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 flight simulator purposes only, and are not intended to be used in real world operations whatsoever.

FOR FLIGHT SIMULATOR USE ONLY NOT FOR USE IN REAL AVIATION

Version 1.00 June 2007 Level-D Simulations Support http://www.leveldsim.com/forums Flight 1 Software http://www.flight1.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 Captain’s Main Panel .................................................... 8 First Officer’s 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 Specifications .............................................. 18 Power Plant, Controls & Fuel ...................................... 18 767 firsts... .................................................................. 18 Missions ........................................................................... 19 Situation Files .................................................................. 20 Configuration Manager .................................................... 21 3D & 2D Configuration for FSX ................................... 21 Repaint Manager ............................................................. 22 Keyboard Assignments .................................................... 23 Installation Directories ...................................................... 24 Level-D Simulations Team ............................................... 25 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 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 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 Autoflight EICAS Messages ............................................. 42

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

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

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

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

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

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

Autoflight System .................................................... 35

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

Introduction 3

.............. 76 Identification Page (IDENT) .......................................................................................... 108 FMC Database Programming Examples ................................................................................................. 124 Reserve Brakes and Steering Control ....................................................117 FMC Alert Messages............. 85 Route Offset ........................................... 76 Position Initialization Page (POS INIT) ..................... 80 Takeoff Reference Page (2/2) .......................................................Level-D Simulations 767-300ER Stabilizer Trim ............. 96 Intersection Waypoints .................................................... 71 Clock Display ..................................... 98 FIX Page (FIX) .................. 122 Fuel System EICAS Messages ........................................................................................ 84 ICAO Alternate Page(s) ... SID......... 98 Progress Page 1 .................................115 Radial Intercept .................................................. 102 VNAV Climb ..............114 Heading to Altitude ........ 89 LEGS Page .......... 120 Fuel Panel Controls .......... 61 Introduction 4 Waypoint Addition .... CRZ..............................................................................................................................................................................................116 FMS EICAS Messages ..................................... 120 Fuel Dumping ...................................... 72 Flight Instruments EICAS Messages .......................................................118 FMC Programming Messages ..........................................................................................119 Center Tanks .......................................................................................................................... 69 EHSI ILS Display Summary (Expanded & Full) .............................118 Flight Instruments ......................................... 77 Position Reference Pages (POS REF) .................................................. 106 Saving FMC Route DATA (RTE.... 99 HOLD Page (HOLD) ...............117 FMC Advisory Messages ..... 105 VNAV DES Page ....................................................................................... 88 ARRIVALS Page ............................................................ 74 Keyboard Assist Mode ........................................................................................................... 123 Ram Air Turbine ............. 75 Initialization/Reference Index Page (INIT/REF INDEX) .................... 59 Flight Control Indicators ....................................................................................................................................................... 57 Spoilers ........................................................................... 125 Hydraulic System .............................................. STAR........................... 62 Standard Flight Instruments ............................................................... 92 Clearing a Route Discontinuity ........................................................................................................................ APP) ......... 58 Yaw Dampers ...............................................111 STAR Programming Example ............ DES) ........................................................................................................... 94 Waypoint Deletion ..... 120 Fuel Crossfeed ............................................119 Fuel Quantity and Distribution ....................................... 122 Fuel System Normal Procedures ... 59 Stabilizer Trim Controls and Indicators ............... 70 Altimeter Display . 73 Fuel System . 104 VNAV CLB Page .............................................................................................. 102 VNAV Cruise .......................................... 125 Hydraulic System Normal Procedures ................ 62 Electronic Flight Instrument System (EFIS) ..................................................... 66 EHSI Map Display Summary ....................................... 67 EHSI VOR Display Summary (Expanded & Full) . 123 Center Hydraulic System ......... 63 EADI Display Summary .................................................111 SID Programming Example ................................................... 94 Intercept Course To ......................................................................................................................................................................................................................................................................................... 124 Hydraulics Quick Start Tip.................... 58 Flight Control Surface Locations ....... 96 Route Data Page (RTE DATA) ..................................................................................................... 64 ADI Speed Tape (Speed Tape EADI) ................... 62 Electronic Attitude Direction Indicator (EADI) ......114 Heading To Distance ........... 122 Fuel Jettison Controls ........... 102 VNAV Descent .......................................................................................... 58 Aileron and Rudder Trim .....113 Conditional Waypoint Programming ................................. 104 VNAV CRZ Page ............................ 90 LEGS Page Waypoint Management (LNAV) ..................... 125 Hydraulic EICAS Messages ................................................. 124 Ram Air Turbine Control ................ 76 Preflight Page Sequence .. 87 DEP/ARR INDEX Page ............................................................ 78 Performance Initialization Page (PERF INIT) ................................... 65 EHSI Control Panel ........................................................................................................ 100 Navigation Radio (NAV RAD) Page .. 69 Airspeed Indicator .................................................................................................................. 122 Left & Right Hydraulic Systems ... 73 CDU Display & Controls ....................116 FMC Messages ....................................................................116 Changing the Characteristics of a Waypoint ...................... 97 Progress Page (PROG) ............................. 61 Flight Controls EICAS Messages ......................................................114 Heading to Radial Crossing . 87 DEPARTURES Page ................................................................................................................ 95 Along Track Waypoints ............. 79 Takeoff Reference Page (TAKEOFF REF) .................................................................. 81 Valid Waypoint Types ............... 74 Function Keys Overview ............................ 93 Route Copy (RTE COPY) ............. 123 Introduction 4 ... 92 Direct to Waypoint ......................... 119 Main Wing Tanks ............. 71 Standby Flight Instruments ....... 95 Flight Management System (FMS) ................................................................................................ 81 Route Page (RTE) ........................ 98 Progress Page 2 ........ 123 Hydraulic System Controls ................ 58 Flap Controls and Indicators ......................................................................................... 62 Electronic Horizontal Situation Indicator (EHSI) .. 123 Reserve Brakes and Steering ............................ 93 Abeam Points (ABEAM PTS) ...................................................... 72 Control Display Unit (CDU) ....112 Approach Programming Example ....................... 60 Flight Controls Normal Procedures ........................................................................................ 101 Vertical Navigation (VNAV) .. 121 Fuel Quantity Gauge ...............................115 Vectors .................................................................... 58 Flight Control Surfaces ............. 82 Alternate Page (ALTN>) .................................. 80 Approach Reference Page (APPROACH REF) ............................................................ 125 Hydraulic EICAS Indications ................. 86 Departure and Arrival Page (DEP ARR) ........... 95 DME Waypoints .......... 71 Instrument Source Select Controls ...................... 70 RDMI (Radio Distance Magnetic Indicator) Display ....... 70 Heading Reference Switch ........................................................... 103 VNAV Pages (CLB... 60 Aileron and Rudder Trim Controls ..................... 120 The Level-D 767-300 Fuel Load ............ 60 Yaw Damper ........................................................................................................................................................... 96 LAT/LONG Waypoints .............

......................................... 135 Landing Gear & Brakes EICAS Messages ............................................................................................................................................ 128 IRU Failure .................................... 163 PROGRESS Page ...................... 148 Mission Setup ....................................... 154 PERF INIT................................................................. 128 IRS Drift......................................................................................................................................................................................................... 154 TAKEOFF REF .................................X & Mr.... 163 Climb and Cruise .... 139 Traffic Alert and Collision Avoidance System (TCAS) ........... 140 Warning & Caution Annunciators (Overhead) .............................................................................................................................. 190 Default Sounds Replacement ...................................................... 153 DEP/ARR ........................................ 134 Reserve Brakes ................................................................................... 147 Introduction 5 Aircraft Operating Tutorial ...................... 190 Important Notes .................................................................................................................................... 152 Manual entry of route ........................................... 126 Engine and Wing Anti-Ice Controls . 167 Decision Altitude/Height ............................................................. 126 Engine Anti-Ice ..... 127 Windshield Wiper Control ..............4) ................................ 139 GPWS Aural Messages ................ 145 Warnings ......... 145 Cautions ................................. 140 Crew Alerting System EICAS Message Control . 126 Windshield Wipers ......................................................................................... 162 Takeoff................................................................ 128 IRU Quick Alignment ........... 141 Warning & Caution Annunciators (Main Panel) ........................................................ 132 Landing Gear ............... 181 Quotable Quotes from Mr.................... 168 After Landing ............................... 136 Receiver & Radio Controls ...... 161 Starting Engines ................................ 167 Landing .................................................................... 151 Programming the FMC ......................... 132 IRS EICAS Messages .............................................................. 165 Approach Briefing ...... 133 Brakes .................................... 142 Master Caution Reset Switch.... 171 Flight Plan POUNDS............................... 133 Radios & Communication ................................ 169 Flight Plan KILOGRAMS..................................................................................... 130 Quick Alignment ........................................................ 137 Cabin Communications Panel ...................................................... 131 Inertial Reference System Controls ................ 137 Audio Control Panel Controls ......................... 172 FSBuild NavLog Glossary ............................ 184 Inertial Reference System (IRS) ........................................................................................................... 127 Ice Protection Normal Procedures ....................... 132 IRS Normal Procedures ................................................ 150 Preflight ~ Powering the 767 ................................................................................................................................................................................................................................................ 169 Shutdown ................................................ 128 Layman’s Guide to the IGS .......... 155 FMC Workout ~ Closing Discontinuities................ 134 Landing Gear and Brakes Normal Procedures ...................................... 166 APPROACH REF................ 143 Transponder/TCAS Control ...................... 134 Autobrake Controls .................................................................................... 193 Notes from Testing ................................................... 139 Introduction 5 ................................................................................................. 194 Acronyms ................... 161 Before Takeoff ........................................................ 174 Getting more accurate Fuel/ETA predictions ................. 134 Alternate Gear Extension & GPWS Override............................................ 127 IRU Alignment ......................................................... 128 IRU Electrical Power ............... 126 Wing Anti-Ice ...................... 183 Resources ................................................................. 136 Normal Procedures & Checklist .......................................................................................................... 136 Audio Control Panel .... 165 Descent ......................................Level-D Simulations 767-300ER Ice and Rain Protection ....................................................................................... 129 IRS Operation Guide ........................... 150 Overhead Preparation........................................................................................................................................................................................... 136 HF Radios ............................................................................ 159 Before Starting Engines ................................................... 164 VNAV Page ............................................................ 131 ATT Mode .... 136 Cabin Communications Panel .................................................. 143 TCAS Display ........................................................................................................... 128 Loss of IRU Alignment ....................... 192 Tips & Tricks from the Level-D forum ................................................................................ 128 IRU Options ................................................ 149 Flight Deck Preparation .................... 127 Ice & Rain Protection EICAS Messages .............. 133 Landing Gear Controls and Indicators .......... 128 Landing Gear and Brakes .................................................. 126 Window Heat ........................................... 161 After Starting Engines . 138 Crew Alerting System (CAS) ... 169 Complete Shutdown .................................................................. 127 Window Heat Controls ..... 162 After Takeoff .............................................. 146 Status ......... 145 Advisories .............................................. 173 Reference Screenshots . 190 Changes and Additional Features (FSX v1................................................................ 144 CAS Message Index ............................ 160 Pushback ............. 144 TCAS Aural Alerts ................................................................................................................................................... 139 Ground Proximity Warning System (GPWS) .................... 130 Full Alignment .................................................................................................................................................................................. 153 Pre-programmed route ............................ 135 Receivers & Radios .... 182 Appendix ............ 165 Descent Options ................. Y............................................... 185 Addendum ........ 133 Tailskid .......................................................... 195 Warning Systems .................................................................................................................. 156 Setting the AFDS ..................................................................................................................

