Level-D 767-300ER: Operations Manual

LEVEL-D
SIMULATIONS
767-300ER
Operations Manual
DISCLAIMER
This manual is for use with the Level-D Simulations 767-300ER.
All system descriptions, procedures, general information, and checklists contained herein (though based on the aircraft
produced by a real-world aircraft manufacturer) are for ight simulator purposes only, and are not intended to be used in
real world operations whatsoever.
FOR FLIGHT SIMULATOR USE ONLY

NOT FOR USE IN REAL AVIATION
Version 1.00
June 2007
Level-D Simulations Support
http://www.leveldsim.com/forums
Flight 1 Software
http://www.ight1.com
Copyright 2007 Level-D Simulations & Flightlevel Publishing.
All rights reserved. Any unauthorized duplication of this publication is prohibited by federal law.
Written permission is needed from Level-D Simulations and/or Flightlevel Publishing for the duplication in part or full of
any items found within.
Level-D Simulations 767-300ER
Introduction 3
Table of Contents
Introduction ................................................................. 6
Cockpit Panels (2D) .......................................................... 7

Captains Main Panel .................................................... 8
First Ofcers Main Panel .............................................. 9
Pedestal Controls........................................................ 10
Left Overhead Panel ....................................................11
Right Overhead Panel................................................. 12
Virtual Panel (3D) ............................................................ 13
Menu System ................................................................... 13
Aircraft Model Features ................................................... 17
Level-D 767 Specications .............................................. 18
Power Plant, Controls & Fuel ...................................... 18
767 rsts... .................................................................. 18
Missions ........................................................................... 19
Situation Files .................................................................. 20
Conguration Manager .................................................... 21
3D & 2D Conguration for FSX ................................... 21
Repaint Manager ............................................................. 22
Keyboard Assignments .................................................... 23
Installation Directories ...................................................... 24
Level-D Simulations Team ............................................... 25
Airplane, General ...................................................... 26
Aircraft Lighting ................................................................ 26

Flight Deck Lighting ......................................................... 26
Indicator Lights ................................................................. 26
Emergency Lighting ......................................................... 26
Passenger Cabin Signs ................................................... 26
Aircraft and Panel Lighting Controls ............................... 27
Interior Lighting Controls ............................................. 27
Exterior Lighting Controls............................................ 27
Emergency Lighting Controls ...................................... 28
Indicator Lights............................................................ 28
Passenger Cabin Signs .............................................. 28
Video Indicator ............................................................ 28
Airplane, General EICAS Messages ................................ 28
Air, Pneumatic System ............................................. 29
Engine Bleeds ................................................................. 29

APU Bleed ...................................................................... 29
External Air Source .......................................................... 29
Pneumatic Distribution .................................................... 29
Air Conditioning System .................................................. 30
Pressurization System .................................................... 30
Equipment Cooling .......................................................... 30
Passenger Oxygen System ............................................. 30
Pneumatic System Controls ....................................... 31
Air Conditioning Controls ........................................... 31
Pressurization Controls .............................................. 32
Pressurization Indicators ............................................ 32
Equipment Cooling Controls ...................................... 32
Cargo Heat Controls .................................................. 32
Passenger Oxygen Switch .......................................... 32
Pneumatics Normal Procedures ..................................... 33
Air, Pneumatic EICAS Messages ..................................... 33
Autoight System .................................................... 35
Flight Control Computers (FCC) ..................................... 35

Autopilot Flight Director System (AFDS) ......................... 35
Autopilot (CMD)................................................................ 35
Autothrottle System (A/T) ................................................. 35
AFDS Lateral Modes ........................................................ 36
AFDS Vertical Modes ....................................................... 36

Altitude Hold Mode (ALT HOLD) ..................................... 37
Automatic Landing (Autoland) ......................................... 37
Go-Around Mode (GA) .................................................... 38
AFDS Mode Control Panel (MCP) ................................... 39
Flight Director Switch ................................................. 39
Autothrottle Controls .................................................. 39
Lateral Mode Control ................................................. 40
Vertical Mode Control ................................................. 41
Altitude Target (MCP ALT Window) Control ............... 41
Autopilot Engagement (CMD) Control ....................... 42
Autoland Status Annunciator....................................... 42
Autoight EICAS Messages ............................................. 42
Electrical & APU Systems ........................................ 43
Battery Power .................................................................. 43

Auxiliary Power Unit (APU) .............................................. 43
External Power ................................................................ 43
Engine Generators .......................................................... 44
Power Distribution ........................................................... 44
Main AC Buses ............................................................... 44
Utility Buses .................................................................... 44
Electrical System Controls ......................................... 45
Battery and Standby Bus Controls .............................. 46
APU Controls .............................................................. 46
Electrical System Normal Procedures ............................. 47
Electrical & APU EICAS Messages .................................. 47
Engines and Engine Indicating (EICAS) ................ 48
Engine Controls ............................................................... 48

Engine Electronic Control (EEC) ..................................... 48
Engine Indicating & Crew Alert System (EICAS) ............. 48
Standby Engine Display ................................................... 48
Engine Fuel Control ........................................................ 48
Engine Start Panel ........................................................... 48
Engine Starting ................................................................ 49
Thrust Management (TMC) .............................................. 49
Engine Start Controls ................................................. 50
Engine Fuel Control ................................................... 50
Engine Electronic Control (EEC) Switches ................ 50
EICAS Upper Display.................................................. 50
N1 Data Display (Upper EICAS) ................................ 51
EICAS Lower Display ................................................. 51
Standby Engine Display ............................................. 52
Thrust Rating Panel (TRP) Controls .......................... 52
Engine / Powerplant Normal Procedures ........................ 53
Engines EICAS Messages .............................................. 53
Fire Detection and Protection ................................. 54
Engine Fire and Overheat ............................................... 54

APU Fire .......................................................................... 54
Wheel Well Fire ............................................................... 54
Cargo Fire ....................................................................... 54
Engine Fire Protection Controls ................................. 55
APU Fire Controls ...................................................... 55
Cargo Fire Controls .................................................... 55
Fire System Test Buttons ........................................... 56
Fire Protection EICAS Messages .................................... 56
Flight Controls ......................................................... 57
Primary Flight Controls .................................................... 57

Secondary Flight Controls ............................................... 57
Flaps ............................................................................... 57
Introduction 3

Stabilizer Trim ................................................................. 57
Spoilers ........................................................................... 58
Aileron and Rudder Trim ................................................. 58
Yaw Dampers ................................................................... 58
Flight Control Surfaces ............................................... 58
Flight Control Surface Locations ................................. 58
Flap Controls and Indicators ...................................... 59
Flight Control Indicators ............................................. 59
Stabilizer Trim Controls and Indicators ...................... 60
Aileron and Rudder Trim Controls .............................. 60
Yaw Damper ............................................................... 60
Flight Controls Normal Procedures ................................. 61
Flight Controls EICAS Messages ..................................... 61
Flight Instruments ................................................... 62
Electronic Flight Instrument System (EFIS) .................... 62

Electronic Attitude Direction Indicator (EADI) ................. 62
Electronic Horizontal Situation Indicator (EHSI) .............. 62
Standard Flight Instruments ............................................ 63
EADI Display Summary ............................................. 64
ADI Speed Tape (Speed Tape EADI) ......................... 65
EHSI Control Panel .................................................... 66
EHSI Map Display Summary ..................................... 67
EHSI VOR Display Summary (Expanded & Full) ........ 69
EHSI ILS Display Summary (Expanded & Full) .......... 69
Airspeed Indicator ...................................................... 70
RDMI (Radio Distance Magnetic Indicator) Display ... 70
Altimeter Display ........................................................ 70
Heading Reference Switch ......................................... 71
Clock Display ............................................................. 71
Instrument Source Select Controls ............................ 71
Standby Flight Instruments ......................................... 72
Flight Instruments EICAS Messages ............................... 72
Flight Management System (FMS) ......................... 73
Control Display Unit (CDU) ......................................... 73

CDU Display & Controls ............................................. 74
Keyboard Assist Mode ............................................... 74
Function Keys Overview ................................................. 75
Initialization/Reference Index Page (INIT/REF INDEX) .. 76
Identication Page (IDENT) ............................................ 76
Preight Page Sequence ............................................ 76
Position Initialization Page (POS INIT) ........................... 77
Position Reference Pages (POS REF) ........................... 78
Performance Initialization Page (PERF INIT) ................. 79
Takeoff Reference Page (TAKEOFF REF) ...................... 80
Takeoff Reference Page (2/2) .................................... 80
Approach Reference Page (APPROACH REF) .............. 81
Valid Waypoint Types ...................................................... 81
Route Page (RTE) ........................................................... 82
Alternate Page (ALTN>) .............................................. 84
ICAO Alternate Page(s) .............................................. 85
Route Offset ................................................................ 86
Departure and Arrival Page (DEP ARR) .......................... 87
DEP/ARR INDEX Page .............................................. 87
DEPARTURES Page ................................................. 88
ARRIVALS Page ........................................................ 89
LEGS Page ...................................................................... 90
LEGS Page Waypoint Management (LNAV) ................... 92
Direct to Waypoint ...................................................... 92
Clearing a Route Discontinuity ................................... 93
Abeam Points (ABEAM PTS) ..................................... 93
Route Copy (RTE COPY) .......................................... 94
Intercept Course To .................................................... 94
Waypoint Deletion ...................................................... 95
Introduction 4
Waypoint Addition ...................................................... 95
Along Track Waypoints ............................................... 95
DME Waypoints .......................................................... 96
Intersection Waypoints ................................................ 96
LAT/LONG Waypoints ................................................. 96
Route Data Page (RTE DATA) ........................................ 97
Progress Page (PROG) .................................................. 98
Progress Page 1 ........................................................ 98
Progress Page 2 ......................................................... 98
FIX Page (FIX) ................................................................ 99
HOLD Page (HOLD) ..................................................... 100
Navigation Radio (NAV RAD) Page .............................. 101
Vertical Navigation (VNAV) ........................................... 102
VNAV Climb .............................................................. 102
VNAV Cruise ............................................................ 102
VNAV Descent .......................................................... 103
VNAV Pages (CLB, CRZ, DES) .................................... 104
VNAV CLB Page ....................................................... 104
VNAV CRZ Page ...................................................... 105
VNAV DES Page ...................................................... 106
Saving FMC Route DATA (RTE, SID, STAR, APP) ....... 108
FMC Database Programming Examples .......................111
SID Programming Example ......................................111
STAR Programming Example ...................................112
Approach Programming Example .............................113
Conditional Waypoint Programming ...............................114
Heading to Altitude ....................................................114
Heading to Radial Crossing ......................................114
Heading To Distance ..................................................115
Vectors ......................................................................115
Radial Intercept .........................................................116
Changing the Characteristics of a Waypoint ..............116
FMS EICAS Messages ...................................................116
FMC Messages ..........................................................117
FMC Alert Messages..................................................117
FMC Advisory Messages ...........................................118
FMC Programming Messages ...................................118
Fuel System ............................................................ 119
Main Wing Tanks .............................................................119

Center Tanks ...................................................................119
Fuel Quantity and Distribution ........................................ 120
Fuel Crossfeed ............................................................... 120
Fuel Dumping ................................................................. 120
The Level-D 767-300 Fuel Load .................................... 120
Fuel Panel Controls ................................................. 121
Fuel Quantity Gauge ................................................ 122
Fuel Jettison Controls .............................................. 122
Fuel System Normal Procedures .................................. 122
Fuel System EICAS Messages ...................................... 122
Hydraulic System .................................................. 123
Left & Right Hydraulic Systems .................................... 123

Center Hydraulic System .............................................. 123
Ram Air Turbine ............................................................ 123
Reserve Brakes and Steering ....................................... 123
Hydraulic System Controls ....................................... 124
Reserve Brakes and Steering Control ..................... 124
Hydraulics Quick Start Tip......................................... 124
Ram Air Turbine Control ........................................... 125
Hydraulic EICAS Indications .................................... 125
Hydraulic System Normal Procedures .......................... 125
Hydraulic EICAS Messages ........................................... 125
Introduction 4

Ice and Rain Protection ......................................... 126
Engine Anti-Ice .............................................................. 126

Wing Anti-Ice ................................................................. 126
Window Heat ................................................................. 126
Windshield Wipers ........................................................ 126
Engine and Wing Anti-Ice Controls .......................... 127
Window Heat Controls ............................................. 127
Windshield Wiper Control ......................................... 127
Ice Protection Normal Procedures ................................ 127
Ice & Rain Protection EICAS Messages ........................ 127
Inertial Reference System (IRS) ........................... 128
IRU Alignment ............................................................... 128

IRU Quick Alignment ..................................................... 128
IRU Electrical Power ..................................................... 128
Loss of IRU Alignment .................................................. 128
IRU Failure .................................................................... 128
IRS Drift.......................................................................... 128
IRU Options ................................................................... 128
Laymans Guide to the IGS ....................................... 129
IRS Operation Guide ...................................................... 130
Full Alignment ........................................................... 130
Quick Alignment ........................................................ 131
ATT Mode ................................................................. 131
Inertial Reference System Controls .............................. 132
IRS Normal Procedures ................................................. 132
IRS EICAS Messages .................................................... 132
Landing Gear and Brakes ..................................... 133
Landing Gear ................................................................. 133

Brakes ........................................................................... 133
Tailskid ........................................................................... 133
Landing Gear Controls and Indicators ...................... 134
Alternate Gear Extension & GPWS Override............ 134
Autobrake Controls .................................................. 134
Reserve Brakes ....................................................... 134
Landing Gear and Brakes Normal Procedures ............. 135
Landing Gear & Brakes EICAS Messages .................... 135
Radios & Communication ..................................... 136
Receivers & Radios ...................................................... 136

HF Radios ..................................................................... 136
Audio Control Panel ...................................................... 136
Cabin Communications Panel ....................................... 136
Receiver & Radio Controls ....................................... 137
Audio Control Panel Controls ................................... 137
Cabin Communications Panel .................................. 138
Warning Systems ................................................... 139
Crew Alerting System (CAS) ......................................... 139

Ground Proximity Warning System (GPWS) ................. 139
GPWS Aural Messages ................................................. 139
Trafc Alert and Collision Avoidance System (TCAS) ... 140
Crew Alerting System EICAS Message Control ....... 140
Warning & Caution Annunciators (Overhead) .......... 141
Warning & Caution Annunciators (Main Panel) ........ 142
Master Caution Reset Switch.................................... 143
Transponder/TCAS Control ...................................... 143
TCAS Display ........................................................... 144
TCAS Aural Alerts ..................................................... 144
CAS Message Index ..................................................... 145
Warnings .................................................................. 145
Cautions ................................................................... 145
Advisories ................................................................ 146
Status ........................................................................ 147
Introduction 5
Aircraft Operating Tutorial ..................................... 148
Mission Setup ................................................................ 149

Flight Deck Preparation ................................................. 150
Preight ~ Powering the 767 ..................................... 150
Overhead Preparation............................................... 151
Programming the FMC ................................................... 152
Manual entry of route ................................................ 153
Pre-programmed route ............................................. 153
DEP/ARR .................................................................. 154
PERF INIT................................................................. 154
TAKEOFF REF ......................................................... 155
FMC Workout ~ Closing Discontinuities.................... 156
Setting the AFDS ........................................................... 159
Before Starting Engines ................................................ 160
Pushback ....................................................................... 161
Starting Engines ............................................................ 161
After Starting Engines .................................................... 161
Before Takeoff ................................................................ 162
Takeoff............................................................................ 162
After Takeoff ................................................................... 163
Climb and Cruise .......................................................... 163
PROGRESS Page .................................................... 164
VNAV Page ............................................................... 165
Descent .......................................................................... 165
Descent Options ....................................................... 165
Approach Brieng .......................................................... 166
APPROACH REF...................................................... 167
Decision Altitude/Height ............................................ 167
Landing ......................................................................... 168
After Landing .................................................................. 169
Shutdown ...................................................................... 169
Complete Shutdown ...................................................... 169
Flight Plan KILOGRAMS........................................... 171
Flight Plan POUNDS................................................. 172
FSBuild NavLog Glossary ......................................... 173
Reference Screenshots ................................................. 174
Getting more accurate Fuel/ETA predictions ............ 181
Quotable Quotes from Mr.X & Mr. Y.......................... 182
Appendix ........................................................................ 183
Resources ...................................................................... 184
Normal Procedures & Checklist ........................... 185

Addendum ............................................................... 190
Important Notes ............................................................. 190

Changes and Additional Features (FSX v1.4) ................ 190
Default Sounds Replacement ........................................ 192
Tips & Tricks from the Level-D forum ............................. 193
Notes from Testing ......................................................... 194
Acronyms ....................................................................... 195
Introduction 5
Introduction 6
Introduction
elcome to the Level-D Simulations 767-300ER for Flight Simulator X. Veteran users will discover some new
system features have been added to the FSX version. For the new user, welcome to the one of the most
advanced products ever developed for Flight Simulator.
Using this Manual

With FSX and the SP1 update, the Microsoft Flight Simulator ACES team have made some signicant changes to
the platform and have added many new features. Some of these changes have required modications to the 767. The
most noticeable differences to the Level-D 767 are evident with the VNAV descent modelling (described in the FMC
section of this document), menu system (introductory chapter), and conguration settings. But, there are also some
subtle changes to the 767 and systems that may not be immediately apparent (see the Addendum for details). This
revised and updated version of the manual utilizes black and white line-art images rather than screen captures. Some
color images have been included for reference purposes. Though much of the manual is unchanged, some sections
have been expanded and new features introduced (individual EICAS messages for each system are now included in
the system chapter).
The following chapters explain each aircraft system in detail. The chapters are arranged in alphabetical order for
easy reference via the Table of Contents. This is not the recommended order of study. To properly prepare for ying
the 767, the following chapters are recommended for initial study:
Introduction
Aircraft Operating Tutorial
Automatic Flight Director System (AFDS)
Flight Instruments
Flight Management Computer (FMC)
Inertial Reference System (IRS)
Radios and Communications
Normal Procedures
These chapters provide a solid foundation for the proper operation of the 767. Subsequent chapter study can
proceed in any order desired.
Each system chapter is organized into four sections. The rst part of each section is the system description. The
applicable system is explained in detail. The second part explains all panel controls associated with the system. The
third part highlights normal procedures associated with the system. The nal section will offer any system EICAS
messages (if applicable).
A read through of the controls explanations of each chapter provides a better understanding of how the 767 panel
operates without having to study the details of each system. This is particularly helpful when learning checklists and
procedures. Although it is recommended that each system be thoroughly understood, it is not an absolute requirement
if the normal checklists are followed. The only exception to this is the AFDS and FMS sections. Those should be read
and understood completely.
Overview
The Level-D Simulations 767-300 for Microsoft Flight Simulator is a complex simulation. This manual offers an in
depth examination of the aircrafts panel and systems. The panel is a complete reproduction of a 767-300 cockpit in
both the traditional (2D) multi-panel environment, as well as a fully functional virtual (3D) cockpit. The included aircraft
comes in a variety of aircraft liveries (which can be freely downloaded from the Level-D Simulations home on the
internet at http://www.leveldsim.com) and can be installed to FSX using the updated for FSX Repaint Manager utility
provided by Flight1 (and installed to the Windows desktop). Selection of one of the included aircraft via the normal
ight simulator menu loads both the aircraft and the panels.
This section of the manual offers an overview of the program, panel layout, menu options, setup considerations, and
767 specications. The Level-D and B767 Specic menu are described in detail within this section. The remaining
sections of this manual explain the aircraft systems and controls.
The panel is initially loaded in a ready-to-y state. All systems are set correctly for normal ight operations. The aircraft
can be own manually using all normal simulator controls available in MSFS. To use the automatic pilot and navigation
capabilities of the aircraft, it is recommended that the AFDS and FMC sections of this manual be reviewed thoroughly.
Introduction 6
Introduction 7
Cockpit Panels (2D)

The aircraft may initially load with the 2D cockpit presented. With the FSX version, the Virtual Cockpit may load rst.
The 767 simulation is a multi-panel environment where different views are attained by switching the visible panels on
and off. These views can be controlled via the MSFS menu, control buttons on the main panel, or by using keyboard
keystroke combinations. The following panel views are available...
Panel Type
Panel Contents
Display Control
Captain visible overhead
Left side main cockpit window posts and light switches
<SHIFT><1>
Captain main panel
Left side main cockpit instrument display
<SHIFT><2>
CAPT button
First Ofcer (F/O) visible

overhead
Right side main cockpit window posts & light switches
<SHIFT><3>
First Ofcer (F/O) main panel
Right side main cockpit instrument display
<SHIFT><4>
F/O button
Overhead systems panel
Complete overhead panel
<SHIFT><5>
OVHD button
Pedestal controls
Throttle quadrant, re controls, and radios
<SHIFT><6>
PDST button
Flight Management Computer

FMC control display unit
(FMC) CDU
<SHIFT><7>
FMC button
Autopilot Flight Director

System (AFDS) MCP
Windowed version of the autopilot control panel
<SHIFT><8>
MCP button
Standby instruments
Standby attitude, altimeter, and airspeed gauge display
<SHIFT><9>
Control buttons are provided on the main panel to toggle the display of available cockpit panels.
1
1. OVHD
2. PDST
3. FMC
4. CAPT F/O
5. MCP
Overhead panel.
Pedestal panel.
FMC control data unit panel.
Toggle the Captain & F/O panel.
AFDS mode control panel display.
Introduction 7
1. Airspeed Indicator
2. RDMI
3. EADI
4. EHSI
5. Radio Altimeter
Captains Main Panel
10
11
6. Vertical Speed Indicator

7. Clock/Chrono
8. Autoland Status
9. Altimeter
10. Reserve Brakes
11. EHSI Control
12. EICAS Control
13. Annunciator
14. Standby Engine Indicator
15. Autobrakes
16. Panel Controls
16
15
14
13
12
18
17
19
20
21
24
23
22
17. Upper EICAS

18. Lower EICAS
19. EICAS Controls
20. Go Around button
21. Captain, F/O MCP Panel Controls
22. TRP
23. Gear Panel
24. Flaps Indicator & Alternate Flaps Panel

Introduction 8
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Introduction 8
25
26
27
25. Heading Reference Switch

26. Alternate Gear & Ground Proximity Flap/Gear Override
27. Brake Accumulator Pressure Indicator
28 Instrument Source Selector
First Ofcers Main Panel
To view this and the previous page, use the Adobe

Reader menu option: View > Rotate View > Clockwise
28

Introduction 9
Introduction 9
Introduction 10
Pedestal Controls
1. Stab Trim Manual Control
2. Stab Trim Indicator
3.Stab Trim Cut-off Switches
4. Spoiler Control Lever
5. Throttles & Reversers
6. Engine Fuel Control
7. Flap Lever
8. Decision Height Control

9. VHF Radio Controls
10. VHF Radio Controls
11. Audio Control Panel
12. ADF Radio
13. Engine Fire Controls
14. Transponder & TCAS

Control
15. ILS Radio Controls
16. Aileron & Rudder Trim
Controls
17. Cargo Fire Controls
18. APU Fire Controls
19. Fire System Test
13
17
18
14
10
15
11
16
19
12
Introduction 10
Introduction 11
Left Overhead Panel
The Cockpit
Preparation ow
starts with the
upper left hand
corner of the
overhead panel.
Each overhead
panel system
is checked in a
downward ow
beginning at
the top of each
overhead panel
column.
1. IRS
2. Yaw Damper
3. EEC
4. Hydraulics
5. Warning & Caution

Annunciators
6. HF Radio
7. Battery & Standby Power
8. Electrics
9. APU Controls
10. Cockpit Voice Recorder
13
14
11
12
11. Emergency Lights &

Passenger Oxygen
12. Ram Air Turbine
13. Engine Start Controls
14. Fuel Jettison
15. Fuel Controls
16. Fuel Indicators
17. Wing & Engine Anti-Ice
18. Wipers
15
16
9
10
17
18
Introduction 11
Introduction 12
Right Overhead Panel
19. Cargo Heat

20. Window Heat
21. HF Radio
22. Cabin Communications
23. Passenger Signs
24. Cabin Altitude Control
25. Pressurization Indicator
26. Equipment Cooling
27. Compartment
Temperatures Indicator
28. Air Conditioning
29. Pneumatic Control
30. Video Indicator
19
27
The Cockpit
Preparation
ow starts with
the upper left
hand corner of
the overhead
panel. Each
overhead
panel system
is checked in a
downward ow
beginning at
the top of each
overhead panel
column.
20
21
28
22
23
24
29
25
26
30
Introduction 12
Introduction 13
Virtual Panel (3D)

The virtual cockpit display is a three-dimensional rendering of the the 767 ight deck. Virtual Cockpit preferences are
set from the FSX Options> Settings> Display menu. The 3D panel can be set as the default view from the FSX menu.
All controls found on the main (2D) panels are available within the virtual cockpit. Any switch actuated in the virtual
cockpit is also actuated on the 2D panels, and vice-versa.
The FMC cannot be controlled from the FMC displays within the virtual cockpit. To operate the FMC, the normal 2D
window must be displayed. Mouse clicking on the FMC within the virtual cockpit causes the 2D FMC CDU to display
in a separate window. This window may also be displayed using the <SHIFT><7> keyboard combination. Changes to
the FMC are made from within the windowed FMC CDU while operating in the virtual cockpit.
Click spot areas are available within the virtual cockpit to display 2D system panels. Clicking on the glareshield
above the EADI displays the AFDS MCP 2D panel. Clicking on the white area just above the main window (to the left
and right of the overhead) displays the 2D overhead panel controls. Pressing on the FMC within the virtual cockpit
displays the 2D FMC CDU panel. These panels are helpful for those that use multi-monitor setups and for quick
selection of an aircraft system without leaving the virtual ightdeck.
Menu System
The Level-D Simulations menu is available from the Add-ons FS menu bar at the top of the simulator window.
There are 2 Level-D menus: the top menu, Level-D Simulations, is for general settings related to current and future
Level-D products; the bottom menu, B767 Specifc, is for setting options specic to the 767. Some of the menu
selections have sub-menus which are explained in further detail below. Selection of Quick tips displays the quick
tip dialogue box seen when the panel is rst loaded. Selection of Visit Level-D website opens up the default internet
browser and automatically displays the Level-D website. Selection of About Level-D Simulations displays the credit
roll call for the Level-D Simuations team.
Add-ons
Level-D Simulations
Presents a sub-menu for Custom Controls, Preferences, and Instructor options available for Level-D products.
Custom Controls...
Presents a sub-menu of custom keyboard and joystick assignments. These settings are in addition to the default
FS keyboard & joystick commands. Use the Event category pull down menu to lter the display of keyboard
assignments to a specic category. The custom control assignments for the displayed category may be printed
using the Print selected category button. A complete listing of the Level-D 767 keyboard commands are
available later in this manual.
To c
instructi
button to reset the custom controls to the default assignments. This action deletes all user dened assignments.
Introduction 13
Introduction 14
Preferences...
Load preferences with ights
Check this box to cause preference options
to be loaded with other 767 panel data when
recalling a saved ight via the MSFS menu.
When unchecked, the preference options are
not changed when loading saved ights.
A/T inhibits manual throttle
Check this box if the joystick throttle is
interfering with the autothrottle settings.
Joystick interference can be seen as random
throttle changes not appropriate for the phase
of ight.
Level-D Menu
Select the radio button next to the preferred
choice for the display of the Level-D menu
item in the FS menu bar.
Level-D Panel (Gauge Sounds & Voices)
Controls the status and volume for sound
events specic to the panel. When checked, Level-D panel sounds are played at the level selected on the slider
bar. When unchecked, the respective Level-D panel sounds are not played. This option has no effect on the FS
default sound conguration.
Level-D Simulations offers a virtual F/O to assist you during in-ight operations. When activated, the First Ofcer will
provide callouts, raise and drop the gears, aps, and reset the MCP altitude.
First Ofcer
Controls the status of the virtual First Ofcer: provides automatic callouts and performs the selected tasks.
F/O Active
Activates the F/O to make automatic callouts and perform the selected tasks. Use the voice drop down menu to
select the desired voice for the F/O callouts.
F/O handles gear
When checked, First Ofcer raises and lowers landing gear.
F/O handles aps
When checked, the First Ofcer automatically raises and lowers the aps at the appropriate minimum ap speeds.
F/O resets MCP Alt
When checked, the F/O sets the MCP altitude.
Crew Voices
The Instructor can be activated if
Drop down menus for the selection of crew voices.
FAILURES have been enabled.
Instructor...
Presents a sub-menu for the selection of Instructor preferences
Instructor voice
Check this box to enable audio for the Instructor. Use the drop down
menu to the right to choose instructor voices.
Flight contains failures Alert Boxes
When enabled, an alert box will display failure(s) the ight is loaded.
New Failure Alert Boxes
If a random failure(s) is enabled, warnings will display when each new
failure(s) occurs.
Quick Tips at Startup
Check to enable Level-D tips at FS startup.
Pause at Top of Descent
Check this box to pause the program when the aircraft reaches the FMCs calculated T/D (Top of Descent). An
arrival runway must be programmed. Simulation rate of 1X only.
Introduction 14
Introduction 15
Add-ons
B767 Specic
Permits import and export of panel settings to and from saved
ights. All ights saved via the FS Save Flight menu have the
767 panel settings at the time of saving stored in a le along with
the default simulator settings. These 767 specic panel settings
may be imported and exported using this menu option.
Import panel data from a ight...
Option to import 767 panel settings from a previously saved ight into the current simulator session. Secondary
checkbox option to Import FMC Data with Panel Settings. Check to enable importation of FMC data.
Export current panel data from a ight
Option to export the current 767 panel settings to a previously saved ight. All 767 specic data for the saved
ight is over-written with new data from the existing simulator session.
Both of these options use the same selection boxes that list the saved 767 ights that are available for import/export. Select the desired
ight and follow the directions in the dialogue boxes to perform the selected operation.
Dene default panel settings
Option to dene default start-up panel settings.
Dene failures...
Displays a submenu for the denition of 767 system failures.
Use the
the failure rate
each system that are available to the random failure generator. The rate of random failures is set using the Mean Rate dialogue boxes. For
the countd
to the failure type.
Repair failures
Select this item to repair all active & pending failures. This action restores the failure menu so that all failures are
available once again for selection.
Reset failure timer
Select this item to reset the timer for a countdown failure.
Ground Requests
Use this menu on the ground to handle requests for items that occur outside of the aircraft.
Ground Requests are also available via the Communications panel on the overhead panel.
0 Connect interphone only
Requests the connect/disconnect of the interphone. Text changes to
indicate the status of the ground connection.
1 Connect external power
Request connect/disconnect of the external power source. External power
is indicated on the overhead electrical panel by the AVAIL light in the EXT
PWR switch.
2 Connect external air
Request connect/disconnect of the external air. The text changes to
indicate the status of the external air.
3 Pushback
Presents a sub-menu for pushback control. Select the distance for the
pushback using the dialogue box. Use the slider bar to specify if a turn should be performed during the pushback.
Check the Push and Start box to indicate that an engine start will be performed during pushback. Check the
Disconnect interphone box to have the ground crew automatically disconnect the interphone after pushback.
4 Repair failures
Initiates a request that the ground crew repair all failures. This function is the same as the Repair Failures
selection found above, except that the request is verbally played as a cockpit to ground interaction.
Introduction 15
Introduction 16
Realism and carrier options...

Carrier options
Standard-style EADI or Speed tape EADI
Drop down menu for the selection of two different
EADI presentation styles. The standard style EADI
displays a fast/slow gauge along the left side of the
display. The speed tape EADI presents a speed
tape in place of the fast/slow gauge, along with a
reformatting of the AFDS mode Annunciators.
Dual cue or Single cue Flight Director
Toggles the presentation of the ight director
between the single cue (bat wing) & the double cue
(crosshair) format.
Climb Thrust Derate Washout
Sets the removal altitude derate climb power on
Thrust Rating Panel.
None Derate climb is never reduced.
12000 At 10000 derate is removed proportionately up to 12000ft. Upon reaching 12000ft climb thrust equals normal climb thrust.
30000 At 10000 derate is removed proportionately up to 30000ft. Upon reaching 30000ft climb thrust equals normal climb thrust.
AFDS automatic multi-channel
When checked, the AFDS automatically engages for an autoland without pilot action. When un-checked, the
autopilot channels must be manually selected by the pilot to engage the AFDS for an autoland.
GPWS altitude callouts
When checked, altitude callouts are automatically generated based on Radio Altitude during the descent for
landing. When un-checked, no altitude callouts are made.
EADI Displays A/T ag
When checked, the EADI annunciates A/T when the autothrottle is engaged. When unchecked, A/T is not
annunciated on the EADI at any time.
Airspeed BUGS option
Speed bugs can be set automatically using a hidden mouse click area in the lower left corner of the airspeed
gauge. The speed bugs are set according to the following schedule when the mouse area is clicked:
On the ground (for Takeoff):
Checked:
V1, VR, V2 (MCP bug), Vref30+40, Vref30+80.
Un-Checked: V1, V2 (MCP bug), Vref30+20, Vref30+40, Vref30+60, Vref30+80.
In ight (for Landing):
Checked:
Vref30, Vref30+40 Vref30+80.
Un-Checked: Vref30, Vref30+20, Vref30+40, Vref30+60, Vref30+80
Load carrier options with ights
Check this box to cause carrier options to be loaded with other 767 panel data when recalling a saved ight via the
MSFS menu. When unchecked, the carrier options are not changed when loading saved ights (situation les).
Realism
Battery discharge
Battery discharge can drain the battery dead.
Electric load shedding
Realistic electrical load shedding occurs.
Pneumatic loads
Realistic pneumatic/air load occurs, requiring duct pressure of 30 psi or greater for engine start.
Engines damage
Engines are subject to damage when operated abnormally.
Realistic fuel feed
Engine fuel feed requires correct fuel panel conguration. Above 18,000 feet, engine restart is not possible without
fuel pumps. Also, engine ameout is possible above 18,000 feet with the fuel pumps turned off.
Automatic door opening
Cabin and cargo doors open & close automatically.
Introduction 16
Introduction 17
IRS position drift

IRS positions are subject to drifting error.
IRS needs position entry
IRS coordinates must be entered during alignment.
IRS real align duration
When checked, IRS position align = 10 minutes. When unchecked, IRS position align = 2 minutes.
Autoland restrictions
The autoland system is subject to systems limitations (see AFDS section). When unchecked, an autoland can be
performed at any time.
Failures repaired by ground crew
Failures are repaired when engines shutdown.
FMC tunes ILS
When a landing runway is selected in the FMC, the ILS frequency is automatically tuned into the ILS receiver
when the aircraft is within 20 nautical miles of the landing runway.
Load realism options with ights
Check this box to cause realism options to be loaded with other 767 panel data when recalling a saved ight via
the FS menu. When unchecked, the realism options are not changed when loading saved ights.
Aircraft Model Features

The 767-300 visual model has been expertly detailed with many unique features and aircraft animations. All ight control
surfaces move accurately in response to cockpit controls. Gear and ap animations are accurate and highly detailed. In
addition to these standard aircraft animations, some unique features can be noted on the aircraft visual model.
Ram Air Turbine (RAT)
Deploys anytime both engines are shutdown while in ight and can be deployed manually by
pushing the RAM AIR TURB switch on the Overhead Panel. The RAT propeller spins based on
airspeed. The spinner animation reacts to airspeed changes.
APU Inlet Door

Opens anytime the APU switch is in the RUN position
Cabin Pressure Outow Valve
The outow valves primary purpose is to maintain a comfortable cabin
pressure for passengers without exceeding the aircrafts structural capabilities.
The outow valve limits the pressure differential between the outside of the
aircraft and the inside of the aircraft.
Tailskid
Prevents damage to the fuselage on takeoff and landing. Extends when the
gear lever is down and retracts when the gear lever is up or off (assuming
hydraulics and electrics are available).
Aileron Droop
The inboard ailerons droop in response to ap selection. Aileron droop is indicated
in the cockpit on the aileron pointer gauge.
Introduction 17
Introduction 18
Level-D 767 Specications

The 767-300ER is an extended-range, higher gross weight version of the aircraft. The Boeing Aircraft Companys
development of the -300ER began in January of1985. As of December, 2006, airlines had ordered ve hundred and
thirty-four 767-300ERs, and 514 orders had been lled.
Operating Empty Weight
Max Takeoff Weight
Max Zero Fuel Weight
Max Landing Weight
Max Fuel Weight
Range:
Imperial (lbs)
197,000
408,000
288,000
310,000
161,740
Metric (kg)
89,545
185,454
130,909
140,909
73,518
6,289 m
10,121 km
Typical city pairs: Los Angeles/Frankfurt
Max Cruise Altitude

Normal Speed (FL350)
Max Seating Capacity
43,100 feet
M0.80 (530m / 851k)
350
Power Plant, Controls & Fuel

Two high-bypass turbofans in pods, pylon-mounted on the wing leading edges. Powered by two General Electric
CF6-80C2 engines rated at 61,500 pounds of thrust per engine. Engine controls include the throttles, fuel cut-off
switches, EEC switches, re handles, and the Thrust Rating Panel (TRP). The FMC contains performance information
for the engines and coordinates with the autothrottle and TRP to control engine power for de-rated takeoffs as well as
VNAV climb, cruise and descent. Fuel in one integral tank in each wing, and in centre tank with refuelling point in port
outer wing.
Fuel Load
Metric (FSX Settings> General> International> HYBRID (Feet, Milibars)
Tank
Kilograms
Liters
Main Wings
18,449 X 2 22,977 X 2
Center
36,473
45,425
TOTAL
73,371
91,379
Imperial (FSX Settings> General> International> U.S. SYSTEM (Feet, Inches)
Tank
Pounds
Gallons
Main Wings
40,669 X 2
6,070 X 2
Center
80,400
12,000
TOTAL
161,738
24,140
Aircraft Dimensions
Wing span
47.57 m (156 ft 1 in)
Length
54.94 m (180 ft 3 in)
Fuselage
53.67 m (176 ft 1 in)
Height overall
15.85 m (52 ft 0 in)
Tailplane span
18.62 m (61 ft 1 in)
767 rsts...
two-person ight deck on a widebody airplane.
common pilot type rating with the Boeing 757.
vacuum toilet waste system.
to use brakes made of carbon ber.
airplane to achieve both 120- and 180-minute ETOPS approval.
widebody airplane to offer a choice of three passenger sizes -- the 767-200ER, 767-300ER and 767-400ER
large commercial airplane to use efciency-enhancing raked wingtips.
Introduction 18
Introduction 19
Missions
The missions included with the Level-D 767 for FSX are available from the FSX Missions menu.
8
1. Missions menu.
2. Category. From the dropdown select Level-D B767-300ER.
3. Skill Level. Choose All Skill Levels from the dropdown menu to view all Level-D 767 Missions.
4. Show saved Missions. Enable checkbox to view the user-saved mission les. If you choose to save a le during
the execution of a mission, the les will be displayed below the mission name in the missions listing (5).
5. Missions Listing. Choose a mission. User-saved mission les will display below missions if Show saved
Missions is enabled.
6. Enable changes in selected Mission (no rewards given). Enable checkbox to allow changes to the mission. There
are no rewards granted for the successful completion of Level-D 767 missions.*
7. Delete. Option to delete selected user-saved mission le.
8. Fly Now! Get going...
* The missions included with the 767 for FSX do not present a reward for successful completion. We are still
exploring the limits of mission creation with the 767 and hope to release reward mission modules in the near
future. Perhaps users will be inspired to try to create their own Level-D 767 missions, or work to add to the
Golden Gate Run?
Introduction 19
Introduction 20
Situation Files
When our real world Captain and First Ofcer arrive at the ight deck, they are usually greeted with an aircraft that
is powered and ready for ight. But, what if you want to start the aircraft from a cold and dark panel state? Or, youd
like to have just the aircraft powered and IRS aligned? If youre interested in starting your workday as you choose,
we have included some start-up ight deck congurations that can be imported to any location your 767 is parked at.
You can also setup and save your own situation le. Once that le is saved, you can then quickly import the panel
settings for every departure location. Its a simple and efcient way to start a ight. This page describes how to save a
le for future use.
SETTING & SAVING

From the FREE FLIGHT screen/menu, choose any Level-D 767 aircraft. No need to worry about location, weather,
time & season or fuel. Choose Fly Now. The simulator will load with the engines running.
Shut down the aircraft. Follow the Shutdown & Complete Shutdown Checklist(s) from the Normal Procedures &
Checklist. Once youre satised with the panel state you have, then...
Save the ight: Press Save... Choose OK. Thats it. The le has been saved. Enjoy your ight.
For subsequent ights, simply follow these directions:
LOAD
From the FREE FLIGHT screen of FSX menu select Load... button.
Choose the le you have saved from the Load Flight screen. Press Fly Now!
IMPORT
From the Add-ons > B767 Specic menu select Import Panel Data From A Flight...
Select any of the available 767 ights or one you have created. NOTE Secondary checkbox option to Import FMC
Data with Panel Settings. Check to enable importation of FMC data.
Choose IMPORT and press OK. The panel (and aircraft) will revert to the state (the exact settings you have
saved), and you can begin your workday as you choose!
and situation les
The 767 for FSX includes mission
rating Tutorial with 9 panel states)
Ope
O (Aircraft
Golden Gate Run ~ CYVR to KSF
& EGLL to EBBR KATL to EBBR
EBBR Approach EBBR to EGLL
at Seattle
Failure Scenario 1 & 2 Parked
Introduction 20
Introduction 21
Conguration Manager
The Level-D 767 includes a Conguration
Manager utility to change the aircraft setup. By
default the program is installed to the desktop and
is congured as depicted on this page. To change
the default weights, run the Conguration Manager.
1
Default Weight
245,000 lb 111,300 kg
ZFW
1. Select the type of ight from the menu

> Empty
> Short Haul Flight
> Long Haul Flight
2. Select (Passenger) Load type

Empty
Random
Full
FSX GOTCHA!
If you alter and save the payload
from the FSX payload
menu the conguration settings will
be overwritten.
3. Choose Cargo Load
Click on the Cargo Load button.
Cargo Subscreen
4. Congure the Cargo Holds
A cargo subscreen page will display. The cargo

holds (1 to 5) are loaded by holding and dragging
the mouse over each of the ve cargo areas. Load
bags and cargo on the basis of 2/3 in the rear holds
(with no more than 500kg (1100lbs) in Hold 5) and
1/3 in the front holds (as depicted).
5. Propose the fuel load quantity
Propose the amount of fuel you will need for your

ight by pressing on the MINUS or PLUS buttons
located to the left and right. This is a proposed fuel
amount only. Once FSX is started and the Level-D 767
loads, you will have to manually load the fuel via the menu
bar to match the amount you have proposed. The FSX
fuel load must match the Conguration Managers proposed
amount. This is important for the %MAC & CG takeoff trim
values calculation.
Watch your weight! The Conguration Manager will
display incorrect / overweight amounts in red.
Do not exceed these limits
Max Takeoff Weight
408000 lbs 185454 kg
Max Zero Fuel Weight 288000 lbs 130909 kg
6. Choose Save Settings
The conguration manager records the Zero Fuel Weight

and Takeoff Weight within the aircraft.cfg.
NOTE It does not record/change the fuel amount.
A loadsheet text le entitled 767loadsheet.txt will be
generated with this information. The 767loadsheet.txt
le is saved (by default) to the C:\Program Files\Microsoft
Games\Microsoft Flight Simulator X\SimObjects\Airplanes\
LVLD_B763 folder.
7. Exit the Conguration Manager
lf conguration
New 2D do-it-yourse
s retro-cool!
feature for FSX... it
Load hold 5
with no more
than 500kg
(1100lb)
3D & 2D Conguration for FSX

The FSX version of the Conguration Manager does
not include a No VC panel option. By default 2D
panels and VC cockpit are active.
The Virtual Cockpit preferences are set from the FSX
Options> Settings> Display> Cockpit Settings menu.
For users who prefer to y with a 2D panel only (NO
VC), some one-time editing of the individual model
conguration les must be done.
To enable 2D panel view (NO VC) follow these steps:
1. Open a model.xx (xx=GE, RR or PW) directory
from the ...\FSX\SimObjects\Airplanes\LVLD_B763
folder
There are 3 les inside each model.xx folder:
767300.mdl, 767300_interior.mdl & model.cfg
2. Open the model.cfg le with a text editor (Notepad)
The model.cfg text string:
[models]
normal=767300
interior=767300_interior
Delete the interior=767300_interior
text string.
The model.cfg text string should now read:
[models]
normal=767300
3. Save the le: File> Save

4. Close the model.cfg le.
5. Repeat the procedure for each model.xx le.
Introduction 21
Introduction 22
Repaint Manager
The Repaint Manager is the utility program used to install 767 liveries to FSX. The Repaint Manager is available
from the Windows START> menu. The installation directory is ...\FSX\SimObjects\Airplanes\LVLD_B763\
RepaintManager_767.exe.
The utility offers 3 options to ADD, REMOVE or PREPARE aircraft liveries. The instructions for the operation of the
Manager are included on the MAIN, ADD (1), REMOVE (2) and PREPARE (3) screens.
Repaint Manager for FSX information
Installs FS9 .LDS les to FSX.

Packages FSX repaint les with the .LDX le
extension (new FSX format).
An aircraft texture.cfg le will be copied to the
folder if not present in the package.
NOTE
When packaging an aircraft repaint, make
sure to include a texture.cfg le in the
texture folder that correctly links the proper
subfolders (an unmodied version of the
texture.cfg is located in the LVLD_B763\
Media\Base Textures folder).
Make sure to include a thumbnail.jpg le that
is 400 x 200 pixels in size. NOTE If you do
not include a thumbnail image with your repaint,

FSX will display the ? icon below on the left. A
767 No Preview thumbnail.jpg is provided in the
.../LVLD763/Media folder.
Finally, make sure the aircraft title and

ui_variation entries in the aircraft.cfg le are
named appropriately.
Introduction 22
Introduction 23
Keyboard Assignments
These are the default keyboard sequences assigned to the Level-D panel mouse clicks. You can change them from
the Level-D Simulations> Custom Controls> menu. MS Flight Simulator keyboard commands may be viewed (by
default) at C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\UIRES\kneeboard_keys.htm.
NOTE Keyboard Assignments with BOLDED TEXT denotes that they have been reassigned for the 767 for FSX.
AutoPilots
Left AutoPilot ......................................CTRL+SHIFT+7

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

Airspeed (SPD) Mode ...........................CTRL+M
N1 Mode ...............................................SHIFT+CTRL+N
Go Around (GA) Mode ..........................SHIFT+CTRL+G
IAS/MACH Selector ..............................SHIFT+I
Speed Intervention ...............................SHIFT+CTRL+M
Speed Window (+) ................................SHIFT+CTRL+V
Speed Window (-) .................................CTRL+TAB+V
Crew Alerting System
Master Switch .......................................M

Cancel Messages .................................C
Recall Messages ..................................K
Decision Height (+) ...............................D
Decision Height (-) ................................TAB+D
Lower EICAS Mode ..............................X
Ground Prox G/S Overdrive .................TAB+M (F/O Panel)
Ground Prox Flaps Overdrive ...............TAB+C (F/O Panel)
Ground Prox Gear Overdrive ................TAB+K (F/O Panel)
Electric systems
Battery Master Switch ...........................CTRL+= (EQUAL)

Standby Power (+) ................................TAB+X
Standby Power (-) .................................SHIFT+TAB+X
APU Generator .....................................SHIFT+CTRL+A
External Power .....................................SHIFT+CTRL+TAB+P
Left Bus Tie Breaker .............................SHIFT+CTRL+Y
Right Bus Tie Breaker ........................SHIFT+TAB+Y
Left Utility Bus .......................................SHIFT+CTRL+, (COMMA)
Right Utility Bus ....................................SHIFT+CTRL+TAB+, (COMMA)
Left Generator ......................................SHIFT+CTRL+X
Right Generator ....................................SHIFT + CTRL + TAB + X
APU Starter (+) .....................................NUM DEL (NumPad DEL KEY)
APU Starter (-) ......................................TAB+ NUM DEL (NumPad)
Engines
Igniters (+) ...........................................TAB+NUM 4

Igniters (-) ............................................TAB+NUM 1
Left Starter (+) .....................................TAB+NUM 8
Left Starter (-) ......................................TAB+NUM 9
Right Starter (+) ..................................TAB+NUM 2
Right Starter (-) ...................................TAB+NUM 3
Left EEC ...............................................SHIFT+CTRL+F5
Right EEC .............................................SHIFT+CTRL+F6
Left Engine Anti-Ice ..............................SHIFT+CTRL+F8
Right Engine Anti-Ice ............................SHIFT+CTRL+F9
Flight Control Surfaces
Manual Stab Trim Up ............................NUM 7 (NumPad)

Manual Stab Trim Down .......................NUM 1 (NumPad)
Left Stab Trim Cut Off ..........................SHIFT+CTRL+NUM 7
Right Stab Trim Cut Off.........................SHIFT+CTRL+NUM 1
Alternate Gear ......................................CTRL+G (F/O Panel)
Alternate Flaps .....................................CTRL+X
Left Yaw Damper ..................................CTRL+D
Right Yam Damper ...............................CTRL+TAB+D
Wing Anti-Ice ........................................SHIFT+CTRL+F7
FMC Keyboard (ON/OFF).....................SHIFT+ K

FMC Line Select Key 1L .......................SHIFT+CTRL+1
FMC LSK 2L .........................................SHIFT+CTRL+2
FMC LSK 1R.........................................SHIFT+CTRL+TAB+1
FMC INIT REF Key ...............................SHIFT+Y
FMC RTE Key.......................................SHIFT+T
FMC DEP/ARR Key ..............................SHIFT+D
FMC VNAV Key ....................................SHIFT+V
FMC FIX Key ........................................SHIFT+TAB+F
FMC LEGS Key ....................................SHIFT+C
FMC HOLD Key ....................................SHIFT+O
FMC PROG Key ...................................SHIFT+G
FMC MENU Key ...................................SHIFT+U
FMC NAV/RAD Key ..............................SHIFT+N
FMC PREV PAGE Key .........................SHIFT+- (NumPad MINUS)
FMC NEXT PAGE Key .........................SHIFT++ (NumPad PLUS)
FMC EXEC Key ....................................SHIFT+X
Fuel Feed (Use number pad numbers)
Left Aft Pump ......................................CTRL+TAB+1

Left Fwd Pump .................................... CTRL+TAB+2
Right Aft Pump ....................................CTRL+TAB+6
Right Fwd Pump .................................CTRL+TAB+5
Left Center Pump ................................CTRL+TAB+3
Right Center Pump .............................CTRL+TAB+4
Left Fuel Control Switch ......................SHIFT + CTRL + F11
Right Fuel Control Switch .....................SHIFT + CTRL + F12
Fuel CrossFeed ....................................F
...continued next page
Introduction 23
Introduction 24

Hydraulic & Brake systems
Left Main Eng Pump ............... CTRL+U

Center Elec Pump 1 ............... SHIFT+CTRL+B
Center Elec Pump 2 ............... SHIFT+CTRL+TAB+B
Right Main Eng Pump ............. CTRL+TAB+G
Left Demand Pump (+) ........... SHIFT+; (SEMI-COLON)
Left Demand Pump (-) ............ SHIFT+TAB+;
Center Demand Pump (+) ...... SHIFT+=
Center Demand Pump (-) ....... SHIFT+TAB+=
Right Demand Pump (+) ......... SHIFT+CTRL+;
Right Demand Pump (-) .......... SHIFT+CTRL+TAB+;
Deploy Ram Air Turbine ....... SHIFT+CTRL+TAB+ (APOSTROPHE)
Autobrakes (+) ........................ U
Autobrakes (-) ......................... TAB+U
Reserve Brakes ...................... SHIFT+CTRL+R
Inertial Reference System
IRS Display Selector (+) .......................SHIFT+F5

IRS Display Selector (-) ........................SHIFT+TAB+F5
IRS Sys Display (+) ..............................SHIFT+F6
IRS Sys Display (-) ...............................SHIFT+TAB+F6
Left IRU Mode (+) .................................SHIFT+F7
Left IRU Mode (-) ..................................SHIFT+TAB+F7
Center IRU Mode (+) ............................SHIFT+F8
Center IRU Mode (-) .............................SHIFT+TAB+F8
Right IRU Mode (+)...............................SHIFT+F9
Right IRU Mode (-)................................SHIFT+TAB+F9
Miscellaneous Commands
CRT Screens Brightness (+) .................SHIFT+B

CRT Screens Brightness (-) ..................SHIFT+TAB+B
Cabin Door ...........................................SHIFT+E
Cargo Door (Forward) ..........................SHIFT+E+2
Cargo Door (Rear) ................................SHIFT+E+3
No Smoking (+) ...................................SHIFT+CTRL+[
No Smoking (-) ....................................SHIFT+CTRL+TAB+]
Seat Belts (+) ........................................SHIFT+CTRL+= (EQUAL)
Seat Belts (-) .........................................SHIFT+CTRL+TAB+= (EQUAL)
Keyboard Assignments
Navigation
Instrument Source Selector (+) .........\

Instrument Source Selector (-) ..........SHIFT+\
NAV1 Tuning (AUTO/MAN) ..................SHIFT+CTRL+Q
HSI Range (+).......................................SHIFT+F11
HSI Range (-) .......................................SHIFT+TAB+F11
HSI Mode (+) ........................................SHIFT+F12
HSI Mode (-) .........................................SHIFT+TAB+F12
Heading Ref (MAGN/TRUE)................TAB+H
Pneumatic systems
Trim Air .................................................SHIFT+CTRL+O

Left Recirc Fan .....................................TAB+F
Right Recirc Fan ...................................CTRL+TAB+F
Left Pack (+) .........................................SHIFT+Q
Left Pack (-) ..........................................SHIFT+TAB+Q
Right Pack (+) .......................................SHIFT+J
Right Pack (-) ........................................SHIFT+TAB+J
Left ISLN Valve .....................................SHIFT+CTRL+L
Center ISLN Valve ................................SHIFT+CTRL+J
Right ISLN Valve...................................SHIFT+CTRL+K
Left Engine Bleed ...............................SHIFT+CTRL+TAB+L
APU Bleed ............................................SHIFT+CTRL+TAB+J
Right Engine Bleed ...............................SHIFT+CTRL+TAB+K
Thrust Rating Panel
Take Off Power .....................................CTRL+F5

Climb Power .........................................CTRL+F6
Derated Climb 1 ....................................CTRL+F7
Derated Climb 2 ....................................CTRL+F8
Continuous Power ................................CTRL+F11
Cruise Power ........................................CTRL+F12
that they have been

h BOLD TEXT denotes
wit
Installation Directories
reassigned for the 767
Aircraft
License (Flight1 Key)
Aircraft Repaint Manager (Program)
Mission les
Aircraft Repaints (Installation Directory)
Model conguration (model.cfg)
...\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763

...\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763\
Downloads
Conguration Manager (Program)
for FSX version.
C:\Flight One Software

...\Microsoft Flight Simulator X\Missions\Level-D B767-300ER
Modules (LVLD.dll & FSUIPC)
...\Microsoft Flight Simulator X\Modules
NavData SID, STARs, APP (xxxx.xml) & AIRAC data
...\Microsoft Flight Simulator X\Level-D Simulations\B767-300\Sounds
Operating Manual & General Information
...\Microsoft Flight Simulator X\Level-D Simulations\navdata\Flightplans
Situation les (xxxxx.FLT, xxxxx.FMC & xxxxx.WX)
Crew Voices
FMC saved Flightplans (xxxxxx.RTE)

FSX Categories (fsx.cfg)
...\Documents and Settings\username\Application Data\Microsoft\FSX
Keyboard Assignments (767LVLD_REF.htm)
...\Microsoft Flight Simulator X\Level-D Simulations\navdata
...\Microsoft Flight Simulator X\Level-D Simulations\B767-300

...\Documents and Settings\USERNAME\My Documents\Flight Simulator X Files
Software Developers Kit
...\Microsoft Flight Simulator X\Level-D Simulations\Level-D SDK
Language Modules
...\Microsoft Flight Simulator X\Level-D Simulations\Language modules
Introduction 24
Introduction 25
Level-D Simulations Team

Main Development
Wade Chafe
Laurent Crenier
Pedro Sousa (FMC)
Aircraft Visual Model
Yutaka Mitsushi
Aircraft & Panel Artwork
Yutaka Mitsushi
Gary Hayes
Eric Ernst
Aircraft Sounds
Ben Alexander Brown, Eric Ernst, Tero Partanen
Operations Manual
Eric Ernst, Daryl Shuttleworth
Support & Tutorials
Daryl Shuttleworth
Crew Voices
Maree Bach, David Barrington, Gina Barrington, Dennis Di Franco, Ana Di Franco, Eric Ernst
Ian Mitchell, Daryl Shuttleworth, Martin Pailthorpe (B767 First Ofcer), John Triner
Bill Van Caulart, Jenny Van Caulart
Aircraft Photographs
David Barrington, Eric Ernst, Mark McGrath
NAVData
Richard Stephan (http://navdata.at/)
Technical Advisors
David Barrington (B767 Captain), Eric Ernst (B767 First Ofcer), Marco Koolstra (B767 Engineer)
Joe Panford (B767 Captain), Sean Trestrail (B767/A330 Captain), Anthony Vallillo (B767 Captain)
Testing
Haroon Anwar, Jason Barlow, Dean Barry, Mike Bevington, Bill Van Caulart, Dennis Di Franco
Robert Hall, Lee Hetherington, Bob Klemm, Todd Legon, Mark McGrath, Ian Mitchell
Mike Murphy, Tero Partanen, Daryl Shuttleworth, Harv Stein
Special Thanks
Ian (aircraft systems)
Mike Bevington (ftp server)
Dennis Di Franco (ftp server & pdf formatting)
Ron Freimuth (ight modelling advice)
Lee Hetherington (TCAS Logic module)
Mark McGrath (Weight & Balance)
Ian Mitchell (PROCIO Utility)
Tero Partanen (video recording & real simulator sessions)
Fraser Turner (thrust reverser and wing ex code)
Nico Kaan (S.D.K. testing)
Introduction 25
Airplane, General 26
Airplane, General
This chapter describes miscellaneous airplane systems, including lighting systems and passenger cabin signs.
Aircraft Lighting
Passenger Cabin Signs
The landing lights consist of the left, right, and nose

gear landing lights. The left and right landing lights are
located in the left and right wing root and are optimized for
are and ground roll. The two nose gearlocated landing
lights are optimized for approach. The nose gear landing
lights are inoperative when the nose landing gear is not
down and locked.
There are two runway turnoff lights. They are located
in the left & right wing root. The navigation position
lights are standard red (left forward wing-tip), green
(right forward wing-tip), & white (aft tip of both wings)
position lights. The white anticollision lights are strobe
lights located on each wing tip. The red anticollision
lights are strobe lights located on the top and bottom
of the fuselage. The Wing lights are installed on the
fuselage and illuminate the leading edge of the wing.
Two taxi lights are installed on the xed portion of the
nose landing gear. The lights are inoperative when the
nose landing gear is not down and locked. Logo lights
are located on the stabilizer to illuminate the logo on the
vertical tail surface.
The passenger cabin signs are controlled by overhead

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

Flight deck lighting is provided for panel illumination,
area lighting, and localized illumination. Flood lights and
light plates provide panel illumination. Panel and ood
lights illuminate the forward panels, and glareshield.
When the light override switch is ON, the forward panel
ood lights, glareshield ood lights and all illuminated
annunciator lights illuminate at full brightness.
Indicator Lights
Indicator light brightness can be set to DIM or BRT with
the indicator lights selector. The system automatically
overrides the DIM position and illuminates the indicator
lights full bright if the ambient ight deck light level
increases to a preset crossover light value as detected by
system sensors located on the center forward panel.
Emergency Lighting
The aft ight deck dome light (one bulb only),
passenger cabin interior and exterior lights are powered
by the emergency lighting system. These lights provide
illumination for evacuating the airplane. The system
is controlled by the emergency lights switch on the
overhead panel. The switch can be used to manually
activate or arm the system for automatic operation.
Automatic operation occurs if DC power fails or is turned
off when the system is armed.
Aircraft and Panel Lighting Controls

Control for aircraft lighting is provided on the visible overhead panel of the 2D cockpit and on the overhead
panel in the 3D cockpit. The controls are the same in both environments. Two of the switches control interior panel
lighting while the rest of the switches control exterior aircraft lights. An exciting feature of the Level-D 767 is the
implementation of individual exterior light controls.
Interior Lighting Controls

1. Panel Flood Toggles the main panel
ood lights on and off.
2. Light Override Switch Simulates
the illumination of the cockpit dome
light. All panels become completely
illuminated when pressed in.
10
11
Exterior Lighting Controls
6&5
8
3
11
10
7
3. Taxi Turns the taxi light on and off. The taxi light is found near the bottom of the nose gear assembly.
4. Runway Turnoff Individual control over the left and right runway turnoff lights. These lights are found within the
landing light assembly near the wing root. They illuminate the sides of runways and taxiways.
5. Landing Individual control over the left and right landing lights.
6. Nose Gear Turns the nose gear lights on and off. Two nose gear lights are found near the top of the nose gear
assembly. These lights are used for takeoff and landing.
7. Position Turns the position lights on and off. The positions lights are the red, green and white lights found at the tips
of the wings.
8. Red Anti-collision Turns the red rotating beacons on and off. These are located on the top and the bottom of the
aircraft fuselage.
9. White Anti-collision Turns the white anti-collision (strobe) lights on and off. These are located at the ends of
each main wing.
10. Wing Turns the wing lights on and off. These lights illuminate the main wings and are located on each side of
the fuselage.
11. Logo Turns the logo lights on and off. These lights illuminate the vertical n.
Emergency Lighting Controls

Located in the upper center overhead panel.
OFF
Prevents emergency lights system operation if airplane

electrical power fails or is turned off.
ARMED
All emergency lights illuminate if airplane electrical power
fails or is turned off.
ON
All emergency lights illuminate.
UNARMED LIGHT The emergency lighting system has been manually
actuated or the emergency lights switch is OFF
Indicator Lights
1. EADI & EHSI BRT Located on the main panel, the EADI & EHSI
brightness control knobs (BRT) adjust the brightness of the EADI and
EHSI CRT screens
2. EICAS BRT (Upper / Lower) Located on the main panel (below the
Lower EICAS), the EICAS BRT knobs control the brightness of the
upper and lower EICAS CRT screens.
Passenger Cabin Signs

Located on the overhead panel.
1. No Smoking Selector
OFF
AUTO
ON
No smoking signs are extinguished.

No smoking signs illuminate or extinguish with reference to
landing gear position.
No smoking signs illuminate.
2. Seat Belt Selector

OFF
AUTO
ON
Fasten seat belts and return to seats signs are extinguished.

