORR
OM 23.10.17
OM 23.10.17 NO CORR
Slippery RWY Slippery RWY NO CORR
Table
Table
+ 70 KG/HPA + 70 KG/HPA + 70 KG/HPA
- 175 KG/HPA - 175 KG/HPA - 175 KG/HPA
* Applies to take off with 5flap. For take off with flap 15/20 see OM 23.10.18.
** Obstacle clearance charts in the AFM account for air-conditioning packs off.
767 1 TOP , Rev.3
Date 16.11.1999, Page
B767 Landing Performance
TABLE OF CONTENTS
TABLE OF CONTENTS..................................................................................................1
1 INTRODUCTION...................................................................................................................2
2 LANDING FLAPS.................................................................................................................2
2.1 FLAPS 30 ...........................................................................................................................2
2.2 FLAPS 25 ...........................................................................................................................2
2.3 FLAPS 20 ...........................................................................................................................2
3 CONDITIONS ON WHICH LANDING PERFORMANCE IS BASED............................................2
4 DETERMINATION OF MAX. PERMISSIBLE LANDING WEIGHT .............................................3
4.1 NORMAL LANDING WEIGHTS............................................................................................3
4.2 OVERWEIGHT LANDING ...................................................................................................3
5 LANDING WITH MALFUNCTIONS CONDITION (EXAMPLE)...................................................4
6 MALFUNCTION - LANDING DISTANCE REQUIRED (Advisory only) .......................................5
7 LANDING PERFORMANCE CORRECTIONS ..........................................................................6
7.1 BR COEFFICIENT AVAILABLE ...........................................................................................6
7.2 BR COEFFICIENT NOT AVAILABLE....................................................................................6
8 CORRECTION ON AVAILABLE RUNWAY LENGTH................................................................7
9 MALFUNCTION TABLE........................................................................................................7
767 1 LDP , Rev.1
1 INTRODUCTION
If any doubt exists regarding the maximum
permissible landing weight for a particular
runway, it shall be calculated in accordance
with the performance section of the Aircraft
Flight Manual and/or Vol. 3 Aircraft Operating
Manual.
2 LANDING FLAPS
2.1 FLAPS 30
Flaps 30 is the normal landing flap setting giving
the lowest landing speeds and least runway
requirements. Flaps 30 shall not be used for
landing weights above 160 tons due to conflict
with flap load relief and the fact that Vref30 is
higher than Vref25 above, 160 tons.
2.2 FLAP 25
Flap 25 is the alternate landing flap setting. It
shall be used when landing close to max.
landing weight in gusty conditions or high
crosswind component where a greater margin to
flap load relief speed is desired.
CAUTION: AVOID HIGH NOSE UP ATTITUDE
ON LANDING TO PREVENT TAIL-SKID STRIKE
2.3 FLAPS 20
3 CONDITIONS ON WHICH
LANDING PERFORMANCE IS
BASED
The landing performance section of the Aircraft
Flight Manual and/or Vol. 3 Aircraft Operating
Manual give maximum permissible landing
weights on DRY and WET runways. The landing
distance (i.e. actual distance from 50ft at Vref to
complete stop) will then be 60% of the available
runway length.
The diagrams are based on:
flaps as denoted on diagram

max. manual wheel braking with antiskid and autospoiler extension
no reverse
no runway slope
standard atmosperic conditions
wet runway correction is 15% increase
of dry runway length required
The effect of runway slope and deviations in

temperature and QNH are disregarded and
considered covered by the 40% of unused
available runway length.
Braking action corrections to maximum

permissible landing weight in this chapter are
based on:
landing distance allowed to increase up to
80% of available runway length
reverse thrust included
Flaps 20 is used for landing with malfunctions

as
governed by applicable non-normal
procedures.
Page
2,
Date 01.06.96
767 1 LDP , Rev.1
4 DETERMINATION OF MAX.
PERMISSIBLE LANDING WEIGHT
4.1 NORMAL LANDING WEIGHTS
Correct Available Landing Runway Length for

applicable conditions in table "Landing
Performance
Corrections"
to
determine
Corrected Runway Length. Determine max.
weight according AFM or Vol 3 AOM.
The maximum permissible landing weight is the
lower of (1) above and the maximum structural
landing weight.
4.2 OVERWEIGHT LANDING
Flaps 25 (all engines) shall be used for landing

weight above 160 tons.
Flaps 20 shall be used in case of an engine
inoperative at all weights.
Correct Available Landing Runway Length for
applicable conditions in table "Landing
Performance
Corrections"
to
determine
Corrected Runway Length. Determine max.
weight according AFM or Vol. 3 AOM.
767 1 LDP , Rev.1
5 LANDING WITH
MALFUNCTIONS:
EXAMPLE:
DESCRIPTION:
Landing weighs are limited by the requirement
that landing distance on a dry runway may not
exceed 60% of available runway length. In the
event of landing with malfunctions this regulation
does not apply. In such a case proceed as
follows:
1. Find
the
(AFM/AOM)
normal
landing
PW 4056/4060, PA: MSL,

Zero wind, BR 0,29,
LDW 160t, Hydr. sys C inop
1.
1800 m
5910ft
2.
1800 m x 1,37
----------------------------------2470 m
8090ft
4.
CAT I - conditions BR 0,29

3000 m
avail. Rwy length
----------------------------------3000 m
9840ft
- CAT I
----------------------------------2550 m
8360ft
- BR
540 m
1800ft
----------------------------------2010 m
6560ft
distance
2. Multiply the normal landing distance F25/F30

found above by the applicable factor found in
the table "Malfunctions" to determine the
normal landing distance with the malfunction.
This figure represents 100%. (60% used with
40% reserve)
3. In case of more malfunctions multiply the

factors found in the table "Malfunctions".
4. Decide if the margin is acceptable under the

prevailing conditions. Multiply the normal
malfunction landing distance (2) by 0,6 and
divide this figure by the available runway
length to establish what percentage of the
runway will be used for landing. This may not
exceed 80% of the available runway.
Distance found in (2) x 0,6

Available Rwy length
< 80 %
REMARK:
Page
4,
2470 m x 0,6
2010 m
= 74%< 80%
To find min. RWY length required, multiply distance found in (2) by 0.75. This distance
must be less than corrected RWY length available found in (4).
e.g. 2470 x 0.75 = 1853<2010 (0,75=0,6 divided by 0,8)
Date 01.06.96
767 1 LDP , Rev.1
6 MALFUNCTION - LANDING DISTANCE REQUIRED (Advisory only)

CONDITION
180 T
m
ft
160 T
m
ft
145 T
m
ft
ONE ENGINE INOPERATIVE

FLAP 20 ONE REVERSE
1750
5750
1645
5400
1445
4750
SLATS UP + FLAPS UP
SLATS ASSYM, FLAPS 20
SLATS EXT, FLAPS <5
SLATS EXT, FLAPS 6-19
2485
2075
2110
1970
8160
6810
6930
6470
2090
1975
1875
1730
6860
6490
6160
5680
1835
1735
1645
1520
6030
5700
5400
4990
ALL CONFIGURAT USING

Vref 20 FOR LANDING
1695
5570
1615
5300
1420
4660
THRUST REVERSE UNLOCK

SLATS UP, F20, ONE REV
2140
7030
2020
6630
1770
5810
HYDR SYS C INOP

HYDR SYS R+L INOP
HYDR SYS C+R INOP
HYDR SYS C+L INOP
2075
2260
2570
2570
6810
7420
8440
8440
1975
2135
2435
2435
6480
7010
7990
7990
1735
1875
2140
2140
5700
6150
7030
7030
ANTI SKID INOP
3615 11860
2705
8880
3085 10120
BASED ON:
PW 4056 / PW 4060 PA MSL, ZERO WIND, DRY RUNWAY, stopping

within 80% of Rwy, wet runway correction is 15% increase of dry runway
length required.
PER EACH
PER EACH
PER EACH
5 kts
HWC
1 kts
TWC
1000FT ABOVE MSL
767 1 LDP , Rev.1
-50M -170
+30M +100
+40M +140
7 LANDING PERFORMANCE CORRECTIONS

7.1 BR COEFF AVAILABLE
CONTAMINATION
BA / BR COEFF
MED/
GOOD
10% **
> 11%
MED
< 25%
> 26%
MED/
POOR
< 50%
> 50%
POOR
0.40
0.39
0.38
0.37
0.36
0.35
0.34
0.33
0.32
0.31
0.30
0.29
0.28
0.27
0.26
0.25
0.24
0.23
0.21
0.20
X-WIND
33
32
30
28
26
25*
24
23
22
21
20
19
18
17
16
15
12
10
07
05
REV ON
BOTH
ENGINES
REV INOP ON
ONE OR
BOTH
ENGINES
-90
-180
-270
-360
-450
-540
-630
-720
-810
-900
-990
-1080
-1170
-1260
300
600
900
1200
1500
1800
2100
2400
2700
3000
3250
3550
3850
4150
-100
-200
-300
-400
-500
-600
-700
-800
-900
-1000
-1100
-1200
-1300
-1400
-1500
-1600
-1700
-1800
-1900
- 700
-1400
2300
4600
-1000
-2100
330
660
990
1320
1650
1970
2300
2630
2960
3300
3610
3940
4370
4600
4930
5250
5580
6000
6300
7.2 BR COEFF NOT AVAILABLE
BA MEDIUM
BA POOR
*
**
Page
3300
6900
Recommended Crosswind Limit including gusts WET Runway (Not applicable if RWY is grooved)
When airport temperature is close to zero and there is standing water, slush or wet snow on the
runway, the following braking action shall be used, unless the reported coeff results in an even
greater restriction:
10% and less of RWY covered:
Correct for BA WET
11-25% of RWY covered:
Correct for BA MEDIUM
26-50% of RWY covered:
Correct for BA MEDIUM to POOR
More than 50% of RWY covered:
Correct for BA POOR
6,
Date 01.06.96
767 1 LDP , Rev.1
8 CORRECTION ON AVAILABLE RUNWAY LENGTH
CONDITION
FLAPS 25
(when based on flap
30)
AUTO
SPEEDBRAKE INOP
ONE WHEEL BRAKE
DEACT
AVAILABLE
2400 7920
RUNWAY
MIN +15% FOR CATI, 2040 6730
II, III
m
-100
ft
330
-260
860
-250
830
2800 9180
3000 9840
3200 10490
3400 11150
2380 7800
2550 8360
2720 8920
2890 9480
9 MALFUNCTION TABLE
INFLIGHT MALFUNCTIONS AFFECTING LANDING DISTANCE

Multiply
the
landing Multiply the landing
distance F30 found in distance F25 found in
page 3 (2) by
page 3 (2)by
One engine inoperative, Flap 20, One reverse
1.14
1.02
SLAT / FLAP - DISAGREE / ASYM
SLATS UP, FLAPS UP
1.45
1.45
SLATS ASYM, FLAPS 20
1.37
1.21
SLATS EXT., FLAPS <5
1.30
1.23
SLATS EXT., FLAPS 6-19
1.20
1.15
ALL CONFIGURATIONS USING Vref20 FOR
LANDING
1.12
0.99
THRUST REVERSE UNLOCK
1.40
1.25
SLATS UP, FLAPS 20, ONE REVERSE
HYDRAULIC SYSTEM C INOP
1.37
1.21
HYDRAULIC SYSTEM R+L INOP
1.48
1.32
HYDRAULIC SYSTEM C+R INOP
1.69
1.50
HYDRAULIC SYSTEM C+L INOP
1.69
1.50
ANTI SKID INOP
2.14
2.11
CONDITION
IN CASE OF MORE MALFUNCTIONS MULTIPLY THE FACTORS
767 1 LDP , Rev.1
INTENTIONALLY
LEFT
BLANK
Page
8,
Date 01.06.96
767 1 LDP , Rev.1
B767 NAT RVSM Operation
TABLE OF CONTENTS
SUPPLEMENTARY PROCEDURES

TABLE OF CONTENTS ....................................................................................................................1
1 INTRODUCTION............................................................................................................................3
2 OPERATING PRACTICES AND PROCEDURES...............................................................................4
2.1 FLIGHT PLANNING .................................................................................................................4
2.2 PREFLIGHT PROCEDURES AT THE AIRCRAFT FOR EACH FLIGHT.........................................4
2.3 PROCEDURES PRIOR TO RVSM AIRSPACE ENTRY...............................................................6
2.4 INFLIGHT PROCEDURES........................................................................................................6
2.5 POST FLIGHT.........................................................................................................................7
2.6 FLIGHTCREW TRAINING.........................................................................................................8
3 BASIC CONCEPTS FOR CONTINGENCIES ....................................................................................9
3.1 BASIC CONCEPTS FOR CONTINGENCIES..............................................................................9
4 SPECIAL PROCEDURES FOR INFLIGHT CONTINGENCIES.......................................................... 10
4.1 GENERAL PROCEDURES .................................................................................................... 10
5 CONTINGENCY SCENARIOS....................................................................................................... 12
5.1 SCENARIO 1........................................................................................................................ 12
5.2 SCENARIO 2........................................................................................................................ 13
5.3 SCENARIO 3........................................................................................................................ 13
5.4 SCENARIO 4........................................................................................................................ 13
5.5 SCENARIO 5........................................................................................................................ 13
5.6 SCENARIO 6........................................................................................................................ 15
5.7 SCENARIO 7........................................................................................................................ 15
5.8 TRANSPONDER FAILURE AND RVSM TRANSITION AREAS .................................................. 15
6 CONSIDERATIONS FOR USING TCAS IN AN RVSM AIRSPACE................................................... 16
6.1 INTRODUCTION.................................................................................................................... 16
6.2 SCOPE................................................................................................................................ 16
6.3 TCAS OPERATING CHARACTERISTICS AND PARAMETERS ................................................. 16
6.4 BASIC TCAS OPERATION AND THRESHOLDS ABOVE FL 290 .............................................. 16
6.5 INTERACTION BETWEEN TCAS AND RVSM. ........................................................................ 18
6.6 RVSM AIRSPACE OPERATIONS .......................................................................................... 18
6.7 TRANSITION AREA OPERATIONS......................................................................................... 20
6.8 PLANNED MODIFICATIONS TO TCAS ................................................................................... 22
6.9 RECOMMENDED OPERATING PRACTICES .......................................................................... 23
6.10 REPORTING REQUIREMENTS/VEHICLES ........................................................................... 23
B767 2 NAT , Rev. 3
INTENTIONALLY
LEFT
BLANK
Page
2,
Date 15.10.98
B767 2 NAT , Rev. 3
INTRODUCTION
This publication is a short briefing for OPERATION in RVSM Airspace.