it is not an absolute requirement if the normal checklists are followed. The third part highlights normal procedures associated with the system. The aircraft can be flown manually using all normal simulator controls available in MSFS. there are also some subtle changes to the 767 and systems that may not be immediately apparent (see the Addendum for details). Selection of one of the included aircraft via the normal flight simulator menu loads both the aircraft and the panels. The following chapters explain each aircraft system in detail. All systems are set correctly for normal flight operations. Veteran users will discover some new system features have been added to the FSX version. Each system chapter is organized into four sections. The applicable system is explained in detail. welcome to the one of the most advanced products ever developed for Flight Simulator. and 767 specifications. This is particularly helpful when learning checklists and procedures. But. To use the automatic pilot and navigation capabilities of the aircraft. The chapters are arranged in alphabetical order for easy reference via the Table of Contents. setup considerations. Some color images have been included for reference purposes. The most noticeable differences to the Level-D 767 are evident with the VNAV descent modelling (described in the FMC section of this document). the Microsoft Flight Simulator ACES team have made some significant changes to the platform and have added many new features. some sections have been expanded and new features introduced (individual EICAS messages for each system are now included in the system chapter). The first part of each section is the system description. The remaining sections of this manual explain the aircraft systems and controls. menu options. panel layout. 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. Some of these changes have required modifications to the 767. The final section will offer any system EICAS messages (if applicable). This section of the manual offers an overview of the program. This is not the recommended order of study. menu system (introductory chapter). it is recommended that the AFDS and FMC sections of this manual be reviewed thoroughly. To properly prepare for flying the 767. The panel is a complete reproduction of a 767-300 cockpit in both the traditional (2D) multi-panel environment. 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. The second part explains all panel controls associated with the system.com) and can be installed to FSX using the updated for FSX Repaint Manager utility provided by Flight1 (and installed to the Windows desktop). For the new user. Those should be read and understood completely. 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. Subsequent chapter study can proceed in any order desired. The only exception to this is the AFDS and FMS sections. Using this Manual With FSX and the SP1 update. This revised and updated version of the manual utilizes black and white line-art images rather than screen captures.Level-D Simulations 767-300ER Introduction 6 Introduction W elcome to the Level-D Simulations 767-300ER for Flight Simulator X. Although it is recommended that each system be thoroughly understood. Overview The Level-D Simulations 767-300 for Microsoft Flight Simulator is a complex simulation. The “Level-D” and “B767 Specific” menu are described in detail within this section. The panel is initially loaded in a “ready-to-fly” state.leveldsim. Introduction 6 . Though much of the manual is unchanged. and configuration settings. as well as a fully functional virtual (3D) cockpit. This manual offers an in depth examination of the aircraft’s panel and systems.

AFDS mode control panel display. Panel Type Captain visible overhead Captain main panel First Officer (F/O) visible overhead First Officer (F/O) main panel Overhead systems panel Pedestal controls Panel Contents Left side main cockpit window posts and light switches Left side main cockpit instrument display Right side main cockpit window posts & light switches Right side main cockpit instrument display Complete overhead panel Throttle quadrant. 1 1. Toggle the Captain & F/O panel. These views can be controlled via the MSFS menu... OVHD 2. and radios Display Control <SHIFT><1> <SHIFT><2> “CAPT” button <SHIFT><3> <SHIFT><4> “F/O” button <SHIFT><5> “OVHD” button <SHIFT><6> “PDST” button <SHIFT><7> “FMC” button <SHIFT><8> “MCP” button <SHIFT><9> 4 4 1 2 Flight Management Computer FMC control display unit (FMC) CDU Autopilot Flight Director System (AFDS) MCP Standby instruments Windowed version of the autopilot control panel Standby attitude. The following panel views are available. FMC 4.Level-D Simulations 767-300ER Introduction 7 Cockpit Panels (2D) The aircraft may initially load with the 2D cockpit presented. FMC control data unit panel. or by using keyboard keystroke combinations. Introduction 7 . the Virtual Cockpit may load first. CAPT F/O 5. control buttons on the main panel. Pedestal panel. MCP 2 3 4 5 Overhead panel. fire controls. The 767 simulation is a multi-panel environment where different views are attained by switching the visible panels on and off. and airspeed gauge display 3 5 Control buttons are provided on the main panel to toggle the display of available cockpit panels. PDST 3. With the FSX version. altimeter.

TRP 23. F/O MCP Panel Controls 22. Radio Altimeter 6. Airspeed Indicator 2.Captain’s Main Panel Level-D Simulations 767-300ER To view this and the next page. Clock/Chrono 8. Altimeter 10. Captain. Lower EICAS 19. Vertical Speed Indicator 7. Autoland Status 9. Annunciator 14. EADI 4. EHSI Control 12. EHSI 5. EICAS Control 13. Upper EICAS 18. Flaps Indicator & Alternate Flaps Panel 3 1 5 8 12 13 17 22 9 23 14 6 18 24 2 4 10 7 15 Introduction 8 Introduction 8 11 16 19 20 21 . Gear Panel 24. Autobrakes 16. Standby Engine Indicator 15. RDMI 3. Panel Controls 17. use the Adobe Reader menu option: View > Rotate View > Clockwise 1. Go Around button 21. Reserve Brakes 11. EICAS Controls 20.

Brake Accumulator Pressure Indicator 28 Instrument Source Selector 25 27 28 26 Introduction 9 Introduction 9 . use the Adobe Reader menu option: View > Rotate View > Clockwise 25.First Officer’s Main Panel Level-D Simulations 767-300ER To view this and the previous page. Heading Reference Switch 26. Alternate Gear & Ground Proximity Flap/Gear Override 27.

Engine Fuel Control 7. Aileron & Rudder Trim Controls 17. ILS Radio Controls 16. ADF Radio 13. Stab Trim Manual Control 2. VHF Radio Controls 11. Flap Lever 14. Spoiler Control Lever 5. Engine Fire Controls 1 4 5 2 7 8 3 6 9 13 17 18 14 10 15 11 16 12 19 Introduction 10 . Stab Trim Indicator 3.Stab Trim Cut-off Switches 4. VHF Radio Controls 10. Audio Control Panel 12. Cargo Fire Controls 18. Fire System Test 8. Decision Height Control 9. Throttles & Reversers 6. APU Fire Controls 19. Transponder & TCAS Control 15.Level-D Simulations 767-300ER Introduction 10 Pedestal Controls 1.

Emergency Lights & Passenger Oxygen 12. EEC 4. 1. Fuel Jettison 15. IRS 2. APU Controls 10. Ram Air Turbine 13. Engine Start Controls 14. Warning & Caution Annunciators 6. Battery & Standby Power 8. Yaw Damper 3. Fuel Indicators 17. Electrics 9. Wing & Engine Anti-Ice 18. Cockpit Voice Recorder 11.Level-D Simulations 767-300ER Introduction 11 Left Overhead Panel 5. HF Radio 7. Each overhead panel system is checked in a downward flow beginning at the top of each overhead panel column. Wipers The Cockpit Preparation flow starts with the upper left hand corner of the overhead panel. Fuel Controls 16. Hydraulics 5 11 1 12 6 13 2 3 7 14 4 8 15 16 9 10 17 18 Introduction 11 .

Video Indicator 19 27 The Cockpit Preparation flow starts with the upper left hand corner of the overhead panel. Pressurization Indicator 26.Level-D Simulations 767-300ER Introduction 12 Right Overhead Panel 19. Pneumatic Control 30. Equipment Cooling 27. Cabin Communications 23. Compartment Temperatures Indicator 28. HF Radio 22. Cargo Heat 20. 20 21 28 22 23 24 29 25 30 26 Introduction 12 . Each overhead panel system is checked in a downward flow beginning at the top of each overhead panel column. Window Heat 21. Air Conditioning 29. Passenger Signs 24. Cabin Altitude Control 25.