Fasten seat belts and return to seats signs illuminate or extinguish with reference to landing gear or ap position.
Fasten seat belts and return to seats signs illuminate.
Video Indicator
When illuminated, the video indicator light (located on the overhead panel)
noties the ight crew that the onboard entertainment system is active.
Airplane, General EICAS Messages

Advisories
NO SMOKING OFF
No Smoking sign is selected OFF.
PASS SIGNS OFF
Both Seatbelt and No Smoking signs are OFF.
Air, Pneumatic System 29
Air, Pneumatic System
The pneumatic system is supplied air by the engines, APU or an external air source. The following systems use air
from the pneumatic system:
Air conditioning packs.
Pressurization system.
Engine starting.
Engine and wing anti-ice.
Hydraulic center system.
Thrust reversers.
The engines provide the primary source of air for the pneumatic system in ight. The APU is capable of supplying air for
the pneumatic system in ight up to an altitude of 20,000 feet. When the engines are not running, the APU is the primary
source of air to run the air condition packs and for engine starting. If the APU is not used (or inoperative), an external air
source can be connected via the GND CALL button (Overhead Panel) or the Level-D Ground Request menu.
The pneumatic system is separated into three separate systems via isolation valves. The opening and closing of
three isolation valves controls distribution of air between the left, center and right pneumatic ducting. Normally the left
and right pneumatic systems operate independently to power their respective system components. The center system
normally uses air from either the left or right system when available to power its components.
Engine Bleeds
Bleed valves for the left and right engines control air
supply from the engines to the pneumatic system. Control
for these valves is provided by left and right engine bleed
valve switches on the overhead pneumatic panel. These
switches are pushed IN for all normal operations. When
pushed in, the respective bleed valve is automatically
controlled to open and close based on system demands.
Main Bus DC power is required for the engine bleed valves.
APU Bleed
The APU bleed valve controls air supply from the APU to
the pneumatic system. Control for the valve is provided by
the APU bleed valve switch on the overhead pneumatic
panel. This switch is pushed IN for all normal operations.
When pushed in, the APU bleed valve is automatically
controlled. The APU is capable of supplying sufcient
air for the operation of the air conditioning packs or for
engine starting.
The APU bleed valve coordinates operation with the
engine bleed valves. System logic provides for air supply
to the pneumatic system based on available pressure. If
the APU is the only source of air for the system, the APU
bleed valve opens. If engine bleed air becomes available
and is of sufcient pressure to supply the pneumatic
demands, the APU bleed valve closes and the engine
bleed valve opens.
The APU is subjected to a one minute cool-down
period if the APU bleed valve is in use when the APU is
shut down. When the APU switch on the electric panel
is turned OFF, the APU bleed valve cycles closed and
the APU continues to run for one minute before shutting
down. The APU is not subjected to this cool-down period if
the APU was not use as a bleed source prior to shutdown.
External Air Source

External air is available for hook up to the pneumatic
system via the Level-D Ground Requests menu (or
Overhead Cabin Call Panel). There are no cockpit controls
for the use of external air. An indication of duct pressure
on the pneumatic panel is the only evidence of external air

source availability. External air is generally used when the
APU is shutdown or inoperative. The external air source is
capable of powering the air conditioning packs and can be
used for engine starting as well.
Pneumatic Distribution
The left, center, and right pneumatic ducts are
connected by isolation valves. Opening and closing the
isolation valves allows air to ow between each system
such that one pneumatic air source can power the entire
pneumatic system. Flow lines are drawn on the overhead
pneumatic panel to help visualize the ow of air in the
system. The left system provides air for operation of the
left air conditioning pack and left wing anti-ice. The right
system provides air for the right air conditioning pack and
right wing anti-ice. The center system provides air for the
air driven hydraulic pump and for cargo heat.
Prior to engine start, the three isolation valves are
normally open so that bleed air from the APU or the
external air source can power the entire pneumatic
system. After engine start, the left and right isolation
valves are normally closed so that the left and right
pneumatic systems are provided air by their respective
engine bleed valves. The center isolation valve is normally
open and the center duct pressurized with air drawn from
both the left and right systems. If the center isolation valve
is closed, the center system duct can only be pressurized
with air from the APU.
Left and right pneumatic duct pressure readings are
shown by the pressure gauge on the pneumatic panel.
There is no cockpit indication of center system duct
pressure. This gauge is normally referenced during
engine start since a minimum of 25 psi duct pressure is
required for a successful start. If insufcient duct pressure
is displayed prior to start, check to make sure the packs
are OFF. With the packs off, a normal duct pressure
reading is approximately 40 to 60 psi.
The left, center, and right pneumatic ducts are monitored

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

Two air conditioning packs provide temperature
conditioned air for the cabin and for pressurization. The
air conditioning packs operate using bleed air from the
respective pneumatic system. Control for the packs is
provided by a rotary selector switch that has OFF, AUTO,
N, C and W positions. Normally, the packs are run in
the AUTO mode when air is available in the pneumatic
system. The packs are turned OFF for engine starting or
when air conditioning is not desired on the ground.
Setting the pack selector to AUTO opens the pack valve
when bleed air is available and provides for automatic
temperature control of pack air outlet temperature. The
PACK OFF light illuminates if the pack is switched OFF
or there is no bleed air available.The cabin temperature
controllers regulate the pack output air temperature to
satisfy the temperature requirement of the compartment
requiring the coolest air (dependent on current zone
temperatures and zone temperature settings). The trim
air system provides warm air if required to adjust the air
temperature demands of the other compartments.
Setting the pack selector to N, C or W opens the pack
valve to produce a constant pack outlet temperature.
These modes are generally used if the AUTO mode
fails. The N mode regulates pack outlet temperature to a
constant moderate temperature (approximately 75F/24C).
The C mode sets the pack to full cold (approximately
65F/19C). The W mode sets the pack to full warm
(approximately 85F/29C).
The Trim Air switch permits the temperature of air ow
from the packs to be automatically regulated by the cabin
temperature control knobs. If the Trim Air switch is OFF,
cabin air is regulated based only on the pack selector
setting. The cabin is regulated to 75F/24C if the TRIM AIR
switch is OFF and the pack selectors are in AUTO. The
Trim Air switch is normally left in the ON position.
The temperature of the air reaching the cabin is
controlled to within 65F to 85F by the cabin temperature
controllers. Anytime the Trim Air switch is OFF, the cabin
temperature controllers are inoperative.
Recirculation fans in the air conditioning system
recirculate cabin air into the system. Separate
recirculation fans provide air circulation for equipment
cooling. The use of recirculated air reduces bleed
demands on the engines. Power for the recirculation fans
is provided by the Utility Buses. The recirculation fans are
normally left ON at all times.
Pressurization System
Pressurization of the aircraft is achieved by regulating
the outow of air from the cabin via an outow valve.
Control of the pressurization system is provided on the
overhead panel. The outow valve is normally controlled
by one of two selectable automatic modes. These modes
are identical and offer system redundancy. A failure of the
operating mode leads to the automatic engagement of
the other mode without pilot interaction. If both automatic
modes fail, the outow valve can be controlled manually.
The automatic modes are powered by the Main AC buses.
The manual mode is powered by the Standby DC bus.
Pressurization indications are provided on the overhead.
Cabin altitude, cabin rate of climb, and cabin pressure
differential readings are displayed. The pressurization
indicators are powered by the Standby AC bus.
If the cabin altitude exceeds 10,000 feet, a CABIN
ALTITUDE warning message is illuminated along with an
aural warning. The outow valve is automatically driven
closed in an attempt to maintain remaining cabin pressure
when the cabin altitude warning is activated.
Equipment Cooling
Flight deck instruments and equipment in the electrical
compartment are cooled using a common air supply,
cooling fans, and exhaust ducting. Control for the system
is provided on the overhead panel by a selector switch
with AUTO, STBY and OVRD positions. The controller
is normally left in the AUTO position. This allows for
automatic operation of the system. The other positions
are used if the automatic system fails or smoke is sensed
in the electronics area.
Passenger Oxygen System

The passenger oxygen system is supplied by individual
chemical oxygen generators. The oxygen system
provides oxygen to the passenger, attendant stations,
and lavatory service units. The passenger oxygen masks
and chemical oxygen generators are located above the
passenger seats in passenger service units (PSUs).
Oxygen ows from a PSU generator when any mask
hanging from that PSU is pulled. The masks automatically
drop from the PSUs if cabin altitude exceeds 14,000 feet.
The passenger masks can be manually deployed from
the ight deck by pushing the passenger oxygen switch.
The passenger oxygen ON light illuminates and EICAS
advisory message PASS OXYGEN ON displays when the
system is activated.
bleed
Always leave the three
SET & FORGET TIP:
N
IN, as well as the C ISL
valves switches pushed
&
L
the
engine start, ensure
(Center Isolation). For
S.
CK
, & turn OFF the PA
R ISLN switches are IN
and
, turn the packs back ON
After the engine starts
lves.
close the L & R ISLN va
Pneumatic System Controls

Pneumatic controls are located on the overhead panel.
1. Duct Pressure Gauge Displays the duct pressure in the left and right pneumatic ducts. A minimum of 25 psi is
required for engine start.
2. Isolation Valve Switches Control the ow of bleed air between the left, right and center systems.
Switch IN
Isolation valve is OPEN.
Switch OUT Isolation valve is CLOSED.
VALVE
Isolation valve is not in the commanded position or is in transit.
Note The center isolation valve is normally open for all operations. The
left and right isolation valves are normally open on the ground for
engine starts and for pack operation via APU bleed air. The left and
right isolation valves are normally closed after both engines are started.
3. DUCT LEAK Light When illuminated indicates a leak has been
detected in the respective duct. The duct pressure gauge can be used
to conrm a leak in the left or right ducts.
4. Left / Right Engine Bleed Valve Switch Controls the engine bleed valves.
Switch IN
Engine bleed valve is controlled based on system demands.
Switch OUT Engine bleed valve is commanded closed.
OFF
Illuminates when engine bleed valve is closed regardless of
switch position.
5. APU Bleed Valve Switch Controls the APU bleed valve.
Switch IN
APU bleed valve is automatically controlled based on system logic.
Switch OUT APU bleed valve is commanded closed.
VALVE
APU bleed valve is not in the commanded position or is in transit.
Air Conditioning Controls

1. Pack Control Selector Controls the operation of the air conditioning pack.
OFF
AUTO
Pack is commanded OFF.

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

2. Pack Status Annunciators Indicate the status of the respective pack.
INOP
PACK OFF
Respective pack has a fault or has overheated.

Pack switch is OFF or no bleed air is available.
3. Trim Air Switch Controls air to the temperature controllers.

ON
OFF
Temperature controllers regulate compartment air temperature.

Temperature controllers are bypassed & the cabin temperatures are
regulated to the pack outlet temperature.
4. Recirculation Fan Switches

ON
INOP
Recirculation fan is ON.

Recirculation fan is selected OFF or has failed. Illuminates temporarily
when respective utility bus is load shed during engine start.
5. Temperature Control Knobs Regulate the temperature in the respective cabin.

AUTO
Temperature in respective cabin is automatically maintained at the selected
1
relative value. Operating range is from 65F/19C (C) to 85F/29C (W).
OFF
Compartment temp control is OFF. Compartment temp regulated to the pack
outlet temperature.
6. Temperature Selector INOP Lights When illuminated indicate that the respective temperature controller is OFF,
the Trim Air switch is OFF, or the temperature controller has failed. All three INOP lights illuminate when the Trim
Air switch is OFF.
7. Compartment Temperature Indicator Displays the FWD, MID and AFT compartment temperatures in both
celcius and fahrenheit (depends on the enabled FS International settings).
Pressurization Controls
1. Pressurization Mode Control
Selects pressurization system operating mode.
AUTO 1
AUTO 2
MAN
Selects number 1 automatic mode.

Selects number 2 automatic mode.
Pressurization is controlled using the manual controller
2. AUTO INOP light

Illuminates if both auto controllers have failed or MAN mode is selected.
2
3. Auto Rate Selector
6
Selects the limit for cabin altitude climb and descent in the AUTO mode.
Index rate is 500fpm climb & 300fpm descent.
1
4. Manual Control Knob
Controls the outow valve when MAN mode is selected. Rotate the
knob toward CLIMB to open the outow valve. Rotate the knob toward
DESCEND to close the outow valve.
5. Outow Valve Position Indicator
Indicates the position of the outow valve. OP = Open, CL= Closed.
6. Landing Altitude Selector
Rotate the knob to set the landing eld elevation. The automatic mode sets a pressurization schedule based on
this altitude.
Pressurization Indicators
1. Cabin Pressure Differential Gauge
1
Pounds per square inch (psi).
2. Cabin Altitude Gauge
Ft x 1,000.
3. Cabin Rate Gauge
Feet per minute (fpm x 1,000).
4. Cabin Altitude light (depicted on the EQUIP COOLING panel)
The CABIN ALTITUDE alert illuminates when the cabin altitude exceeds 10,000 feet.
Equipment Cooling Controls

1. Equipment Cooling Selector
Selects the equipment cooling mode.
AUTO
STBY
OVRD
System is automatically controlled.

Manually congures the system for ight.
1
Switches the cooling fans OFF. Congures valves in the system
2
3
to allow cabin differential pressure to discharge air or smoke.
Additionally, an interconnect valve opens and the cockpit equipment cooling ducts are fed with fresh air conditioned
air from the packs (owing in the normal direction), rather than recycled air from the forward cargo area. NOTE On
the ground, with no differential pressure available, there is no airow, so the ground warning horn sounds.
2. SMOKE Light
Illuminates if smoke is sensed in the system.
3. NO COOLING Light
Illuminates if the system is in OVRD mode and no airow is sensed.
Cargo Heat Controls

Heat is directed to the cargo compartment when selected ON. These switches are
normally turned ON after engine start and turned OFF after shutdown.
Passenger Oxygen Switch

Located next to the EMER LIGHTS on the overhead panel.
Push
The passenger cabin oxygen masks drop.
Passenger Oxygen ON Light
The passenger oxygen system is operating and the masks have dropped. Advisory
Message PASS OXYGEN ON displays on the upper EICAS
Pneumatics Normal Procedures

PREFLIGHT
Engine Bleed Valves................................................Pushed IN
APU Bleed Valve .....................................................Pushed IN
Center Isolation Valve......................................................... ON
Left and Right Isolation Valves ........................................... ON
Pack Selectors ...................................................... As required
Trim Switch ......................................................................... ON
Recirculation Fan Switches ................................................ ON
Cabin Temperature Selectors ................................ As required
Pressurization Mode Selector ...................AUTO 1 or AUTO 2
(1=even days, 2=odd days)
Pressurization Landing Altitude .......................................... Set
Equipment Cooling Switch .............................................AUTO
STARTING
Pack Selectors ................................................................. OFF
Duct pressure .................................. Conrm 25 PSI minimum
After start
Pack Selectors ...............................................................AUTO
Left and Right Isolation Switches ..................................... OFF
Cargo Heat Switches .......................................................... ON
IN FLIGHT
Monitor cabin temperatures and adjust as necessary.
Monitor cabin pressurization.
POSTFLIGHT
Left and Right Isolation Switches ....................................... ON
Cargo Heat Switches ........................................................ OFF
Complete Aircraft shutdown
Pack Selectors ................................................................. OFF
Air, Pneumatic EICAS Messages

Warnings
CABIN ALTITUDE
Cabin altitude is above 10000 ft.
Cautions
AC BUS OFF, L/R
Left or Right Main AC Bus is not powered.
BLD DUCT LEAK, L/R
A leak is detected in the left or right duct manifold.
BODY DUCT LEAK
Duct leak between the APU and the center isolation valve.
BUS ISOLATED, L/R
Left or right bus tie has faulted or ISLN has been selected manually.
CABIN AUTO INOP
Number 1 and number 2 auto controller has faulted or manual is selected.
FWD EQT COOLING
No cooling airow over the instruments detected.
Advisories
AFT CABIN TEMP
Aft cabin temperature controller failed - switched OFF - or supply duct has overheated.
AFT CARGO OVHT
Aft cargo compartment has overheated.
AFT FUEL PUMP, L/R
Left or right aft pump pressure is low or switched off.
APU BLEED VALVE
APU bleed valve is not in the commanded position.
ENG BLD OFF, L/R
Left or right bleed valve is closed with the engine running.
FLT DECK TEMP
Flight deck temperature controller failed - switched OFF - or supply duct has overheated.
Advisories continued...
FWD CABIN TEMP
Forward cabin temperature controller failed - switched OFF - or supply duct has
overheated.
FWD CARGO OVHT
Forward cargo compartment has overheated.
FWD EQPT OVHT
Low airow or overheat in the electrical compartment.
FWD EQPT SMOKE
Smoke is detected in the equipment cooling duct.
MID CABIN TEMP
Mid cabin temperature controller failed - switched OFF - or supply duct has overheated.
PACK OFF, L/R
Left or right pack is OFF or has internally overheated.
PACK TEMP L/R
Left or right pack outlet temperature is high or a critical system failure is detected.
PASS OXYGEN ON
Passenger oxygen switch is ON.
RECIR FAN, L/R
Left or right recirculation fan is OFF or has failed.
TRIM AIR OFF
The trim air switch is OFF.
Status
CABIN ALT, AUTO 1 2
Number 1 or 2 cabin auto controller failed.
CARGO DET 1
Cargo smoke detector test failed or smoke detected.
Autoight System 35
Autoight System
Automatic control of the aircrafts ight path from takeoff to landing is possible with the use of the following systems:
Flight Control Computers (FCC), Autopilot Flight Director System (AFDS), Autothrottle, AFDS Mode Control Panel
(MCP), and the Flight Management Computer (FMC).
The FCCs provide the source information for the AFDS. The AFDS provides pitch and roll ight commands to the
pilot and the autopilot via the ight director. The autothrottle handles the automatic application of power for each
phase of ight. The AFDS MCP located in the center of the main panel provides for control of the Autoight system.
The FMC provides for complete control over route navigation and power settings for climb, cruise and descent.
The autoight system is the heart of 767. Understanding all autoight modes and controls described in this
section will greatly enhance your ability to successfully operate the 767-300ER.
Flight Control Computers (FCC)
Autopilot (CMD)
Three Flight Control Computers are installed and

are identied as Left, Center and Right FCC. These
computers provide the source information for the autopilot
and the ight director. Only one FCC is used in normal
operations. Two or three FCCs are used when an
Autoland is performed. The FCCs require Main AC bus
power for operation.
The only pilot control over the FCCs is via the Instrument
Source Selector switch on the main panel. The FCC
providing ight director commands to the pilot may be
changed using this switch. This switch is normally set to
the on-side FCC (i.e. Left for the Captains instruments).
Left, Center and Right autopilots are available for

engagement via the MCP CMD buttons. Engagement
of an autopilot is annunciated as CMD on the EADI.
When engaged, the autopilot moves the ight controls to
follow the ight director commands selected on the MCP.
Each autopilot requires electrical and hydraulic power
to function normally. The Left and Center autopilots are
powered by the Left Main AC Bus. The Right autopilot
is powered from the Right Main AC Bus. The three
autopilots receive hydraulic power from their respective
(Left, Center and Right) hydraulic systems.
Normally, only one autopilot is engaged in CMD mode
for climb, cruise, descent, and approach by pressing
Autopilot Flight Director System (AFDS)
one of the three CMD buttons on the MCP. CMD is
The AFDS uses information from the FCCs to provide
annunciated on the EADI to indicate that the autopilot is
guidance to the pilot and the autopilot via the Flight
engaged. When the AFDS is in the APP mode, multiple
Director (F/D). The ight director is capable of providing
autopilots may be selected to perform an automatic
commands for all phases of ight including takeoff. One
landing. This procedure is described later in this section.
of three separate autopilots may be engaged after takeoff
The F/D switch should always be turned on prior to
to automatically follow ight director commands. The ight autopilot engagement. If the F/D switch is OFF, or the
director modes are controlled via the Mode Control Panel. ight director is in TO mode, selection of CMD on the
Flight Director command bars are displayed on the
MCP results in the AFDS engaging in the VERT SPD and
Electronic Attitude Direction Indicators (EADI) when the
HDG HLD modes. If the AFDS is in a mode other than
respective F/D switch is turned ON via the MCP. The
TO, the autopilot engages in the currently selected mode.
active F/D mode is annunciated on the EADI. On the
To disengage the autopilot, press the DISENGAGE
ground, the F/D is engaged in the takeoff mode (TO).
bar on the MCP or use a keyboard/joystick assigned
The command bars are displayed wings level at the 8
button. This returns control of the aircraft to the pilot and
degree pitch up position on the EADI. After liftoff, the F/D automatically places the AFDS in the FD mode.
commands a straight ight path at a speed of V2 + 15
Autothrottle System (A/T)
or the actual liftoff speed + 15, whichever is greater. The
takeoff mode is terminated by the selection of another
The autothrottle system is capable of automatically
AFDS mode via the MCP or by engaging the autopilot in
controlling power settings from takeoff until touchdown
CMD mode.
during an automatic landing. The A/T system is activated
After takeoff, the following vertical and horizontal
using the A/T switch on the MCP. When armed, the
navigation modes are available for selection on the MCP: autothrottle engages automatically with the selection of
Flight Level Change (FL CH), Vertical Speed (VERT
an AFDS speed mode. The selected mode is annunciated
SPD), VNAV, Altitude Hold (ALT HOLD), LNAV, Heading
on the EADI. Once engaged, the autothrottle moves the
Select (HDG SEL), Heading Hold (HDG HOLD), Localizer power levers to the required power setting based on the
approach (LOC), Backcourse approach (BCRS), and ILS currently selected AFDS modes.
approach (APP). The use of VNAV is dependant on FMC
The autothrottles range of operation is limited by the
programming and is discussed in more detail in the FMC Thrust Management Computer (TMC) based on the selected
section of this manual.
Thrust Rating Panel (TRP) mode. The pilot can override the
If the F/D switch is not turned ON, the selection of AFDS A/T by moving the power levers manually. Once the power
modes via the MCP is not possible unless an autopilot is
levers are released, the A/T moves the power levers back to
engaged in the CMD mode.
the originally commanded thrust setting.
Autoight System 35
Autoight System 36
The autothrottle may be disengaged by selecting the A/T

switch to OFF or by using the keyboard/joystick assigned
button. Additionally, the autothrottle is automatically
disconnected during single engine operations.
AFDS Lateral Modes

Aircraft heading is controlled by the following modes:
Heading Hold (HDG HOLD), Heading Select (HDG SEL),
Lateral Navigation (LNAV), Localizer approach (LOC),
Backcourse approach (BCRS) and ILS approach (APP).
A bank limiting system is used to control the maximum
bank angle during AFDS commanded heading changes.
Once a lateral mode is engaged, it can only be cancelled
by selecting another lateral mode or by turning off the
autopilot and F/D. Some lateral modes have armed
conditions which can be cancelled by pressing the
respective mode button a second time.
The Heading Hold (HDG HOLD) mode is selected
by pressing the HOLD button directly below the
heading selector (SEL) knob on the MCP. HDG HOLD
is annunciated in green on the EADI when engaged. If
selected in level ight, the aircraft maintains the current
heading. If selected during a turn, the aircraft rolls out to
the current heading. This mode is selected automatically if
an autopilot is engaged with no other AFDS mode active.
The Heading Select (HDG SEL) mode is selected by
pressing on the SEL knob below the heading window
on the MCP. HDG SEL is annunciated in green on the
EADI when engaged. When selected, the aircraft is
commanded to y toward the heading displayed in the
heading window. This heading is set by rotating the SEL
knob. The aircraft will continue to y toward any heading
selected in the heading window while in HDG SEL mode.
Use of the Lateral Navigation (LNAV) mode is
dependant on FMC route programming (discussed in the
FMC section of this manual) and is selected by pressing
the LNAV button on the MCP. LNAV is annunciated on
the EADI in white when armed and green when engaged.
The armed mode occurs when LNAV is selected and
the aircraft is not on the FMC programmed route. When
armed, the AFDS remains in the current lateral mode
until LNAV is engaged. The engaged mode occurs when
the aircraft encounters and/or is following the FMC
programmed route. When LNAV is engaged, aircraft
heading is automatically controlled to follow the FMC
programmed route.
The Localizer approach mode is selected by pressing
the LOC button on the MCP. LOC is annunciated on the
EADI in white when armed and green when engaged. The
armed mode occurs when LOC is selected and the aircraft
is not within localizer range. When armed, the AFDS
remains in the current lateral mode until LOC is engaged.
The engaged mode occurs when the aircraft is actively
tracking the localizer. When LOC is engaged, aircraft
heading is automatically controlled to follow the localizer.
The ILS approach mode (APP) is selected by pressing
the APP button on the MCP. This mode uses the LOC mode
to track the localizer in conjunction with vertical guidance
from the glideslope mode (GS) to track the glideslope.
The LOC mode works the same as described previously

with armed and engaged modes to track the localizer. The
glideslope mode also has armed and engaged modes. GS
is annunciated on the EADI in white when armed and green
when engaged. When armed, the AFDS remains in the
current vertical mode until GS is engaged. The engaged
mode occurs when the aircraft is actively tracking the
glideslope. When GS is engaged, the vertical track of the
aircraft is controlled to follow the glideslope.
The Backcourse mode (BCRS) is selected by pressing
the BCRS button in conjunction with the LOC button. This
mode is exactly the same as the LOC mode except that
when engaged, the AFDS tracks the localizer backcourse
inbound. BCRS is annunciated in white when armed and
green when engaged. The localizer front course must be
set in the ILS course window (on the pedestal) for the
BCRS mode to function properly.
AFDS Vertical Modes

Aircraft pitch is controlled by the following modes: Flight
Level Change (FL CH), Vertical Navigation (VNAV),
Vertical Speed (VERT SPD), and ILS approach (APP).
In general, these modes cause the aircraft to climb or
descend until reaching a target altitude set in the altitude
window on the MCP. A vertical mode remains active until
one of the following occurs: The altitude set in the MCP
ALT window is reached (with the exception of some VNAV
modes), another vertical mode is selected, or the autopilot
and F/D are turned off.
The Flight Level Change mode (FL CH) is selected
by pressing the FL CH button on the MCP. FL CH
is annunciated in green on the EADI and the A/T is
automatically engaged if armed. Additionally, the current
aircraft speed is reset in the IAS/MACH window of the
MCP and the TRP changes to a CLB mode. When
selected, the AFDS and the autothrottle command pitch
and power settings to y the aircraft toward the altitude
selected in the MCP ALT window at the selected speed.
Changing the IAS/MACH speed on the MCP causes
the AFDS to change the commanded pitch angle to
maintain the selected speed. If a climb is required, the
A/T sets power to the maximum available (based on
TRP selection) and the AFDS pitches up to maintain the
selected airspeed. If a descent is required, the A/T sets
the power to IDLE and enters a throttle hold (THR HOLD)
mode while the AFDS pitches down to maintain the selected
airspeed. The throttle hold mode disconnects the autothrottle
from the power levers which allows the pilot to manually
control thrust during the descent.
The Vertical Navigation mode (VNAV) is dependant
on FMC programming (see FMC section) and is selected
by pressing the VNAV button on the MCP. VNAV SPD or
VNAV PTH is annunciated in green on the EADI and the
A/T is automatically engaged if armed. Additionally, the
TRP automatically changes to a mode appropriate for the
phase of ight. If VNAV is selected after takeoff, the TRP
changes to a CLB mode and the AFDS commands for a
climb toward the FMC programmed altitude or the altitude
in the MCP ALT window, whichever is lower. The speed
Autoight System 36
window on the MCP blanks out when VNAV is selected

since speed control is transferred to the FMC. To regain
speed control from the FMC, a speed intervention mode
is available by pressing on the airspeed select knob. This
re-opens the speed window for manual adjustment via the
MCP. Pressing the airspeed select knob a second time
transfers speed control back to the FMC. Descents using
VNAV are covered in the FMC section.
The Vertical Speed mode (V/S) is selected by
pressing the V/S button on the MCP. V/S is annunciated
in green on the EADI when engaged. The A/T does not
automatically engage with the selection of the vertical
speed mode. The A/T SPD mode is used if the A/T is
already engaged. When V/S is selected, the VERT SPD
window opens and displays the current aircraft vertical
speed. The AFDS then commands pitch to maintain this
vertical speed. The A/T (if engaged) controls power to
maintain the speed selected in the IAS/MACH window. To
change the vertical speed, press the thumb wheel above
the V/S button in the desired direction. Unlike the FL CH
mode, the Vertical Speed mode is capable of overriding
the altitude selected in the MCP ALT window.
The ILS approach mode (APP) is discussed in the
AFDS Lateral Modes section. The glideslope mode
works as described previously. GS mode engagement
automatically replaces any existing vertical modes upon
glideslope intercept. Additionally, if the GS mode is
armed, pressing the APP button a second time cancels
the GS armed mode.
Autoight System 37
Automatic Landing (Autoland)
The AFDS is capable of executing a completely

automatic landing and rollout. A minimum of two operating
autopilots and the autothrottle are required to engage
the AFDS for an Autoland. With two operating autopilots,
the system engages in the LAND2 mode. With all three
autopilots operating, the system engages in the LAND3
mode. The only difference between these two Autoland
modes is the level of system redundancy. Both modes
result in successful autolands.
Setting up the AFDS for an Autoland occurs with the
selection of additional autopilots after APP is selected
on the MCP. Depending on the options set in the panel
menu, an autoland sets up either automatically or
manually. If set to occur automatically, the remaining two
autopilots are armed automatically with the selection of
the APP mode on the MCP. If set to occur manually, the
pilot must arm the remaining autopilots for engagement
by pressing the CMD buttons for the inactive autopilots
after APP has been selected. Regardless of engagement
method, the subsequent actions regarding autoland
capability remain the same.
Autoland capability is indicated on the Autoland
Status Annunciator (ASA) located on the main panel.
Any degradation of the aircrafts Autoland capability is
annunciated on this gauge. With the AFDS set for an
autoland, the armed autopilots automatically engage at
1500 feet radio height after a self-test has been performed.
If the test is normal, LAND2 or LAND 3 annunciates on the
ASA if two or three autopilots are engaged respectively.
Altitude Hold Mode (ALT HOLD)
The Altitude Hold mode automatically engages anytime If the system is only capable of landing using the LAND2
mode (i.e. One autopilot inoperative), a NO LAND 3
the aircraft reaches the altitude selected in the MCP ALT
message is displayed on the ASA. If the system is not
window. ALT HOLD is annunciated in green on the EADI
capable of performing an Autoland, a NO AUTOLND
when engaged. Additionally, pressing the HOLD button
message is displayed on the ASA.
below the ALT selector knob engages the AFDS in the
When set for an autoland, FLARE and ROLLOUT
Altitude Hold mode at whatever altitude exists at the
modes
are armed & displayed in white on the EADI.
time of selection, regardless of altitude set in the MCP
These
modes
replace the GS and LOC modes during the
ALT window. When engaged, the AFDS maintains level
autoland
maneuver
& illuminate green when activated.
ight and the autothrottle controls power to maintain the
The
AFDS
remains
in
ROLLOUT mode after landing until
airspeed selected in the IAS/MACH window. Engagement
the
autopilots
are
manually
disconnected.
of the Altitude Hold mode automatically removes any
The
power
sources
for
each
engaged autopilot are
existing vertical mode.
automatically
isolated
from
1500
feet radio height until the
The Altitude Hold mode is not automatically selected
completion
of
the
autoland.
The
left
and right autopilots
when VNAV is in use under certain conditions. If the
are
powered
from
the
left
and
right
electrical
systems
altitude set in the MCP ALT window is the same as the
respectively.
The
center
autopilot
becomes
powered
by the
CRZ ALT set in the FMC, the AFDS enters the VNAV
standby/battery
system.
If
a
power
source
fails
between
PTH mode instead of ALT HOLD. If there is a difference
between the FMC CRZ ALT and the MCP ALT, the system 1500 and 200 feet radio height, the electrical system
logic is conservative in that the aircraft will always level off reverts to normal operation and the ASA displays LAND 2
a whichever altitude is encountered rst. More information and NO LAND 3 messages in the ASA. If a power source
fails below 200 feet radio height, the electrical systems
on how VNAV and Altitude Hold logic interact is found in
remain isolated and the automatic landing continues on
the FMC section.
the remaining autopilots. In this case, the ASA does not
change except to indicate a NO AUTOLND condition.
Autoight System 37
Autoight System 38
Go-Around Mode (GA)

The Go-Around mode is automatically armed with the
selection of aps 1 on approach or at glideslope intercept.
Once armed, pressing the GA button on the main panel
or pressing the keyboard/joystick button assignment
engages the Go-Around mode. Pressing these buttons at
any other time has no effect on the AFDS system.
When GA is engaged, the AFDS and A/T command a
2000 fpm climb at the airspeed displayed in the MCP IAS/
MACH window. The AFDS also commands the aircraft to

maintain the same inertial track established at the time
the GA button was pressed. GA is annunciated in green
on the EADI as the current lateral and vertical AFDS
modes. The GA modes remain active until replaced with
the selection of a different lateral and vertical mode.
Autoight System 38
Autoight System 39
AFDS Mode Control Panel (MCP)

The MCP is located in the center of the main panel and provides for complete control over the Autoight System.
Light bars in each button illuminate to indicate a currently engaged mode.
Altitude Hold Modes

Autothrottle Controls
Flight Director Switch
Lateral Modes
Autopilot Engage Modes
Vertical Modes

Controls the display of the F/D bars on the EADI.
OFF
ON
Flight director is not displayed on the respective EADI. No AFDS modes are active
unless an autopilot is engaged.
Flight director is displayed on the respective EADI. AFDS modes are available for
selection. When selected on the ground engages the TO mode.
TO Vertical Mode On the ground commands 8 pitch up. In ight commands the greater of
V2+15 or liftoff speed +15.
TO Lateral Mode On the ground commands wings level. In ight commands ground track at liftoff.
Note The FD switch is normally turned on prior to takeoff. If an autopilot is engaged with the
ight director switch OFF or in the TO mode, the AFDS switches to VERT SPD and HDG
HOLD modes.
Autothrottle Controls
1. Autothrottle Arm Switch
OFF
A/T ARM
System is off & cannot automatically engage.

The system is armed for engagement with the selection of a speed mode.
A/T is displayed on the EADI.
Note The Autothrottle does not engage during single engine operations.
2. N1 Mode Button Press to engage the A/T in the N1 mode. Sets throttles for the
maximum N1 power setting based on the current TRP mode. Used primarily to
2
set takeoff power. Set automatically when VNAV is selected during climb. N1 is
5
annunciated on the EADI.
6
3. Speed (SPD) Mode Button Press to engage the A/T in the speed mode. Sets the
3
power required to maintain the speed in the IAS/MACH window. Set automatically
with the selection of FL CH mode. Used for the V/S and ALT HOLD modes if A/T is
engaged. SPD is annunciated on the EADI.
4. IAS/Mach Airspeed Window Displays the AFDS target airspeed. Displays the
set airspeed for the autothrottle to maintain. Blanks out when VNAV is selected
as speed control is transferred to the FMC. Displayed speed is also indicated by
the amber reference bug on the airspeed gauge. Adjust by clicking to the left and
the right of airspeed select knob or by placing the mouse cursor over the airspeed
display window and scrolling the mouse wheel.
5. IAS/MACH Select Button Switches between indicated airspeed & mach speed display. Airspeed range is from
100 to 399. Mach speed range is from .40 to .95.
6. Airspeed Select Knob When the IAS/MACH airspeed is displayed, use the mouse click area on either side of
the knob to set the desired airspeed. The airspeed may also be adjusted by placing the mouse cursor over the
airspeed display window and scrolling the mouse wheel.
PRESSED Selects speed intervention mode if the FMC is controlling speed (blank window). Opens the speed window for
manual selection of speed via mouse click. Press a second time to transfer speed control back to the FMC.
Autoight System 39
Autoight System 40
Lateral Mode Control
2 7
8
1. Heading Select Window (HDG) Displays the target heading for the AFDS HDG SEL mode. Selected heading
also displayed on the EHSI heading bug. HDG SEL mode commands the AFDS to selected heading. Adjust by
clicking on either side of the SEL knob or by placing the mouse cursor over the heading display window and
scrolling the mouse wheel.
2. Bank Limit Selector Click on radial lines above SEL knob to adjust the bank limit. Selector is set to AUTO
by default.
AUTO
5 to 25
Bank is controlled automatically by the AFDS based on airspeed.

Bank angle is limited to the selected value.
Note Bank limit does not function when LNAV is engaged.

3. Heading Hold (HOLD) Mode Button Press to engage the Heading Hold mode. AFDS maintains heading at
the time of selection (when wings are level). Movement of the heading selector has no effect in this mode.
HDG HOLD is annunciated on the EADI.
4. Heading Select (SEL) Mode Control Knob:
PRESSED
ROTATED
Engages the AFDS in the HDG SEL mode. AFDS controls roll to maintain heading selected in the HDG window.
Sets the heading in the HDG window. Heading is changed by clicking on the window or next to the SEL knob.
5. Lateral Navigation (LNAV) Mode Button Press to transfer heading control to the FMC.
ARMED
ENGAGED
LNAV is annunciated in white on the EADI. Current lateral mode remains active until LNAV is engaged.
Pressing the LNAV button a second time cancels the armed mode.
FMC controls heading to track the programmed route. LNAV is annunciated in green on the EADI.
Note An FMC route must be activated for this mode to function.

6. Backcourse Approach (BCRS) Mode Button Press in conjunction with the LOC button to select the back
course tracking mode.
ARMED
ENGAGED
Press LOC button followed by BCRS button to arm the BCRS mode. BCRS is annunciated in white on the
EADI. Pressing BCRS button a second time cancels the armed mode.
AFDS captures the localizer back course and controls heading to track. BCRS is annunciated in green on
the EADI.
Note A valid LOC frequency and the published localizer front course must be entered into the ILS receiver for
this mode to function.
7. Localizer Approach (LOC) Mode Button Press to select LOC tracking mode.
ARMED
ENGAGED
LOC is annunciated in white on the EADI. Current lateral mode remains active until LOC is captured.
Pressing the LOC button a second time cancels the armed mode.
AFDS captures the localizer and controls heading to track inbound. LOC is annunciated in green on the EADI.
Note A valid LOC frequency and front course must be entered into the ILS receiver (Pedestal) for this mode to
function. Localizer cannot intercept at angles greater than 120 degrees.
8. ILS Approach (APP) Mode Button Press to select both the LOC and GS tracking modes.
ARMED
ENGAGED
LOC and GS are annunciated in white on the EADI. Current lateral and vertical modes remain active until
LOC and GS engage. Pressing the APP button a second time cancels the armed modes.
AFDS captures the localizer and controls heading to track inbound. AFDS controls pitch to maintain glideslope
path. LOC and GS are annunciated green on the EADI.
Note A valid ILS frequency and front course must be entered into the ILS receiver (pedestal) for this mode to
function. Localizer cannot intercept at angles of greater than 120 degrees. Once engaged, the APP mode can
only be cancelled by disengaging the autopilot and turning off both ight director switches.
Autoight System 40
Autoight System 41
Vertical Mode Control
1. Vertical Speed Window Displays the AFDS target vertical speed. Normally blank except when V/S mode is
engaged. Displays current aircraft vertical speed when initially opened. Adjust by clicking on the thumb wheel or by
placing the mouse cursor over the vertical speed display window and scrolling the mouse wheel.
2. Vertical Speed Thumb Wheel Adjusts the vertical speed in the VERT SPD window. Active only when the VERT
SPD window is open. Adjusts the vertical speed in 100 foot increments.
3. V/S Mode Button Press to select the V/S pitch mode. When pressed, opens the VERT SPD window to the
current vertical speed. Autothrottle enters SPD mode if already engaged. V/S is annunciated in green on the
EADI. Note The V/S mode can y the aircraft away from the MCP ALT selected.
4. Flight Level Change (FL CH) Mode Button Press to select FL CH for a climb or descent. Engages the AFDS in
an airspeed dependant climb or descent to reach the MCP ALT target. Resets the airspeed window to the current
aircraft airspeed. The A/T automatically engages (if armed) and controls power to maximum available for a climb
or to idle for a descent. Pitch is adjusted by the AFDS to maintain the selected airspeed. FL CH and SPD are
annunciated in green on the EADI. For a climb, the TRP is automatically set to a CLB mode. For a descent at idle
power, the A/T enters the throttle hold mode and THR HOLD is annunciated on the EADI. Note The FL CH button
only works when the MCP ALT is different than the actual aircraft altitude.
5. Vertical Navigation (VNAV) Mode Button Transfers vertical control to the FMC. Transfers control of the climb, cruise
or descent to the FMC. Engages the autothrottle in an appropriate mode if armed. The airspeed window blanks out
as airspeed control is transferred to the FMC. VNAV is annunciated in green on the EADI. Note The FMC must be
programmed for VNAV to function.
Altitude Target (MCP ALT Window) Control
1
2
3
1. Altitude Window Displays the AFDS target altitude for capture and alert. When operating in a vertical
mode, AFDS levels off at this selected altitude. Altitude warnings are generated based on displayed altitude.
Adjust by clicking on either side of the select knob or by placing the mouse cursor over the altitude window
and scrolling the mouse wheel.
2. Altitude Select Knob Adjusts the altitude in the ALT window. Changes altitude in 100-foot increments. Adjust
altitude by clicking on the sides of the knob.
3. Altitude Hold (ALT HOLD) Mode Button Press to engage the ALT HOLD mode. When pressed, commands
the AFDS to level off and hold the current aircraft altitude, regardless of the value in the ALT window. AFDS
engagement in the ALT HOLD mode is automatic when climbing or descending to the altitude displayed in the
ALT window. The light bar in the button lights up automatically when the AFDS enters ALT HOLD mode. Note
When VNAV is in use, the ALT HOLD mode logic is altered by the FMC.
Autoight System 41
Autoight System 42
Autopilot Engagement (CMD) Control
2
1. Autopilot Command (CMD) Mode Buttons Press to engage the autopilot. Each button engages the respective
autopilot. Only one autopilot may be engaged (except Autoland). When engaged, the autopilot automatically
moves the ight controls based on selected AFDS modes. If engaged while in the TO mode, or no other
mode has been selected, the AFDS automatically enters the HDG HOLD and VERT SPEED modes. CMD is
annunciated in green on the EADI.
1a. Multiple Autopilot Operation (Autoland) Selecting two or three autopilots. When in the APP mode, the
selection of multiple autopilots is possible to allow for an automatic landing. Automatic or manual selection of the
Autoland mode is dependant on the AFDS automatic multi-channel setting (Level-D>Realism menu).
All available autopilots are armed to engage for Autoland automatically with the selection of
the APP mode.
Multi-channel option un-checked Pressing the unlit CMD buttons for the remaining autopilots after APP mode has been
selected arms the autopilots to engage for an autoland.
The Autoland Status of the aircraft is annunciated on the ASA at 1500 feet radio height as the multiple autopilot operation
engages. FLARE & ROLLOUT are annunciated in white on the EADI when multiple autopilots are engaged.
2. Autopilot Disengage Bar Press to disconnect power to the autopilots. Disengages all active autopilots when
pressed. The disengage bar remains in the disengage position until pressed again. Disengagement of any
autopilot results in a Master Warning that must be cancelled by pressing the disengage bar a second time.
Autoland Status Annunciator
4
1. LAND 3 Displays when three autopilots are engaged for
an autoland. Displays after all three autopilots are engaged
1
3
passing 1500 feet radio height. Indicates that all operating
LAND 3
NO LAND 3
2
systems have tested OK for an automatic landing.
1
2
LAND 2
NO AUTLND
1. LAND 2 Displays when two autopilots are engaged for an
autoland. Displays after two autopilots are engaged passing
1500 feet radio height. Indicates that the selected operating systems have tested OK for an automatic landing.
2. NO LAND 3 A system fault exists which results in a LAND 2 condition. This message appears only after the
Autoland self-test when passing 1500 feet radio height and a fault has caused the system to downgrade to LAND
2. An Autoland is still available in the LAND 2 condition.
2. NO AUTOLND An automatic landing is not possible due to a system fault. Engagement of multiple autopilots
is not possible with this status message displayed. This message appears at any time a fault is detected which
prevents engagement of the autopilots for an automatic landing.
3. Autoland Status Test Buttons Press to test the autoland status messages.
TEST 1 LAND 3 and NO LAND 3 are displayed.
TEST 2 LAND 2 and NO AUTOLND are displayed.
4. Press/Reset Button Resets the ASA status messages. When pressed, messages blank out and return only if the
limiting conditions still exist. If pressed while in the APP mode, a NO LAND 3 message will remain cleared even if
the limiting condition still exists. A NO AUTOLND message cannot be cleared at any time if the limiting conditions
still exist.
Autoight EICAS Messages

Warnings
AUTOTHROT DISC
Autothrottle has been disconnected.
Cautions
AUTOPILOT
Loss of data input to the operating autopilot.
Autoight System 42
Electrical System 43
Electrical & APU Systems

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

top of the electrical panel and is left in the ON position
for all normal operations. The battery provides basic DC
power to essential systems when no other power supply
is available. When selected ON, battery power is supplied
via four buses: Hot Battery Bus, Battery Bus, Standby AC
Bus and Standby DC Bus. These buses power essential
aircraft components such as emergency equipment,
radios, & standby instruments. If no other power source is
available, the battery can provide power to these systems
for about 30 minutes. The MAIN BAT DISCH annunciation
indicates that the battery is being discharged.
Power supplied to the Standby Buses is determined
by the Standby Power Selector. Control is provided by
a three position rotary switch with OFF, AUTO and BAT
positions. This additional control over the Standby Buses
is important because these buses provide power for the
standby ight instruments as well as some basic warning
circuits. In the AUTO mode, power is supplied to the
standby buses automatically based on priority (battery
being last). With the selector in BAT, the battery alone
supplies power to the standby buses and the battery
will discharge (even if other sources are available). With
the selector OFF, the standby buses are not powered.
The selector is placed in the AUTO mode for normal
operations. The other modes are used for non-normal
operation of the electrical system.
The following is an abbreviated list of important
equipment powered by the Battery and Standby Buses:
The APU is a gas turbine engine located in the tail

section of the aircraft. The APU can be used on the
ground or in ight to provide electrical and pneumatic
power. The APU can satisfy the demand of all electrical
systems. The APU is normally used when the aircraft is at
the gate and for starting the engines.
Control of the APU is provided by a rotary selector
switch near the bottom of the electrical panel. Electrical
power distribution from the APU is controlled by the APU
generator breaker near the top of the electrical panel. The
APU GEN switch is left IN for all normal operations. With
the APU GEN switch pushed in, distribution of power is
automatically controlled.
To start the APU, the aircraft battery switch must remain
ON at all times. Fuel is provided automatically from the
Left FWD Fuel Pump. Moving the spring loaded APU
selector to START initiates the start sequence. The APU
FAULT light illuminates briey during the start as the APU
fuel valve is opened. The APU RUN light ashes twice to
indicate a test of the system has been performed. When
the APU is on speed and ready to generate power, the
RUN light illuminates and remains steady. The APU start
cycle takes 60 seconds.
APU shutdown is accomplished by placing the selector
switch to OFF. The APU FAULT light ashes momentarily
during shutdown as the APU fuel valve is closed. The
RUN light extinguishes when the APU is shut down. If
APU bleed air was in use prior to shutdown, the APU
runs for an additional one minute cool down period. Even
though the APU switch is OFF, the APU continues to RUN
during this period. It is possible to cancel the shutdown
sequence during the cool down period by momentarily
placing the start switch to START. This cancels the
shutdown signal and the APU continues to RUN.
Battery Bus
APU Fuel Pump
Engine & APU re detection
Engine fuel valves
Bleed valves
Engine start controls
Fuel crossfeed valves
Fuel quantity gauge
RAT auto deployment system
Standby engine indicating
Hot Battery Bus
APU fuel valve
Fire bottles (engine & APU)
IRS backup system
RAT manual deployment
Standby Buses
Bleed isolation valves
Manual cabin pressure control
Standby Altimeter, attitude & ILS
Pressurization indications
Left VHF radio
Left NAV system (VOR, ADC, RDMI)
Standby ignition
Center ILS receiver
External Power
External power is available on the ground by accessing
the Level-D Ground Requests menu. When external
power is selected in the menu, the AVAIL light illuminates
in the EXT PWR pushbutton near the top of the electrical
panel. Removal of external power from the airplane is
also done from the menu.
External power is not automatically used by the electrical
system. It must be manually selected by pressing the EXT
PWR push button. Illumination of the AVAIL light in the
push button only indicates that external power is available
for use. Pushing the push button applies external power
to the electrical system (as indicated by illumination of the
ON light). Once selected, external power has priority over
all other electrical sources. Pushing the EXT PWR push
button a second time removes external power from the

electrical system and the ON light extinguishes. External
power is not automatically removed from the electrical
system except during engine start. After an engine is
started, the respective engine generator automatically
powers the respective electrical system. After the second
engine is started, the EXT PWR ON light extinguishes
since both engine generators are now powering the
electrical system. The external power connection must
be manually removed from the aircraft using the Level-D
Ground Requests menu.
Engine Generators
Main AC Buses
The Left and Right Main AC Buses are the main source
of electrical power for a majority of aircraft systems. They
can only be powered from the APU, Engine Generator
or External Power. Normally the Left generator supplies
power to the Left AC Bus and the right generator
supplies power to the Right AC Bus. A loss of one
generator causes the BUS TIE relays to close allowing
one generator to power both AC buses. If the APU were
selected ON in this case, the Bus Tie system would react
to re-isolate the Main Buses.
The Left Main AC Bus is the most critical bus on the
aircraft. It is the power source for the following instruments:
Left and right engine driven generators are tied into the
Captains basic ight instruments
electrical system via generator control breakers. These
Captains EADI and EHSI
generators operate independently and are capable of
Cockpit panel lighting
individually supplying electrical power for all aircraft
Left and Center autopilots
systems. Control for each generator is provided by GEN
Upper EICAS screen
CONT switches on the electrical panel. These switches
FMC
are left IN for all normal operations and provide for
Center Hydraulic No.1 Primary Pump
automatic control of the generators.
Right Hydraulic Elec. Demand Pump
If a generator overheats or malfunctions it can be
Left Aft, Left Center & Right FWD Fuel Pumps
disconnected from the engine using the GEN DRIVE
Left and Center IRU
DISC switches. Double-clicking on this switch disconnects
The
Right Main AC bus powers most of the remaining
the generator and illuminates the DRIVE light. Once
systems
with the exception of those found on the Standby
disconnected, the drive can only be reconnected on the
and
Battery
buses.
ground via the Level-D Ground Requests menu.
Power Distribution
The Bus Tie System controls the distribution of electrical
power to the Left and Right Main AC Buses. In normal
operations, with both engine generators operating, the
Bus Tie switches isolate the Left and Right electrical
systems so that each generator supplies power to its
respective Main AC Bus.
Control for this system is provided by two Bus Tie
switches on the electrical panel. These switches are
normally left in the AUTO position and are only switched
OFF by procedure. In the AUTO position, the Bus Tie
switches automatically open and close so that only one
source of power reaches its respective Main AC Bus.
The Bus Tie switches control power to their respective
Main AC bus based on the following priority:
Utility Buses
The main electric panel has switches for the Left and
Right Utility Buses. These buses control power for galley
items and the left and right recirculation fans. These
switches are left ON for all normal operations. During
engine starts these buses automatically load shed to
conserve electric power for the start. The Utility Bus OFF
lights illuminate during the start sequence when load
shedding occurs.
1. On side engine-driven generator.

2. APU generator.
3. Opposite side engine-driven generator.
The selection of External Power overrides all of these

power sources. In this case, both Bus Tie switches close
to allow external power to reach each Main AC bus and
any generator (engine or APU) supplying power would be
removed from the system. When external power is ON, it
must be manually de-selected by pressing the EXT PWR
pushbutton a second time. External power is automatically
removed from the system after both engines are started.
Electrical System Controls
3
4
1. APU Generator Control Switch Controls the APU GEN breaker.

Switch IN
Automatic control of the APU GEN breaker. Power is automatically supplied to the system when required,
provided the APU is running.
Switch OUT The APU GEN breaker is open and power cannot be supplied by the APU.
OFF
The APU GEN control switch is OFF or there is a fault in the APU generator while it is running.
2. External Power Control Switch Applies and removes EXT PWR to the system when pressed.
AVAIL
ON
External power is available.

Indicates that external power is being used to power the aircraft systems.
3. Bus Tie Control Switches Controls the ow of power to the Left and Right AC Buses.
AUTO
ISLN
Automatic control of power to the AC buses. Prevents two power sources from powering the same bus.
Manually isolates the respective AC bus. Engine generator is the only power source available to the respective
Main AC bus.
4. Main AC Bus Off Light When illuminated indicates that the respective Main AC Bus is not powered.
5. Utility Bus Control Switches Controls power to the utility buses.
Switch IN
Power is supplied to the utility bus automatically when the respective Main AC Bus is powered.
Switch OUT Utility bus is turned off.
OFF
The bus is not powered.
6. Generator Control Switches Controls the power from the respective engine driven generator.
Switch IN
Provides automatic control of the respective engine generator.
Switch OUT The Generator is OFF and power is not available.
OFF
The Generator breaker is open and power is not available to the system.
7. Generator Drive Disconnect Switches Physically disconnects the generator drive from the engine when doubleclicked. Once disconnected, the generator is no longer available for use and can only be reconnected on the
ground via the Level-D Ground Requests menu.
DRIVE
Illuminates if the generator drive oil temperature is high, the generator oil pressure is low, or the generator
drive has been disconnected.
Battery and Standby Bus Controls

4
1. Battery Switch Controls application of batter power to the system.

ON
The battery is connected to the battery bus. Required to be ON for starting and running the APU. Normally ON
for all operations.
The battery switch is OFF.
OFF
2. Main Battery Discharge Light Illuminates MAIN BAT DISCH when the main battery is being discharged.
Normally the battery is charged from the Right Main AC Bus and this light is extinguished.
3. APU Battery Discharge Light Illuminates APU BAT DISCH when the APU battery is being discharged.
4. Standby Power Selector Controls the power source for the Standby Buses.
OFF
AUTO
BAT
The Standby Buses are OFF and receive no power.

Power to the Standby Buses is automatically controlled. Normal power source is from the Left Main AC Bus.
The Standby Buses are powered from the Battery only.
5. Standby Bus OFF Light The Standby Buses are not powered if illuminated. Some critical instruments will fail in
this case (ex. Standby ight instruments).
APU Controls
2
3
1. APU Selector Switch Controls the operation of the APU. Note that the Battery switch must be ON to successfully
start the APU.
OFF
ON
START
The APU is OFF or will shut down if running. If the APU was used as a bleed source prior to selecting OFF, there
will be a one minute cool-down period before the APU shuts down.
Moving from OFF to ON opens the APU fuel valve and arms the APU for starting. Commands the Left FWD Fuel
Pump ON. Once started, the APU continues to RUN in this position.
A spring-loaded position that initiates the APU start sequence. The RUN light ashes twice to indicate the
beginning of start. If the APU is in the cool-down period (i.e. selector switch is OFF and RUN light illuminated),
momentarily selecting START cancels the shutdown signal and the APU continues to RUN. The APU start cycle
takes approximately 60 seconds.
2. APU RUN Light Steady illumination indicates that the APU is running and is available to supply electrical and
pneumatic power.
3. APU FAULT Light Steady illumination indicates an APU fault. Automatically shuts down. Momentary illumination
indicates that the APU fuel valve is in transit (during starting and shutdown).
Electrical System Normal Procedures

PREFLIGHT
Battery Switch ................................................................... ON
Standby Power Selector ................................................AUTO
APU GEN switch .....................................................Pushed IN
Bus Tie Switches ...........................................................AUTO
Utility Bus Switches ........................................................... ON
GEN CONT Switches .............................................Pushed IN
APU ...............................................................START then ON
or
External Power Establish (Press ON when AVAIL light illuminates)
Note All electrical switches are pushed IN for normal operations.
External power is requested via the Level-D Ground
Request menu, or via the GND CALL button on the overhead
communications panel.
STARTING
After start
APU ................................................................................. OFF
or
External Power ....................................................... Disconnect
(Conrm ON & AVAIL lights extinguished)
IN FLIGHT
No actions required for normal operations.
POSTFLIGHT
Prior to gate arrival
APU ...............................................................START then ON
or
External Power ..........................................................Establish
(Press ON when AVAIL light illuminates)
Complete Aircraft shutdown
APU ................................................................................. OFF
or
External Power Disconnect (Conrm ON & AVAIL lights extinguished)
Standby Power Selector .................................................. OFF
Battery Switch ................................................................. OFF
Electrical & APU EICAS Messages

Cautions
AC BUS OFF, L/R
Left or right Man AC Bus is not powered.
BUS ISOLATED, L/R Left or right bus tie has faulted or ISLN has been selected manually.
GEN DRIVE, L/R
Left or right generator drive oil pressure is low or generator drive oil temperature is high.
Advisories
APU BLEED VALVE
APU FAULT
APU has shutdown or a fault.
APU GEN OFF
APU generator switch is OFF or the APU generator breaker is open with the APU running.
BATTERY OFF
Battery switch is OFF.
GEN OFF, L/R
Left or Right Generator is OFF with the engine running.
MAIN BAT DISCH
Main battery is discharging.
STANDBY BUS OFF
Standby bus is not receiving power.
UTIL BUS OFF, L/R
The left or right utility bus is not powered.
Engines & Engine Indicating (EICAS) 48
Engines and Engine Indicating (EICAS)

The Level-D Simulations 767-300 is powered by two General Electric CF6-80C2 engines rated at 61,500 pounds
of thrust per engine. Engine controls include the throttles, fuel cut-off switches, EEC switches, re handles, and the
Thrust Rating Panel (TRP). An autothrottle system is available and can provide automatic power control for all phases
of ight. The FMC contains performance information for the engines and co-ordinates with the autothrottle and TRP to
control engine power for de-rated takeoffs as well as VNAV climb, cruise and descent.
Engine Controls
Primary control of engine power is by the throttles located
on the center pedestal (called up by pressing PDST on
the main panel). The throttles can be controlled manually
by the pilot or automatically through the use of the
autothrottles. When the autothrottle is in use, the pilot
can still override them by moving the throttles manually.
However, the power setting previously commanded by
the autothrottle is always restored when released. One
exception to this is the throttle hold mode. Annunciation
of THR HLD on the EADI indicates that the autothrottle
is temporarily disconnected from the power levers. This
gives the pilot complete control over power settings. The
use and operation of the autothrottle is described in more
detail in the AFDS section.
Engine Electronic Control (EEC)
Engine indications on the EICAS screen will change

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

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

electronic engine control system. The EEC acts to limit
power settings to prevent damage to the engines. When
the system is ON, pushing the throttles to the limit results
in the maximum power setting available without causing
Engine Fuel Control
damage to the engines. This power setting is indicated
Fuel control switches located on the throttle quadrant
on the engine display with an amber line. With the EEC
turned OFF, the power setting can be set beyond this limit provide control over two fuel valves per engine: the
Engine Valve and the Spar Valve. The Engine Valve is
and engine damage may occur.
located in the engine nacelle. The Spar Valve is located in
Engine Indicating & Crew Alert System (EICAS) the wing closer to the fuel tanks. Both valves must open
The two center CRTs on the main panel are referred to to permit the ow of fuel to the respective engine.
as EICAS screens. These screens display all engine data
as well as messages generated by the Crew Alert System Engine Start Panel
The overhead Start Panel provides controls for engine
(CAS). The upper EICAS CRT displays CAS messages
starting
and engine ignition. Each engine has a start valve
along with N1 and EGT engine data. This screen is
and
two
igniters. The start switch controls the opening
displayed continuously when the Left Main AC Bus is
and
closing
of the respective start valve. The igniter
powered. The lower EICAS screen displays secondary
switch
selects
which of the two igniters will be used for the
engine data as well as information about other systems
start
in
either
engine.
(contained on a separate STATUS page). The lower
screen is displayed continuously when the Right Main AC
The Start switch is a multi-position switch with GND,
bus is powered or STATUS button pressed. Both screens AUTO, OFF, FLT and CONT positions. Normally this
can be dimmed individually by using the knobs below the switch is left in the AUTO position. Moving the start switch
lower EICAS screen.
to the GND position initiates the start by opening the start
valve and energizing the selected igniter(s). The switch
The STATUS page is available on the lower EICAS by
automatically springs back to AUTO after engine start.
pressing the STATUS button located below the EICAS
The OFF position manually shuts off ignition and closes
screens. The secondary engine data display can be
the start valve. The FLT position provides ignition to the
restored by pressing the ENGINE button located next
engines from both ignition sources (regardless of igniter
to the STATUS button. The lower EICAS screen can be
toggled OFF by reselecting the ENGINE or STATUS button switch position) and is usually used for emergency inight engine restarts. The CONT position provides ignition
while the respective upper or lower screen is displayed.
to the engine from only the selected igniter and is usually
used during turbulence or heavy rain to prevent ameout.
The igniter switch indicates which of the two igniters in

each engine is used for starting and CONT mode operation.
When 1 is selected, the number 1 igniter is used. When 2
is selected, the number 2 igniter is used. When BOTH is
selected, both igniters are used in each engine.
Engine Starting
Engine starts require the use of bleed air, electric power
and fuel. Bleed air can be supplied by the APU, the other
engine, or an external air source. The aircraft battery is
the minimum electric requirement for engine start. The
fuel to each engine is supplied under pressure via electric
fuel pumps.
In order to supply sufcient air pressure for the engine
start, the air conditioning packs must be off & the isolation
valves must be open. A minimum of 25psi duct pressure is
required. Placing the engine start switch to GND initiates
the engine start. This action opens the start valve which
permits bleed air to rotate the engine. The momentary
illumination of the VALVE light indicates that the start
valve has opened. A magenta index line on the N2 gauge
indicates the minimum N2 for adding fuel. When N2
is above the index line, the fuel control switch can be
moved to RUN to introduce fuel into the engine. Light-off
occurs soon after as indicated by an increase in EGT. At
approximately 50% N2 the start switch moves back to
AUTO & the VALVE light ashes momentarily as the start
valve closes. The engine then stabilizes at idle thrust.
Thrust Management (TMC)

A Thrust Management Computer (TMC), provides
guidance for the necessary power settings required
during each phase of ight. The Thrust Rating Panel
(TRP) (aka Thrust Mode Select Panel (TMSP)) located
above the gear handle is the main interface for pilot
control of this computer. Power setting information from
this system is displayed on the upper EICAS via the N1
gauge using a green index pointer & a digital display. The
settings displayed are reference only & do not limit engine
power available to the pilot. The maximum power setting
available is always the EEC limit indicated by the amber
line on the N1 gauge. When the autothrottle is in use, the
TRP power reference is the maximum power available for
use by the autothrottle in the engaged mode.
The TRP has the following modes: TO, D-TO, CLB,
CLB1, CLB2, CRZ, CON, & GA. Each mode can be
selected using the TRP buttons (except D-TO which is
selected via the FMC). TO & D-TO are takeoff power
modes. CLB, CLB1 & CLB2 are climb power modes. CRZ
is the cruise power mode. CON is the continuous power
mode. GA is the go-around power mode.
Takeoff power modes are as follows: Takeoff power
(TO) & de-rated takeoff power (D-TO). In the TO mode,
the computer calculates the maximum takeoff power for
the current outside air temperature. In the D-TO mode,
a temperature higher than current airport temperature
(called the assumed temperature) is used to calculate the
reduced thrust setting. This temperature is entered into
the FMC Takeoff Reference Page which is translated into

a power setting indicated on the EICAS. The assumed
temperature is calculated primarily on the basis of aircraft
takeoff weight for a given airport runway. Higher assumed
temperatures translate into lower power settings & viceversa. Pressing TO on the TRP cancels the D-TO mode.
Climb power modes are as follows: Full climb power
(CLB), de-rated climb power one (CLB1), & de-rated climb
power two (CLB2). CLB1 & CLB2 offer reduced climb
power settings when full climb power is not required.
CLB2 offers the lowest climb power setting available that
allows the plane to climb safely after takeoff & meet all
obstacle clearance requirements.
Pre-selection of a reduced climb power mode can be
done on the ground using the TRP buttons. Pressing the 1
or 2 button on the TRP results in a white 1 or 2 displayed
next to the green TO display on the EICAS. This indicates
that the selected de-rated CLB mode will engage after
takeoff. This occurs automatically with the selection of
an AFDS vertical mode (FL CH, VNAV, or V/S). CLB1
or CLB2 is then displayed in green on the EICAS. If no
climb mode is pre-selected, the TRP commands full climb
power (CLB).
Switching between engaged climb modes is
accomplished via the TRP buttons. If climbing in the full
climb mode (CLB), pressing 1 or 2 engages the CLB1 or
CLB2 mode respectively. Subsequent switching between
de-rated climb modes is accomplished by selecting the
other mode button on the TRP. However, canceling a
de-rated climb mode is accomplished by selecting the
button corresponding to the presently engaged de-rate
mode. Pressing CLB in this case will have no effect
on the engaged mode. For example, if CLB1 is the
currently engaged mode, pressing the 1 button on the
TRP switches to the CLB mode. If CLB2 is the currently
engaged mode, pressing the 2 button on the TRP
switches to the CLB mode.
In the cruise (CRZ) mode, the TRP displays the
maximum cruise power setting available based on altitude
& temperature. The CRZ mode is automatically engaged
when leveling off at the pre-programmed FMC cruise
altitude. Otherwise, this mode can be engaged manually by
pressing CRZ on the TRP panel. When the autothrottle is in
use, the CRZ thrust index represents the maximum power
available for use by the autothrottle in cruise, even though
less power is generally required to maintain airspeed.
Continuous (CON) & Go-around (GA) power are the
remaining TRP modes. Pressing the CON key displays
the maximum continuous power setting available for the
current altitude & temperature. This mode is generally
used during single engine operations or while in icing
conditions. The GA mode is automatically engaged when
aps are selected to 1 while on approach for landing.
Pressing the TO/GA button in ight manually selects the
GA mode. The GA mode displays the maximum go-around
power setting to be used in the event of a go-around.
Engine Start Controls
1
1. Engine Start Switches control engine start valve & ignition.
GND
AUTO
OFF
CONT
FLT
Opens start valve & turns on selected igniter(s). Releases to AUTO at approximately 50% N2.
Provides auto-ignition ameout protection. This is the normal position of the start switch during ight.
Terminates the start sequence &/or turns off igniters.
Turns on selected ignition source continuously. This position is used during turbulence or heavy precipitation.
Turns on both ignition sources continuously. Used for in-ight engine windmill restarts.
2. Ignition Selector Selects the source of ignition for engine starts & CONT mode. Normally igniter 1 is used on
odd-numbered ights & igniter 2 is used for even-numbered ights. The BOTH position is used for abnormal
condition starts or cold weather operations.
3. Start Valve Light When illuminated, indicates that the start valve is not in the commanded position. Illuminates
when the start valve is in transit during engine start.
Engine Fuel Control

Located on the pedestal.
Engine Fuel Control Switches control the ow of fuel to the engines.
RUN
CUT OFF
ENG VALVE
SPAR VALVE
Engine & Spar Valves are commanded open.