Extracts are from:
ICAO NAT Doc 002: Guidance Material on the Implementation of a 300M (I000FT) Vertical
Separation Minimum in the Minimum Navigation Performance Specifications Airspace of the North
Atlantic Region, and
ICAO Doc 9574: Manual on Implementation of a 300M vertical Separation
Minimum between FL290 and FL410 Inclusive.
Dimensions
NAT MNPS airspace will have a ceiling of FL420 and a floor of FL285 with 1000FT (300M) vertical
separation applied between aircraft operating at and between FL290 and FL410.
When RVSM is implemented in NAT MNPS airspace, NAT MNPS approval will encompass
demonstration of special qualification for both lateral navigation and height keeping performance.
In the first phase of RVSM implementation which has been started from March 27th, 1998 on the North
Atlantic between FL330 and FL370. These FL/s are for Flight Planning purposes. Aircrafts may be
cleared by ATC at other levels if requested but such clearance will be given tactically and depend on the
presence of any conflicting traffic.
Westbound (W/B) OTS Period 1130-1800 at 30W
OTS
310
330
340
350
Random W/B
280
310
330
340
Randon E/B
290
370
410
360
350
370
360
390
390
Eastbound (E/B) OTS Period 0100-0800 at 30W

OTS
310
330
340
350
Random E/B 280
290
310
330
350
Random W/B
280
340
390
360
360
370
370
390
410
Outside OTS Periods 0801-1129 / 1801-0059 at 30W

E/B
290
330
350
370
W/B
280
310
340
360
Note 1:
Note 2:
410
390
Only RVSM approved Aircraft / Operators may FLT PLAN or be cleared between
FL330 and FL370 inclusive.
NON RVSM approved Aircraft may FLT PLAN at FL390 for either Eastbound or
Westbound H24.
B767 2 NAT , Rev. 3
OPERATING PRACTICES AND PROCEDURES
2.1
FLIGHT PLANNING
During flight planning the flightcrew should pay particular attention to conditions which may affect
operation in RVSM airspace. These include, but may not be limited to:
a.)
b.)
c.)
d.)
verifying that the aircraft is approved for RVSM operations;

reported and forecast weather conditions on the route of flight;
minimum equipment requirements pertaining to height- keeping systems.
check on your ATC Flight Plan the mark W under Equipment item 10
(example: Item 10: SDIRWX/S)
2.2
PREFLIGHT PROCEDURES AT THE AIRCRAFT FOR EACH

FLIGHT
The following actions should be accomplished during preflight:

a.) Review maintenance logs and forms to ascertain the condition of equipment required for flight in
the RVSM airspace. Ensure that maintenance action has been taken to correct defects to
required equipment;
b.) During the external inspection of aircraft, particular attention should be paid to the condition of
static sources and the condition of the fuselage skin in the vicinity of each static source and any
other component that affects altimetry system accuracy (this check may be accomplished by a
qualified and authorized person other than the pilot, e.g., a flight engineer or maintenance
personnel);
c.) Before takeoff, the aircraft altimeters should be set to the local altimeter (QNH) setting and
should display a known elevation (e.g. field elevation) within the limits specified in aircraft
operating manuals.
Note 1: Note the variation between the known field elevation and the altimeter indication. If this
Variation is in the order of plus or minus 75ft, the accuracy of the altimeter is
questionable and the problem should be referred to an appropriately rated repair station
for evaluation and possible correction. (This information is considered to be part of basic
airmanship, and, as such, it is not included in the OPS Manual noted by Boeing.)
The two primary altimeters should also agree within limits specified by the aircraft operating
manual. An alternative procedure using QFE may also be used.
Note 2: The maximum value for these checks can be found in B767 aircraft operating manual
VOL2 page 14.20.08.
Acceptable Altimeter Differences B767:
Page
4,
Elevation in ft
Capt to F/O
Capt or F/O to Stby
Sea level
40
40
5.000
45
50
Date 15.10.98
B767 2 NAT , Rev. 3

d.) Before take-off, equipment required for flight in RVSM airspace should be operational, and
indications of malfunction should be resolved.
B767 2 NAT , Rev. 3
2.3
PROCEDURES PRIOR TO RVSM AIRSPACE ENTRY
The following equipment should be operating normally at entry into RVSM airspace:
a.)
b.)
c.)
d.)
Two primary altitude measurement systems.

One automatic altitude- control system.
One altitude- alerting device.
One ATC-Transponder with altitude reporting system.
Should any of the required equipment fail prior to the aircraft entering RVSM airspace, the pilot should
request a new clearance so as to avoid flight in this airspace.
2.4
INFLIGHT PROCEDURES
a.) Flight crews should comply with aircraft operating restrictions (if required for the specific aircraft
group) related to RVSM airworthiness approval.
b.) Emphasis should be placed on promptly setting the sub-scale on all primary and standby
altimeters to 29.92 in.Hg/ 1013.2 (hPa) when passing the transition altitude and rechecking for
proper altimeter setting when reaching the initial cleared flight level (CFL);
c.) In level cruise it is essential that the aircraft is flown at the CFL. This requires that particular care
is taken to ensure that ATC clearances are fully understood and followed. Except in contingency
or emergency situations, the aircraft should not intentionally depart from CFL without a positive
clearance from ATC;
d.) During cleared transition between levels, the aircraft should not be allowed to overshoot or
undershoot the cleared flight level by more than 150feet;
Note: It is recommended that the level off be accomplished using the altitude capture feature of the
automatic altitude- control system, if installed.
e.) An automatic altitude- control system should be operative and engaged during level cruise,
except when circumstances require disengagement. In any event, adherence to cruise altitude
should be done by reference to one of the two primary altimeters;
f.) The altitude- alerting system should be operational;
g.) At intervals of approximately one hour, cross- checks between the primary altimeters should be
made. A minimum of two should agree within 200FT. (Failure to meet this condition will require
that the altimetry system be reported as defective and notified to ATC)
h.) Normally, the altimetry system being used to control the aircraft should be selected to provide
the input to the altitude- reporting transponder transmitting information to ATC.
i.) If the pilot is advised in real time that the aircraft has been identified by a heightmonitoring
system as exhibiting TVE1 greater than 300FT and/or ASE greater than 245FT then the pilot
should follow established regional procedures to protect the safe operation of the aircraft. (This
assumes that the monitoring system will identify TVE or ASE within agreed levels of accuracy
and confidence.)
j.) If the pilot is notified by ATC of an AAD error which exceeds 300FT then the pilot should take
action to return to CFL as quickly as possible.
Page
6,
Date 15.10.98
B767 2 NAT , Rev. 3
k.)
Contingency procedures after entering RVSM airspace:

The pilot should notify ATC of contingencies (equipment failures, weather conditions) which affect
the ability to maintain the CFL and co-ordinate a plan of action.
Examples of equipment failures which should be notified to ATC are:
*) failure of all automatic altitude- control systems aboard the aircraft;
*) loss of redundancy of altimetry systems;
*) loss of thrust on an engine necessitating descent; or
*) any other equipment failure affecting the ability to maintain CFL.
The pilot should notify ATC when encountering greater than moderate turbulence.
l.)
If unable to notify ATC and obtain an ATC clearance prior to deviating from the assigned CFL, the
pilot should follow established contingency procedures and obtain ATC clearance as soon as
possible.
Total Vertical Error: Vertical geometric difference between the actual pressure altitude flown by an aircraft and
its assigned pressure altitude (flight level).
2
Altimetry System Error: The difference between the pressure altitude displayed to the flightcrew when
referenced to ISA standard ground pressure setting (29.92 in. Hg/1013.25 hPa) and free stream pressure
altitude.
3
Assigned Altitude Deviation: The difference between transponded Mode C altitude and the assigned altitude/
flight level.
2.5
POST FLIGHT
In making maintenance log book entries against malfunctions in height- keeping systems, the pilot
should provide sufficient detail to enable maintenance to effectively troubleshoot and repair the system.
The pilot should detail the actual defect and the crew action taken to try to isolate and rectify the fault.
The following information should be noted when appropriate:
a.) Primary and standby altimeter readings.
b.) Altitude selector setting.
c.) Autopilot used to control the airplane and any differences when the alternate system was
selected.
d.) Differences in altimeter readings if alternate static ports selected.
e.) Use of air data computer selector for fault diagnosis procedure.
f)
Transponder selected to provide altitude information to ATC and any difference if alternate
transponder or altitude source was manually selected.
B767 2 NAT , Rev. 3
2.6
FLIGHTCREW TRAINING
The following items should also be included in flightcrew training programs:

a.) knowledge and understanding of standard ATC phraseology used in each area of
operations;
b.) importance of crew members cross checking each other to ensure that ATC clearances are
promptly and correctly complied with;
c.) use and limitations in terms of accuracy of standby altimeters in contingencies. Where
applicable, the pilot should review the application of SSEC4/PEC5 through the use of correction
tables;
d.) problems of visual perception of other aircraft at 1000FT planned separation during night
conditions, when encountering local phenomena such as northern lights, for opposite and same
direction traffic, and during turns;
e.) characteristics of aircraft altitude capture systems which may lead to the occurence of
overshoots
f.) relationship between the altimetry, automatic altitude control, and transponder systems in
normal and abnormal situations; and
g.) aircraft operating restrictions (if required for the specific aircraft group) related to RVSM
airworthiness approval.
Static Source Error Correction: A correction for the difference between the pressure sensed by the static
system at the static port and the undisturbed ambient pressure.
5
Position Error Correction.
Page
8,
Date 15.10.98
B767 2 NAT , Rev. 3
BASIC CONCEPTS FOR CONTINGENCIES
Contingency procedures are complicated when specific situations are detailed. However, if the details are
examined in the context of certain basic concepts, then they are more easily understood. Reviewing
these concepts should serve to aid pilots' understanding of the specific contingency procedures.
3.1
BASIC CONCEPTS FOR CONTINGENCIES
Commanders Responsibility: Guidance for contingency procedures should not be interpreted in any way
which prejudices the final authority and responsibility of the commander for the safe operation of the
aircraft.
If the pilot is unsure of the vertical or lateral position of the aircraft or the aircraft deviates from its
assigned altitude or track for cause without prior ATC clearance, then the pilot must take action to
mitigate the potential for collision with aircraft on adjacent routes or flight levels.
In this situation, the pilot should alert adjacent aircraft by making maximum use of aircraft lighting
and broadcasting position, flight level, and intentions on 121.5 Mhz (or 131.8 as a back-up).
Unless the nature of the contingency dictates otherwise, the pilot should advise ATC as soon as
possible of a contingency situation and if possible, request an ATC clearance before deviating from the
assigned route or flight level.
If a revised ATC clearance cannot be obtained in a timely manner and action is required to avoid potential
conflict with other aircraft, then the aircraft should be flown at an altitude and/or on a track where other
aircraft are least likely to be encountered:
This can be accomplished by offsetting from routes or altitudes normally flown in the airspace.
Doc. 7030 para 5 provides recommendations on the order preference for the following pilot actions:
The pilot may offset half the lateral distance between routes or tracks.
The pilot may offset half the vertical distance between altitudes normally flown.
The pilot may also consider descending below FL285 or climbing above FL410. (The vast
majority of North Atlantic traffic has been found to operate between levels 290 and 410. Flight
above FL410 or below FL285 limits exposure to conflict with other aircraft)
When executing a contingency maneuver the pilot should:
a.) Watch for conflicting traffic.
b.) Continue to alert other aircraft using 121.5 Mhz (or 13 I .8 as a back- up) and aircraft lights.
c.) Continue to fly offset tracks or altitudes until an ATC clearance is obtained.
d.) Obtain an ATC clearance as soon as possible.
B767 2 NAT , Rev. 3
SPECIAL PROCEDURES FOR INFLIGHT

CONTINGENCIES
Source document for NAT Contingency Procedures is Doc. 7030.

The following procedures are intended for guidance only. Although all possible contingencies cannot be
covered, they provide for the more frequent cases of
1.) inability to maintain assigned level due to weather, aircraft performance, pressurization failure and
problems associated with high level supersonic flight;
2.) loss of, or significant reduction in, the navigation capability when operating in parts of the airspace
where high accuracy of navigation is a prerequisite to the safe conduct of flight operations; and
3.) en route diversion across the prevailing NAT traffic flow. Guidance is recommended for aircraft
operating within North Atlantic airspace.
With regard to 1.) and 3.) above, the procedures are applicable primarily when rapid descent and/or turnback or diversion is required. The pilots judgment shall determine the sequence of actions taken, and air
traffic control shall render all possible assistance having regard to the specific circumstances.
4.1
GENERAL PROCEDURES
If an aircraft is unable to continue flight in accordance with its air traffic control clearance, a revised
clearance shall, whenever possible, be obtained prior to initiating any action. This shall also apply to
aircraft which are unable to maintain an accuracy of navigation on which the safety of the separation
minima applied by air traffic control between it and adjacent aircraft depends. This shall be accomplished
using the radiotelephony distress or urgency signal as appropriate. Subsequent air traffic control action
with respect to that aircraft shall be based on the intentions of the pilot and the overall air traffic situation.
If prior clearance cannot be obtained, an air traffic control clearance shall be obtained at the earliest
possible time and, in the meantime, the pilot shall:
1.) broadcast position (including the ATS route designator or the track code, as appropriate) and
intentions on frequency 121.5 Mhz at suitable intervals until air traffic control clearance is
received;
2.) make maximum use of aircraft lights to make aircraft visible;
3.) maintain a watch for conflicting traffic; and
4.) initiate such action as necessary to ensure safety of the aircraft.
Page
10,
Date 15.10.98
B767 2 NAT , Rev. 3
Initial action
If unable to comply with the provi sions above to obtain prior air traffic control clearance, the aircraft
should leave its assigned route or track by turning 90 degrees to the right or left whenever this is
possible. The direction of the turn should, where possible, be determined by the position of the aircraft
relative to any organized route or track system (e.g., whether the aircraft is outside, at the edge of, or
within the system). Other factors which may affect the direction of the turn are the direction of any
alternate airport, terrain clearance and the levels allocated to adjacent routes or tracks.
Subsequent action:
An aircraft able to maintain its assigned flight level should:
1.)
turn to acquire and maintain in either direction a track laterally separated by 30NM from its
assigned route or track; and
2.) if above FL410, climb or descend 1000FT; or
3.) if below FL410, climb or descend 500FT; or
4.) if at FL410, climb 1000FT or descend 500FT.
An aircraft not able to maintain its assigned flight level should:
1.) initially minimize its descent rate to the extent that it is operationally feasible;
2.) turn while descending to acquire and maintain in either direction a track laterally separated
by 30NM from its assigned route or track; and
3.) for the subsequent level flight, a level should be selected which differs from those normally
used by 1000FT if above FL410 or by 500FT if below FL410.
En route diversion across the prevailing NAT air traffic flow
The guidance in this para applies to aircraft that:
1.) are operating within the OTS or on random routes that are proximate to the OTS; and
2.) can climb or descend to an altitude above or below those where the majority of NAT aircraft
operate.
The basic concept of this guidance is that, when operationally feasible, before diverting across tracks or
routes with heavy traffic, the aircraft should offset from the assigned track or route by 3ONM and
expedite a descent to an altitude below or a climb to an altitude above those where the vast majority of
NAT aircraft operate before proceeding toward the alternate aerodrome. Flight below FL285 or above
FL410 should meet this objective.
In the event of a contingency which necessitates an en route diversion to an alternate aerodrome, across
the direction of the prevailing NAT traffic flow, and prior ATC clearance cannot be obtained:
An aircraft able to maintain its assigned flight level should:
1.)
2.)
3.)
4.)
5.)
6.)
7.)
turn toward the alternate aerodrome to acquire a track which is separated laterally by 3ONM
from the assigned route or track; and
if above FL410, climb or descend 1000FT; or
if below FL410, climb or descend 500FT; or
if at FL410, climb 1000FT or descend 500FT; and
fly the offset track while expediting its descent to an altitude below FL285 or a climb to an
altitude above FL410; and
when below FL285 or above FL410, proceed towards the alternate aerodrome while maintaining
a level which differs from those normally used by 500FT if below FL410 or 1000FT if above
FL410; or
if unable or unwilling to make a major climb or descend, fly an altitude offset for the diversion
until obtaining an ATC clearance.
B767 2 NAT , Rev. 3
11