There are 2 Level-D menus: the top menu. Virtual Cockpit preferences are set from the FSX Options> Settings> Display menu.. Changes to the FMC are made from within the windowed FMC CDU while operating in the virtual cockpit. This window may also be displayed using the <SHIFT><7> keyboard combination. The 3D panel can be set as the default view from the FSX menu. This action deletes all user defined assignments. Selection of “Quick tips …” displays the quick tip dialogue box seen when the panel is first loaded. Use the “Event category” pull down menu to filter the display of keyboard assignments to a specific category. is for setting options specific to the 767. and Instructor options available for Level-D products. To operate the FMC. the normal 2D window must be displayed. “B767 Specifc”. Click spot areas are available within the virtual cockpit to display 2D system panels. Selection of “Visit Level-D website” opens up the default internet browser and automatically displays the Level-D website. the bottom menu. “Level-D Simulations”. is for general settings related to current and future Level-D products. To c� instructi� button to reset the custom controls to the default assignments.Level-D Simulations 767-300ER Introduction 13 Virtual Panel (3D) The virtual cockpit display is a three-dimensional rendering of the the 767 flight deck. Preferences. Mouse clicking on the FMC within the virtual cockpit causes the 2D FMC CDU to display in a separate window. Selection of “About Level-D Simulations” displays the credit roll call for the Level-D Simuations team. Menu System The Level-D Simulations menu is available from the “Add-ons” FS menu bar at the top of the simulator window. and vice-versa. The FMC cannot be controlled from the FMC displays within the virtual cockpit. These settings are in addition to the default FS keyboard & joystick commands. The custom control assignments for the displayed category may be printed using the “Print selected category” button. Some of the menu selections have sub-menus which are explained in further detail below. Pressing on the FMC within the virtual cockpit displays the 2D FMC CDU panel.. All controls found on the main (2D) panels are available within the virtual cockpit. Introduction 13 . Clicking on the glareshield above the EADI displays the AFDS MCP 2D panel. Custom Controls. Clicking on the white area just above the main window (to the left and right of the overhead) displays the 2D overhead panel controls. Presents a sub-menu of custom keyboard and joystick assignments. Add-ons Level-D Simulations ► Presents a sub-menu for Custom Controls. Any switch actuated in the virtual cockpit is also actuated on the 2D panels. A complete listing of the Level-D 767 keyboard commands are available later in this manual. These panels are helpful for those that use multi-monitor setups and for quick selection of an aircraft system without leaving the virtual flightdeck.

Simulation rate of 1X only. A/T inhibits manual throttle Check this box if the joystick throttle is interfering with the autothrottle settings. 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. Quick Tips at Startup Check to enable Level-D “tips” at FS startup. the F/O sets the MCP altitude. Presents a sub-menu for the selection of Instructor preferences Instructor voice Check this box to enable audio for the Instructor. FAILURES have been enabled. the First Officer automatically raises and lowers the flaps at the appropriate minimum flap speeds. Level-D Panel (Gauge Sounds & Voices) Controls the status and volume for sound events specific to the panel. An arrival runway must be programmed. F/O handles gear When checked. Pause at Top of Descent Check this box to pause the program when the aircraft reaches the FMC’s calculated T/D (Top of Descent). raise and drop the gears. Introduction 14 . Crew Voices The Instructor can be activated if Drop down menus for the selection of crew voices. Use the voice drop down menu to select the desired voice for the F/O callouts. When checked.. F/O Active Activates the F/O to make automatic callouts and perform the selected tasks. F/O resets MCP Alt When checked. “Flight contains failures” Alert Boxes When enabled.Level-D Simulations 767-300ER Preferences. and reset the MCP altitude.. When unchecked. warnings will display when each new failure(s) occurs. When unchecked. “New Failure” Alert Boxes If a random failure(s) is enabled. the preference options are not changed when loading saved flights.. Joystick interference can be seen as random throttle changes not appropriate for the phase of flight. Use the drop down menu to the right to choose instructor voices. First Officer Controls the status of the “virtual First Officer”: provides automatic callouts and performs the selected tasks. When activated. Introduction 14 Load preferences with flights Check this box to cause preference options to be loaded with other 767 panel data when recalling a saved flight via the MSFS menu. flaps. This option has no effect on the FS default sound configuration. the respective Level-D panel sounds are not played. an alert box will display failure(s) the flight is loaded. Level-D Simulations offers a virtual F/O to assist you during in-flight operations. Level-D panel sounds are played at the level selected on the slider bar.. the First Officer will provide callouts. First Officer raises and lowers landing gear. F/O handles flaps When checked. Instructor.

Define default panel settings… Option to define default start-up panel settings. 2 Connect external air Request connect/disconnect of the external air. Check the “Push and Start” box to indicate that an engine start will be performed during pushback. Ground Requests Use this menu on the ground to handle requests for items that occur outside of the aircraft. Introduction 15 .. Check the “Disconnect interphone” box to have the ground crew automatically disconnect the interphone after pushback. Secondary checkbox option to “Import FMC Data with Panel Settings”. This function is the same as the Repair Failures selection found above. Use the � the failure rate� each system that are available to the random failure generator. Both of these options use the same selection boxes that list the saved 767 flights that are available for import/export. Select the distance for the pushback using the dialogue box. 3 Pushback… Presents a sub-menu for pushback control. 4 Repair failures Initiates a request that the ground crew repair all failures. All flights saved via the FS “Save Flight” menu have the 767 panel settings at the time of saving stored in a file along with the default simulator settings. Define failures. All 767 specific data for the saved flight is over-written with new data from the existing simulator session. These 767 specific panel settings may be imported and exported using this menu option. This action restores the failure menu so that all failures are available once again for selection. For the countd� to the failure type. Reset failure timer Select this item to reset the timer for a countdown failure. External power is indicated on the overhead electrical panel by the AVAIL light in the EXT PWR switch. except that the request is verbally played as a cockpit to ground interaction. Displays a submenu for the definition of 767 system failures. 1 Connect external power Request connect/disconnect of the external power source. 0 Connect interphone only Requests the connect/disconnect of the interphone.. The rate of random failures is set using the Mean Rate dialogue boxes.Level-D Simulations 767-300ER Introduction 15 Add-ons B767 Specific ► Permits import and export of panel settings to and from saved flights... Select the desired flight and follow the directions in the dialogue boxes to perform the selected operation. Use the slider bar to specify if a turn should be performed during the pushback. The text changes to indicate the status of the external air. Export current panel data from a flight… Option to export the current 767 panel settings to a previously saved flight. Import panel data from a flight. Check to enable importation of FMC data. Option to import 767 panel settings from a previously saved flight into the current simulator session. Text changes to indicate the status of the ground connection. Ground Requests are also available via the Communications panel on the overhead panel. Repair failures Select this item to repair all active & pending failures.

000 feet. EADI Displays A/T flag When checked. Vref30+80 Load carrier options with flights Check this box to cause carrier options to be loaded with other 767 panel data when recalling a saved flight via the MSFS menu. requiring duct pressure of 30 psi or greater for engine start. V2 (MCP bug). Introduction 16 . The speed bugs are set according to the following schedule when the mouse area is clicked: On the ground (for Takeoff): Checked: V1. Engines damage Engines are subject to damage when operated abnormally. Dual cue or Single cue Flight Director Toggles the presentation of the flight director between the single cue (bat wing) & the double cue (crosshair) format. the carrier options are not changed when loading saved flights (situation files). 12000 At 10000 derate is removed proportionately up to 12000ft. Un-Checked: V1. In flight (for Landing): Checked: Vref30. engine restart is not possible without fuel pumps. the autopilot channels must be manually selected by the pilot to engage the AFDS for an autoland. The speed tape EADI presents a speed tape in place of the fast/slow gauge. None Derate climb is never reduced. Upon reaching 12000ft climb thrust equals normal climb thrust. Upon reaching 30000ft climb thrust equals normal climb thrust. the EADI annunciates “A/T” when the autothrottle is engaged. When un-checked. Airspeed BUGS option Speed bugs can be set automatically using a hidden mouse click area in the lower left corner of the airspeed gauge. “A/T” is not annunciated on the EADI at any time. Climb Thrust Derate Washout Sets the removal altitude derate climb power on Thrust Rating Panel. Above 18. altitude callouts are automatically generated based on Radio Altitude during the descent for landing. The standard style EADI displays a fast/slow gauge along the left side of the display. Vref30+20.. along with a reformatting of the AFDS mode Annunciators. Electric load shedding Realistic electrical load shedding occurs. When unchecked. Vref30+60. Realism Battery discharge Battery discharge can drain the battery dead. Vref30+80. Vref30+80. Vref30+40.. 30000 At 10000 derate is removed proportionately up to 30000ft. When un-checked. VR. Vref30+40. Vref30+40. Un-Checked: Vref30. Also. engine flameout is possible above 18. V2 (MCP bug). Vref30+60.Level-D Simulations 767-300ER Realism and carrier options. Vref30+40 Vref30+80. Automatic door opening Cabin and cargo doors open & close automatically.000 feet with the fuel pumps turned off. the AFDS automatically engages for an autoland without pilot action. Realistic fuel feed Engine fuel feed requires correct fuel panel configuration. Vref30+20. Introduction 16 Carrier options Standard-style EADI or Speed tape EADI Drop down menu for the selection of two different EADI presentation styles. When unchecked. Pneumatic loads Realistic pneumatic/air load occurs. GPWS altitude callouts When checked. no altitude callouts are made. AFDS automatic multi-channel When checked.