Engine & Spar Valves are commanded closed.
Indicates that the engine valve is not in the commanded
position. Illuminates momentarily when the valve is in transit.
Indicates that the spar valve is not in the commanded position.
Illuminates momentarily when the valve is in transit.
Engine Electronic Control (EEC) Switches

Located in the upper left of the overhead panel. The EECs monitor autothrottle
and ight crew inputs through the thrust levers to automatically control the engines.
ON
OFF
Engine thrust is limited to prevent exceeding engine limitations.

Engine thrust is not limited and can be set beyond maximum limits.
Note When an EEC is selected OFF or INOP, the N1 thrust limit pointer and
command sector for the respective engine are not displayed.
EICAS Upper Display

Located in the center of the Main Panel The upper EICAS
CRT displays CAS messages along with N1 and EGT engine
data. This screen is displayed continuously when then Left
Main AC Bus is powered.
1. CAS Messages (Crew Alert System)
2. N1 Data Display
3. Exhaust Gas Temperature
4. Secondary Engine Data is available on the lower
EICAS display
4
N1 Data Display (Upper EICAS)

1. TAT Temperature Display Displays the current outside air temperature in Celsius.
2. Assumed Temperature (De-rated Power) Displays the temperature entered into the FMC Takeoff Reference
Page upon which the reduced thrust calculation is based.
3. Thrust Reference Mode Displays the current thrust mode as selected by the TRP. A white 1 or 2 in this display
indicates a de-rated climb mode has been pre-selected.
TO
D-TO
CLB
CLB1
CLB2
CRZ
CON
GA
Full takeoff thrust.

De-rated takeoff thrust.
Full climb power.
Climb 1 mode (de-rated climb power).
Climb 2 mode (fully de-rated climb power).
Cruise power.
Maximum continuous power.
Go-around power.
7
4. N1 Thrust Reference (digital) Displays the thrust reference
determined by the TRP.
5. N1 Digital Display Displays the current N1 power setting.
6. N1 Pointer Display: Displays the current N1 power setting in dial format.
7. Command Thrust Display This extended arc is called the command sector. It shows the difference between
current engine N1 and the commanded N1 based on power lever position. Note The command sector display is
inhibited if the EEC is OFF.
8. N1 Thrust Reference Pointer Displays the thrust reference commanded by the TRP. This pointer shows the
same value as the N1 Thrust Digital Reference.
9. N1 Limit Pointer Displays the N1 limit for each engine. This limit is determined by the EEC which acts to restrict
power to this limit regardless of the power lever position. When the EEC is OFF, this line disappears and engine
thrust is unrestricted.
EICAS Lower Display
The lower EICAS screen displays secondary engine data as well as information about other systems (contained on
a separate STATUS page). The lower screen is displayed continuously when the Right Main AC bus is powered or
STATUS button pressed. Both screens can be dimmed individually by using the knobs below the lower EICAS screen.
1. Oil Data
Engine oil pressure (psi):
(white) normal operating range
(red) operating limit reached.
Engine oil temperature (degrees C):

(white) normal operating range
(amber) caution range reached
(red) operating limit reached.
Usable oil quantity (liters):

(white) normal quantity.
2. N2 Display
3. Fuel Flow
fuel ow to the engine
4. Engine Vibration
Engine Vibration
Displayed (white) normal operating range.
Standby Engine Display

Located on the Main Panel.
2
1. Maximum Engine Limits
2. Standby Engine Indicator Selector
ON
AUTO
Engine data is displayed continuously.

Engine data is displayed automatically if both EICAS screens fail. Display is blank in normal operations.
Thrust Rating Panel (TRP) Controls

Located in the upper right corner of the Main Panel below the MCP. Allows manual selection of the desired thrust
reference mode (overrides the FMC selection).
1. TO/GA button On the ground, selects TO mode. In ight, selects GA mode.

2. CLB button Used to select CLB power while in ight if previously in TO/GA, CON or CRZ. If a de-rated climb
mode is engaged, selecting CLB has no effect. To engage CLB mode from CLB1 or CLB2, press the 1 or 2 button
(currently engaged mode).
3. 1 & 2 buttons Selects de-rated climb thrust modes. On the ground, pre-selects CLB1 or CLB2 mode. TO 1 or TO
2 is displayed. After takeoff, CLB1 or CLB2 mode is automatically engaged with the selection of an AFDS vertical
mode. In ight, selects or cancels de-rated climb mode. Note Selecting CLB1 or CLB2 will clear a TO assumed
temp derate.
4. CON button In ight, selects maximum continuous thrust limit.
5. CRZ button In ight, selects cruise thrust limit. Automatically selected when level at FMC programmed cruise altitude.
6. Assumed Temperature Selector (TEMP SEL) Selector Functions only with TO (TO1 TO2) mode displayed.
Sets assumed temperature.
Engine / Powerplant Normal Procedures

PREFLIGHT
EEC Switches .................................................................... ON
Ignition Selector ................................................. 1, BOTH or 2
(1=odd days, 2=even days, BOTH= cold weather start)
Start Selectors ...............................................................AUTO
Fuel Cutoff Switches ........................................................ OFF
TRP ............Select TO and 1 or 2 for derate climb (if desired)
Standby Engine Display ................................................AUTO
STARTING
Pack Switches ................................................................. OFF
Pneumatic Pressure ....................... Conrm 25 PSI minimum
Start Selector .................................................................. GND
Fuel Cutoff Switch ........................ RUN when above 18% N2
at 50% N2:
Start Selector ................................................... Conrm AUTO
after second engine start:
Pack Switches ...............................................................AUTO
IN FLIGHT
Operate thrust levers as required.
POSTFLIGHT
Aircraft shutdown
Fuel Cutoff Switches ........................................................ OFF
Engines EICAS Messages

Cautions
EEC OFF, L/R
Left or right EEC has failed or is switched off with the engine running.
ENG SHUTDOWN, L/R Left or right fuel cutoff switch if OFF. Associated system advisories are inhibited.
Advisories
ENG EEC, L/R
Left or right EEC has been switched OFF or has failed.
ENG OIL PRESS, L/R
Left or Right engine oil pressure is low with engine running.
REV ISLN VAL
Reverse lockout has malfunctioned in ight.
Status Messages
ENG OH LP 1, 2
Number 1 or 2 engine overheat loop detector failure.
Fire Detection & Protection 54
Fire Detection and Protection

Fire detection and protection is available for both engines, the APU (Auxiliary Power Unit), and the cargo
compartments. Fire detection only is also available for the wheel wells. A Master Warning and Fire Bell is activated
when a re is detected in any of these systems. Controls for extinguishing a re are found on the pedestal.
Engine Fire and Overheat
Wheel Well Fire
The engines are continuously monitored for re and

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

If a re is detected in the wheel well, the following
actions occur:
Master Warning light illuminates (glareshield)

L or R ENGINE FIRE message displayed on the EICAS
The FIRE light illuminates on the Central Warning Panel
Fire bell is activated.
Respective engine re handle illuminates red
Pressing the MASTER WARNING button on the glare

shield silences the re bell. The only way to remove the
other re warnings is to eliminate the re.
Each engine has a re handle that is used to contain
an engine re. The re handles illuminate red when a
re is detected in the associated engine. There are two
re extinguishing bottles installed to ght a re in either
engine. The re bottles are controlled by the re handles.
Pulling the engine re handle does the following:

WHEEL WELL FIRE message is displayed on the EICAS.
The FIRE light illuminates (Central Warning)
Fire Bell is activated.
There are no re protection devices installed to ght a

wheel well re. The only procedure available is to lower
the landing gear and land at the nearest suitable airport.
Cargo Fire
The forward and aft cargo compartments are monitored
for re. If a re is detected in one of these compartments,
the following actions occur:
CARGO FIRE message displayed on EICAS.
The FIRE light illuminates.(Central Warning)
Fire Bell is activated.
FWD or AFT re light illuminates on the Cargo Fire Panel.
There are three re bottles available for use in the cargo

compartments.
The discharge of these bottles is handled
Shuts down all systems associated with engine
automatically
once
a discharge has been initiated. To
Arms the engine re bottles for discharge
ght
a
cargo
re,
press
the illuminated ARM button on the
Silences the warning bell
Cargo
Fire
panel
and
then
press and hold the BTL DISCH
To discharge a re bottle into the engine, rotate the re
switch.
This
initiates
the
automatic
discharge of the re
handle to the left or right. If the re is not extinguished in
bottles
into
the
armed
compartment.
30 seconds, rotate the re handle in the opposite direction
to discharge the remaining bottle. The only indication
that a re has been put out is the elimination of the re
warnings (ie. Fire handle is no longer illuminated).
APU Fire
The Auxiliary Power Unit is continuously monitored for
re. If a re is detected in the APU compartment, the
following actions occur:
APU FIRE message displayed on the EICAS
The FIRE light illuminates (Warning and Caution
Annunciators (Main Panel))
Fire Bell is activated
APU Fire handle illuminates red
The APU is automatically shut down

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

Fire Controls are located on the pedestal.
1. Engine Fire Handle Illuminates red if a re is detected. To pull the handle out, press on the center of the handle.
To discharge bottle 1, press in the area on the left side of the handle. To discharge bottle 2, press in the area on
the right side of the handle.
2. ENG OVHT (L/R) Light Illuminates if an engine overheat condition is detected.
3. ENG BTL DISCH (1/2) Light Illuminates when the respective engine re bottle is discharged.
APU Fire Controls
1. APU Fire Handle Illuminates red if a re is detected. To pull the handle out, press on the center of the handle.
To discharge the re bottle, press in the area of either the top or the bottom of the DISCH arrows on top of the
re handle.
2. APU BTL DISCH Light Illuminates when the APU re bottle is discharged.
Cargo Fire Controls
2
1. Cargo Compartment Arming Switch Illuminates with FWD or AFT to indicated a re in the respective cargo
compartment. Press to ARM the compartment for respective re bottle discharge.
2. Fire Bottle Discharge Switch Press and hold to discharge the re bottles into the ARMED cargo
compartment(s). At least one cargo compartment must be ARMED for this switch to function.
Fire System Test Buttons
1. Wheel Well Fire Test Button Press and hold to initiate a test of the wheel well re detection system. Located on
the Pedestal. A successful test results in:
Illumination of the MASTER WARNING.
Illumination of the FIRE light.
WHEEL WELL re EICAS message.
STATUS messages are displayed on the SYS FAIL light/switch.
2. Engine/APU/Cargo Fire Test Switch Press and hold to initiate a test of these re detection systems. A
successful test results in:
Illumination of the MASTER WARNING.
Illumination of the FIRE light.
EICAS FIRE messages associated with each system.
Illumination of all indicator lights associated with each system.
STATUS messages are displayed for each system (SYS FAIL).
3. System Failure Light indicates the failure of the detectors in one of the following systems:
engine re
engine overheat
APU re
cargo re.
4. System Failure Reset Switch extinguishes the FAIL light and resets the monitor for other systems.
Fire Protection EICAS Messages

Warnings
AFT CARGO FIRE
Smoke is detected in the AFT cargo compartment.
APU FIRE
Fire is detected in the APU.
ENGINE FIRE L/R
Fire is detected in the engine.
FWD CARGO FIRE
Smoke is detected in the FWD cargo compartment.
WHEEL WELL FIRE
Wheel well temperature is excessive.
Cautions
ENG OVHT L/R
An overheat is detected in the engine.
Advisories
APU BTL
APU re bottle pressure is low.
CARGO BTL 1 2
Cargo bottle (1 or 2) pressure is low.
ENG BTL 1 2
Engine re extinguisher bottle 1 or bottle 2 pressure is low.
Flight Controls & Indicators 57
Flight Controls
Flight controls on the 767 are broken down into two groups. Primary ight controls are the elevators, ailerons and
the rudder. Secondary ight controls are the leading edge slats, trailing edge aps, stabilizer trim, aileron trim, rudder
trim, and the spoilers. Some of these controls have an absolute requirement for hydraulic power to function. Others
have electrically powered alternate systems to serve as a backup.
Primary Flight Controls

The elevators, ailerons and rudder are controlled via the
yoke, keyboard or the autopilot. The movement of ight
control surfaces can be monitored on the lower EICAS
STATUS page. These control surfaces have an absolute
requirement for hydraulic power to function. They receive
hydraulic power from all three hydraulic systems in a
combination to provide redundancy in case of partial
hydraulic system failure.
If hydraulic power is completely lost due to a dual
engine ameout, a Ram Air Turbine (RAT) in the center
hydraulic system is automatically deployed. The RAT
provides sufcient hydraulic power in the center system
for movement of all primary ight controls. The RAT can
be deployed manually via an overhead panel switch if
required. A minimum airspeed of 130 knots is required for
the RAT to function properly.
The ailerons have an inboard and an outboard control
surface on each wing. The outboard ailerons are locked
out as speed increases. This limits the twisting moment
on the wings at higher airspeeds. The inboard ailerons
droop when the trailing edge aps are deployed. This permits
greater aileron control and lift during ap deployment. Aileron
droop can be observed on the ight control display on the
STATUS page.
The distribution of hydraulic power to the primary ight
controls is such that one hydraulic system is capable of
providing partial control to the essential control surfaces.
The elevators and rudder receive hydraulic power from all
three hydraulic systems. The ailerons receive hydraulic
power as follows:
positions: Up, 1, 5, 15, 20, 25, and 30. Selecting aps to 1

moves only the leading edge slats into position. The trailing
edge aps begin to move with the selection of aps 5.
The normal takeoff ap setting is 5 and 15. The normal
landing ap setting is 30. Flaps 25 may be used when
conditions require the use of a reduced ap setting (i.e.
high winds). Flaps 20 is used only for a single engine
emergency landing.
A ap warning system monitors movement of both leading
& trailing edge aps when selected. If the leading edge slats
fail, a LEADING EDGE caution is activated. If the trailing
edge aps fail, a TRAILING EDGE caution is activated.
If either of these cautions is received, the alternate ap
system may be used to correct the ap malfunction.
Alternate ap controls are available to move the aps
electrically. The alternate ap controls are located below
the ap indicator on the main panel. Pressing the LE
(leading edge) or TE (trailing edge) buttons arms the
respective ap system for electric operation. The aps are
then moved into position using the selector switch.
Flap load relief is provided when aps 30 or 25 are
selected. If the airspeed exceeds the ap airspeed placard
limit, the aps automatically retract to 20 until the airspeed is
reduced. When airspeed is reduced, the aps automatically
re-extend to the next allowable position. Flap load relief is
not provided when using the alternate ap controls.
Stabilizer Trim
The stabilizer trim system is used by both the pilot and

the autopilot to trim control forces on the elevators during
ight. This system uses hydraulic power from the left and
Left outboard aileron - Left and Right
center hydraulic systems. The pilot moves the trim using
Left inboard aileron - Left and Center
the yoke or keyboard controls. The autopilot moves the
Right inboard aileron - Center and Right
trim automatically when engaged in the CMD mode. Trim
Right outboard aileron - Left and Right
position indicators are located on the pedestal next to the
throttle quadrant.
Secondary Flight Controls
Before takeoff, the stabilizer trim must be placed in
The secondary ight controls are the leading and trailing
edge aps, stabilizer trim, aileron trim, rudder trim and the a position dictated by the Conguration Manager. An
improperly set stabilizer trim may have such a powerful
spoilers. The spoilers have an absolute requirement for
hydraulic power for normal operation. There is no backup effect that it cannot be overcome by elevator control.
During takeoff, it may be difcult to raise the nose (rotate
system for the spoilers. The aps and stabilizer trim are
at Vr); or on the other hand, the nose may pitch up
hydraulically powered and have electrically powered
uncontrollably depending on which direction the stabilizer
backup modes of operation.
is out of trim. Once the aircraft is airborne, the trim is
Flaps
adjusted by the pilot to a setting which will enable him to
The leading edge slats and trailing edge aps use hydraulic y with minimum control pressure. The only acceptable
power from the Center hydraulic system only. Flap position
procedure for takeoff is to set the trim according to the
is selected by the ap handle on the pedestal or by the
Conguration Manager before the takeoff roll is started.
keyboard. Flap positions are indicated on the ap indicator
on the main panel and may be selected into the following
A stabilizer trim warning system monitors the stabilizer

trim for uncommanded movement. An UNSCHEDULED
STAB TRIM caution is generated if movement of the
stabilizer trim is detected without an appropriate command
from the pilot or autopilot. This is a so called runaway
trim condition. To correct this condition, two STAB TRIM
CUT OUT switches located on the pedestal are used to
cut off hydraulic power to the stabilizer trim system.
Alternate stabilizer trim controls are available on the
pedestal. Moving the levers labeled STAB & TRIM
mechanically signals trim movement. Hydraulic power
is required for the stab trim to operate the alternate
trim controls.
Spoilers
The spoilers are a group of at panels on the top of the
main wing that reduce the lift on the wing when raised.
They are primarily used when a steeper than normal
descent is required and upon touchdown during landing.
Each spoiler panel is powered from one of the three
hydraulic systems such that partial spoiler deployment is
possible on both wings with multiple hydraulic failures.
The spoilers are controlled by a spoiler handle on the

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

The aileron and rudder trim controls can be found on the
pedestal. These controls are used to zero out undesired
control forces in the ailerons & rudder.
Yaw Dampers
Yaw control is provided by a single rudder. Two yaw
dampers work through the rudder control system to
improve directional stability. The yaw damper systems
improve turn coordination and dutchroll damping. The yaw
damper INOP light illuminates and the EICAS advisory
message L or R YAW DAMPER displays when a yaw
damper is inoperative.
Flight Control Surfaces

Pitch control is provided by:
two elevators
a movable horizontal stabilizer
Roll control is provided by:
four ailerons
twelve spoilers
Yaw control is provided by a single rudder.
Flaps and slats provide high lift for takeoff, approach, and landing.
Symmetric spoilers are used as speedbrakes
Flight Control Surface Locations
Flap Controls and Indicators
3
1
5
Flap Lever
Pedestal
Flap Indicator
Main Panel
Spoiler Control Lever

(Speedbrakes)
Pedestal
1. Flap Lever
Controlled via the mouse or the keyboard (<SHIFT></> to arm & </> to extend/retract).
2. Flap Indicator
Left & right pointers indicate actual ap position for both wings.
3. Flap Cautions
Illuminate when aps are not in the commanded position.
LEADING EDGE
TRAILING EDGE
Leading edge slats malfunction.

Trailing edge aps malfunction.
4. Alternate Flap Selector

Electrically positions aps to the selected position. Selector is active when TE and/or LE ALTN buttons are
pressed. Flap load relief is not provided when selecting aps 30 via the alternate selector.
5. TE and LE Alternate Flap Switches
Must be selected for Alternate Flap Selector to work.
ALTN
Alternate ap selector is armed to electrically move aps into position.
Note When using the alternate ap system, the ap handle should be moved in agreement with the alternately
selected ap setting.
6. Spoiler Control Lever Controls the movement of the spoiler on both wings. There are no cockpit indicators to
indicate spoiler position.
DOWN
ARMED
UP
All spoiler panels are at on the wing.

Spoiler system is armed to automatically deploy upon landing.
Spoiler panels are fully raised. Spoilers are raised relative to the handle position when moved between the
ARMED and UP indexes.
Flight Control Indicators

Located on the Main Panel, the Flight Control Indicators are displayed on the
lower EICAS when the Display - Status button (A) is pressed (located below the
lower EICAS). The actual position of each ight control surface is displayed.
1. AIL
Indicates the position of both inboard and outboard ailerons. Aileron droop is
displayed as a split indicator.
2. ELEV
Indicates the position of both left and right elevators.
3. RUD
Indicates the position of the rudder.
Stabilizer Trim Controls and Indicators

Located on the Pedestal
1. Stab Trim Indicator
Displays the current position of the stabilizer trim. The white index band moves
to indicate the current stabilizer trim position. The green bands represent the
normal takeoff trim setting range. A CONFIG warning is generated if the trim is
set out of this range and power is advanced for takeoff.
The Stab Trim range is as follows:
Electric trim (normal)
Flaps UP
Flaps Down
Manual (levers)
1.50 to 12.8 units

0.25 to 12.8 units
0 to 14 units (full range)
TIP Place the mouse icon over the Stabilizer Trim Gauge to display a digital
return. To view the digital readout, FS Tool tips must be enabled.
2
Stab Trim: 4.2U
2. Stab Trim Cut-Out Switches

Used to stop a runaway trim condition.
NORM
CUT OUT
Normal position of the switch which allows stab trim movement.

Removes hydraulic power from the respective stab trim system.
3. Stab Trim Manual Control Levers

Movement of these levers with the mouse causes the stabilizer trim to move in the commanded direction.
APL NOSE UP
APL NOSE DOWN
Nose up trim.
Nose down trim.
Aileron and Rudder Trim Controls

Located on the Pedestal.
1. Aileron Trim Control Switches

Use the mouse to move the aileron trim left or right.
2. Aileron Trim Index

A simulator convention used to display the current aileron trim.
3. Rudder Trim Control Knob
Use the mouse to move the rudder trim left and right.
4. Rudder Trim Index
Displays the current amount of rudder trim.
Yaw Damper
Located on the overhead panel, the yaw damper systems improve turn
coordination and dutchroll damping
YAW DAMPER Switches
ON
OFF
Yaw damper is commanded on.

The yaw damper is commanded off. The upper switch
BLANKS when switch is OFF.
Yaw Damper Inoperative (INOP) Light When the amber INOP illuminated
the yaw damper is off or inoperative.
Flight Controls Normal Procedures

PREFLIGHT
Alternate Flap Selector ................................................ NORM
LE and TE Switches ................................ ALTN not displayed
Stabilizer Trim ........................................................ Set 4 units
Spoilers ....................................................................... DOWN
Throttles ...................................................................CLOSED
Flaps ...................................................................................UP
STAB TRIM CUTOUT Switches ................... Guarded NORM
Aileron and Rudder Trim ................................................ Set 0
STARTING
After start
Flaps .......................................................................Set 5 or 15
Stabilizer Trim ................................... Set 4 units or as needed
Flight Controls ...Check proper movement on STATUS screen
IN FLIGHT
After takeoff
Flaps ....................................................................................UP
Approach
Flaps . Set as required when slowing (Set aps 30 for landing)
Spoilers ...................................................................... ARMED
POSTFLIGHT
Flaps ....................................................................................UP
Spoilers ........................................................................ DOWN
Stabilizer Trim ..................................................... Reset 4 units
Aileron and Rudder Trim ............................................. Reset 0
Flight Controls EICAS Messages

Warnings
FLAPS
Flaps are not set for takeoff when takeoff thrust is applied.
SPOILERS
One or more spoiler pairs are inoperative.
STABILIZER
Stab trim is not set in the takeoff range when thrust is applied.
Cautions
FLAP DISAGREE
Trailing edge aps are not in the commanded position.
SLAT DISAGREE
Leading edge slats are not in commanded position.
UNSCHD STAB TRIM
Stabilizer trim is moving without being signalled.
Advisories
FLAP LD RELIEF
Flap load relief failure.
FLT CONT VALS
More than one ight control valve is closed. Individual messages inhibited.
RUDDER RATIO
Rudder ratio system failure.
STAB TRIM
Stab trim cutoff switches are off.
WING HYD VAL
One wing hydraulic shutoff valve is closed.
YAW DAMPER, L/R
The left or right yaw damper is unpowered, failed, or switched OFF.
Status
AUTO COORD ON
Simulator auto-coordination system is ON.
ELEV FEEL
Elevator feel system fault.
Flight Instruments 62
Flight Instruments
A combination of standard ight instruments and electronic ight instruments are used in the 767. The electronic
instruments are part of the Electronic Flight Instrument System (EFIS). This system uses symbol generators (SG) to
display information on two CRT screens called the Electronic Attitude Direction Indicator (EADI) and the Electronic
Horizontal Situation Indicator (EHSI). The EHSI and EADI are surrounded by standard ight instruments that are
also electrically powered. All of the ight instruments display information received from a combination of sources that
include the Air Data Computers (ADC), the IRUs, the FMC and the AFDS.
Electronic Flight Instrument System (EFIS)

This systems consists of three symbol generators, two
control panels, the EADI, and the EHSI. The EADI and
EHSI display information derived from the IRUs and
the FMC. The IRUs provide attitude, heading and track
information while the FMC provides the MAP displays and
route data. If the primary data source for either instrument
should fail, alternate sources of data can be selected via
the Instrument Source Selector Panel (ISS).
The symbol generators process and display the
information received from all data sources on the EADI
and EHSI. Normally, the left symbol generator drives the
left CRT displays and the right symbol generator drives
the right CRT displays. The center symbol generator is
available as a backup via the ISS in case of component
failure. A blanking of both CRTs on one side of the cockpit
with a normal electrical system may be an indication of a
symbol generator failure. Using the EFI button on the ISS
may restore the displays using the center SG.
The information displayed on the EHSI is dependant

on alignment of the IRUs. Heading and track data are
not available when the IRUs are not aligned. When the
IRUs are aligned in the NAV mode, heading and track
data appear along with FMC route data (if programmed).
Electronic Attitude Direction Indicator (EADI)

The EADI is the top screen in the instrument panel
cluster. The EADI displays the following information:
Attitude indicator, Flight Director, Localizer, Glideslope,
and AFDS mode annunciations. It also contains other
data such as ground speed, radio altitude, and a decision
height display. The left EADI is powered by the Left Main
AC bus and the right EADI is powered by the Right Main
AC bus.
The information displayed on the EADI is dependant on
alignment of the IRUs. Attitude data on the EADI is not
displayed when the IRUs are not aligned. When the IRUs
are aligned in the NAV mode, the attitude display appears
along with the Flight Director (if selected ON). Normally,
each EADI receives data from the on-side IRU (i.e. Left
from left). In case of on-side IRU failure, the center IRU
may be selected to provide data to the EADI by pressing
the IRS button on the ISS of the affected side.
Electronic Horizontal Situation Indicator (EHSI)

The EHSI is the bottom screen in the instrument cluster.
The EHSI has selectable modes for the display of the
following information: FMC Route Map, FMC Route Plan,
ILS compass, and VOR compass displays. These modes
are selected using the EHSI mode control panel. The left
EHSI is powered by the Left Main AC bus and the right
EHSI is powered by the Right Main AC Bus.
Normally, each EHSI receives data from the on-side IRU

and FMC. In case of on-side IRU or FMC failure, the
center IRU and the opposite side FMC may be selected to
provide data to the EHSI by pressing the IRS or the FMC
button on the ISS of the affected side.
Of all the EHSI modes available, the FMC MAP mode
(shown above) is most commonly used for all operations.
Information in this mode is oriented in a track up fashion
so that the FMC route displayed on the map is aligned
vertically with the aircraft track display. The heading at
the top of the EHSI displays the aircrafts track heading
rather than the aircrafts magnetic heading. The magnetic
heading is displayed as a white triangle below the
heading arc. The magnetic heading offsets from the track
heading if a crosswind exists. When using the HDG SEL
mode, the AFDS heading bug on the EHSI aligns with the
magnetic heading marker. This concept is shown in the
diagram above.
Standard Flight Instruments

The remaining instruments surrounding the EFIS displays
are all electrically powered. They receive information from
the Air Data Computers (ADC), the IRUs, and the AFDS.
The Captains instruments are powered by the Left Main AC
bus and the First Ofcers instruments are powered by the
Right Main AC bus. If a gauge is not powered or has failed,
a warning ag appears within the gauge.
There are two Air Data Computers (left and right) that
normally provide information for the on-side instruments.
If an ADC has failed or the data becomes unreliable, the
opposite side ADC may be selected to provide data to the
ight instruments by pressing the AIR DATA button on the
ISS of the affected side. For those instruments that rely
on IRU data, the center IRU acts as a backup for these
instruments via selection of the IRS button on the ISS.
A group of standby ight instruments are available as

a backup to the primary ight instruments. The standby
airspeed and altimeter receive data from the pitot static
system and work without electrical power. The standby
attitude indicator is battery powered and works anytime
the battery switch is ON. The standby attitude indicator
has built in ILS pointers. The standby ILS uses the same
frequency that is dialed into the ILS receiver on the
pedestal. The ILS pointers are displayed when the ILS
knob on the standby attitude gauge is set to ILS.
Due to the constraints of design and room on the
2D panel, the standby instruments are normally hidden
from view on a sub panel. To display the standby ight
instruments, use the key combination <SHIFT><9> to
overlay the sub panel onto the main panel.
Speedtape EADI
Standard EADI
EADI Display Summary

The EADI display comes in two congurations and can be selected from the Add-ons> B767 Specic> Realism
and carrier options> Carrier options> menu. The EADI depicted on the left is below is the standard EADI. The EADI
depicted on the right is the Speedtape EADI. Both EADIs are depicted with the single cue (bat wing) ight director
option but can also display the double cue (crosshair) ight director via the Carrier options menu.
11
3
12
1
7
10
10
11
1. Attitude Indicator and Airplane Symbol Displays the current attitude of the aircraft. The top of the airplane
index represents the current pitch attitude. The white triangle at the top of the attitude ball is the Sky Pointer. The
Sky Pointer points to the current bank angle and always points up toward the sky. The IRUs must be aligned for
the attitude ball to display.
2. Flight Director Bars Commands pitch and roll as indicated by the AFDS. Displayed only with the FD switch
ON. With the single cue ight director (displayed), y the aircraft symbol into the ight director bars and make
adjustments to keep them closely matched. With the double cue ight director, y the aircraft to maintain the
vertical and horizontal command bars centered.
3. Pitch Limit Indicator (PLI) Displays anytime the aps are not up. Indicates the pitch at which stick shaker will
occur (prior to a stall).
4. Localizer Deviation Scale Displayed anytime an ILS frequency is dialed into the ILS receiver. The rising runway
symbol displays when the ILS frequency is in range. The runway begins to rise at 200 feet AGL & continues to rise
until meeting the airplane symbol at touchdown.
5. Glideslope Deviation Scale Displayed anytime an ILS frequency is dialed into the ILS receiver.
6. Ground Speed Display Displays current aircraft ground speed. On the Speed Tape EADI, the current Mach
speed is displayed as well.
7. Autothrottle Mode Display (green) Displays the currently engaged A/T mode. Engaged modes are as follows:
SPD
FL CH
THR HOLD
IDLE
GA
Speed. The autothrottle adjusts power to maintain selected airspeed.

Flight Level Change. The autothrottle adjusts power for climb or descent.
Throttle Hold. A/T is temporarily disengaged from the throttles.
Power levers are commanded to idle.
Go-around. Power is adjusted to maintain 2000fpm at the selected speed.
8. Vertical Mode Display Displays engaged (green) and armed (white) vertical modes. The engaged mode replaces
the armed mode automatically when engaging parameters are met.
Armed Modes (white)
G/S
FLARE
VNAV
Glideslope is armed to capture (APP selected).

Autoland are mode is armed (multiple autopilot APP).
VNAV is armed to engage automatically after takeoff.
Engaged Modes (green)

TO
SPD
ALT CAP
ALT HOLD
VNAV SPD
Takeoff mode. 8 pitch up

commanded.
Pitch is controlled to maintain
airspeed (in FL CH mode).
Altitude capture.
Altitude hold.
VNAV Speed.
VNAV PATH
V/S
G/S
FLARE
GA
VNAV Path.
Vertical speed.
Glideslope tracking.
Autoland are maneuver.
Go-around. Pitch is commanded for
2000fpm climb.
9. Lateral Mode Display Displays engaged (green) and armed (white) lateral modes. The engaged mode replaces
the armed mode automatically when engaging parameters are met.
Armed Modes (white)
LOC
BCRS
LNAV
ROLL OUT
Localizer is armed for capture (LOC or APP mode).

Localizer Backcourse is armed for capture.
Lateral Navigation is armed to engage.
Autoland rollout mode is armed (multiple autopilot APP).
Engaged Modes (green)

TO
HDG HOLD
HDG SEL
LNAV
LOC
BCRS
ROLL OUT
GA
Takeoff mode. Wings level takeoff track is commanded.

Heading Hold.
Heading Select.
Lateral Navigation (FMC route tracking).
Localizer tracking.
Back course tracking.
Autoland rollout maneuver.
Go-around. Inertial track at engagement is commanded.
10
11
10. AFDS Status Display Displays the engaged AFDS mode (green).
FD
CMD
Flight Director ON.

Autopilot engaged.
11. Radio Altimeter and Decision Height Display The Radio Altimeter (white) displays actual aircraft height above
the ground from 0 to 2500 feet. The Decision Height (green) is selected on the ADI control panel (pedestal). The
display turns amber and the GPWS minimums call is made when the radio altitude reaches the displayed altitude.
12. Fast/Slow Indicator (standard EADI) Indicates airspeed variances of +/- 10 knots between actual airspeed and
the AFDS commanded speed. S= too slow, F= too fast (Speedtape EADI depicted next page).
ADI Speed Tape (Speed Tape EADI)

Displays a graphical representation of airspeed and speed references.
1
2
3
4
5
7
8
9
10
1. FMC/MCP Command Airspeed Displays in this location when the FMC/MCP command
airspeed bug as selected by the FMC or IAS/MACH selector is above the displayed
range. Displays at the BOTTOM of the speedtape when the FMC/MCP command
airspeed bug as selected by the FMC or IAS/MACH selector is below the displayed range.
2. V1 (Decision Speed) Indicates decision speed. Displays after manual entry on the TAKEOFF
REF page. Displays during initial takeoff roll when V1 is above the displayed range.
3. Maneuvering Speed Displays maneuvering speed for existing ap setting. Displays 10
seconds after takeoff. Blanks above 20,000 feet.
4. Speed Trend Vector Indicates predicted airspeed in 10 seconds based on current
acceleration or deceleration.
5. Airspeed Pointer and Digital Display Indicates current airspeed when above 30 knots.
6. FMC/MCP Command Airspeed Bug Displays when the FMC/MCP command airspeed as
selected by the FMC or the IAS/MACH selector is in the displayed range.
7. VR (Rotation Speed) Bug Indicates rotation speed. Displays after manual entry on the
TAKEOFF REF page. Blanks 2 minutes after takeoff.
7a. Landing Reference Bug When active (for landing), displays the VREF speed as
selected on the APPROACH REF page.
8. V1 (Decision Speed) Bug Indicates Decision Speed. Displays after manual entry on the
TAKEOFF REF page. Replaces digital V1 display when V1 speed is within the displayed
range. Blanks 2 minutes after takeoff.
9. Minimum Maneuvering Speed Top of amber bar indicates speed where 40 bank results
in stick shaker. Displays shortly after takeoff.
9a. Maximum Maneuvering Speed When active, displays at the TOP of the speedtape,
below the Maximum Speed display. When displayed, indicates maneuver margin to buffet.
May be displayed when operating at high altitude at relatively high gross weights.
10. Minimum Speed Indicates the airspeed where stick shaker activates.
10a. Maximum Speed When active, displays at the TOP of the speedtape. Indicates
maximum permissible airspeed as limited by the lowest of the following: Vmo/Mmo,
landing gear placard speed, ap placard speed.
EHSI Control Panel

Located on the Main Panel.
1
Push top
of button to
toggle TCAS
4
1. Range Control
Selects the range displayed for the MAP and PLAN mode.
2. TCAS Toggle
Push the center of the Range Control selector to toggle the EHSI TCAS display on/off.
3. HSI Display Control
Selects desired display on the EHSI.
PLAN
Displays a true north oriented map of the current FMC route. The FMC LEGS page displays
<STEP> to cycle through and display each waypoint in the route.
MAP
Displays a track oriented display of the FMC programmed route. Displays data selected using the
MAP buttons on the control panel.
Expanded VOR and ILS Displays VOR or ILS course needles on an expanded compass. The expanded mode displays
only 70 of the compass rose. The compass is oriented to magnetic heading.
FULL VOR and ILS
Displays VOR or ILS course needles on a full compass rose. The compass is oriented to
magnetic heading.
4. Map Display Buttons

Toggle on/off extra information in the MAP mode.
NAV AID
ARPT
RTE DATA
WPT
Displays VORs within the selected range. Low altitude VORs are inhibited in the 80, 160, and 320-mile
range displays.
Displays airports within the selected range.
Displays waypoint crossing altitude and estimated time of arrival (ETA) for all waypoints displayed
on the MAP. The crossing altitude only displays for those waypoints that have an altitude restriction
programmed.
Displays waypoints within the selected range. Waypoint display is only available in the 10, 20 and 40mile range displays.
EHSI Map Display Summary
6
13
10
14
25.5nm
8
11
12
1. Distance Display Distance to the active FMC waypoint.

2. AFDS Heading Bug Indicates selected heading on the MCP.
3. Heading Pointer Indicates aircraft magnetic heading.
4. Track (TRK) Indicator Displays aircraft track heading.
Heading (TRU) Indicator Indicates aircraft magnetic track heading.
1335.4z
5. Waypoint Arrival Time Predicted active waypoint crossing time (in zulu).
6. Expanded Compass Rose Compass data provided by the IRU.
7. VOR Symbols
VOR
DME/TACAN
VORTAC.
8. Waypoint Symbol A nearby waypoint displayed when the WPT button is ON.
9. Inactive Waypoint (white) A navigation point on the active route.
Route Data Displays waypoint crossing altitude and ETA when RTE DATA button is ON.
10. Active Route Displayed as a magenta line connecting all navigation points. When
active, T/C (top of climb) and T/D (top of descent) FMC predicted points are depicted on
the active route magenta line.
11. Vertical Track Indicator (VTI) Displays deviation from the VNAV descent path.
Calibrated range is +/- 400 feet. Displayed only during a VNAV descent (after the T/D).
12. Aircraft Symbol The tip of the triangle represents current aircraft position.
Position Trend Vector Predicts position at the end of 30, 60, and 90 second intervals,
based on bank angle and ground speed. Each segment represents 30 seconds.
Selected range determines the number of segments displayed.
13. Altitude Range Arc
Predicted point where the MCP selected altitude will be reached.
14. Wind Vector Displays wind speed and relative direction to aircraft track.
Airport Symbol A nearby airport displayed when the ARPT button is ON.
Runway Symbol Runway selected for departure or arrival in the FMC.
4
3
13
10
14
11
12
EHSI VOR Display Summary (Expanded & Full)
1
3
2
7
8
1. Distance Display DME distance to the selected VOR.
2. ADF Needle Displays when a valid ADF signal is received.
3. AFDS Heading Bug Indicates selected heading on the MCP.
4. Heading (HDG) Indicator Displays aircraft magnetic heading.
5. Track Pointer Indicates aircraft track heading.
6. Course Deviation Indicator (CDI) Displays VOR deviation when a VOR signal is received.
7. Wind Vector Displays wind speed and relative direction to aircraft heading.
8. Reference Receiver Mode Displays the source of the navigation data.
EHSI ILS Display Summary (Expanded & Full)

The data layout is the same as in the VOR displays, except that the CDI indicates deviation from the localizer when
a LOC signal is received. The glideslope indicator is displayed on the right side of each display.
Airspeed Indicator
1. Mach Window Displays current Mach speed. Window opens at .400
Mach and greater.
2. MMO/VMO Pointer Displays the mach/airspeed limit above which an
overspeed warning is received.
3. AFDS Airspeed Command Bug Displays the airspeed set on the
MCP. If VNAV is in use, the FMC commanded airspeed is displayed.
4. Airspeed Pointer Points to the current indicated airspeed. Indications
start at 60 knots. The digital airspeed readout (labeled KNOTS) begins
indicating at 30 knots.
5. Speed Bug Reset Button (Invisible Click Spot) A mouse click in
this area resets all of the speed bugs based on FMC information.
On the ground, takeoff bug speeds are set (including the MCP airspeed)
depending on the Airspeed bugs option in the Level-D menu as follows:
Checked
Un-Checked
V1, VR, V2 (command bug), Vref30+40, Vref30+80.

V1, V2 (command bug), Vref30+20, Vref30+40,
Vref30+60, Vref30+80
In the air, approach bug speeds are set depending on the Airspeed bugs
option in the Level-D menu as follows:
Checked
Un-Checked
Vref30, Vref30+40 Vref30+80.

Vref30, Vref30+20, Vref30+40, Vref30+60, Vref30+80
6. Airspeed Reference Bug For reference only, set manually by using the
mouse click areas along the right side of the airspeed gauge. Consult
the speed bug click areas diagram.
1
2
3
4
5
Speed Bug Click Areas

Click in the
general areas
indicated to
set individual
reference bugs.
This is a trial and
error process
since there are no
markers on the
actual gauge.
-+
-+
-+
-+
-+
RDMI (Radio Distance Magnetic Indicator) Display

1. DME Indicator Displays the VOR DME for the respective VOR receiver.
Displays ---- if DME is not available.
2. Signal Pointers Display the magnetic bearing to the selected VOR or ADF station.
3. VOR/ADF Selectors Controls which signal is displayed by the respective
needle. Placing either selector to ADF displays the bearing to the active
ADF station set in the pedestal.
4. Compass Rose Aircraft magnetic heading is indicated under the white pointer.
Heading information is derived from the opposite side IRU (i.e. Captains RDMI
receives right IRU data).
Altimeter Display
1. 100 Foot Pointer Rotates as altitude changes.
2. Altitude Readout Indicates exact aircraft altitude in 20 foot increments.
3. Altimeter Setting Use the BARO knob or click on the MB or IN HG numerals to
set the altimeter.
4. Altitude Reference Bug Use the knob to set an altitude reference. The bug is set
for reference only and is not connected to any systems.
5. Altitude (ALT) Alert Light Illuminates when within 900 feet of the MCP selected
altitude prior to altitude capture. Extinguishes when within 300 feet of the MCP
altitude. After altitude capture, the light re-illuminates when altitude varies by more
than 300 feet from the MCP altitude. An aural warning is also generated.
2
1
Heading Reference Switch

Located on the First Ofcers Panel (<SHIFT><4> or F/O button) and 3D Virtual Cockpit. Manually
switching to a true north reference is annunciated by a green box around the word TRU on the HSI. A
TRUE heading reference can be selected with the heading reference switch when outside the polar region.
NORM
TRUE
References each compass card to magnetic north when operating outside polar regions.
References each HSI to true north and causes each RDMI heading ag to appear when
operating within polar regions.
References each compass card to true north regardless of latitude.
Clock Display
Located on the main panel.
1. Time Display Indicates current simulator time. Time can be adjusted
using the mouse click areas on the window.
2. Elapsed Timer (ET) Control Mouse click areas control the elapsed
timer function.
HLD
RUN
RESET
Hold function. This is the default position. If the ET is running,

pressing this area pauses the timer.
Press the mouse click area to start the elapsed timer. When
pressed, the hours:minutes display in the ET/CHR window. The
Elapsed Time continues to operate unless reset or held.
Press to reset the ET to zero. The switch spring loads to the
HLD position and the ET window blanks out.
Note The elapsed timer continues to function in the background when the
chronometer is in use.
3
2
3. ET/CHR Window Displays the elapsed timer or the chronometer when either is active. The chronometer displays
on top of the elapsed timer if both are running simultaneously.
4. Chronometer Control Button Press to start the timer function. The elapsed minutes are displayed in the ET/
CHR window and the elapsed seconds are displayed by the rotating pointer. Press a second time to stop the
chronometer. Press a third time to reset and clear the display.
Instrument Source Select Controls

Located on the left side of the main panel.
1. Flight Director Source Selector Selects the FCC used to operate the on-side Flight
Director bars. Normally set to the on-side position.
2. FMC Switches Normally blank. When ALTN is displayed, switches the source data
displayed on the EFIS to the right FMC. Used in case of on-side FMC failure.
3. Electronic Flight Instrument Switch Normally blank. When ALTN is displayed, switches
the on-side EFIS displays to the center symbol generator. Used in case of SG failure.
4. Inertial Reference System Switch Normally blank. When ALTN is displayed, switches
the source data for the on-side instruments to the center IRU. Opposite side RMI is also
switched to the center IRU. Used in case of IRU failure.
5. Air Data Computer Switch Normally blank. When ALTN is displayed, switches the on side
instruments to use data from the opposite ADC. Used in case of ADC failure.
2
3
4
5
2
Standby Flight Instruments
The standby instruments are hidden from view on a sub panel. To display the
standby ight instruments, use the key combination <shift><9> to overlay the sub
panel onto the main panel.
1. Attitude Director Indicator
2. Altimeter
3. Airspeed Indicator
Located on the Centerpost above the Glareshield (AFDS/MCP).

4. Standby Magnetic Compass
Flight Instruments EICAS Messages

Cautions
INSTR SWITCH
Both Captains and F/Os EFIS switched to ALTN.
Flight Management System 73
Flight Management System (FMS)

The Flight Management System allows the pilot to manage the aircrafts vertical and lateral paths automatically. It also
provides a resource for aircraft performance data related to aircraft speed, altitude, fuel consumption, and power settings.
The FMS subsystems include: Two Flight Management Computers (FMC), a Control Display Unit (CDU), the
AFDS MCP, and the EHSI. The FMCs provide for aircraft position calculation, performance management, and three
dimensional navigation based on data input and information received from supporting systems. The CDU is the main
pilot interface to access and control information in the FMC. The AFDS MCP permits selection of LNAV and VNAV and
performs the operations commanded by the FMC. The EHSI displays a map of information generated by the FMC.
Control Display Unit (CDU)

The CDU is the main pilot interface for control of the Flight Management Computer. The CDU is often times referred
to as the FMC since the FMC is not a visible component of the ight deck. Therefore, references to FMC data input
in this text refer specically to the use of the CDU. Due to main panel space constraints, the CDU is located on a sub
panel which can be displayed by pressing the FMC button on the main panel or by using the keyboard combination
<SHIFT><7>. When operating in the virtual cockpit, clicking on the CDU brings up the 2D FMC sub-panel.
Keyboard Assist
1L
LEFT
2L
Line
3L
Select
4L
Keys
5L
(L LSK)
6L
Scratchpad
Function Keys
Display CRT
1R
2R
3R
4R
5R
6R
RIGHT
Line
Select
Keys
(R LSK)
Brightness (BRT) Control
Execute (EXEC) Key & Light
Message (MSG) Light
Data Entry Keys
The CDU consists of a CRT screen, line select keys (LSK), function keys, and data entry keys. The LSKs along
the sides of the CDU line up with data lines on the CRT and are used to select and input data on the screen. The
function keys are used to cycle through the pages of data contained in the FMC. The data entry keys are used to input
data onto the scratch pad at the bottom of the CRT screen. Selection of an LSK when data exists in the scratchpad
transfers the data into the data line abeam the LSK. To clear all data entered into the scratchpad, press and hold the
CLR button. Individual presses of the CLR button clears single characters from the scratchpad.
CDU Display & Controls

The display of FMC data on the CDU screen follows the following conventions. Data shown in large type abeam an
LSK is data that has been entered by the pilot or selected from the FMC database. Data shown in small type abeam
an LSK is prediction data calculated by the FMC.
All data pages in the FMC are structured similarly to the page shown on the left. Data is structured vertically in left
and right columns and line up with LSKs on both sides of the CDU. The data page on the right side is the LEGS page
and is used most often in normal operations. Its data is structures horizontally such that waypoint information is shown
across an entire line of data. The LEGS page is explained in greater detail in later sections and is presented here as
an overview of CDU display conventions only.
7
8
9
1. Page Title Identies the data page displayed on the CDU. Different data displays are selected by pressing the
function keys.
2. Page Number Identies the current page and the number of data pages available. Cycle through available pages
using the NEXT and PREV PAGE function keys.
3. Required Data Prompt Data that is required by the FMC for proper operation is identied on each page with box
prompts. Data is entered into the scratchpad using the data entry keys & is placed into the box prompts using the
corresponding LSK. To delete an incorrect entry, press DEL data entry key followed by the LSK abeam the data eld.
4. Optional Data Prompt Optional data that is not required by the FMC for proper operation is identied on each
page with dashed prompts. To delete an incorrect entry, press the DEL data entry key followed by the LSK abeam
the incorrect data eld.
5. Waypoint Name and Course The names of waypoints are displayed in large type since they are manually entered
by the pilot or called up from the FMC database. The predicted magnetic track to each waypoint is displayed in
small type. An exception is when a heading or specic track is commanded by a procedure selected from the FMC
database. The example above shows a commanded heading (HDG) of 315 as part of a selected procedure.
6. Waypoint Distance Distances between waypoints are displayed in small type.
7. Manually Entered Data Data that has been manually entered by the pilot is displayed in large type.
8. Predicted Data Data calculated by the FMC is shown in small type.
9. Page Prompts At the bottom of each screen at the 6L and 6R positions are page prompts. Pressing the
corresponding LSK takes calls up a different page of data or performs the function specied.
Keyboard Assist Mode

In order to facilitate FMC data entry, a keyboard assist (KA) mode is available by pressing
on an invisible mouse area on the CDU CRT next to the 1L LSK. KA is displayed in the
upper left corner of the CRT when the keyboard assist mode is turned on. In KA mode,
all computer keyboard entries are sent to the CDU scratchpad. This mode is helpful for
entering multiple waypoints contained in a long ight plan.
To exit the KA mode, simply press the KA mouse click area a second time, or close the
FMC window. Attempting to control the simulator using keyboard shortcuts is not possible
if the FMC is left in the KA mode. Therefore, if the simulator is not responding to keyboard
controls, check to ensure the FMC is no longer in the KA mode.
KA Click Area
Function Keys Overview

The Function Keys provide access to the different data pages available in the FMC. Pressing a function key
displays the rst page of data available for that function. When viewing subsequent pages of data within a function
(if available), pressing the same function key again restores the data display to page one of that function. The
following provides an overview for each function key. Note that the FMC COMM and ATC function keys have no data
associated with them.
INIT
REF
Initialization and Reference page. There are six different INIT REF pages available. The
page displayed when the INIT REF key is pressed varies based on phase of ight. The
<INDEX prompt on the INIT REF page displays a list of all INIT REF pages available.
RTE
Route page. This page is used during preight to enter waypoints and airways from the
ightplan into the FMC. Airway entries are converted into waypoints automatically.
DEP
ARR
Departure and Arrival pages. Airport specic departure (SID), arrival (STAR), and approach
(APP) procedures are selected from these pages.
VNAV
Vertical navigation pages. Three VNAV pages are available: Climb, Cruise, and Descent.
Data entry on these pages is required by the FMC before VNAV can be engaged.
FIX
Fix page. Permits entry of a navigational point not available on the active route. The point
entered displays on the EHSI when in the selected range.
LEGS
Legs pages. The LEGS pages display all waypoints in the programmed route. The waypoints
shown on the LEGS pages are used for LNAV. Most modications to the active route are
made from these pages.
HOLD
Hold page. Holding patterns are entered and controlled from this page. Any waypoint in the
LEGS page can have a holding pattern assigned to it.
PROG
Progress pages. The ight progress data for the active route is summarized on the
PROGRESS pages.
EXEC
Execute key. This key illuminates any time there has been a modication to FMC data that
requires execution before being utilized.
MENU
Menu key. The menu screen is displayed when the FMC is initially powered up. It contains
prompts to access the FMC and to save LEGS page data.
NAV
RAD
Navigation Radio page. This page displays information about currently tuned navigation radios.
PREV
PAGE
NEXT
PAGE
When pressed, cycles through pages on the CDU. A page counter is shown on each CDU
screen in the upper right corner (x/x). If more than one page of data is available, pressing
these keys switches between available pages.
Initialization/Reference Index Page (INIT/REF INDEX)

The INIT REF INDEX is available by pressing the 6L <INDEX prompt
from the bottom of any INIT REF page. The index page provides access to
all of the FMC data pages used for preight and data reference. Pressing
the INIT REF key calls up one of the pages listed on the left side of the CDU
based on the following priority:
Initial power up, the IDENT page is displayed.
On the ground (IRU not aligned), the POS INIT page is displayed.
On the ground (IRU aligned), the PERF INIT page is displayed.
In ight, APPROACH page is displayed.
Note The TAKEOFF page is available through the INDEX or via the 6R LSK on the PERF INIT page.
The following is a brief explanation of each INIT REF page available:
IDENT
The identication page shows information about FMC programs. The starting point for preight programming
of the FMC.
POS
The position initialization (POS INIT) page provides for the entry and display of IRU position data.
PERF
The performance initialization (PERF INIT) page is used to enter data required for VNAV calculations.
TAKEOFF
Takeoff reference page (TAKEOFF REF) displays takeoff speeds & thrust information.
APPROACH The approach reference page (APPROACH REF) displays landing speeds and ILS frequency information for
the selected landing runway.
NAV DATA
The navigation data page provides information on navigation xes.
Identication Page (IDENT)

The IDENT page is the starting point for the preight of the FMC. The data
listed on this page cannot be changed and is for reference only. Since many
different models of 767s exist, it is important to conrm that the proper data
has been loaded into the FMC. Check to be sure the MODEL, ENGINES, and
NAV DATA elds are correct for the aircraft.
To facilitate preight data entry, the next page requiring data entry is
prompted for at the 6R LSK on all INIT REF pages. Pressing the POS INIT>
prompt at the 6R LSK calls up the POS INIT page without having to return to
the index page.
Pre-ight Prompt
Preight Page Sequence

When the FMC receives initial power, the menu (MENU) page is
usually displayed rst. Press the 1L LSK abeam <FMC to display the
IDENT page. Preight ow continues in this sequence:
Identication (IDENT) page
Position Initialization (POS INIT) page
ROUTE (RTE) page
DEPARTURES page (no automatic prompt)
Performance Initialization (PERF INIT) page
Takeoff Reference (TAKEOFF REF) page.
Most of these pages are also used in ight. During the preight, a
prompt in the lower right allows the ight crew to step through the
minimum requirements for preight completion. Selecting the prompt
key at the 6R LSK position displays the next page in the ow. The text
message INCOMPLETE will display at 6R LSK until the minimum
requirements are met. The text message COMPLETE will display at 6R LSK when the minimum requirements are
met. The COMPLETE message will display if a departure runway has not been selected. NOTE There is no preight
prompt to enter the departure runway.
Inertial position may be required (depending on the enabled options from the Level-D menu) for FMC preight and
ight instrument operation. A route must be entered and activated during the preight ow. The minimum route data
requirement is origin and destination airports, and one route waypoint.
Position Initialization Page (POS INIT)

The POS INIT page is used to enter aircraft position coordinates during alignment of the IRS. The current FMC clock
time is displayed but cannot be changed from this page. Second and third POS INIT pages are available to check
current FMC and IRS positions.
5
1. REF AIRPORT This eld accepts the four character ICAO airport identier. Enter the airport ICAO code into the
scratchpad and press 2L LSK to transfer data into this eld.
2. LAST POS Last aircraft position in lat/long format is displayed. Pressing the 1R LSK transfers the coordinates
displayed to the scratchpad.
3. REF AIRPORT POSITION The lat/long coordinates of the REF AIRPORT are displayed here when an ICAO code
is entered at the 2L LSK position. Pressing the 2R LSK when coordinates are present transfers the coordinates
displayed to the scratchpad.
4. SET IRS POS These boxes are displayed when the IRS is in the ALIGN mode and present position coordinates have
not been entered. Pressing the 5R LSK when coordinates are present in the scratchpad transfers the coordinates to
the IRS during alignment. The coordinates entered are displayed until IRS alignment is complete.
The set inertial position entry is required to initialize the IRS. Select the most accurate latitude/longitude from LAST
POS, REF AIRPORT, GATE, or a manual entry to initialize the IRS. If an entry is not made before the IRS completes the
initial alignment, the scratchpad message ENTER IRS POSITION is displayed. If the manually entered position fails the
IRS internal check, the scratchpad message ENTER IRS POSITION is displayed. The manually entered position is also
co
scratchpad message IRS POS/ORIGIN DISAGREE is displayed.
5. Pre-ight Prompt Press to access the RTE data page required for preight.
Position Determination
The FMC accepts lat/long coordinates in the following format:
N.W. N.E.
S.W. S.E.
For example, pressing the 1R LSK on the depicted POS INIT page transfers N4221.1W07100.7 to the scratchpad.
There are four methods available to determine the aircrafts position for coordinate entry during IRS alignment:
1. LAST POS Use the last position coordinates by pressing the 1R LSK to transfer the data into the scratchpad.
2. REF AIRPORT Use the airport coordinates by pressing the 2R LSK (when data is shown) to transfer the data into
the scratchpad.
3. Charted Coordinates Third party simulator charts often list coordinates for airport gates. If parked at a gate with
known coordinates, these can be manually entered into the scratchpad and used for IRS alignment. The coordinates
entered must be in the format shown above.
4. <SHIFT><Z> Pressing this key combination displays the aircrafts exact position across the top of the simulator
window. The coordinates displayed by FS need to be formatted for the FMC. Therefore, the W coordinate of 71 is entered
as 071. This is important since entering W7100.7 generates an error message. Adding a leading 0 is not required
when the longitude is 100 or above. For example, W101*46.61 would be formatted as W10146.6 in the FMC.
Position Reference Pages (POS REF)

From the POS INIT page, two other pages of data are available by pressing the NEXT or PREV PAGE function
keys. The position reference (POS REF) pages display the current positions of the FMC and the IRUs.
The FMC position is normally determined using the weighted average of the three IRU positions. If an IRU fails, the
FMC reverts to using the on-side IRU for position determination. If the on-side IRU is not available, the FMC uses the
center IRU for position determination.
The IRU position is updated using VOR DME information when available during ight. If a radio update is not
available, the FMC position is the same as the IRU position. If the FMC position has not been radio updated within
12 minutes, an IRS NAV ONLY message is displayed in the scratchpad. If this message is displayed, check that both
NAV radios are set to AUTO so that the FMC can auto-tune the radios to receive an update.
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1. FMC Position The current position of the FMC is displayed here. The source used to determine the FMC position
is indicated in brackets.
(RADIO) FMC position is calculated from radio and IRU data.
(IRS)
FMC position is calculated with IRU data only.
2. IRS Position The current IRS position being used by the FMC is displayed here. The IRUs being used to
calculate the IRS position is indicated in brackets.
(3)
(L)
(C)
(R)
IRS position is the weighted average of all three IRUs.

Only the left IRU is used for position data.
Only the center IRU is used for position data.
Only the right IRU is used for position data.
3. Radio Position The current position as determined by the tuned radios.