An aircraft not able to maintain its assigned flight level should:
1.) initially minimize its descent rate to the extent it is operationally feasible; and
2.) start its descent while turning to acquire a track separated laterally by 30NM from its assigned
route or track; and
3.) unless the nature of contingency dictates otherwise, maintain the offset track while expediting its
descent to an altitude below FL285; and
4.) unless the nature of the contingency dictates otherwise, when below FL285, it should proceed
towards the alternate aerodrome; and
5.) continue descent to a level which can be maintained and which differs from those normally used
by 500FT if below FL410.
If these contingency procedures are employed by a twin- engined aircraft as a result of a shutdown of a
power unit or a primary aeroplane system failure, the pilot should so advise ATC as soon as practicable,
reminding ATC of the type of aircraft involved and requesting expeditious handling.
CONTINGENCY SCENARIOS
5.1
SCENARIO 1
The pilot is unsure of the vertical position of the aircraft due to loss or degradation of all
primary altimetry systems or is unsure of the capability to maintain CFL due to turbulence or
loss of all automatic altitude control systems.
Pilot Action
The pilot should maintain CFL while evaluating the situation and:
a.) Watch for conflicting traffic
b.) If considered necessary, alert nearby aircraft by:
Making maximum use of exterior lights;
Broadcasting position, flight level, and immediate intentions on 121.5 MHZ
(or 131.8 as a back-up);
c.) Notify ATC of the situation and the intended course of action.
Possible courses of action include:
Continuing in MNPS airspace provided that the aircraft can maintain CFL.
Requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot
maintain CFL and ATC cannot establish adequate separation from other aircraft. Executing contingency.
maneuver to leave the assigned track if prior ATC clearance cannot be obtained and the aircraft cannot
maintain CFL.
Page
12,
Date 15.10.98
B767 2 NAT , Rev. 3
5.2
SCENARIO 2
Failure or loss of accuracy of one primary altimetry system (e.g., 200 feet or more difference
between primary altimeters).
Pilot Action
cross check standby altimeter, confirm the accuracy of a primary altimeter system and notify ATC of the
loss of redundancy. If unable to confirm primary altimeter system accuracy, follow pilot actions listed in
the preceding scenario.
5.3
SCENARIO 3
All automatic altitude control systems fail (e.g., automatic altitude hold)
Pilot Action
Initial:
1.) Maintain CFL
2.) Evaluate the aircraft's capability to maintain altitude through manual control.
Subsequent:
1.) Watch for conflicting traffic;
2.) If considered necessary, alert nearby aircraft by max. use of exterior lights and broadcasting of
position, flight level and immediate intentions on 121.5 Mhz (131.8)
3.) Notify ATC of the failure and the intended course of action.
Possible courses of action include:
Continuing in MNPS airspace provided that the aircraft can maintain CFL.
Requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot
maintain CFL and ATC cannot establish adequate separation from other aircraft. Executing contingency
maneuver to leave the assigned track if prior ATC clearance cannot be obtained and the aircraft cannot
maintain CFL.
5.4
SCENARIO 4
Loss of redundancy in primary altimetry systems.

Pilot Action
If the remaining altimetry system is functioning normally, couple that system to the automatic
altitude control system, notify ATC of the loss of redundancy and maintain vigilance of altitude
keeping.
5.5
SCENARIO 5
All primary altimetry systems fail or are considered unreliable.

Pilot Action
Initial:
1.) Maintain altitude by reference to the standby altimeter (if the aircraft is so equipped);
2.) Alert nearby aircraft by max. use of exterior lights and broadcasting of position, flight level and
immediate intentions on 121.5 Mhz (131.8);
B767 2 NAT , Rev. 3
13

3.) Notify ATC of the inability to meet MNPS performance requirements, consider declaring an
emergency, and request clearance to exit MNPS airspace.
Page
14,
Date 15.10.98
B767 2 NAT , Rev. 3

Subsequent:
1.)
2.)
If unable to obtain ATC clearance, in a timely manner, execute Doc. 7030 contingency
procedures to leave the assigned route or track and descend below RVSM airspace (if
operationally feasible).
If it is not operationally feasible continue to alert nearby aircraft and coordinate with ATC.
5.6
SCENARIO 6
Primary altimeters diverge by more than +/-200FT.

Pilot Action
1.) Attempt to determine the defective system through established trouble shooting procedures
and/or comparing the primary altimeter displays to the standby altimeter (as corrected by
correction cards, if required).
2.) If the defective system can be determined, couple the functioning altimetry system to the altitude
keeping device.
3.) If the altimeter displays differ by more than +/-200FT and it cannot be determined which system
is defective, follow the guidance for failure or unreliable altimeter indications of all primary
altimeters.
5.7
SCENARIO 7
Aircraft encounters turbulence (greater than moderate) which the pilot believes will impact the
aircraft's capability to maintain flight level.
Pilot Action
1.) Watch for conflicting traffic and make maximum use of exterior lights.
2.) Broadcast call sign, position, flight level, nature and severity of turbulence, and intentions on
121.5 MHz ( 131.8 MHz may be used as a back- up).
3.) Notify ATC as soon as possible and request flight level change if necessary.
4.) If the aircraft cannot maintain level, execute Doc. 7030 contingency procedures to leave the
assigned route or track.
5.8
TRANSPONDER FAILURE AND RVSM TRANSITION AREAS
The specific actions that ATC will take in the event of transponder failure in RVSM transition areas will be
determined by the provider States.
(Transition areas are planned to be established between airspaces where different vertical separation
standards are applied).
B767 2 NAT , Rev. 3
15
CONSIDERATIONS FOR USING TCAS IN AN RVSM

AIRSPACE
6.1
INTRODUCTION
Very few RAs are expected to occur in NAT airspace during normal operations after
RVSM is introduced. A TA will, however, occur each time an aircraft passes in close proximity to
another at an adjacent flight level (FL). (See page 4, RVSM Airspace Operations). It is important,
therefore, that pilots understand the affect of RVSM on TCAS operation.
TCAS software modification, Change 7, will contain changes that enhance TCAS compatibility with
RVSM operations.
6.2
SCOPE
This paper presents a set of proposed training standards for pilots operating TCAS II in an RVSM
airspace above FL 290. These standards cover four major topics: TCAS operating characteristics and
parameters applicable to RVSM airspace; the interaction between TCAS and the reduced separation
standards; operating recommendations; and the requirements for reporting TCAS events in this
environment, along with a review of the available means of reporting.
6.3
TCAS OPERATING CHARACTERISTICS AND PARAMETERS
The pilot must demonstrate an understanding of basic TCAS operations and the criteria used for issuing
TAs and RAs above FL 290. This section of the training should address the following topics.
6.4
Objective:
Criteria:
BASIC TCAS OPERATION AND THRESHOLDS ABOVE FL 290

Demonstrate knowledge of how TCAS issues TAs and RAs.
The pilot must demonstrate an understanding of the methodology used by TCAS to
issue TAs and RAs, and the general criteria for the issuance of these advisories.
Information:
a. TCAS will issue a TA or an RA only when another aircraft is "close" in both range and
altitude. Figure 1 shows these criteria and the RA threshold values used by TCAS above FL 290.
b. TAs and RAs can be issued based on either the time to closest point of approach (CPA) or a
fixed distance. In most airspace, most TAs and RAs will be issued based on time; however when
RVSM is introduced in the NAT, some advisories will be caused by the fixed range and altitude
thresholds.
Page
16,
Date 15.10.98
B767 2 NAT , Rev. 3
1. BOTH AIRCRAFT LEVEL: ALERT BASED ON TIME TO CPA AND VERTICAL DISTANCE
BETWEEN AIRCRAFT.
TA may be issued when the two aircraft are within 48 seconds of CPA horizontally and within 1200 feet
vertically. An RA may be issued when the two aircraft are within 35 seconds of CPA horizontally and
within 800 feet vertically. If the vertical separation between the two aircraft is less than 700 feet, a
corrective RA requiring a change in altitude will be issued. These thresholds are used when the two
aircraft are converging horizontally with closure rates above 100 knots and with both aircraft level. OR,
2. ONE OR BOTH AIRCRAFT WITH VERTICAL RATE: ALERT BASED ON TIME TO
VERTICAL AND HORIZONTAL CONFLICT.
A TA may be issued when the two aircraft are within 48 seconds of CPA horizontally and within 48
seconds of being at the same altitude. An RA may be issued when the two aircraft are within 35
seconds of CPA horizontally and within 35 seconds of being at the same altitude. If the TCAS aircraft is
level and another aircraft is climbing or descending, the RA will be delayed until the two aircraft are within
30 seconds of being at the same altitude to provide additional time for TCAS to detect a level off by the
other aircraft. If the vertical separation between the two aircraft at CPA is estimated to be less than 700
feet, a corrective RA requiring a change in vertical speed will be issued. If the vertical separation
between the two aircraft at CPA is estimated to be between 700 and 800 feet, a preventive RA will be
issued. These thresholds are used when the two aircraft are converging horizontally with closure rates
above 100 knots and when one or both aircraft have a vertical rate. OR,
3. BOTH AIRCRAFT LEVEL: ALERT BASED ON HORIZONTAL AND VERTICAL DISTANCE.
A TA may be issued when the two aircraft are within 1.3 nm of each other horizontally and within 1200
feet vertically. An RA may be issued when the two aircraft are within 1.1 miles of each other horizontally
and within 800 feet vertically. If the vertical separation between the two aircraft is less than 700 feet, a
corrective RA requiring a change in altitude will be issued. These thresholds are used when the two
aircraft are converging horizontally with slow closure rates (less than 100 knots) and with both aircraft
level. This is typical of an overtaking situation in which an aircraft on the same track at an adjacent
altitude passes another aircraft. OR,
4. ONE OR BOTH AIRCRAFT WITH VERTICAL RATE: ALERT BASED ON HORIZONTAL
DISTANCE AND TIME TO VERTICAL CONFLICT.
A TA may be issued when the two aircraft are within 1.3 nm of each other horizontally and within 48
seconds of being at the same altitude. An RA may be issued when the two aircraft are within 1.1 nm of
each other horizontally and within 35 seconds of being at the same altitude. If the vertical separation
between the two aircraft at CPA is estimated to be less than 700 feet, a corrective RA requiring a change
in vertical speed will be issued. If the vertical separation between the two aircraft at CPA is estimated to
be between 700 and 800 feet, a preventive RA will be issued. These thresholds are used when the two
aircraft are converging horizontally with slow closure rates (less than 100 knots) and when one or both
aircraft have a vertical rate. This is typical of an overtaking situation in which aircraft are on the same
track and maneuvering vertically towards each other to establish the reduced separation.
5. POTENTIAL FOR EXTENDED RA DISPLAY.
With the current version of TCAS, it is possible for an RA to remain displayed for an extended period of
time (two to five minutes) without being modified, if the RA is issued after the two aircraft have started to
diverge in a slow overtake encounter. The original RA will remain displayed even though adequate
vertical separation has been obtained during the initial response to the RA.
c. In the transition areas, it is most likely that TAs and RAs will be issued as aircraft are
changing altitudes to obtain the 1000 feet of vertical separation. In the NAT, a majority of advisories will
be issued when a faster aircraft on the same track passes another aircraft with 1000 feet of vertical
separation. Very few RAs are expected to occur in the NAT, but a TA can be expected every time
an aircraft passes another at the next level.
B767 2 NAT , Rev. 3
17
6.5
INTERACTION BETWEEN TCAS AND RVSM.
Because the TCAS thresholds for issuing TAs and RAs were designed for an environment with 2,000 feet
of vertical separation above FL 290, after RVSM is implemented, TCAS will issue TAs and RAs when
aircraft are operating in accordance with required separation standards. This section of the training will
highlight the types of TAs and RAs that can be expected in both an RVSM airspace and in the Transition
Areas at the entry and exit points of the RVSM airspace.
6.6
RVSM AIRSPACE OPERATIONS

(A)
TAs
Objective:
Demonstrate knowledge about the frequency of TAs and the types of TAs that can be
expected.
Criteria: The pilot must be able to demonstrate a knowledge of the types of maneuvers and encounter
geometries that will result in TAs being issued while operating in the RVSM airspace. These include:
Information:
a. A TA will be issued whenever an aircraft operating 1,000 feet above or below the own aircraft
passes the aircraft, or is passed by the own aircraft. The TA may be displayed for as long as five
minutes, depending on the closure rate. (In this situation, if a second intruder aircraft passes own
aircraft within TA parameters, a second TA with associated aural alert will be issued). If the closure rate
is less than a 100 knots, the TA will not be issued until the aircraft are approximately 1.3 nm apart. On
most traffic displays, if the selected display range is greater than 10 nm, the intruder's aircraft symbol
will be touching the own aircraft symbol when the TA is issued.
b. When the closure rate between two aircraft is extremely slow (ground speeds within 20
knots), multiple TAs may be issued against the same intruder just prior to the TA being removed.
c. It is also possible to have multiple TAs issued against the same intruder during a crossing as
the winds at the adjacent altitude change and alter the ground speed of the two aircraft.
d. If an aircraft changes altitude while in the RVSM airspace using a vertical speed greater than
approximately 1500 fpm while in close horizontal proximity (less than two nm) to an aircraft that is level,
it is possible for TCAS to issue a TA.
Page
18,
Date 15.10.98
B767 2 NAT , Rev. 3
(B) RAs
Objective:
Demonstrate knowledge about the types of RAs that can be expected and the typical
deviation required to resolve the RA.
geometries that will result in RAs being issued while operating in the RVSM airspace. These include:
Information:
a. POTENTIAL FOR EXTENDED RA DISPLAY: AIRCRAFT WITHIN TWO NM
HORIZONTALLY, ONE AIRCRAFT WITH VERTICAL RATE OF APPROXIMATELY
*1500 FPM AND APPROACHING ADJACENT FLIGHT LEVEL.
If an aircraft changes altitude while in the RVSM airspace using a vertical speed greater than
approximately 1500 fpm while in close horizontal proximity (within two nm) to another aircraft, it is
possible for TCAS to issue an RA as the climbing or descending aircraft approaches its altitude. For the
climbing or descending aircraft, the RA is likely to be an RA commanding a reduction in the climb or
descent rate. For the level aircraft, the RA is likely to be a Climb or Descend RA. In a typical
encounter, the Climb or Descend RA will be displayed until the level aircraft has climbed between 500
and 700 feet. If the climbing or descending aircraft is also TCAS equipped, the required displacement of
the level aircraft will be less.
*NOTE: OPERATING RECOMMENDATIONS. SEE PAGE 8. In airspace where RVSM is applied
(including Transition Areas), limiting climb and descent rates to 1000 fpm when operating in close
proximity to other aircraft will mitigate the potential for RVSM to affect TCAS operation.
b. In the situation described in paragraph a above, if the maneuvering aircraft is diverging in
range at a slow rate with the own aircraft, the Climb or Descend RA may remain displayed for several
minutes, even though the maneuvering aircraft has leveled off. WHILE THIS IS EXPECTED TO BE
RARE, such an event can cause very large displacements from the assigned altitude while complying
with the RA. If a Climb or Descend RA remains displayed for an extended period of time, it may be
indicative of a slow closure rate encounter and pilots should use all available data (TCAS traffic display,
visual cues, knowledge of other aircrafts clearance, etc.) to determine if the vertical separation between
the two aircraft is still converging. It is likely that a long duration Climb or Descend RA (displayed for
more than 30 seconds) is in response to this type of encounter which the current version of TCAS has
difficulty resolving.
However, pilots must also be aware that a long duration RA may also occur when an intruder aircraft
chases the TCAS aircraft, i.e., the intruder continues to climb after the TCAS aircraft responds to a
Climb RA. In a situation where a second intruder aircraft passes own aircraft within RA parameters, a
second RA with associated alerts will be issued.
c. AFFECT OF TURBULENCE WITH AIRCRAFT WITHIN 1.1 NM OF EACH OTHER.
Moderate and severe turbulence can induce aircraft motion which TCAS can interpret as a climb or
descent. These vertical speed changes can result in TCAS projecting the vertical separation to be less
than 800 feet at CPA, which can result in an RA being issued if the aircraft is in close proximity
(1.1 nm) of another aircraft at an adjacent altitude.
d. AFFECT OF CERTAIN SOFT ALTITUDE HOLD SYSTEMS WITH AIRCRAFT WITHIN 1.1 NM
OF EACH OTHER.
FAA RVSM approval criteria requires that soft altitude hold systems contain altitude variations within 130
feet. Prior to the introduction of this requirement, aircraft equipped with CERTAIN soft altitude hold
systems have caused numerous RA reports from operators. The soft altitude hold mode permits
oscillation about the selected altitude and can result in either the actual or projected vertical separation
between the TCAS aircraft and an intruder being reduced to less than 800 feet. If the intruder aircraft is
B767 2 NAT , Rev. 3
19