When unchecked. APU Inlet Door Opens anytime the APU switch is in the RUN position Cabin Pressure Outflow Valve The outflow valve’s primary purpose is to maintain a comfortable cabin pressure for passengers without exceeding the aircraft’s structural capabilities. Load realism options with flights Check this box to cause realism options to be loaded with other 767 panel data when recalling a saved flight via the FS menu. Aircraft Model Features The 767-300 visual model has been expertly detailed with many unique features and aircraft animations. Ram Air Turbine (RAT) Deploys anytime both engines are shutdown while in flight and can be deployed manually by pushing the RAM AIR TURB switch on the Overhead Panel.Level-D Simulations 767-300ER Introduction 17 IRS position drift IRS positions are subject to drifting error. The RAT propeller spins based on airspeed. IRS position align = 2 minutes. Autoland restrictions The autoland system is subject to systems limitations (see AFDS section). the ILS frequency is automatically tuned into the ILS receiver when the aircraft is within 20 nautical miles of the landing runway. The spinner animation reacts to airspeed changes. some unique features can be noted on the aircraft visual model. the realism options are not changed when loading saved flights. Failures repaired by ground crew Failures are repaired when engines shutdown. Extends when the gear lever is down and retracts when the gear lever is up or off (assuming hydraulics and electrics are available). IRS needs position entry IRS coordinates must be entered during alignment. When unchecked. an autoland can be performed at any time. The outflow valve limits the pressure differential between the outside of the aircraft and the inside of the aircraft. Introduction 17 . Aileron droop is indicated in the cockpit on the aileron pointer gauge. Aileron Droop The inboard ailerons droop in response to flap selection. Tailskid Prevents damage to the fuselage on takeoff and landing. Gear and flap animations are accurate and highly detailed. When unchecked. FMC tunes ILS When a landing runway is selected in the FMC. All flight control surfaces move accurately in response to cockpit controls. IRS real align duration When checked. IRS position align = 10 minutes. In addition to these standard aircraft animations.

the 767-200ER. EEC switches.545 185.121 km Typical city pairs: Los Angeles/Frankfurt Max Cruise Altitude Normal Speed (FL350) Max Seating Capacity 43.100 feet M0.473 45. Engine controls include the throttles. pylon-mounted on the wing leading edges. The Boeing Aircraft Company’s development of the -300ER began in January of1985.289 m Metric (kg) 89.000 408. 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.57 m (156 ft 1 in) Length 54. and the Thrust Rating Panel (TRP).and 180-minute ETOPS approval.62 m (61 ft 1 in) 767 firsts. and 514 orders had been filled. • widebody airplane to offer a choice of three passenger sizes -.449 X 2 22.371 91.070 X 2 Center 80. 767-300ER and 767-400ER • large commercial airplane to use efficiency-enhancing “raked” wingtips.94 m (180 ft 3 in) Fuselage 53.67 m (176 ft 1 in) Height overall 15.425 TOTAL 73.454 130.140 Aircraft Dimensions Wing span 47. SYSTEM (Feet.740 6. cruise and descent. As of December..85 m (52 ft 0 in) Tailplane span 18. • airplane to achieve both 120.S. Operating Empty Weight Max Takeoff Weight Max Zero Fuel Weight Max Landing Weight Max Fuel Weight Range: Imperial (lbs) 197.379 Imperial (FSX Settings> General> International> U. fire handles.669 X 2 6. • two-person flight deck on a widebody airplane. Powered by two General Electric CF6-80C2 engines rated at 61.80 (530m / 851k) 350 Power Plant. Introduction 18 .Level-D Simulations 767-300ER Introduction 18 Level-D 767 Specifications The 767-300ER is an extended-range.000 310. fuel cut-off switches.000 TOTAL 161.000 288.738 24.909 73. 2006. Fuel Load Metric (FSX Settings> General> International> HYBRID (Feet.909 140.977 X 2 Center 36. • to use brakes made of carbon fiber.000 161. and in centre tank with refuelling point in port outer wing.400 12.. Milibars) Tank Kilograms Liters Main Wings 18. • common pilot type rating with the Boeing 757. Fuel in one integral tank in each wing.518 10. • vacuum toilet waste system.500 pounds of thrust per engine. Inches) Tank Pounds Gallons Main Wings 40. Controls & Fuel Two high-bypass turbofans in pods. higher gross weight version of the aircraft. airlines had ordered five hundred and thirty-four 767-300ER’s.

* 7. Skill Level. Fly Now! Get going. Missions menu.Level-D Simulations 767-300ER Introduction 19 Missions The missions included with the Level-D 767 for FSX are available from the FSX “Missions” menu. We are still exploring the limits of mission creation with the 767 and hope to release “reward mission modules” in the near future. 4. Option to delete selected user-saved mission file. Category. 2 1 3 4 5 6 7 8 1.. Perhaps users will be inspired to try to create their own Level-D 767 missions. Show saved Missions. 2. * The missions included with the 767 for FSX do not present a “reward” for successful completion. User-saved mission files will display below missions if “Show saved Missions” is enabled. Missions Listing. 3. Choose “All Skill Levels” from the dropdown menu to view all Level-D 767 Missions. Choose a mission. Delete. If you choose to save a file during the execution of a mission. 8. There are no rewards granted for the successful completion of Level-D 767 missions. 5. 6. or work to add to the Golden Gate Run? Introduction 19 . Enable changes in selected Mission (no rewards given). Enable checkbox to view the user-saved mission files.. From the dropdown select Level-D B767-300ER. Enable checkbox to allow changes to the mission. the files will be displayed below the mission name in the missions listing (5).

Enjoy your flight. But. • Choose IMPORT and press OK. • Shut down the aircraft. simply follow these directions: LOAD • From the FREE FLIGHT screen of FSX menu select “Load. they are usually greeted with an aircraft that is powered and ready for flight. The file has been saved.. and you can begin your workday as you choose! and situation files The 767 for FSX includes mission es) Operating Tutorial with 9 panel stat O (Aircraft • Golden Gate Run ~ CYVR to KSF R & EGLL to EBBR • KATL to EBB • EBBR Approach • EBBR to EGLL at Seattle • Failure Scenario 1 & 2 • Parked Introduction 20 .” button. you’d like to have just the aircraft powered and IRS aligned? If you’re interested in starting your workday as you choose.. what if you want to start the aircraft from a cold and dark panel state? Or.” Choose OK. • Choose the file you have saved from the “Load Flight” screen... For subsequent flights. then. Choose “Fly Now”.. This page describes how to save a file for future use. Press “Fly Now!” IMPORT • From the Add-ons > B767 Specific menu select “Import Panel Data From A Flight. Once that file is saved. The simulator will load with the engines running. choose any Level-D 767 aircraft. You can also setup and save your own “situation” file. No need to worry about location. SETTING & SAVING • From the FREE FLIGHT screen/menu. you can then quickly import the panel settings for every departure location.” • Select any of the available 767 flights or one you have created. The panel (and aircraft) will revert to the state (the exact settings you have saved).. we have included some start-up flight deck configurations that can be imported to any location your 767 is parked at.Level-D Simulations 767-300ER Introduction 20 Situation Files When our real world Captain and First Officer arrive at the flight deck. It’s a simple and efficient way to start a flight.. Follow the “Shutdown” & “Complete Shutdown” Checklist(s) from the Normal Procedures & Checklist. weather. Once you’re satisfied with the panel state you have. NOTE Secondary checkbox option to “Import FMC Data with Panel Settings”. time & season or fuel.. • Save the flight: Press “Save. That’s it. Check to enable importation of FMC data.

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). To enable 2D panel view (NO VC) follow these steps: 1.cfg 2.cfg file with a text editor (Notepad) The model.xx folder: 767300. Open a model. Watch your weight! The Configuration Manager will display incorrect / overweight amounts in red. 4 1 2 3 4 5 Load hold 5 with no more than 500kg (1100lb) 5..\FSX\SimObjects\Airplanes\LVLD_B763 folder There are 3 files inside each model.300 kg ZFW 3 2 2..xx (xx=GE.cfg text string should now read: 3. RR or PW) directory from the . Do not exceed these limits Max Takeoff Weight 408000 lbs 185454 kg Max Zero Fuel Weight 288000 lbs 130909 kg 6 7 3D & 2D Configuration for FSX The FSX version of the Configuration Manager does not include a “No VC” panel option.. Save the file: File> Save 4. For users who prefer to fly with a 2D panel only (NO VC).cfg text string: [models] normal=767300 interior=767300_interior Delete the interior=767300_interior [models] normal=767300 6. Repeat the procedure for each model. The model. Once FSX is started and the Level-D 767 loads. The cargo holds (1 to 5) are “loaded” by holding and dragging the mouse over each of the five cargo areas. NOTE It does not record/change the fuel amount. FSX GOTCHA! If you alter and save the payload from the FSX payload menu the configuration settings will be overwritten. 1. Open the model. Select (Passenger) Load type • Empty • Random • Full 3. you will have to manually load the fuel via the menu bar to match the amount you have “proposed”.txt” will be generated with this information.000 lb 111. A loadsheet text file entitled “767loadsheet. 767300_interior.txt” file is saved (by default) to the C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\SimObjects\Airplanes\ LVLD_B763 folder. Select the type of flight from the menu > Empty > Short Haul Flight > Long Haul Flight 1 Default Weight 245. Introduction 21 lf” configuration New 2D “do-it-yourse s retro-cool! feature for FSX.Level-D Simulations 767-300ER Introduction 21 Configuration Manager The Level-D 767 includes a Configuration Manager utility to change the aircraft setup. it‛ .xx file. The Virtual Cockpit preferences are set from the FSX Options> Settings> Display> Cockpit Settings menu. 5. run the Configuration Manager. 7. By default 2D panels and VC cockpit are active.cfg file. Configure the Cargo Holds 5 A cargo subscreen page will display.mdl. Exit the Configuration Manager text string. To change the default weights.mdl & model. By default the program is installed to the desktop and is configured as depicted on this page. This is important for the %MAC & CG takeoff trim values calculation. some one-time editing of the individual model configuration files must be done.cfg. Choose Save Settings The configuration manager records the Zero Fuel Weight and Takeoff Weight within the aircraft.. The FSX fuel load must match the Configuration Manager’s proposed amount. Cargo Subscreen 4. Propose the fuel load quantity Propose the amount of fuel you will need for your flight by pressing on the MINUS or PLUS buttons located to the left and right. Choose Cargo Load Click on the Cargo Load button. Close the model. The “767loadsheet. This is a “proposed fuel amount” only.