4. Radio Update Stations Displays the radio station identiers used to determine the radio position.
5. L/C/R IRS Position Display Displays the latitude/longitude positions & ground speed for the respective IRU.
6. Bearing/Distance Display Pressing the 6R LSK displays the IRS position data in bearing/distance format relative
to the current FMC position. When information is displayed in the BRG/DIST format, the 6R LSK prompt changes
to LAT/LON> to switch the display back to the latitude/longitude display format.
Performance Initialization Page (PERF INIT)

The PERF INIT page contains data used by the FMC in performance calculations. The data on this page is required
if AFDS VNAV mode is to be used.
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1. Gross Weight (GRWT) The gross weight (in thousands) of the airplane can be entered here manually or
automatically. This data eld updates automatically when the Zero Fuel Weight (ZFW) eld is manually entered.
Making a manual entry causes data on the Takeoff page to be deleted.
2. Fuel The fuel weight (in thousands) on board the aircraft can be set manually or automatically. CALC indicates
that the fuel load has been automatically calculated by the FMC.
3. Zero Fuel Weight (ZFW) The zero fuel weight (in thousands) of the aircraft can be entered here manually or
automatically. This data eld updates automatically when the Gross Weight (GR WT) eld is manually entered.
Making a manual entry causes data on the Takeoff page to be deleted.
4. Reserves The amount of reserve fuel (in thousands) is entered manually in this eld. This value is the minimum
fuel required before a warning is generated by the FMC. When the FMC predicts that arrival fuel will be less than
reserves, an INSUFFICIENT FUEL warning is generated in the scratchpad. Fuel calculations on the HOLD page
are also dependant on this value.
5. Cruise Altitude The cruise altitude for the planned route is entered here. This eld can be updated manually or
automatically by loading a ight plan. The value in this eld is linked to the CRZ ALT elds on the VNAV Climb
and Cruise pages. The following are examples of valid entries for this eld:
10000 feet = 10000, 100, FL100
29000 feet = 29000, 290, FL290
6. Cost Index The FMC Economy (ECON) calculations are based on the value entered in this eld. The standard
value entered is 80. Values can range from 0 to 9999. Entering 0 gives maximum range airspeed and minimum
fuel consumption. Higher values increase the cruise speed and fuel consumption for the calculated ECON speed.
7. Step Size Displays the step climb value used for VNAV STEP TO performance calculations. ICAO is the standard
value and indicates a step climb size of 2000 feet below FL290 and 4000 feet above FL290. Valid entries range from
0 to 9000 in 1000 foot increments. When 0 is entered, all VNAV predictions are based on a constant cruise altitude.
8. Preight Prompt Press to call up the TAKEOFF data page required for preight.
Takeoff Reference Page (TAKEOFF REF)

The TAKEOFF REF page is used to enter ap and thrust information for FMC takeoff performance calculations.
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1 Takeoff Flaps (FLAPS) Takeoff ap setting is entered here. Valid entries are 5, 15, and 20. Flaps 5 or aps 15 are
standard. Takeoff speeds are recalculated and a TAKEOFF SPEEDS DELETED message is generated any time the
FLAPS eld is updated. This eld is the only TAKEOFF REF eld required to be lled in for proper FMC operation.
2. Takeoff Thrust (THRUST) Optional entry to de-rate calculated takeoff thrust. The value entered here is called
the assumed temperature. Valid entries are from 0 to 99 C. No temperature entry results in maximum takeoff
power. The entered temperature and commanded thrust settings are displayed on the EICAS N1 data display.
Takeoff speeds and thrust settings are automatically recalculated anytime the THRUST eld is updated. To delete
a temperature entry, press DEL on the data entry keyboard followed by the 2L LSK.
Note The calculation of the reduced thrust temperature involves variables such as runway length, slope, altitude, and
departure path obstacles. The LDS Beta Team has released two Performance Manuals (in pdf format) (LBS & KGS) to
calculate temperature derates and V-speeds. They are available at the Level-D website. A tutorial on how to use this data is
included. The use of reduced thrust settings is the pilots discretion. As a guide, for long runways (>10,000 feet) use a value
of 54C. For shorter runways, use a value between current airport temperature and 54 C. The lower the temperature, the
lower the de-rated thrust.
3. Center of Gravity / Trim (CG TRIM) Enter the CG value/number generated by the Conguration Manager. After
the CG is entered, the FMC calculates and displays the stabilizer trim setting for takeoff.
4. Runway/Position (RWY/POS) Displays the runway entered in the ROUTE page on which takeoff data is based.
The optional /POS line is for planned autothrottle engagement in feet from the runway threshold. To enter a value,
type /XXXX (XXXX = distance) and press the 4L LSK. This value is used by the FMC for a position update when
the autothrottle is engaged during the takeoff roll.
5. Takeoff Reference Speeds (V1, VR, V2) Takeoff Vref speeds are displayed here. They may be entered manually
or automatically. Speeds are automatically entered when a ap setting has been entered. Speeds update anytime
performance data or takeoff data elds are changed.
6. Takeoff Gross Weight (TOGW) Accepts a manually entered value that has no bearing on FMC data.
7. Preight Status (PRE-FLT) The status of FMC preight programming is displayed here.
INCOMPLETE
COMPLETE
Data entry is still required to nish preight programming. Cycle through the INIT REF pages and the
ROUTE page to see if any data boxes are unlled.
All required data has been lled in for proper FMC operation.
Takeoff Reference Page (2/2)

1. Wind Airport wind and speed may be entered here. Entry format is XXX/YY. XXX is magnetic direction and YY is
speed in knots.
2. Runway Wind (RWY WIND) When the wind is entered at the 3L data line, the relative wind components for the
selected runway are displayed here. H or T is displayed to denote a headwind or tailwind component. L or R is
displayed to denote a crosswind component and relative direction.
3. Slope and Condition (SLOPE/COND) Runway slope and condition information can be entered here. The slope is
not modelled in FS but may be entered as UX.X or DX.X, where U and D indicate up or down and X.X is the slope
value. The condition may be entered as /DRY, /D or /WET, /W.
4. Acceleration Height (ACCEL HT) Displays the height that VNAV will begin an acceleration for ap retraction after
takeoff. The default acceleration value is 1000. Valid entries are from 400 to 9999 feet.
5. Limited Takeoff Gross Weight (STD LIM TOGW) The maximum gross weight of the aircraft is displayed here.
6. Reference Temperature (REF OAT) The outside air temperature on which takeoff performance is based is
displayed here. A new outside temperature value between -54 and 99 (-54C to 99C) can be entered.
Approach Reference Page (APPROACH REF)

Pressing the INIT REF key while in ight calls up the Approach Reference page. On the ground, this page is available via
the INIT REF INDEX page. Displays and updates automatically based on aircraft weight.
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1. Gross Weight (GROSS WT) The FMC automatically calculates the gross weight of the aircraft. May be manually
entered if not shown or is incorrect.
2. Approach Reference Speeds (FLAPS & VREF) Approach Vref speeds update automatically when a weight is
entered into the GROSS WT eld. Flaps 20 is the landing speed used for single engine operations. Flaps 25 and
30 are normal ap landing speeds.
3. Runway Length The length in feet and meters of the selected departure or arrival runway. The reference airport
is shown in small type above the data box. The departure runway length is displayed until the lesser of 400 miles
from the departure airport or halfway to the destination. Otherwise, the runway length for the arrival runway in the
active route is displayed.
4. Frequency and Front Course The ILS frequency and approach course for the selected runway is displayed here
and at the 5R position. The frequency shown is for the departure runway until the lesser of 400 miles from the
departure airport or halfway to the destination. Otherwise, the frequency and front course for the arrival runway in
the active route are displayed.
5. Flap/Speed This line accepts the entry of a different ap/speed combination. Data entry of this eld creates the
Vref -R on the speedtape EADI for landing. Entries in this data eld have no effect on other performance data.
Valid Waypoint Types

The following is a list of waypoint types that can be entered in the TO column on the RTE page. The same waypoint
types can be entered into the LEGS page. NOTE If a waypoint has more than one denition in the FMC database, a
waypoint selection screen titled SELECT DESIRED WPT is presented. The choices are listed in distance order from
the route or aircraft, with the closest waypoints listed rst. Press the LSK abeam the desired waypoint to select it into
the route. In most cases, the selection abeam the 1L LSK will be the desired waypoint.
Published Waypoints
The name of the waypoint as it appears on a chart. Examples include: NEION, HOPCE, CORDS.
VOR
The identier for the navaid as shown on a chart: i.e. JFK, LGA, CRI
NDB
The identier for the NDB as shown on a chart: i.e. LG, UR, OGY.
ILS
The ID for the ILS frequency as shown on a chart: i.e. IHIQ, IJFK, ITLK.
ICAO Airport
The 4-letter ICAO airport identier can be used as a waypoint. Examples: KJFK, EGLL, CYVR.
Intersections
The intersection of two radials can be entered.
DME Distances
A distance from a waypoint along a specied radial can be entered.
Along Track
A waypoint can be placed on the current FMC route that is dened as a distance from an on-route waypoint.
Latitude/Longitude
Entry follows the same conventions described for IRS initialization (in the POS INIT section).
Conditional Waypoint
These types are entered by selection of a DEP, ARR, or approach procedure from the FMC
database. Examples include: (1500), (INTC). These types of waypoints are not denitively dened
and are conditional on aircraft performance or position. A unique feature of this FMC is that these
waypoints may be custom programmed. This procedure is described at the end of the FMC section.
Route Page (RTE)

The ightplan to be used by the FMC is entered on the route page. A route is made up of connected waypoints
that the FMC can navigate toward. The connection of these waypoints creates the ight path to be followed when
engaging the AFDS in the LNAV mode.
The Route page is displayed by pressing the RTE function key. The FMC is capable of storing two routes: RTE
1 and RTE2. Only one route can be activated at a time while the inactive route remains stored in memory. When
working with an inactive route, the waypoints are drawn on the EHSI and connected with a blue dashed line. The
waypoints in the active route are drawn full time on the EHSI and connected with a magenta line. The active route is
used when navigating in LNAV mode.
The page title at the top of the screen indicates which route is displayed. The following page titles are possible: (X=1 or 2)
RTE X
ACT RTE X
MOD RTE X
The route displayed is an inactive route. The ACTIVATE> prompt is shown at the 6R LSK. The route is drawn
on the EHSI with a blue dashed line.
The route displayed is the active route. The route is drawn on the EHSI with a solid magenta line.
The route displayed is active, but has a modication to it that needs to be executed before the changes
become active. The modied portion of the route is drawn on the EHSI with a blue dashed line.
The second page of Route page is accessed by pressing the NEXT PAGE function key. The entry of waypoints and
airways is made from this page. When the page is full of waypoints, a new RTE page is created for continued route
programming. Access RTE pages via the NEXT & PREV PAGE function keys.
When working with an inactive route, changes made on the RTE pages do not require execution. When working with
an active route, any changes made on the RTE pages require execution with the EXEC key before becoming active.
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1. Origin Enter the 4-letter ICAO identier for the departure airport. Making an entry in this data eld on the ground
clears the programmed route. Entry is inhibited in ight.
2. Departure Runway (RUNWAY) Enter the departure runway for the origin airport. The departure runway can also be
selected using the DEPARTURES page.
3. Destination (DEST) Enter the 4-letter ICAO identier for the arrival airport. Note Origin, Departure Runway &
Destination are automatically lled when loading a ight plan using the CO ROUTE feature.
4. Flight Number (FLT NO) Optional entry of the ight number can be made here. The ight number (if entered)
displays on the PROGRESS page.
5. Company Route (CO ROUTE) Enter the name of a saved ight plan to automatically load a pre-programmed
route. Saving routes is discussed later in this chapter.
6. VIA Column (RTE1 page 2/2) The entry of airways is made in the VIA column. To enter an airway, a starting
waypoint must be entered in the TO column. The airway name is then entered in the VIA column on the next line
down from the starting waypoint. Box prompts appear in the TO column. You may enter the connecting waypoint in
the box, or you can enter the next airway in the VIA column and the waypoints will autoll the connecting end point
in the TO column. Valid waypoints for airways (VIA) must connect to the appropriate waypoint (TO).
7. TO Column The entry of waypoints is made in the TO column. Valid waypoint entries include xes, navaids,
airports, runways, and special waypoints (see Valid Waypoint Types (next page) for examples). To make a
waypoint entry, type the name into the scratchpad and press the LSK abeam the dashed prompts in the right
hand column. Anytime box prompts are displayed in the TO column, a waypoint entry is required. This occurs
anytime an airway entry is made in the VIA column. When waypoints are entered into the TO column without an
airway entry in the VIA column, the word DIRECT appears in the VIA column.
8. RTE X Prompt (X=1 or 2) Press the 6L LSK to switch between the display of RTE 1 and RTE 2. Switching
between routes has no effect on the active route. Modications to the inactive route have no effect on the active
route. To activate the inactive route, press the ACTIVATE> prompt at the 6R LSK followed by the EXEC key. The
previously active route remains in memory as the inactive route.
9. Activate Prompt (ACTIVATE>) Pressing the 6R LSK arms the displayed route for activation. Pressing the
illuminated EXEC function key activates the route. To cancel activation (prior to pressing EXEC), use the <ERASE
prompt that appears at the 6L LSK. This cancels the activation, but does not clear the programmed route.
Route Programming Example

Heres how to enter the route RBV J64 RAV into the RTE page.
This example shows a Jet airway being programmed. The same entry method is used for Victor (V34,
V220, etc.), Amber (A1, A7, etc.), Upper (UM826, UL522, etc.) and other types of airways. The only
difference is the starting letter.
RBV
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If an incorrect entry is made when programming an airway, an INVALID ENTRY message is

generated in the scratchpad. If the ending waypoint is not entered in the box prompts, the airway entry
is automatically deleted upon execution of the route.
Other data is displayed automatically in the VIA column. When making waypoint to waypoint entries
in the TO column, the word DIRECT appears in the VIA column. When selecting a departure or arrival
procedure from the nav database (using DEP ARR key), the name of the selected procedure is shown
in the VIA column.
Alternate Page (ALTN>)

The ALTN page displays the four airports closest to the aircraft
current position (based on ETA sequence). Each airport on the
list has an ICAO ALTN page with more data. Select the ICAO
ALTN page by pressing the Right Line Select Key abeam the
corresponding airport/ICAO code.
The alternate page displays the alternate airport data. An
alternate airport can be selected to change the ight plan
destination. The page displays a list of four alternate airports
sorted in order of the ETA to the airport while airborne. The source
of alternate airports can be:
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automatic selection from the navigation database

manual entry
Alternate airports automatically selected from the alternate list or the navigation database are shown in a small font.
The currently selected alternate airport is shown on the map display in normal airport symbology.
1. Alternate Airports Displays the identier of the four alternate airports in ETA order when airborne. If a route
(RTE1) has been executed, displays the identier of the four alternate airports in distance order when on the
ground. You can manually enter any alternate airport that is included in the navigation database. The manual
entry replaces the alternate where the entry is made and is shown in large font. After entry, the four airports are
resequenced according to ETA. DELETE function key is used to remove manually entered alternate airports from
the ALTN page.
2. Selected (<SEL>), Automatically Selected (<A>) <SEL> indicates a manually selected alternate airport. A
manual selection of an alternate airport is made by pushing the line select key left of the airport identier. When
there is no manually selected alternate the FMC automatically selects the alternate airport with the earliest ETA.
Automatically selected alternates are indicated by <A> next to the airport identier.
3. ETA Displays the alternate airport estimated time of arrival, which is calculated based on the routing, altitude, and
speed shown on the ICAO ALTN page. Blank when the airplane is on the ground and during the climb phase.
4. Fuel Displays the alternate airport predicted arrival fuel, which is calculated based on the routing, altitude, and
speed shown on the ICAO ALTN page. Fuel values are blank when the airplane is on the ground & during the
climb phase.
5. Alternate Select Pressing any of the 4 right line select keys (LSKs) will display the corresponding ICAO ALTN
page, which contains more data about the specic airport.
6. Alternate Inhibit (ALTN INHIBIT) Entering a valid ICAO airport code at the 5R LSK will not allow those airelds to
be selected as an alternate destination airport. One or two airports can be entered.
7. DIVERT NOW The DIVERT NOW selection modies the route to go from the present position to the selected
alternate using the route shown on the ICAO ALTN page.
Press DIVERT NOW:
makes an LNAV route modication for a divert to the selected alternate
automatically displays the MOD ICAO ALTN page for the selected alternate
displays SELECTED in this position on the CDUs not involved with the modication
blank on ground
blank in the air when a diversion is not permitted
The DIVERT NOW selection changes the display to the ICAO ALTN page for the diversion airport. The details of the
route can be conrmed or modied before the diversion is executed.
Execution of the diversion:
changes the route destination airport.
includes the route modication into the active ight plan.
deletes all parts of the original route that are not part of the diversion.
if a descent path exists, deletes all descent constraints (the scratchpad message DESCENT PATH DELETED is shown
when DIVERT NOW is selected).
After a divert is executed the ICAO ALTN page is not updated until all CDUs are selected from the ICAO ALTN page.
described on the following page.
ICAO Alternate Page(s)

Each of the four alternate airports shown on the ALTN page
have a related ICAO ALTN page. The ICAO ALTN pages show
specic data about alternate airports, the route used for a
diversion. All data on the page is related to the alternate airport
shown in the page title.
Three route options to the airport can be selected:
DIRECT TO
OFFSET
OVERHEAD
direct to alternate
ight plan route with an offset
ight plan route to a waypoint then direct to alternate.
The selected route option is identied by <SEL>. ETA and

fuel remaining are calculated based on the selected option.
Selection of a route option for one alternate selects the same
route option for the other three alternates.
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1. VIA DIRECT TO Pressing the line select key (LSK) selects present position DIRECT TO alternate route option. All
ight plan waypoints are deleted.
2. VIA OFFSET Pressing the LSK will:
with scratchpad empty, selects OFFSET route option
with offset data in scratchpad, enters offset data.
Entry and exit to the offset is the same as for the RTE page offset. All ight plan waypoints are kept.
3. VIA OVERHEAD Pressing the LSK will:
with scratchpad empty, selects OVERHEAD option
with overhead data in scratchpad, enters overhead data. Does not select route option.
Displays active waypoint in ight plan. The waypoints up to the selected or entered overhead waypoint are kept,
then routing is direct to the alternate airport. All waypoints after overhead waypoint are deleted. Enter any
waypoint in the active or modied route.
4. ERASE Prompt Erases most recently entered data.
5. Altitude (ALT) Entry of any valid altitude or ight level into this line recalculates the ETA and arrival fuel. Altitude
entries do not become part of the diversion modication. Altitude entries apply to all four alternates.
6. Speed (SPD) Entry of speed or Mach number into this line causes a recomputation of ETA and arrival fuel. Speed
entries do not become part of the diversion modication. Speed entries apply to all four alternates.
Speed modes available are:
ECON (economy)
LRC (long range cruise)
any CAS or Mach.
7. WIND Entry of data into these lines causes a recomputation of ETA and arrival fuel. A separate wind entry may
be made for each of the four alternates. Displays the estimated average wind for the divert route. Valid entry is a
direction in degrees/speed in knots from 1 to 999. (Not simulated)
8. Altitude/Outside Air Temperature (ALT/OAT) Entry of data into these lines causes a recomputation of ETA
and arrival fuel. A separate ALT/OAT entry may be made for each of the four alternates. Displays the OAT for a
specic altitude. Valid entry is an altitude/temperature in degrees C. (Not simulated)
9. Alternate Airport ETA/Fuel (XXXX ETA/FUEL) Displays the calculated airport ETA and arrival fuel based on the
selected route, altitude, and speed shown on this page.
10. DIVERT ICAO SELECTED This prompt performs the same function as the DIVERT NOW function described on
the ALTN page. Note: After a divert is executed, the ICAO ALTN page data is not updated until all CDUs change
to a page other than the ICAO ALTN page.
Route Offset
Route offsets are selected on the RTE page. The OFFSET
route prompt is displayed on the RTE page at 6R LSK when the
airplane is airborne and not on a SID, STAR, or transition.
Entering a distance value into the OFFSET column creates
the selected offset. An offset appears as a dashed line on a
parallel track to the active route from the active waypoint until:
discontinuity
approach
approach transition
holding pattern
course change of greater than 135
end of route.
An offset may be removed by:
deleting the offset

proceeding direct
entering an offset value of zero.
After execution, the offset route is shown as a dashed magenta line on the EHSI map display. The route remains a
solid magenta line.
If LNAV is engaged when the offset is executed, the aircraft will turn to an intercept heading and capture a parallel
offset course to the original route.
1. OFFSET Route Prompt Valid entries are L (left) or R (right) followed by a distance from 0 to 99 in nautical miles.
To y to the LEFT of the active route by 2nm, enter L02
To y to the RIGHT of the active route by 2nm, enter R02.
Why use the route offset?

The route offset may be utilized by the crew on North Atlantic routings to avoid wake turbulence from other airborne
trafc: An aircraft that encounters wake vortex turbulence from another aircraft and needs to deviate, shall notify ATC
and request a revised clearance. However, in situations where a revised clearance is not possible or practicable, the pilot
may initiate the following temporary lateral offset procedure with the intention of returning to the centre line as soon as
practicable. Guidance and Information Material Concerning Air Navigation in the North Atlantic Region (NAT Doc. 001)
Departure and Arrival Page (DEP ARR)

The Departure and Arrival pages are used to select pre-programmed procedures in the FMC database. Standard
Instrument Departures (SID), Standard Terminal Arrivals (STAR), and Approach procedures are available for addition
to RTE 1 or RTE 2. These procedures contain waypoints and runway specic procedures for departure and arrival.
Their use facilitates programming standard instrument procedures for the origin and destination airports. Departure
and arrival runway selections may also be made from these pages.
Pressing the DEP ARR function key displays the DEP/ARR INDEX page when there is no active route. The index
page is used to select a departure or arrival page for the origin and destination airports programmed into RTE 1 and
RTE 2. If the DEP ARR key is pressed when a route is active, the departure or arrival procedure page for the origin or
destination airport in the active route is displayed automatically depending on phase of ight. If a different DEP ARR
page is required, the <INDEX prompt at the 6L LSK found on all DEP ARR pages can be used to return to the DEP
ARR index page.
DEP/ARR INDEX Page
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OTHER
1. Departure Page (RTE 1) Press to display the DEPARTURES page for RTE 1. The ORIGIN airport, if
programmed, is displayed in the middle column.
2. Departure Page (RTE 2) Press to display the DEPARTURES page for RTE 2. The ORIGIN airport, if
programmed, is displayed in the middle column.
3. Departure Page (OTHER) Used to display the DEPARTURES Page of an airport not shown in the DEP/ARR
INDEX. Type the ICAO airport code into the scratchpad and press the 6L LSK to display the DEP Page for that
airport. The display is for reference only and cannot be selected.
4. Arrival Page (RTE 1 - ORIGIN) Press to display the ARRIVALS Page for the RTE 1 ORIGIN airport. The ORIGIN
airport, if programmed, is displayed in the middle column. This page facilitates route programming if a divert back
to the departure airport is required.
5. Arrival Page (RTE 1 - DEST) Press to display the ARRIVALS Page for the RTE 1 DEST airport. The
DESTINATION airport, if programmed, displays in the middle column.
6. Arrival Page (RTE 2 ORIGIN) Press to display the ARRIVALS Page for the RTE 2 ORIGIN airport. The ORIGIN
airport, if programmed, is displayed in the middle column. This page facilitates route programming if a divert back
to the departure airport is required.
7. Arrival Page (RTE 2 - DEST) Press to display the ARRIVALS Page for the RTE 2 DEST airport. The
DESTINATION airport, if programmed, displays in the middle column.
8. Arrival Page (OTHER) Used to display the ARRIVALS Page of an airport not shown in the DEP/ARR INDEX.
Type the ICAO airport code into the scratchpad and press the 6R LSK to display the ARR Page for that airport.
The display is for reference only and cannot be selected.
DEPARTURES Page
The departure page is used to select the departure runway and SID (if available) for the ORIGIN airport of the
selected route. The title banner across the top of the screen indicates the airport and route for which the procedures
apply. When a selection is made on this page, all waypoints for the selected procedure are added to the route. When
working with an active route, the EXEC key must be pressed to activate the changes.
Available SIDs are listed in the left column of the screen and available runways are listed in the right column of the
screen. Selections are made by pressing the LSK next to the procedure or runway name. When a selection is made,
<SEL> is displayed abeam the selection name and all other selections in that column are cleared from the screen. If
a selection was made in error while working with an inactive route, return to the DEP/ARR INDEX page and reselect
the DEP screen to restore the display of all procedures. If working with an active route, simply press the <ERASE
prompt that appears at the 6L LSK to cancel the selections made. When a selection is activated using the EXEC
function key, <ACT> is displayed abeam the selection.
When a SID is selected, only those runways appropriate for the selected SID are displayed. If the SID is not runway
specic, all runways remain displayed. Available SID transitions are displayed automatically upon SID selection. To
select a SID transition, press the LSK abeam the transition name.
1. SID Name Press the LSK abeam the SID name to add the SID to the route. The <SEL> prompt indicates a
selected SID that has not been activated. <ACT> is displayed for an activated SID.
2. SID Transitions SID transition procedures (if available) are displayed when a SID is selected. Press the LSK
abeam the TRANS name to add the SID transition to the route.
3. INDEX Prompt Press the 6L LSK to display the DEP/ARR INDEX page. When working with an active route, an
<ERASE prompt is displayed any time a selection is made.
4. Runways Press the LSK abeam the runway name to make it the departure runway. The <SEL> prompt indicates
a selected runway that has not been activated. <ACT> is displayed for a currently active runway.
5. ROUTE Prompt Press the 6R LSK to display the route page.
ARRIVALS Page
The ARRIVALS page is used to select the landing runway, STAR,
and APPROACH for the destination airport of the selected route.
The title banner across the top of the screen indicates the airport
and route for which the procedures apply. When a selection is made
on this page, all waypoints for the selected procedure are added to
the route. If an approach procedure is selected, the landing runway
is automatically added to the route. When working with an active
route, the EXEC key must be pressed to activate the changes.
Available STARs are listed in the left column of the screen.
Available approaches and runways are listed in the right column of
the screen. Selections are made by pressing the LSK next to the
procedure or runway name. When a selection is made, <SEL> is
displayed abeam the selection name and all other selections in that column are cleared from the screen.
If a selection was made in error while working with an inactive route, return to the DEP/ARR INDEX page and
reselect the ARR screen to restore the display of all procedures. If working with an active route, simply press the
<ERASE prompt that appears at the 6L LSK to cancel the selections made. When a selection is activated using the
EXEC function key, <ACT> is displayed abeam the selection.
When a STAR is selected, only those approaches and runways that apply to the selected star are displayed. If the
STAR is not runway specic, all approaches and runways remain displayed. Available STAR transition procedures are
displayed automatically upon STAR selection. To select a STAR transition, press the LSK abeam the transition name.
Available APPROACH transitions are displayed automatically upon APPROACH selection. To select an APPROACH
transition, press the LSK abeam the transition name. If a previously selected STAR is runway specic and an
approach is selected that does not apply to the selected STAR, the STAR is automatically de-selected.
Available RUNWAYS are listed in the right column after the available approaches. Selection of a runway is not
required when selecting an approach procedure since the runway selection is automatic. Selection of a runway
without an approach procedure is done by pressing the LSK abeam the runway name. When a runway selection is
made, a RWY EXT prompt displays at the 3R LSK. When a value is placed in the displayed data box, a waypoint is
automatically created on the runway inbound course at the distance specied. Valid distance entries are from 1.0 to
25.0. The FMC adds a waypoint called RXxxx, where xxx is the runway name.
5
2
1. STAR Name Press the LSK abeam the STAR name to add the STAR to the route. The <SEL> prompt indicates a
selected STAR that has not been activated. <ACT> is displayed for an activated STAR.
2. STAR Transitions STAR transition procedures (if available) are displayed when a STAR is selected. Press the
LSK abeam the TRANS name to add the STAR transition to the route.
3. INDEX Prompt Press the 6L LSK to display the DEP/ARR INDEX page. When working with an active route, an
<ERASE prompt is displayed any time a selection is made.
4. Approaches/Runways Available approaches and runways are listed in this column. Press the LSK abeam the
approach or runway name to add it to the route. If an approach is selected, the runway is automatically selected.
The <SEL> prompt indicates a selected approach or runway that has not been activated. <ACT> is displayed for
a currently active approach and/or runway.
5. Approach Transitions Approach transition procedures (if available) are displayed when an approach is selected.
Press the LSK abeam the TRANS name to add it to the route.
6. ROUTE Prompt Press the 6R LSK to display the route page.
LEGS Page
The LEGS page lists all waypoints for a route programmed
into either RTE 1 or RTE 2. The waypoints are arranged in
the ight planned sequence. Waypoints that are part of a
procedure or an airway entry on the RTE page are listed
individually on the LEGS page.
Pressing the LEGS function key displays page 1 of the
active LEGS page. From this page, waypoints in the route can
be managed when navigating via LNAV. Also, waypoint speed
and altitude constraints for VNAV operation are entered from
the LEGS page. The waypoint entry concepts explained for
the RTE pages are the same for the LEGS page except that
the presentation and handling of waypoints is different. The
entry of airways (jet routes) is not possible on the LEGS page.
1
2
3
1. LEGS Page Title The status of the displayed route as follows: (X = 1 or 2)

RTE X LEGS
ACT RTE X LEGS
MOD RTE X LEGS
The route displayed has not been activated. An ACTIVATE> prompt is shown at the 6R LSK. The
route is drawn on the EHSI with a blue dashed line.
The route displayed is the active route. The route is drawn on the EHSI with a solid magenta line.
The route displayed is active, but has a modication to it that needs to be executed before the changes
become active. The modied portion of the route is drawn on the EHSI with a blue dashed line.
2. Leg Heading Displays the direction to the waypoint as a magnetic course (xxx), heading (xxx HDG), or track
(xxx TRK). All headings between waypoints are calculated great circle leg headings. Special procedures are
displayed here as well (i.e. HOLD AT).
3. Waypoint Name The waypoint name is displayed abeam each LSK starting at the 1L position. The waypoint information
displayed at the 1L LSK on the rst page represents the active leg. Waypoints can be added, deleted, and resequenced using the LSKs abeam each waypoint. Route discontinuities are displayed as boxes in the waypoint name
space. Waypoints with brackets are conditional waypoints. The condition is contained in the bracket and the
lateral command contained in the Leg Heading display. The above example shows a conditional waypoint that
results in an LNAV heading of 315 until reaching 500 feet before proceeding direct to PELUE waypoint.
4. Route X Legs Prompt (X=1 or 2) Press the 6L LSK to switch between the display of RTE 1 LEGS and RTE
2 LEGS. Switching between legs pages has no effect on the active route. Modications made on the inactive
LEGS page have no effect on the active route. To activate the inactive route from the LEGS page, press the
ACTIVATE> prompt at the 6R LSK followed by the EXEC key. The previously active route remains in memory as
the inactive route.
5. Waypoint Distance The distance between each waypoint is displayed here. For the active waypoint, the distance
displayed is from the aircrafts current position to the active waypoint.
6. Waypoint Speed/Altitude Format is speed/altitude. Speed is displayed as airspeed or mach (xxx or .xxx).
Altitude is displayed in thousands or as ight levels (xxxxx or FLxxx). Small type data represents FMC waypoint
crossing predictions based on performance data. Large type data are speed and/or altitude VNAV crossing
constraints for the waypoint.
The FMC uses these constraints to calculated the VNAV climb and descent proles. The constraints entered are
handled as climb or descent constraints depending on phase of ight. All constraints entered for waypoints that occur
prior to the aircraft reaching the programmed CRZ ALT (on the PERF INIT page) are treated as climb constraints. Any
constraints entered after the CRZ ALT has been reached are considered descent constraints.
Waypoint crossing constraints may be entered manually or automatically (by procedure). Constraints are entered
manually by typing the airspeed/altitude constriction into the scratchpad followed by the right side LSK abeam the
desired waypoint. Constraints are lled in automatically when they are part of a selected SID, STAR or approach
procedure. To delete a constraint, press the DEL data entry key followed by the right side LSK abeam the constriction
to be deleted.
A waypoint altitude constraint may be entered with or without an airspeed constraint. To enter an altitude constraint
without an airspeed constraint, type the altitude into the scratchpad (format XXX, XXXX, XXXXX or FLXXX) and press
the right side LSK abeam the desired waypoint. A sufx may be added to the altitude constraint as follows:
(None)
A
B
A&B
Cross at the exact altitude. (i.e. 7000 = cross at 7000)

Cross at or above... (i.e. 7000A = cross at or above 7000)
Cross at or below... (i.e. 7000B = cross at or below 7000)
Cross in between... (i.e. 11000B10000A = cross between 11 & 10,000)
Individual data entries into the right side LSKs that are not separated by a / are assumed to be altitude constraints.
Data entries separated by a / are assumed to be a combination airspeed/altitude entry. The format is xxx/XXXXX,
where xxx is airspeed and XXXXX is altitude. The format to enter an airspeed constraint only is xxx/.
Cruise speed and altitude predictions are shown for all waypoints after the cruise altitude set in the PERF INIT page
has been reached. Cruise altitude predictions are based on performance calculations resulting from the STEP SIZE
entered on the PERF INIT page. When the step size is set to 0, the altitude prediction will match the programmed
CRZ ALT. When a step size is specied, the altitude prediction displays the recommended cruise altitude based on
performance data and step size. The altitude prediction displayed will not match the CRZ ALT when a step climb is
recommended.
Cruise speed and altitude changes are not made through LEGS page entries. This is discussed in the VNAV section
of this manual.
1
2
3
7. 6R LSK Prompt There are three possible prompts displayed at LSK 6R:
RTE DATA
ACTIVATE
STEP
Press to display the route data page.

Press to activate the displayed route.
Displayed when the EHSI selector is set to MAP. Press to cycle through each waypoint displayed on the
EHSI. The text <CTR> is displayed on the FMC next to the waypoint that the EHSI map is centered on.
LEGS Page Waypoint Management (LNAV)

Waypoint modications made on the LEGS page allow LNAV to properly track the intended route of ight. Waypoints
can be added and deleted from the LEGS page as changes to the ight plan are made. Additionally, the active waypoint
can be changed to permit specic inbound and outbound course intercepts. Discontinuities in the route can also be
connected from the LEGS page when working with pre-programmed departure, arrival and approach procedures.
If the aircraft is within 2.5 miles of the active route, LNAV mode will engage and track the route when selected on the
MCP. If the aircraft is not in a position to join the active route, the active waypoint must be modied on the LEGS page
for LNAV to navigate toward it. This is done one of two ways: Direct to a waypoint, or HDG SEL to intercept a course
toward a waypoint.
The following examples discuss the methods used to make LEGS page modications. The methods used to engage
LNAV to follow a route are also discussed and demonstrated. The term line select in these explanations refers to
pressing the LSK abeam a waypoint.
Direct to Waypoint
The easiest way for LNAV to join a route is to y directly to a waypoint in the LEGS page. This is done by line
selecting a waypoint into the active waypoint position (1L LSK of LEGS page 1). The FMC calculates a direct course
to the waypoint and displays the modication on the EHSI with blue dashes. Pressing the EXEC function key and the
LNAV button on the MCP causes the AFDS to y directly to the waypoint.
If the active waypoint is the desired Direct To Waypoint, press the 1L LSK one time to place the waypoint name in the
scratchpad. Then press the 1L LSK a second time to have the FMC draw the new course line direct to the waypoint.
Consider this example. RBV is the active waypoint and has been line selected twice to redraw a direct course line.
Notice that the RBV waypoint is both the active waypoint
Direct To... RBV
and the modied waypoint with a new course line drawn
direct to RBV. To complete the change and navigate direct
to RBV, press the EXEC function key and the LNAV button
on the MCP.
If the Direct To waypoint is further down in the LEGS
listing, press the LSK next to the desired waypoint to
transfer it to the scratchpad. Then press the 1L LSK of page
1 to make the modication. It is important to use page 1 of
the LEGS page because the active waypoint position is the
1L LSK on that page. All waypoints between the currently
active waypoint and the newly selected down track
waypoint are removed upon execution.
Consider the following example. The LEGS page from the previous example is still in use and our
clearance is now to y direct to RAV. Press the 3L LSK to place RAV in the scratchpad followed by pressing the 1L LSK.
Notice that both SUZIE & RBV waypoints have been
Direct To... RAV
removed and a new course line has been drawn direct to RAV.
To complete the change and navigate direct to RAV, press the
EXEC function key and the LNAV button on the MCP.
A new waypoint can be designated as the Direct To
waypoint. Type the name of the waypoint into the scratchpad
and press the 1L LSK on LEGS page 1. The FMC draws
a course line direct to the newly entered waypoint. A route
discontinuity is placed between the previously active waypoint
and the new waypoint since the FMC makes no assumptions
on where to go after reaching a waypoint that was not on the
original route.
Consider the following example. The LEGS page from the previous example is still in use and our
clearance is now to y direct to ETX... RAV.
Direct To... ETX
Type ETX into the scratchpad and press the 1L LSK on

LEGS page 1.
Notice that a route discontinuity is placed between the
new waypoint and the existing route. Closing the resultant
discontinuity is discussed below. Also, a course line direct to
ETX has been drawn. To complete this part of the clearance
and navigate direct to ETX, press the EXEC function key
and the LNAV button on the MCP.
Clearing a Route Discontinuity

To clear a route discontinuity, line select a waypoint from below the discontinuity and line select it to the discontinuity boxes.
Close Discontinuity
ETX to RAV
Consider this example. The LEGS page from the above

example is still in use. The previous clearance example is
to y to ETX (shown above) and then to RAV. Press the 5L
LSK to put RAV in the scratchpad followed by pressing the
2L LSK.
Notice that ETX is now connected to RAV on the EHSI.
Also, the RBV and SUZIE waypoints have been removed.
To complete the change and remove the discontinuity, press
the EXEC function key and the LNAV button on the MCP.
Abeam Points (ABEAM PTS)

Many clearances result in the elimination of waypoints from the LEGS page. It is benecial for situational awareness
to know when the aircraft is abeam these eliminated waypoints when navigating on long direct route clearances.
Anytime a route modication is made, an ABEAM PTS> prompt is presented at the 4R LSK. Pressing the 4R LSK
arms the abeam points feature. When the route modications are executed, the FMC creates abeam points on the
new route to indicate where the bypassed waypoints would have been. The abeam points created are perpendicular
to the bypassed waypoints.
Consider the following example. The LEGS page from
Direct to... EWC
the previous example is still in use. The new clearance is to
y direct to the EWC waypoint. Press the 5L LSK to put EWC
in the scratchpad. Pressing the 1L LSK to go direct to EWC
causes the ABEAM PTS> prompt to display at the 4R LSK.
Press the 4R LSK to select the abeam points feature. Press
EXEC to make the modications active.
Notice that when the ABEAM PTS> prompt is pressed, the
word SELECTED appears. This indicates that abeam points
will be created upon executing the modications.
Direct to... EWC with ABEAM points

Note that the FMC has created custom named waypoints for
each waypoint bypassed (ETX01, RAV01, VAL01, BUR01) by
the direct to EWC modication.
Route Copy (RTE COPY)

Anytime a modication is made on the legs page, the RTE COPY> prompt
is presented at the 5R LSK. Pressing the 5R LSK prior to executing the
modication places a copy of the currently active route into the inactive route
page. The contents of the inactive route page are automatically updated with
the current route waypoints.
The use of the Route Copy feature is helpful when making major changes
to the currently active route. If the previous route needs to be restored after
executing the route modications, switch to the inactive route page and reactivate the previous route.
Consider the following example. The LEGS page from the previous
example is still in use. The EWC waypoint has been line selected to the 1L
position. Press the 5R LSK to place a copy of the currently active route into
the RTE 2 pages. Press EXEC to make the changes and then press the 6L
LSK to switch to the RTE 2 LEGS display.
Notice how the RTE COPY> prompt changes to COMPLETE when the
5R LSK is pressed. This indicates that the route copy has been successful.
Switching to the RTE 2 LEGS page after executing the changes reveals that
the previously active route is now stored in RTE 2.
Intercept Course To
This feature is used to create a specic inbound course to a waypoint for LNAV to follow. The steps for waypoint
selection are the same as those for creating a Direct To waypoint. The specic intercept course is entered at the 6R
LSK INTC CRS prompt. Pressing the EXEC key creates the specic inbound radial on the EHSI and HDG SEL is
used to y toward the inbound course. When the LNAV button is pressed, LNAV is armed for course interception upon
reaching the specied inbound course line.
Intercept 290 course to RAV waypoint
Consider the following example. Using the LEGS
page from a previous example, the clearance is to y
a 270 heading to intercept the RAV 110 radial (290
inbound course) and track it inbound. The rst step is
to put the AFDS in HDG SEL mode on a 270 heading.
Then line select RAV to the 1L position to make it the
active waypoint. Then, type 290 into the scratchpad
and press the 6R LSK to specify the INTC CRS. Press
EXEC to make the modication active and PRESS
LNAV on the MCP to arm it for course capture.
Notice that when the RAV waypoint is line selected to the 1L
LSK that the INTC CRS prompt displays 282 in small type. This
is the FMC calculated direct course to RAV. When 290 is entered,
it appears in large type since it is a manually entered intercept
course. When the modications are executed, the course listed for RAV shows as 290 and the course line is drawn
on the EHSI.
EXEC & engage LNAV mode
An intercept course may also be specied for a waypoint that is

not on the active route. When the new waypoint is line selected
to 1L, the INTC CRS prompt displays with boxes for the entry of a
specic inbound course.
If no course entry is made, the FMC assumes a direct course to
the specic waypoint as was demonstrated in a previous example
using the ETX waypoint.
Waypoint Deletion
There are two methods to delete waypoints from the route. The rst involves the use of the DEL key to
delete individual waypoints from the route. When this method is used, a route discontinuity is presented in place of
the deleted waypoint. The second involves changing the waypoint sequence within the LEGS pages. All bypassed
waypoints from the re-sequencing are deleted upon execution without causing a route discontinuity. The only waypoint
on the LEGS page that cannot be deleted is the active waypoint.
Consider the example using the DEL key. Delete the SUZIE waypoint.
Start by pressing the DEL data entry key. This places the word DELETE in the
scratchpad. Now press the 2L LSK abeam the SUZIE waypoint to delete it.
Notice that a route discontinuity has taken the place of the SUZIE waypoint.
The discontinuity can be closed by line selecting a waypoint from below the
discontinuity line into the discontinuity boxes.
You can also delete multiple waypoints. Using the example above, lets delete
the 2 waypoints (RAV, VALLO) between BURNI and SUZIE with the Line Select
Keys. The easiest way to accomplish this is to line select BURNI and place it
below SUZIE. To do this, press the 5L LSK to place BURNI in the scratchpad.
Press the 3L LSK to place BURNI below SUZIE in the route. Now press EXEC
to make the modication active.
Notice that two waypoints were deleted with one action. Also, the modications executed had no effect on the
active waypoint. This example could have been done using the DEL key method, but that would require two separate
deletions and a closing of the resulting discontinuity.
Moving waypoints within a route is not limited to only those found on LEGS page 1. A Waypoint may be line selected
from any LEGS page and then line selected onto a different LEGS page. Use the NEXT and PREV PAGE keys
to move between LEGS pages. All bypassed waypoints, including those on any skipped pages, are automatically
deleted upon execution.
Waypoint Addition
Adding waypoints is accomplished by typing the name of the waypoint into the scratchpad and then line selecting
it into the desired position on the LEGS page. A route discontinuity is placed after the added waypoint since the
FMC does not make course assumptions after the addition of a new waypoint. You must close the resulting route
discontinuity and press EXEC to make all waypoint additions/modications active.
Along Track Waypoints

Along track waypoints are distance xes measured to or from a waypoint along the active route. For example,
suppose Air Trafc Control requests that you report crossing 75 miles west of the PDZ VOR. By adding an along
track waypoint to our route that is exactly 75 miles west of the PDZ we can have the EHSI provide us with a
reference point to notify ATC.
From the LEGS page, press the LSK next to the PDZ to transfer it into the scratchpad. Then using the FMC
keyboard type in /-75 (backslash minus 75) so that the scratchpad contains PDZ/-75. Then press the same LSK to
enter the along track waypoint into the route. You may also manually enter PDZ into the scratchpad.
It is important that the scratchpad entry used to create the along track waypoint (PDZ/-75) be placed on top of the
waypoint to which it is referenced (PDZ). The PDZ/-75 entry tells the FMC to create a waypoint that is 75 miles prior
to PDZ. The FMC will add PDZ01 into the route as the active waypoint. This represents a point 75 miles prior to the
PDZ VOR that is along the present FMC track.
If ATC requests that you report 25 miles east of the PDZ VOR, you will need to add an along track waypoint that
occurs after the waypoint in question. Follow the same procedure as described above.
Along track waypoints can be added for any waypoint in your route, not just the active waypoint, by using the same
procedure outlined above for any waypoint that exists in your routing.
DME Waypoints
The FMC allows for the creation of a waypoint that is dened by an exact distance along a VOR radial. Suppose we
are ying the 090 heading from the ctitious LDS VOR and are cleared to y direct to the 25 DME point along the
LDS 210 radial. Enter this special waypoint using the following format:
(place)(bearing)/(distance)
Type LDS210/25 into the scratchpad using the FMC keyboard. This entry breaks down as follows: LDS is the
VOR starting point of the radial (place), 210 is the LDS radial (radial), and /25 is the DME point along the radial to
draw the waypoint (distance).
Press the 1L LSK to request that the FMC create this custom waypoint and draw a course line direct to this
waypoint. The FMC creates the waypoint and names it LDS01. Anytime a custom waypoint is created in the FMC,
it assigns a sequentially numbered name for the waypoint based on its anchor point (in this case, LDS). If more
waypoints were created using the LDS VOR, they would be sequentially numbered 02, 03, and so on.
The place/bearing/distance type waypoint can be created and placed anywhere in your route on the LEGS page.
This type of custom waypoint can also be created on the ground during route programming on the ROUTE page.
Intersection Waypoints
Another custom waypoint that can be entered into the FMC is created using two crossing radials from different xes.
For example, we are navigating toward the ctitious (but fabulous) VOR known as LDS.
We now want to alter our route and navigate towards the intersection of the LDS 150 radial (or bearing) and the
WLP 270 radial. After passing this point, we want to rejoin the original route at the BVC waypoint. The format for
entering this type of custom waypoint is as follows:
(place)(bearing)/(place)(bearing)
Type LDS150/WLP270 into the scratchpad and press the 1L LSK to go direct to this point. This entry breaks down
as follows: LDS (place), 150 (bearing or radial), /, WLP (place), 270 (bearing). This forms an intersection that
the FMC draws on the EHSI as a waypoint. The new waypoint is named using the rst anchor point. In this case, the
LDS point is used because it is the rst x used to form the new waypoint. Since this is the rst custom waypoint
using LDS, the waypoint is called LDS01. The EHSI will display that a new waypoint has been created and named
LDS01. This is the exact point where the LDS 150 radial crosses the WLP 270 radial.
Since this is a modication to the route, the title of the LEGS page changes to MOD. The aircraft continues to
navigate towards LDS until this modication is executed by pressing the EXEC key. A discontinuity is presented
because the FMC wants to know where to go after the newly added waypoint.
In our example, we want to continue after LDS01 (LDS150/WLP270) to the BVC waypoint. Do this by pressing the
adjacent LSK to place BVC into the scratchpad. Then press the 2L LSK to put BVC into the discontinuity boxes. This
deletes the original LDS waypoint and connects the newly created LDS01 waypoint to the BVC waypoint. With the
AFDS in LNAV, the autopilot navigates toward the newly created place/radial/place/radial waypoint (LDS01) and then
continues on to the BVC waypoint.
LAT/LONG Waypoints
The FMC is capable of accepting directly entered latitude/longitude coordinates as a waypoint. The format for this
type of point is exactly the same format used for position initialization.
To place a lat/long coordinate into the route, type the coordinates into the scratchpad and press the left LSK at the
place in the route where the point is required.
For example, there is a departure point called AVRON that is used when departing KJFK over the ocean. This
point is not part of the FMC database. If you attempt to enter AVRON into the LEGS page, an FMC message NOT IN
DATABASE is generated. To overcome this problem, enter the lat/long coordinates for the AVRON waypoint.
Type N4110.0W06700.0 into the scratchpad and press the appropriate left LSK on the LEGS page to insert the
point into the route. The new waypoint is created at the exact lat/long position entered. This point is the same as the
AVRON point listed on the departure chart for KJFK. The FMC names the new waypoint by abbreviating the lat/long
coordinates as shown in the picture below.
This type of waypoint is used extensively for oceanic routings. Also, if the FMC cannot nd a waypoint in the database,
the lat/long coordinates can be used to represent the missing waypoint (as demonstrated in the above example).
Route Data Page (RTE DATA)

The route data page displays progress data for individual waypoints in the active route. The page is accessed by
pressing the RTE DATA> prompt at the 6R LSK of the LEGS page.
The Estimated Time of Arrival (ETA) and estimated fuel for each x is displayed. In the WIND column, a W
indicates waypoint wind data has been entered for the respective waypoint. The absence of a W indicates that no
wind data has been entered for the respective waypoint. Wind page data helps enhance the performance of VNAV.
Pressing the right side LSK of any waypoint calls up the waypoint wind data page. Wind data can be entered for up
to three altitudes. To enter wind data on the page, type an altitude into the scratchpad and line select it to the 1L LSK.
This drops the altitude into a list on the left side of the page along with a DIR/SPD dashed prompt along the right side.
Enter the wind speed and direction for the altitude and line select it into the dashed prompts. Wind page data entry
has to be executed with the EXEC key to become active.
The dashed prompts at the 5R LSK of the wind page are for altitude/temperature information. The known OAT for
any altitude may be entered on this line. The FMC calculates the temperature for the remaining altitudes based on a
standard lapse rate.
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Progress Page (PROG)

The progress page summarizes ight progress data for the active route. To access the progress page, press the
PROG function key on the CDU. The ight number (if entered) on the RTE page is displayed in the title.
Progress Page 1
1
5
6
1. Waypoint
TO
NEXT
DEST
Active waypoint
Next route waypoint
Destination airport entered in route page.
2. Distance To Go (DTG) Displays the distance to the active waypoint, between the active and the next waypoint,
and to the destination.
3. Estimated Time of Arrival (ETA) Displays the ETA for the respective waypoint and the destination.
4. Fuel Displays the estimated amount of fuel when arriving at each point.
5. VNAV Information Displays the following information regarding VNAV status when applicable:
TO T/C
TO T/D
TO E/D
TO STEP CLIMB
Distance and time to reach the top of climb.

Distance and time to reach the top of the descent.
Distance and time to reach the nal waypoint in the descent prole.
Distance and time to reach the step climb point.
6. Position Report Prompt Pressing the 6L LSK displays the position report page. This page presents progress
page data (depicted to the right) organized in a standard format for ATC reports.
Progress Page 2
Press the NEXT PAGE function key to access this page.
1. Headwind/Tailwind Displays the current headwind (H/) or
tailwind (T/) component relative to aircraft heading.
2. Crosstrack Error Displays aircraft distance from the active
route. In this example, the aircraft is 0.4 nautical miles to the
right of the FMC leg track.
3. True Airspeed Aircraft true airspeed.
4. Fuel Data Displays fuel used and fuel quantity information.
FUEL USED
TOTALIZER
CALCULATED
Calculated fuel used by the LEFT and RIGHT

engines are listed along with the total (TOT)
fuel used by both engines.
Displays the amount of fuel indicated on the fuel gauges.
Displays the FMC calculated fuel remaining. This value is determined using fuel ows for each engine
subtracted from the total fuel quantity indicated prior to engine start.
5. Wind Actual wind at the aircrafts present position.

6. Crosswind Displays the crosswind (Left or Right) component relative to the aircrafts heading.
7. Vertical Track Error (VTK) Data is only displayed while on a VNAV descent. Deviations from the calculated
vertical path are registered here as above (+) and below (-) the path in feet.
8. Static Air Temperature Displays static air temperature outside the aircraft.
FIX Page (FIX)

The FIX page allows for the lookup and display of any
waypoint, navaid, or airport in the FMC database. It is most
1
often used to display a waypoint that is not on the active
route. The entered waypoint is displayed on the EHSI and
the x distance and relative bearing to the aircrafts current
3
position is displayed on the x page. The x page can also
2
be used to enter abeam waypoints into the active route.
4
Pressing the FIX function key displays the FIX page.
5
There are two x pages available for the entry of two
different xes for display. If no x is entered into the page,
the 1L position displays box prompts for the entry of data.
Enter the x name into the scratchpad and press the 1L LSK to enter it into the x page. The example above shows
the FJC navaid 1 entered into the FIX page 2 .
1. Fix Entry Box Enter a waypoint, navaid, or airport name into the scratchpad and line select it to the 1L position.
2. Fix EHSI Display Fixes entered in the x page are displayed on the EHSI with a green circle around the x symbol.
3. Bearing/Distance Enter radials or distances from the x to be shown on the EHSI. The format is XXX/xx where
XXX is a radial and xx is a DME. If a distance is desired, enter /xx and press the LSK abeam an empty data box.
Examples of bearing and distance entries for the FJC x are shown below...
The 060 entry draws the 060 radial from the FJC x. The /25 entry draws a dashed circle that represents 25 miles
from the FJC x. This example shows these entries on two separate lines, but they could have been entered onto one
line as 060/25. Up to three radials and three distances can be entered for each x.
4. ABEAM Prompt Pressing the 5L LSK displays prediction data (radial/DME, time, distance, altitude) for when the
aircraft will pass abeam the entered x while ying on the current route. Pressing the 5L LSK a second time (with
prediction data displayed) places the abeam point coordinates into the scratchpad. These coordinates can be
added to the route as an abeam point reminder.
This example creates an abeam point on the displayed route for the FJC x...
The 5L data line displays the abeam point predictions. 206/21 is the radial and DME from the x that intersects with
the current route. 1908Z is the predicted abeam point crossing time. 71 is the distance to the abeam point from the
aircrafts present position. 10000 is the predicted crossing altitude. Pressing the 5L LSK a second time transfers the
coordinates for the abeam point into the scratchpad. The example above shows how these coordinates have been
inserted into the route after the RBV waypoint.
HOLD Page (HOLD)

Pressing the HOLD key permits the programming of a holding pattern into the current route. If a holding pattern is
already programmed, pressing the HOLD key displays the holding page for the rst programmed holding pattern.
10
11
Dening the holding pattern. The HOLD page is where the holding pattern is described and modied. The holding
pattern is drawn on the EHSI and is followed by LNAV based on entries in this page. The HOLD page is displayed
when a holding waypoint is initially dened, or when the HOLD key is pressed with a holding waypoint already
dened. Since modications to the HOLD page can effect the aircrafts ight path, all modications made must be
executed by pressing the EXEC function key.
1. FIX Displays the name of the holding x.
2. Quadrant/Radial Used as an alternate method to describe the holding radial on which the holding pattern is
based. Enter the desired holding radial into the scratchpad and press the 2L LSK to re-dene the holding pattern
based on the entered radial. The quadrant, expressed as a reference to a compass point, is automatically lled
in with the entry of a radial. For example, entering 160 into the scratchpad and pressing the 2L LSK displays
SE/160 in the data line. Note The INBD CRS eld automatically updates when an entry is made on this data line.
3. Inbound Course/Direction This eld automatically lls in with a direct entry holding course and right hand turns
when a holding waypoint is dened. If the waypoint is on the current route, the inbound holding course is the
inbound course to the waypoint along the route. To change the inbound course, enter the new course into the
scratchpad and press the 3L LSK. To change the holding pattern direction, type L or R into the scratchpad and
press the 3L LSK. Note Any data in the QUAD/RADIAL data eld automatically updates when changes are made
to this data eld.
4. Leg Time Displays the length in minutes of the holding patterns inbound leg. The default value is 1.0 at or below 14,000
and 1.5 above 14,000 when the holding x is initially dened. To redene the leg time, type the desired time into the
scratchpad and press the 4L LSK. Note If an entry is made in the LEG DIST eld, this eld is automatically cleared.
5. Leg Distance Used as an alternate method to describe the size of the holding patterns inbound leg. To redene
the inbound holding pattern leg using distance, type the desired length in miles of the inbound holding leg and
press the 5L LSK. Note The LEG TIME eld is cleared when a LEG DIST is dened.
6. NEXT HOLD Prompt Permits for the denition of a holding pattern at another holding waypoint. The HOLD
AT data box is displayed at the 6L LSK when pressed. A new HOLD page is created when additional holding
waypoints are dened.
7. Speed/Target Altitude Denes the speed and altitude for the holding pattern. This data is used by the FMC to
update performance data and to redraw the holding pattern accurately on the EHSI. When the hold is initially
dened, this eld automatically lls with either prediction data (small type) or waypoint speed and altitude
constraints from the LEGS page (large type). Manually entered data redenes the holding pattern and is
displayed in large type. A valid entry is XXX/yyyyy, where XXX is a speed and yyyyy is an altitude.
8. FIX Estimated Time of Arrival The estimated time of arrival at the holding x is displayed.
9. Expect Further Clearance Time A manually entered time that is used by the FMC for fuel and time predictions.
(Not currently modelled)
10. Hold Available Displays the amount of holding time available before the reserve fuel amount is reached.
11. Best Hold Speed Displays the recommended best holding speed based on aircraft weight and altitude.
When the HOLD key is pressed & no hold pattern exists, this is displayed:
1. HOLD AT data box The name of the holding x gets entered into these boxes. A waypoint from the active route
or a new waypoint may be entered into the data boxes. Line selecting a waypoint in the active route and pressing
the 6L LSK creates a holding pattern at the waypoint and displays the holding page. The holding pattern is placed
into the active route in sequence with no route discontinuity.
If a new waypoint is entered into the HOLD AT data boxes, a scratchpad message HOLD AT XXXXX is displayed
(where XXXXX is waypoint). To place the holding pattern into the route, press an LSK on the LEGS page abeam
where the holding pattern should be placed. This action displays the holding page for the waypoint and places the
new waypoint into the route along with a route discontinuity.
2. Present Position Prompt Pressing the 6R LSK denes a hold at the aircrafts present position and inserts it into
the active route with a route discontinuity.
Exiting or deleting a holding pattern
To delete a holding pattern before reaching it in the route, simply delete the holding pattern entry from the LEGS
page in the same way described for waypoint deletion.
If already in the holding pattern, there are two methods available to exit the hold. Pressing the EXIT HOLD Prompt
at the 6R LSK arms the FMC to exit the hold. The holding pattern continues normally until the holding waypoint
is reached, at which time the hold is deleted and the active waypoint changes to the next route waypoint. A more
direct method to exit the hold is to go direct to another waypoint. Line selecting a down track waypoint from the
current route into the 1L LSK redirects LNAV to navigate to that waypoint and deletes the holding pattern.
Navigation Radio (NAV RAD) Page

1
3
Pressing the NAV RAD function key displays the navigation radio page. This page displays information about
each tuned radio and allows for control over frequency tuning. Note VOR L radio receiver is situated on the Main
glareshield. VOR R is situated on the F/O glareshield.
1. VOR Tuning The tuned frequency and status of the left and right VOR receivers is shown at the 1L and 1R
positions. Displayed for each radio are the frequency, tuning status, and navaid identication. Tuning status
indicates:
A
R
M
The radio is set to AUTO. The FMC automatically tunes the VOR
The radio has been remotely tuned in the FMC.
The radio is set to MAN. Automatic and remote tuning are not available.
To remotely tune the VOR, type the frequency or identier for a navaid into the scratchpad and press the 1L or 1R
LSK to tune it. To cancel a remotely tuned selection, press DELETE followed by the respective LSK. Alternatively,
type A into the scratchpad and press the respective LSK.
In the example above, VOR L is tuned to 108.8, the radio is set to AUTO, and the VOR identier is BDR. VOR R is
tuned to 117.7, the radio is set to AUTO, and the VOR identier is DPK.
2. Radial Displays the current radial to the aircraft from the respective VOR station.
3. Preselect Use the 6L & 6R LSK to place identiers for future use along the routing. Press the LSK abeam the
identiers to reenter to the scratchpad, then press the 1L or 1R LSK to place the identiers to the desired position.
Vertical Navigation (VNAV)

Climb, cruise and descent can be automatically handled through the use of VNAV in the FMC and the VNAV function
of the AFDS. Data entered into the PERF INIT pages is used by the FMC to calculate the vertical performance of
the aircraft. The climb and cruise prediction data found on the LEGS pages is derived from this information. When
waypoint descent constraints are programmed into the LEGS pages for an arrival or approach, the FMC calculates a
descent path and generates descent predictions on the LEGS page as well.
Pressing the VNAV function key on the CDU calls up the active VNAV page. Three VNAV pages are available for
the climb, cruise and descent segments. The active page is determined by the phase of ight. Prior to the top-of-climb
(T/C), pressing the VNAV key displays the VNAV CLB page. Between the T/C and the top-of-descent (T/D), pressing
the VNAV key displays the VNAV CRZ page. And after the T/D is reached, pressing the VNAV key displays the VNAV
DES page. All pages are available for viewing at any time by using the NEXT and PREV PAGE function keys.
When VNAV is the active AFDS mode, the EADI annunciates either VNAV SPD or VNAV PTH. The VNAV SPD
mode indicates that aircraft airspeed is being maintained through aircraft pitch. This mode is engaged in a VNAV climb
or a VNAV descent (in speed intervention mode). The VNAV PTH mode indicates that the aircraft airspeed is being
maintained using thrust. This mode is engaged during all VNAV level offs and during a VNAV path descent.
VNAV Climb
The FMC builds a VNAV climb prole based on data
entered into the VNAV CLB page and the LEGS pages.
VNAV is engaged after takeoff by depressing the
VNAV MCP button. When VNAV is engaged, the FMC
commands for an acceleration to the limiting airspeed
set in the FMC. The FMC maintains the takeoff speed
until reaching the acceleration height programmed in the
TAKEOFF REF page (1000 feet default). The FMC then
commands for an airspeed acceleration that is initially
limited by ap retraction speed limits. When the aps
are up, the default target airspeed becomes 250 knots
or lower if restricted by a SID waypoint constriction on
the LEGS page. Passing 10,000 feet (default value), the
target airspeed becomes either the economy climb speed
set by the FMC or a manually selected climb speed.
The economy climb airspeed is based on the cost index
entered on the PERF INIT page.
All VNAV climbs are performed in VNAV SPD mode at
the FMC commanded airspeed using maximum available
power as determined by the TRP. The TRP automatically
enters a CLB mode after takeoff when VNAV is engaged.
The climb segment lasts until reaching the FMC
programmed cruise altitude.
Intermediate level offs during climb can occur in two ways:
reaching a LEGS page altitude constraint that is part of a
SID, or encountering an AFDS MCP ALT set lower than the
FMC cruise altitude. When a LEGS page altitude constraint
is encountered, the VNAV PTH mode is engaged for the
level off. The aircraft remains level until the constraint is
cancelled upon passing the constrained waypoint. The
climb then continues in the VNAV SPD mode toward the
FMC cruise altitude. When encountering an MCP ALT set
lower than the FMC cruise altitude, the AFDS ALT HOLD
mode is engaged and speed control is transferred back to
the MCP. To continue the climb in VNAV, the MCP ALT must
be reset to a higher altitude and VNAV must be re-engaged
by pressing the VNAV MCP button.
Temporary airspeed changes needed during the climb
can be handled using the speed intervention mode on the
AFDS MCP. Pressing the airspeed select knob opens up

the airspeed window on the MCP. The VNAV climb airspeed
is now set by the MCP value. Pressing the airspeed select
knob a second time cancels speed intervention mode and
transfers speed control back to the FMC.
The top-of-climb (T/C) occurs when the FMC Cruise
altitude is reached. A T/C symbol is shown along the
active route to denote the predicted top-of-climb point.
When the T/C is reached, the aircraft levels off in VNAV
PTH mode and the VNAV Cruise page becomes the
active VNAV page.
VNAV Cruise
When the aircraft levels off at the FMC programmed cruise
altitude, the VNAV PTH mode is engaged and control over
VNAV operation automatically switches to the Cruise page.
When the FMC cruise altitude matches the AFDS MCP ALT,
VNAV PTH mode takes priority. This is the reason that ALT
HOLD mode does not engage in this situation.
The default cruise airspeed set by the FMC is the
economy airspeed based on the cost index entered on the
PERF INIT page. The cruise speed can be changed by
manually entering a new airspeed in the cruise page, or by
selecting long range cruise via the LRC> prompt on the
cruise page. Temporary airspeed changes can be handled
using speed intervention mode as described previously
Once the VNAV cruise altitude is reached, altitude
changes during the cruise segment of the ight are
handled in cruise climb or descent mode. This mode is
entered when a new cruise altitude is entered in the FMC
and the AFDS MCP ALT is set to match. The aircraft
climbs or descends to the newly selected altitude using
VNAV SPD mode. When the MCP ALT is initially set to
a different altitude, the AFDS remains in the VNAV PTH
mode until the FMC cruise altitude is set to match. Also, if
the FMC cruise altitude is set to a different value and the
MCP ALT remains the same, the aircraft remains level in
VNAV PTH until the MCP ALT is set to match.
Temporary airspeed changes needed during the cruise