within approximately 1.1 nm horizontally when the actual or projected altitude separation falls below 800
feet, an RA will be issued.
e. POTENTIAL FOR EXTENDED RA DISPLAY.
The RAs issued in the types of encounters described in d above, range from preventive Do Not
Climb/Descend to corrective Climb or Descend. If the closure rate between the two aircraft is very slow
(again less than 20 knots), it is possible for the RA to remain displayed for several minutes. Because of
the TCAS design, in some conditions, the initial Climb or Descend RA will not be changed during this
time, which can result in large displacements from the assigned altitude if the pilot continues to comply
with the RA. However, if a third aircraft is within 1.1 nm and at the adjacent altitude not occupied by the
oscillating aircraft, the Climb or Descend RA will be modified.
f. TYPICAL RA DISPLAY.
When a Climb or Descend RA is issued in either the NAT or the transition area, this RA will typically be
removed or weakened to permit the altitude displacement to be stopped after the TCAS aircraft has
deviated between 500 and 700 feet from an assigned altitude.
6.7
TRANSITION AREA OPERATIONS

(A)
TAs
Objective:
Demonstrate knowledge about the types of TAs that can be expected.
geometries that will result in TAs being issued while operating in the Transition Areas. These include:
Information:
a. If an aircraft changes altitude while in the transition area using a vertical speed greater than
approximately 1500 fpm while in close horizontal proximity to another aircraft that is level, it is possible
for TCAS to issue a TA.
b. If two aircraft are maneuvering vertically to attain 1,000 feet of vertical separation for entry into
the RVSM airspace, and are in close horizontal proximity to each other in either distance (1.3 nm) or
time (48 seconds), it is possible for TCAS to issue TAs to both aircraft if the combined vertical speed of
the two aircraft is greater than 1500 fpm.
c. Once two aircraft attain 1,000 feet of vertical separation in the transition area, the same types
of TAs outlined on page 4 (RVSM Airspace Operations: TAs) may occur.
d. In the transition area at the RVSM airspace exit point, very few TAs are expected because
aircraft should be diverging from each other vertically.
(B)
Objective:
RAs
Demonstrate knowledge about the types of RAs that can be expected.
geometries that will result in RAs being issued while operating in the Transition Areas. These include:
Information:
a. POTENTIAL FOR RA DISPLAY: AIRCRAFT WITHIN TWO NM HORIZONTALLY, ONE
AIRCRAFT WITH VERTICAL RATE OF APPROXIMATELY 1500 FPM AND APPROACHING ADJACENT
FLIGHT LEVEL.
If an aircraft changes altitude while in the Transition Area using a vertical speed greater than
Page
20,
Date 15.10.98
B767 2 NAT , Rev. 3

approximately 1500 fpm while in close horizontal proximity to another aircraft that is level, it is possible
for TCAS to issue an RA as the climbing or descending aircraft approaches its altitude. For the climbing
or descending aircraft, the RA is likely to be an RA commanding a reduction in the climb or descent rate.
For the level aircraft, the RA is likely to be a Climb or Descend RA. It is possible for the long duration
RAs described on page 5 (RAs) to also occur in the Transition Area.
B767 2 NAT , Rev. 3
21
b. RA DISPLAY: COMBINED VERTICAL SPEED APPROXIMATELY 1500 FPM, AIRCRAFT

WITHIN 1.1 NM OR 35 SECONDS AND APPROACHING ADJACENT FLIGHT LEVELS.
If two aircraft are maneuvering vertically to attain 1,000 feet of vertical separation for entry into the RVSM
airspace, and are in close horizontal proximity to each other in either distance (1.1 nm) or time (35
seconds), it is possible for TCAS to issue RAs to both aircraft if the combined vertical speed of the two
aircraft is greater than 1500 fpm.
c. Once two aircraft attain 1,000 feet of vertical separation in the transition area, the same types
of RAs outlined on page 5 (RAs) may occur.
d. In the transition area at the RVSM airspace exit point, very few RAs are expected because
aircraft should be diverging from each other vertically.
6.8
PLANNED MODIFICATIONS TO TCAS
Objective:
Demonstrate knowledge that the types of TAs and RAs described above exist with the
existing implementation of TCAS. The next TCAS software modification, Change 7, will contain changes
to make TCAS more compatible with reduced vertical separation above FL 290.
Information:
a. The TCAS design criteria is based on the 2,000 foot vertical separation standard
currently applied above FL 290. Some TAs and RAs will occur after RVSM implementation due to
current TCAS design criteria not considering RVSM above FL 290. TCAS software modification,
Change 7, which is expected to enter service in early 1998, will address known issues and
incompatibilities for TCAS operations in the RVSM airspace. The major areas for these
modifications are:
Reducing TA and RA thresholds.

Permitting Climb or Descend RAs to weaken in slow closure rate encounters.
OPERATING RECOMMENDATIONS. There are certain TCAS and aircraft operating

recommendations, that if followed, will minimize the disruptions caused by the issuance of unnecessary
TAs and RAs during the NAT trials and initial implementation.
Objective:
Verify the pilot understands the recommended operating configuration of TCAS in the
RVSM airspace and Transition Area and the aircraft operating practices which will minimize the issuance
of some unnecessary TAs and RAs.
Page
22,
Date 15.10.98
B767 2 NAT , Rev. 3
6.9
RECOMMENDED OPERATING PRACTICES
a.
TCAS should be operated in the TA/RA mode during all operations in the RVSM
airspace and Transition Areas.
b.
Climb and descent rates in the RVSM airspace and Transition Areas should be limited
to 1000 fpm when operating within five (5) nm and 2000 feet of other aircraft to minimize the generation
of TAs and RAs.
6.10 REPORTING REQUIREMENTS/VEHICLES

After RVSM implementation, data will be collected on the frequency and types of RAs issued in the
RVSM airspace and Transition Areas. A key part of these data will be inputs from the pilots.
Information:
a. A written report is needed for all RAs requiring a change in the existing vertical speed while
operating in the RVSM airspace and Transition Areas.
b. U.S. operators should forward these reports, in any format, to the TCAS Transition Program
(TTP). The use of the standard TTP Pilot Questionnaire is preferred, but not required.
c. European operators should forward these reports, in any format, to the Eurocontrol
Experimental Centre. The use of the existing reporting format is preferred, but not required.
d. Reports on TAs are encouraged, but not required.
B767 2 NAT , Rev. 3
23
B767 Limitations
TABLE OF CONTENTS
B767 LIMITATIONS
TABLE OF CONTENTS ................................................................................................. 1
OPERATIONAL .............................................................................................................2
FLIGHTCONTROL.........................................................................................................2
AIR CONDITION 6 PRESSURIZATION............................................................................2
FUEL ............................................................................................................................3
FIRE PROTECTION .......................................................................................................3
AUTOMATIC FLIGHT ....................................................................................................3
NAVIGATION ................................................................................................................3
APU..............................................................................................................................3
GROSS WEIGHT...........................................................................................................4
10
POWERPLANT .............................................................................................................4
11
ANTI ICE USE...............................................................................................................4
767 1 LIM , Rev.2
B767 Limitations
OPERATIONAL
AFM
Max operating pressure altitude: 43 100ft

Max T/O and LDG PA: 8 400ft
RWY slope limits:+/-2%
T/O & LDG: -54C to ISA + 39CMax T/O &landing tailwind:10kts
Max demonstrated crosswind:
braking coefficient : 0.40.......................... 40kts GOOD
0.39.......................... 38kts MED/GOOD
0.35.......................... 30kts MED
0.30.......................... 21kts MED/POOR
0.25.......................... 15kts POOR
0.2006kts POOR
AFM
LAL
PERF
APP
AOM
Rudder ratio failed,max crosswind:
AFM
Turbulent airspeed:
gear speed:extend:
290kts/.78M Vmo/Mmo: 360kts/.86Max

270kts/.82M
retract:
270kts
Alternate gear extension:
250kts/0.75M
Main door evacuation slide systems must be armed and engagement of girt bar
with door sill verified prior to taxi,takeoff and landing whenever passengers are
carried
AOM
AFM
AOM
15kts
Tyre speed limit:
225 mph
FLIGHTCONTROLS
AFM
Flap extension,max:
AOM
Flap extension placard limits:

X, - Y, - Z: OE-LAU:
Flap 1:
245kts
Flap 5:
230kts
Flap20:
210kts
Flap25:
180kts
Flap30:
170kts
Max G load:Flap up:
+2.5G/-1,0G
Flap dn:
+2.0G/-0,0G
Landing weight above 160000kg:
AFM
AOM
Max operating cabin differential pressure:

open)Max operating cabin differential
pressure during climb:
for takeoff&landing
225kts
205kts
175kts
165kts
Fl 25
8.6+/0.05 PSI (9.1 relief valves

8.6+/0.1PSIMax differential pressure
0.125 PSI
FUEL
AFM
Page
OE-LAT,- W, 250kts
AIR CONDITION & PRESSURIZATION
AFM
20000ft
Center tank fuel :Maximum of 10.000 kg with less

than full wing tanks
2,
Date 01.11.99
767 1 LIM , Rev.2
B767 Limitations
Max temp: 49C(JP4/JETB:43C)
Min temp: 3C above fuel freeze point
(JET A1:-47C,JETA -37C)
Min temp for takeoff: -40C
Max. fuel imbalace: 900 + 200kg
Max fuel load:
main
19548 kg
center
38646 kg
total
77742 kg(0,85)
71760 kg(0,78)
Refuelling pressure:
max :
55PSI
recommended:
35PSI
FIRE PROTECTION
AFM
To ensure cargo fire protection flight must be within 3 hours of suitable airport
whenever cargo is carried
AUTOMATIC FLIGHT
AFM
On takeoff, do not engage autopilot below 200 ft

Min altitude for A/P engagement for autoland:
600ft
FOM
Min altitude for A/P enroute: 500ft AGL
AFM
Max winds for autoland :

Headwind: 25kts
Crosswind: 25kts
Tailwind:
10kts
FOM
AFM
CAT II/III
CAT II: Auto app + man Ldg:

T/O Visibility 300m:
max crosswind 15 kts

max X-wind
15 kts
NAVIGATION
AFM
VOR approaches :
AOM
Do not operate under IFR or at night into airports north of 73North or south of
60South latitude whose navigation aids are referenced to magnetic north.
One pilot must have raw data from the VOR associated
with the approach displayed in the HSI VOR mode no
later than the final approach fix.
APU
AOM
Max 3 start attempts or 3 starts within 1 hour
AFM
APU bleed air for cabin pressurization up to ~20000ftEXT power: min 90 KVA
767 1 LIM , Rev.2
B767 Limitations
GROSS WEIGHT[kg]
OE-LAT
Max Taxi wt :
185518
Max takeoff wt:
184612
Max landing wt:
145149
Max zero fuel wt:
130634
Min inflight wt( without fuel) : 81193
AFM
10
OE-LAU
177808
177354
136077
126098
OE-LAW, -X, -Y, -Z

187333
186880
145149
130634
POWERPLANT
AFM
Ignition:
on for takeoff & landing

on for icing & severe turbulent conditions
Flight crew shall not blank vib display during takeoff

Reverse thrust : ground use only, do not use for backing airplane
Limitations:
Max N1:
111.4%
Max N2:
105,5%
Min N2 for engine start:
15%
Max N2 for reengage starter:
20%
Time limit T/O thrust:
10min
Time limit G/A thrust:
10min
Max EGT for takeoff :
650C
Max cont EGT :
625 C
Max start EGT:
535C (inflight: 650C)
Max oil temp:
177C (163C -177C for 20min)
Min oil press :
70 PSI
Min oil temp for takeoff :
50C
AOM
11
Starter operation:
1) Normal duty cycle:
2 consecutive aborted starts with
EGT cooling periods.
After second consecutive cooling period let N2 decrease to zero
before reengagement
2) Extended duty cycle:

(Fuel + ignition off)
0-5 Min:
N2 down to 0 before
reengagement
5-10 Min:
10 Min cooling
10-15 Min: 15 Min cooling
ANTI ICE USE

Engine Anti Ice must be on during all Gnd and flight operations when icing
conditions exists or are anticipated except when the temperature is below -40C SAT
AOM
Page
Icing condition exist when:

OAT is 10C or below during ground operation,takeoff, initial climb
or go around or TAT is 10C or below inflight and visible moisture
in any form is present.
4,
Date 01.11.99
767 1 LIM , Rev.2
B767 Differences
TABLE OF CONTENTS
B767 DIFFERENCES
TABLE OF CONTENTS......................................................................1
1
B767 TABLE OF DIFFERENCES....................................................2
AUTO FLIGHT / MCP .....................................................................2
AUDIO SELECTOR PANEL............................................................3
BRAKES .......................................................................................3
CVR SWITCH ................................................................................3
EICAS COMPUTER........................................................................3
EMERGENCY EVACUATION PANEL..............................................3
ENHANCED GPWS .......................................................................4
FIXED ELT ....................................................................................4
10
FMC ..............................................................................................4
767 1 DIF , Rev.1
B767 Differences
B767 TABLE OF DIFFERENCES
31.10.1999
OE-LAT
OE-LAU
OE-LAW
OE-LAX
OE-LAY
OE-LAZ
MTM
MTOM
MLM
MZFM
185518
184612
145149
130634
177808
177354
136077
126098
187333
186880
145149
130634
187333
186880
145149
130634
187333
186880
145149
130634
187333
186880
145149
130634
Engine
PW 4060
PW 4056
PW 4060
PW 4060
PW 4060
PW 4060
MAX T/O Thrust
10 minutes
10 minutes*
10 minutes
10 minutes
10 minutes
10 minutes
Seating Config.
C24/Y234
C24/234
C24/Y220
C24/220
C36/209
C36/209
ETOPS Time
AOC ITALY
160
AOC AUST
180
AOC ITALY
160
AOC AUST
180
AOC ITALY
160
AOC AUST
180
180 minutes
180 minutes
180 minutes
FMC
PIP
PIP
PIP
PIP
PEGASUS
PEGASUS
Live Raft Kit
Near Door
1L
Closet in
mid area
Closet in
mid area
New C Brakes
E GPWS
Predictive WS
MMR / GPS
Rain Rep. Sys
* OE-LAU is certified for 10 minutes T/O-thrust, but currently operated for 5 minutes T/O-thrust only. Also
there are no AAM-tables for 10 minutes T/O-thrust available.
AUTO FLIGHT / MCP
Auto flight / MCP:

LAY, LAZ
AOM 07.10.04
Page
2,
Date 16.11.99
ALTITUDE SELECTOR: Push during climb or descent, each push deletes

the next
waypoint constraint between the airplane and the MCP
altitude. If no constraints exist, and the MCP altitude window is set above
the cruise altitude in the FMC, the cruise altitude is changed to the MCP
altitude window value.
Push during cruise, with the MCP altitude window set above / below the
FMC cruise altitude, resets the FMC cruise altitude. If in VNAV PTH or
VNAV ALT mode, also initiates a climb / descent. Within 50 nm of the T/D
and with the MCP altitude set below the cruise altitude, initiates the DES
NOW feature.
VNAV ALT: If the MCP is set to an altitude that is part of the VNAV
profile, VNAV
767 1 DIF , Rev.1
B767 Differences
ALT will engage when the set altitude is reached. VNAV ALT is an altitude
hold sub-mode of VNAV. Resetting the MCP altitude and pushing the
Altitude Selector will re-engage VNAV. During descent the MCP may be set
to an altitude above the airplane without VNAV disengaging or stopping the
descent.
AOM 19.40.10
AUDIO SELECTOR PANEL
Audio Selector Panel:

LAY, LAZ
AOM 09.10.02
BRAKES
Brakes:
LAZ
New Allied Signal carbon brakes are installed on OE-LAZ. There are no changes in takeoff
performance, but there are some penalties in landing field length (250 to 350 ft). For more
detailed information refer to B767 OPS NOTICE 15/99.
CVR SWITCH
CVR Switch:
LAY, LAZ
AOM 09.20.02
CVR records continuously from ENG start until 5 minutes after the last ENG shut
down.
With Voice Recorder Switch installed, placing it in the ON position, will allow preflight
recordings to be made prior to ENG start. If the switch is in ON position, it will trip
to
AUTO after ENG start. It is Lauda-air procedure to leave the switch in AUTO
position.
EICAS COMPUTER
EICAS Computer:
LAY, LAZ
A new ASP has been installed with two additional Microphone Select
Switches
and two additional Receiver Controls for Satcom operation. Also a CALL
light
has been added to each Microphone Switch to indicate Selcal, Ground
call and FLT Interphone calls, in conjunction with the Communication
Crew Alerting System.
New EICAS computers have been installed, which provide a couple of new
Advisories and Cautions, including new Communication Alerts
EMERGENCY EVACUATION PANEL
Emergency Evacuation Panel:

LAT
AOM 11.10.06
767 1 DIF , Rev.1
The panel is located on the Overhead panel. If the Command

Switch is ON, it activates evacuation alarm at all FA
stations. A
horn will sound and a red Evacuation Light will flash.
B767 Differences
8
ENHANCED GPWS
Enhanced GPWS: LOOK AHEAD TERRAIN ALERTING: EGWPS use the radio altitude
LAZ
AOM 14.10.04B
AOM 14.20.04B
AOM 22.50.01
based alerts. In addition it provides Look Ahead Terrain Alerting,

using a worldwide terrain database. This database, the look ahead
terrain alerting and the terrain display do not account for man-made
obstructions. Terrain within 2000ft of airplane barometric altitude shows on the
navigation display, which is generated from the database, contained in the
GPWS computer and correlated to GPS position. Terrain and weather radar
display cannot show together on a display, however, if weather radar display
was active, manual (by switch) or automatic (by pop-up function) terrain display
replaces the weather radar display.
Terrain Display Colour Code: 2000ft below A/C to 500ft above (250ft with gear
down) dotted green. 500ft (250ft with gear down) to 2000ft dotted amber. More
then 2000ft above dotted red.
Terrain Caution (40-60 sec. from projected impact) solid amber.
Terrain Warning (20-30 sec. from projected impact) solid red.
GROUND PROXIMITY TERRAIN OVERRIDE SWITCH has been installed to inhibit

AOM 22.50.01
look ahead terrain alerts and terrain display.
PREDICTIVE WINDSHEAR ALERTING CAPABILITY: EGPWS still provides actual
AOM 22.50.05
windshear alerts and additionally provides now look ahead
AOM 14.20.04B
windshear alerts. The EGPWS use the weather radar to provide
AOM 14.10.04C
windshear alerts for windshear events containing some level of moisture or
particulate matter, including microbursts and other windshear with similar
characteristics. Therefore the weather radar is required, and even when the
radar is switched off, it starts scanning when:
- thrust levers set for takeoff or
- in-flight below 2300ft radar altitude.
Like the terrain, and the TCAS display, also the predictive winds hear alert has
an automatic pop-up function.
FIXED ELT
Fixed ELT:
A FIXED EMERGENCY LOCATOR TRANSMITTER is located in the unpressurized

portion
of the tailcone. The ELT is controlled by a switch on the ELT panel and broadcasts on
frequencies of 121.5 MHz, 243.0 MHz and now additionally on 406.0 MHz, with an
encoded signal to identify the aircraft (registration).
LAY, LAZ
ELT PANEL with a guarded three position switch (reset, armed an on) and an ELT
ON light has been added to the overhead panel.
10
FMC
FMC:
LAY, LAZ
AOM 19.51.01
Page
4,
The Pegasus FMC incorporates a GPS, various new features, a revised CDU, and
FANS
(Future Air Navigation System). For differences between PIP FMC (product
improvement
package) and PEGASUS FMC refer to 757/767 Flight Crew Differences Training PIP
FMC to PEGASUS FMC manual and to AOM chapter 19.51.01.
Date 16.11.99
767 1 DIF , Rev.1
B767 Differences
767 1 DIF , Rev.1
B767 EFRAS
TABLE OF CONTENTS
SUPPLEMENTARY INFORMATION
B767 EFRAS
TABLE OF CONTENTS .................................................................................................................... 1
1
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
1.10
1.11
2
2.1
2.2
2.3
2.4
3
3.1
3.2
3.3
3.4
4
4.1
4.2
LAUDA AIR RUNWAY WEIGHT LIMITATION - EFRAS DESCRIPTION...................................... 2

GENERAL........................................................................................................................... 2
BASIC SETTINGS NOT SELECTABLE ............................................................................... 3
EFRAS - INPUT - MENU ...................................................................................................... 4
EFRAS - OUTPUT MENU .................................................................................................. 7
RUNWAY SELECTION........................................................................................................10
RUNWAY CONDITION SELECTION .....................................................................................13
BRAKES SELECTION.........................................................................................................14
CG SELECTION .................................................................................................................15
SPECIALS .........................................................................................................................15
MEL / CDL SELECTION....................................................................................................17
ADDITIONAL INFORMATION FIELD - ESC KEY..................................................................18
B767 ALTERNATE FORWARD C.G. LIMIT FOR TAKEOFF.......................................................21
GENERAL..........................................................................................................................21
LIMITATIONS......................................................................................................................22
EFRAS ..............................................................................................................................22
SPEEDS............................................................................................................................23
ENGINE OUT PROCEDURE ....................................................................................................24
EFP ((Standard) Engine Failure Procedure) ...........................................................................24
SPECIAL EFP (Special Engine Failure Procedure).................................................................24
FLIGHT PATH IN CASE OF ENGINE FAILURE DURING T/O-PATTERN ..................................25
ACCELERATION ALTITUDE ................................................................................................26
USE AND PROCEDURES........................................................................................................27
EFRAS Program / Pilots Notebooks .....................................................................................27
Operation with alternate forward Center of Gravity Limit for Takeoff (Appendix 51 AFM).............27
B767 EFRAS , REV 3
Date 07.02.2000 , Page
B767 EFRAS
1
LAUDA AIR RUNWAY WEIGHT LIMITATION EFRAS DESCRIPTION

1.1
GENERAL
The EFRAS-program has been developed to fulfill the following requirements:

- Allow the determination of the maximum allowable takeoff weight using the optimum or
a fixed flap setting (1), 5, 15 or 20. The optimum flap setting is selected to be that setting
which provides the highest takeoff weight.
- Allow the determination of takeoff speeds and other takeoff parameters like EPRs,
VREF- speeds or acceleration altitude.
- Allow the determination of the available weight margins as all three major limited
weights, e.g. field length limited, climb limited and obstacle limited takeoff weight, are
shown together with the performance limited and structuraly limited takeoff weight.
- Automatically observes any all-up-weight limitations, e.g. due to runway strength.
- Automatically provides the assumed temperature method parameters if a reduced
thrust takeoff is possible.
- Allow the determination of the takeoff weight and speeds in respect to the
environmental, runway and airplane status conditions, e.g. QNH, wind, temperature or
engine anti-ice, without any interpolation.
- Allow the determination of the takeoff parameters for a runway shortening and/or one
additional obstacle.
- Allow the determination of the maximum allowable takeoff weight and the respective
speeds for all MEL and CDL items which will affect the performance. The respective
limitations due to other items, e.g. runway or airplane conditions, are observed.
The following points are general information concerning the use of the EFRAS-program.
- The navigation within the different menues and selection boxes is desgined by using
certain keys or key combinations and/or the computer mouse.
Generally the movement from one input field to another is possible with the (TAB) key.
If a submenue opens up you can use the ( up) or (down) key for moving the courser.
Furthermore you can use the F1-F9/F12 keys (e.g. F2 for Flaps) or ALT-letter
combinations (e.g. ALT+O for OAT) to select the different input fields.
It is not necessary to confirm the selection with the ( return) key except within a
submenue where you see an OK button.
Page
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Date 07.02.2000
REV 3, B767 EFRAS
B767 EFRAS
- Items which are in general possible but not allowed for the respective conditions are
shown in gray colour on the different input fields (e.g. Eng Anti-Ice ON and Wing+Eng AI
ON in the ANTI-ICE input field for OAT < 11C)
- Press F10 to start the calculation.
- Exit the program with F11.
- 2 BASF is shown as BRAKES
- Settings which are different from the default/standard settings (e.g. Flaps 20 or AC
OFF) are shown in red colour or with red background.
- The message Airport not authorized (or A/P N/A) will be overruled by an entry in
Airport List or an Einzelflugfreigabe.
- Update stations are available in dispatch
1.2
BASIC SETTINGS NOT SELECTABLE
USE OF CLEARWAY AND/OR STOPWAY:

The performance limited TOWs in tons are computed using the runway data presented in
the top bar of the output-menue. If in addition to the presented runway length CWY and
SWY have been taken into account, the physically excisting amounts are listed. Please
keep in mind that the maximum usable CWY is restricted to half of the flare distance
between lift off and 35 ft, which may be less than the physically existing CWY.
LINEUP DISTANCE:
Lineup corrections are made when computing takeoff performance any time the access
to the runway does not permit positioning of the airplane at the threshold.
The EFRAS-program considers different possibilities for lineup, especially 90 degree
taxiway entry and 180 degree turnaround. Therefore appropriate minimum lineup
distance adjustments required by JAR-OPS1 and provided by Boeing (see table below)
are used. The data distinguish between the takeoff distance(TODA) and the acceleratestop distance (ASDA) and provide different lineup values for these cases. The takeoff
distance adjustment is based on the initial distance from the main gear to the beginning
of the runway since the screen height is measured from the main gear. The acceleratestop distance adjustment is based on the initial distance from the nose gear to the
beginning of the runway. Additionally the lineup correction for a 180 degree turnaround on
a runway is dependent on the runway width. There is a distingshion between the minimum
B767 EFRAS , REV 3
Date 07.02.2000 , Page
B767 EFRAS
and the nomianl lineup distances for a 180 degree turnaround on runway. For the nominal
180 degree turnaround the aircraft is realigned on the runway centerline. Whereas the
minimum value gives the absolute minimum value where the aircraft is not realigned on
the centerline.
The lineup corrections used for the calculation are displayed in the additional information
field available with the ESC key (see item 12)
13.20.20 BASIC SETTINGS - NOT SELECTABLE
1.3
EFRAS - INPUT - MENU
The input-menu mainly consists of three zones which are indicated by A, B and C in the
figure below.
Zone A:
This line contains the input fields to define the mission, i.e. the type of aircraft, the flight
number, the airport and the runway.
By entering the aircraft registration the EFRAS-program selects the respective
airplane data including MTOW, engine type, etc.
The flight number is required for bookkeeping the different calculations, i.e. every
calculation with a flight number other than 0000 will be stored on the VAIO and
downloaded to the Lauda Air headoffice whenever the VAIO is updated.
If the flight number will be kept 0000 the calculation will not be stored on the VAIO
Therefore if you just want to perform a test calculation you should use the flight number
0000.
The airport could be entered either with the three or four letter code.
After the selection of the airport the EFRAS-program automatically shows the different
run-ways available at the respective airport for the selected aircraft (registration). The
Page
4,
Date 07.02.2000
REV 3, B767 EFRAS
B767 EFRAS
respective runway selection could also be activated by pressing the F12-key. For
detailed explanation please refer to item 5 (RUNWAY SELECTION).
A
B
Figure 1: Input-Menu
Zone B:
This line contains the input fields to define the environmental conditions, i.e. the wind, the
OAT and the QNH. Additionally you will find the input field for the estimated takeoff
weight.
The wind must be entered with direction and speed. The program then automatically
calculates the head/tail-wind component and the crosswind component.
The OAT can be entered in degree celsius or degree fahrenheit. As the temperature
range for both units overlap each other, you are required to add the unit when entering
the temperature. The program displays automatically the OAT in both units next to the
input field.
B767 EFRAS , REV 3
Date 07.02.2000 , Page
B767 EFRAS
The QNH may be entered in hPa or inch HG. As the QNH range for both units do not
overlap each other, you are not required to add the unit (C or F) when entering the QNH.
The program displays automatically the QNH in both units next to the input field.
With the Est TOW field you are able to select three different calculation modes.
- By entering 0 the different weights (MATOW, PTOW, field length-, climb- and obstacle
limited TOW), the EPRs, the VREF-speeds and the acceleration altitude are calculated
and the EFP will be displayed.
The V1, VR and V2 speeds are only calculated if the PTOW < MTOW.
- If you enter a specific weight, e.g. 160 tons for 767, the takeoff speeds and the
assumed temperature method values (if applicable) are always calculated additionally
(e.g. look at sample in item 4).
- By entering MAX the program will calculate the highest possible PTOW for the
respective runway. Therefore the Flaps will automatically be set to Optimal and the Packs
will automatically be set to OFF.
Like with Est TOW = 0 the V1, VR and V2 speeds are only calculated if the PTOW <
MTOW.
Additionally Improved Climb and V1/VR-Speed Ratio are no longer selectable. The
program automatically checks whether these procedures will give a higher TOW.
These two buttons will have yellow colour (only with MAX) in the output menu to indicate
that this selection was done by the program.
Zone C:
This zone consists of nine selection buttons covering the runway condition, the airplane
status conditions ( FLAPS, PACKS, ANTI-ICE, BRAKES, as well as specific
procedures ( CG, Improved Climb, V1/VR-Speed Ratio) and a SPECIALS field (for
runway shortening, additional obstacle, MEL and CDL). Each of the nine buttons is easily
accessible by pressing one of the F1 to F9 keys.
The F1 key gives you access to the RUNWAY CONDITION field. This will be explained
separately in item 6.
The FLAPS ( F2 key) buttons allows the selection of the different flap settings. For
some airports the selection is reduced due to performance requirements (e.g. flaps 1
and 5 not allowed for 767 at Salzburg, runway 16, due to turn radius considerations).
If Optimal is selected the program calculates the takeoff weights for all allowed flap
settings and then selects that flap setting which gives the highest PTOW.
By pressing F3 you have access to the PACKS selection buttons. If Est TOW is set to
MAX the PACKS are automatically set to OFF and no selection is possible.
Page
6,
Date 07.02.2000
REV 3, B767 EFRAS
B767 EFRAS
The ANTI-ICE selection is accessible with the F4 key. Please note that Eng Anti-Ice ON
and Wing+Eng AI ON is inhibited for temperatures higher than 10C.
With the F5 key it is possible to modify the brake configuration in the BRAKES . For
detailed information refer to item 7
The CG ( F6 key) input field handles the alternate forward C.G. limit for takeoff. It is only
appli-cable for the 767. For more information look at item 8.
The selection of Improved Climb can be activated with the F7 key.
The selection of improved climb is only possible at those airports where it is allowed by
Lauda Air.
YES /Optimum will be shown in black colour. If the usage is not allowed YES is shown in
grey colour.
If MAX is choosen as Est TOW the program deactivates the Improved Climb selection
and auto-matically selects improved climb whenever it is allowed and yields to a higher
PTOW.
The selection of V1/VR-Speed Ratio can be activated with the F8 key.
The selection of Max V1/VR is only possible at those airports where it is allowed by
Lauda Air.
Max V1/VR will be shown in black colour. If the usage is not allowed Max V1/VR is
shown in grey colour.
If MAX is chosen as Est TOW the program deactivates the V1/VR-Speed Ratio selection
and automatically selects Max V1/VR whenever it is allowed and yields to a higher
PTOW.
The F9 key gives access to the SPECIALS input field. This field is used for runway
shortening, additional obstacle and MEL/CDL items.
Additionally the selection of thrust reverser inoperative in case of wet/contaminated
runway will be possible if the respective runway condition was selected first in the
RUNWAY CONDITION (see item 9 and 10)
1.4
EFRAS - OUTPUT MENU
The following values are chosen as default for the output-menu:

Registration
Flight (-number)
Wind Calm
OAT
QNH
Est. TOW
RUNWAY CONDITION 1) Dry
B767 EFRAS , REV 3
OE_LAX
0000
(000/0)
15C
1013 hPa
0
Date 07.02.2000 , Page
B767 EFRAS
FLAPS 1)
PACKS 1)
ANTI-ICE 1)
BRAKES 1)
CG 1)
Improved Climb 1)
V1/VR-Speed Ratio 1)
SPECIALS 1)
Optimal
ON
Anti-Ice OFF
Anti-Skid ON
Most Forward
No
Standard
NO
1) : Standard values are underlayed in green colour
The output-menu shows the respective takeoff data for the selected conditions and also
provides a possibilitiy for modifying each of the selected conditions except the airport,
aircraft and flight number.
Like the input-menu the output-menu can also be divided into four major zones named D,
E, F and G as you can see from the figure below.
Zones D and E display the selected airport, environmental and aircraft conditions and
provide a possibility to modify most of the settings.
Zone F shows the result of the calculation, i.e. the takeoff parameters.
Zone G provides different buttons for general functions, e.g. start the calculation or exit
the program.
D
E
Figure 2: Output-Menu
Page
8,
Date 07.02.2000
REV 3, B767 EFRAS
B767 EFRAS
Zone D:
This zone contains the information about the aircraft and the airport/runway on which the
calculation is based.
The left field contains the aircraft type (e.g. B763), the registration (e.g. OE-LAX) and
the engine type (e.g. PW 4060).
The large field in the middle shows all relevant airport/runway information which are
used for the calculation. It is split into three lines.
The first line contains the three and four letter code and the name of the airport as
well as the airport elevation.
The second line provides the runway data (i.e. runway designator, runway length, slope,
clear-way and stopway) used for the determination. If you would like to change the runway
you could do this by pressing the F12 key which gives you the runway selection page
again.
The environmental conditions (wind component, OAT and QNH) as well as the
Est. TOW in-put field are shown in the third line.
If you change the runway the wind component will automatically change accordingly after
mov-ing to any other input field or starting the calculation.
The right field shows the runway designator. Please note that always the designator
of that runway is shown which is used for calculating the displayed takeoff parameters. If
you select a different runway the new designator will be shown after starting the
calculation by pressing the F10 key.
Zone E:
This zone contains the same selection boxes as zone C of the input menu. They are
accessible with the same F1-F9 keys and work similar (for explanation see item3/Zone
C). Additionally the flap setting and the takeoff thrust time limit used for the calculation
are displayed in a box on the right side.
Zone F:
This zone provides the takeoff parameters determined and is split into six different fields.
The major field on the left contains the relevant takeoff weights and speeds, i.e.
MATOW, Est. TOW (actual TOW), V1, VR, V2 and if applicable the assumed
temperature parameters, i.e. TASS and TOW TASS (the 25% max thrust reduction will
be observed).
The speeds are only shown if [Est. TOW 0] or [Est. TOW = MAX/0 and
PTOW < MTOW].
The second field from the left shows the different takeoff weight limits, i.e. PTOW,
MTOW, field length(FL)-, climib(CL)- and obstacle limited (OL) takeoff weight.
B767 EFRAS , REV 3
Date 07.02.2000 , Page
B767 EFRAS
The field length -, climb - and obstacle limited takeoff weight shown are adjusted for the
respective aircraft condition (e.g. MEL-Items) except for the following cases:
- wet/contaminated runway: FL/CL/OL-TOW are always shown for the dry runway
- Improved climb: CL-TOW shown for no improved climb
The brake energy and tire speed limited takeoff weights are not shown separately.
Therefore it is possible that the PTOW shown is lower than the displayed FL/CL/OL
takeoff weights.
Next to the different takeoff weights you find a field with the different EPR values
(takeoff, climb and go around). There are two columns showing the values for the OAT
and the TASS. The EPR values according to the OAT, i.e. full thrust takeoff, are always
shown. The respective values for the assumed temperature are only displayed if the
reduced thrust takeoff is applicable.
On the right side the VREF, VREF+40 and VREF+80 are displayed in a seperate field.
The acceleration altitude is shown in a separate box below the EPR- and VREF-field.
The engine failure procedure (EFP) is displayed in a seperate box in the lower right
corner.
By using the Bild (page up) / Bild (page down) keys it is possible to change the EFP
presentation (EFP can be displayed in the whole zone F).
Zone G:
This zone provides four buttons for general actions. From left to right: With the first one
F10: Re-Calculate (same as F10) it is possible to start the calculation again, the second
one Input will change the menu back to the input-menu, the third one Print is only a
provision and shall not be used and with the right one F11:Exit (same as F11) the
program can be closed.
13.20.40 EFRAS - OUTPUT - MENU
1.5
RUNWAY SELECTION
The runway selection window automatically opens by pressing the (TAB) key after an
airport entry has been made or by pressing the F12 key. By using the (down) or
( up) key you can select the desired runway which then will appear underlayed in blue
colour. The selection has to be confirmed with the (return) key.
All available runways for the selected aircraft are displayed.
All relevant information required to distinguish between the available runways/conditions,
e.g. different obstacle sets or runway shortenings, are displayed in the window.
The window is divided into eight columns ( RUNWAY, POSITION, DEPARTURE,
LENGTH, SLOPE, CWY,SWY, WIP(work in progress)).
For detailed explanation look at the following example:
The example shows an artificial airport with two runways 01/19 and 10/28. All runways
have zero slope and zero clearway ( CWY) and stopway ( SWY).
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B767 EFRAS
Figure 3: Runway-Selection
For runway 01/19 you find five different runways listed and for runway 10/28 four. The
runways are sorted basicly according to the designator and runway length.
The columns POSITION and DEPARTURE are used to distinguish between different
conditions of the same runway direction. Like with the runway weight charts, where
sometimes more than one chart was published for one runway direction, there are also
different runways displayed for selection in the EFRAS program. These different
runways cover different conditions and/or run-way length due to a wide variety of
reasons, e.g. runway shortening due to WIP or additional tem-porary obstalces like
cranes or ships in the flight path.
This example shows the different possiblities of presentation:
The first and sixth line show the presentation of a normal runway.
Runway 01 and 19 with 4000m length valid for all departures.
The second line shows an example for a taxiway intersection takeoff. In the column
POSTION you find the respective takeoff position, in this example the calculation would
be based on a takeoff on runway 01 from taxiway A. The available runway length is
3500m and it is valid for all cases ( DEPARTURE ALL).
Line three and seven represent a runway shortening at the end of runway 01,
threshold runway 19 is displayed by 800m as 3200m is shown in the LENGTH column.
Therefore you find NORMAL in the POSITION column for runway 01 and DISPL. THR in
the POSITION column of runway 19.
NORMAL in the POSITION column means that the takeoff position is the same as during
normal operation but there will be a runway shortening at the end of the runway.
As an additional indication for a preliminary runway you will find YES listed in the WIP
column.
Line four and five show an example for a runway with different obstacle sets and/or
EFPs for different departure routes. In these cases you will find the respective names
listed in the DEPARTURE column, e.g. LT DEP / RT DEP.
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Runway 28 at Rio de Janeiro (GIG/SBGL) would also be an example for such a case.
The last two lines represent a case of a runway with different obstacle sets for all
departures, e.g. ships within the flight path. In this example you could select between two
obstacle sets, NO SHIP and SHIP230, similar to the two different runway weight chart
published in the past. SHIP230 stands for an obstacle set which covers ships up to 230 ft
within the flight path. Practical examples for such cases are Singapore (SIN/WSSS) or
Boston (BOS/KBOS).
Another common case would be NOCRANE and CRANE to indicate a preliminary crane
in the flight path.
13.20.50 RUNWAY SELECTION
1.6
RUNWAY CONDITION SELECTION
The EFRAS program covers the different runway conditions by applying the respective
decre-ments according to AOM chapter 8.10. To activate this function move to the
RUNWAY CONDITION selection box or press the F1 key. By pressing the (down) or (
up) key you can select the Wet or Contaminated field. As default the wet or contaminated
runway calcualtion is based on the use of reverse thrust. If no credit for reverse thrust
should be taken into account, e.g. thrust reverser inoperative, the Thrust Reverser inop
YES box must be selected in the SPECIALS menue. After selecting the Contaminated
field the following pop-up-menue will appear.
A
B
C2
C1
D
Figure 4: 767
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B767 EFRAS
As explained in item 1 the (TAB) and (UP/DOWN) keys are alternately used to
navigate between and within the different input fields. In the expamle above the
(TAB) key is used to move between the A, B, C1, C2 and D fields and the
(UP/DOWN) keys for selection within the B and C2 field. Finally the selection has to be
confirmed with the (return) key.
13.20.60 RUNWAY CONDITION SELECTION
1.7
BRAKES SELECTION
The BRAKES selection box includes the buttons for Anti-Skid ON and OFF as well as
one brake deactivated (1-Brake Deact).
Additionally for the B767 the provisions are provided to cover the very unlikely possibility
of two brakes assumed to be failed (2-BASF). [Note: This feature would be required in
the exceptional cases that certain maintenance procedures could not be fulfilled and as a
consequence the airplane shall be dispatched with two brakes assumed failed.] As this
feature is not certified for normal operation the function is deactivated and therefore
appears in grey colours. As the one brake deactivated procedure distinguish between
method 1 and method 2 (see AOM 23.10.08) the following pop-up-menue will appear
after selecting the 1-Brake Deact. button. In this popup-menue the (TAB) key is used to
move between the A, B and C fields and the
(UP/DOWN) keys for selection within the B field as also explained in 1.The selection
has to be confirmed with the (return) key.
A
B
C
Figure 5: 767 Brake selection
10.70
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1.8
CG SELECTION
As described in B767 alternate forward C.G. limit for takeoff the EFRAS program
also provides this procedure. This feature is only possible for selected airports.
After selecting the CG input field (e.g. with the F6 key) use the (UP/DOWN) keys to
move to the Alternate (% MAC) button. The following pop-up-menue will then appear and
the (TAB) key should be used to move within this menue. The selection has to be
confirmed with the (return) key.
13.20.80 (753/767) CG SELECTION
Figure 6: CG input window
1.9
SPECIALS
The SPECIALS input field covers several abnormal conditions of the aircraft (e.g.
MEL/CDL and the runway (shortening or additional obstacle). After selecting the YES
button the following menue will open up. To navigate between the different input fields AG use the (TAB) key.
Line A and G are buttons to activate/deactivate the SPECIALS selection, i.e. whenever
you se-lected one of the lines B1-G you must move to the line H, Specials OK. After
choosing either A or G a confirmation with the (return) key is required.
The input fields B1 and B2 are used for runway shortenings. If the runway shortening
is at the beginning of the runway use the Start box to insert the displacement (in meter).
For shortenings at the end of the runway use the End field (B2). The input of a
displacement at the beginning and the end of the runway is also possible. After the
calculation the resulting new runway length is displayed on the output menue. The
inserted displacements are also displayed in the addtional information field available with
the ESC key (see 11). Please be informed that the line-up distance is the same as used
with the not shortened runway (for crosscheck you can also use the ESC key, see item
11).
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B767 EFRAS
The MEL selection is available at line C and the CDL selection at line D. To dis-play
the respective selection list press any key. For more information regarding these
selection boxes refer to item10 MEL/CDL SELECTION.
The EFRAS program provides the calculation of wet and contaminated runway
based on the use of reverse thrust or no reverse thrust. Line E provides the respective
selection box to trig-ger the calculation not using reverse thrust and works only together
with the RUNWAY CONDITION selection box.
Please note that this line is only shown if a wet or contaminated runway is selected first in
the RUNWAY CONDITION selection box.
The EFRAS program also provides the possibility to add one additional obstacle.
Therefore line F and G are used to input the distance from brake release in meters (F:
Dist From BR[m] ) and the height above sealevel in feet (G: Height From SL [ft] ), i.e. the
elevation of the obstacle in feet above mean sea level (MSL). To crosscheck the input
you can use the ESC key, see item 11, after the calculation is performed.
A
B1
B2
C
D
E
F
G
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Figure 7: 767 SPECIALS input field
1.10 MEL / CDL SELECTION