• Packages FSX repaint files with the .\FSX\SimObjects\Airplanes\LVLD_B763\ RepaintManager_767.LDS files to FSX..LDX file extension (new FSX format). NOTE If you do not include a thumbnail image with your repaint. make sure the aircraft “title” and “ui_variation” entries in the aircraft.cfg file in the texture folder that correctly links the proper subfolders (an unmodified version of the texture.jpg file that is 400 x 200 pixels in size.Level-D Simulations 767-300ER Introduction 22 Repaint Manager The Repaint Manager is the utility program used to install 767 liveries to FSX. • Make sure to include a thumbnail.cfg file will be copied to the folder if not present in the package.exe. Repaint Manager for FSX information • Installs FS9 ./LVLD763/Media folder.cfg file are named appropriately. ADD (1). A 767 “No Preview” thumbnail. 1 2 3 1 • Finally. The Repaint Manager is available from the Windows START> menu. The instructions for the operation of the Manager are included on the MAIN. REMOVE or PREPARE aircraft liveries. 2 3 Introduction 22 .jpg is provided in the . The utility offers 3 options to ADD.. make sure to include a texture.. • An aircraft texture..cfg is located in the LVLD_B763\ Media\Base Textures folder). FSX will display the “?” icon below on the left. REMOVE (2) and PREPARE (3) screens. NOTE • When packaging an aircraft repaint. The installation directory is .

.......SHIFT+CTRL+1 FMC LSK 2L ......CTRL+F Altitude HOLD Mode ..............Level-D Simulations 767-300ER Introduction 23 Keyboard Assignments These are the default keyboard sequences assigned to the Level-D panel mouse clicks........................................................................................ CTRL+TAB+2 Right Aft Pump ................................... MS Flight Simulator keyboard commands may be viewed (by default) at C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\UIRES\kneeboard_keys............SHIFT+CTRL+A External Power ...CTRL+M N1 Mode ...........................................SHIFT+T FMC DEP/ARR Key .......................................SHIFT+G FMC MENU Key .............................CTRL+P Flight Level Change (FLCH) .................................... (COMMA) Right Utility Bus .....................SHIFT+CTRL+TAB+4 FMC LSK 5R..........................................................................SHIFT+O FMC PROG Key .........................CTRL+SHIFT+8 Right AutoPilot .......................................................................TAB+D Lower EICAS Mode ..........SHIFT+CTRL+H Heading Window (-) .........SHIFT+CTRL+TAB+3 FMC LSK 4R.........................................................SHIFT+CTRL+F6 Left Engine Anti-Ice .....................................TAB+NUM 2 Right Starter (-) ..................SHIFT+CTRL+TAB+P Left Bus Tie Breaker .............SHIFT+....................................................................................................................SHIFT+CTRL+2 FMC LSK 3L .......................................................................................SHIFT+CTRL+TAB+1 FMC LSK 2R................TAB+NUM 1 Left Starter (+) ...SHIFT+CTRL+G IAS/MACH Selector ................SHIFT+CTRL+Z Altitude Window (-) ..............................................................CTRL+V Lateral Navigation (LNAV) .........F ......................SHIFT+TAB+X APU Generator ......................................TAB+M (F/O Panel) Ground Prox Flaps Overdrive ......Z Flight Director (captain) ............ (COMMA) Left Generator ......................................................C Recall Messages .CTRL+O Back Course (BC) Mode .....................................CTRL+TAB+D Wing Anti-Ice .....................CTRL+TAB+Z V/S Window (+)..........SHIFT+CTRL+4 FMC LSK 5L ..........................................................................SHIFT+ K FMC Line Select Key 1L .....................................SHIFT+CTRL+F9 Flight Control Surfaces Manual Stab Trim Up ..............................................................................................................................................SHIFT+CTRL+F5 Right EEC ..........SHIFT+V FMC FIX Key ....................................................SHIFT + CTRL + TAB + X APU Starter (+) ................................................CTRL+J Localizer (LOC) Mode ....TAB+X Standby Power (-) ...............................SHIFT+CTRL+N Go Around (GA) Mode .....SHIFT+CTRL+F7 AutoThrottle AutoThrottle Switch ......................................................TAB+ NUM DEL (NumPad) FMC Keyboard (ON/OFF).......NUM DEL (NumPad DEL KEY) APU Starter (-) .SHIFT+CTRL+V Speed Window (-) ..................CTRL+= (EQUAL) Standby Power (+) ..........................................................................CTRL+TAB+5 Left Center Pump .............................SHIFT+CTRL+TAB+2 FMC LSK 3R........................................................SHIFT + CTRL + F11 Right Fuel Control Switch ...............................CTRL+D Right Yam Damper ............CTRL+TAB+1 Left Fwd Pump ........................SHIFT+N FMC PREV PAGE Key ...................................................CTRL+A Altitude Window (+) ................................................................... AutoPilots Left AutoPilot ...htm.................SHIFT+C FMC HOLD Key ..................................................SHIFT+CTRL+F8 Right Engine Anti-Ice ......................SHIFT+X Fuel Feed (Use number pad numbers) Left Aft Pump ......SHIFT+I Speed Intervention ......TAB+NUM 4 Igniters (-) .........................SHIFT + CTRL + F12 Fuel CrossFeed ...CTRL+SHIFT+7 Center AutoPilot ...(NumPad MINUS) FMC NEXT PAGE Key ..........................................................................CTRL+B Approach (APP) Mode ........TAB+C (F/O Panel) Ground Prox Gear Overdrive .....................................CTRL+I Vertical Navigation (VNAV) ....CTRL+SHIFT+9 Disconnect Bar (cycling) ..........................................................................................SHIFT+TAB+P Heading Window (+) ...........................................SHIFT+CTRL+X Right Generator ......................SHIFT+CTRL+P V/S Window (-)............................SHIFT+CTRL+M Speed Window (+) ...............................................................NUM 7 (NumPad) Manual Stab Trim Down ..........................CTRL+H Heading HOLD Mode ..............................................SHIFT+R Airspeed (SPD) Mode ....SHIFT+TAB+F FMC LEGS Key .........SHIFT+U FMC NAV/RAD Key ..................................................................................................SHIFT+TAB+Y Left Utility Bus ....................................................SHIFT+CTRL+3 FMC LSK 4L .................CTRL+TAB+6 Right Fwd Pump ......................................SHIFT+CTRL+6 FMC LSK 1R.SHIFT+CTRL+TAB+5 FMC LSK 6R..................................continued next page Introduction 23 .............................CTRL+TAB+V Flight Management Computer Crew Alerting System Master Switch ....................................SHIFT+CTRL+Y Right Bus Tie Breaker ....................................................SHIFT+CTRL+TAB+..................K Decision Height (+) ....SHIFT+CTRL+TAB+6 FMC INIT REF Key ......................................................... You can change them from the Level-D Simulations> Custom Controls> menu............SHIFT+CTRL+NUM 7 Right Stab Trim Cut Off.................TAB+NUM 3 Left EEC ................SHIFT+Y FMC RTE Key...............................................SHIFT+D FMC VNAV Key ...............CTRL+TAB+3 Right Center Pump .......................SHIFT+CTRL+5 FMC LSK 6L .....X Ground Prox G/S Overdrive ......SHIFT+CTRL+NUM 1 Alternate Gear ........CTRL+TAB+4 Left Fuel Control Switch ..........TAB+NUM 9 Right Starter (+) ............SHIFT+CTRL+..................................................CTRL+G (F/O Panel) Alternate Flaps ......................SHIFT++ (NumPad PLUS) FMC EXEC Key .........M Cancel Messages ..................NUM 1 (NumPad) Left Stab Trim Cut Off ............................................................... NOTE Keyboard Assignments with BOLDED TEXT denotes that they have been reassigned for the 767 for FSX...............CTRL+X Left Yaw Damper ....TAB+K (F/O Panel) Electric systems Battery Master Switch .......CTRL+TAB+H Engines Igniters (+) ..........D Decision Height (-) ...TAB+NUM 8 Left Starter (-) ......................CTRL+N Heading Select Mode .CTRL+Z Vertical Speed (V/S) Mode ..........