AFDS MCP. Pressing the airspeed select knob opens up the
airspeed window on the MCP. The VNAV cruise airspeed
The cruise phase continues until reaching the top-ofdescent (T/D) point. This point denotes when a descent
for approach and landing begins. The T/D is calculated
by the FMC based on arrival waypoint altitude constraints
set on the LEGS page. A T/D symbol is shown along the
active route to denote the predicted top-of-descent point.
When the T/D is reached, the VNAV DES page becomes
the active VNAV page.
point the VNAV PTH descent continues to the next altitude

constraint. If the MCP ALT is set higher than the altitude
constraints in the LEGS page, the AFDS enters ALT HOLD
mode when the MCP altitude is reached. To continue a
VNAV descent, the MCP ALT must be reset to a lower
value and the AFDS VNAV button must be pressed.
After the T/D is reached, the EHSI displays a Vertical
Track Indicator (VTI) on the right side of the display.
The VTI pointer indicates if the aircraft is high or low on
the VNAV descent path. The pointers range is +/- 400
feet. Progress page 2 also has a VTK ERROR line that
displays the exact vertical track error in feet.
Temporary airspeed changes needed during the descent
AFDS MCP. Pressing the airspeed select knob opens up the
airspeed window on the MCP. The VNAV descent airspeed
VNAV Descent
The initial VNAV descent path is calculated from the
T/D to the rst waypoint altitude constraint on the LEGS
page. The initial path is calculated for IDLE thrust using
During the approach phase VNAV will enter an
the airspeed set in the VNAV DES page. All subsequent
approach
sub-mode. This non-annunciated sub-mode is
descents are calculated as straight line descents between
active
when:
LEGS page altitude constraints at the selected speed and
required thrust. The descent is accomplished in VNAV
25 nautical miles from destination;
PTH mode.
past the rst waypoint of an approach;
if the runway is the active waypoint;
In order for the aircraft to begin an automatic descent
engages when aps are selected.
upon reaching the T/D, the MCP ALT must be set to a
In this sub-mode when the MCP speed window is
lower altitude. If the aircraft reaches the T/D and the
opened the FMC remains in VNAV PATH, with the A/T
altitude has not been reset, the AFDS enters ALT HOLD
mode. To restore VNAV control over the descent, a lower maintaining MCP speed. This approach mode allows
VNAV to be used with speed intervention on approach.
altitude must be selected on the MCP and the AFDS
VNAV button must be pressed.
The descent phase continues until reaching the end of
descent
at the destination airport. The end of descent is
The default descent airspeed set by the FMC is the
normally
the runway selected for approach. If a runway
economy airspeed based on the cost index entered on the
is
not
selected,
the E/D is the last waypoint on the LEGS
PERF INIT page. The descent airspeed can be changed
page
that
has
an
altitude constraint.
by manually entering a new airspeed on the descent
page. The descent speed is also changed by setting
waypoint airspeed constraints on the LEGS page. When a
waypoint is encountered that has an airspeed constraint,
the DES page airspeed is changed to this new value.
Temporary airspeed changes can be handled using speed
intervention mode as described previously. A descent in
speed intervention mode changes the active VNAV mode
from VNAV PTH to VNAV SPD.
The descent to the rst altitude restriction is
accomplished at idle thrust. When the throttle reaches idle
during descent, the A/T enters THR HOLD mode. Descent
airspeed is monitored by the FMC to maintain +/- 15 knots
of the commanded airspeed while on the descent path.
Intermediate level offs during descent can occur in two
ways: reaching a LEGS page altitude constraint on a
STAR/Approach, or encountering an AFDS MCP ALT set
higher than the FMC altitude constraints. When a LEGS
page altitude constraint is encountered that requires a
level off, the VNAV PTH mode remains engaged for the
level off. The aircraft remains level until reaching the last
waypoint having the same altitude restriction, at which
VNAV Pages (CLB, CRZ, DES)

Pressing the VNAV function key on the FMC CDU displays the active VNAV page. The available pages are climb
(CLB), cruise (CRZ) and descent (DES). The page displayed when the VNAV function key is pressed is dependant on
the phase of ight. All three pages may be viewed at any time by using the NEXT and PREV PAGE function keys.
VNAV CLB Page

The VNAV CLB page is primarily used during the climb
segment to control airspeed when VNAV is in use. The title of
the VNAV CLB page indicates if the data displayed is active
5
1
(ACT) or modied (MOD). Additionally, if the AFDS is in speed
2
intervention mode, the title changes to MCP SPD CLB to
indicate that speed is controlled via the MCP.
3
6
All modications to CLB page data require execution with
4
7
the EXEC function key prior to becoming active. When
modications are made, an <ERASE prompt appears at the
8
6L LSK. Pressing the 6L LSK prior to executing the changes
erases all changed data and restores the display of active data.
9
For VNAV to function, a CRZ ALT is required. All other data
boxes are either optional or display default FMC data.
1. Cruise Altitude The cruise altitude entered on the PERF INIT page is displayed here. To change the target cruise
altitude, enter an altitude into the scratchpad followed by pressing the 1L LSK. Valid entries for altitude are XXX,
XXXX, XXXXX, and FLXXX. The altitude is displayed in feet when below the TRANS ALT and as ight levels
when above. Changes to the cruise altitude on this page are carried over to all other pages that display CRZ ALT.
2. Speed Display Displays the current target climb airspeed/Mach. ECON SPD is displayed when economy speed is
in use. SEL SPD is displayed when a speed is manually entered. To change the current climb speed, type an IAS
or MACH speed into the scratchpad and press the 2L LSK. If the entry of both speeds is desired, the format is xxx/.
XXX, where xxx is IAS and .XXX is MACH. The FMC commanded airspeed is IAS until the MACH value is reached.
To restore ECON speed when SEL SPD is displayed, press the DEL data entry key followed by the 2L LSK.
If speed intervention mode is in use, the title page changes to MCP SPD CLB. In this mode, airspeed is controlled
via the MCP and cannot be controlled on the VNAV CLB page.
3. Speed Transition Displays the FMC transition airspeed and altitude. The FMC target climb airspeed is limited
to the value displayed until reaching the altitude displayed. The airspeed limit is removed as the aircraft climbs
through the altitude displayed. The default value is 250 knots until reaching 10,000 feet. This entry may be
changed or deleted manually. To change the entry, type xxx/XXXXX (xxx=airspeed, XXXXX=altitude) into the
scratchpad and press the 3L LSK. To delete the entry, press the DEL data entry key followed by the 3L LSK.
4. Speed Restriction This is an optional eld for the entry of an additional FMC climb speed restriction to altitude.
To make an entry, type xxx/XXXXX (xxx=airspeed, XXXXX=altitude) and press the 4L LSK. When an entry is
made, the FMC target airspeed is limited to the value displayed until reaching the altitude displayed. To delete the
speed restriction, press the DEL key & 3L LSK.
5. Waypoint Altitude Constraint Displays the next waypoint altitude constraint entered into the LEGS page. If
no altitude constraints are entered into the LEGS page, this eld is blank. When VNAV is engaged, the FMC
commanded airspeed and altitude are constrained to the values entered on the LEGS page until reaching the
displayed waypoint (AT XXXXX).
In the following example consider the how VNAV climb is managed with waypoint constraints. Airspeed and altitude
climb constraints are entered onto the LEGS page in the right column of the waypoint data line. Data displayed in
small type are speed and altitude predictions based on performance. Data displayed in large type are speed and
altitude constraints (entered manually or by procedure). See the LEGS
Page section of this manual for an explanation of how to enter manual
speed and altitude constraints.
The example LEGS page shows that a speed and altitude constraint of
210/7000B has been entered at the BAKRR waypoint. The FMC restricts
the commanded VNAV speed to 210 knots until BAKRR (notice that the
airspeed prediction for WASTE is 210). The FMC also restricts the VNAV
climb to cross BAKRR at or below 7000 feet.
After passing BAKRR, the VNAV CLB page changes to AT MINEY and
8000 since the MINEY waypoint has an altitude constraint of 8000 feet.
After passing the BAKRR waypoint, VNAV will increase speed to 250 knots prior to MINEY waypoint because the
airspeed of 250 is displayed in small type.
After passing MINEY, the VNAV CLB page changes to AT BOACH and 13000 since the BOACH waypoint has an
altitude constraint of 13000 feet or above. The BOACH waypoint is not speed restricted since the speed is displayed
in small type. Notice that the speed prediction is now 326 since the FMC airspeed in this example is no longer
restricted to 250/10000 (the entry in the SPD TRANS data line on the VNAV CLB page).
Keep in mind that for a VNAV climb to continue at each waypoint, the MCP ALT must be set to a higher altitude than
that listed for a LEGS page constraint. If the MCP ALT is reached prior to a LEGS page constraint, the AFDS levels
off in ALT HOLD mode. In this case, the MCP must be reset to a higher altitude and VNAV
reselected on the MCP for a VNAV climb to continue.
6. Transition Altitude Displays the altitude above which the FMC begins to list altitudes as
ight levels. This value may be manually changed by typing an altitude into the scratchpad
followed by pressing the 3R LSK.
7. Maximum Angle Speed Displays the maximum angle of climb speed based on
6
performance calculations. This speed is for reference only and cannot be changed.
7
8. Engine Out Speed Prompt When pressed, changes the page to display engine out data.
8
9. Climb Direct Prompt When pressed, removes all speed and altitude climb constraints
9
entered into the LEGS page. If VNAV is in use, the FMC continues to climb until reaching
the CRZ ALT or the MCP ALT, whichever is lower.
VNAV CRZ Page

The VNAV CRZ page is used to control airspeed and altitude while in the cruise phase with VNAV engaged. All
airspeed and altitude changes are made from this page only. Cruise speed and altitude changes are never made via
the LEGS pages.
The title of the VNAV CRZ page displays if the page is active (ACT)
or being modied (MOD). The title page indicates the cruise speed
1
selected as follows:
6
ECON
CRZ CLB
CRZ DES
ENG OUT
LRC
MCP
M.XXX
XXXKT
Economy cruise.
Cruise climb.
Cruise descent.
Engine out speed. (Currently not modelled)
Long range cruise speed.
MCP is controlling speed.
Specic MACH speed that is manually entered.
Specic airspeed that is manually entered.
5
7
8
All modications to CRZ page data require execution with the EXEC function key prior to becoming active. When
modications are made, an <ERASE prompt appears at the 6L LSK. Pressing the 6L LSK prior to executing the
changes erases all changed data and restores the display of active data.
1. Cruise Altitude The cruise altitude entered on the PERF INIT page is displayed here. To change the cruise
altitude, enter an altitude into the scratchpad followed by pressing the 1L LSK. Valid entries for altitude are XXX,
XXXX, XXXXX, and FLXXX. The altitude is displayed in feet when below the TRANS ALT and as ight levels
when above. Changes to the cruise altitude on this page are carried over to all other pages that display CRZ ALT.
After reaching the cruise altitude in VNAV, all enroute changes in altitude prior to the T/D are initiated by changing
the cruise altitude on the CRZ page. Type the new cruise altitude into the scratchpad and press the 1L LSK to
change the CRZ ALT. Then, select the new target altitude on the AFDS MCP. This initiates a VNAV cruise climb
or descent to the new altitude. If both altitudes (FMC and MCP) are not changed, VNAV continues in cruise at the
previously programmed altitude.
2. Speed Display Displays the current target cruise speed. ECON SPD is displayed when economy speed is in
use. SEL SPD is displayed when a speed is manually entered. LRC SPD is displayed when long range cruise
is selected. E/O SPD is displayed when the engine out speed is selected. To change the current cruise speed,
type an IAS or MACH speed into the scratchpad and press the 2L LSK. The format is XXX for IAS and .XXX for
MACH. To restore ECON speed when SEL SPD is displayed, press the <ECON prompt at the 5L LSK. If speed
intervention mode is in use, the title page changes to MCP SPD CRZ. In this mode, airspeed is controlled via
the MCP and cannot be controlled on the VNAV CRZ page.
3. Step Size Displays the step climb value used for VNAV STEP
TO performance calculations. ICAO is the standard value and
indicates a step climb size of 2000 feet below FL290 and 4000
6
feet above FL290. Valid entries range from 0 to 9000 in 1000 foot
increments. When 0 is entered, all VNAV predictions are based
on a constant cruise altitude.
3
5
4. ECON Prompt Press 5L LSK to change speed display to
economy speed.
7
4
5. Optimum and Maximum Altitudes Displays the optimum &
8
maximum cruise altitudes for current gross weight based on FMC
performance data.
6. Step Data The STEP TO eld displays the recommended step climb altitude based on the step size. The AT eld
displays the point at which a step climb is recommended. In this example, a step climb is not recommended until
1397 miles which is predicted to occur at 2154Z time.
7. Engine Out Prompt Engine out speed. (Currently not modelled)
8. Long Range Cruise Prompt (LRC>) Press the 6R LSK to select the long range cruise speed.
VNAV DES Page

The VNAV DES page is used to make modications to the descent
path. This page is primarily used to make VNAV descent airspeed
5
1
modications. The title of the VNAV DES page indicates if the data
displayed is active (ACT) or modied (MOD). Additionally, if the AFDS
2
is in speed intervention mode, the title changes to MCP SPD DES
3
to indicate that speed is controlled via the MCP. If a specic descent
airspeed or Mach has been entered, the page title changes to reect
4
the manually entered speed.
All modications to DES page data require execution with the EXEC
6
function key prior to becoming active. When modications are made,
7
an <ERASE prompt appears at the 6L LSK. Pressing the 6L LSK
prior to executing the changes erases all changed data and restores
the display of active data.
1. End of Descent Waypoint Displays the name of the waypoint in the LEGS page with the lowest altitude
constraint. This eld is blank if no altitude constraints have been entered on the LEGS page.
2. Speed Display Displays the current target descent airspeed/Mach. This airspeed is used to calculate the VNAV
descent path. This speed is commanded by the FMC during the descent until a lower speed is encountered as
part of a LEGS page constraint. ECON SPD is displayed when economy speed is in use. SEL SPD is displayed
when a speed is manually entered. To change the current descent speed, type an IAS or MACH speed into the
scratchpad and press the 2L LSK. If the entry of both speeds is desired, the format is .XXX/xxx, where XXX
is MACH and xxx is IAS. The FMC commanded descent airspeed is MACH until the IAS value is reached. To
restore ECON speed when SEL SPD is displayed, press the DEL data entry key followed by the 2L LSK.
If speed intervention mode is in use, the title page changes to MCP SPD DES. In this mode, airspeed is controlled
via the MCP and cannot be controlled on the VNAV DES page.
3. Speed Transition Displays the FMC transition airspeed and altitude. The FMC target descent airspeed is limited
to the value displayed at or below the altitude displayed. The default value is 240 knots at or below 10,000
feet. This entry may be changed or deleted manually. To change the entry, type xxx/XXXXX (xxx=airspeed,
XXXXX=altitude) into the scratchpad and press the 3L LSK. To delete the entry, press the DEL data entry key
followed by the 3L LSK.
4. Speed Restriction This is an optional eld for the entry of an additional FMC descent speed restriction below
an altitude. To make an entry, type xxx/XXXXX (xxx=airspeed, XXXXX=altitude) and press the 4L LSK. When
an entry is made, the FMC target airspeed is limited to the value displayed at or below the altitude displayed. To
delete the speed restriction, press the DEL data entry key followed by the 3L LSK.
5. Waypoint Altitude Constraint Displays the next waypoint altitude constraint entered into the LEGS page. If
no altitude constraints are entered into the LEGS page, this eld is blank. When VNAV is engaged, the FMC
commanded airspeed and altitude are constrained to the values entered on the LEGS page until reaching the
displayed waypoint (AT XXXXX) (see example next page).
6. Descend Direct Prompt This prompt displays after the T/D is reached. When pressed, deletes all waypoint
altitude constraints on the LEGS page between the current aircraft altitude and the MCP altitude.
7. Descend Now Prompt This prompt displays (replaces DES DIR > at the 6R LSK position) before the T/D is
reached. When pressed, begins a descent of 1250 fpm until reaching the calculated VNAV path. For the descent
to commence, the AFDS MCP altitude must be set to a lower value. The AFDS levels off at the higher of the MCP
altitude or the next FMC waypoint constraint.
In the following example consider the how a VNAV descent path is calculated with waypoint constraints. Airspeed
and altitude descent constraints are entered onto the LEGS page in the
right column of the waypoint data line. Data displayed in small type are
speed and altitude predictions based on performance. Data displayed
in large type are speed and altitude constraints. The constraints are
entered manually or by procedure.
The example LEGS page shows an altitude constraint of 17000 feet at
CIVET. The T/D point and VNAV idle descent path are calculated based
on this rst waypoint constraint. Since a speed has not been specied at
CIVET, the FMC target airspeed from the VNAV DES page is shown as
300 in small type.
After passing CIVET, the VNAV DES page changes to AT ARNES and 12000 since ARNES contains the next
descent constraint of 280/12000. A VNAV path is calculated for a straight descent between CIVET (at 17000 feet) and
ARNES (at 12000 feet), such that ARNES is crossed at 280 knots. Since no constraint has been entered for BREMR,
the data displayed is prediction data based on the calculated VNAV path between CIVET and ARNES.
After passing ARNES, the VNAV DES page changes to AT SUZZI and 9000. A VNAV path is calculated for a
straight descent between ARNES (at 12000) and SUZZI (at 9000). The SPEED TRANS of 240/10000 comes into play
between these two waypoints since the FMC is predicting an airspeed of 240 at SUZZI.
Keep in mind that for a VNAV DES to continue at each waypoint, the MCP ALT must be set to a lower altitude than
that listed for a LEGS page constraint. If the MCP ALT is reached prior to a LEGS page constraint, the AFDS levels
off in ALT HOLD mode. In this case, the MCP must be reset to a lower altitude and VNAV reselected on the MCP for a
VNAV descent to continue.
NEW to FSX The descent logic in the FSX version of the 767 has modied from the FS9 version. Below is a quick
point description of the Pegasus FMC logic and the associated VNAV descent characteristics.
ON Path (within speed limits and altitude limits)

Pitch mode = VNAV PTH
A/T mode = throttle decreases to IDLE, then sets HOLD
Idle descent phase: Speed limits +/- 15 knots, up to Mmo/Vmo11 knots or down to speed protection;
Past idle phase: Speed limits +/- 10 knots, up to Mmo/Vmo-11
knots or down to speed protection.
Overspeed reverts to:
Pitch mode = VNAV SPD
A/T mode = IDLE to HOLD
Aircraft pitches to VNAV speed and DRAG REQUIRED
message displays.
Underspeed reverts to:
Pitch mode = VNAV PATH
A/T mode = SPD
Aircraft throttles increase to maintain min speed and THRUST
REQUIRED message displays if A/T is disengaged.
Above path (speed window closed):

A/T mode = IDLE to Hold
Aircraft pitches to VNAV speed + 15 (limited by Mmo/Vmo-11
knots) and DRAG REQUIRED message displays.
Below path (speed window closed):
A/T mode = SPD
Aircraft pitches to -1250fpm and thrust increases to maintain
VNAV speed.
NOTE Above path / below path = more than +/- 500 ft
Opening the MCP speed window during the VNAV PATH descent
results in the pitch mode changing to VNAV SPD. The aircraft
leaves the VNAV PATH and pitches to MCP SPD. Programmed
not below altitudes will be kept if encountered, however speed
constraints will not.
Saving FMC Route DATA (RTE, SID, STAR, APP)

Waypoints listed in the LEGS pages may be saved in the FMC database. The waypoints may be saved as a route to
be used later, or they may be saved as part of a DEP/ARR database procedure (SID, STAR, or approach). Pressing the
MENU function key displays a menu with a SAVE ROUTE> prompt at the 5R LSK.
Pressing the 5R LSK displays the SAVE ROUTE menu. The SAVE ROUTE menu has two pages that display
choices for classifying how the LEGS page data is to be saved. Use the NEXT and PREV PAGE keys to switch
between pages. The waypoints found on the active LEGS page are saved when using the SID, STAR and approach
prompts. Waypoints found on the inactive route page cannot be saved using the SID, STAR and approach prompts.
1. Save Route 1 Press the 1L LSK to save RTE page data and waypoints from RTE1 as a ightplan. When pressed,
a data line is displayed at the 5L LSK for entry of the ight plan name.
Type the name of the ightplan into the scratchpad and press the 5L LSK. The ightplan name can be any
combination of up to 10 letters and numbers. The entry of more than 10 characters generates an INVALID
ENTRY message in the scratchpad. Once entered, press the <SAVE TO DISK prompt at the 6L LSK to save
the ightplan.
To recall a saved ightplan, enter the ightplan name into the CO ROUTE data eld found on the RTE page. This
action automatically loads all saved route information and waypoints.
If there are no legs present in RTE1, a LEGS REQD message is generated in the scratchpad when the 1L LSK is pressed.
The route does not have to be activated to be saved.
When recalling the route using the CO ROUTE data eld on the RTE page, do not add the .RTE extension to the name.
2. Save Route 2 Press the 2L LSK to save RTE page data and waypoints from RTE2 as a ightplan. The balance of
the procedure is the same as described for RTE1 above.
3. Save LEGS as SID Press the 3L LSK to save the waypoints listed in the active LEGS page as a SID procedure
for the departure airport shown on the RTE page. When pressed, a submenu is presented to select the departure
airport runway(s) to which the SID applies.
If the waypoints to be saved are for a SID that applies to all runways,
no action is required (<ALL> is the default selection). If the SID
waypoints apply to 1 specic runway, press the left side LSK abeam
the desired runway. Type the desired name for the SID into the
scratchpad and press the 6L LSK to enter it. The name can be a
combination of up to 10 letters and numbers. Press the SAVE TO
DISK> prompt at the 6R LSK to save the SID.
Do not use this procedure to save multiple runway transitions for a single
SID that shares common waypoints. Doing so results in duplicate SID
listings on the DEP page (see #8 for saving runway transition waypoints).
Do not save SID transition procedures using this procedure. Saving SID transition procedures is explained in #5.
Only the active route waypoints are saved using this procedure.
When saving a SID, only those waypoints that are part of the main SID should appear in the LEGS page prior to saving.
Saved SIDs are available from the DEP page of the selected airport.
4. Save Legs as STAR or Approach Press the 4L LSK to save the waypoints listed in the active LEGS page as a
STAR or approach procedure for the arrival airport shown on the RTE page.
When the 4L LSK is pressed and an arrival runway is not part of the active route, the waypoints are saved as a
STAR. The depicted KLAS-STAR NAME data line appears at the 5L LSK.
Type the name of the STAR into the scratchpad and press the 5L LSK to enter
it. The STAR name can be a combination of up to 10 letters and numbers. Press
the <SAVE TO DISK prompt at the 6L LSK to save the STAR.
When the 4L LSK is pressed and an arrival runway appears as a waypoint
in the active route, the waypoints are saved as an approach. The depicted KLAS-APPROACH NAME data line
appears at the 5L LSK.
Type the name of the approach into the scratchpad and press the 5L LSK to
enter it. The approach name can be a combination of up to 10 letters and numbers.
Press the <SAVE TO DISK prompt at the 6L LSK to save the approach.
Do not save as STAR or approach transitions. Saving STAR & approach transitions are explained in #6 and #7.
When saving a STAR or approach, only those waypoints that are part of the STAR or approach procedure should appear
in the LEGS page prior to saving.
Saved STARs and approaches are available from the ARR page of the selected airport.
5. Save SID Transition Press the 1L LSK to save the waypoints listed in the active LEGS page as a SID transition.
When pressed, a submenu of SIDs available for the active departure airport is presented.
This example shows three SIDS already programmed. Select the SID to
which the transition applies by pressing the LSK abeam the SID name.
Type the name of the SID transition into the scratchpad and press the 6L
LSK. The name can be a combination of up to 10 letters and numbers.
Press the 6R LSK SAVE TO DISK> prompt to save the SID transition
for the selected SID.
A SID must exist for the departure airport in order to save a SID transition.
Save the main SID waypoints using the procedure in #3 before programming
the transition.
When saving a SID transition, only those waypoints that are part of the
SID transition should appear in the LEGS page prior to saving. Do not include any main SID waypoints since they are
already saved as part of the selected SID to which the transition applies.
Saved SID transitions are displayed in the SID TRANS column of the DEP page when SID is selected.
6. Save STAR Transition Press the 2L LSK to save the waypoints listed in the active LEGS page as a STAR
transition. When pressed, a submenu of STARs available for the active arrival airport is presented.
This example shows one STAR already programmed. Select the STAR to
which the transition applies by pressing the LSK abeam the star name.
Type the name of the STAR transition into the scratchpad and press
the 6L LSK to enter it. The name can be a combination of up to 10
letters and numbers. Press the 6R LSK SAVE TO DISK> prompt to
save the STAR transition for the selected STAR.
A STAR must exist in order to save a STAR transition. Save the main STAR
waypoints using the procedure in #4 before programming the transition.
When saving a STAR transition, only those waypoints that are part of the
STAR transition should appear in the LEGS page prior to saving. Do not include any main STAR waypoints since they are
already saved as part of the selected STAR to which the transition applies.
Saved STAR transitions are displayed in the STAR TRANS column of the ARR page when the STAR is selected.
7. Save Approach Transition Press the 3L LSK to save the waypoints listed in the active LEGS page as an
approach transition. When pressed, a submenu of approaches available for the active arrival airport is presented.
This example shows one approach already programmed. Select the
approach to which the transition applies by pressing the LSK abeam
the approach name. Type the name of the approach transition into
the scratchpad and press the 6L LSK to enter it. The name can be a
combination of up to 10 letters and numbers. Press the 6R LSK SAVE TO
DISK> prompt to save the approach transition for the selected approach.
An approach must exist for the arrival airport in order to save a STAR
transition. Save the main approach waypoints using the procedure in #4
before programming the transition.
When saving an approach transition, only those waypoints that are part
of the approach transition should appear in the LEGS page prior to saving. Do not include any main approach waypoints
since they are already saved as part of the selected approach to which the transition applies.
Saved approach transitions are displayed in the APPCH TRANS column of the ARR page when the approach is selected.
8. Save Runway Specic SID Legs Some SIDs have runway specic transition waypoints that occur prior to
the main SID waypoints. This prompt is used to save runway specic waypoints for a SID with multiple runway
transitions to common waypoints.
The name of the runway to which the runway specic waypoints apply must be entered into the RTE page. Once the
runway specic transition waypoints are entered on the active LEGS page, press the 4L LSK to display the SID name
selection submenu (shown previously in #5). Press the LSK abeam the SID to which the transition applies to select it.
Then press the SAVE TO DISK> prompt at the 6R LSK to save the runway transition for the selected SID.
A SID must exist for the departure airport in order to save a runway transition. Save the main SID waypoints using the
procedure in #3 before programming the runway transition.
When saving a runway transition, only those waypoints that are part of the runway transition should appear in the LEGS
page prior to saving. Do not include any main SID waypoints since they are already saved as part of the selected SID to
which the runway transition applies. Also, double check that the correct runway is entered on the RTE page prior to saving
the runway transition.
A SID selected from the DEP page, the runway transition waypoints are automatically added to the SID based on the
departure runway selected on the RTE page.
FMC Database Programming Examples

The following examples show the steps involved in programming SIDs, STARs, and approaches into the FMC
database. The examples are made up from actual waypoints in and around KLAS. The default installation of the
database is located at C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\Level-D Simulations\navdata.
The FMC database procedures are stored in *.xml format. Those familiar with the xml format can manipulate the
data manually by opening this le in WordPad, Notepad, or any suitable xml editor.
SID Programming Example

The following example shows how to program a SID. SIDs can be as simple as a single waypoint with no transitions,
or a more comprehensive procedure with multiple transitions. The example below is a made up procedure called the
JEBBB1 departure at KLAS. This is a comprehensive SID with multiple transition elements.
All SIDs consist of one or more main procedure waypoints. In this example, the JEBBB and ROPPR waypoints are
the main procedure since they are common to all transitions. Program the main part of the SID as follows:
1. On the RTE page, enter the departure airport. Enter KLAS since this procedure is made up using waypoints in and around
that airport. The entry of an arrival airport is optional.
2. On the LEGS page, enter ROPPR and JEBBB in their proper sequence and delete all other waypoints.
3. Press the EXEC function key to activate the FMC changes.
4. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu.
5. Press the 3L LSK to save the LEGS as a SID.
6. This procedure is used by more than one runway, so <ALL> runway is used. No action is required since this is the default selection.
7. Type JEBBB1 into the scratchpad and press the 6L LSK to name the SID.
8. Press the 6R LSK to save the SID.
The JEBBB1 SID is now part of the KLAS departure database. If these were the only two waypoints for the SID, the
programming would be complete. This is how a simple SIDs with no transitions would be programmed.
Once the main SID waypoints are programmed, any existing transition procedures can be programmed. This example
has runway specic transitions used to join the main SID. Runway specic procedures are not found at all airports.
When they do exist, such as in our example, they are programmed as follows:
1. On the RTE page, enter the departure airport and the specic departure runway for the runway transition. In this example we
will program the 25R transition. Enter KLAS and runway 25R into the RTE page.
2. On the LEGS page, enter RBELL into the 1L position & delete all other waypoints.
5. Press the NEXT PAGE function key to display page 2.
6. Press the 4L LSK to save the LEGS as a SID runway transition.
7. Press the LSK abeam the JEBBB1 SID to select it.
8. Press the 6R LSK to save the runway transition.
To program the 25L runway transition, modify steps 1 and 2 to reect runway 25L and PIRMO for that transition. All
remaining steps are the same.
A more common type of transition is an enroute SID transition that follows the main SID waypoints. This example
has two enroute SID transitions that occur after JEBBB. These transitions are programmed as follows:
1. On the RTE page, enter the departure airport. This entry does not have to be made if the departure airport is correct. We
continue to use KLAS for our example.
2. On the LEGS page, enter HEC into the 1L position and delete all other waypoints.
6. Press the 1L LSK to save the LEGS as a SID transition.
7. Press the LSK abeam the JEBBB1 SID to select it.
8. Type HEC into the scratchpad & press the 6L LSK to enter the transition name.
9. Press the 6R LSK to save the SID transition.
To program the remaining SID transition, substitute TNP for HEC in step 2. All remaining steps are the same.
With the programming complete, the JEBBB1 SID can now be selected from the DEP screen for KLAS. When the
SID is selected, the main waypoints of ROPPR and JEBBB are added to the LEGS page. If runway 25L or 25R is
selected, the appropriate runway transition waypoint is automatically added to the LEGS page. The optional HEC
and TNP enroute transitions are offered in the SID TRANS column. When selected, the appropriate enroute transition
waypoint is added to the LEGS page.
STAR Programming Example

The following example shows how to program a STAR. A STAR is broken down into the main procedure waypoints
and the optional transition waypoints. The example is a made up procedure called the CRESO1 arrival at KLAS.
All STARs consist of one or more main procedure waypoints. In this example, the DANBY and CRESO waypoints
are the main procedure since they are common to all transitions. Program the main part of the STAR as follows:
1. On the RTE page, enter a departure and arrival airport. The arrival airport must be the airport for which the STAR applies. We
use KLAS in our example.
2. On the LEGS page, enter DANBY and CRESO in their proper sequence and delete all other waypoints.
5. Press the 4L LSK to save the LEGS as a STAR.
6. Type CRESO1 into the scratchpad and press the 5L LSK to name the STAR.
7. Press the 6L LSK to save the STAR.
The CRESO1 STAR is now part of the KLAS arrival database. If these were the only two waypoints for the STAR,
the programming would be complete. This is how a simple STAR with no transitions would be programmed.
Once the main STAR waypoints are programmed, any existing transition procedures can be programmed. This
example has two enroute STAR transitions used to join the main STAR waypoints. Program the transitions as follows:
1. On the RTE page, enter a departure and arrival airport. The arrival airport must be the airport for which the STAR applies.
This entry does not have to be made if the arrival airport is correct. We continue to use KLAS in our example.
2. On the LEGS page, enter HEC into the 1L position and delete all other waypoints.
6. Press the 2L LSK to save the LEGS as a STAR transition.
7. Press the LSK abeam the CRESO1 STAR to select it.
8. Type HEC into the scratchpad & press the 6L LSK to enter the transition name.
9. Press the 6R LSK to save the STAR transition.
To program the remaining STAR transition, substitute DAG for HEC in step 2. All remaining steps are the same.
With the programming complete, the CRESO1 STAR can now be selected from the ARR screen for KLAS. When the
STAR is selected, the main waypoints of DANBY and CRESO are added to the LEGS page. The optional HEC and
DAG transitions are offered in the STAR TRANS column.
When selected, the appropriate transition waypoint is added to the LEGS page.
Approach Programming Example

The following example shows how to program an approach procedure. Approach procedures are broken down into
the main approach, missed approach, and optional transitions. The main and missed approaches are programmed
together in one procedure. The optional transitions are programmed separately. The following example is the ILS to
runway 25R at KLAS.
The main part of the approach procedure consists of the two waypoints leading up to the runway, the runway, and
the missed approach procedure. Program the main part of the approach as follows:
1. On the RTE page, enter a departure and arrival airport. The arrival airport must be the airport for which the approach applies.
This entry does not have to be made if the arrival airport is correct. We continue to use KLAS for our example.
2. On the LEGS page, enter the HAWKO and CONDY waypoints in their proper sequence and delete all other waypoints.
3. Press the DEP ARR function key to display the KLAS ARR page. If the arrival page is not displayed, use the INDEX prompt
to select it from the DEP ARR index. It may be necessary to press the EXEC key to reveal the DEP ARR INDEX prompt.
4. Press the LSK abeam runway 25R in the right column of the ARR page. Use the NEXT PAGE function key if the runway is
not displayed on page 1.
5. Press the LEGS function key to display the LEGS page and ensure that the runway appears after the last entered waypoint.
6. On the LEGS page, insert BLD after the runway waypoint.
7. Enter optional crossing airspeeds and altitudes for any waypoints in the right column of the LEGS page.
10. Press the 4L LSK to save the LEGS as an approach.
11. Type ILS25R into the scratchpad, then press 5L LSK to name the approach.
12. Press the 6L LSK to save the approach.
The ILS25R is now part of the KLAS arrival database. To program a LOC, VOR, RNAV or NDB approach, follow the
same steps as shown here except name the approach appropriately.
Once the approach is programmed, any existing transition procedures can be programmed. This example has one
approach transition that can be programmed as follows:
1. On the RTE page, enter a departure and arrival airport. The arrival airport must be the airport for which the approach applies.
This entry does not have to be made if the arrival airport is correct. We continue to use KLAS for our example.
2. On the LEGS page, enter CROWE and FLICR in their proper sequence and delete all other waypoints.
6. Press the 3R LSK to save the LEGS as an approach transition.
7. Press the LSK abeam the ILS25R to select it.
8. Type CRESO into the scratchpad & press 6L LSK to enter the transition name.
9. Press the 6R LSK to save the approach transition.
With the programming complete, the ILS25R approach can now be selected from the ARR screen for KLAS. When
the approach is selected, the approach waypoints starting at HAWKO are added to the LEGS page. The optional
CRESO transition is offered in the APPCH TRANS column. When selected, the appropriate transition waypoints are
added to the LEGS page.
Conditional Waypoint Programming

Special waypoints can be programmed into the FMC to handle SID, STAR and approach conditional waypoints.
These waypoints are programmed using the LEGS page and can only be programmed while the aircraft is on
the ground. The following types of conditional waypoints can be programmed:
Heading to Altitude
This type of waypoint can be used for a procedure that requires a constant heading until reaching a specied
altitude. An arbitrary anchor waypoint is used to start the programming.
.CHA/Altitude/Heading/Option1/Option2
.CHA
Altitude
Heading
Option1
Option2
denes the waypoint as being a constant heading to altitude.

the altitude to which the heading is maintained.
the heading or track to maintain to altitude.
specify the direction of turn upon waypoint passage.
L= Left, R= Right, A= Auto
specify if a heading or track should be maintained.
H= Heading, T= Track
The formula is then entered into the LEGS page by pressing the LSK abeam the arbitrary anchor waypoint. This
creates the heading to altitude conditional waypoint. The arbitrary anchor waypoint is then deleted.
Example From runway 31L at KJFK, a SID requires a 315 heading until reaching 500 feet, followed by a left turn on
course.
1. On the LEGS page, enter JFK as an arbitrary waypoint at the 1L LSK.
2. Type .CHA/500/315/L/H into the scratchpad and press the 1L LSK.
3. Press DEL key followed by the 2L LSK to remove the arbitrary JFK waypoint.
4. Press the EXEC function key to execute the changes.
Subsequent waypoints can be added starting at the 2L LSK.
Note Be sure to press the LSK abeam the arbitrary waypoint when entering the formula into the LEGS page.
Pressing an LSK for an empty waypoint eld generates an error message.
Heading to Radial Crossing

This type of waypoint can be used for a procedure that requires a constant heading until crossing a predetermined x
radial and can only be programmed while the aircraft is on the ground. The radial to be crossed is only used to dene
the waypoint (for radial tracking see Radial Intercept). The anchor waypoint used to start programming is the x used
to dene the crossing radial.
.VRI/Radial/Heading/Option1/Option2
.VRI
Radial
Heading
Option1
Option2
denes the waypoint as being a constant heading to a radial.

the radial to be crossed.
the heading or track to maintain to the radial.
The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint. This transforms the
anchor waypoint into a heading to radial intercept waypoint.
Example From runway 31L at KJFK, a SID requires a 315 heading until passing the CRI 043 radial followed by a
left turn on course.
1. On the LEGS page, enter CRI as the anchor waypoint at the 1L LSK.
2. Type .VRI/043/315/L/H into the scratchpad and press the 1L LSK.
Note Be sure to press the LSK abeam the anchor waypoint when entering the formula into the LEGS page. Pressing
an LSK for any other waypoint eld generates an error message.
Heading To Distance
This type of waypoint can be used for a procedure that requires a constant heading until reaching a specic
distance from a x and can only be programmed while the aircraft is on the ground. The anchor waypoint used to start
programming is the x used to dene the distance.
.DMI/Distance/Heading/Option1/Option2
.DMI
Distance
Heading
Option1
Option2
denes the waypoint as being a constant heading to distance.

the distance from the x.
the heading or track to maintain until the specied distance.
The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint. This transforms the anchor
waypoint into a heading to distance waypoint.
Example From runway 25R at KLAX, a SID requires a heading of 220 until the LAX 10 DME and then a
right turn on course.
1. On the LEGS page, enter LAX as the anchor waypoint at the 1L LSK.
2. Type .DMI/10/220/R/H into the scratchpad and press the 1L LSK.
Vectors
This type of waypoint can be used for a procedure that requires vectors and can only be programmed while the
aircraft is on the ground. An arbitrary anchor waypoint is used to start the programming.
.VEC/Heading/Option1/Option2
.VEC
Heading
Option1
Option2
denes the waypoint as being a constant heading to altitude.

the heading or track to maintain.
Enter A for automatic turns.
The formula is then entered into the LEGS page by pressing the LSK abeam the arbitrary anchor waypoint. This
creates the vector waypoint. The arbitrary anchor waypoint is then deleted.
Example From runway 25R at KLAX, a SID requires a heading of 250 for vectors on course.
1. On the LEGS page, enter LAX as an arbitrary waypoint at the 1L LSK.
2. Type .VEC/250/A/H into the scratchpad and press the 1L LSK.
3. Press DEL key followed by the 2L LSK to remove the arbitrary LAX waypoint.
Note Be sure to press the LSK abeam the arbitrary waypoint when entering the formula into the LEGS page.
Pressing an LSK for an empty waypoint eld generates an error message.
Radial Intercept
This type of waypoint can be used for a procedure that requires a constant heading until intercepting a x radial. The
intercepted radial is then tracked until the next waypoint is reached and can only be programmed while the aircraft is
on the ground. The anchor waypoint used to start programming is the x used to dene the intercept radial. Then, the
following formula is entered into the scratchpad:
.INT/Radial/Heading/Option1/Option2
.INT
Radial
Heading
Option1
Option2
denes the waypoint as being a constant heading to a radial.

the radial to be intercepted.
the heading or track to maintain to the radial.
The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint. This transforms the anchor
waypoint into a radial intercept waypoint.
Example A procedure at KMIA requires a 290 heading until intercepting the DHP 335 radial outbound.
1. On the LEGS page, enter DHP as the anchor waypoint at the 1L LSK.
2. Type .INT/335/290/A/H into the scratchpad and press the 1L LSK.
Changing the Characteristics of a Waypoint

By default the waypoints are Fly-By, with the FMC commanding the shortest turn direction to that waypoint. You can
change these waypoints to Fly-Over and specify a Turn direction.
.WPT/Turn Direction/Fly Over or Fly By
Turn Direction
L for Left , A for Auto, R for Right Turn
Fly over or Fly By B for Fly-By, O for Fly-Over
FMS EICAS Messages

Advisories
FMC FAIL
FMC has failed.
FMC MESSAGE
A message is displayed in the CDU scratchpad.
IRS DC FAIL, L/C/R
Left, center or right IRS backup power has failed.
IRS FAULT, L/C/R
IRS fault in the respective system.
IRS ON DC, L/C/R
Left, center or right IRS on DC backup power.
FMC Messages
FMC messages alert the ight crew to conditions that could degrade the system operation and advise the crew of
input errors. The messages are categorized as alerting and advisory messages.
The FMC light illuminates and the EICAS advisory message FMC MESSAGE displays when there is an FMC
alerting message.
FMC Alert Messages

display in the CDU scratchpad
illuminate the amber FMC light on the center instrument panel
cause the EICAS advisory message FMC MESSAGE to display
illuminate the CDU message light (MSG).
Use the CLEAR key or correct the condition responsible for the message to remove the message.
DISCONTINUITY
DRAG REQUIRED
END OF ROUTE
ENTER IRS POSITION
FUEL DISAGREE PROG 2/2
INSUFFICIENT FUEL
IRS NAV ONLY
IRS POS/ORIGIN DISAGREE

NO ACTIVE ROUTE
RESET MCP ALT
TAKEOFF SPEEDS DELETED
THRUST REQUIRED
UNABLE NEXT ALT
VERIFY POSITION
The LNAV mode is active and the route is not dened after the next waypoint
(except when the waypoint is before a manually terminated leg, such as a
VECTORS leg).
VNAV mode is active. Additional drag is required or the autothrottle is currently off
and less thrust is required to maintain the current VNAV descent path.
The LNAV mode is active and the end of the active route has been overown.
The AFDS will maintain the current heading. To delete a waypoint at end of route,
press the DEL key, select the waypoint and press the EXEC key.
The entered position does not match one of the IRS comparison checks, or the
IRS is in navigate mode and has not received a present position entry. Use the
CLEAR key to remove this message.
The totalizer (TOT) fuel quantity and FMC calculated (CALC) fuel quantity
disagree by a signicant amount. The FUEL DISAGREE message is inhibited if
the fuel quantity is entered manually on the PERF INIT page. Deleting the manual
entry will reset the fuel quantity to the totalizer value, the title to CALC and enable
the FUEL DISAGREE message.
The estimated fuel at destination is less than entered RESERVES value.
The FMC position has not been radio updated for at least 12 minutes. If the FMC
position has not been radio updated within at least 12 minutes, an IRS NAV ONLY
message is displayed in the scratchpad. If this message is displayed, check that
both NAV radios are set to AUTO so that the FMC can auto-tune the radios to
receive an update.
The inertial reference position differs from the current origin airport.
During LNAV mode, an active route has not been activated.
Displays 15 nautical miles (2 minutes) prior to the top of descent point (T/D) when
VNAV is the active mode and the MCP (AFDS) is not set to a lower altitude than
the VNAV CRZ altitude.
The V speeds have been deleted due to changes in takeoff performance or
conguration data.
The VNAV mode is active and the autothrottle disconnected. Displays when
additional thrust is required to track VNAV descent path and maintain speed.
The active VNAV climb mode cannot comply with the next altitude constraint. If
the climb speed prole results in a climb angle that will cause the airplane to miss
a waypoint altitude constraint, the CDU scratchpad message UNABLE NEXT ALT
is displayed. Select a steeper speed climb angle.
The difference between the FMC position and other position data exceeds a
comparison variable.
Possible conicts include
the left and right FMC position differ
the radio position differs from the FMC position
FMC Advisory Messages

FMC advisory messages are displayed on the CDU scratchpad and illuminate the CDU message light (MSG). There
are no EICAS messages associated with these messages and they do not cause the FMC light to illuminate. Those
messages which are caused by an entry error must be cleared before the entry can continue.
DELETE
KEY/FUNCTION INOP
INVALID DELETE
INVALID ENTRY
MANUALLY TUNED
NOT IN DATABASE
NOT ON INTERCEPT
HEADING
ROUTE FULL
RUNWAY N/A FOR SID
The DELETE key has been pressed.

The selected key and/or function is inoperative.
The deletion of the selected data is invalid.
The format or range of the entered text is incorrect for the eld or the airway or TO
waypoint does not match with the navigation database.
An attempt to remotely tune a VOR that is currently manually tuned.
The entered data is incorrect for the route (airway does not match the waypoint
connector) or the input does not match the AIRAC navigation database.
The LNAV mode is unable to intercept the route. The aircraft is outside the active
capture criteria and the present heading will not intercept the active leg.
The current route has exceeded the FMC capacity.
The selected runway is not compatible with the selected SID/DP.
FMC Programming Messages

The Level-D 767 FMC also includes several programming help messages that are not available in the real world
FMC. These are exclusively Level-D simulator messages to assist the user when programming a SID or STAR via the
CDU. The messages can be cleared using the CDUs CLR key.
DEP RWY REQD - RTE PAGE
DEST REQD - RTE PAGE
LEGS REQD
ORIGIN AND DEST REQD
ORIGIN REQD. - RTE PAGE
A departure runway is required on the route page.

A destination airport is required on the route page.
Waypoints are required on the leg page.
The user is prompted to enter an ORIGIN and DESTINATION aireld.
A departure airport is required on the route page.
Fuel System 119
Fuel System
The Level-D 767 has 3 separate fuel tanks capable of carrying a combined total of 161,738 pounds (73,371 kg)
of fuel in the wings and center fuselage. Each tank has two electric pumps that deliver fuel under pressure to the
engines or the APU. All three tanks are capable of supplying fuel to either engine via two crossfeed valves. There are
no provisions for the transfer of fuel between tanks in ight. The overhead Fuel Panel provides for control over the fuel
system as well as quantity indications.
Main Wing Tanks

Each wing contains a fuel tank capable of carrying
40,669 pounds (18,449 kilograms) of fuel per tank.
These two tanks are considered the main fuel tanks.
Each tank contains two fuel pumps labeled forward
(FWD) and aft (AFT) for the delivery of fuel under
pressure to the engines. If these pumps fail, fuel from
either wing tank can gravity feed to the engines at most
altitudes. Gravity feed at high altitudes may lead to
reduced engine power or engine ameout.
The fuel pumps are powered via the Main AC buses in
a cross wired conguration such that failure of one AC
bus leaves one fuel pump operating per tank. The Left
Main AC Bus powers the Left AFT and Right FWD fuel
pumps. The Right Main AC Bus powers the Left FWD
and Right AFT fuel pumps.
Fuel for operation of the APU is normally provided by
the Left wing tank. When the APU is switched ON, the
Left FWD fuel pump operates automatically provided AC
power is available. Therefore, the PRESS light in the Left
FWD fuel pump will extinguish anytime the APU is in use
regardless of the pumps switch position.
The FUEL CONFIG light on the Fuel Panel illuminates
to indicate either low fuel quantity or an imbalanced fuel
condition in the main tanks. If the fuel quantity in either
wing tank drops below 2,200 pounds (998 kg), the FUEL
CONFIG light on the Fuel Panel illuminates along with
an EICAS caution of LOW FUEL. If the lateral balance of
the wing tanks is not maintained to within 1500 to 2500
pounds (680 to 1,140 kg) (depending on aircraft weight),
the FUEL CONFIG light illuminates and a FUEL CONFIG
EICAS message is displayed.
Center Tanks
The center fuel tank is contained in the fuselage and
is capable of holding 80,400 pounds (36,473 kg) of
fuel. This tank contains two electric fuel pumps labeled
Left and Right for delivery of fuel to the engines. The
center tank fuel pumps are powered from the Main AC
buses. The Left Main AC Bus powers the Left pump. The
Right Main AC Bus powers the Right pump. Unlike the
wing tanks, fuel cannot be gravity fed from the center
tank. This makes access to center tank fuel absolutely
dependent on the two electric fuel pumps.
The fuel pumps in the center tank provide
approximately twice the output pressure of the wing
tank pumps. Any time the center tank fuel pumps are
ON, the engines are provided fuel exclusively from the
center tank since these pumps overpower the pressure
produced by the wing tank pumps.
In normal operations, all fuel pumps on the Fuel Panel

are turned ON when fuel is carried in the center tank. In this
conguration, fuel from the center tank is exhausted rst.
The center tank fuel pumps are inhibited from operating
anytime their respective engine is shut down or N2 is
below 50%. In this condition, the PRESS light in each
center tank pump switch will illuminate even if the pump is
switched ON. The inhibit is removed when the N2 for the
respective engine is above 50%.
The FUEL CONFIG light on the Fuel Panel illuminates
any time the center tank fuel quantity is above 1,200
pounds (545 kg) and the center tank pumps are not
selected ON.
When the center pumps are turned OFF, the remaining
fuel in the center tanks is drawn through a venturi by the
Left Wing tank pumps. A suction force is created at the
centre of the venturi. A pipe is attached to the center of
the venturi and the other end of the pipe is located in the
bottom of the center tank. The fuel is sucked from the
center tanks into the main ow of the venturi.
Fuel System 119
Fuel System 120
Fuel Quantity and Distribution

A fuel quantity gauge is located on the overhead panel
just below the Fuel Panel. The fuel quantity for all three
tanks plus the total fuel quantity is displayed. Total fuel
quantity is also available from the FMC. The fuel quantity
gauge is powered from the battery bus.
When fueling the aircraft, the main wing tanks are
normally lled rst. When more than 80,000 pounds
(36,000 kg) of fuel is required, the center tank is used
only after the main wing tanks are full. Any fuel carried in
the center tank should be burned prior to using fuel from
the wing tanks. This is accomplished by turning on all fuel
pumps prior to engine start. As the center tank is emptied,
fuel to the engines continues uninterrupted from the main
wing tanks. The PRESS lights in the center tank pumps
illuminate when fuel is exhausted from the center tank.
highest quantity until balance is achieved. Opening the

crossfeed valve permits fuel from one wing tank to pass
through the crossfeed manifold to supply fuel to both
engines. This is achieved by opening the crossfeed valves
and turning off the fuel pumps in the wing tank with the
least amount of fuel. When the wing tanks are even, turn
the fuel pumps back on and close the crossfeed valves to
restore the fuel system to normal operation.
Note that fuel crossfeed will not work with the center
tank pumps operating since they overpower the wing tank
pumps. Also, the crossfeed valves do not permit transfer
of fuel between wing tanks.
Fuel Dumping
The fuel jettison system permits the dumping of center

tank fuel during ight. Control for the jettison system is
Fuel Crossfeed
provided on the overhead panel via the Fuel Jettison
The fuel system is normally operated with fuel from each panel. When the jettison system is activated, fuel from
wing tank supplying its respective engine after any center the center tanks is dumped overboard via two jettison
tank fuel is exhausted. Two crossfeed valves on the Fuel nozzles located at the trailing edge of the wings (near the
outboard ailerons).
Panel permit fuel to feed from any one wing tank to both
The jettison rate is approximately 2,600 pounds per
engines. Both valve switches are normally turned on
minute (1,175 kg/min). A fuel vapor trail can be seen
during crossfeed operations. However, only one valve is
coming from the jettison nozzles when fuel dumping is in
required for a successful crossfeed. The second valve is
progress. Fuel jettison is not available for fuel contained in
for system redundancy.
Wing tank fuel balance is maintained by supplying both the main wing tanks.
engines with fuel exclusively from the wing tank with the
The Level-D 767-300 Fuel Load

Metric
To set the simulator to display metric measurements select HYBRID from FSX Settings> General>
International menu
Tank
Main Wings
Center
TOTAL
Kilograms
18,449 X 2
36,473
73,371
Liters
22,977 X 2
45,425
91,379
Imperial
To set the simulator to display imperial measurements select U.S. SYSTEM from FSX Settings>
General> International menu
Tank
Main Wings
Center
TOTAL
Pounds
40,669 X 2
80,400
161,738
Gallons
6,070 X 2
12,000
24,140
Fuel System 120
Fuel System: Controls 121
Fuel Panel Controls
1. FWD and AFT Main Fuel Pump Switches Control power to the FWD and AFT fuel pumps in the main wing tanks.
Switch IN
Switch OUT
PRESS
Fuel pump ON.

Fuel pump OFF. Illuminates PRESS light.
Illuminates for low pressure or when the switch is off.
Note When the APU is operating, the Left FWD fuel pump PRESS light is extinguished regardless of pump switch position.
2. Crossfeed Valve Switches Control the opening and closing of the crossfeed valves. Permits one wing tank to
provide fuel for both engines.
Switch IN
Switch OUT
VALVE
Crossfeed valve is open.

Crossfeed valve is closed.
Crossfeed valve is not in the commanded position. Illuminates momentarily when the valve is in transit.
To crossfeed fuel from one wing tank to both engines

Open the crossfeed valves by pressing in the crossfeed switches.
Turn off both FWD and AFT fuel pumps in the tank with the least amount of fuel.
To terminate the crossfeed operation

Turn on both FWD and AFT fuel pumps.
Close the crossfeed valves.
Note Crossfeed will not work when the center tank pumps are ON.
3. Center Tank Fuel Pump Switches Control power to the Left and Right center tank fuel pumps.
Switch IN
Switch OUT
PRESS
Fuel pump ON. Center pumps provide twice the output pressure of the wing pumps.
Fuel pump OFF. The PRESS light does not illuminate.
Illuminates for low pressure in the respective pump with switches IN. Illuminates if the center tank pumps
are inhibited when the respective engine is shut down or N2 is below 50%.
4. FUEL CONFIG Light Illuminates for any of the following reasons:
Center tank fuel pumps are off with more than 1200 pounds (545 kg) in the center tank.
Wing tank fuel quantities differ by more than 1500 - 2500 pounds (680 - 1,140 kg).
There is less than 2,200 pounds (998 kg) of fuel remaining in either wing tank.
Fuel Quantity Gauge

Displays fuel quantity in the wings and center tanks in either pounds
or kilograms, depending on FSX settings. Consult the Flight Simulator
International settings menu for more information.
1. Wing Tank Quantity (Left & Right)
2. Center Tank Quantity
3. Fuel Temperature (Celsius)
4. Total Fuel Quantity
Fuel Jettison Controls

Normally, the jettison switch is in the OFF position and the jettison nozzle
switches are blank (closed). Turning the jettison switch to ON opens the
jettison valves and turns on the jettison pumps. If the jettison nozzles are
closed (blank), fuel will not jettison. Press the fuel jettison nozzles ON to
commence fuel dumping. To end fuel dumping, turn off the jettison nozzles
and place the jettison switch to OFF. Note Fuel jettison is not available for
fuel contained in the main wing tanks.
1. Nozzle Switch Controls the fuel jettison nozzle on the respective side.
Switch ON
Switch OFF
Respective jettison nozzle open.

Respective jettison nozzle closed.
2. Jettison VALVE Light Indicates that the jettison valve is not in the commanded position.
3. Jettison Switch Controls the jettison valves and jettison pumps.
OFF
ON
Jettison valves and jettison pumps are off.

Jettison valves are open and jettison pumps are on.
Fuel System Normal Procedures

PREFLIGHT
Main Fuel Pump Switches ................................................ OFF
Center Fuel Pump Switches ............................................. OFF
Crossfeed Switches .......................................................... OFF
Fuel Quantity and Balance ............................................ Check
STARTING
Main Fuel Pump Switches .................................................. ON
Center Fuel Pump Switches ................................. As required
IN FLIGHT
Center Fuel Pump Switches .. OFF when center tank is empty
Fuel Balance ..............................................................Maintain
Fuel crossfeed procedure
Center Fuel Pump Switches ............................................. OFF
Crossfeed Switches ............................................................ ON
Main Fuel Pump Switches .......OFF for the tank with less fuel
When balanced
Main Fuel Pump Switches .................................................. ON
Crossfeed Switches .......................................................... OFF
Center Fuel Pump Switches .................................. As required
POSTFLIGHT
Main Fuel Pump Switches ................................................ OFF
Center Fuel Pump Switches ............................................ OFF
Fuel System EICAS Messages

Cautions
FUEL JET
NOZ
Fuel jettison nozzle not in the

commanded position.
FUEL SYS
PRESS (L/R)
Low fuel pressure in

respective system. Individual
pump advisories are inhibited.
Advisories
LOW FUEL
Less than 2200 lbs. remaining

in either wing tank.
CTR L/R
FUEL PUMP
Left or right center pump fuel

pressure is low or switched off.
FUEL
CONFIG
Center tank pumps switched

off with more than 1200 lbs. in
center tank; or wing tank fuel
quantity differs by more than
1500 to 2000 lbs.; or less than
2200 lbs. remains in either
wing tank.
FUEL
CROSSFEED
Status
FUEL QTY
BITE
Crossfeed valve not in

commanded position.
Fuel quantity indicating
system fault.
Hydraulic System 123
Hydraulic System
Hydraulic power is used to drive the movement of ight controls (primary and secondary), landing gear, and brakes.
The 767 has three independent hydraulic systems: left, center and right. Each system has multiple pumps driven
by separate power sources. The left and right systems have engine driven pumps and electric demand pumps. The
center system has electric driven pumps and an Air Driven Demand Pump (ADP). This design allows for the loss of 1
or 2 hydraulic systems while providing limited operation of basic ight controls and related systems. A Ram Air Turbine
(RAT) is available that powers critical ight controls in the event of complete hydraulic system failure.
Left & Right Hydraulic Systems

Both systems have an engine driven primary pump
and an electrically driven demand pump. Either pump
is capable of satisfying normal system demands. The
left system provides hydraulic power to the ailerons,
elevators, rudder, spoilers, stab trim, left autopilot, yaw
dampers, and rudder ratio. The right system provides
hydraulic power to the ailerons, elevators, rudder,
spoilers, right autopilot, and normal brakes.
The engine driven primary pumps operate continuously
to satisfy normal system demand when the Primary Pump
Switch is ON and the respective engine is running. The
primary engine pump switches are normally left ON and
are only switched off during abnormal operations. Pulling
the re handle shuts off the respective primary pump and
isolates it from the hydraulic system.
The electrically driven demand pumps operate on
demand and are capable of supplying sufcient pressure
to satisfy normal system demands. Each demand pump
is powered independently. The left demand pump is
powered by the Right Main AC Bus. The right demand
pump is powered by the Left Main AC Bus. Control is
provided by a three position rotary switch with OFF, AUTO
and ON positions. In the AUTO position the demand
pump operates if the primary pump fails or is turned off.
In the ON position the demand pump runs continuously
regardless of primary pump status. These pumps are
normally in the AUTO mode for all aircraft operations
and are shut OFF at the gate. The left demand pump is
inhibited on the ground during the start of either engine.
This may cause the left demand pump and system low
PRESS lights to illuminate during engine start.
Center Hydraulic System

This system has two electrically driven primary pumps
and one air driven demand pump (ADP) that provides
hydraulic power to the ailerons, elevators, rudder,
spoilers, center autopilot, alternate brakes, aps/slats,
landing gear and nose wheel steering. The electric pumps
normally operate continuously to satisfy center system
demand. The ADP normally provides supplemental
hydraulic power during operation of high demand items
such as aps and gear. The ADP is also capable of
providing normal system demands if both electric primary
pumps fail.
The center primary electric pumps are designated
Number 1 and Number 2 and operate on two separate
power sources. The Number 1 pump is powered by the
Left Main AC Bus. The Number 2 pump is powered by
the Right Main AC Bus. To

reduce electrical demands,
the Number 2 pump will
not operate (regardless
of switch position) if all
other electric pumps
are operating when only
one power source is
available. Both pumps are
normally ON for all aircraft
operations and are shut off
at the gate.
The air driven demand pump (ADP) is powered using
bleed air from the center pneumatic duct. The center
isolation valve must be open for the ADP to receive bleed
air from either the engines or the APU. Control is provided
by a three-position rotary switch with OFF, AUTO and
ON positions. In the AUTO position the ADP operates
on demand only. In the ON position the ADP operates
continuously regardless of system demands.
Ram Air Turbine

The Ram Air Turbine (RAT) is an emergency system
used to power primary ight controls in the event of a total
hydraulic power loss. The RAT is a small propeller housed
just aft of the right main landing gear and deploys into
the air stream to create hydraulic pressure in the center
system. A minimum airspeed of 130 knots is required for
satisfactory RAT operation.
The RAT deploys automatically in ight with dual engine
failure. It can be deployed manually using the RAT switch
on the overhead panel. Once deployed, it can only be
stowed on the ground using the Ground Requests menu.
The RAT provides partial hydraulic power for the ailerons,
elevators, rudder and spoilers. A check valve prevents the
RAT from powering other center system components due
to their high demand.
Reserve Brakes and Steering

This system uses reserve hydraulic uid from the center
system to pressure the brake system during abnormal
operations. The brakes are normally powered using the
right hydraulic system with alternate power provided by
the center system. If power to both these systems is lost,
the reserve brakes and steering system may restore
pressure for operating the brakes if the center system has
reserve uid remaining. The system is activated using the
RESERVE BKS & STRG switch on the main panel. When
switched ON, the Number 1 electric pump is activated

(regardless of switch position) and an isolation valve
channels hydraulic pressure to the brake system.
Illumination of the Brake Source light on the main panel
indicates that hydraulic pressure in both the right and
center systems is low. The Brake Source light extinguishes
when pressure has been restored to the center system by
using the RESERVE BKS & STRG switch.
Hydraulics Quick Start Tip

The airmans set it and forget it rule is in effect when
dealing with the hydraulics. Simply push the primary
pump switches IN and turn the rotary demand pump
knobs to AUTO and youre good to go.
Hydraulic System Controls

Located on the overhead panel.
1. SYS PRESS Light Respective system pressure is low.
2. Primary Engine Driven Pump Switches Control operation of the left

and right engine driven pumps.
Switch IN
Switch OUT
PRESS
Turns on pump when engine is running.

Turns off pump
Pump output pressure is low or the pump is switched off.
3. Primary Electric Driven Pump Switches Control operation of the

Number 1 and Number 2 electrically driven pumps.
Switch IN
Switch OUT
PRESS
Turns pump on.

Turns pump off.
Pump output pressure is low or pump is switched off.
Note Number 2 primary electric pump is inhibited if all electric pumps are
selected on and there is only one power source available.
4. Demand Pump Selectors Control the operation of the hydraulic Demand pumps.
OFF
AUTO
ON
PRESS
Pumps are off and will not operate.

Pumps are armed to run based on system demand. Left and Right demand pumps operate when respective
Primary pump fails or is turned off. Center ADP operates when either system pressure is low or high demand
items are selected.
Pump operates continuously regardless of system demands.
Illuminates for the following:
a. Pump selector is OFF.
b. Pump fails to operate when signaled ON in AUTO mode.
c. Pump selector is ON and pump pressure is low.
Reserve Brakes and Steering Control

Located on the main panel.
Switch OUT
Switch IN
VALVE
BRAKE SOURCE
Reserve brake and steering OFF (normal position).

Number 1 primary pump commanded on (regardless of pump switch position).
Center reserve hydraulic uid isolated to pressurize the brake system.
Isolation valve is either in transit or not in the commanded position.
Right and center hydraulic pressures are low. Extinguishes if satisfactory
pressure is restored to either right or center hydraulic system.
Ram Air Turbine Control

Located above the Start switches on the overhead panel.
PRESS
UNLKD
Indicates sufcient pressure is being produced by the RAT when deployed.