The MEL / CDL SELECTION window opens by pressing any key after the courser is
moved to the respective input field ( MEL or CDL). By using the (down) or (up) key
you can select the desired MEL/CDL item which than will appear underlayed in blue
colour. The selection has to be confirmed with the (return) key.
The EFRAS program automatically observes the different limitations and responds with
respecitve messages if a particular combination, e.g. flaps 15 and MEL 32-30-1
LANDING GEAR RETRACT-ING SYSTEM, is not allowed.
Please observe the following two special procedures:
As anti-skid inoperative and one brake deactivated are already covered with the
BRAKES input field (F5) respective messages will appear whenever one of these items
would be required. In these cases it is necessary that you leave the SPECIALS box with
NO MEL item being selected, instead you have to choose the respective BRAKES item.
In case of a gear down ferry flight please select MEL item 32-30-1 LANDING GEAR
RETRACTION SYSTEM.
The selection of one MEL and one CDL item at one time is possible.
As general conservatism the assumed temperature method is not allowed for all
MEL/CDL items.
13.20.100 (752/767/75V) MEL / CDL SELECTION
Figure 8: 767 MEL input field
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B767 EFRAS
B767 ALTERNATE FORWARD C.G. LIMIT FOR TAKEOFF
2.1
GENERAL
The takeoff performance of an airplane is influenced by the location of the airplane's

center of gravity (C.G.). For this reason, Boeing has historically presented airplane
takeoff performance assuming the most conservative position for the airplane's C.G.. The
forward C.G. limit for takeoff represents this worst-case combination of interior
configuration and payload loading. The takeoff performance calculated so far provide
certified levels of performance at the forward C.G. limit per the requirements of the
certifying agency (FAA, JAA). As Condor uses these performance levels, but do not
operate their airplanes at C.G.'s this far forward, we have takeoff weight capabilities in
excess of these requirements. Therefore we can significantly increase the performance
limited takeoff weight by basing the takeoff performance on a forward C.G. limit that
better reflects our actual inservice loading.
A common simplification in aerodynamic theory is that by summing up all of the forces

acting on a wing, they can be reduced down to the forces of lift and drag and pitching
moment. For an airplane in flight, the pitching moment is countered by the trimming force
provided by the horizontal tail surface. An aft movement of the airplane's C.G. changes
the pitching moment such that the downward tall load required to trim is reduced. For
level flight, the required wing lift is the sum of the weight of the airplane and the tail down
Ioad to trim. Therefore, since an aft movement of the airplane's C.G. reduces the tail
down Ioad, the required wing lift is also reduced (see figure below).
A reduction in the required wing lift will present itself as either a reduction in airplane
attitude for the same speed and weight or a reduction in speed for the same attitude and
weight. This reduces both the stall speed and takeoff attitude limited speed (preventing
tail strike at rotation) which are the basis for calculating takeoff operating speeds. A
reduction in these speeds reduces the field length required for a given takeoff weight.
The reduction in tail down load also reduces the airplane's trim drag which improves
climb capability.
The resulting takeoff performance improvement is either an increase in the takeoff weight
for a particular airport's conditions or the same takeoff weight at more limiting conditions
(shorter field length, higher temperature, etc.). The key characteristics which determine
the amount of benefit are the weight of the airplane, the tail moment arm length, and the
distance between the original forward C.G. limit and the alternate forward C.G. limit.
B767 EFRAS , REV 3
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B767 EFRAS
The location of the center of gravity affects the tail load to trim
2.2
LIMITATIONS
The use of an alternate forward C.G. limit for takeoff require the following mandatory
additional limitations:
Takeoff calculation shall be performed with EFRAS

The actual C.G. at takeoff shall be equal or aft of the selected alternate forward C.G.
limit used for the EFRAS calculation. Cross-check with final loadsheet, Including
LMC'S, mandatory.
TOW shall be equal or greater than 130 tons
lf NOT rnentioned otherwise all procedures are applicable unchanged.
2.3
EFRAS
The selection of the alternate forward C.G. limit for takeoff is possible with the respective
CG input field.
The use of the alternate forward C.G. limit for takeoff is restricted to selected airports.
Therefore the respective input window opens only with this selected airports.
After selecting the CG input field (e.g. with the F6 key) move to the Alternate (%MAC)
button. The following pop-up menu will then appear and the (TAB) key or the rnouse
should be used to move within this rnenu. The selection has to be confirmed with the
(return) key.
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2.4
SPEEDS
The takeoff speeds obtained with EFRAS are already corrected for the alternate forward
C.G. limit if this procedure is selected.
In case the speeds are determined with the speed table (QRH or AOM Vol.II Chapt. 11)
the V1-, VR- and V2-speeds shall be corrected using the following decrements to
account for the alternate forward C.G. limit.
lnterpolation between the different values (%MAC, T/O - speed) is allowed.
Correct V1-, VR- and V2-speed from speed table by the following correction value-.
T/O
V1, VR & V2 SPEED
Spee
CORRECTION KIAS
d
FLAPS 5 and 15
KIAS Alternate forward C.G limit (%MAC)
15% 20% 25% 30% 34%
100
-1
-1
-2
-2
-3
145
-1
-2
-3
-3
-4
190
-1
-2
-3
-4
-5
T/O
V1, VR & V2 SPEED
Spee
CORRECTION KIAS
d
FLAPS 20
KIAS Alternate forward C.G limit (%MAC)
15% 20% 25% 30% 34%
100
-1
-1
-2
-2
-3
135
-1
-1
-2
-3
-4
170
0
-1
-2
-3
-3
Example:
B767, TOW = 180.0 tons, Flaps 5, Sea level, 20C, Alternate fwd C.G. limit = 20%
QRH-Speed table: V1 = 161 kts, VR = 165 kts, V2 = 171 kts
T/O Speed decrement for alternate forward C.G. limit for 20%: -2 kts
T/O Speeds: V1 = 161 kts - 2 kts = 159 kts
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B767 EFRAS
VR = 165 kts - 2 kts = 163 kts
V2 = 171 kts - 2 kts = 169 kts
ENGINE OUT PROCEDURE
The takeoff weights from the EFRAS-program are based either on a standard engine
failure procedure (EFP) or a special engine failure procedure (Special EFP), assuming
10 min T/O thrust for B 767. The time limit used is shown on the EFRAS OUTPUT-page
in a separate box.
3.1
EFP ((Standard) Engine Failure Procedure)
Climb straight ahead at V2 speed until the acceleration altitude shown in ft QNH is
attained. Standard acceleration altitude is 1500 ft above aerodrome elevation. Level off
for flap retraction and, at the same time, start a 15 bank turn to the specified navigation
aid. During turn accelerate in level flight to final segment climb speed. After flap
retraction, which may be achieved prior to or after reaching the navigation aid, climb with
MCT to the desired altitude.
The PIC has to determine the moment when the climb will be finished for further actions
(approach, diversion or holding).
Nevertheless, the takeoff performance calculation assumes a continued climb
after flap retraction with MCT until reaching the specified holding.
A bank angle of 25 is assumed after reaching clean maneuver speed.
3.2
SPECIAL EFP (Special Engine Failure Procedure)
For several runways, special procedures are published to assure a safe and efficient
operation.
If in case of an engine failure a straight climbout to the level off altitude does not provide
the required obstacle clearance, a Special EFP will be specified.
All differences to the standard engine failure procedure are published. All non-addressed
items are unchanged from the description above for the standard EFP.
If obstacle clearance considerations require a turn before reaching clean maneuver
speed a bank angle of 15 is assumed.
The Special EFP procedure will be specified with the word Special EFP.
Note:
Page
24 ,
The minimum level or altitudes of the standard holding patterns as

shown on IAL charts are only valid for all engines operating. By proceeding
according to EFP/Special EFP obstacle clearance is assured.
Date 07.02.2000
REV 3, B767 EFRAS
B767 EFRAS
In some EFP/Special EFP information is given in brackets, e.g. [4
DME FOX 111.1]. This is a secondary information, which has to be used
only if the primary information in front of the brackets is not useable.
3.3
FLIGHT PATH IN CASE OF ENGINE FAILURE DURING T/OPATTERN
EFP
Example:
LT to FIX 110.1 (270 INBD,RT)
Obstacle clearance is assured within the marked area on the figure above.
Appropriate wind correction is applied.
B767 EFRAS , REV 3
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B767 EFRAS
Special EFP
Example:
At 3 DME FOX 110.5 RT to ITCPT and PRCD on R 270

OUTBD FOX 110.5. When passing 1700 ft QNH LT to
FD 350 (270 INBD,RT).
Obstacle clearance is assured within the marked area on the figure above.
Appropriate wind correction is applied.
3.4
ACCELERATION ALTITUDE
The acceleration altitude (standard or non-standard) is given in the respective box on the
OUTPUT-menue of the EFRAS-program. These altitudes are calculated as a single point
and based on the respective environmental and obstacle conditions and rounded to the
next higher 100ft step.
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B767 EFRAS
USE AND PROCEDURES

4.1
EFRAS Program / Pilots Notebooks
EFRAS program
Flight crews have to pass an introduction course concerning use of the EFRAS program.
Procedures
To avoid any mistakes in the T/O Performance calculation, both pilots have to
make a calculation and verify the output. If there are differences in the output,
check the inputs and the version of the EFRAS software (Database Ver. xx.xx.).
If there is a difference in the version of the EFRAS software, check with Dispatch
the right version and confirm the output with Dispatch. There must be always tow
ident outputs of a calculation.
Pilot notebooks
For takeoff, approach and landing the laptops have to be switched off and the power
adapter must be disconnected from the aeroplane power outlet.
In all phases of flight, especially during takeoff, approach and landing, the notebooks
have to be stowed safely.
4.2
Operation with alternate forward Center of Gravity Limit for Takeoff

(Appendix 51 AFM)
In order to use the alternate forward center of gravity limit for takeoff on B767, the
following shall be considered and fulfilled:
- The EFRAS program is the sole mean for calculating the MTOM and the takeoff
speeds (including wet and contaminated runways).
- A curtailment of 4% MAC, which is automatically applied by the EFRAS program.
- The actual TOM shall be at or above 130 tons.
- The commander shall verify on the final mass and balance sheet (including the last
minute changes), that the actual center of gravity is behind the calculated center of
gravity, which was used for the calculation of the MTOM. If this is not the case, the
MTOM and takeoff speed calculation shall be based on a 7% MAC (standard most
forward MAC calculation).
- Flight crews have passed an introduction course concerning use and operational
considerations of alternate forward center of gravity limit for takeoff.
- The respective Ground Operations have passed an introduction course concerning
use and operational considerations of alternate forward center of gravity limit for
takeoff.
B767 EFRAS , REV 3
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27
B767 EFRAS
Intentionally left blank
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B767
FLEET-INFO 1/99
GENERAL
This new format includes all valid fleet-infos and puts all fleet-infos previously issued
out of force.
TABLE OF CONTENTS
1
ENTERING OF ZFW.......................................................................................................................................................3
AAM - INTRODUCTION PAGE 5/12 (VALID UFN)................................................................................................3
OPS NOTICE FOLDER .................................................................................................................................................3
NEW TRANSIT PASSENGER PROCEDURE FOR MIA FLIGHTS......................................................................3
ENGINE SUMMARY B767............................................................................................................................................3
5.1
5.2
5.3
A/C WITH PHASE 3 ENGINES:...............................................................................................................4

DUAL OIL FILTER EQUIPPED A/C: ...................................................................................................4
ETOPS APPROVAL:.....................................................................................................................................4
TELEPHONE NUMBERS (UFN)...................................................................................................................................4
RAIN REPELLENT SYSTEM (UFN)............................................................................................................................4
FLIGHT DOCUMENTATION ON OUTSTATIONS (UFN) .....................................................................................4
REDUCED THRUST TAKEOFF'S ...............................................................................................................................4
10
CLEANING OF COMPUTER SCREENS IN THE COCKPIT..................................................................................5
11
UNNESSESARY TECH-STOP-LANDING ON LONGHAUL FLIGHTS...............................................................5
12
ATC CLEARANCE.........................................................................................................................................................5
13
VOYAGE REPORTS (UFN)...........................................................................................................................................5
14
CARRIAGE OF EXTRA FUEL/ADDITIONAL FUEL (UFN)....................................................................................5
15
SECURITY SEALS (UFN)..............................................................................................................................................6
16
CONTENTS OF AAM (UFN).........................................................................................................................................6
17
USE OF CORRECT RTOW SALZBURG RUNWAY 16 .........................................................................................7
18
USE OF VS FOR CLIMB ...............................................................................................................................................7
19
FLAPS OPERATION .....................................................................................................................................................7
20
INTERPOLATION OF THE AAM AND B767 PERFORMANCE GRAPHS........................................................7
21
FUEL - BALANCING......................................................................................................................................................8
Date 26.02.99 , Page 1
B767
FLEET-INFO 1/99
22
PILOT - LICENCE...........................................................................................................................................................8
23
NEW SECTION IN OPS-NOTICE FILE......................................................................................................................8
24
B767 BOARDING PROCEDURE VIE.........................................................................................................................8
25
RADIO TELEPHONE DISCIPLINE.............................................................................................................................8
26
OILCHANGE ON OUR B767 A/C...............................................................................................................................8
27
ABORTED TAKEOFF....................................................................................................................................................9
28
CHECK OUT ....................................................................................................................................................................9
29
DEPATURES ON RWY 16 IN VIE...............................................................................................................................9
30
ATLANTIC OPERATION .............................................................................................................................................9
31
EFIS SCREENS AND CDUS SET TO DIM.................................................................................................................9
32
NEW ATC PROCEDURE AT VIE............................................................................................................................. 10
33
COMPANY ROUTES .................................................................................................................................................. 10
34
CBT WINTER OPERATION ..................................................................................................................................... 10
35
DIFFERENCES BETWEEN OE-LAY TO OE-LAW AND OE-LAX: ................................................................... 10
36
HSI MAP- MODE USE DURING ILS APPROACHES .......................................................................................... 10
Page 2 , Date 26.02.99
B767
FLEET-INFO 1/99
1
ENTERING OF ZFW
No ZFW is to be entered into the CDU before figures can be reconfirmed with the actual
loadsheet.
AAM - INTRODUCTION PAGE 5/12 (VALID UFN)
Special attention must be drawn to the fact that in case a departure procedure involves a turn
to clear obstructions horizontally rather than vertically it is assumed that no acceleration is
made during the turn, even if the indicated level off height has been attained.
The climb must be continued until on course at the appropriate speed. This is required to
guarantee lateral obstacle clearance.
UNDER NO CIRCUMSTANCE MAY AN OLD OR OTHER PERFORMANCE SHEET BE
INSERTED INTO THE JEPPESEN AAM FOLDER!!!
OPS NOTICE FOLDER
In addition to the OPS NOTICE folder in Dispatch office, you will find a copy of the folder on
each B767 areoplane. The folders are stored under the observer seat in the cockpit. This
system has been installed to keep you up to date with all information, even while you are on a
rotation.
however all pilots are still required to sign the record sheet of the OPS NOTICE folder in the
Dispatch office.
NEW TRANSIT PASSENGER PROCEDURE FOR MIA FLIGHTS
If ground time in MUC is less than one hour all transit passengers from MIA must remain on
board. There have been several occasions, where smokers demanded to be let off the
areoplane in order to smoke in the terminal. Unless the areoplane is late, it is suggested to let
individual smokers off the areoplane.
ENGINE SUMMARY B767
Our complete B767-Fleet is now equipped with Phase 3 Engines. Drag factor and F/F factor
are changed accordingly. If you observe that these factors are insufficient make a note on the
Pilots Voyage Report, but please don't change it yourself.
Date 26.02.99 , Page 3
B767
FLEET-INFO 1/99
5.1
A/C WITH PHASE 3 ENGINES:
LAW, LAX, LAU, LAS, LAT

LAY, LAZ
5.2
Drag factor
+1
0
F/F factor
+1
0
DUAL OIL FILTER EQUIPPED A/C:
All Lauda Air B767 A/C.