...........................SHIFT+TAB+F5 IRS Sys Display (+) ...CTRL+F5 Climb Power ............................. Installation Directories Aircraft Aircraft Repaint Manager (Program) Aircraft Repaints (Installation Directory) Configuration Manager (Program) Crew Voices ................FMC & xxxxx......SHIFT+F12 HSI Mode (-) ......................................................................................SHIFT+TAB+J Left ISLN Valve ........................TAB+F Right Recirc Fan ........... TAB+U Reserve Brakes ............................................... APP (xxxx......WX) Software Developer’s Kit ..............SHIFT+B CRT Screens Brightness (-) .....\Microsoft Flight Simulator X\Level-D Simulations\navdata ................................................... SHIFT+CTRL+TAB+’ (APOSTROPHE) Autobrakes (+) ...... SHIFT+CTRL+TAB+B Right Main Eng Pump ...........SHIFT+TAB+F9 Trim Air ......................SHIFT+F8 Center IRU Mode (-) ................................... SHIFT+..... SHIFT+CTRL+........SHIFT+TAB+F7 Center IRU Mode (+) ..........\Documents and Settings\username\Application Data\Microsoft\FSX ......\Microsoft Flight Simulator X\Level-D Simulations\B767-300 ............SHIFT+Q Left Pack (-) ........ SHIFT+CTRL+R Introduction 24 Navigation Instrument Source Selector (+) ..........CTRL+F7 Derated Climb 2 ...............CTRL+F11 Cruise Power .......htm) Language Modules Introduction 24 .................... SHIFT+CTRL+TAB+.cfg) Modules (LVLD... SHIFT+= Center Demand Pump (-) .....Level-D Simulations 767-300ER Hydraulic & Brake systems Left Main Eng Pump ...SHIFT+TAB+Q Right Pack (+) .................SHIFT+CTRL+TAB+L APU Bleed ....................................................\ Instrument Source Selector (-) .......\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763 ..................SHIFT+CTRL+O Left Recirc Fan ........................................xml) & AIRAC data Operating Manual & General Information Situation files (xxxxx.....\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763 ......................SHIFT+CTRL+TAB+K Thrust Rating Panel Miscellaneous Commands CRT Screens Brightness (+) ..........dll & FSUIPC) NavData SID.............CTRL+F12 Keyboard Assignments wit that they have been h BOLD TEXT denotes reassigned for the 767 for FSX version............................................\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763\ Downloads ..............TAB+H Pneumatic systems Inertial Reference System IRS Display Selector (+) ...................SHIFT+CTRL+L Center ISLN Valve ...............................CTRL+F8 Continuous Power ....................SHIFT+TAB+B Cabin Door ............\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763 ........... Center Demand Pump (+) ....... SHIFT+TAB+......................................................SHIFT+E+3 No Smoking (+) ........SHIFT+F5 IRS Display Selector (-) ................FLT......... SHIFT+TAB+= Right Demand Pump (+) ....\Microsoft Flight Simulator X\Level-D Simulations\Language modules License (Flight1 Key) Mission files C:\Flight One Software .............................................\Microsoft Flight Simulator X\Level-D Simulations\navdata\Flightplans ..............\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763 ........SHIFT+J Right Pack (-) ... U Autobrakes (-) .........................................\Microsoft Flight Simulator X\Missions\Level-D B767-300ER ..... CTRL+U Center Elec Pump 1 .. Right Demand Pump (-) ......SHIFT+CTRL+TAB+J Right Engine Bleed ..............................................SHIFT+\ NAV1 Tuning (AUTO/MAN) ............SHIFT+F7 Left IRU Mode (-) ................................................................................\Microsoft Flight Simulator X\Modules Model configuration (model.............SHIFT+CTRL+J Right ISLN Valve...........SHIFT+F6 IRS Sys Display (-) .................................................. CTRL+TAB+G Left Demand Pump (+) ....SHIFT+CTRL+TAB+= (EQUAL) Take Off Power ...........................SHIFT+TAB+F8 Right IRU Mode (+).................. (SEMI-COLON) Left Demand Pump (-) .......SHIFT+TAB+F6 Left IRU Mode (+) ..............SHIFT+F11 HSI Range (-) ............SHIFT+CTRL+[ No Smoking (-) ........................\Microsoft Flight Simulator X\Level-D Simulations\Level-D SDK FMC saved Flightplans (xxxxxx........................ Deploy Ram Air Turbine .....................................SHIFT+E Cargo Door (Forward) ....\Microsoft Flight Simulator X\Level-D Simulations\B767-300\Sounds ....SHIFT+TAB+F11 HSI Mode (+) ........................SHIFT+CTRL+TAB+] Seat Belts (+) .\Documents and Settings\USERNAME\My Documents\Flight Simulator X Files ....................SHIFT+E+2 Cargo Door (Rear) ................................ SHIFT+CTRL+B Center Elec Pump 2 ........................... xxxxx.................................... STARs.........SHIFT+F9 Right IRU Mode (-)....................cfg) Keyboard Assignments (767LVLD_REF....SHIFT+CTRL+K Left Engine Bleed .................CTRL+F6 Derated Climb 1 ...........\Microsoft Flight Simulator X\SimObjects\Airplanes\LVLD_B763 ........SHIFT+CTRL+Q HSI Range (+).................CTRL+TAB+F Left Pack (+) ............RTE) FSX Categories (fsx.....................................SHIFT+TAB+F12 Heading Ref (MAGN/TRUE).....................SHIFT+CTRL+= (EQUAL) Seat Belts (-) ...............

Mike Bevington. Jason Barlow. David Barrington. Daryl Shuttleworth. Daryl Shuttleworth Support & Tutorials Daryl Shuttleworth Crew Voices Maree Bach.D. Ian Mitchell Mike Murphy.K. Gina Barrington. Todd Legon. Tero Partanen. Martin Pailthorpe (B767 First Officer). John Triner Bill Van Caulart. testing) Introduction 25 . Eric Ernst. Mark McGrath NAVData Richard Stephan (http://navdata. Eric Ernst. Dean Barry. Eric Ernst (B767 First Officer). Lee Hetherington. Anthony Vallillo (B767 Captain) Testing Haroon Anwar.Level-D Simulations 767-300ER 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. Tero Partanen Operations Manual Eric Ernst. Eric Ernst Ian Mitchell.at/) Technical Advisors David Barrington (B767 Captain). Sean Trestrail (B767/A330 Captain). Daryl Shuttleworth. Bob Klemm. Dennis Di Franco. Ana Di Franco. Mark McGrath. Jenny Van Caulart Aircraft Photographs David Barrington. Marco Koolstra (B767 Engineer) Joe Panford (B767 Captain). Dennis Di Franco Robert Hall. Bill Van Caulart. Harv Stein Special Thanks Ian (aircraft systems) Mike Bevington (ftp server) Dennis Di Franco (ftp server & pdf formatting) Ron Freimuth (flight modelling advice) Lee Hetherington (TCAS Logic module) Mark McGrath (Weight & Balance) Ian Mitchell (PROCIO Utility) Tero Partanen (video recording & real simulator sessions) Fraser Turner (thrust reverser and wing flex code) Nico Kaan (S.

Logo lights are located on the stabilizer to illuminate the logo on the vertical tail surface. The left and right landing lights are located in the left and right wing root and are optimized for flare and ground roll. & white (aft tip of both wings) position lights. General This chapter describes miscellaneous airplane systems. The system automatically overrides the DIM position and illuminates the indicator lights full bright if the ambient flight deck light level increases to a preset crossover light value as detected by system sensors located on the center forward panel. The Wing lights are installed on the fuselage and illuminate the leading edge of the wing. and nose gear landing lights. General 26 Airplane. The white anti–collision lights are strobe lights located on each wing tip. Automatic operation occurs if DC power fails or is turned off when the system is armed. Airplane. The lights are inoperative when the nose landing gear is not down and locked. Aircraft Lighting The landing lights consist of the left. The two nose gear–located landing lights are optimized for approach. When the FASTEN SEAT BELTS and NO SMOKING selectors are in the OFF position. including lighting systems and passenger cabin signs. The red anti–collision lights are strobe lights located on the top and bottom of the fuselage. Two taxi lights are installed on the fixed portion of the nose landing gear. When the light override switch is ON. and the cabin altitude exceeds 10. Flood lights and light plates provide panel illumination.000 feet. AUTO or OFF. the FASTEN SEAT BELTS and NO SMOKING signs illuminate. the forward panel flood lights.Level-D Simulations 767-300ER Airplane. Indicator Lights Indicator light brightness can be set to DIM or BRT with the indicator lights selector. and localized illumination. These lights provide illumination for evacuating the airplane. The system is controlled by the emergency lights switch on the overhead panel. and glareshield. General 26 . The nose gear landing lights are inoperative when the nose landing gear is not down and locked. passenger cabin interior and exterior lights are powered by the emergency lighting system. glareshield flood lights and all illuminated annunciator lights illuminate at full brightness. They are located in the left & right wing root. Panel and flood lights illuminate the forward panels. area lighting. Passenger Cabin Signs The passenger cabin signs are controlled by overhead panel selectors. The navigation position lights are standard red (left forward wing-tip). All passenger signs can be controlled by positioning the respective selector to ON. Flight Deck Lighting Flight deck lighting is provided for panel illumination. right. Emergency Lighting The aft flight deck dome light (one bulb only). green (right forward wing-tip). The switch can be used to manually activate or arm the system for automatic operation. There are two runway turnoff lights.