Indicates that the Ram Air Turbine has been deployed (automatically or manually).
Note Pressing the switch manually deploys the RAT. Use the Ground Requests menu to restow the RAT (only available on the ground).
Hydraulic EICAS Indications

Pressing the STATUS button (A below) on the main panel brings up the
hydraulic display on the lower EICAS screen.
1. HYD QTY Indicates reservoir quantity for each system. Full is indicated
by 1.0 (100%). If RF is displayed, hydraulic uid quantity needs
servicing.
2. HYD PRESS Indicates current hydraulic pressure for each system. 3000
is normal for a fully pressurized system.
Hydraulic System Normal Procedures
1
2
PREFLIGHT
Primary Engine Pump Switches ........................................ ON
Primary Electric Pump Switches ..................................... OFF
Demand Pump Switches ................................................. OFF
Reserve Brakes and Steering Switch .............................. OFF
Hydraulic Quantity ........................................................ Check
STARTING
Primary Electric Pump Switches ....................................... ON
Demand Pump Switches ...............................................AUTO
IN FLIGHT
No actions required for normal operation.
POSTFLIGHT
Demand Pump Switches .................................................. OFF
Primary Electric Pump Switches ...................................... OFF
Hydraulic EICAS Messages

Cautions
HYD SYS PRESS, L/C/R
Respective hydraulic system pressure is low. Individual pump advisories are inhibited.
Advisories
HYD DEM PUMP, L/C/R
Respective hydraulic demand pump low pressure.
HYD PRIM, L/R
Left or right hydraulic primary pump low pressure with engine running.
TAIL HYD VAL
One tail hydraulic shutoff valve is closed.
WING HYD VAL
BRAKE SOURCE
Center and right hydraulic pressure low.
RAT UNLOCKED
Ram Air Turbine is unlocked.
Status Messages
HYD SYS MAINT, L/C/R
Respective hydraulic system pressure is below 2800psi with engines running.
Ice & Rain Protection 126
Ice and Rain Protection

The following systems are available for ice and rain protection: Engine anti-ice, Wing anti-ice, window heat, and
windshield wipers. The engine and wing anti-ice systems require bleed air for operation. The window heat system
requires Main AC power for operation.
Engine Anti-Ice
Window Heat
The engine cowls are heated with engine bleed air

when the engine anti-ice switches are switched ON.
When switched ON, the anti-ice valve in the respective
engine opens to allow hot engine bleed air into the antiice ducting. These valves are electrically controlled and
pneumatically actuated. The engine bleed air switches do
not effect the operation of the anti-ice valves since bleed
air for anti-ice protection is taken prior to the engine
bleed valves.
The EICAS screen displays TAI in green under the
N1 indication for the respective engine when the anti-ice
system is switched ON. The engine anti-ice system is
normally turned ON at all times while operating in icing
conditions. Additionally, the system should be turned on
anytime icing conditions are anticipated.
The forward and side windows are electrically heated

for ice and fog protection. Control for this system is
provided by four switches on the overhead panel.
When switched ON, the windows are electrically heated
anytime Main AC bus power is available. The switches
are normally turned ON prior to departure and turned
OFF after engine shutdown.
Windshield Wipers
A two speed wiper is controlled by a rotary switch on
the overhead panel. When selected to LOW or HIGH, the
windshield wiper will appear while operating in the Virtual
Cockpit mode. The wiper is not visible when operating
with the 2D panel.
Wing Anti-Ice
The leading edges of each wing have ice protection
when the wing anti-ice switch is ON. One switch controls
two wing anti-ice valves that are downstream from the
engine bleed valves. Therefore, the engine bleed valve
switches must be ON for wing anti-ice to function.
Wing anti-ice is only available in-ight. The wing anti-ice
valves remain closed if the switch is pressed ON while on
the ground. Wing anti-ice is normally turned ON only after
ice accumulation is suspected.
Engine and Wing Anti-Ice Controls

Located on the Overhead Panel.
1. Wing Anti-Ice Switch Controls operation of two wing anti-ice valves.
Switch IN
Anti-ice valve commanded open. Valves do not open when on the
ground.
Switch OUT Anti-ice valves closed.
VALVE
Illuminate when respective anti-ice valve is not in the
commanded position. They illuminate normally on the ground
if the switch is ON.
2. Engine AntiIce Switches
Switch IN
Engine antiice valve is commanded open.
Switch OUT Engine antiice valve is closed.
VALVE
Engine antiice valve position disagrees with the switch position.
Window Heat Controls

Located on the Overhead Panel.
Switch IN
Window heat ON.
Switch OUT Window heat OFF.
INOP
Window heat switched OFF or has failed. Illuminates if the Main
AC power is not available.
Windshield Wiper Control

Located on the Overhead Panel. The animated windshield wiper is only visible
in the Virtual Cockpit mode.
LOW Windshield wiper ON in low speed mode.
HIGH
Windshield wiper ON in high speed mode.
Ice Protection Normal Procedures

PREFLIGHT
Window Heat Switches ...................................................... ON
Engine and Wing Anti-Ice Switches .................................. OFF
STARTING
After start
Engine Anti-Ice Switches ....................................... As required
Engine anti-ice is required anytime there is visible moisture (rain, snow, fog) and
the temperature is below 10C. In cruise, Engine anti-ice is not required when
operating at temperature below -40C SAT (as indicated in the FMC).
IN FLIGHT
Engine and Wing Anti-Ice Switches ...................... As required
Engine anti-ice is required when ying through visible moisture (clouds, rain, snow,
fog) and the temperature is below 10C. In cruise, Engine anti-ice is not required
when operating at temperature below -40C SAT (as indicated in the FMC). Wing
anti-ice is a de-ice mechanism. Only use this system when ice buildup on the
wings is suspected. Wing anti-ice should be turned off prior to landing.
POSTFLIGHT
Wing Anti-Ice Switch ......................................................... OFF
Engine Anti-Ice Switches ....................................... As required
Aircraft shutdown
Engine Anti-Ice Switches ................................................. OFF
Window Heat Switches .................................................... OFF
Ice & Rain Protection EICAS

Messages
Advisories
ENG
Left or right engine anti-ice valve
ANTInot in the commanded position.
ICE L/R
WING
Left or right wing anti-ice valve
ANTInot in the commanded position.
ICE L/R
Inertial Reference System 128
Inertial Reference System (IRS)

The Inertial Reference System provides position, heading, attitude, and acceleration information to any system
that requires it. This information includes: aircraft attitude, acceleration, ground speed/track, heading (true and
magnetic), latitude/longitude, and wind direction/speed. Examples of instruments that rely on IRU data are the
FMC and the primary ight instruments. The IRS control panel is located on the overhead panel and provides
for control over three separate Inertial Reference Units (IRU). From this panel, raw data from the IRU can
be displayed and position information can be entered during alignment. The FMC is the primary interface for
reading and entering IRS information.
IRU Alignment
An alignment period is required before the IRUs can supply

data. An initial alignment of 10 minutes is required when
moving the IRS Mode Selector from OFF to NAV. This is
known as a full alignment. During this period the IRUs are
oriented to true north and establish their current position.
The aircrafts known present position (latitude/longitude)
must be entered within the 10 minute alignment period.
This entry is normally made using the FMC POS INIT page.
Additionally, the aircraft must be on the ground and cannot
be moved during alignment. An alignment failure is indicated
by the ALIGN lights ashing on the IRS panel. In this case
the alignment must be restarted. A successful alignment is
indicated by the ALIGN lights extinguishing.
IRU Quick Alignment
After a full alignment of the IRUs, it is sometimes

necessary to update the IRS to remove accumulated
errors or establish a new known position. This can be
done on the ground via a 30 second quick alignment.
The aircraft cannot be moved during the quick alignment
period. Moving the IRS Mode Selectors out of NAV and
into ALIGN starts the procedure. Entry of a new position
is then required (via the IRU panel or FMC) followed by
restoring the IRS Mode Selectors to NAV. A successful
alignment is indicated by the ALIGN lights extinguishing.
IRU Electrical Power
Power is provided to each IRU from either the Main AC

buses or the battery. Normally, the left and center IRUs are
powered from the Left Main AC Bus. The right IRU is powered
from the Right Main AC Bus. Backup power for each IRU is
provided by the battery. When powered by the battery, the
left and center IRU will continue to operate normally. The
right IRU will operate for ve minutes on battery power before
shutting down to conserve battery power.
Loss of IRU Alignment
Alignment of an IRU is lost with the loss of both AC

and DC power or by moving an IRU Mode Selector
out of NAV. IRU alignment can only be restored on the
ground. Attitude and heading information from the IRU is
still available after a loss of alignment. Moving the IRU
Mode Selector to ATT restores the attitude display on
the affected EADI. Heading information is also available
in this mode if a magnetic heading is entered into the
affected IRU using the IRU panel or the CDU POS

INIT page. Heading information is then available on the
affected EHSI.
IRU Failure
Failure of any IRU is normally indicated by a FAULT

light on the IRS panel. In normal operations, failure of
the left or right IRU is indicated by the loss of EADI and
EHSI information on the respective side. Failure of the
center IRU is indicated by a NO LAND 3 message on
the Autoland Status Annunciator and a C IRS FAULT
message on the EICAS. The Instrument Source Transfer
Switches can be used to manage ight instruments during
non-normal operation of the IRUs. Use of these switches
are explained in the Flight Instruments section.
IRS Drift
If the IRS position drift option is enabled within the

Realism & Carrier Options, it is normal for the IRS
position to drift from actual aircraft position. To minimize
the effects of IRS drift the FMC uses the average of the
three IRU positions. Additionally, the FMC updates its
position using VOR/DME when the VOR/DME switch is in
AUTO and suitable NAV signals are received. If the IRS
position and the FMC calculated position differ you will get
an FMC message to check your position.
IRU Options
To adjust the realism options that will make managing

the IRUs easier or harder, choose Realism & Carrier
Options from the Level-D Settings pull down menu.
To prevent the IRUs from drifting disable the IRS
position drift box. The IRUs will always display present
aircraft position.
To allow the IRUs to align automatically without entering
lat/long coordinates uncheck the IRS needs position
entry box. The IRUs will then align when placed in NAV
using the present aircraft position.
To allow for a realistic alignment time (approximately 10
minutes), enable IRS real align duration.
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the article is one of the best, clearly dened descriptions of the magic that resides within the IGS/INC/IRS.
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Laymans Guide to the IGS

The aircraft knows where it is at all times. It knows
this because it knows where it isnt. By subtracting
where it is from where it isnt, or where it isnt from
where it is (whichever is the greater), it obtains a
difference, or deviation.
The Inertial Guidance System uses deviations to
generate error signal commands which instruct the
aircraft to move from a position where it is to a position
where it isnt, arriving at a position where it wasnt, or
now is. Consequently, the position where it is, is now
the position where it wasnt; thus, it follows logically that
the position where it was is the position where it isnt.
In the event that the position where the aircraft now
is, is not the position where it wasnt, the Inertial
Guidance System has acquired a variation. Variations
are caused by external factors, the discussions of
which are beyond the scope of this report.
A variation is the difference between where the
aircraft is and where the aircraft wasnt. If the variation
is considered to be a factor of signicant magnitude, a
correction may be applied by the use of the autopilot
system. However, use of this correction requires that
the aircraft now knows where it was because the
variation has modied some of the information which
the aircraft has, so it is sure where it isnt.
Nevertheless, the aircraft is sure where it isnt (within
reason) and it knows where it was. It now subtracts
where it should be from where it isnt, where it ought to
be from where it wasnt (or vice versa) and integrates
the difference with the product of where it shouldnt
be and where it was; thus obtaining the difference
between its deviation and its variation, which is
variable constant called error.
IRS Operation Guide
Full Alignment
Initial alignment of 10 minutes is required when moving the IRS Mode Selector from OFF to NAV. This is known as a
full alignment. During this period the IRUs are oriented to true north and establish their current position.
Aircraft must be stationary during the alignment process.
Both AC & DC power must be on the aircraft (AC Buses powered).
Place all three IRS Mode Selector knobs to the NAV position.
Observe the ON DC lights come on momentarily (self test) followed by the steady illumination of the ALIGN lights.
Place the DSPL SEL knob to PPOS and the SYS DSPL knob to one of the IRUs to be aligned.
Example Enter the current aircraft latitude/longitude position. Current aircraft position = N4037.7 W07346.2
a) For IRS Keypad entry of co-ordinates: press the N key followed by 40377 then press the W key followed by
07346.2 and press the ENT key.
b) For FMC entry of co-ordinates: Press the INIT REF key to nd the POS INIT page. If this page is not displayed press
the 6L LSK (< INDEX) and select the < POS INIT page. Enter co-ordinates manually into the FMC scratchpad using
the FMC keyboard and then press the 5R LSK to put the co-ordinates into the SET IRS POS boxes.
Notes
Lat./long. position must be entered using all digits. You cannot leave out zeros. W7346.2 would be invalid.
To nd current aircraft lat./long. position use <SHIFT> <Z> and nd the coordinates shown in the top left corner of the
outside window.
IRUs may be aligned individually or all at the same time.
Co-ordinates entered using the IRS Keypad (or FMC) during alignment will be transferred to ALL IRUs during alignment. It is
not necessary to enter coordinates individually for each IRU.
Full alignment is indicated by the ALIGN lights extinguishing and the EADI attitude ball being displayed.
You can monitor the alignment countdown by placing the DSPL SEL switch to HDG. This will show a countdown of
seconds to the end of alignment.
If alignment fails, the ALIGN lights will ash. Turn the IRS Select knobs OFF and then to NAV to attempt another alignment.
Quick Alignment
This is used to update the IRU latitude and/or longitude if incorrect after full alignment.
The aircraft must be on the ground & must not be moved during the alignment period.
For each IRU, move the IRU Select knob from NAV to ALIGN.
Observe the ALIGN lights illuminate for those IRUs in ALIGN mode.
Place the DSPL SEL knob to PPOS and the SYS DSPL knob to one of the IRUs to be quick aligned.
Example Enter the current aircraft latitude/longitude position. Current aircraft position = N4037.7 W07346.2
a) For IRS Keypad entry of co-ordinates: press the N key followed by 40377 then press the W key followed by
07346.2 and press the ENT key.
b) For FMC entry of co-ordinates: Press the INIT REF key to nd the POS INIT page. If this page is not displayed, press
the 6L LSK (< INDEX) and select the < POS INIT page. Enter the co-ordinates manually into the FMC scratchpad
using the FMC keyboard and then press the 5R LSK to put the co-ordinates into the SET IRS POS boxes.
Notes
Place the IRS Select knobs back to NAV.

Quick alignment takes 30 seconds.
Lat./long. position must be entered using all digits. You cannot leave out zeros. W7346.2 would be invalid.
To nd current aircraft lat./long. position use <SHIFT> <Z> and view the coordinates displayed in the top left corner of
the outside window.
IRUs may be quick aligned individually or all at the same time.
Co-ordinates entered using the IRS Keypad (or FMC) during alignment will be transferred only to those IRUs in the quick
align mode. Alignment of other IRUs is not affected.
The end of quick alignment is indicated by the ALIGN lights extinguishing.
You can monitor the quick alignment countdown by placing the DSPL SEL switch to HDG. This will show a countdown of
seconds to the end of alignment.
If alignment fails, the ALIGN lights will ash. You must rotate the IRS Select knobs to the OFF position and then rotate to
the NAV position to do a full alignment.
ATT Mode
If an IRU loses alignment in ight you cannot realign it. The ATT mode might restore attitude and heading
information to the EHSI and EADI. This example assumes the Left IRU has lost alignment since the Captain EADI/
EHSI uses the L IRU primarily.
Place the L IRU Select knob to ATT mode.
Observe the attitude ball return to the EADI.
Place the EHSI selector to one of the VOR or ILS modes (EXP or FULL).
Enter the current aircraft magnetic heading into the IRU as follows:
a) Place the DSPL SEL knob in HDG.
b) Move the SYS DSPL knob to the affected IRU (in this case L).
c) Press H on the IRS Keypad followed by the current aircraft magnetic heading as read from the whisky compass.
The heading entry is in the xxx.x format (the period is inserted automatically).
d) Press the ENT key to enter the heading into the IRU. Observe the magnetic heading listed in the IRS Display window.
Observe that the EHSI heading is restored.
Notes
If you move any IRS Select knob to ATT mode, alignment will be lost for the rest of the ight.
Magnetic heading may need updating periodically during ight since there is no error correction in this mode.
Flight director information is NOT available in ATT mode.
EHSI map data MAY be available depending on number of aligned IRUs and FMC position information.
The ATT mode does not supply position information to the FMC since that is lost with loss of alignment.
Inertial Reference System Controls
1. Data Window Displays IRS data depending on DSPL SEL switch position (the present lat/long co-ordinates for
the left IRU is pictured here).
2. Display Select Knob Controls the display of data in the IRS Data
Window.
1
TK/GS
PPOS
WIND
HDG
Ground TRACK and ground speed for the selected IRU.

Latitude/longitude position for the selected IRU.
Wind direction/speed calculated by the selected IRU.
True heading for the selected IRU.
3. System Display Knob Selects the system for display in the data
window (left IRU data is displayed in this picture).
4. Mode Annunciators Blank when IRS is fully aligned in normal operation.
Illuminates steady when IRU Mode Selector is in ALIGN or
NAV during the alignment period. Illuminates ashing for one
of the following:
Aircraft movement during alignment.
IRU co-ordinates signicantly changed from previous.
No co-ordinates entered during alignment.
ON DC Respective IRU is on battery power. Alignment is not
possible.
DC FAIL Backup DC power source for the respective IRU has failed.
IRU continues to operate normally on AC power.
FAULT A fault exists in the respective IRU.
ALIGN
5. IRS Mode Selector Knobs Controls the mode of operation for respective IRU.
OFF
ALIGN
NAV
ATT
Removes power from the IRU (alignment is lost). ALIGN light illuminates for 30 seconds during shut down of IRU.
Initiates the alignment of the respective IRU. Initiates a 30 second quick alignment of the IRU if selected from
NAV with the IRUs already aligned. Does not work in ight or when aircraft is in motion.
Initiates full alignment of the respective IRU when selected from OFF. Lat/Long co-ordinate entry is required
via the IRS keypad or the FMC POS INIT page to complete a full alignment. Places the IRU in navigation
mode. Alignment time is dependant on the IRS Real alignment option in the Level-D Realism menu. When
checked, alignment takes 10 minutes. When unchecked, alignment takes 2 minutes. Note An alignment
countdown is displayed when the Display Select Knob is placed in HDG during alignment.
Attitude information is displayed on the respective EADI. Magnetic heading information is available on the
respective EHSI after entering current magnetic heading using the IRS keypad. Used only for non-normal
operation of the IRU. Alignment is lost for the respective IRU with this mode selected.
6. IRS Keypad Used to enter latitude/longitude or heading information. Active only during alignment (ALIGN light
on) or ATT mode. Pressing keys N, S, E, or W initiate lat/long entries. Pressing the H key initiates magnetic
heading entries.
IRS Normal Procedures

PREFLIGHT
IRS Mode Selectors ....................................................................NAV

Aircraft Coordinates ................................................................... Enter
After alignment
IRS Positions/Groundspeed ....................................................Check
Note Enter the aircraft coordinates via the FMC POS INIT page. The
coordinates may also be entered using the IRS keypad. To check
the IRS positions and groundspeed, use the DISPL SEL and SYS
DISPL knobs on the IRS panel. All IRS positions should agree and
the ground speeds should be less than 3 knots per IRU.
POSTFLIGHT
Aircraft shutdown
IRS Mode Selectors ....................................................................OFF
IRS EICAS Messages

Advisories
IRS DC FAIL,
L/C/R
Left, center or right IRS

backup power has failed.
IRS FAULT,
L/C/R
IRS fault in the respective

system.
IRS ON DC,
L/C/R
Left, center or right IRS on

DC backup power.
Landing Gear & Brakes 133
Landing Gear and Brakes

The Level-D 767 is tted with 3 sets of wheel units: a single nose gear and two main landing gear. The nose gear
is a steerable twowheel unit and the main gear has four wheels in tandem pairs. Hydraulic power for retraction,
extension, and steering is supplied by the center hydraulic system. An alternate extension system is also provided.
In normal operations, the brake hydraulic system is powered by the right hydraulic system. The alternate brake
hydraulic system is powered by the center hydraulic system. Antiskid protection is provided with both systems, but the
autobrake system is available only during normal operations.
Landing Gear
The landing gear consists of two main gear trucks and
one nose gear. Control for the landing gear is provided by
a handle on the far side of the main panel. Three positions
are available: DOWN, UP and OFF. Hydraulic power from
the Center system is required for landing gear retraction
and extension. An electric backup system is provided as
an alternate means for gear extension.
Placing the gear handle in the UP position commands
gear retraction if Center hydraulic power is available.
After gear retraction, the handle is normally placed in the
OFF position (via mouse click on the gear handle). This
position cuts off hydraulic power to the landing gear so
that the gear are held UP mechanically. Placing the gear
in the DOWN position commands the gear extension
sequence. Retraction and extension is monitored by the
gear indication system above the gear handle on the main
panel. An alternate gear extension system is provided
if the gear fail to extend normally. The system uses an
electric motor to release the mechanical up-locks holding
the gear in place. The gear are then extended by gravity
and airloads. The use of this alternate system requires
electrical power only.
A landing conguration warning will activate if the
aircraft is in the landing conguration (aps 25 or 30),
the landing gear is not down and locked, and a thrust
lever is at idle with the radio altitude below 800 feet. The
landing conguration warning includes the illumination of
the MASTER light, the CONFIG warning light, the aural
warning siren, the GPWS aural TOO LOW... GEAR and
the GEAR NOT DOWN (EICAS warning) message. The
siren and alert message cannot be cleared until the crew
corrects the conguration warning by putting the gear
down or by pressing the gear override switch.
The landing gear can be automatically lowered (through
1000 feet) if the F/O handles aps option is enabled from
the Add-ons> Level-D Simulations> Preferences menu.
Brakes can be applied automatically using the

Autobrake system. The Autobrakes use the normal
braking system to provide a metered braking application
in the event of a rejected takeoff or during the landing
rollout. The system is controlled by the Autobrake selector
on the main panel. The following positions are available:
RTO, OFF, DISARM, 1, 2, 3, 4, and MAX AUTO.
The Autobrakes use information from the IRS system
to apply braking at a set deceleration rate based on the
Autobrake selector switch setting. For takeoff, the RTO
position applies maximum available braking during a
rejected takeoff. The system is armed when reaching 85
knots and is activated if both power levers are reduced
to idle. For landing, selecting positions 1 through MAX
applies a varying amount of braking with 1 being the least
amount and MAX being the most. The Autobrake system is
automatically disengaged when manual brakes are applied.
Tailskid
The airplane is equipped with a tailskid system. The
tailskid extends for takeoff and landing and retracts
during ight. It helps to protect the pressurized part of the
airplane from contact with the runway. The tailskid uses
the main landing gear actuation system.
The TAILSKID light illuminates and the EICAS advisory
message TAILSKID is displayed when the tailskid position
disagrees with the landing gear lever position.
Brakes
The main gear have hydraulic brakes that can be
controlled manually or automatically via an Autobrake
system. The nose wheels do not contain a braking
system. The brake system is normally powered by the
Right hydraulic system. An alternate means to power the
brake system is provided by the Center hydraulic system.
If both Center and Right hydraulic power sources fail, a
reserve brake system can be used to restore hydraulic
pressure to the brakes.
Landing Gear Controls and Indicators
Located on the Main Panel

1. Landing Gear Handle Raises and lowers the gear hydraulically.
UP
OFF
DOWN
Landing gear commanded up.

Hydraulic power to the gear is cut off. Normally selected in ight after gear
retraction.
Landing gear commanded down.
2. Landing Gear Position Indicators The respective gear assembly (NOSE, LEFT &
RIGHT) is down and locked when illuminated.
3. DOORS Disagree Light Illuminates any time the landing gear doors are not in agreement
with the landing gear handle position. Illuminates normally during the gear extension
and retraction sequence. Note The DOORS light remains illuminated when the gear are
extended using the alternate gear switch.
4. GEAR Disagree Light Illuminates if any one landing gear assembly is not in the commanded
position. Illuminates normally during the gear extension and retraction sequence.
5. TAIL Skid light Illuminates if the tail skid is not in the commanded position. The tail skid
extends and retracts with the normal gear extension and retraction sequences. The tail
skid does not extend when using the alternate gear extension procedure.
Alternate Gear Extension & GPWS Override

Located on the First Ofcers Panel
1. Alternate Gear Extend Switch Electrically controls the extension of the landing gear by
releasing the mechanical up-locks. The landing gear handle should be placed down when
using the alternate extend switch. The DOORS light remains illuminated when using this
extension procedure.
2 & 3. Ground Proximity Override Switches Override the GPWS system when landing with
an abnormal gear or ap conguration.
2. FLAP OVRD
Inhibits TOO LOWFLAPS GPWS aural warning.
3. GEAR OVRD
Inhibits TOO LOWGEAR GPWS aural warning.
Autobrake Controls
1. AUTO BRAKES Light Illuminates if the Autobrakes are disarmed automatically or
manually. Autobrakes are disarmed when manual braking is applied. Illuminates if
the Autobrake selector is placed in the DISARM position.
2. AUTO BRAKES Selector Selects Autobrakes for use on takeoff or landing.
RTO
Takeoff setting. Provides maximum braking in the event of a

2
rejected takeoff. System is armed above 85 knots. Once armed,
braking occurs when both throttles are reduced to idle. Selector
automatically returns to OFF after takeoff.
1, 2, 3, 4 MAX & AUTO Landing settings. Deceleration rate is dependant on selected setting. 1 provides lowest deceleration
rate. MAX AUTO provides the maximum deceleration rate. Autobrakes engage automatically just
after touchdown.
DISARM
Disengages the Autobrake system.
Note Autobrakes are disengaged by applying manual brakes or by placing the Autobrake selector to DISARM.
Reserve Brakes
Switch OUT
Switch IN
VALVE
BRAKE SOURCE
Reserve brake and steering OFF (normal position).

Number 1 primary pump commanded on (regardless of pump switch position). Center
reserve hydraulic uid is isolated to pressurize the brake system.
Isolation valve is either in transit or not in the commanded position.
Right and center hydraulic pressures are low. Extinguishes if satisfactory pressure is
restored to either right or center hydraulic system.
Landing Gear and Brakes Normal Procedures

PREFLIGHT
Gear Handle ................................................................ DOWN
Gear Indicator Lights ...................... 3 Green (no amber lights)
ALTN Gear Extend Switch ................................. Guarded OFF
GND PROX override Switches ...............OVRD not displayed
Autobrake Selector ........................................................... OFF
STARTING
After start:
Autobrake Selector ........................................................... RTO
IN FLIGHT
After takeoff
Gear Handle ................................. OFF (after gear retraction)
Autobrake Selector ..............................................Conrm OFF
Before landing
Autobrake Selector ............................................... As required
POSTFLIGHT
Autobrake Selector ........................................................... OFF
Landing Gear & Brakes EICAS Messages

Warnings
GEAR NOT DOWN
Landing gear is not down when below 500 feet RA.
PARKING BRAKES
Parking brake is on for takeoff and takeoff thrust is applied.
Cautions
GEAR DISAGREE
Gear handle and gear position do not agree.
Advisories
ANTISKID
Antiskid system has failed.
AUTOBRAKES
Autobrakes are disarmed.
BRAKE SOURCE
PARKING BRAKE
Parking brake is on.
TAIL SKID
Tail skid is not in the commanded position.
Status
ALTN ANTI-SKID
Fault in the alternate anti-skid system.
NORM ANTI-SKID
Fault in the normal anti-skid system.
Radio & Communications 136
Radios & Communication

Navigation and communication radios are found on the pedestal, main panel and the overhead. An audio panel on
the pedestal provides for control over the audio portion of each radio and cockpit communications.
VOR Receivers
VHF Radios
Two VOR receivers are found on the main panel. VOR

1 is located on the Captains side of the AFDS panel.
VOR 2 is located on the First Ofcers side of the AFDS
and is visible when the FO panel is displayed. Each
VOR receiver is capable of both manual tuning and
automatic tuning via the FMC. When the VOR receiver
is in the AUTO mode, the FMC tunes the VOR receiver
automatically to nearby stations for position verication.
The VOR can also be remotely tuned by the FMC using
the PROG page. When the VOR is in the MAN mode, the
pilot controls the tuned frequency and course.
VOR information is displayed on the EHSI and the
RDMI for the on-side VOR receiver. On the EHSI, VOR
information is displayed when the full or expanded VOR
modes is selected on the HSI mode control panel. On
the RDMI, VOR information is displayed when the RMI
selector needle is pointing at VOR. The currently tuned
VOR frequency & its identier is shown in the FMC.
Two VHF radios are installed on the pedestal. Each

receiver has an active and a standby frequency displayed.
Switching between the active and standby frequencies
is done by pressing the frequency selection TFR switch.
Control for the audio output of each radio is provided by
the Audio Control Panel.
ADF Receiver
the interphone are found on the Audio Control Panel.
HF Radios
Two HF radios are found on the overhead panel. The
receiver is controlled by a rotary switch with OFF, USB
and AM positions. The radio is normally left in the OFF
position. To turn the HF radio on, place the switch in
the USB or AM position. The audio output from the HF
radio is controlled by the Audio Control Panel. The only
frequencies that do not have static are 5.000, 10.000 and
15.000. These frequencies broadcast a clock tone.
Audio Control Panel
The Audio Control Panel is found on the pedestal. It

controls
all audio output and transmitter selections for the
ILS Receiver
radios.
To
hear all cockpit to ground communications, turn
An independent ILS receiver is located on the pedestal.
on
the
INT
audio selector & adjust the volume as desired.
It is dedicated to tuning ILS frequencies only. When tuned
to an ILS frequency that is in range, the ILS information is Cabin Communications Panel
displayed on the EADI and EHSI. ILS information is also
The Cabin Communications Panel is found on the
available on the Standby ADI. The ILS receiver can be
overhead panel. Pressing one of the cabin call buttons
parked by dialing the frequency down past 108. A dashed chimes the associated Flight Attendant station. Pressing
line represents the parked mode. This mode inhibits
the FLT INT button allows the pilot to monitor all
display of ILS information on the ight instruments.
interphone communications within the plane. Controls for
The ADF receiver is located on the pedestal. This
receiver has left and right frequency selectors. Selector
knobs tune the frequency of the selected receiver. Control
for the audio output of the ADF is provided by the Audio
Control Panel. ADF information can be displayed on
either of the two RDMI needles when the respective RMI
selector needle is pointing at ADF.
iver is
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VOR Receiver Controls

Located on the Main & F/O glareshield. The VOR receiver frequency and course
may be adjusted by clicking on the selector knobs or by placing the mouse cursor
over the frequency or course display window and scrolling the mouse wheel.
AUTO
MAN
Frequency automatically tuned by the FMC.

Frequency manually controlled by the pilot.
ILS Receiver Controls

The ILS receiver frequency and front course may be adjusted by clicking on
the selector knobs or by placing the mouse cursor over the frequency or front
course display window and scrolling the mouse wheel.
Note To park the ILS receiver, dial past 108 until dashes (-------) are
displayed.
ADF Receiver Controls

The ADF receiver frequency may be adjusted by clicking on the selector
knobs or by placing the mouse cursor over the frequency display window and
VHF Radio Controls

The VHF receiver frequency may be adjusted by clicking on the selector
knobs or by placing the mouse cursor over the frequency display window &
The active frequency illuminates brighter than the standby frequency.
Tune the radio using the standby frequency.
Use the TFR switch to select the active frequency.
HF Radio Controls
Situated on the Overhead Panel.
OFF
USB
AM
Power removed from unit.

Sets the upper side band (USB) mode.
Sets the amplitude modulation (AM) mode.
Audio Control Panel Controls

Located on the Pedestal
Pressing a MIC selector button selects the associated radio to

transmit and automatically turns on the respective audio control knob.
An audio control knob is active when it is illuminated.
Pressing on the top of an audio control dial makes the selected
channel audible.
The volume is controllable on those channels that display a +/- when
the mouse hand is passed over the selector knob.
Some receiver channels are on/off only.
To hear cockpit to ground communications, turn on the INT audio
selector and adjust the volume as desired.
To enable cabin communications with the ight crew, turn on the
PA audio selector and adjust the volume as desired. The Level-D
Voices option from Add-ons> Level-D Simulations> Preferences>
Level-D Panel> must be enabled to hear crew interactions with the
ight deck.
Cabin Communications Panel
This panel can be used for ground and ight crew interaction without having to select the Level-D menu. The
SELCAL buttons have no function in the sim. The Level-D Voices option from Add-ons> Level-D Simulations>
Preferences> Level-D Panel> must be enabled to hear crew interactions with the ight deck.
1. Cabin Call A request from the cabin crew generates an aural tone and causes one of the CABIN CALL lights to
illuminate. Pressing the illuminated light displays a dialogue box to control the ight crew interaction. Select a
number in the presented dialogue box for the desired response to a ight crew request.
2. Ground Call Press the GND CALL button to display a ground crew interaction box. This box contains the same
selections found in the Level-D Ground requests menu.
Press the number on the keyboard that corresponds to the desired interaction. Further dialogue boxes are displayed
when required for each item. These interactions are the same as described previously under Ground requests.
Note When a request is being processed (after selection), the ground requests menu is not available until the
requested process has been completed.
Warning Systems 139
Warning Systems
There are three main systems on the aircraft that provide the ight crew with aural and visual alerts when potential
problems or conicts are detected. The Crew Alerting System (CAS) monitors aircraft systems. The Trafc Alert and
Collision Avoidance System (TCAS) alerts of possible trafc conicts. The Ground Proximity Warning System (GPWS)
warns of hazardous ight conditions when proximity to terrain becomes critical.
Crew Alerting System (CAS)

This system continuously monitors aircraft systems for
faults and failures. Alerts are displayed on both the upper
and lower EICAS screens when received. Additionally, aural
and other visual alerts are provided depending on the type
of failure. For example, a hydraulic low pressure condition
generates an EICAS caution along with an Annunciator light
on the hydraulic panel.
Alert messages are classied as follows:
Warnings Messages display in red on the upper EICAS. These require
immediate crew action.
Cautions Messages display in amber on the upper EICAS. These require
crew action on a timely basis.
Advisories Messages that are offset and displayed in amber on the upper
EICAS. These require crew action on a time-available basis.
Status
Messages displayed on the lower EICAS STATUS page. These
messages are for low level faults that usually generate no
indications in the cockpit.
The GPWS may not provide a warning for terrain that

is abruptly vertical to the ight path and may not alert in
the event of slow descents into terrain if the aircraft is in
landing conguration.
The GPWS utilizes data from the air data system,
inertial reference system, instrument landing system and
radio altimeters.
GPWS Aural Messages
The GPWS system provides the following aural warning

messages to the crew.
TERRAIN TERRAIN
Closure rate to the ground is excessive. The warning
envelope depends on conguration, airspeed, radio
height and closure rate.
WHOOP WHOOP PULL UP
Announced when dangerous proximity to the ground
Multiple fault conditions are prioritized by the system so
requires immediate action from the pilot. The warning
that Warnings have the highest priority over Cautions and
envelope depends on conguration, airspeed, radio
Advisories. Both Warnings and Cautions generate an aural
height and closure rate.
alert and trigger the illumination of the master WARNING or
TOO LOWFLAPS
CAUTION light on the glareshield. Pressing the illuminated
The aps are not in the landing conguration (25 or
button on the glare shield silences the aural warning and
30) in close proximity to the ground. The warning
resets the light for subsequent activation.
envelope depends on radio altitude and airspeed.
Some Warnings and Cautions are inhibited during
TOO LOWGEAR
certain phases of operation. On the ground with both
The gear are not down in close proximity to the
engines shut down, most Warnings and Cautions are
ground. The warning envelope depends on radio
inhibited so that only the associated Annunciator light
altitude & airspeed.
and EICAS message are generated. Fire Warnings are
still active and do generate an aural alert on the ground.
TOO LOWTERRAIN
During the takeoff roll and initial climb out, all Warnings
Announced when the aircraft has unsafe terrain
and Cautions are inhibited starting around 80 knots and
clearance at low airspeed. The warning envelope
until passing 400 feet radio height.
depends on airspeed and radio height.
Ground Proximity Warning System (GPWS) DONT SINK
Warns of an excessive descent rate after the takeoff
The GPWS provides warnings of potentially hazardous
or a go-around.
situations when approaching terrain. It also provides
SINK RATE
information alerts to assist the crew with situational
Excessive descent rate near the ground.
awareness. The system operates automatically and can
MINIMUMS MINIMUMS
be inhibited if necessary by pressing the G/S INHIBIT
Announced when the radio height matches the value
area on the main panel.
set in the DH selector on the pedestal.
The GPWS provides altitude callouts during landing to
GLIDESLOPE
assist the crew. The following callouts are made based
Announced when the aircraft is below the glideslope
on radio height: 2500, 500, 100, 50, 40, 30, 20, 10 and
by an unacceptable margin.
MINIMUMS (based on DH setting on the pedestal). The
system also advises when an excessive bank angle
exists by announcing BANK ANGLE. Above 150 feet,
the announcement is activated past 40 degrees of
bank. Below 150 feet, the activation angle is reduced
progressively from 40 to 10 degrees at 30 feet.
Warning Systems 139
Warning Systems 140
Trafc Alert and Collision Avoidance System (TCAS)

The TCAS warns of potential conicts with other aircraft.
The system is turned on via the transponder panel on the
pedestal. Trafc information is displayed on the EHSI and
can be toggled on/off using a button on the EHSI control
panel. TFC is displayed on the EHSI when the system
is operating normally. If the TCAS display is toggled OFF,
the EHSI shows no trafc indications.
Area trafc are displayed on the EHSI MAP mode at
their relative distance, bearing, and altitude from the
aircraft. The relative altitude of the trafc is displayed in
+/- 100s of feet next to the targets symbol along with a
vertical trend arrow. The trend arrow points up if the trafc
is climbing and points down if the trafc is descending. As
a matter of convention, lower trafc have negative values
with data tags displayed below the trafc symbol. Higher
trafc have positive values with data tags displayed above

the trafc symbol.
Non-threatening other trafc are displayed as hollow
white diamonds with their relative altitude displayed.
Trafc that penetrates the TCAS advisory threshold
display as solid white diamonds. When the proximity
of the trafc becomes more critical, a Trafc Advisory
(TA) is received and the target becomes a solid yellow
circle. Trafc that become an immediate threat become
red squares and a Resolution Advisory is received.
Vertical escape commands are generated and must
be followed precisely by the pilot. The trafc display
returns to normal when the CLEAR OF CONFLICT
announcement is received.
Crew Alerting System EICAS Message Control
AFT CARGO FIRE

FWD CARGO FIRE
L ENG SHUTDOWN
R HYD SYS PRESS

L HYD SYS PRESS
L UTIL BUS OFF
R UTIL BUS OFF
AUTOBRAKES
L YAW DAMPER
RUDDER RATIO
PAGE 1
1. Warnings These messages are always displayed on top in RED. Can only be cleared by xing the malfunction.
These require immediate crew attention.
2. Cautions The Cautions messages are always displayed immediately below any Warnings messages. These
messages may be cancelled using the CANCEL button (5) next to the EICAS screen. These items require timely
corrective action.
3. Advisories These messages are displayed offset by one character from the other messages. These messages
do not generate an aural alert and may be canceled using the CANCEL button (5). These items require
corrective action on a time available basis.
4. Page # This message is displayed any time more than one page of messages is available. Use the CANCEL and
RECALL buttons (5) to view messages as described below.
5. CAS Caution Buttons Used to clear and recall CAS messages on the EICAS.
CANCEL
RECALL
Clears active messages from the EICAS (except Warnings). If pressed with more than one page available, the next page is displayed.
Subsequent presses cycles through remaining pages until cleared.
Recalls CAS messages beginning at page 1.
Warning Systems 140
Warning Systems 141
Warning & Caution Annunciators (Overhead)
ENTRY DOORS
An entry door is not closed, and latched and locked.
CARGO DOORS
The forward, aft, or bulk cargo door is not closed and latched & locked.
ACCESS DOORS
The forward equipment bay or the electrical equipment compartment door is not closed &
latched & locked.
EMER DOORS
(Emergency Doors)
A forward or aft overwing emergency exit door, or a wingslide door is not closed and latched
and locked.
CAPT PITOT
(Captain Pitot)
Probe is not being heated in ight or neither engine is running on the ground.
FO PITOT
(First Ofcer Pitot)
L AOA
(Left Angle of Attack)
R AOA
(Right Angle of Attack)
L AUX PITOT
(Left Auxiliary Pitot)
R AUX PITOT
(Right Auxiliary Pitot)
TAT
(Total Air Temperature)
STAB TRIM
(Stabilizer Trim)
Stabilizer trim rate is onehalf the normal control wheel stabilizer trim switch rate.
UNSCHED STAB TRIM

(Unscheduled Stabilizer Trim)
Uncommanded stabilizer motion detected.
SPOILERS
One or more spoiler pairs are inoperative.
AUTO SPDBRK
(Auto Speedbrake)
Fault is detected in the automatic speedbrake system.
RUDDER RATIO
The rudder ratio system is failed.
ANTISKID
A fault is detected in the antiskid system.
AIL LOCK
(Aileron Lockout)
Aileron lockout actuator disagrees with the commanded position.
Warning Systems 141
Warning Systems 142
Warning & Caution Annunciators (Main Panel)
FIRE
Illuminates when a re warning is active for the engines, APU, cargo compartments, or wheel wells.
Illuminates for the duration of the event.
WINDSHEAR
Illuminates when windshear is detected. (Not modelled: FS weather limitation)
PULL UP
Illuminates when the GPWS PULL UP command is activated. The GPWS system can be tested by
pressing on the mouse click area over the light.
A/P DISC
Autopilot Disconnected
Illuminates when the autopilot is disconnected. Cancelled by pressing the autopilot disconnect a second
time or by pressing the Master Warning button on the glareshield.
SPEED BRAKES
Illuminates when the speed brakes are aft of ARMED and the landing aps are selected (25 or 30).
CABIN ALT
Cabin Altitude
Illuminates with an aural warning & Master Warning light when the cabin altitude is above 10,000 feet.
OVSP
Overspeed
Illuminates with an aural warning when aircraft is exceeds MMO/VMO.
ALT ALERT
Altitude Alert
Illuminates anytime an altitude alert is generated based on MCP ALT.
AUTOPILOT
Illuminates if an operating channel of the autopilot has failed. The autopilot may remain connected with
this caution.
A/T DISC
Autothrottle
Disconnected
Illuminates when the A/T is disconnected. Press the A/T disconnect keyboard/joystick button a second
time to cancel.
FMC
Illuminates when a message is received in the CDU scratchpad.
G/S INHIBIT
Press to inhibit all GPWS warnings. Press again to restore.
CONFIG
Conguration
Conguration warning light. Illuminates with an aural warning and Master Warning light when the
aircraft is not in the proper conguration for takeoff or landing.
TAKEOFF
Takeoff power applied and one of the following conditions exists:
Stabilizer trim not in the takeoff range.
Flaps are not set for takeoff.
Parking brake is set.
Spoiler handle not DOWN.
LANDING
Warnings are active in ight when the gear are not down & locked and:
Airplane is below 800 feet RA and a throttle is at idle.
Landing aps (25 or 30) are selected with the gear not down.
Warning Systems 142
Warning Systems 143
Master Caution Reset Switch

The Master Caution is situated on the Glareshield. The amber master CAUTION lights illuminate when any caution
alert occurs. The lights remain on as long as the caution alert exists or until master caution reset switch is pushed.
Pushing the switch

extinguishes both master CAUTION lights,
resets the lights for future caution alerts
silences most associated aural alerts
The master CAUTION lights and aural beeper are inhibited for all cautions during part of the takeoff. The inhibit
begins at 80 knots and ends at 400 feet radio altitude, or 20 seconds after rotation, whichever occurs rst. If a rejected
takeoff is initiated above 80 knots, the inhibit remains until the airspeed decreases below 75 knots. If the master
CAUTION lights and the aural alerts are activated prior to the inhibit, they continue to illuminate and sound. The inhibit
cannot reset the lights or aural alert. If a caution occurs during the inhibit and exists when inhibit ends, both master
CAUTION lights and aural activate. Caution alert messages are not inhibited during takeoff.
Transponder/TCAS Control
The transponder/TCAS control is situated on the Pedestal.
4
3
1. Transponder Power Switch Turns the transponder on/off.

SBY
AUTO
ON
Transponder is in standby (OFF) mode.

Transponder is activated automatically (Mode C) when the aircraft is airborne, and deactivated on the ground.
Transponder is turned ON.
2. Transponder Code Window Sets the transponder code. Press on the digits with the mouse to change the code.
3. TCAS Control Knob Controls the operation of the TCAS system.
XPDR ONLY TCAS system is OFF and only the transponder operates.
TA
TCAS is in Trafc Advisory mode only. Trafc is displayed on the EHSI, but conict resolution commands are not available.
TA/RA
TCAS trafc is displayed and conict resolution commands are available.
4. Toggle TCAS ON/OFF To toggle the TCAS trafc on the EHSI, press the top of the EHSI Range Selector knob. A
TCAS OFF message is shown on the EHSI if the TCAS display is toggled OFF.
Warning Systems 143
Warning Systems 144
TCAS Display
6
1
1. TCAS Status Display The status of the TCAS system is displayed here.
TFC
TA ONLY
TCAS OFF
TCAS FAIL
(blank)
Trafc display is active.

TCAS is in Trafc Advisory mode. Resolution Advisories are disabled.
TCAS system is OFF. No trafc information or advisories are available.
Indicates TCAS failure, if trafc selected.
TCAS display is toggled OFF via the EHSI Range Select Knob.
Note When TFC is displayed and TA ONLY is not displayed, the system is in the TA/RA mode and Resolution
Advisories will be received.
2. Other Trafc Trafc that is not a threat are displayed as hollow white diamonds. The relative altitude (in 100s)
is displayed with a trend vector. The example aircraft is 1800 feet below and descending. Note As a matter of
convention, lower trafc have negative values with data tags displayed below the trafc symbol. Higher trafc
have positive values with data tags displayed above the trafc symbol.
3. Proximate Trafc Trafc within 1200 feet vertically and 6 miles laterally are displayed as solid white diamonds.
The example aircraft is 700 feet above and climbing.
4. Trafc Advisory (TA) Trafc Aircraft within 20 to 48 seconds of entering collision airspace are displayed as
yellow circles. An aural TRAFFICTRAFFIC announcement is generated and TRAFFIC (in yellow) is displayed
on the EHSI.
5. Resolution Advisory (RA) Trafc Immediate threat aircraft within 15 to 35 seconds of entering the collision
airspace are displayed as red squares. Vertical guidance aural commands are generated and TRAFFIC (in red)
is displayed on the EHSI. Display returns to normal with the CLEAR OF CONFLICT announcement.
6. TRAFFIC Event Display Displays TRAFFIC in yellow for a TA event and red for an RA event.
TCAS Aural Alerts

1. Adjust Vertical Speed, Adjust
2. Clear Of Conict
3. Climb
4. Climb, Climb Now
5. Climb, Crossing, Climb
6. Descend
7. Descend, Crossing, Descend

8. Descend, Descend Now
9. Increase Climb
10. Increase Descent
11. Maintain Vertical Speed,
Crossing, Maintain
12. Maintain Vertical Speed, Maintain

13. Monitor Vertical Speed
14. TCAS System Test Fail
15. TCAS System Test Ok
16. Trafc
Warning Systems 144
Warning Systems 145
CAS Message Index

Alphabetical listing of ALL EICAS messages
Warnings
AFT CARGO FIRE
Aft cargo compartment re detected
APU FIRE
APU re detected.
AUTOPILOT DISC
Operating autopilot has disconnected.
CABIN ALTITUDE
Cabin altitude is above 10,000 ft.
ENGINE FIRE, L/R
Left or right engine re detected.
FLAPS
Flaps are not set for takeoff when takeoff thrust is applied.
FWD CARGO FIRE
Fwd cargo compartment re detected.
GEAR NOT DOWN
Landing gear is not down when below 500 feet RA.
OVERSPEED
Airspeed exceeds Vmo/Mmo.
PARKING BRAKES
Parking brake is on for takeoff and takeoff thrust is applied.
SPOILERS
Spoilers are not down for takeoff and takeoff thrust is applied.
STABILIZER
Stab trim is not set in the takeoff range when thrust is applied.
WHEEL WELL FIRE
Wheel well temperature is excessive.
Cautions
AC BUS OFF, L/R
Left or Right Main AC Bus is not powered.
ALTITUDE ALERT
Airplane altitude has deviated from MCP set altitude.
AUTOPILOT
Loss of a data input to the operating autopilot.
BLD DUCT LEAK, L/R
A leak is detected in the left or right duct manifold.
BODY DUCT LEAK
Duct leak between the APU and the center isolation valve.
BUS ISOLATED, L/R
Left or right bus tie has faulted or ISLN has been selected manually.
CABIN AUTO INOP
Number 1 and number 2 auto controller has faulted or manual is selected.
EEC OFF, L/R
Left or right EEC has failed or is switched off with the engine running.
ENG OVHT, L/R
Left or right engine nacelle overheat.
ENG SHUTDOWN, L/R
Left or right fuel cutoff switch if OFF. Associated system advisories are inhibited.
FLAP DISAGREE
Trailing edge aps not in commanded position.
FUEL JET NOZ
Fuel jettison nozzle not in the commanded position.
FUEL SYS PRESS, L/R
Low fuel pressure in respective system. Individual pump advisories are inhibited.
FWD EQT COOLING
No cooling airow over the instruments detected.
GEAR DISAGREE
Gear handle and gear position do not agree.
GEN DRIVE, L/R
Left or right low generator drive oil pressure or high temp with engine running.
HYD SYS PRESS, L/C/R
Respective hydraulic system pressure is low. Individual pump advisories are inhibited.
INSTR SWITCH
Both Captains and F/Os EFIS switched to ALTN.
LOW FUEL
Less than 2,200 lbs. remaining in either wing tank.
SLAT DISAGREE
Leading edge aps not in commanded position.
UNSCHD STAB TRIM
Stabilizer trim is moving without being signalled.
Warning Systems 145
Warning Systems 146
Advisories
ACCESS DOORS
Maintenance doors are open.
AFT CABIN TEMP
Aft cabin temperature controller failed, switched OFF, or supply duct has overheated.
AFT CARGO OVHT
Aft cargo compartment has overheated.
AFT FUEL PUMP, L/R
Left or right aft pump pressure is low or switched off.
ANTISKID
Antiskid system has failed.
APU BLEED VALVE
APU BTL
APU re bottle pressure is low.
APU FAULT
APU has shutdown or a fault.
APU GEN OFF
APU generator switch is OFF or the APU generator breaker is open with the APU running.
AUTOBRAKES
Autobrakes are disarmed.
AUTOTHROT DISC
Autothrottle has been disconnected.
BATTERY OFF
The battery switch is OFF.
BRAKE SOURCE
C HYD PRIM 1, 2
Number 1 or 2 center hydraulic pump low pressure.
CARGO BTL 1, 2
Number 1 or 2 cargo re bottle pressure is low.
CARGO DOORS
Cargo doors are open.
CTR L/R FUEL PUMP
Left or right center pump fuel pressure is low or switched off.
EMER LIGHTS
Emergency light switch is OFF.
ENG ANTI-ICE, L/R
Left or right engine anti-ice valve not in the commanded position.
ENG BLD OFF, L/R
Left or right bleed valve is closed with the engine running.
ENG BTL 1, 2
Number 1 or 2 engine re bottle pressure is low.
ENG EEC, L/R
Left or right EEC has been switched OFF or has failed.
ENG OIL PRESS, L/R
Left or Right engine oil pressure is low with engine running.
ENTRY DOORS
Entry doors are open.
FLAP LD RELIEF
Flap load relief failure.
FLT CONT VALS
More than one ight control shutoff valve is closed. Individual messages inhibited.
FLT DECK TEMP
Flight deck temperature controller failed, switched OFF, or supply duct has overheated.
FMC FAIL
FMC has failed.
FMC MESSAGE
A message is displayed in the CDU scratchpad.
FUEL CONFIG
Center tank pumps switched off with more than 1200 lbs. in center tank; or wing tank fuel quantity
differs by more than 1500 to 2000 lbs.; or less than 2,200 lbs. remains in either wing tank.
FUEL CROSSFEED
Crossfeed valve not in commanded position.
FWD CABIN TEMP
Forward cabin temperature controller failed, switched OFF, or supply duct has overheated.
FWD CARGO OVHT
Forward cargo compartment has overheated.
FWD EQPT OVHT
Low airow or overheat in the electrical compartment.
FWD EQPT SMOKE
Smoke is detected in the equipment cooling duct.
FWD EQPT VAL
Forward equipment valve not in the commanded position.
FWD FUEL PUMP, L/R
Left or right forward pump pressure is low or switched off.
GEN OFF, L/R
Left or right generator is OFF with the engine running.
HYD DEM PUMP, L/C/R
Respective hydraulic demand pump low pressure.
HYD PRIM, L/R
Left or right hydraulic primary pump low pressure with engine running.
IRS DC FAIL, L/C/R
Left, center or right IRS backup power has failed.
IRS FAULT, L/C/R
IRS fault in the respective system.
IRS ON DC, L/C/R
Left, center or right IRS on DC backup power.
MAIN BAT DISCH
Battery is discharging.
Warning Systems 146
Warning Systems 147
MID CABIN TEMP
Mid cabin temperature controller failed, switched OFF, or supply duct has overheated.
NO SMOKING OFF
No Smoking sign is selected OFF.
PACK OFF, L/R
Left or right pack is OFF or has internally overheated.
PACK TEMP, L/R
Left or right pack outlet temperature is high or a critical system failure is detected.
PARKING BRAKE
Parking brake is on.
PASS OXYGEN ON
Passenger oxygen switch is ON.
PASS SIGNS OFF
Both Seatbelt and No Smoking signs are OFF.
PROBE HEAT
Loss of power to two or more probes.
RAT UNLOCKED
Ram Air Turbine is unlocked.
RECIR FAN, L/R
Left or right recirculation fan is OFF or has failed.
REV ISLN VAL
Reverse lockout has malfunctioned in ight.
RUDDER RATIO
Rudder ratio system failure.
SEATBELT OFF
Seatbelt sign is selected OFF.
STAB TRIM
Stab trim cutout switches are off.
STANDBY BUS OFF
Standby bus is not receiving power.
TAIL HYD VAL
One tail hydraulic shutoff valve is closed.
TAIL SKID
Tail skid is not in the commanded position.
TRIM AIR OFF
The trim air switch is OFF.
UTIL BUS OFF, L/R
The Left or Right utility bus is not powered.
WINDOW HEAT
Loss of power or overtemp to two or more windows.
WING ANTI-ICE, L/R
Left or right wing anti-ice valve not in the commanded position.
WING HYD VAL
YAW DAMPER, L/R
The left or right yaw damper is unpowered, failed, or switched OFF.
Status
AFT CARGO DET 1
Aft cargo detector failed test.
ALTN ANTI-SKID
Fault in the alternate anti-skid system.
APU FIRE LP 1
APU re loop fault.
AUTO COORD ON
Simulator auto-coordination system is ON.
CABIN ALT AUTO 1, 2
Number 1 or 2 cabin auto controller failed.
CARGO DET 1
Cargo smoke detector test failed or smoke detected.
ELEV FEEL
Elevator feel system fault.
ENG FIRE LP 1, L/R
Left or right engine re loop detector failure.
ENG OH LP 1, 2
Number 1 or 2 engine overheat loop detector failure.
FUEL QTY BITE
Fuel quantity indicating system fault.
FWD CARGO DET 1
Forward cargo detector failed test.
HYD SYS MAINT, L/C/R
Respective hydraulic system pressure is below 2800psi with engines running.
NORM ANTI-SKID
Fault in the normal anti-skid system.
Warning Systems 147
Tutorial Flight 148
Aircraft Operating Tutorial

Golden Gate Run
LDS001 CYVR ~ KSFO
elcome to Level-D Simulations 767-300ER Flight 001 from

Vancouver to San Francisco, brought to you by members of
the beta team.
We are not professional pilots. But, some of our technical
advisors are real world 767 pilots. They have read through this
document and are satised with the information we have provided.
They arent going to let any of us y their real 67 just yet, but they
havent ofcially said no to our requests to dead-head a couple ights
for a week or two (at our expense of course).
This tutorial for Flight Simulator X will provide new and intermediate users with general guidelines to
effectively y the Level-D 767. This is not the denitive guide: that document would encompass several
thousand pages, and require the user to devote thousands of hours of study. The Level-D 767-300 does
not simulate every aircraft function or airline specic option: that aircraft simulator add-on has never been
built, and, if it was available to the consumer would likely cost a great deal more than the current Level-D
767 retail cost.
It is also important to note that no two airlines operate their aircraft in the same manner. Each airline
adopts SOPs (standard operating procedures) for the aircraft in their eet. While your airline may operate
with different standards than those set forth, we have chosen to adopt a mix of standards to ensure the
safe operation of the LDS767.
This is the fourth version of the Golden Gate Run tutorial ight. Each version has been improved,
claried and expanded with input from the team and users. Every effort has been made during the creation
of this tutorial to include all relevant materials to successfully operate the 767 in all phases of ight. Color
images have been included (when warranted) to provide accurate reference screenshots to assist the user.
The scope of the tutorial does not include all aspects of ight simulation. For specic information regarding
Microsoft Flight Simulator X, weather programs, departure / arrival charts, route building, air trafc control,
etc, consult the relevant sources on the internet.
This version of the tutorial introduces pre-built mission les that allow the user to choose different panel
set-ups while on the ground at Vancouver. It is recommended to choose the Cold & Dark mission to
get the most out of this tutorial. We encourage you to save your own situation les for the climb, cruise,
descent and arrival phases of ight. User-saved les can be chosen from the FSX File> Load menu option.
When loading a saved Level-D 767 situation le the panel and systems will reload and stabilize quickly.
Our ight will use the Expanded Checklist - included in the manual - for its structure.
The Level-D 767 is a complex simulation. It will take you many hours to master the aircraft. Dont get
discouraged by the complexity of the simulation - follow along, step by step (pause the sim if you have to),
but stick at it. The reward is the journey, not the accomplishment of the task. While this tutorial serves a
useful purpose, please take the time to read the operations manual to gain a deeper understanding of the
individual systems and procedures of the 767-300.
Enjoy the ight from Vancouver to San Francisco, Captain: we know that you will feel a great sense of
satisfaction learning and mastering the Level-D Simulations 767.
Tutorial Flight 148
Tutorial Flight 149
Mission Setup
The missions included with the 767 for FSX do not present a reward for the successful completion of
the Golden Gate Run. We are still exploring the limits of mission creation with the 767 and hope to release
reward mission modules in the near future. Perhaps users will be inspired to try to create their own Level-D
767 missions, or work to add to the Golden Gate Run?
Simulator Settings
It is important that FSX and the 767 be congured with the settings listed below before we can begin the
tutorial. Lets adjust some FSX & Level-D settings.
Tutorial Conventions
FSX Settings
From the FSX menu bar, choose SETTINGS. Set the
following options:
General > Deselect Pause on Task Switch
International > Hybrid (feet, milibars)
This tutorial will use the International Hybrid units of

measure option, which means that all weights will be
shown in kilograms. Imperial measurements (pounds) will
be displayed throughout the tutorial when possible.
Click OK
Level-D Settings
From the Add-ons> B767 Specic> menu, conrm:
Realism and carrier options
from Carrier dropdown menu, choose...
Speedtape EADI
Dual cue Flight Director
Climb Thrust Derate Washout > None
& conrm or set...
GPWS altitude callouts
EADI Displays A/T ag
Airspeed BUGS option
Load carrier options with ights
from Realism, set or conrm
Battery discharge
Electric load shedding
Pneumatic loads
Engine damage
Realistic fuel feed
Autoland restrictions
FMC tunes ILS
Load realism options with ights
From the Level-D Simulations> Preferences> menu, set:

Level-D Gauge Sounds> 50%
Level-D Voices> 80%
First Ofcer options> User Choice
Crew Voices> User Choice
Click OK
This tutorial contains text and layout

conventions that will assist the user.
CHECKLISTS
Checklist Item ............................... Checklist Action
Explanation of the Checklist Item and Action.
Checklist Items and Actions appear in bolded text and
may be followed by an explanation of the task in smaller
text. The checklist item and action denote a task that
is part of the Normal Procedures Checklist. Checklists
contain, in abbreviated form, information required by
the ight crew to operate the aircraft. The checklists
are grouped in sections and in chronological order. Not
all checklist items require an action. Some will simply
require verication that certain switches, panels, and/or
systems are in the listed checklist action description or
ready state.
In the example below, the ight crew must verify that the
EEC switches are in the required ON position. No action
is required if the swicthes are in the ON position.
EEC Switches .......................................................ON

Check to make sure both switches are ON. These
switches are always left ON
BOLD TEXT
In general, bolded text denotes an action that must be
completed. These can include important menu items or
required physical tasks (Press, Enter, Open, Choose).
FOLDERS
Numbered folders (i.e 1 ) denote the option to

import numbered tutorial panel states (Golden Gate (1),
(2), (3), etc.) and allow for a quick starting point of the
corresponding section of the tutorial.
Charts
Charts for Vancouver & San Francisco are
available at chartnder.vatsim.net, www.czvr.ca
or www.oakartcc.com.
Print the charts listed below:
CYVR
VANCOUVER INTL
Miscellaneous
TAXI & PARKING AREAS
Departure
VANCOUVER DEP
KSFO
SAN FRANCISCO INTL
Arrivals
GOLDEN GATE FOUR
QUIET BRIDGE VISUAL
Approach 28R ILS OR LOC
Tutorial Flight 149
Tutorial Flight 150
Flight Deck Preparation
When the simulator loads, you are greeted with the aircraft in a cold & dark state. Providing electrical
power to the aircraft is the rst order of business.
Open the overhead panel <SHIFT><5> or press the OVHD button (located on the main panel).
The Normal Procedures & Checklist will be our guide for this tutorial, which is written with the ow concept.
But, before we get to the ow, we have to do some jumping around on the overhead panel to get the power owing
through the aircraft. Powering the 767 seems to be one of the more confusing procedures for many new users. For
this section of the tutorial, follow the text on the right with the numbered diagrams on the left to power the 767.
Preight ~ Powering the 767

1. Battery Switch .................................................ON
2. Standby Power Selector ............................. AUTO
Battery & Standby (left overhead panel)
3. APU GEN switch ................................. Pushed IN

4. Bus Tie Switches ........................................ AUTO
5. Utility Bus Switches ........................................ON
7a
6. GEN CONT Switches ......................... Pushed IN

PILOTS DISCRETION You can OMIT this step and
move directly to start the APU.
7. & 7a External Power ............................ Establish
Contact Ground via the Cabin Communications Panel.
Press ON when AVAIL light illuminates. Ground Power is
not essential.
8. APU ............................................. START then ON
Electrical Panel (left overhead panel)
7
Communications (center overhead panel)
A spring-loaded position that initiates the APU start

sequence. The RUN light ashes twice to indicate the
beginning of start. The APU start cycle takes approximately
60 seconds. Once the APU light illuminates RUN, the
external power can be safely disconnected, if ground
power is connected. OVERHEAD Panel> Cabin
Communications Panel> GND CALL> Disconnect External
9. Position Light ...................................................ON
Not depicted. The Position Light is located on the lighting

panel above the glareshield. See the Airplane, General
section of the manual. The position lights are the red,
green and white lights found at the tips of the wings.
10. IRS Mode Selectors (3) ................................NAV
Alignment time is 2 minutes. Real align time is ten minutes.