5.3
ETOPS APPROVAL:
180min/1260NM for all Austrian B767 (OE-LAW, OE-LAX, OE-LAY)

160min/1120 NM for all Italien B767 (OE-LAU, OE-LAS, OE-LAT)
TELEPHONE NUMBERS (UFN)
To avoid any further incidents in the future, please make sure that Crew Control has your
correct telephone number(s) and contact address.
RAIN REPELLENT SYSTEM (UFN)
According to an information from Boeing, the rain repellent fluid can produce toxic-gas. This
gas should not be inhaled by flight-crew or passengers. To mark the presence of this gas in
the case of a system malfunction (reservoir is located in the flight deck), this fluid is now
marked by lemon smell.
Boeing recommends to use 100% oxygen on the flightdeck and to land at the nearest
appropriate airport in the event of lemon smell.
Rain repellent system is not installed on OE-LAY and on any new delivered Boeing.
FLIGHT DOCUMENTATION ON OUTSTATIONS (UFN)
Flight documentation (e.g. CFP, WX charts, etc.) should be left in the areoplane and
forwarded to VIE Dispatch office by the returning crew.
REDUCED THRUST TAKEOFF'S
In order to extend the life of our B767-engines all crews are requested to use maximum
reduced thrust T/O.
Page 4 , Date 26.02.99
B767
FLEET-INFO 1/99
10
CLEANING OF COMPUTER SCREENS IN THE COCKPIT
Your cooperation in keeping the computer screens in the cockpit clean is highly appreciated.
By any means do not clean the screens with the sanicom tissues which are provided for
desinfection purposes only. Please use only cleanex and tissuses for cleaning the screens.
11
UNNESSESARY TECH-STOP-LANDING ON LONGHAUL FLIGHTS
An unnecessary Tech-stop-landing Should be avoided by setting the correct sequence of

priority as follows:
1.
2.
3.
12
NON STOP FLIGHT

CARGO
STANDBY PAX
ATC CLEARANCE
Please observe, that an ATC clearance prior departure shall only be requested with both
pilots present and on request of or in coordination with the Commander. If a certain time
frame is give (e.g. LOWW: ...request routing clearance 10 min prior planned push back), this
time frame shall be complied with.
13
VOYAGE REPORTS (UFN)
Empty forms should be carried on the areoplane and the First Officer should check whether
they are available. (Forms file under observer seat) In case there are no Voyage Report
Forms found on a particular areoplane, please make sure that the next crew take some by
putting forms with a corresponding note into the respective areoplane tray in Dispatch.
14
CARRIAGE OF EXTRA FUEL/ADDITIONAL FUEL (UFN)
If the carriage of additional fuel is required as per GB/OM (Item 8.1.7.1.6) this amount of fuel
will be shown on the CFP as Extra Fuel just above the minimum block fuel figure.
It is the Commanders authority to decide on uplifting of additional fuel whenever he thinks it
operationally required.
At this point it is important to know that a fixed fuel increment for each areoplane (increased
fuel flow with engine life etc) is already incorporated into the CFP estimated trip fuel
calculation. This increment is based on Lauda Air statistics on grounds of actual fuel burn
figures.
As experience shows, burn offs on all areoplane seem well within limits for the time being.
Date 26.02.99 , Page 5
B767
FLEET-INFO 1/99
In order to fine tune areoplane burn off even further as well as, in an everlasting attempt to
operate as economical as possible, the following procedure will aply:
If a higher speed that the CFP calculated speed must be flown, a new CFP or at least a
fuel analysis with this particular increased speed should be requested from dispatch in
order to obtain a new accurate fuel scenario.
The reason for selecting a higher speed must be indicated by means of voyage report to
OO and DO.
If the Commander decides to take extra fuel to the minimum block fuel shown on the CFP,
and this planned extra fuel is more than 2000/1500kg on standard/reclearance flightplan,
the reason for uplifting excessive fuel shall be indicated by means of PVR to OO and DO.
In addition CFP estimated burn off, actual burn off and the additional burn off (being the
difference between actual and estimated burn off) should be indicated by means of PVR.
If the actual and company estimated fuel burn differ by more than 3% having followed the
exact CFP flight scenario, a respective note on the PVR should be submitted.
All this is an aid of a more economical operation and the maintenance of realistic CFP
parameters. Your cooperation in this regard is highly appreciated.
15
SECURITY SEALS (UFN)
Since in some countries (e.g. Germany) it is a legal requirement to seal ALL areoplane exit
and service doors, custom seals are now available on board of each areoplane (in a sealed
envelope in the A/C document bag in the cockpit).
The following procedure has been agreed upon with Manager Operations Standards:
Seals are stored in sealed envelope on board in the A/C document bag with spare record
forms.
In case of use by Commander, break seal, remove sticker and state numbers used in
areoplane technical log (left column)
Place stickers on areoplane doors and openings as required to prevent illegal opening.
On returning to areoplane break and remove all seals and note all numbers of broken seals
in technical areoplane log (right column).
Commander is responsible for returning the opened envelope to dispatch
Dispatch will provide new closed envelope with security seals for next flight.
16
CONTENTS OF AAM (UFN)
Contents of the AAM will be tailored to match the trip kit. All these tables are surveyed airports
and therefore updated by Jeppesen.
RTOWs for additional unscheduled flights will be provided by Dispatch prior departure or
upon request.
All revised, amended and newly acquired RTOWs will be calculated using approved 10 min
T/O thrust in the event of engine failure. Tables where 10 min T/O thrust is not essential for
performance reasons will stay as is in the manual until revised for other reasons. However, it
Page 6 , Date 26.02.99
B767
FLEET-INFO 1/99
is Lauda Air policy to make use of 10 min T/O thrust in the one-engine out case, if required. If
more than 5 min T/O thrust was used, a corresponding tech log entry has to be
accomplished by the Commander.
17
USE OF CORRECT RTOW SALZBURG RUNWAY 16
Beside of PW4060, packs on/off and dry/wet, we have two different RTOW tables for runway
16 in SZG using
1. the overall length of 9022ft and a clearway of 197ft (backtrack from taxiway A
required, but runway width is only 45m)

2. only 8366ft and a clearway of 197ft from position where taxiway A joins runway 16
(AAM table is marked at the bottom with intersection takeoff rwy 16 from taxiway
The difference between 1. and 2. is about 600kg.
18
USE OF VS FOR CLIMB
Use of V/S mode during climb should be avoided, because of no speed protection in this
mode.
19
FLAPS OPERATION
The slats/flaps can be retracted/extended before they reach a selected position as long as all
speedlimits are covered. During acceleration clean up with low weights the flaps can be
selected up before reaching flap 1 with the speed above Vref30+60 and below flaps 1
placard speed. The SOPs will be amended.
20
INTERPOLATION OF THE AAM AND B767 PERFORMANCE GRAPHS
We have to point out, that interpolation in the AAM and B767 slush/standing water tables is a
standard procedure, if necessary. There shall also be nearly no objections against flying with
minimum blockfuel and trying to make it nonstop, as planning with a technical stop right away.
Date 26.02.99 , Page 7
B767
FLEET-INFO 1/99
21
FUEL - BALANCING
On a recent meeting with Boeing the procedure of Fuel balancing was discussed. Boeing
underlined the importance to follow the QRH procedure in case of a EICAS Fuel Config. MSG,
in order to identify a suspected fuel leak.
This requires that fuel balancing should not be initiated before a fuel config. Msg appeared on
the EICAS.
22
PILOT - LICENCE
Please be advised, to fly with a copy of youre licence is not allowed. A recent case caused a
lot of troubles on a rampcheck by the CAA.
23
NEW SECTION IN OPS-NOTICE FILE
Every month Honeywell has certain infos for crews in regard to configuration problems.
This infos will be made available in a new section of Ops-Notice file.
24
B767 BOARDING PROCEDURE VIE
With effect from 10. Nov 97 boarding will automatically be authorized by the respective gate
agent 30 minutes prior STD. In case of a possible delay inform the ramp agent in due time.
The ramp agent will coordinate boarding with the respective gate agent.
25
RADIO TELEPHONE DISCIPLINE
During the last ATC OPS meeting, again LaudaAir pilots were criticised for unprofessional
R/T discipline and phraseology by Air Traffic Control.
Points of the discussion were e.g. that Lauda-Air pilots start initial contact with Ground Control
while transmissions are already made on the frequency, resulting in blocked frequencies due
to a squeaking noise. Therefore frequency congestion and the controllers workload increase
due to additional readbacks. This usually happens during peak hours, however ATC is not
able to supply an additional frequency.
May I ask everybody to focus on correct R/T phraseology and discipline at all times!
26
OILCHANGE ON OUR B767 A/C
The oil brand on our hole B767 fleet has been changed to
MOBILE JET OIL II
Please be informed that you also find same reserve oil canes in the fly away kit in the bulk
cargo.
The key for the Fly away kit is in the Video- compartment in the forward cabin.
Page 8 , Date 26.02.99
B767
FLEET-INFO 1/99
27
ABORTED TAKEOFF
A takeoff may not be aborted for an advisory message !

According to the B767 Flight Crew Training Manual a takeoff should be rejected after
80kts and before V1 only for engine fire/failure, unsafe configuration or other conditions
severely affecting the safety of flight.
At low speeds (up to approx. 80 kts) the airplane should be stopped if an event occurs
that would be considered undesirable for continued takeoff roll or flight. Examples
include Master Caution, unusual vibrations or tire failure.
The B767 warning system is designed to inhibit the caution beeper and the Master Caution
Lights beginning at a speed of 80kts until 20 seconds after nose gear strut extension or at
400ft RA, in order not to distract crews during take off to facilitate a go decision.
28
CHECK OUT
Be advised that it is prohibited for the Crew to leave the areoplane before all passengers have
disembarked.
29
DEPATURES ON RWY 16 IN VIE
Due to noiseproblems do not take off on RWY 16 in VIE during nighthours (2000-0400 UTC)
except you need RWY 16 due to performance reason.
30
ATLANTIC OPERATION
With immediate effect heading reference switch have to be left in magnetic north for Atlantic
crossing.
Use the plotting chart for normal in-flight routine monitoring and position checking and in case
you have to send Met-reports use it also for recording mid-weather.
The North Atlantic operation worksheet has to be used as a navigational backup just in case
your clearance is different to the CFP routing.
For pilots which are beginners in the North Atlantic operation it is strongly recommended to
use the worksheet also for preparation in receiving the oceanic clearance.
31
EFIS SCREENS AND CDUS SET TO DIM
Please note that it is not required anymore to dim the EFIS and CDU screens, because of
breaking the dim-switches to often. Normal lights have to be dimmed as usual.
Date 26.02.99 , Page 9
B767
FLEET-INFO 1/99
32
NEW ATC PROCEDURE AT VIE
I case you are operating with a non Lauda Air flight number, please state at the initial call with
clearance delivery VIE the term operated by Lauda Air, e.g. Vienna Delivery, this is OS
33
COMPANY ROUTES
When programming the FMC with a specified company route, only the B767 nav data ident as
stated on top of the CFP (e.g. VIEBKK1) should be used.
Reason for this change was that there were discrepancies when using exit numbers with
related nav data company routes as stated on the flight plan exit / conversion infos sheet
carried in the trip kit. This sheet will be deleted in the future.
34
CBT WINTER OPERATION
Lauda Air has acquired a winter operation CBT for pilot training. Whenever possible pilots will
be rostered to view this CBT program which is available as of Monday 23rd November, 1998.
However, due to the current seasonal weather scenarios pilots may access the CBT program
even if not rostered on a time available basis. For co-ordination of CBT availability and details
concerning log-on please contact Graziela DW 8187.
35
36
DIFFERENCES BETWEEN OE-LAY TO OE-LAW AND OE-LAX:

Seat-configuration : 36C / 209Y versus 24C / 220Y
OE-LAY is equipped with Pegasus FMC -Software as described in AOM Vol.2
OE-LAY is equipped with GPS and therefore check procedure according OPS Manual
Bulletin LAL-41
HSI MAP- MODE USE DURING ILS APPROACHES
From now on HSI MAP MODE can be used on both Pilots side at the same time during ILS
Approaches. The necessary change in the Normal Procedures will follow soon.
Page 10 , Date 26.02.99

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REVISION INFO

revised EFRAS-description: ESC-key description deleted;

B767, REV INFO

B767, REV INFO

FOR REQUESTS CONTACT

B767 Workbook Introduction

The LAUDA AIR B767 WORKBOOK is structured as follows:

TABLE OF CONTENTS, RECORD OF REVISION, RECORD

ROUTE AND AERODROME INSTRUCTIONS AND

B767 WKB INT , Rev.1

Date 30.08.96 , Page

B767 Workbook Introduction

PAGE NUMBERING AND ORGANIZATION

Date 30.08.96 , Page

B767 WKB INT , Rev.1

B767 Workbook Preface

List of Effective Pages

Normal Procedures (Boeing-layout) NP

B767 WKB PRF, Rev. 4

Take Off Performance

NAT RVSM Operation

Date 13.12.99 , Page

B767 Workbook Preface

( Route and Aerodrome Instructions

Route and Aerodrome Qualification RAQ

Route & Aerodrome Information

B767 WKB PRF, Rev.3

B767 Workbook Preface

B767 WKB PRF, Rev. 4

Date 13.12.99 , Page

B767 Workbook Preface

B767 WKB PRF, Rev.3

Lauda Air BOEING 767

January 01, 1998

Lauda Air BOEING 767

After Start Procedure ..............................................................................NP.20.19

January 01, 1998

Lauda Air BOEING 767

Deviations from Normal Procedures

January 13, 2000 Rev.3

Lauda Air BOEING 767

Autopilot Flight Director System and Flight

Rev.3 January 13, 2000

Lauda Air BOEING 767

January 13, 2000 Rev.3

Lauda Air BOEING 767

Decision height reference indicator setting

For takeoff set decision height reference indicator to -20 feet.

For approaches where DA/MDA is based on the use of barometric altimeter,

Reference altitude marker (RAM) setting

For takeoff set reference altitude marker to single-engine cleanup altitude,

For Non-precision approaches: Set RAM to applicable MDA.

For CAT I approaches:

Set RAM to applicable value.

For CAT II/III approaches:

Set RAM to zero (12 o'clock position).

Rev.3 January 13, 2000

Lauda Air BOEING 767

EHSI MAP Mode Procedure

Instrument Approach Procedures General

During the intermediate approach EHSI MAP mode should be used.

Setting of missed approach altitude:

-on precision approaches at G/S capture

January 13, 2000 Rev.3