6. 9. These are located at the ends of each main wing. These lights illuminate the vertical fin. 7. These lights are used for takeoff and landing. Panel Flood Toggles the main panel flood lights on and off. White Anti-collision Turns the white anti-collision (strobe) lights on and off. The taxi light is found near the bottom of the nose gear assembly. These lights are found within the landing light assembly near the wing root. Wing Turns the wing lights on and off. These are located on the top and the bottom of the aircraft fuselage. 11. Red Anti-collision Turns the red rotating beacons on and off. 4. 1 2 7 8 9 10 11 3 4 Exterior Lighting Controls 5 6 7 6&5 8 9 3 11 8 10 4 7 3. 10. Two of the switches control interior panel lighting while the rest of the switches control exterior aircraft lights. Airplane. General 27 . The controls are the same in both environments. Nose Gear Turns the nose gear lights on and off. These lights illuminate the main wings and are located on each side of the fuselage. An exciting feature of the Level-D 767 is the implementation of individual exterior light controls. Landing Individual control over the left and right landing lights. Position Turns the position lights on and off. Light Override Switch Simulates the illumination of the cockpit dome light. 2. 8.Level-D Simulations 767-300ER Airplane. Interior Lighting Controls 1. They illuminate the sides of runways and taxiways. Runway Turnoff Individual control over the left and right runway turnoff lights. All panels become completely illuminated when pressed in. The positions lights are the red. Two nose gear lights are found near the top of the nose gear assembly. General 27 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. 5. Logo Turns the logo lights on and off. green and white lights found at the tips of the wings. Taxi Turns the taxi light on and off.

Level-D Simulations 767-300ER Airplane. General 28 . No Smoking Selector OFF AUTO ON OFF AUTO ON No smoking signs are extinguished. 1 2 2. Seat Belt Selector Fasten seat belts and return to seats signs are extinguished. No smoking signs illuminate or extinguish with reference to landing gear position. EICAS BRT (Upper / Lower) Located on the main panel (below the Lower EICAS). No smoking signs illuminate. the video indicator light (located on the overhead panel) notifies the flight crew that the onboard entertainment system is active. OFF Prevents emergency lights system operation if airplane electrical power fails or is turned off. General EICAS Messages Advisories NO SMOKING OFF PASS SIGNS OFF No Smoking sign is selected OFF. Both Seatbelt and No Smoking signs are OFF. Airplane. EADI & EHSI BRT Located on the main panel. General 28 Emergency Lighting Controls Located in the upper center overhead panel. 1 2 Passenger Cabin Signs Located on the overhead panel. the EADI & EHSI brightness control knobs (BRT) adjust the brightness of the EADI and EHSI CRT screens 2. Fasten seat belts and return to seats signs illuminate. Video Indicator When illuminated. Fasten seat belts and return to seats signs illuminate or extinguish with reference to landing gear or flap position. UNARMED LIGHT The emergency lighting system has been manually actuated or the emergency lights switch is OFF Indicator Lights 1. 1. ON All emergency lights illuminate. ARMED All emergency lights illuminate if airplane electrical power fails or is turned off. the EICAS BRT knobs control the brightness of the upper and lower EICAS CRT screens. Airplane.

The center isolation valve is normally open and the center duct pressurized with air drawn from both the left and right systems. Pneumatic Distribution The left. and right pneumatic ducts are connected by isolation valves. center and right pneumatic ducting. the respective bleed valve is automatically controlled to open and close based on system demands. Normally the left and right pneumatic systems operate independently to power their respective system components. the APU is the primary source of air to run the air condition packs and for engine starting. • Pressurization system. • Thrust reversers. 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. The engines provide the primary source of air for the pneumatic system in flight. Flow lines are drawn on the overhead pneumatic panel to help visualize the flow of air in the system. 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 APU bleed valve cycles closed and the APU continues to run for one minute before shutting down. An indication of duct pressure . These switches are pushed IN for all normal operations. the APU bleed valve is automatically controlled. on the pneumatic panel is the only evidence of external air source availability. If insufficient duct pressure is displayed prior to start. There are no cockpit controls for the use of external air. the center system duct can only be pressurized with air from the APU. There is no cockpit indication of center system duct pressure. The APU bleed valve coordinates operation with the engine bleed valves. If the APU is not used (or inoperative). This switch is pushed IN for all normal operations. The APU is capable of supplying sufficient air for the operation of the air conditioning packs or for engine starting. The APU is capable of supplying air for the pneumatic system in flight up to an altitude of 20. • Hydraulic center system. After engine start. The APU is not subjected to this cool-down period if the APU was not use as a bleed source prior to shutdown. If the APU is the only source of air for the system. 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. an external air source can be connected via the GND CALL button (Overhead Panel) or the Level-D “Ground Request” menu. the APU bleed valve closes and the engine bleed valve opens. When the engines are not running. The left system provides air for operation of the left air conditioning pack and left wing anti-ice. Control for these valves is provided by left and right engine bleed valve switches on the overhead pneumatic panel. check to make sure the packs are OFF. Opening and closing the isolation valves allows air to flow between each system such that one pneumatic air source can power the entire pneumatic system.Level-D Simulations 767-300ER Air. the APU bleed valve opens. External air is generally used when the APU is shutdown or inoperative. If engine bleed air becomes available and is of sufficient pressure to supply the pneumatic demands. a normal duct pressure reading is approximately 40 to 60 psi. This gauge is normally referenced during engine start since a minimum of 25 psi duct pressure is required for a successful start. When the APU switch on the electric panel is turned OFF. Left and right pneumatic duct pressure readings are shown by the pressure gauge on the pneumatic panel. Pneumatic System The pneumatic system is supplied air by the engines. center. Control for the valve is provided by the APU bleed valve switch on the overhead pneumatic panel. When pushed in. Engine Bleeds Bleed valves for the left and right engines control air supply from the engines to the pneumatic system. The pneumatic system is separated into three separate systems via isolation valves. If the center isolation valve is closed. The opening and closing of three isolation valves controls distribution of air between the left.000 feet. The external air source is capable of powering the air conditioning packs and can be used for engine starting as well. Main Bus DC power is required for the engine bleed valves. Pneumatic System 29 APU Bleed The APU bleed valve controls air supply from the APU to the pneumatic system. The center system normally uses air from either the left or right system when available to power its components. 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). • Engine and wing anti-ice. With the packs off. The following systems use air from the pneumatic system: • Air conditioning packs. Air. Pneumatic System 29 Air. Prior to engine start. The right system provides air for the right air conditioning pack and right wing anti-ice. When pushed in. The center system provides air for the air driven hydraulic pump and for cargo heat. System logic provides for air supply to the pneumatic system based on available pressure. APU or an external air source. • Engine starting.

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. and lavatory service units. The recirculation fans are normally left ON at all times. The automatic modes are powered by the Main AC buses. Separate recirculation fans provide air circulation for equipment cooling. turn the packs back After the engine starts lves. Additionally. The C mode sets the pack to full cold (approximately 65F/19C).000 feet.000 feet. Power for the recirculation fans is provided by the Utility Buses. cabin air is regulated based only on the pack selector setting. The manual mode is powered by the Standby DC bus. The passenger oxygen ON light illuminates and EICAS advisory message PASS OXYGEN ON displays when the system is activated. N. The controller is normally left in the AUTO position. and right pneumatic ducts are monitored for leaks. Pneumatic System 30 The left. the outflow valve can be controlled manually.Level-D Simulations 767-300ER Air. cabin rate of climb. Recirculation fans in the air conditioning system recirculate cabin air into the system. STBY and OVRD positions. Normally. as well as the C ISL valves switches pushed the L & engine start. The cabin is regulated to 75F/24C if the TRIM AIR switch is OFF and the pack selectors are in AUTO. Equipment Cooling Flight deck instruments and equipment in the electrical compartment are cooled using a common air supply. . The passenger masks can be manually deployed from the flight deck by pushing the passenger oxygen switch. The Trim Air switch permits the temperature of air flow from the packs to be automatically regulated by the cabin temperature control knobs. Cabin altitude. An OVHT light illuminates if there is an over-temperature condition in the respective duct. 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. Pressurization indications are provided on the overhead. C and W positions. The packs are turned OFF for engine starting or when air conditioning is not desired on the ground. The outflow valve is normally controlled by one of two selectable automatic modes. the cabin temperature controllers are inoperative. A DUCT LEAK light illuminates if a leak is detected in the affected system. The pressurization indicators are powered by the Standby AC bus. Pressurization System Pressurization of the aircraft is achieved by regulating the outflow of air from the cabin via an outflow valve. The PACK OFF light illuminates if the pack is switched OFF or there is no bleed air available. the packs are run in the AUTO mode when air is available in the pneumatic system. The use of recirculated air reduces bleed demands on the engines. and cabin pressure differential readings are displayed. The passenger oxygen masks and chemical oxygen generators are located above the passenger seats in passenger service units (PSUs). Control of the pressurization system is provided on the overhead panel. The N mode regulates pack outlet temperature to a constant moderate temperature (approximately 75F/24C). The temperature of the air reaching the cabin is controlled to within 65F to 85F by the cabin temperature controllers. center. and exhaust ducting.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). Air Conditioning System Two air conditioning packs provide temperature conditioned air for the cabin and for pressurization. attendant stations. For S. The trim air system provides warm air if required to adjust the air temperature demands of the other compartments. Pneumatic System 30 . ensure (Center Isolation). Oxygen flows from a PSU generator when any mask hanging from that PSU is pulled. If both automatic modes fail. Anytime the Trim Air switch is OFF. & turn OFF the PACK R ISLN switches are IN ON and . The W mode sets the pack to full warm (approximately 85F/29C). The other positions are used if the automatic system fails or smoke is sensed in the electronics area. These modes are identical and offer system redundancy. These modes are generally used if the AUTO mode fails. Passenger Oxygen System The passenger oxygen system is supplied by individual chemical oxygen generators. Control for the system is provided on the overhead panel by a selector switch with AUTO. AUTO. If the cabin altitude exceeds 10. The masks automatically drop from the PSUs if cabin altitude exceeds 14. The Trim Air switch is normally left in the ON position. The oxygen system provides oxygen to the passenger. This allows for automatic operation of the system. a CABIN ALTITUDE warning message is illuminated along with an aural warning. the left and center ducts are monitored for pressure and temperature. If the Trim Air switch is OFF. The outflow valve is automatically driven closed in an attempt to maintain remaining cabin pressure when the cabin altitude warning is activated. close the L & R ISLN va Air. A failure of the operating mode leads to the automatic engagement of the other mode without pilot interaction. bleed Always leave the three SET & FORGET TIP: N IN. A BLEED light illuminates if there is too much pressure in respective duct. C or W opens the pack valve to produce a constant pack outlet temperature. cooling fans. Setting the pack selector to N.