For the purposes of this tutorial we have disabled the real
align period. To enable the real-world 10 minute alignment
duration, choose Add-ons> B767 Specic> Realism> IRS
real align duration from the FSX menu.
APU (left overhead panel)
FMC Initialization ....................................POSITION
10
This step is not necessary for this tutorial. Should you wish
to enter the coordinates for the FMC, you may adjust the
Level-D settings (enable IRS needs position entry option
from the Realism menu). Consult the IRS Systems section
of the manual for more information.
Section of IRS Panel (upper left overhead panel)

Tutorial Flight 150
Tutorial Flight 151
Overhead Preparation
The Cockpit Preparation ow starts with the upper left hand corner of the overhead panel <SHIFT><5>
and continues in a downward pattern. Each panel is checked in a downward direction beginning at the top of
every column. Some real world airlines follow a down-up pattern for the overhead panel. For our purposes,
normal procedures are completed using the downward ow concept. After the overhead is checked, the ight
instruments and AFDS panel are checked from left to right. From the AFDS panel, follow down the EICAS
screens to preight the pedestal systems.
Yaw Damper Switches .........................................ON

Check to make sure both switches are ON.
These switches are always left ON.
Fuel quantity and balance ............................. Check

Check the proper fuel load and balance. For the Golden
Gate Run we will load 17141kg or 36238lbs.
EEC Switches .......................................................ON

Check to make sure both switches are ON.
These switches are always left ON
Hydraulic Panel .............................................. Check
8.6
0.3
Primary engine pumps switches ON. Primary electric and

all demand pump switches OFF.
8.6
17.2
Engine and Wing Anti-Ice ..................................OFF

Exterior Lights....................................... As required
Position lights ON. All others OFF.
Cargo Heat ..........................................................OFF

Window Heat ........................................................ON
HF Radio .............................................................OFF
Passenger Signs .................................. As required.
Suggest: No Smoking ON, Seatbelts OFF
Pressurization Panel ......................................... Set
Set landing altitude. Select AUTO 1 for odd days. Select

AUTO 2 for even days. Set auto rate at the detent position.
Equipment Cooling Switch ............................ AUTO

Overhead Cautions ........................................ Check
Check for normal indications (ie ENTRY DOOR, CAPT PITOT)
HF Radio .............................................................OFF
Battery Switch ......................................................ON
Standby Power Selector ................................. AUTO
Electrical Panel .............................................. Check
All electrical switches should be pushed IN. Electrical
switches are only turned OFF for abnormal conditions
Temperature Control Knobs .............. As required.

Trim Air Switch .....................................................ON
This switch is always left ON.
APU ....................................................... As required
Recirc Fan Switches ............................................ON
Cockpit Voice Recorder..................................... Test
Pack Control Selectors ........................ As required
Start the APU (if necessary) or establish external power.

Listen for test tone.
Emergency Light Switch ...............................Armed

Passenger Oxygen Switch ............................. Blank
Ram Air Turbine Switch .................................. Blank
Ignition Switch .................................................... Set
Set 1 for odd days of the week, 2 for even days of the
week, and BOTH for cold weather operations.
Engine Start Selectors ................................... AUTO

Fuel Jettison Panel ...........................................OFF
Switches blank and selector OFF.
Fuel Panel ........................................................... Set
Forward and Aft main fuel pumps OFF. Center fuel pumps
OFF. Crossfeed switches OFF.
If the APU is in use, turn the pack switches to AUTO. If

external air is in use, turn pack switches OFF.
Isolation switches ................................................ON

Left and Right switch ON. Center switch guarded ON.
Engine Bleed Switches .......................................ON

APU Bleed Switch ................................................ON

Standard: Switches are always left ON. Alternate: APU
should be running at least one minute, minimum, before
turning the APU Bleed ON.
FMC ............................................................. Program
Program the FMC with route and performance information.
Tutorial Flight 151
Tutorial Flight 152
Programming the FMC

Okay, time to get to the brains of this aircraft: lets open the FMC and lets get programming.
Every effort has been made to address every possible combination of FMC data entry. Some input
errors may occur. Should any FMC advisory messages appear in the scratchpad (i.e. NOT IN DATABASE, INVALID
ENTRY) simply clear the message by pressing the CLR key or the BLANK key (located between the Z and the DEL
keys). Try to continue with the next step. Should that not be possible, ensure you have entered the data correctly.
3
4
Keyboard Assist
KA is displayed in the
upper left corner of the CRT
when the keyboard assist
mode is turned on. In KA
mode, all computer keyboard
entries are sent to the CDU
scratchpad. Once the FMC is
closed, KA is disabled.
To enable
SHIFT+ K (ON/OFF) or click
the mouse in the upper left
hand corner of the CRT.
1L
2L
Line
3L
Select
4L
Keys
5L
(L LSK)
6L
LEFT
----Display CRT
1R
2R
3R
4R
5R
6R
RIGHT
Line
Select
Keys
(R LSK)
Scratchpad
Brightness (BRT) Control
Function Keys (FK)
Execute (EXEC) Key & Light
Message (MSG) Light
Data Entry Keys
When the sim loads the FMC is not displayed. Use the keyboard combination <SHIFT><7> or press the FMC
button on the main panel to display the FMCs CDU. The MENU page displays when the FMC is initially loaded. Press
the <FMC prompt next to the 1L Line Select Key (LSK). Pressing the 1L LSK activates the FMC.
The rst page to display after the FMC is activated is the IDENT page. The
IDENT page lists information about the software loaded into the FMC (aka
Navdata). In the real aircraft, the accuracy of information displayed on this
page is extremely important because incorrect FMC data can adversely effect
operations. For our purposes the prompts at the 6L and 6R position are of
interest. Pressing the 6L LSK abeam the <INDEX prompt displays the INIT/
REF INDEX page. Pressing the 6R LSK abeam POS INIT> will display
the POS INIT page.
AIRAC-0701
JAN18FEB14/07
EAG-0701
The INIT/REF INDEX permits the selection of the preight pages in the FMC. The pages listed on this page require
data input to successfully set-up the FMC. But, it is not required to use the INDEX page to step through the preight
pages. The 6R position offers a quick and efcient way for pilots to complete the preight status of the FMC.
Tutorial Flight 152
Tutorial Flight 153
6R LSK > The Preight Prompt

Preight ow continues in this sequence:
Identication (IDENT) page
Position Initialization (POS INIT) page
ROUTE (RTE) page
DEPARTURES page (no automatic prompt)
Performance Initialization (PERF INIT) page
Takeoff Reference (TAKEOFF REF) page.
Most of these pages are also used in ight. During the preight,
a prompt at the lower right (6R LSK) allows the ight crew to
step through the minimum requirements for preight completion.
Selecting the prompt key at the 6R LSK position displays the next
page in the ow. The text message INCOMPLETE will display
at 6R LSK until the minimum requirements are met. The text
message COMPLETE will display at 6R LSK when the minimum
requirements are met. The COMPLETE message will display if a departure runway has not been selected. NOTE that
there is no preight prompt at the 6R position to enter the departure runway.
A route must be entered and activated during the preight ow. The minimum route data requirement is origin and
destination airports, and one route waypoint.
Remember that when starting at the IDENT page of the FMC, there is always a prompt displayed at the 6R LSK
position that will lead you through the preight of the FMC. Continue entering data on each page until COMPLETE
displays abeam the 6R LSK position.
Lets enter our ight plan (CYVR YYJ J589 RBG.GOLDEN4 KSFO) into the FMC. There are 2 methods to program
the route into the FMC, manual or pre-programmed. Choose one of the entry methods below.
Manual entry of route
Pre-programmed route
Press RTE function key (FK).

In the real world, ightplans are loaded
Manual entry of route
The RTE 1 (1/2) page will display
into the FMC via the ACARS function.
with data entry boxes in the
Though ACARS is not modelled in
ORIGIN & DEST columns.
the Level-D 767, you can load a prePre-programmed
programmed route into the FMC. The
Enter CYVR into the
CYVRKSFO.rte le (located in the ...
scratchpad using the Data Entry
Default FlightSim\Level-D Simulations\
Keys, or use the Keyboard Assist
navdata\Flightplans folder) has been
(KA) mode.
included with this tutorial. Heres how you
Press the 1L LSK. CYVR will
can load a pre-programmed ightplan
transfer and will be set as the
into the FMC.
ORIGIN airport.
Enter CYVRKSFO into the scratchpad.
Enter KSFO into the scratchpad.
Press the 3R LSK. CYVRKSFO will transfer to the 3R
Press 1R LSK. KSFO will be set as the destination.
position (CO ROUTE).
Enter LDS001 into the scratchpad and press the 2R
Enter LDS001 into the scratchpad and press the 2R
LSK to transfer the text to the 2R position (FLT NO).
LSK to transfer the text to the FLT NO column.
There is an option to enter the departure runway at the
2L position. Leave it for now. We will enter the runway
from the CYVR DEPARTURES page.
Press NEXT PAGE function key to enter the ight plan.
Our led ightplan is YYJ J589 RBG.GOLDEN4.
Enter YYJ into the scratchpad.
Press 1R LSK. YYJ transfers to the 1R position (TO).
Enter J589 into the scratchpad.
Press 2L LSK. J589 transfers to the 2L position (VIA).
Enter RBG into the scratchpad.
Press 2R LSK. RBG transfers to the 2R position (TO).
Tutorial Flight 153
Tutorial Flight 154
The pre-programmed entry method is now complete.

For complicated ight plans with multiple waypoints and
airways the pre-programmed option is a time-saver and
should be used when possible. Once we have moved
beyond the route page, manual entry is required for all
succeeding steps of FMC programming.
DEP/ARR
Lets add the departure and arrival procedures to our
routing. We will depart Vancouver on the YVR3 SID and
arrive in San Francisco on the GOLDN4 STAR.
Press the DEP ARR function key. The DEP/ARR
INDEX page will display (not depicted).
Press 1L LSK abeam <DEP CYVR. The CYVR
DEPARTURES page displays.
Press the R LSK abeam 26L to select runway 26L for
our departure runway.
Press the L LSK abeam YVR3.26.30 to select the SID
for our departure procedure.
<SEL>
<SEL>
Press the L LSK abeam the ILS28R position.

Press the 6R LSK abeam the ROUTE> prompt to
return to the RTE1 page. The RTE1 page will display with
the ACTIVATE> prompt at the 6R position.
Press 6R LSK abeam the ACTIVATE>prompt. The
EXEC button illuminates.
Press the EXEC function key. The route has been
activated. Move to the next preight page.
NOTE that once the route has been executed the title of the
route page will change to ACT RTE 1. The ALTN> prompt will
display abeam the 5R LSK. The pre-ight prompt will change
from ACTIVATE> to PERF INIT> abeam the 6R LSK position.
Also, <SEL> prompts have changed to <ACT>, denoting active
selections. The route line on the EHSI has changed from a dotted
blue line to a solid magenta line.
PERF INIT
Lets enter the performance data available on the
FSBuild ight plan included in this tutorial (KG or LBS).
A <SEL> prompt will appear abeam the runway and

SID. Several transition waypoints (not depicted in the
image above) will appear below the selected SID. Do not
choose a transition.
Press 6L LSK abeam the <INDEX prompt. The DEP/
ARR INDEX page will display.
Press the 2R LSK abeam the KSFO ARR> prompt. The
KSFO ARRIVALS (1/3) page will display.
Press the 2L LSK abeam GOLDN4. The text <SEL>
will appear abeam the GOLDN4 (STARS column).
Press the R LSK abeam the RBG transition. The text
<SEL> will appear abeam the RBG VOR.
Though it is a non-standard procedure to add the arrival
runway during the FMC setup, for the sake of this tutorial,
we will select the arrival runway now.
<SEL>
The aircraft conguration is:

Pax & Cargo
27,369 kg
60,337 lbs
Zero Fuel Weight (ZFW) 116,700 kg
257,337 lbs
Fuel
17,100 kg
36,200 lbs
Gross Takeoff Weight
133,828 kg
293,537 lbs
See the tutorial appendix for more information about how
this ight was setup with the Conguration Manager.
Press the 6R LSK abeam the PERF INIT> prompt.

The PERF INIT (1/1) page displays.The calculated fuel
<CALC> is automatically set at 17.1 (17,100 kg) or 36.2
(36,200 pounds) at the L2 position with data entry boxes
below the GR WT (Gross Weight), ZFW (Zero Fuel
Weight), RESERVES, CRZ ALT (Cruise altitude), & COST
INDEX columns.
Enter the Zero Fuel Weight (ZFW) of 116.7 (kilograms)
or 257.3 (pounds) into the scratchpad.
133.9
<SEL>
<SEL>
3.1
Tutorial Flight 154
Tutorial Flight 155
Press the 3L LSK (ZFW column). The scratchpad

entry of 116.7 (257.3) will transfer to 3L position. A Gross
Weight (GR WT) value will autoll at 1L position.
GOTCHA! Be careful not to transfer the ZFW value to
the 1L (GR WT) position. Not a good thing!
Enter the Reserves fuel of 3.1 (3100kg) or 6.8 (lbs).
Press the 4L LSK (RESERVES column). The reserve
fuel entry of 3.1 will transfer to 4L position.
Enter a cruise altitude (CRZ ALT) of 37,000 feet into the
scratchpad (370, FL370, or 37000 formats are accepted).
Press 1R LSK (CRZ ALT column). The pad entry will
transfer to the 1R position as FL370.
Enter the Cost Index of 90 into the scratchpad.
Press 2R LSK and the cost index scratchpad entry of
90 will transfer to 2R position.
Pause for the Cost Index...
If youve ever wondered How does the cost index work? you
are not alone. Understanding and computing the cost index is a
complicated affair. We are not prepared to offer the denitive answer
(we may run out of paper in the process), but, what we can say is
that the cost index is derived from these factors: current fuel cost,
maintenance costs, ight crew and cabin crew cost per hour, aircraft
leasing costs, airline schedule requirements, as well as trip distance,
aircraft load, and cruise altitude winds.
The FMC Economy (ECON) calculations are based on the value
entered in this eld. The standard value entered is 80. Values can
range from 0 to 9999. Entering 0 gives maximum range airspeed
and minimum fuel consumption. Higher values increase the cruise
speed and fuel consumption for the calculated ECON speed.
As reported in the LDS767 forum each real-world airline computes
and adopts their own CI (cost index) gures. Here are some of the
(unconrmed) gures that have been reported in the forum:
Air Canada ................................70
British Airways ..........................40
Delta ......................75, 113, & 377
First Choice ..............................60
United ........................................40
A low cost index causes a lower cruise speed. Maximum range
cruise or the minimum fuel speed schedule may be obtained by
entering a cost index of zero. This speed schedule ignores the cost
of time. A low cost index may be used when fuel costs are high
compared to operating costs.
TAKEOFF REF
The TAKEOFF REF (1/2) page displays.
Press NEXT PAGE to display the TAKEOFF REF (2/2)
page. We will now program the takeoff data with the
outside air temperature, winds, runway conditions, aps
settings, and CG trim. Once this data is entered, the
aircrafts V-speeds are automatically calculated and
displayed in the right column. But, lets program the
TAKEOFF REF (2/2) page rst.
If you are running a weather program, you may enter

XX (two digits) for the temperature, and XXX/XX format
for the wind data, and /W or /D for runway conditions.
Enter XX for temperature into the scratchpad.
Press the 5R LSK and the pad entry of XX transfers to
the REF OAT column (14C depicted).
Enter XXX/XX for winds.
Press the 3L LSK and the entry of XXX/XX will transfer
to 3L position. The value will autoll at the 4L position.
Enter /W or /D for wet or dry runway if applicable.
Press 5L LSK. The pad entry of /W or /D will transfer to
the 5L position (SLOPE/COND). Slope is not modelled but
you can enter the value listed on the runway chart.
Press the PREV PAGE function key to return to the
TAKEOFF REF (1/2) page.
We will now enter our aps settings and CG Trim. The
CG Trim values are found on the load sheet that the
Conguration Manager creates.
Modications to the cost index are accepted within 10 nautical

miles of the top of descent.
Enter the step climb value of 2000 into the scratchpad.

Press 5R LSK (STEP SIZE column) and the entry of
2000 will transfer to the 5R position. The step climb will
now be calculated in the new separation standard of 2000
foot increments (RVSM. Reduced Vertical Separation
Minumum) rather than the ICAO standard of 4000.
Enter the aps settings value of 5 into the scratchpad.
The performance initialization data entry is complete.
Press 1L LSK and the scratchpad entry of 5 will
Lets enter the takeoff reference data. The PERF INIT
transfer
to 1L position (FLAPS column).
page is still displayed with TAKEOFF> at 6R position.
Enter
26 for the %MAC setting into the scratchpad.
Press the 6R LSK abeam the TAKEOFF> prompt to
This
will
tell
the FMC what our center of gravity setting is.
move on to the next preight page.
Tutorial Flight 155
Tutorial Flight 156
Press the 3L LSK. The scratchpad entry of 26 will

discontunity between VECTORS and YYJ will be closed.
transfer to the 3L position (CG TRIM). A trim setting of 2.4 When the disco is closed:
will autoll to the left of the entered data.
The page title changes to MOD RTE1 LEGS. This denotes the
page is being modied. The title will remain titled MOD until the
If the data input has been entered in its entirety, the
modication has been completed and executed.
PRE-FLT column at the 6R LSK position will display the
All waypoints will move up one position. The CVO VOR will appear
text string COMPLETE. The FMC is set up, but some
abeam the 5L position.
The 6L LSK prompt will change from <RTE2 LEGS to <ERASE.
loose ends (discontinuities) were created when the
When the 6L LSK abeam <ERASE is pressed, the last action will be
departure and arrival information were added to the route.
undone and the discontinuity will reappear.
Lets close those discontinuities.
Lets close the second discontinuity between the CVO
and RBG waypoints.
FMC Workout ~ Closing Discontinuities
Press the NEXT PAGE fucntion key. The MOD RTE1
A discontinuity most often occurs when a SID, STAR,
approach or runway is added to the route. In our case, we LEGS (2/5) page displays with a route discontiunity at the
added the departure and arrival runways and procedures top of the page.
for Vancouver and San Francisco. Three discontinuities
Press the 2L LSK abeam the RBG waypoint. The RBG
were created and must be closed.
waypoint will transfer to the scratchpad.
The rst discontinuity was created when the SID and
runway was activated. As the YVR3 SID is a vectors
departure, the text VECTORS (with a 261 heading) was
placed at the start of the RTE1 and the RTE1 LEGS page.
Lets close the rst discontinuity.
Press the LEGS function key. The ACT RTE1 LEGS
(1/5) page displays. To clear the discontinuity depicted
below, we need to line select the YYJ waypoint at the 3L
position and copy/move it to the 2L position. Heres how:
Press the 1L LSK abeam the data entry boxes. The
RBG waypoint will transfer to the 1L position and the
discontinuity will be closed.
Press the 3L LSK abeam the YYJ waypoint. The YYJ

waypoint will be copied to the scratchpad.
Now, lets see if you can do this on your own?

Press the NEXT PAGE function key. The MOD RTE1
LEGS page (3/5) will display with the disco abeam the 2L
position. Follow the previous examples and close the nal
discontinuity that was created when the arrival runway
was chosen...
Press the 2L LSK abeam the data entry boxes to
transfer the YYJ waypoint to the 2L position. The YYJ
waypoint will replace the data entry boxes and the
Tutorial Flight 156
The page should look like this after the disco is closed:
Tutorial Flight 157
EHSI Control Panel and route continuity

Lets check our route with another tool, the EHSI
Control panel. The EHSI - the LCD screen that displays
the route - has six view modes that can be controlled via
the EHSI Control panel, and, in concert with the FMCs
LEGS page, can be used to view the waypoints of the
planned route step by step, to verify continuity. The last
thing any pilot wants to see is an error in the route, so, its
prudent to check the validity of the route.
The EHSI Control panel is located at the bottom of the
main panel. By default the HSI control is set to MAP. To
check the route, we need to set the control to PLAN.
When the nal discontinuity was closed, the succeeding

waypoints moved up one lateral position and the page
number changed from 3/5 to 3/4.
How did you do? If your handiwork does not match the
image above, press the <ERASE prompt at the 6L LSK to
undo the action. Try again.
(Heres the answer if youre stuck (but of course you
Rotate the HSI knob clock-wise to PLAN. Turn the
arent!): the DUMBA waypoint is selected and transferred RANGE knob to 40. The EHSI will now display the route
to the data entry boxes to close the discontiunuity.)
true-north orientated and the range will be 40nm.
Press the NEXT PAGE function key. The MOD RTE1
LEGS page (4/4) will display.
If the legs look as depicted above, we can move one.

Press the EXEC button to accept the changes.
Press the LEGS function key if the LEGS page is not

open. The ACT RTE1 LEGS (1/4) page will display with
the STEP> prompt at the 6R position.
Note that when the EXEC button was pressed, the

LEGS page changed back to ACT from MOD and the
6L prompt reverted back to <RTE2 LEGS. The route
modication was successful.
Good work. Almost done with the FMC setup.
Press the 6R LSK STEP> prompt to cycle through

and display each waypoint of the route on the EHSI.
The prompt <CTR> will appear in the center of the CDU
Tutorial Flight 157
Tutorial Flight 158
abeam the selected waypoint.

Press the 6R LSK STEP> prompt to continue to
step through every waypoint. The <CTR> prompt will
step to each LEGS waypoint. Verify that there are no
discontinuities or anomalies in the magenta route line. As
you cycle through each waypoint, note the T/C and T/D.
Close the FMC. <SHIFT><7> keyboard combination or

press the FMC button on the main panel.
You can save your own situation le now. Grab a cool
drink. Youve earned it. Two important preight tasks are
complete and were almost ready to y (honest). The
next task is to set up the AFDS (Autopilot Flight Director
System) or Mode Control Panel (MCP).
e FMC ;)
Messages from fh l or departure procedures for
Adjust the EHSI Control RANGE selector to optimize

the view on the EHSI display. When viewing the
waypoints near the destination, it is prudent to reduce the
range to 20nm or less.
lude arriva
The FMC may not inc
be manually
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INVALID ENTRY is dis
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received a present pos
this message.
If a 767 runs out of fuel at FL410, what do you have?

A 132 ton glider with a sink rate of over 2000
feet-per-minute and marginally enough hydraulic
pressure to control the ailerons, elevator, and rudder.
If the route appears what you planned, then you are

ready to close up the FMC and move on. Before closing
the FMC...
On July 29, 1983, veteran pilots Bob Pearson and

Maurice Quintal were at the controls of Air Canada
Flight 143 when the unbelievable happened: they ran
out of fuel. The aircraft (Fin #604) landed safely at an
abandoned Royal Canadian Air Force Base located
in Gimli, Manitoba. The avoidance of disaster was
credited to Captain Pearsons Knowledge of gliding
which he applied in an emergency situation to the
landing of one of the most sophisticated aircraft ever
built. Captain Pearson strongly credits Quintal for
his cockpit management of Everything but the actual
ight controls, including his recommendation of Gimli
as an landing spot. The aircraft went back in service
(after a million dollar repair) and has been known ever
since as the Gimli Glider.
Excerpted from an article published in Soaring Magazine by Wade
H.Nelson
Rotate the HSI display knob back to MAP mode.

Press the INIT REF function key to display the
TAKEOFF REF page. We will need to edit the takeoff data
just prior to departure, so its handy to have the FMC set
with the REF page ready.
UPDATE: The Gimli Glider still soars the skies for Air
Canada. LDS767 beta team member, Rob Hall, ew
from Toronto to Vancouver on the 767-200 on June 5,
2005. The Glider has survived two trips to the desert,
and burned 22 tons of fuel on the 4.5 hour ight (PW
engines), but she is still airworthy, though the 25 year
old panel looks scratched up and worn out.
A route can be created using any combination of VORs, NDBs, intersections, lat/long
points, or airways. Flight plans can be found at simroutes.com, ightaware.com, and
vatsim.net (to name a few).
Tutorial Flight 158
Tutorial Flight 159
5 Setting the AFDS
The autoight system is complex. It is recommended that the Autoight Systems section of the manual be read in its entirety.
That said, if you follow along closely, the tutorial will introduce the user to most (if not all) AFDS modes.
146
260
AFDS Panel.......................................................... Set
Nav1 Radio Located to the LEFT of the MCP. Set manual

frequency if required, otherwise set to AUTO. Select AUTO.
FD Switch ON
A/T Switch OFF
IAS/MACH Set V2 from FMC. V2 is 146 knots.
HDG Set as required: runway heading 260.
ALT Set as required: 7000 as specied the departure
YVR3 departure chart, though we will go direct YYJ.
Disengage bar UP
Nav2 Radio F/O Panel. Set manual frequency if
required, otherwise set to AUTO
7000
EICAS ............................................................. Check

Check CAS messages for abnormal indications. Check
engine gauges for normal indications. Check STATUS
page and set lower EICAS screen to the ENGINE page.
R ENG SHUTDOWN
L ENG SHUTDOWN
SEATBELT OFF
L FWD ENT DOOR
BRAKE SOURCE
C HYD PRIM2
PROBE HEAT
PARKING BRAKE
PROBE HEAT
Flight Instruments............................................... Set
NOTE These checks should be done after the IRUs have aligned.
Conrm NO FLAGS on main instrument panel.
Instrument Source Selectors NORM
Airspeed - Check & set takeoff speed bugs.
Use the automatic bug setting
mouse click area - the lower left
corner of the Airspeed Indicator - for
easy setting.
RDMI Set pointer controls and
verify headings
EADI Check
EHSI Check. Range and display mode set as required.
(Set Map mode at 10 nm).
ASA Blank
Altimeter Set altimeter
VSI Indicates 0
Clock Set.
Standby Instruments Set
Warning Annunciators................................... Check

All should be off.
Standby Engine Gauges................................. AUTO

Autobrakes .........................................................OFF
TRP .............................................. Set TO and derate

These are preselect derates for CLB 1 or CLB2. For
this tutorial, we will not derate our takeoff. For more
information, consult the LDS Performance Manuals
available at the Level-D FAQ forum.
Flap Indicator ................................................... Set 0
Check warning lights are off and that the indicator agrees
with the ap handle.
Alternate Flap Selector .................................. NORM
Check selector set to NORM and ALTN not displayed in the

LE or TE switches.
Landing Gear ................................ DOWN & GREEN

Check no amber lights illuminated.
Alternate Gear Switch ....................... Guarded OFF

GND PROX Override Switches (F/O PANEL) ...OFF
PEDESTAL (SHIFT+5)
Parking Brake ..................................................... SET
Stab Trim Cutout Switches ........................... NORM
Spoilers ...........................................................DOWN
Throttles......................................................... Closed
Fuel Control Switches .............................. CUT OFF
Flaps ..................................................................... UP
Engine and APU Fire Panel ..........................Normal
Check that no handle is pulled or turned.
Cargo Fire Panel ...........................................Normal

Transponder ........................................................ Set
Set to desired code and leave turned OFF or set AUTO.
Tutorial Flight 159
Tutorial Flight 160
Comm Panel ........................................................ Set

Audio Panel ......................................................... Set
Set knobs as required for initial ATC frequencies.
ILS Frequency ......................................As Required

Located on the Pedestal. Set to PARK or to required ILS
frequency for departure (110.55 / 260).
Aileron and Rudder Trim ................................. Set 0
Stabilizer Trim ............................................ 2.4 units
Located on the Pedestal. Conrm trim setting is within the

green band.
1. Use the mouse to nudge the stab trim forward and/or
back until the setting is in the 2.4 range.
2. To view a digital return of the stab trim, place your mouse
icon over the Stabilizer Trim Gauge. NOTE Flight Simulator
Tool tips option must be enabled to view the digital return.
Okay, Captain, our departure time has arrived (just

in time, because setting up the ight deck was getting
boring!). The passengers are seated, the baggage and
cargo are loaded, our coffee has been delivered, and the
load sheet has arrived. Its time to push this beast away
from the gate.
Stab Trim: 2.4U
Mike Rays real-world GOTCHA!

The crew must ensure the nosewheel steering
and the rudder pedals are not moved until after the
signal man has cleared the aircraft from the ramp.
Serious injury to the tractor crew and damage to
the nose assembly may result if this precaution
is not observed. Complete BEFORE START
Checklist before moving the aircraft.
Before Starting Engines
Cargo Heat Switches ................................ON

Passenger Signs .......................................ON
Press the ALERT button on the Communications
panel to notify the F/As that its time to go.
EICAS Messages ........................................ CANCEL

Hydraulic Panel ..................................... ON & AUTO
Flight Controls ............................................... Check
Display STATUS page and check correct movement of

ailerons and elevator. Restore ENGINE display when nished.
Doors.......................................... Closed, Lights Out

Takeoff Brieng .....................................Accomplish
Verify performance and navigation data in the FMC and
brief the takeoff procedure.
This is when our real-world PF (pilot ying) briefs the

PNF (pilot not ying) for the departure procedure and give
the F/As a shout that departure is imminent.
Primary electric pumps ON & demand pumps to AUTO.
Fuel Panel ............................................................ Set

Turn ON fuel pumps in all tanks with fuel. Center Pumps
should be OFF.
Red Anti-collision Lights .....................................ON

Pack Switches ...................................................OFF
Compartment temperatures will rise.
Captains Departure Brieng
turn through
Runway heading of 260 then a left
) VOR. The SID
3000 feet direct to the YYJ (Victoria
LNAV. C CMD when
dictates a climb to 7000. VNAV,
370 when direct-to
direct YYJ. Set cruise altitude of
will continue to
YYJ. If an engine fails after Vr, we
of 080 for a
4000, then make a left turn heading
ch.
return to CYVR and a 26R approa
BING BONG! Time to go!
Tutorial Flight 160
Tutorial Flight 161
Pushback
After Starting Engines
From the overhead panel (Cabin

Communications Panel), press the button
labelled GND CALL. The Ground Requests dialog
menu will display.
Generator Lights ....................... Conrm OFF

APU Switch ...............................................OFF
Engine Anti-Ice ...................................... As required
Use if temp below 10C & visible moisture observed.
Isolation Switches (L and R) ..................... CLOSED

Pack Switches ................................................ AUTO
Autobrake Selector ............................................RTO
EICAS ......................................... RECALL & CHECK
Check for appropriate CAS messages and engine
indications. There should be no messages displayed in
normal operations.
Press the number 3 - [Pushback]
Ground Equipment ................................Disconnect

Ensure ground connections are clear.
The pushback Tug window will arrive. Set the

pushback distance to 40 (meters), turn to the right 90,
and enable Push & Start & Disconnect Interphone.
Follow the directions of the ground crew (if you have
them enabled) and start the engines.
Starting Engines
Its time to light those General Electric CF6-80C2
engines (rated at 61,500 pounds of thrust per engine)
and get this show on the road. Dave Barrinngton, 767
Captain, and a member of the LDS team, describes the
performance of a lightly laden 767-300 as four F-18s
bolted together... a hot rod of immense power. But,
before you blast off save your own situation le.
Announce Starting (Right/Left) Engine
The right engine is normally started rst.
L or R Start Selector ......................................... GND
Runway Turn-off Lights .......................................ON

Nose Wheel Landing Lights ................................ON
Okay, release the brakes and taxi the aircraft via JA, J,
H , D, to the D5 hold point for 26L. Charts are available
on the internet at http://chartnder.vatsim.net. Keep the
taxi speed below 20 knots. During the taxi to the active
runway - watch where youre going - lets open the FMC
and set the nal TOGW (which will effect our V-speeds).
Open the FMC. If the TAKEOFF REF page (1/2) does
not display, press the INIT REF function key to open it.
Note the GR WT value and enter a lesser TOGW value
(by 2000 kg (.2)) to the scratchpad.
Press the 5R LSK. The entry will now transfer to
the 5R position (TOGW column). The V-speeds will be
recalculated and the scratchpad message TAKEOFF
SPEEDS DELETED will be displayed
In the example below, 133.4 has been entered and line
selected to the 5R position (TOGW column). By the time
the aircraft has reached 26L, the displayed GR WT value
of 133.6 will be reduced by taxi fuel consumption and will
most likely be closer to the TOGW of 133.4.
OVERHEAD PANEL: Set the appropriate start selector to

GND to begin the start sequence.
L or R Fuel Control Switch (Pedestal)............. RUN
LOWER EICAS: When N2 reaches a minimum of 18%, set

appropriate fuel control selector to RUN and monitor EGT
on the upper EICAS for lightoff. Abort the start for abnormal
indications or if temperature exceeds 750 during start.
Conrm N1 rotation within 30 seconds of Stabilized N2.
At 50% N2, conrm Start Selector returns to AUTO

IMPORTANT Repeat procedure for remaining engine.
The FMC message TAKEOFF SPEEDS DELETED will

display in the scratchpad.
Press the CLR (FK) to clear the TAKEOFF SPEEDS
DELETED scratchpad message and reset the airspeed
speed bugs on the airspeed indicator. Use the automatic
bug setting mouse click area - the lower left corner of the
Airspeed Indicator - to reset v-speed bugs.
Tutorial Flight 161
Tutorial Flight 162
Before Takeoff
Flaps ................................................. Set for Takeoff
Set 5 or 15. For the purposes of this tutorial set aps 5.
Flight Attendants ...........................................Notify

Press the ALERT button on the Communications panel.
Takeoff
Once the aircraft arrives at the hold point for
runway 26L, imagine that the Vancouver Tower
controller clears LDS001 to position and hold on
runway 26L.
The takeoff - like the landing phase - is the most
intense part of the pilots job. Please take the time to read
the entire takeoff section before actually trying to take to
the air with the 767 simulator.
Okay... youve read the entire section, right? Right?!
Arm the autothrottle and turn on the anti-collision lights
before entering the runway
A/T .......................................................................Arm
Exterior Lights .................................................... Set
At 5 kts before V1 (in our case, 125 knots) move your

hand from the throttle lever to the yoke and mentally
prepare to take ANY problem into the air, excluding
situations where the aircraft controllability is severely
impaired or if the aircraft otherwise becomes unyable
Monitor airspeed for V1 and Vr
At Vr, rotate smoothly until airborne and then establish an
approximate 15 pitch up attitude. Then follow the magenta
colored Flight Director pitch commands on the EADI.
At Vr begin a steady pull (2-3 of rotation per second) on the

yoke to establish a gentle but rm rotation and liftoff.
Follow the
commands
of the Flight
Director bars
on the EADI.
Turn on landing and anti-collision lights.
When lining up do not waste runway length. Dont

worry about not being properly lined up on the runway
centreline. Correct this during the takeoff roll.
Vancouver Tower clears LDS001 for takeoff, runway 26L.
Transponder ......................................... AUTO or ON
TCAS .........................................................Set TA/RA
Note: To toggle trafc on the EHSI, press the top of the
EHSI Range Selector knob. A TCAS OFF message is
shown on the EHSI if the TCAS display is toggled OFF.
Clock ETE .......................................................... RUN

Throttles....................................Advance to 70% N1
Smoothly advance the throttles to approximately 60-70%

N1, and allow the engines to stabilize.
A/T ................................1 Arm & 2 engage N1 mode
Switch on the autothrottle and press the N1 button on the

AFDS (MCP). Verify proper thrust is set prior to 80 knots.
Observe the takeoff thrust being set (N1 gauge), and
eventually agree with the visible TO limit, then, advance
the throtlles fully to the foward position. Keep a slight
forward pressure on the yoke to enhance nosewheel
contact to the asphalt, and slowly release the pressure
when you pass 80 knots.
Verify 80 knots
Verify that THR HOLD mode is displayed in the top left

corner of the EADI. Observe the FMA annunciating the
release of the A/T servos with THR HOLD, and make a
mental note of moving from the low-speed abort to the
high-speed abort stage.
Once in the air, point the nose of the aircraft to an

attitude that will result in a speed of v2+15 to v2+25, but
do not exceed 25 of pitch.
After liftoff, once a positive rate of climb (VSI shows
climb and altimeter is showing increase in altitude) is
established, you can then raise the landing gear.
Positive rate of climb .................................. Gear Up
Gear handle UP, then OFF when retracted.
Try to keep the V2+15 (to 25) pitch prole. If the aircraft
accelerates past the target speed, do not increase the
pitch to slow down, just settle with what you end up with.
At 400
Select LNAV or HDG SEL on the AFDS (MCP) as

required. For LNAV, use the DIRECT TO procedure or
intercept the route course using HDG SEL.
If the departure is complicated - which is not the case

here - you could assist the aircraft by ying the rst turns
in HDG SEL, and engaging LNAV once youre past the
shorter legs.
At 1000
Engage VNAV. Follow Flight Director commands.

Alternately, select FLCH and set the MCP speed to
240 knots.
At 1000 AGL select a VERTICAL mode from the MCP.

Choose VNAV, FLCH or V/S. V/S is used primarily in an
engine out situation.
Through 1500 AGL pitch the
nose down slightly, press C CMD
on the MCP. The aircraft should
continue on runway heading.
Tutorial Flight 162
Tutorial Flight 163
Select 37000 in the ALT window on the MCP (if you

havent
already done so). The aircraft is now controlled
Landing Gear ......................................................OFF
by
the
AFDS
in lateral (LNAV) and vertical (VNAV) modes
Flaps ..............................Retract upon acceleration
(with the A/P engaged) to follow the FMCs lateral ight
Flap retraction schedule
plan of YYJ to SFO and the vertical ight level of 370.
When passing
Set aps
Rotate the HSI RANGE button on the main panel from
Vref30+20
5
10nm to 160nm to view more of the route on the EHSI.
Vref30+40
1
The magenta line should display as a contiguous line
Vref30+60
UP
extended from the aircraft position through each waypoint
When aps are UP, maintain a minimum airspeed
on the route.
of Vref30+80. Normally climb out at 250 knots until
After cleaning up the aircraft, and beginning our climb
reaching 10,000. Then accelerate to 300 knots or
to 37000 feet, there are some procedural things that you
FMC ECON speed. Once aps are UP, move the
need to attend to. On this tutorial ight climb derates are
gear lever to the OFF position to depressurize the
landing gear hydraulics.
not used, so the climb will be rather brisk. If conditions
permit, select the Seat Belt sign to AUTO to release the
Conrm Climb thrust
cabin and turn the landing lights OFF through 10000 feet.
Verify thrust set to CLB, CLB1 or CLB2 as desired (Upper
After passing the transition altitude at 18000 feet, set the
EICAS between the N1 displays).
altimeter to standard setting (29.92 Hg / 1013mb).
Open the FMC.
Be prepared to operate the FMC during the early
phases of the climb to go DIRECT-TO to a new waypoint
We want the aircraft to turn direct-to the YYJ VOR.
or to manipulate the ight plan in some other way if ATC
The easiest way for LNAV to join a route is to y directly
instructions require you to do so. Dont be overwhelmed
to a waypoint in the LEGS page. This is done by line
selecting a waypoint into the active waypoint position (1L
by the many tasks you are facing at this time. Complete
LSK of LEGS page 1). The FMC calculates a direct course one task at a time in a systematic manner. Dont concern
to the waypoint and displays the modication on the EHSI
yourself with errors you may make during this phase of
with blue dashes. Pressing the EXEC function key and the the ight. Concentrate on getting the aircraft safely on its
LNAV button on the MCP causes the AFDS to y directly to
way within the published boundaries of the departure.
the waypoint.
Above all: FLY THE AIRCRAFT.
Press the LEGS function key. The ACT RTE1 LEGS
(1/4) page will display.
Climb and Cruise
Press the L LSK abeam the YYJ waypoint to transfer it
Above 10,000 feet
to the scratchpad.
Landing lights ...................................................OFF
Above
18,000 feet (or transition altitude)
1/4
ACT RTE 1 LEGS
Set altimeters ................................................ 29.92
The cruise phase on a modern jetliner aircraft is
probably the most neglected phase when it comes to
simulated ying. Many simmers (even experienced ones)
tend to think that during the cruise theres really nothing
left for the pilot to do than to just read the newspapers
and enjoy the view! While this is partly true (only partly),
the cruise phase is just as important as the more hectic
departure & arrival phases of ight. During the cruise it is
RTE 2 LEGS
important to prepare for possible trouble and otherwise
monitor the aircraft systems, AFDS, FMC, fuel, and
routing (as well as reading the paper). Remember, you
Press the 1L LSK abeam the VECTORS text and
have to be ahead of the aircraft at ALL TIMES.
the YYJ scratchpad entry transfers to the 1L position. A
Some important activities during the cruise phase are:
curved blue dashed line will overlay on the EHSI. This
denotes a route modication is selected.
Make periodic observations on the fuel consumption
of
the aircraft, and compare the gures you see to the
Press the EXEC (FK). The dashed blue line on the
numbers
on your ight plan log. This is not done just to
EHSI is activated and becomes a solid magenta route line
see
if
unpredicted
winds are eating your valuable reserve
connected to the rst waypoint (YYJ) of our led route.
fuel, but to also be on the lookout for possible fuel leak.
If LNAV, VNAV, and C CMD on the MCP are engaged,
Yes, the aircraft can, in theory, experience a fuel leak that
the aircraft should start a left turn direct to the YYJ VOR.
might go unnoticed, unless a strict fuel amount monitoring
If they are not engaged, engage LNAV and VNAV modes
policy is implemented.
and connect the autopilot (C CMD) and the aircraft will
turn direct to the YYJ VOR.
After Takeoff
Tutorial Flight 163
Tutorial Flight 164
Always be prepared to change the planned course of

your ight, in case something goes wrong. There can be
many kinds of unexpected events that will force you to
Fun with the Flight Crew
change your route towards an enroute alternate.
Im almost positive that our LDS767 Technical
Advisors dont get a lot of time to kick back and read the
Some events include a medical emergency, technical
newspaper on a short hop like this ight, but, those eight
issues, or unexpected requests by ATC. Whatever the
to 11 hour ights provide the time to enjoy a few cups of
reason, you should be able to make a logical and quick
java, perhaps ponder the imponderables, complete a few
decision to ensure the safety of your aircraft and passengers.
crosswords, and try not to fall asleep!
Even though the LDS767 has a fully operational TCAS,
Want to have some harmless and childish fun?
it doesnt relieve you from keeping a constant trafc
Always wondered how long it takes to cool or warm the
lookout during the cruise phase. The TCAS is not an allpassenger cabin compartments?
encompassing or all-knowing device. While enjoying the
Turn your attention to the Air Conditioning Controls
view, scan the outside of the aircraft for air trafc.
panel in the upper right corner of the Overhead. The
default setting for COMP TEMP are 24C or 68F. Lets
Prepare for the arrival. Get charts ready, adjust the
cool things off.
minimum altitudes on your gauges, and consider the
Rotate the temperature control knobs from the default
many possible obstacles that you could see during
Auto setting to full C (Cold).
your approach into destination. Review the arrival
Wait. A F/A is bound to request more heat in the FWD,
and approach plates; review and program the missed
MID or AFT cabin.
approach procedure; review the predicted weather and
Repeat with full W (Warm)!
its effect on your arrival. Always remember to keep the
On a long haul ight, this game provides the ight crew
FMC in the loop for a better situational awareness. This
with hours of enjoyment. And, if you want to catch a short
means that you should make the FMC route look like your
nap, can also be used as a fool-proof alarm clock!
planned arrival. Of course you also have to make sure
you can transition to raw data if needed (i.e. Fly on the
basic navigational instruments). In short: PREPARE.
Since Otto seems to have things under control, lets
examine some of the other pages available on the FMC.
Fuel Panel
Monitor balance and turn off Center Fuel Pumps when
center tank is empty.
In real operations of the 767, the cruise phase would

be the time when the ight crew would program the arrival
approach/runway. For the purposes of this tutorial we
programmed the arrival runway during the FMC setup
while we were on the ground in Vancouver. We chose
to land on runway 28R at San Francisco (the preferred
arrival runway). In the real world, the winds (weather) and
air trafc control would dictate which runway we would
land on. If you are using an active weather program and
the winds are above 08kts, 28R may not be appropriate. If
youre comfortable planning a different arrival runway, go
right ahead: for the purposes of this tutorial, we will stick
with runway 28R.
If we were connected to an online network, there is
a very good likelihood that our arrival would be altered
(ATC may dictate crossing & speed restrictions, or provide
vectors off our planned arrival route altogether). In such
circumstances, it is best to have a pen & paper handy to
write down all clearances.
Continue to the monitor the aircraft systems, fuel burn,
wind data, etc. During the cruise phase of ight, with
VNAV, LNAV and C CMD engaged, the EADI will display:
SPD | VNAV PTH | LNAV | CMD
The " EADI Displays A/T ag option is enabled.
Therefore, the A/T ag will be displayed below the rst
column at the top of the EADI if the A/T is engaged.
PROGRESS Page
Press PROG (FK). The PROGRESS page (1/2) will
be displayed. Note the estimated fuel for each waypoint
and the destination. Compare the progress data with the
included ight plan. Record the fuel burn data into the
ightplan fuel columns.
Press NEXT PAGE (FK). The PROGRESS (2/2) page

will be displayed. Note the information displayed on
PROGRESS page and compare them to the ight plan.
Make notes on your ight plan for fuel burn, winds aloft,
and check to make sure the aircraft will arrive with fuel
to spare: nothing worse than heading to an alternate due
to weather and not having the requisite fuel to get there.
Thats a big Oooops. Just ask the crew of the Gimli
Glider how much fun that is.
Tutorial Flight 164
Tutorial Flight 165
VNAV Page
Descent
Lets look at the VNAV pages...

Press VNAV function key. The ACT ECON CRZ
(2/3) page will be displayed. On this page, you can
view the ight level, cruise speed, step climb format
(in this instance RVSM (2000)), step climb information,
destination estimated time of arrival and fuel, and the
optimum and maximum calculated ight levels. You can
manually change your ight level, cruise speed, and step
climb format, as well as access FMC sub pages.
When the aircraft is approximately 30nm back of the

T/D Dial 11000 in the MCP ALT Window.
Choose a descent option below. For this tutorial we will
use the rst option, the VNAV descent. But, if you want to
try the tutorial again, try a different descent option.
Descent Options
1. VNAV descent. Dont touch anything! When the
aircraft reaches T/D it will automatically descend
to the targeted MCP altitude (11000) at LOZIT.
2. DES NOW > to descend before the calculated T/D.
Press VNAV (FK). ACT ECON CRZ page displays.
Press NEXT PAGE until DES NOW> appears at the
CDUs 6R LSK.
Press 6R LSK.
Press EXEC. The aircraft will descend to 11000.
3. FLCH (Flight Level Change).

Enter 11000 in the Altitude Target Window on the MCP.
Press NEXT PAGE function key. The ECON DES (3/3)
Press FLCH (MCP).
page will be displayed. On this page, you can view your
Enter the appropriate descent (300 knots) airspeed
destination runway, the runway altitude, the speed for the
(IAS/MACH on MCP).
descent, the speed transition altitude. You can manually
input a speed restriction.
4. Change the Cruise Altitude.
Press VNAV (FK). ACT ECON CRZ page will display.
Enter 240/10000 into the scratchpad, and press 4L
LSK to set the Speed Restriction. The SPD TRANS will be
Enter 11000 in the scratchpad.
removed and the SPD RESTRC will be set.
Press 1L LSK 10000 to 1L (CRZ ALT).
Press EXEC. The aircraft will descend to 11000.
The DES NOW> at 6R position will enable an
immediate descent to the commanded MCP altitude.
The aircraft be should nearing the T/D... so without
further adieu, lets get serious and drop this aircraft into
Below 18,000 feet ....................... Set local altimeter
San Francisco where we can enjoy some of the sights
Below 10,000 feet Landing Wing Lights ............ON
and sounds of the Bay area.
Verify FMC arrival and approach.
Unfortunately, your return leg has arrived via the
Program arrival & approach xes.
ACARS (CUIT2.RBL J1 SEA PAE.PAINE1). So, enjoy
Weve already done this, but if you are ying online,
frisco, baby: you have one hour to turn the aircraft around and ATC wants you on Runway 28L, make the changes,
as Flight 003, San Francisco to Vancouver.
or request the right side (28R).
Flight Instruments and Radios .......................... Set
Set, tune and identify instruments and radios required for an

instrument approach.
Airspeed Bugs..................................................... Set
Set speed bugs for landing (use automatic bug speed mouse
click area for easy setting).
Autobrakes ............................................ As required

Set 1 through MAX AUTO as appropriate. The use of
autobrakes is at pilot discretion.
Approach brieng .....................................Complete
Review, discuss, evaluate, and conrm all aspects of the

impending arrival. That means planning the procedure for
go-around and/or missed approach; nal speed & aps/
setting; other pertinent information that you and your crew
will need to make a safe landing.
Tutorial Flight 165
Tutorial Flight 166
Approach Brieng
SW-2, 15 FEB 2007 to 15 MAR 2007
Dont forget to ALERT the F/As BEFORE you

begin the descent phase. No need to have the
coffee carts rolling down the aisles!
The RESET MCP ALT message (FMC
scratchpad) displays 20nm back of T/D as a
reminder to reset the MCP altitude to a lower
value. Use the reminder to ALERT the F/As of
the descent.
Verify that the FMC data is correct.
If you are running an active weather program,
reset the altimeter to the KSFO local barometric
setting once the aircraft has passed 18000 feet.
Though not SOP, I prefer to start the APU on
the downwind leg (just in case).
070 ~ 1 to
1.5mins
10
3
SW-2, 15 FEB 2007 to 15 MAR 2007
SW-2, 15 FEB 2007 to 15 MAR 2007
SW-2, 15 FEB 2007 to 15 MAR 2007
SFO VOR is a
ure outbound the
NOTE The proced
on the old Down
ed
as
r approach (b
cto
ve
d
ar
nd
ta
ns
no
proach).
the Bay visual ap
During the initial descent, take the time to

reexamine the charts and brief the ight crew on the
planned approach.
Consult the charts on this page.
This is the plan:
Cross LOZIT at 11000.
Depart SFO heading of 070, HDG SEL mode.
Outbound SFO 1 to 1.5 minutes (depending on
the aircraft speed), 070 heading.
Right turn 103, downwind leg. Descend to 3000,
FLCH mode, 220 knots.
When G/S Deviation Scale (EADI) above the
center mark, right turn base leg to 230 or direct the
DUMBA waypoint.
Intercept the 28R LOC (111.7 & 283).
Go around: 281, climb to 3000 direct to VIKYU
INT and hold.
Tutorial Flight 166
Tutorial Flight 167
Press the HDG SEL button. The aircraft will turn to

the
assigned MCP heading of 070. We need to time the
We need to set our aps and VREF for the approach
outbound
leg.
into San Francisco.
Press
the
CHR button (Chronometer) on the Clock
Press the INIT REF function key. The APPROACH REF
Display
(upper
left corner button on the clock) to start the
page (1/1) displays.
timer. The elapsed time will now display on the ET/CHR
Press the 2R LSK abeam the aps 25 and VREF
digital display.
137KT text. The ap/speed setting of 25/137 will be
EADI displays THR HOLD | SPD | HDG SEL | CMD
entered in the scratchpad.
Fly outbound from the SFO VOR for 1 to 1.5 minutes.
Press the MCP HDG HOLD button, to command the
A/P to HOLD the current heading (070).
Dial the MCP target heading to 103 to prepare for
the right turn for the downwind leg. Do not press the
HDG SEL button. We want the aircraft to continue on the
heading of 070, until 1 to 1.5 minutes has elapsed.
Once the time has elapsed on the CHRONO...
Press the HDG SEL button. The aircraft will turn to the
assigned MCP heading of 103 and head south above the
San Francisco Bay. Time to lower the altitude and speed.
Dial 3000 into the MCP ALT target window.
Press the 4R LSK (---/---) in the FLAP/SPEED column.
The scratchpad entry of 25/137 will be transferred to the
Press the MCP FLCH button.
4R position.
Dial 200 into the MCP SPD window.
Reset the airspeed speed bugs for the arrival - the
airspeed invisible click spot - and get ready to get busy!
As we get closer to the LOZIT waypoint, watch the
airspeed. If it looks likes the aircraft may miss 240 knots
at LOZIT, stick out the Speedbrakes <SHIFT></> to slow
the 767 down. The FMC message DRAG REQUIRED
will display in the scratchpad if the vertical path restriction
cannot be met. Get those speedbrakes out!
The aircraft should be nearing the LOZIT waypoint. Once
the aircraft is level at LOZIT at 11000...
Dial 6000 into the MCP ALT (Altitude) target window
Press the MCP FLCH button. The FLCH button will
The aircraft will descend to 3000 at 200 knots.
illuminate. The MCPs IAS/MACH window will display the
Weve got great weather on a visual approach, but you
current airspeed.
can set the Decision Height (DH) on the PEDESTAL and
Dial 240 in the MCPs IAS/MACH window to command a reference bug on the altimeter. By default the DH is is
the aircraft to descend at 240 knots. The aircraft will
set to 200.
adjust the nose attitude to meet the commanded speed.
Dial to 220 to set DH.
EADI displays THR HOLD | SPD | LNAV | CMD
APPROACH REF
The " EADI Displays A/T ag option is enabled. Therefore, the

A/T ag will be displayed below the rst column at the top of the
EADI if the A/T is engaged.
The aircraft should be nearing the SFO VOR.

Press the MCP HDG HOLD button to command the A/P
to HOLD the current heading (124). Allow the aircraft to
settle at 240 kts and 6000.
Dial the MCP target heading to 070 to prepare for the
left turn at the SFO VOR. Do not press the HDG SEL
button just yet. We want the aircraft to continue on the
heading of 124, direct SFO.
When the aircraft crosses the SFO VOR...
Decision Altitude/Height
Once established on an approach, the (auto)pilot will follow the

ILS and descend along the glideslope, until the Decision Altitude
is reached (for a typical Category I ILS, this altitude is 200 feet
above the runway). At this point, the pilot must have the runway or
its approach lights in sight to continue the approach. If neither can
be seen, the approach must be aborted and a Missed Approach
procedure will be initiated, where the aircraft will climb back to a
predetermined altitude. From there the pilot will either try the same
approach again or divert to another airport.
http://en.wikipedia.org/wiki/Instrument_Landing_System
Tutorial Flight 167
Tutorial Flight 168
As the aircraft continues downwind and slows to 200

knots and descends to 3000 feet, conrm that the 28R
ILS frequency and front course is tuned to 111.70 and
283 on the ILS Radio. Press the C ILS key on the Audio
Control Panel to identify the ILS frequency.
CMD
Continue on a 250 heading to intercept the localizer. In

general terms, try to intercept the localizer on a heading
of no more than 30 to the nal approach course.
Dial 170 in the MCP SPD window.
When the aircraft nears the localizer intercept point
LOC I-GWQ
(DUMBA 170/3000), it will turn to 283 and follow the
IDENT CODE
localizers lateral path inbound to runway 28R.
EADI displays SPD | ALT HLD | LOC | CMD
Press the MCP APP button. CMD (3) buttons will

illuminate. The AFDS is congured to follow the ILS on its
glideslope path. Monitor your airspeed. Extend the aps
When the aircraft is almost abeam the
(if the F/O option is disabled) per the Flaps schedule.
DUMBA waypoint, keep an eye on the
Once fully established on the glideslope (and the
Glideslope Deviation Scale on the EADI. When
aircraft has descended below 3000), reset the MCP ALT
the G/S deviation needle moves above the
Window to 3000 for the Missed Approach Procedure.
center scale line, the aircraft is BELOW the
glideslope, and we can plan the base leg turn
EADI displays SPD | G/S | APP | CMD
to intercept the localizer.
center scale line
G/S deviation needle moves upward
Flap extension schedule

When passing
Set aps
Vref30+80
Flaps 1
Vref30+60
Flaps 5
Vref30+40
Flaps 15/20
Vref30+20
Flaps 25/30
When aps are 25/30, the minimum speed is Vapproach.
Vapproach = Vref30 + wind factor.
Wind factor = steady headwind + gust factor.
Gust factor = gust reported steady wind.
Press the MCP HDG HOLD button mode to maintain

the current heading of 103.
Dial the MCP heading select to 230 or adjust the
heading bug until the heading pointer intersects the
Landing
DUMBA waypoint on the EHSI.
Flaps ............................Extend during deceleration
Press the MCP HDG SEL button. The aircraft will turn
On downwind
to the commanded heading of 230 (or as set). Adjust the
Set aps 5 & speed 180 (Vref30+60). Were keeping the
aircrafts heading select to intersect the DUMBA waypoint.
speed up until intercept.
Press the MCP LOC button.
Glideslope alive or 1500 RA
EADI displays SPD | ALT HLD | LOC | CMD
Gear DOWN and Flaps 20.
Speed brakes ...............................................ARMED

Glideslope capture or 1000 RA
Set aps for landing (25 or 30). Landing aps 30 is normal.

Set speed to Vapproach. Were going with aps 25.
Set Missed Approach altitude
Dial 3000 altitude into MCP ALT window.
Monitor approach progress
At DA (instrument approach) or 500 feet, announce

LANDING. If unable to land, execute a go-around (Goaround Procedure is outlined on the next page).
Touchdown
Verify spoiler deployment and decelerate using reversers

and brakes (F2 key). Disconnect autopilot and autobrakes
prior to turning off the runway.
The Autoland Status of the aircraft is annunciated

on the ASA at 1500 feet radio height as the multiple
autopilot operation engages. FLARE and ROLLOUT are
annunciated in white on the EADI when multiple autopilots
are engaged.
Sure, you could let the aircraft land itself, but why not
disconnect the autopilot and hand y her home?
Final approach airspeed is maintained until crossing
Tutorial Flight 168
Tutorial Flight 169
runway threshold. Speed is then reduced so as to touch

Shutdown
down at the double white bug speed plus gust additive.
Parking Brake ..................................................... SET
Flare is initiated when the main gear is approximately 30 ft
APU or External Power ............................. Establish
above the runway. Increase pitch attitude by approximately
Verify APU is running or request/select external power.
2, then smoothly reduce thrust levers to idle. Maintain this
Engine Anti-Ice Switches ..................................OFF
pitch attitude until touchdown.
Isolation Switches (L and R) ...............................ON
Do not allow the airplane to oat, but y the aircraft onto
This permits the APU to supply air to both packs.
the runway and accomplish the landing roll procedure.
Fuel Control Switches .............................. CUT OFF
On touchdown, PNF calls SPEEDBRAKES UP, or if
Seat Belt Sign .....................................................OFF
the speedbrakes do not extend automatically the PNF
Hydraulic Panel ................................................... Set
calls NO SPEEDBRAKES. The Captain will extend the
Turn OFF Primary electric pumps and all demand pumps.
speedbrakes manually.
Primary engine pumps are left ON.
When the main gear is rmly on the runway and
Fuel Pump Switches ..........................................OFF
speedbrakes have deployed, the PF selects the reverse
Red Anti-Collision lights ...................................OFF
thrust levers to the interlock position and lowers the nose
wheel onto the runway. When the interlocks release the
Complete Shutdown
PF selects the pre-determined level of reverse thrust.
IRS Mode Selectors ...........................................OFF
The PNF monitors reverse thrust and autobrakes. If one
Emergency Light Switch ...................................OFF
or both reversers do not operate, the PNF advises the
Window Heat Switches ......................................OFF
PF of the condition, e.g., NO LEFT REVERSE. The PF
Cargo Heat Switches .........................................OFF
controls reverse thrust and wheel braking as necessary.
Pack Switches ...................................................OFF
APU or External Power .............................. Deselect
After Landing
Reduce reverse thrust at 80 knots. Thrust should be
at idle by 60 knots.
Exterior Lights ...................................... As required
Deselect external power or turn off the APU.
Standby Power Selector ....................................OFF

Battery Switch ....................................................OFF
Landing lights OFF. Nosegear can stay ON. White anticollision lights OFF. Runway turn-off lights ON.
Flight Director Switches ....................................OFF

Autobrakes .........................................................OFF
Speed brakes .................................................DOWN
Stab Trim........................................................ 4 units
Flaps...................................................................... UP
Transponder .......................................................OFF
APU ........................................................ As required
Start APU prior to arrival if external power is not available.
All right, youve made it. Nice job, Captain. You are
cleared to taxi to the gate... during the taxi, its a good
idea to get the APU back up and running (you may want
to start the APU even before landing).
Were not planning on staying long at KSFO... just
enough time to unload and reload, so theres no need
to do a complete shutdown. The Complete Shutdown
checklist has been included for future reference.
hanks for ying with us...
Youve got just enough time to reset the aircrafts systems for the return leg to Vancouver: CUIT2.RBL J1
SEA PAE.PAINE1. The techniques and procedures described in this tutorial ight can be utilized for every route
you y. To fully understand the Level-D Simulations 767, refer to the operating manual.
Weve included some tutorial extras on the following pages: a condensed checklist, ightplans, color panel
reference screenshots, setup stuff, resources, fuel planning tips from Willy Wonka and some observations from
real-world 767 drivers (and forum regs), Mr.X & Y.
Tutorial Flight 169
Tutorial Flight 170
Normal Checklist
PREFLIGHT
PASSENGER SIGNS ............................................................ SET
FLIGHT INSTRUMENTS ....................................................... SET
PARKING BRAKE .................................................................. SET
FUEL CONTROL ........................................SWITCHES CUT OFF
BEFORE START
AFDS MCP ............................................................................. SET
AIRSPEED BUGS .................................................................. SET
FMC CDU ............................................................................... SET
TRIM ..............................................................................___UNITS
FLIGHT CONTROLS .........................................................CHECK
AFTER START
ENGINE ANTI-ICE ............................................................AS REQ
ISOLATION SWITCHES (L AND R ......................................... OFF
EICAS RECALL .................................................................CHECK
AUTO BRAKES ......................................................................RTO
GROUND EQUIPMENT .................................................... CLEAR
BEFORE TAKEOFF
FLAPS .............................................................................. SET___
AFTER TAKEOFF
LANDING GEAR SELECTOR ................................................ OFF
FLAPS ...................................................................................... UP
APPROACH
PRESSURIZATION ........................................ SET LANDING ALT
AIRSPEED BUGS .................................................................. SET
ALTIMETERS ......................................................................... SET
EICAS RECALL .................................................................CHECK
LANDING
SPEEDBRAKES ............................................................... ARMED
LANDING GEAR................................................................. DOWN
FLAPS .............................................................................. SET___
SHUTDOWN
HYDRAULIC PANEL............................................................... SET
FUEL PUMP SWITCHES ....................................................... OFF
FLAPS ...................................................................................... UP
SPEEDBRAKE LEVER....................................................... DOWN
PARKING BRAKE................................................................... SET
FUEL CONTROL SWITCHES ........................................CUT OFF
COMPLETE SHUTDOWN
IRS SELECTORS ................................................................... OFF
EMERGENCY LIGHTS SWITCH ........................................... OFF
WINDOW HEAT SWITCHES .................................................. OFF
PACK SWITCHES .................................................................. OFF
APU / EXTERNAL POWER .................................................... OFF
STANDBY POWER SELECTOR ............................................ OFF
BATTERY SWITCH ................................................................ OFF
Tutorial Flight 170
Tutorial Flight 171
Flight Plan KILOGRAMS

w w w. f s b u i l d . c o m
FSBUILD FLIGHT PLAN

FLT REL IFR LDS0001
CYVR-26L/KSFO-28R MACH 80 A/C B767-300 LEVEL-D
FUEL TIME
CORR
TOGWT
LDGWT
AVG W/C
TAXI
000000 0000 . . . . 133173
123336 M002
CG/TRIM
DEST KSFO 009837 0141 . . . . ELEV. 10 FT
RESV
003120 0045 . . . .
133800
26% / 2.4
ALTN
001091 0015 . . . . ALTN KOAK
DIST 9
HOLD
001040 0015 . . . .
27369
116728
EXTRA
001387 0020 . . . . ZFW 116698
PAYLOAD 024698
TTL AT TO 016475 0316 . . . .
DIST 0709
YVR3 26L
REQD
016475 0316 . . . 17,
. 100
ETD
CLB BIAS 0.0% CRZ BIAS 2.4%
DSC BIAS 0.0%
DEP BIAS 0 MIN 0 DIST 0 FUEL, ARR BIAS 0 MIN 1200 FUEL
YYJ J589 RBG.GOLDN4/0141
TO
NM
AWY
M/H FL
M/C TAS G/S
ZT
7000
JA J H
P
D - D5 H
WIND
ATC
ACTME ETA ATA ACBO ABO REM AREM
N4843.6/W12329.0
YYJ 113.70 031 DCT
183 CLB
155018 CZVR
185 331 308 00/06 00/06 .../... 0019/... 0145/...
N4814.6/W12327.5
SQUIM
029 J589
169 CLB
260069 SEA
159 406 398 00/04 00/11 .../... 0028/... 0136/...
N4759.5/W12319.5
TOC
016 J589
168 CLB
261066 SEA
160 469 461 00/02 00/13 .../... 0030/... 0133/...
N4708.8/W12324.5
ELMAA
050 J589
171 370
273084 SEA
160 457 461 00/06 00/19 .../... 0035/... 0129/...
N4429.9/W12317.6
CVO 115.40 159 J589
169 370
273072 SEA
160 460 462 00/20 00/40 .../... 0050/... 0114/...
N4310.9/W12321.1
RBG 108.20 079 J589
169 370
272039 SEA
165 459 459 00/10 00/50 .../... 0058/... 0106/...
N3921.1/W12314.9
TOD
230 GOLDN4
166 370
272037 OAK
161 459 456 00/30 01/20 .../... 0079/... 0085/...
N3903.1/W12316.4
ENI 112.30 017 GOLDN4
164 DSC
247021 OAK
161 458 455 00/02 01/23 .../... 0080/... 0084/...
N3804.7/W12252.0
PYE 113.70 062 GOLDN4
146 DSC
315001 OAK
145 367 359 00/10 01/33 .../... 0083/... 0081/...
N3753.9/W12240.3
LOZIT
015 GOLDN4
125 DSC
166016 OAK
124 290 276 00/03 01/36 .../... 0084/... 0080/...
N3741.7/W12227.3
DUXBY
016 GOLDN4
125 DSC
174009 OAK
124 250 243 00/03 01/40 .../... 0085/... 0078/...
N3737.1/W12222.4
SFO 115.80 006 GOLDN4
117 DSC
358017 OAK
120 210 222 00/01 01/41 .../... 0086/... 0078/...
N3737.1/W12222.4
KSFO
000 GOLDN4
344
358017 OAK
345 210 194 00/00 01/41 .../... 0098/... 0066/...
Tutorial Flight 171
Tutorial Flight 172
Flight Plan POUNDS

w w w. f s b u i l d . c o m
FSBUILD FLIGHT PLAN

FLT REL IFR LDS001
CYVR-26L/KSFO-28R MACH 80 A/C B767-300 LEVEL-D
FUEL TIME
CORR
TOGWT
LDGWT
AVG W/C
TAXI
000000 0000 . . . . 291515
271371 M002
CG/TRIM
DEST KSFO 020144 0141 . . . . ELEV. 10 FT
RESV
006878 0045 . . . .
293500
26% / 2.4
ALTN
002407 0015 . . . . ALTN KOAK
DIST 9
HOLD
002293 0015 . . . .
60337
YVR3
EXTRA
003057 0020 . . . . ZFW 256736
PAYLOAD 054336
257,337
TTL AT TO 034779 0316 . . . .
DIST 0709
26L
36.,200
REQD
034779 0316 . . .
ETD
CLB BIAS 0.0% CRZ BIAS 2.4%
DSC BIAS 0.0%
YYJ J589 RBG.GOLDN4/0141
TO
NM
AWY
M/H FL
M/C TAS G/S
ZT
7000
JA J H
P
D - D5 H
WIND
ATC
ACTME ETA ATA ACBO ABO REM AREM
N4843.6/W12329.0
YYJ 113.70 031 DCT
183 CLB
155018 CZVR
185 331 308 00/06 00/06 .../... 0043/... 0304/...
N4814.6/W12327.5
SQUIM
029 J589
169 CLB
260069 SEA
159 406 398 00/04 00/11 .../... 0061/... 0286/...
N4759.5/W12319.5
TOC
016 J589
168 CLB
261066 SEA
160 469 461 00/02 00/13 .../... 0068/... 0279/...
N4708.8/W12324.5
ELMAA
050 J589
171 370
273084 SEA
160 457 461 00/06 00/19 .../... 0078/... 0269/...
N4429.9/W12317.6
CVO 115.40 159 J589
169 370
273072 SEA
160 460 462 00/20 00/40 .../... 0111/... 0236/...
N4310.9/W12321.1
RBG 108.20 079 J589
169 370
272039 SEA
165 459 459 00/10 00/50 .../... 0128/... 0219/...
N3921.1/W12314.9
TOD
230 GOLDN4
166 370
272037 OAK
161 459 456 00/30 01/20 .../... 0174/... 0173/...
N3903.1/W12316.4
ENI 112.30 017 GOLDN4
164 DSC
247021 OAK
161 458 455 00/02 01/23 .../... 0175/... 0172/...
N3804.7/W12252.0
PYE 113.70 062 GOLDN4
146 DSC
315001 OAK
145 367 359 00/10 01/33 .../... 0182/... 0164/...
N3753.9/W12240.3
LOZIT
015 GOLDN4
125 DSC
166016 OAK
124 290 276 00/03 01/36 .../... 0185/... 0162/...
N3741.7/W12227.3
DUXBY
016 GOLDN4
125 DSC
174009 OAK
124 250 243 00/03 01/40 .../... 0188/... 0159/...
N3737.1/W12222.4
SFO 115.80 006 GOLDN4
117 DSC
358017 OAK
120 210 222 00/01 01/41 .../... 0189/... 0158/...
N3737.1/W12222.4
KSFO
000 GOLDN4
344
358017 OAK
345 210 194 00/00 01/41 .../... 0201/... 0146/...
Tutorial Flight 172
Tutorial Flight 173
FSBuild NavLog Glossary

Navlog Fuel Plan Headers and Explanations
FLT REL IFR LDS001[1] CYVR-26L/KSFO-28R[2] MACH 80 [3] A/C B767-300 LEVEL-D[4]
FUEL TIME
CORR
TOGWT
LDGWT
AVG W/C
[5] TAXI
000000 0000 . . . . [13]280406
[14]259835 [15]M011
[6] DEST KSFO 020570 0148 . . . . ELEV. 10 FT
[7] RESV
006878 0045 . . . .
[8] ALTN
002407 0015 . . . . [16] ALTN KOAK
DIST 9
[9] HOLD
002293 0015 . . . .
[10] EXTRA
003057 0020 . . . . [17] ZFW 245200
PAYLOAD 048200
[11] TTL AT TO 035206 0323 . . . .
[18] DIST 0737
[12] REQD
035206 0323 . . . .
ETD
[19] CLB BIAS 0.0%
CRZ BIAS 2.4%

DSC BIAS 0.0%
[20] CYVR YVR J126 EUG J143 ENI.PYE1 KSFO/0148

1. ATC Callsign or Flight Number
2. ICAO code Departure / Destination w Runway ID
3. Cruise Mach Number
4. Aircraft Type
5. Taxi fuel and time
6. Destination Fuel burn and time
7. Reserve Fuel and endurance time
8. Alternate Fuel and time
9. Hold fuel and time
10. Extra fuel and time
11. Total fuel planned at T/O (= Required Fuel - taxi fuel)
Navlog Main Flight Plan Legs Data

M/H
TO
NM AWY
M/C
N4904.6/W12308.9
148
YVR 115.90 007 DCT
150
12. Required Fuel, sum of all above fuel amounts

13. Planned Takeoff Gross Weight (LBS or KGS)
14. Planned Landing Gross Weight
15. Avg. enroute wind (+ for Tailwind, - for Headwind)
16. ICAO airport code for Alternate & Distance from Destination to
Alternate (if listed)
17. Aircraft Zero Fuel Weight (empty weight + payload)
18. Total planned route distance from Dep to Dest.
19. Climb, Cruise, Descent performance factors. Adjust individual
aircraft burn performance to accurately reect changes in
performance based on aging engines and more drag.
20. ATC and Flight Plan Route.
FL
WIND
TAS G/S
ZT ACTME ETA ATA
CLB
110010
268 263 00/01 00/01 .../...
ATC
ACBO ABO REM AREM
CZVR
0010/... 0341/...
N4859.6/W12308.2
YVR2
004 J126
158 CLB
100012 SEA
160 268 266 00/00 00/02 .../... 0016/... 0335/...
N4853.6/W12307.4
YVR11
006 J126
153 CLB
150018 SEA
154 276 260 00/01 00/03 .../... 0024/... 0327/...
1. TO data from last waypoint to current waypoint row. Three or ve

letter waypoint ID (TOC/TOD =Top of Climb or Descent)
2. NXXX/WXXX - Latitude/Longitude of current waypoint.
3. ID for current waypoint (Navaid or Fix) & Navaid Freq.
4. NM nautical miles from previous to current waypoint.
5. AWY Airway ID from previous waypoint to current waypoint (SID,
STAR, Airway).
6. M/H Magnetic Heading from previous to current wpt.
7. M/C Magnetic Course from previous to current wpt.
8. FL Flight Level or CLB/DSC (climb/descent).
9. TAS and G/S True Airspeed & Ground Speed.
10. ZT Segment time from previous to current wpt.

11. ACTME Accumulated time from DEP airport to current waypoint.
12. WIND Direction of Wind/Speed.
13. ETA/ATA Field to manually ll out Estimated Time of Arrival and
Actual Time.
14. ATC Online ATC sector.
15. ACBO Accumulated fuel burn from DEP airport to current waypoint.
16. ABO Actual fuel burn, for manual tracking of fuel score.
17. REM Remaining Estimated Fuel on board at wpt.
18. AREM Actual Remaining Fuel on board at wpt.
Tutorial Flight 173
Tutorial Flight 174
Reference Screenshots
The screenshots contained in this section of the tutorial were captured during the beta-testing period. The release
version may contain different visuals (ie. the FMC fonts are larger than depicted).
Takeoff roll. N1 engaged, THR HOLD.

Tutorial Flight 174
Tutorial Flight 175
Takeoff rotation: F/D bars on EADI, Speed Trend Indicator (Speedtape).
The initial climb: LNAV & VNAV. Closing the disco to YYJ (1)
Tutorial Flight 175
Tutorial Flight 176
The initial climb: LNAV & VNAV. Closing the disco to YYJ (2). Next: EXEC and C CMD.
Tutorial Flight 176
Tutorial Flight 177
The descent: 11000 for initial. VTI below the mark. IDLE A/T.
102
DUMBA
283
CEPIN
15NM
4NM
240/3569
170/2490
Go slow: LOZIT 240/11000. SPD reducing. Nice view of the bridge.

Tutorial Flight 177
Tutorial Flight 178
4000
3000
SFO VOR @ 6000
Visualizing the approach: SFO, outbound, downwind, base & nal.
Downwind for 28R: Slowing. Tracking the GS Deviation Scale.

Tutorial Flight 178
Tutorial Flight 179
Intercepting 28R: SPD | ALT CAP | LOC | CMD.
Gear down: APP mode. ILS EHSI view. Flaps 30 set

Tutorial Flight 179
Tutorial Flight 180
Land 3: SPD | G/S | LOC | CMD with FLARE & ROLLOUT
Touchdown: Reverse Thrust. Center line.

Tutorial Flight 180
Tutorial Flight 181
Getting more accurate Fuel/ETA predictions

Next time youre stuck in an 8-hour cruise and looking
for something else to do other than watching DTG to
DEST tick away on PROG page, try keeping yourself
busy for a few minutes by entering the winds into FMC.
The WIND page isnt intentionally hidden, but many
users may not know about it because its hidden under
the LEGS page. In any case, entering the wind aloft data
may help you get more accurate fuel and eta prediction;
of course, it depends on how accurate your wind data is.
Heres my PROG page:
Looks like Im due to arrive at 0706Z with 20.8

remaining. Lets see if adding tail winds will help. I go
to my ight plan and look at my wind aloft data for the
upcoming x, in this case N51W020, highlighted in yellow.
Ok, I see that at x N51W020 I have wind of 241071

AT FL310. Lets put this into the FMC.
LEGS page, and then go to the RTE DATA page.
Here the FIX names are displayed again, but instead of

SPEED/ALT and distant to, I can see the ETA and FUEL
associated with each x--pretty useful; but right now Im
interested in the WIND column, which is currently blank.
Since I want to enter wind data for N51W020, the rst

x on the page, I click on the RSK associated to the FIX,
and then Ive found the wind aloft page for the x! But it
is, of course, blank right now!
Although Ive stepped up to FL350, the wind I have is
for FL310--it should be close enough for prediction, so
well use it anyway. So I put in 350 into the ALT box, as
seen in previous picture. Now the FMC generated the
aloft entry for FL350, for which I put in my wind: 241/71,
into the associated RSK.
Great! Thats all there is to it, now this FIX and every
FIX after N51W020 with have wind 241/71, but not every
FIX is going to have the same wind. Lets look at our
ight plan again...
Next FIX, DINIM, has the same wind, and the FMC
has already automatically entered the wind data into
all remaining FIXes after N51W020, we DONT need
to redundantly enter it again. However, at GIPER,
highlighted in red, has different wind data: 313/14, so
well enter this in.
Tutorial Flight 181
Tutorial Flight 182
Using the NEXT key from the wind aloft page, I scroll to
the page for GIPER, and I see that the FMC has put the
previous entry, 241/71, into all the remaining xes (in
small font). Were going to override this entry with our own
by entering 313/14:
Now, every FIX after GIPER will be entered with wind
313/14 by the FMC; every FIX before GIPER and after
N51W020 will be 241/71. Understand? What you enter
is copied to all the remaining FIXes until you enter a new
wind, and that wind is then copied..etc.
Lets go back to RTE DATA page using the RSK:
Quotable Quotes from Mr.X & Mr. Y

LDS767 forum contributors that y the REAL 767.
Q. What do you pilots do on ights that last over 3-4 hours in cruise?
Mr. X: I spend my time coming up with new games to play using the
FMC, so far I have come up with FIX page darts (enter a x, draw
circles around it and bearing lines, using RTE2 enter a waypoint
and if it hits the dartboard then score appropriately). Then there
is RTE2 Battleships. Draw a secret grid on paper and mark your
battleships, using RTE2 enter a grid pattern of waypoints (takes a
long time) and then enter coordinates to try to hit the squares. Not
actually managed to play any of these but the concepts are there
Q. My question is, does setting, say 2 failures a month, account for
the livery youre ying or the sim in general.
Mr. X: Nearly 4 years ying the 767 now and Ive seen 2 EICAS
messages in-ight - TE Flap Disagree (caused by the captain
not engaging the ap lever in the detent) and spoilers (um,
who knows, the engineer didnt). On the ground Ive only had 1
failure of QRH note, ignitor failed, but several more to do with
miscelleneous things happening in the cabin or in the EE bay
that dont show up. If I y the LDS I keep the failures turned off to
simulate reality!
Mr. Ys How to make Virtual Airline Flying more realistic
Show up one hour prior to take-off for a :30 minute ight.
Here I see a W for WIND entered in the 2 way points,

N51W020 and GIPER, the blank FIXes use the wind from
the above W.
Now, back to PROG:
Empty all your pockets of metal as you go through the door to

your PC. For extra credit, have your teenage offspring search your
ightcase, shoes, wallet.
Take the one-page ightplan you generated for your ight, get all 8.5
x 11 inch papers from your waste-basket, mix them up and spend ten
minutes looking for the critical page, then spill coffee on it.
Put seatbelt/shoulder harness on your ofce chair. For that extra
GOOD MORNING feeling sit on the buckle.
If youre ying out of Grand Forks, ND in January, turn your house
air conditioning full till it is about 10 degrees F. Then, when (if) you get
the APU running turn the heat on.
Once you get ready to y, get up, go outside and do a complete
walk-around of your house, rain, snow or shine, in a $300 suit.
Wear a white shirt with a fresh coffee stain. A tie is a must (no clip-on)
Eat a half-cooked TV dinner while ying.
Try explaining the concept of sterile cockpit to your SO (signicant other).
If your pet comes to visit, explain the instruments to it. Ask it if it likes
Gladiator Movies
Never accelerate the sim clock no matter how boring the ocean or
Nebraska is.
Entering the tail winds help a bit: my ETA is now down

to 0658Z, 8 minutes earlier than without wind, and Im
saving extra 1.4x1000 lbs of fuel!
Remember, just because you have 40 FIXes in your
transpacic route doesnt mean you need to enter data for
all of them--NO! You only need to enter the FIXes where
the wind changes. But hey, if you have 10 hours until
TOD... maybe its not a bad idea.
Preston
> KLAX
When ying at night, turn off the lights. If ying into a dawn or
sunset, shine a 120 watt bulb into your face.
If your SO complains, do informational picketing, then walk if that
doesnt work.
If you y with a co-pilot, determine whos senior and dump the radios,
walk-around and second meal choice on the junior crewmember.
If your co-pilot leaves the ightdeck and youre above FL350, place
a mask over your nose/mouth till they return.
If your ying a new Boeing, throw a blanket with fuzzy surface on
your chair. This should leave lint on your clothes like real Boeing
ight deck seatcovers do.
If you y a Glass cockpit a/c, type at least 40 wpm. (old steam
gauge pilots joke).
Thanks to Preston - LDS 767 forum

member with Willy Wonka as his nickname
- for submitting this great tutorial.
Find the lumpiest bed in your house, pretend it is a hotel and sleep
for EXACTLY 8 hours before the alarm.
Enjoy your Sim Session
Tutorial Flight 182
Tutorial Flight 183
Appendix
The construction of this tutorial and mission are based on the settings contained on this page.
1. Saved Files Create your own start-up le (see Creating a Situation le), or load the Golden Gate Run 1 from the
Add-on> B767 Specic > Import panel data from a ight.. menu.
2. Aircraft Livery Go ahead and use the default Level-D 767. Its retro cool! If youd prefer another airline livery,
many user-created repaints are available on the internet as well as http://www.leveldsim.com. Use the Repaint
Manager (default installed to your Desktop) to install the livery to FSX.
3. Flight Planning Open your internet browser and navigate to http://www.simroutes.com.
Enter CYVR as the departure airport and KSFO as the arrival airport.
Choose the YYJ J589 RBG.GOLDN4 ightplan.
Choose the Level-D 767 in the dropdown menu and click the Download File button.
Save the le (CYVRKSFO.rte) to the default rte le location: C:\Program Files\Microsoft Games\Microsoft
Flight Simulator X\Level-D Simulations\navdata\Flightplans.
4. Conguration The Conguration Manager is installed to your Desktop by default. Choose from these options:
Basic Aircraft Conguration, select Long Haul Flight
Load Type, select Random.
Click on Cargo Load button. A new screen will display the Cargo subscreen.
Load the cargo levels for each compartment as closely as depicted.
The aircraft is loaded with approximately 60,337 lbs (27,369 kg) (Cargo & Passengers) for a Zero Fuel Weight
(ZFW) of 116,727 kilograms / 257,337 pounds.
Click on Passenger Load button to return to the main screen.
Click on the Proposed Fuel minus button to load 35,000 lbs (15,876 kg) of fuel for the ight. Remember, you
must manually adjust the fuel load in the aircraft later, but 15,876 kg is close enough to get the trim setting.
Press Save Settings to save the conguration le.
Press Exit to close the Conguration Manager.
Print the 767LoadSheet.txt ...\Flight Simulator X\SimObjects\Airplanes\LVLD_B763 folder.
et
767-300ER Load She
Level-D Simulations
kgs)
197000 lbs (89359
Dry Operating Weight
Passenger
Passenger
Passenger
Passenger
Cargo
Cargo
Cargo
Cargo
Cargo
Zone
Zone
Zone
Zone
Hold
Hold
Hold
Hold
Hold
A
B
C
D
1
2
3
4
5
Zero Fuel Weight

l
Proposed Takeoff Fue
Takeoff Weight
Takeoff %MAC
Takeoff Trim
2184 lbs (991 kgs)

)
12768 lbs (5792 kgs
)
11592 lbs (5258 kgs
)
12096 lbs (5487 kgs
)
3212 lbs (1457 kgs
)
4267 lbs (1935 kgs
)
7389 lbs (3352 kgs
)
5887 lbs (2670 kgs
942 lbs (427 kgs)
kgs)
257337 lbs (116727
)
35000 lbs (15876 kgs
kgs)
293500 lbs (133700
26%
2.4
Tutorial Flight 183
Tutorial Flight 184
Resources
Level-D 767 Support and Information
EASTBOUND
Level-D Simulations
http://www.leveldsim.com
http://www.leveldsim.com/forums
Flight1
http://www.ight1.com
Standard RVSM Flight Levels
Pilot Tools
NavData
http://www.navigraph.com
Charts
http://chartnder.vatsim.net
Route Planning: SimRoutes
http://www.simroutes.com
Programs
Microsoft FSX
http://www.fsinsider.com
FSBuild
http://www.fsbuild.com
FSUIPC
http://www.schiratti.com/dowson.html
Books
Level-D Simulations 767 Print Edition Manual
http://ightlevelpub.com
Angle of Attack Level-D 767 DVD Training
http://www.yaoamedia.com/
Mike Rays 757/767 Simulator & Checkride
http://www.utem.com
Big Boeing FMC Guide
http://www.fmcguide.com
Thanks
WESTBOUND
180
IFR
2000
4000
6000
8000
10000
12000
14000
16000
180
200
220
240
260
280
300
320
340
360
380
400
420
to 359
VFR
4500
6500
8500
10500
12500
14500
16500
180
200
220
240
260
280
300
320
340
360
380
400
420
FUEL TABLE
(Rule Of Thumb)
NM
250
500
750
1000
1250
1500
1750
2000
2250
2500
2750
3000
3250
3500
3750
4000
4250
4500
4750
5000
5250
5500
5750
6000
KG
5875
8750
11625
14500
17375
20250
23125
26000
28875
31750
34625
37500
40375
43250
46125
49000
51875
54750
57625
60500
63375
66250
69125
72000
LBS
12925
19250
25575
31900
38225
44550
50875
57200
63525
69850
76175
82500
88825
95150
101475
107800
114125
120450
126775
133100
139425
145750
152075
158400
The beta team, with a special thanks to the 2 Ians and the Finnish
Flash, Tero Partanen... Also, LDS767 forum-dwellers Victor Sussman,
BoeingDriver (Chuck Gehman) and Check Airman (Daryll Wilson) for taking
the time to proof the tutorial and offer their sage advice and tutelage.
0
to 179
IFR
VFR
1000
3000
3500
5000
5500
7000
7500
9000
9500
11000 11500
13000 13500
15000 15500
17000 17500
190
190
210
210
230
230
250
250
270
270
290
290
310
310
330
330
350
350
370
370
390
390
410
410
430
430
Tutorial Flight 184
Normal Procedures & Checklist 185
Normal Procedures & Checklist
This section outlines normal procedures to be followed when ying the 767. These procedures are meant as
guidelines only, and may be modied based on user preference. Expanded procedures are provided rst, followed by
an abbreviated checklist that may be printed and used in daily operations.
The following procedures are written with a ow concept in mind. Cockpit ows are used extensively during all
phases of ight to facilitate the safe and expedient operation of aircraft systems.
Cockpit Preparation
The Cockpit Preparation ow starts with the upper left hand corner of the overhead panel. Each overhead panel
system is checked in a downward ow beginning at the top of each overhead panel column. After the overhead is
checked, the ight instruments and AFDS panel are checked from left to right. From the AFDS panel, follow down the
EICAS screens to preight the pedestal systems. The following checklist is an expanded version with explanations of
each procedure when necessary.
IRS Mode Selectors ..................................................NAV
Place the mode selector switches for all IRUs to NAV and enter the
aircraft position in the FMC POS INIT page.
Yaw Damper Switches ............................................... ON
Check to make sure both switches are ON. These switches are
always left ON.
EEC Switches ............................................................. ON
Check to make sure both switches are ON. These switches are
always left ON.
Hydraulic Panel .....................................................Check
Primary engine pumps switches ON. Primary electric and all
demand pump switches OFF.
Overhead Cautions ................................................Check
Check for normal indications (eg. Door lights).
HF Radio ...................................................................OFF
Battery Switch ............................................................ ON
Standby Power Selector ......................................... AUTO
Electrical Panel .......................................................Check
All electrical switches should be pushed IN. Electrical switches are
only turned OFF for abnormal conditions.
APU ............................................................... As required
Start the APU if necessary or establish external power.
Cockpit Voice Recorder ............................................. Test
Listen for test tone.
Emergency Light Switch ....................................... Armed
Passenger Oxygen Switch ......................................Blank
Ram Air Turbine Switch ..........................................Blank
Ignition Switch ........................................................... Set
Set 1 for odd days, 2 for even days, and BOTH for cold weather
operations.
Engine Start Selectors ............................................ AUTO
Fuel Jettison Panel ....................................................OFF
Switches blank and selector OFF.
Fuel Panel .................................................................. Set
Forward and Aft main fuel pumps OFF. Center fuel pumps OFF.
Crossfeed switches OFF.
Fuel quantity and balance ......................................Check

Check the proper fuel load and balance.
Engine and Wing Anti-Ice ..........................................OFF
Exterior Lights ............................................... As required
Position lights should be ON. All others OFF.
Cargo Heat ................................................................OFF
Window Heat .............................................................. ON
HF Radio ..................................................................OFF
Passenger Signs ........................................... As required
Pressurization Panel ................................................. Set
Set landing altitude. Select AUTO 1 for odd days. Select AUTO 2
for even days. Set auto rate at the detent position.
Equipment Cooling Switch ..................................... AUTO
Temperature Control Knobs ......................... As required
Trim Air Switch ........................................................... ON
Recirc Fan Switches .................................................. ON
Pack Control Selectors .................................. As required
If the APU is in use, turn the pack switches to AUTO. If external air
is in use, turn pack switches OFF.
Isolation switches ...................................................... ON
Left and Right switch ON. Center switch guarded ON.
Engine Bleed Switches .............................................. ON
APU Bleed Switch ...................................................... ON
FMC .................................................................... Program
Program the FMC with route and performance information.
AFDS Panel ................................................................ Set

Nav1 Radio Set manual frequency if required, otherwise set to
AUTO.
FD Switch ON
A/T Switch OFF
IAS/MACH Set V2 from FMC.
HDG Set as required.
ALT Set as required.
Disengage bar - UP.
Nav2 Radio Set manual frequency if required, otherwise set to
AUTO.
Flight Instruments ...................................................... Set
Note These checks should be done after the IRUs have aligned.
Instrument Source Selectors NORM
Airspeed Check & set speed bugs for takeoff (use auto bug
setting click area).
RMI - Set pointer controls and verify headings.
EADI Check.
EHSI Check. Range and display mode set as
required. (10-mile Map mode is normal).
ASA Blank.
Altimeter Set altimeter.
VSI Indicates 0.
Clock Set.
Standby Instruments Set.
Warning Annunciators ............................................Check
All should be off.
Standby Engine Gauges ....................................... AUTO
Autobrakes ................................................................OFF
EICAS ....................................................................Check
Check CAS messages for abnormal indications. Check engine
gauges for normal indications. Check STATUS page and then set
lower EICAS screen to the ENGINE page.
TRP ................................................... Set TO and derate
Pre-select derate 1 or 2 if desired.
Flap Indicator .......................................................... Set 0
Check warning lights are off & that the indicator agrees with the ap
handle.
Alternate Flap Selector .........................................NORM
Check selector set to NORM and ALTN not displayed in the LE or
TE switches.
Landing Gear ...................................DOWN and GREEN
Check no amber lights illuminated.
Alternate Gear Switch ...............................Guarded OFF
GND PROX Override Switches ................................OFF
Parking Brake ............................................................ SET
Stab Trim Cutout Switches .................................. NORM
Spoilers ............................................................... DOWN
Throttles ...............................................................Closed
Fuel Control Switches ..................................... CUT OFF
Flaps ............................................................................ UP
Engine and APU Fire Panel ................................. Normal
Check that no handle is pulled or turned.
Cargo Fire Panel ................................................. Normal
Transponder .............................................................. Set
Set to desired code and leave turned OFF.
Comm Panel .............................................................. Set
Set radios as required.
Audio Panel ............................................................... Set
Set knobs as required.
ILS Frequency ............................................. As Required
Set to PARK or to required ILS frequency for departure.
Aileron and Rudder Trim ........................................ Set 0
Following the cockpit preparation ow, the following procedures are
used in normal operations. These procedures are done by memory
with reference to an abbreviated checklist. The abbreviated checklist
is included at the end of this section.
Before Starting Engines

Hydraulic Panel ............................................ ON & AUTO
Turn ON primary electric pumps and set all demand pumps to
AUTO.
Fuel Panel ................................................................. Set
Turn ON fuel pumps in all tanks with fuel.
Red Anti-collision Lights ............................................. ON
Pack Switches ...........................................................OFF
Stabilizer Trim ............................................................ SET
Conrm trim setting is within the green band.
Flight Controls .......................................................Check
Display STATUS page and check correct movement of ailerons and
elevator. Restore ENGINE display when nished.
Starting Engines
Announce Starting___Engine
The right engine is normally started rst.
L or R Start Selector ................................................GND
Set the appropriate start selector to GND to begin the start
sequence.
L or R Fuel Control Switch ........................................ RUN
When N2 reaches a minimum of 18%, set appropriate fuel control
selector to RUN and monitor EGT for lightoff. Abort the start for
abnormal indications or if temperature exceeds 750 during start.
At 50% N2, Conrm Start Selector AUTO
Conrm start selector returns to AUTO.
Repeat procedure for remaining engine.
Flaps .......................................Retract upon acceleration.

Flap retraction schedule
Pack Switches ........................................................ AUTO
When passing
Set aps
Isolation Switches (L and R) ..................................... OFF
Vref30+20
Flaps 5
Cargo Heat Switches .................................................. ON
Engine Anti-Ice .............................................. As required
Vref30+40
Flaps 1
Use if temperature is below 10C and visible moisture is observed.
Vref30+60
Flaps UP
APU Switch ..............................................................OFF
When aps are UP, maintain a minimum airspeed of Vref30+80.
Normally climb out at 250 knots until reaching 10,000 feet. Then
Autobrake Selector ................................................... RTO
accelerate to 300 knots or FMC ECON speed.
EICAS .................................................. RECALL & check
Climb thrust
Check for appropriate CAS messages and engine indications.
Verify set to CLB, CLB1 or CLB2 as desired.
There should be no messages displayed in normal operations.
Ground Equipment ........................................ Disconnect
After Takeoff
Ensure ground connections are clear.
Landing Gear .............................................................OFF
FLAPS ......................................................................... UP
After Starting Engines
Before Takeoff
Climb and Cruise
Parking Brake ....................................................Released

Flaps ..........................................................Set for Takeoff
Set 5 or 15.
Takeoff Brieng .............................................. Accomplish
Verify performance and navigation data in the FMC and brief the
takeoff procedure.
Flight Attendants ......................................................Notify
Above 10,000 feet

Landing lights ............................................................OFF
Above 18,000 feet (or transition altitude)
Set altimeters 29.92
Fuel Panel
Monitor fuel balance & turn off Center pumps when center tank is
near empty (1000 lbs or 300 kg).
Takeoff
Descent
Exterior Lights ............................................................ Set

Turn on landing lights and anti-collision lights.
Transponder .................................................... Set TA/RA
Throttles .......................................... Advance to 70% N1
A/T ..........................................Arm and engage N1 mode
Verify proper thrust is set prior to 80 knots.
Verify 80 knots.
Verify THR HOLD mode.
Monitor airspeed for V1 and VR
At VR, rotate smoothly until airborne and then establish an
approximate 15 degree pitch up attitude. Then follow the FD pitch
commands.
Positive rate of climb
Gear handle UP, then OFF when retracted.
At 400
Select LNAV or HDG SEL as required. For LNAV, use the DIRECT
TO procedure or intercept the route course using HDG SEL.
At 1000
Engage VNAV and follow FD commands or Select FL CH and set
speed to 250.
Below 18,000 feet (or transition altitude)

Set local altimeter.
Below 10,000 feet
Landing lights ............................................................. ON
Verify FMC arrival and approach
Program arrival and approach xes as required.
Flight Instruments and Radios ................................... Set
Set, tune and identify instruments and radios required for an
instrument approach.
Airspeed Bugs ............................................................ Set
Set speed bugs for landing (use automatic bug speed mouse click
area for easy setting).
Autobrakes .................................................... As required
Set 1 through MAX AUTO as appropriate. The use of autobrakes is
at pilot discretion.
Approach brieng ............................................ Complete
Landing
Shutdown
Flaps ..................................... Extend during deceleration.

Flap extension schedule
When passing
Set aps
Vref30+80
Flaps 1
Vref30+60
Flaps 5
Vref30+40
Flaps 15/20
Vref30+20
Flaps 25/30
Parking Brake ............................................................ SET

APU or External Power ..................................... Establish
Verify APU is running or request/select external power.
Engine Anti-Ice Switches ...........................................OFF
Isolation Switches (L and R) ...................................... ON
This permits the APU to supply air to both packs.
Fuel Control Switches ...................................... CUT OFF
Seat Belt Sign ............................................................OFF
Hydraulic Panel .......................................................... Set
Turn OFF Primary electric pumps and all demand pumps. Primary
engine pumps are left ON.
Fuel Pump Switches ..................................................OFF
Red Anti-Collision lights .............................................OFF
When aps are selected 25/30, the minimum speed is Vapproach.

Vapproach = Vref30 + wind factor
Wind factor = steady headwind + gust factor
Gust factor = gust reported steady wind
On downwind .......................... Set aps 5 and speed 180
Glideslope alive or 1500 RA
................................................Gear DOWN and Flaps 20
Speed brakes .....................................................ARMED
Glideslope capture or 1000 RA
......................................... Set aps for landing (25 or 30)
Landing aps 30 is normal. Set speed to Vapproach.
Set Missed Approach altitude
................................... Dial altitude into MCP ALT window
Monitor approach progress.
At DA (instrument approach) or 500 feet, announce LANDING.
If unable to land, execute a go-around.
Upon touchdown:
Verify spoiler deployment and decelerate using reversers
and brakes.
Disconnect autopilot and autobrakes prior to turning off the runway.
Complete Shutdown
IRS Mode Selectors ..................................................OFF
Emergency Light Switch ............................................OFF
Window Heat Switches ..............................................OFF
Cargo Heat Switches .................................................OFF
Pack Switches ...........................................................OFF
APU or External Power .....................................Deselect
Deselect external power or turn off the APU.
Standby Power Selector ...........................................OFF
Battery Switch ..........................................................OFF
After Landing
Exterior Lights .............................................. As required
Turn off runway lights and white anti-collision lights.
Flight Director Switches ............................................OFF
Autobrakes ............................................................... OFF
Speed brakes ...................................................... DOWN
Flaps ........................................................................... UP
Transponder ..............................................................OFF
APU ............................................................... As required
Start the APU prior to gate arrival if external power is not available.
Normal Checklist
PREFLIGHT
APPROACH
PASSENGER SIGNS ................................................ SET

FLIGHT INSTRUMENTS ........................................... SET
PARKING BRAKE ..................................................... SET
FUEL CONTROL SWITCHES .......................... CUT OFF
PRESSURIZATION ...........................SET LANDING ALT

AIRSPEED BUGS ..................................................... SET
ALTIMETERS ............................................................ SET
EICAS RECALL ................................................... CHECK
BEFORE START
LANDING
AFDS MCP ................................................................ SET

AIRSPEED BUGS ..................................................... SET
FMC CDU .................................................................. SET
TRIM ................................................................ ___UNITS
FLIGHT CONTROLS ........................................... CHECK
SPEEDBRAKES ..................................................ARMED
LANDING GEAR .................................................. DOWN
FLAPS .................................................................SET___
SHUTDOWN
AFTER START
ENGINE ANTI-ICE................................... AS REQUIRED
ISOLATION SWITCHES (L AND R) ..........................OFF
EICAS RECALL ................................................... CHECK
AUTO BRAKES ........................................................ RTO
GROUND EQUIPMENT .......................................CLEAR
HYDRAULIC PANEL ................................................. SET

FUEL PUMP SWITCHES ..........................................OFF
FLAPS ......................................................................... UP
SPEEDBRAKE LEVER ........................................ DOWN
PARKING BRAKE ..................................................... SET
FUEL CONTROL SWITCHES .......................... CUT OFF
COMPLETE SHUTDOWN
BEFORE TAKEOFF
FLAPS .................................................................SET___
AFTER TAKEOFF
LANDING GEAR SELECTOR ...................................OFF
FLAPS ......................................................................... UP
IRS SELECTORS ......................................................OFF

EMERGENCY LIGHTS SWITCH ..............................OFF
WINDOW HEAT SWITCHES ....................................OFF
PACK SWITCHES .....................................................OFF
APU / EXTERNAL POWER .......................................OFF
STANDBY POWER SELECTOR ...............................OFF
BATTERY SWITCH ...................................................OFF
Addendum 190
Addendum
Important Notes
Conguration Manager and Documentation
The Conguration Manager icon is installed to the Windows desktop. Run the Conguration Manager to congure the aircraft
before starting the Level-D 767. It is no longer a requirement to run the Conguration Manager prior to starting the 767 after
installation. See the Start> Programs> Flight One Software> Level-D Simulations 767-300> menu for program options and
documentation. Adobe Acrobat Reader is required: http://www.adobe.com.
Manually Changing Language Files After Setup
French and German language les are in the Level-D Simulations\Language modules folder. LVLDGerman.dll for German and
LVLDFrench.dll for French. Place either one in your FSX\Modules folder and rename it LVLDLanguage.dll. The le will provide
certain language features to the product. If you remove the DLL from the Modules folder, the language will revert to English. DO
NOT REMOVE the LVLD.dll le.
Optimum Display Resolution
This product is optimized for a full screen display resolution of 1280 x 960. Although not required, this setting is recommended.
New Liveries (Paint Schemes)
Aircraft repaints are available for free on the Internet. Please check http://www.leveldsim.com or other popular ight simulation web
sites for free repaints. To install the repaint, use the Repaint Manager that is included with the product. A repaint template (Paint Kit)
can be obtained from the Level-D Simulations web site.
Notice About Moving Files
This product has special features that require reinstallation from the downloaded E-Commerce Wrapper, should you need to move
the software to another computer or make certain hardware changes. Do not move the installed product to another system. Always
reinstall via the E-Commerce Wrapper.
Invalid License Error Messages
If you start Flight Simulator X, and you get an Invalid License error message, then please reinstall the product via the E-Commerce
Wrapper. If you do not have access to the wrapper, or reinstall does not resolve your issue, then temporarily move the LVLD.dll
module that is in the FSX\Modules folder to another folder, and contact support. You will now be able to start Flight Simulator without
the error message. The Level-D 767 will not operate until the error issue is resolved.
Windows XP is Required
This product is designed to work under Windows XP and Vista. The product will not work with Windows 98/Me. The product may
work on Windows 2000/2003, however it is not ofcially supported.
Product Support
Support is provided at the Level-D Simulations discussion forums. The web address is http://www.leveldsim.com/forums. Special
registration is required in order to receive support. The registration code is in the Certicate le you received at the time of your
purchase. For more information on registering for support, please visit http://www.leveldsim.com/forumreg.htm.
Changes and Additional Features (FSX v1.4)

Level-D module
Improved import panel data

Added Load FMC data with import panel data
Added engine status, aps, gear, speed brake, radios, trim & barometric settings imported with panel data
FMC
FMC VNAV descent behaviour based on the Pegasus version of the FMC
VNAV descent compensates for WINDS
VNAV descent code handles any combination of altitude constraints (AT, AT/ABOVE, AT/BELOW)
VNAV slows before descending when initial descent speed is slower than cruise speed
Added INSUFFICIENT FUEL, DRAG/THRUST REQUIRED messages
Fixed SIDs being deleted when approach was selected
Fixed proper selection of STAR runway transitions when runway was changed
Fixed ALTN airport STARs & approaches were missing on ARR page
Fixed selecting NONE for approach transitions crash
Fixed IDENT page info with situation load
Addendum 190
Addendum 191
Pedestal
Right ADF & ILS now powered by the Standby AC bus

Left VHF Comm now powered by the Standby DC bus
Standby Comm freqs now saved & restored with ights
Fixed wrong rudder trim dynamic tooltip indication
Added an aileron trim dynamic tooltip
Electrical
Left RDMI lighting, needles and compass card now powered by the Standby AC Bus
Right RDMI lighting, needles and compass card now powered by the Right Main AC Bus
VOR L & ADF R now powered by the Standby AC Bus
VOR R & DME R now powered by the Right Main AC Bus
ADF L & DME L now powered by the Left Main AC Bus
Flight Model
Modied ight model to real world climb performance
Cockpit
Added camera points of view

Deleted 2D Cockpit Side/Back views. FSX does not support bitmap views
Exterior
FS9 liveries/repaints fully FSX compatible

FSX visual model created using FSX SDK
FSX light bloom supported (landing & taxi lights) for FSX models (even during daylight hours)
Interior
Improved gauge illumination. Gauge light not diminished if ying into sunlight
Miscellaneous
RDMIs: VOR/ADF ags show and pointers INOP when source data is not available
EHSIs: ADF pointers do not display when source data is not available
Updated default Level-D keyboard commands for FSX compatibility
Fixed unwanted RAT deployment while loading a ight
Level-D menu items are now dynamic (they disappear when they were grayed in FS2004)
A/T will maintain Flight Idle ~32% in all AT modes
Fixed the A/T going to IDLE in VNAV_PATH cruise if above cruise altitude
Support
Enhanced Pilots manual including comprehensive tutorial ight

Start-up ight for the tutorial included (see FSX Missions)
SDK
Fixed SPD light on Aerosofts MCP when FLCH is in altitude capture mode
Updated LVLD_SDK headers for C++ compatibility
Added L:LVLDAutobrakes xml read/write variable
Conguration Manager
Updated and revised for FSX. Instructions included with utility & manual documentation
Repaint Manager
Updated and revised for FSX. Instructions included with utility & manual documentation
Addendum 191
Addendum 192
Default Sounds Replacement

Customize GPWS & TCAS aurals
Replace default gauge sounds
Commercial Airlines may install different options for the

GPWS altitude aurals and warnings on their 767s. You
have the ability to customize the aural messages (and
many other gauge sounds) in Level-D 767!
Copy to the default .../Microsoft Flight Simulator

X\Level-D Simulations\B767-300\Sounds folder
replacement sounds for B767-300 Level-D. These
customized sounds will be used in replacement of the
default sounds coded in the gauges.
Use the following le names:
Record your own customised sound in .wav format.

Then, to enable your sound le(s) within the Level-D
767, copy the customized replacement le(s) to the
default C:\Program Files\Microsoft Games\Microsoft
Flight Simulator X\Level-D Simulations\B767-300\Sounds
folder. Your customized les need to match the lenames
of the corresponding aural(s) listed below. If you want to
deactivate one or more aurals, then copy and rename the
included BLANK.WAV (silent sound) to the name of the
aural(s) you want to deactivate.
GPWS valid le names
STEST.WAV
BANK_ANGLE.WAV
SGLIDESLOPE.WAV
SDONTSINK.WAV
STERRAIN.WAV
STOOLOWTERRAIN.WAV
STOOLOWFLAPS.WAV
STOOLOWGEAR.WAV
SSINKRATE.WAV
SSINKRATEPULLUP.WAV
STERRAINPULLUP.WAV
SMINIMUMS.WAV
SS10.WAV
SS20.WAV
SS30.WAV
SS40.WAV
SS50.WAV
SS100.WAV
SS200.WAV
SS300.WAV
SS400.WAV
SS500.WAV
SS2500.WAV
TCAS valid le names
TCAS_AURAL_CLIMB.WAV
TCAS_AURAL_DESCEND.WAV
TCAS_AURAL_CLIMBCROSSINGCLIMB.WAV
TCAS_AURAL_DESCENDCROSSINGDESCEND.WAV
TCAS_AURAL_ADJUSTVERTICALSPEEDADJUST.WAV
TCAS_AURAL_CLIMBCLIMBNOW.WAV
TCAS_AURAL_DESCENDDESCENDNOW.WAV
TCAS_AURAL_INCREASECLIMB.WAV
TCAS_AURAL_INCREASEDESCENT.WAV
TCAS_AURAL_MAINTAINVERTICALSPEEDMAINTAIN.WAV
TCAS_AURAL_MAINTAINVERTICALSPEEDCROSSINGMAINTAIN.WAV
TCAS_AURAL_MONITORVERTICALSPEED.WAV
TCAS_AURAL_CLEAROFCONFLICT.WAV
TCAS_AURAL_TRAFFICTRAFFIC.WAV
TCAS_AURAL_TRAFFIC.WAV
TCAS_AURAL_TCASSYSTEMTESTOK.WAV
TCAS_AURAL_TCASSYSTEMTESTFAIL.WAV
Switches
CVR_TEST.WAV ...................................... Voice recorder test button
CVR_ERASE.WAV ................................Voice recorder erase button
MIC_BUTTONS.WAV ..................Audio selector panel micro buttons
AUDIO_BUTTONS.WAV .......... Audio selector panel volume buttons
AB_SEL.WAV ................................. Autobrake switch selects in RTO
AB_TRIP.WAV .....................................Autobrake switch trips to OFF
OVRD_SWITCH_PUSH.WAV ................... Square black button push
OVRD_SWITCH_RELEASE.WAV ........ Square black button release
STRIM_SWITCH_CLOSE.WAV .... L/R Stab Trim cutout switch close
STRIM_SWITCH_OPEN.WAV ........ L/R Stab Trim cutout swith open
FUEL_LEVER_OFF.WAV ......................... L/R Fuel lever switch CUT
FUEL_LEVER_ON.WAV ..........................L/R Fuel lever switch RUN
STARTER_SWITCH.WAV .............L/R Starter switch trips to AUTO
AP_DISCOBAR_UP.WAV .........MCP A/P Disconnect bar pushed up
AP_DISCOBAR_DOWN.WAVMCP A/P Disconnect bar pushed down
FLAPS_DOWN .........................................................Flap lever down
FLAPS_UP .................................................................... Flap lever up
Gauges
ASAIN.WAV ....................................... Autoland gauge displays a ag
ASAOUT.WAV ...................................... Autoland gauge clears a ag
HF_HASH.WAV ................................................. Hash on HF receiver
HF_UCT.WAV ............... Universal Coordinated Time on HF receiver
Chimes & Horns
CHIME.WAV ................................................ Passengers signs chime
CHIME_HILO.WAV ........................................................HI-LO chime
CHIME_HI.WAV ...................................................................HI chime
IRUDC.WAV .................................................. IRU on DC power Horn
GROUNDHORN.WAV .............................................Call Ground horn
Alarms
AP_DISCO.WAV ........................................Autopilot disconnect alert
CAUTION.WAV .................................. Master Switch CAUTION alert
WARNING.WAV ................................ Master Switch WARNING alert
ALTLEVEL.WAV ............................................................. Altitude alert
FIRE.WAV ..........................................................................Fire alarm
Systems
FAN.WAV .......................................................... Recirc FANs running
EQUIP_COOLING.WAV ................................Equipment cooling fans
PACKS.WAV............................................................................. Packs
TIRE.WAV ..................................................................... Tire blow-out
GEAR.WAV ................................................ Landing Gear wind noise
POWER_XFER .........Generator clicks at power transfert on busses
Addendum 192
Addendum 193
Tips & Tricks from the Level-D forum

MAINTENANCE
Cant tune NAV2 for FS-Add-ons?
Some FS addons activate features by having the user tune the
FS NAV2 radio to a specic frequency. The LDS767 doesnt use
the internal NAV2 radio, but heres a trick that will let you tune the
internal FS NAV2 radio. Set the required frequency manually in
either the Left or Right NAV radio on the MCP. Then select that
radios IDENT switch on the audio panel. That will set the FS NAV2
radio. You dont need to leave the ident on, just toggle it. The FS
NAV2 radio will stay on that frequency until an ident is done on a
different frequency.
Bad License message.
If you start Flight Simulator, and you get a message that you have a
bad license, you need to run the downloaded exe, with your key le,
to re-install your license. Press the Click here to Reinstall button.
You will need to be connected to the Internet. You can cancel the
Setup process if you already have the Level-D product installed.
Why do the quick tips keep coming up even though I uncheck
the show quick tips box?
Navigate to the Flight Simulator X\Level-D Simulations\B767-300
folder directory and open the 767-300.ini le with NOTEPAD. Find
the following string of text: TIP_AT_STARTUP=1. Change the value
to read: TIP_AT_STARTUP=0.
PROCEDURES
The SIDS and STARS dont show up in the FMC, why?
Select airport procedures are included with the 767 for FSX, but
Level-D Simulations does not create or maintain these procedures.
The procedures are created by users. You will have to create your
own, and share your work by uploading to a ight simulation le
service. Alternately, there are freeware and payware services which
offer a selection of procedures.
The SIDS and STARS still dont show up in the FMC, why?
NOTE: Your machine may need the le called msxml.msi (MSXML
4.0 Service Pack 2 (Microsoft XML Core Services)). Download the
msxml.msi le from http://www.microsoft.com/downloads/details.
aspx?FamilyID=3144b72b-b4f2-46da-b4b6-c5d7485f2b42&Displa
yLang=en
How do I create my own procedures?
The FMS section of this manual will give you all the details.
AIRCRAFT SYSTEMS
The ap indicator jumps from 0 to 1, is it broken?
Nope. This is the way it works in real life. Due to sensor
construction/operation you will not see the indication report mid
travel position from aps 0 to 1, this is modeled as it is in real life.
I hear a high pitch siren when I shut down the APU, why?
The tone is from the ground crew warning horn on the nose gear
to alert the engineers that the IRSs are still turned on after AC
electrical power has been turned off. To cancel the sound, switch
the all three IRS on the overhead panel from NAV to OFF, or
restore Ground or APU power.
Why doesnt Autoland automatically arm?

Autoland will arm automatically if you have AFDS automatic multichannel selected from the Add-ons > B767 Specic > Realism &
Carrier options menu. Otherwise, arm the left, center and right A/P
manually before the AFDS system will be active for an autoland.
Why do I get a cargo overheat warning when I dont have any
failures set?
When ying out of airports with higher temperatures the cargo heat
is not needed. Shut off the cargo heat switches on the overhead.
The strobes lights only turn on if the position lights are on, why?
Due to limitations in the program that is used to create the exterior
of the aircraft (G-max), the position lights are tied to strobes. The
only way to get the lights to work independently would have been to
remove the exing wings feature (and nobody wants that!).
Why wont the transponder accept 0 as an entry?
Enter the non-zero digits, the leading zero will fall into place.
Why arent the MCP mode lights extinguishing even if I turn off my
ight director?
If the First Ofcers side F/D is still ON, this is what youll see. Turn
both ight directors off to disable all MCP modes.
Why is the TAI indication green all the time ?
This is correct behaviour for the aircraft modeled.
I tune the ILS frequency and front course on the glareshield radio,
but it doesnt do anything. What am I doing wrong?
You are tuning the NAV1, not the ILS receiver. To tune the ILS,
enter the frequency and course on the ILS Control Panel on the
pedestal (This will tune the left, centre and right ILS receivers in
the main equipment centre). You cannot tune ILS frequencies in
the real aircrafts NAV receiver either; it will only accept valid VOR
frequencies. It can also be tuned automatically by the FMC by
selecting the FMC tunes ILS in the Realism & Carrier options
from the B767 Specic Add-on menu. (Note that you must select
the arrival runway in the FMC for this option to work).
SETUP
The Conguration Manager isnt working. I load the 767 in FSX
and the fuel is always at 100%, when I have set the fuel in the
Conguration to less than 70%. Why?
The Conguration Manager is working properly. While it does
change and set the cargo load, ZFW and GR WT in FSX, it does
not set the fuel load. This is a proposed fuel amount only. Once
FSX has started and the Level-D 767 loads, you will have to
manually load the fuel via the menu bar to match the amount you
have proposed.
How can I view the Loadsheet created by the Cong Manager?
Simply create a shortcut to your desktop of ...\Flight Simulator
X\SimObjects\Airplanes\LVLD_B763\767LoadSheet.txt
Can I use the old Flight plan format from the 2000/2002/2004
versions of the 767 in the FSX version?
Yes, the old 767 .rte ight plan format can be used in the Level-D
767 for FSX.
The APU doesnt seem to be starting. Whats going on?

The APU start time has been modeled to take between 1 and 2
minutes to start. The start time is realistic. Within two minutes the
RUN indication will tell you that the APU is available.
I cant sit for 12 hours and y at 1x sim rate. What simulation rate
can I safely use if I want to cut down the ying time?
4x is recommended. But 8x has been tested with a routing that is
relatively straight and no winds. Safest bet is to use 4x max.
Why do the HF radios emit static?

HF is not simulated in FS. The static is simulating the static heard
when no transmission are being made on the HF frequencies.
The only frequencies that do not have static are 5.000, 10.000
and 15.000. These frequencies broadcast a clock tone. The HF
radios are non-functional. To help with realism you can play the real
Atlantic Oceanic during you ight at LiveATC.net.
VIRTUAL COCKPIT
I cannot set the air speed bugs in the VC with the hidden click spot
on the Airspeed indicator. Why?
The airspeed click spot to set the bugs is only available on the 2D
panel. Set the bug in the 2D panel and return to the VC and bugs
will be set.
Addendum 193
Addendum 194
Notes from Testing
Names withheld to protect the innocent

STICKY BRAKES / GROUND FRICTION
Ground friction (RC1), everybody please test...

PROBLEM SOLVED!
I thought that from the FS BRAKES or DIFFERENTIAL BRAKES
text you would always know if your brakes were engaged.
FSX default settings put the L and R wheel brakes at HALF
sensitivity level. On my system, this causes the following.
If parking brake is cycled, somehow the brake system goes to
zero brakes condition. When I as much as touched a brake pedal
(either), the brakes would be ON, even after I released the brakes
fully AND the text went away. In other words, I was riding the brakes
all the time, even though there was no indication of that whatsoever.
(not even in the brake press. indicator).
If I turn the sensitivities to zero or close to zero, I will get constant
brake pressure even though I am not pressing the brakes, even
to the point that the BRAKES text appear (and I can see the
brake press indicator indicate pressure change). If I increase the
sensitivity, the brakes are never on, when I dont press them.
The pedals were calibrated many times, so calibration was not the
issue here, happens like I described regardless of calibration.
SOLUTION: So, the solution for me was to increase the toebrakes
sensitivity axes to FULL RIGHT.
CONFIGURATION MANAGER
Conguration Manager does not offer cockpit panel options for NO

VC, VC, etc...?
The Manager has been changed and only needs to be run to
change the default aircraft weights.
The FSX version of the Conguration Manager does not include
a No VC panel option. By default 2D panels and VC cockpit
are active. The Virtual Cockpit preferences are set from the FSX
Options> Settings> Display> Cockpit Settings menu. For users who
prefer to y with a 2D panel only (NO VC), some one-time editing of
the individual model conguration les must be done.
To enable 2D panel view (NO VC) follow these steps:
1. Open a model.xx (xx=GE, RR or PW) directory from the ...\FSX\
SimObjects\Airplanes\LVLD_B763 folder
There are 3 les inside each model.xx folder:
767300.mdl, 767300_interior.mdl & model.cfg
2. Open the model.cfg le with a text editor (Notepad)
The model.cfg text string:
[models]
normal=767300
interior=767300_interior
Delete the interior=767300_interior text string.
The model.cfg text string should now read:
[models]
normal=767300
3. Save the le: File> Save
4. Close the model.cfg le.
5. Repeat the procedure for each model.xx le.
ALSO NOTE: See the Conguration Manager page for revised

information about how to load cargo into the cargo holds. ;)
VNAV DESCENT
Is it normal for the VNAV to drive the descent at a different speed

than whats dened in the VNAV DES page?
In VNAV PATH, VNAV will follow the path, allowing actual speed to
be off by up to +/- 15 knots. So if the path prediction is a bit off or
you have winds that would not be unusual. You can now add throttle
to adjust if youre getting too slow because AT is in HOLD mode.
Make sure that the actual aircraft weight matches what you have
in the FMC. Other than winds this is the most likely cause of an
incorrectly calculated path.
Previous 767 yers are going to have to get used to the idea of the
descent speed wandering to maintain the path. Unlike previous
versions, the FMC is now calculating a true idle descent and the
throttles DO NOT MOVE once they go to idle. If you are using a
weather program then it is unlikely that the behaviour of FSX in
interpreting windspeeds is going to match the way the FMC does
it. There will be differences, so you will HAVE TO manage your
descent speed, either through adding throttle (which is easy now
because the AT will be in HOLD mode) or by adding speed brake.
Once the end of idle descent waypoint has been passed the throttle
will be in SPD mode so speed will be maintained as with previous
versions of the 767, within the limits of the throttles ability to do so.
NEW to FSX The descent logic in the FSX version of the 767 has
modied from the FS9 version. Below is a quick point description
of the Pegasus FMC logic and the associated VNAV descent
characteristics.
ON Path (within speed limits and altitude limits)

Pitch mode = VNAV PTH
A/T mode = throttle decreases to IDLE, then sets HOLD
Idle descent phase: Speed limits +/- 15 knots, up to Mmo/Vmo-11
knots or down to speed protection;
Past idle phase: Speed limits +/- 10 knots, up to Mmo/Vmo-11 knots
or down to speed protection.
Overspeed reverts to:
A/T mode = IDLE to HOLD
Aircraft pitches to VNAV speed and DRAG REQUIRED message
displays.
Underspeed reverts to:
Pitch mode = VNAV PATH
A/T mode = SPD
Aircraft throttles increase to maintain min speed and THRUST
REQUIRED message displays if A/T is disengaged.
Above path (speed window closed):
A/T mode = IDLE to Hold
Aircraft pitches to VNAV speed + 15 (limited by Mmo/Vmo-11 knots)
& DRAG REQUIRED message displays.
Below path (speed window closed):
A/T mode = SPD
Aircraft pitches to -1250fpm & thrust increases to maintain VNAV speed.
NOTE Above path / below path = more than +/- 500 ft
Addendum 194
Addendum 195
Acronyms
A/T or AT
ACARS
Autothrottle
Aircraft Communications Addressing &
Reporting System
ACT ECON CRS Active Economy Cruise
ACT RTE
Active Route
ADF
Automatic Direction Finder
AFCS
Automatic Flight Control System
AFDS
Autopilot Flight Director System
AGL
Above Ground Level
ALT
Altitude
ALT HOLD
Altitude Hold Mode
A/P
Autopilot
APU
Auxilliary Power Unit
APU GEN
Auxilliary Power Unit Generator
ARR
Arrival
ASA
Autoland Status Annunciator
ATIS
Automatic Terminal Information System
CDU
Control Display Unit
CG
Center of Gravity
Cl
Cost Index
CO ROUTE
Company Route
CRZ
Cruise
CRZ ALT
Cruise Altitude
DEL
Delete
DEP
Departure
DES
Descent
DEST
Destination
DH
Decision Height
DIR
Direct
DIR/INTC
Direct Intercept
D-TO
Derated Take-off
DTG
Distance-to-go
EADI
Electronic Attitude Direction Indicator
ECON
Economy (minimum cost speed schedule)
EEC
Electronic Engine Control
EFIS
Electronic Flight Instrument System
EGT
Exhaust Gas Temperature
EHSI
Electronic Horizontal Situation Indicator
EICAS
Engine Indicating Crew Alerting System
EPR
Engine Pressure Ratio
ETE
Estimated Time Enroute
ETP
Equal Time Points
EXEC
Execute
FCC
Flight Control Computer
FD or F/D
Flight Director
FF
Fuel Flow
FL
Flight Level
FLCH
Flight Level Change
FMC
FMS
Flight Management System
FO
First Ofcer
GA
Go-Around
GEN CONT
Generator Control
GND PROX
Ground Proximity
GPWS
Ground Proximity Warning System
GR WT
Gross Weight
GS
Ground Speed
G/S
Glideslope
HDG
Heading
HF
High Frequency
IAS
Indicated Airspeed
IDENT
Identication
ILS
Instrument Landing System
INTC
Intercept
IRS
IRU
KG
KT (kts)
LEGS
LNAV
LOC
LRC
LSK
MAP
MCP
MMO
MOD
MSG
NAT
ND
NDB
NM
OAT
OPT
PACK
PERF
PF
PFD
PIREPS
PNF
POS
POS INIT
POS REF
REF
RMI
RTE
RVR
SID
SOP
SPD RESTRC
SPD TRANS
STAB
STAR
STD LIM TOGW
TCAS
TMC
T/C or TOC
T/D or TOD
T/O (TO)
TO EPR
TOGW
TO N1
TRK
VMC
Out)
VMO
VNAV
VOR
VREF
VSI
V1
Inertial Reference System

Inertial Reference Unit
Kilogram
Knots
Waypoint Routes
Lateral Navigation
Localizer
Long Range Cruise
Line Select Key
Missed Approach
Mode Control Panel
Mach Max Operating
Modied/Modication
Message
North Atlantic Track (Airway)
Navigation Display
Nondirectional Radio Beacon
Nautical Mile
Outside Air Temperature
Optimum
Pressurization and Air Conditioning Kit
Performance
Pilot Flying
Primary Flight Display
Pilot Reports
Pilot Not Flying
Position
Position Initialization
Position Reference
Reference
Radio Magnetic Indicator
Route
Runway Visual Range
Standard Instrument Departure
Standard Operating Procedure
Speed Restriction
Speed Transition
Stabilizer (Horizontal)
Standard Instrument Arrival
Standard Limitation Takeoff Gross Weight
Trafc Collision and Avoidance System
Thrust Management Computer
Top Of Climb
Top Of Descent
Takeoff
Takeoff Engine Pressure Ratio
Takeoff Gross Weight
Takeoff Engine Fan Speed
Track (to a NAVAID)
Minimum Control Speed (Critical Engine
Velocity Max Operating

Vertical Navigation
VHF Omnirange Navigation System
Reference Velocity
Vertical Speed Indicator
Critical Engine Failure Velocity (Takeoff
Decision Speed)
V2
Safety speed for engine-out climbout
WX
Weather
YAW DAMPERS Eliminates Short-term Yaw Oscillations
Z
Zulu (GMTtime)
ZFW
Zero Fuel Weight
Addendum 195

Level-D 767-300ER: Operations Manual

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Level-D 767-300ER: Operations Manual

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LEVEL-D

FOR FLIGHT SIMULATOR USE ONLY

Level-D Simulations 767-300ER

Cockpit Panels (2D) .......................................................... 7

Airplane, General ...................................................... 26

Aircraft Lighting ................................................................ 26

Air, Pneumatic System ............................................. 29

Engine Bleeds ................................................................. 29

Autoight System .................................................... 35

Flight Control Computers (FCC) ..................................... 35

AFDS Vertical Modes ....................................................... 36

Electrical & APU Systems ........................................ 43

Battery Power .................................................................. 43

Engines and Engine Indicating (EICAS) ................ 48

Engine Controls ............................................................... 48

Fire Detection and Protection ................................. 54

Engine Fire and Overheat ............................................... 54

Flight Controls ......................................................... 57

Primary Flight Controls .................................................... 57

Level-D Simulations 767-300ER

Flight Instruments ................................................... 62

Electronic Flight Instrument System (EFIS) .................... 62

Flight Management System (FMS) ......................... 73

Control Display Unit (CDU) ......................................... 73

Fuel System ............................................................ 119

Main Wing Tanks .............................................................119

Hydraulic System .................................................. 123

Left & Right Hydraulic Systems .................................... 123

Level-D Simulations 767-300ER

Engine Anti-Ice .............................................................. 126

Inertial Reference System (IRS) ........................... 128

IRU Alignment ............................................................... 128

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

Landing Gear ................................................................. 133

Radios & Communication ..................................... 136

Receivers & Radios ...................................................... 136

Warning Systems ................................................... 139

Crew Alerting System (CAS) ......................................... 139

Mission Setup ................................................................ 149

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

Important Notes ............................................................. 190

Level-D Simulations 767-300ER

Using this Manual

Level-D Simulations 767-300ER

Cockpit Panels (2D)

Captain visible overhead

Left side main cockpit window posts and light switches

Captain main panel

Left side main cockpit instrument display

First Ofcer (F/O) visible

Right side main cockpit window posts & light switches

First Ofcer (F/O) main panel

Right side main cockpit instrument display

Overhead systems panel

Complete overhead panel

Throttle quadrant, re controls, and radios

Flight Management Computer

Autopilot Flight Director

Windowed version of the autopilot control panel

Standby attitude, altimeter, and airspeed gauge display

Captains Main Panel

6. Vertical Speed Indicator

17. Upper EICAS