INOP PACK OFF ON OFF Respective pack has a fault or has overheated. Illuminates temporarily when respective utility bus is load shed during engine start. Pneumatic System 31 Pneumatic System Controls Pneumatic controls are located on the overhead panel. OFF Illuminates when engine bleed valve is closed regardless of switch position. 3 4 Temperature controllers regulate compartment air temperature. Switch OUT APU bleed valve is commanded closed. 2. Recirculation fan is selected OFF or has failed. Switch IN APU bleed valve is automatically controlled based on system logic. N = Pack valve regulated to provide a moderate temperature (75F/24C). 6. 7. 4. Duct Pressure Gauge Displays the duct pressure in the left and right pneumatic ducts. All three INOP lights illuminate when the Trim Air switch is OFF. Compartment temp regulated to the pack outlet temperature. Compartment Temperature Indicator Displays the FWD.Level-D Simulations 767-300ER Air. Temperature Control Knobs Regulate the temperature in the respective cabin. A minimum of 25 psi is required for engine start. Isolation Valve Switches Control the flow of bleed air between the left. Switch IN Isolation valve is OPEN. 5. VALVE Isolation valve is not in the commanded position or is in transit. Temperature controllers are bypassed & the cabin temperatures are regulated to the pack outlet temperature. Pneumatic System 31 . 2 2 Air. 5 3. OFF AUTO Pack is commanded OFF. Recirculation Fan Switches ON INOP Recirculation fan is ON. Left / Right Engine Bleed Valve Switch Controls the engine bleed valves. Switch OUT Isolation valve is CLOSED. MID and AFT compartment temperatures in both celcius and fahrenheit (depends on the enabled FS “International” settings). 1. Switch IN Engine bleed valve is controlled based on system demands. the Trim Air switch is OFF. Pack Status Annunciators Indicate the status of the respective pack. AUTO Temperature in respective cabin is automatically maintained at the selected 1 relative value. 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. 2. Trim Air Switch Controls air to the temperature controllers. Temperature Selector INOP Lights When illuminated indicate that the respective temperature controller is OFF. 7 6 W = Pack valve regulated full warm (85F/29C). 4. The left and right isolation valves are normally closed after both engines are started. Pack switch is OFF or no bleed air is available. APU Bleed Valve Switch Controls the APU bleed valve. 3. Operating range is from 65F/19C (C) to 85F/29C (W). Pack valve operates when bleed air is available and regulates outlet temperature based on air conditioning system temperature demands. DUCT LEAK Light When illuminated indicates a leak has been detected in the respective duct. 4 5 4 Air Conditioning Controls 1. OFF Compartment temp control is OFF. The duct pressure gauge can be used to confirm a leak in the left or right ducts. Switch OUT Engine bleed valve is commanded closed. Pack Control Selector Controls the operation of the air conditioning pack. VALVE APU bleed valve is not in the commanded position or is in transit. 1 2 2 2 3 5. or the temperature controller has failed. C = Pack valve regulated full cold (65F/19C). right and center systems.

AUTO STBY OVRD 4 System is automatically controlled. Passenger Oxygen ON Light The passenger oxygen system is operating and the masks have dropped. 3. so the ground warning horn sounds. NOTE On the ground. Cargo Heat Controls Heat is directed to the cargo compartment when selected ON. 1 Switches the cooling fans OFF. Additionally. Rotate the knob toward DESCEND to close the outflow valve. Outflow Valve Position Indicator Indicates the position of the outflow valve. OP = Open.000). Manual Control Knob Controls the outflow valve when MAN mode is selected. Pressurization Mode Control Selects pressurization system operating mode. 3. AUTO 1 AUTO 2 MAN Selects number 1 automatic mode. AUTO INOP light Illuminates if both auto controllers have failed or MAN mode is selected. 2 3. 2 3 Equipment Cooling Controls 1.000. Pressurization Indicators 1. Cabin Pressure Differential Gauge 1 Pounds per square inch (psi). Configures valves in the system 2 3 to allow cabin differential pressure to discharge air or smoke. 2. Pneumatic System 32 . Push The passenger cabin oxygen masks drop. 6. rather than recycled air from the forward cargo area. an interconnect valve opens and the cockpit equipment cooling ducts are fed with fresh air conditioned air from the packs (flowing in the normal direction).000 feet. there is no airflow. Advisory Message PASS OXYGEN ON displays on the upper EICAS Air. Passenger Oxygen Switch Located next to the EMER LIGHTS on the overhead panel. The automatic mode sets a pressurization schedule based on this altitude. 2. 5. Rotate the knob toward CLIMB to open the outflow valve. SMOKE Light Illuminates if smoke is sensed in the system. Landing Altitude Selector Rotate the knob to set the landing field elevation. Pressurization is controlled using the manual controller 4 5 3 2. These switches are normally turned ON after engine start and turned OFF after shutdown. Index rate is 500fpm climb & 300fpm descent. Manually configures the system for flight. 1 4. Cabin Rate Gauge Feet per minute (fpm x 1. Equipment Cooling Selector Selects the equipment cooling mode. Pneumatic System 32 Pressurization Controls 1. CL= Closed. 4. Cabin Altitude light (depicted on the EQUIP COOLING panel) The CABIN ALTITUDE alert illuminates when the cabin altitude exceeds 10. NO COOLING Light Illuminates if the system is in OVRD mode and no airflow is sensed.Level-D Simulations 767-300ER Air. Cabin Altitude Gauge Ft x 1. Auto Rate Selector 6 Selects the limit for cabin altitude climb and descent in the AUTO mode. Selects number 2 automatic mode. with no differential pressure available.

...Pushed IN APU Bleed Valve ............................................or supply duct has overheated.................................................. L/R APU BLEED VALVE ENG BLD OFF...................... Pneumatic EICAS Messages Warnings CABIN ALTITUDE Cautions AC BUS OFF..... Left or right bus tie has faulted or ISLN has been selected manually.............. .......... Duct leak between the APU and the center isolation valve.... Flight deck temperature controller failed .......................................... ON Cabin Temperature Selectors .......................... L/R FLT DECK TEMP Aft cabin temperature controller failed ..... ON Cargo Heat Switches ....................... 2=odd days) Pressurization Landing Altitude ..............switched OFF ........................... A leak is detected in the left or right duct manifold... Pneumatic System 33 Cabin altitude is above 10000 ft.. L/R CABIN AUTO INOP FWD EQT COOLING Advisories AFT CABIN TEMP AFT CARGO OVHT AFT FUEL PUMP.............................. Left or Right Main AC Bus is not powered........................................ OFF Air........................................................... OFF Cargo Heat Switches .......... Monitor cabin pressurization............switched OFF ...... Aft cargo compartment has overheated......................................... APU bleed valve is not in the commanded position.........AUTO STARTING Pack Selectors ................. POSTFLIGHT Left and Right Isolation Switches .....................Level-D Simulations 767-300ER Air............ Pneumatic System 33 Pneumatics Normal Procedures PREFLIGHT Engine Bleed Valves.... ON Pack Selectors .................. Set Equipment Cooling Switch ........... As required Trim Switch ........................... ON Recirculation Fan Switches ........................ Air................................. ON Left and Right Isolation Valves ....................................... Confirm 25 PSI minimum After start Pack Selectors ............... Left or right aft pump pressure is low or switched off.................AUTO 1 or AUTO 2 (1=even days........................................... L/R BODY DUCT LEAK BUS ISOLATED............................. OFF Complete Aircraft shutdown Pack Selectors .... Left or right bleed valve is closed with the engine running................. As required Pressurization Mode Selector ............................... Number 1 and number 2 auto controller has faulted or manual is selected. ON IN FLIGHT Monitor cabin temperatures and adjust as necessary............AUTO Left and Right Isolation Switches ......................................Pushed IN Center Isolation Valve... L/R BLD DUCT LEAK..................... OFF Duct pressure ............... No cooling airflow over the instruments detected....or supply duct has overheated...

Forward cargo compartment has overheated. The trim air switch is OFF.. Air.switched OFF . L/R TRIM AIR OFF Status CABIN ALT. Left or right pack is OFF or has internally overheated. Left or right pack outlet temperature is high or a critical system failure is detected. Smoke is detected in the equipment cooling duct..Level-D Simulations 767-300ER Air. FWD CABIN TEMP FWD CARGO OVHT FWD EQPT OVHT FWD EQPT SMOKE MID CABIN TEMP PACK OFF. Pneumatic System 34 Advisories continued. Passenger oxygen switch is ON.or supply duct has overheated. Cargo smoke detector test failed or smoke detected.or supply duct has overheated.switched OFF . Forward cabin temperature controller failed . Low airflow or overheat in the electrical compartment. Mid cabin temperature controller failed . AUTO 1 2 CARGO DET 1 Number 1 or 2 cabin auto controller failed. Left or right recirculation fan is OFF or has failed. L/R PACK TEMP L/R PASS OXYGEN ON RECIR FAN. Pneumatic System 34 .

Left for the Captains instruments). the originally commanded thrust setting. 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. The A/T system is activated After takeoff. The Right autopilot is powered from the Right Main AC Bus. the selection of AFDS A/T by moving the power levers manually. Autopilot Flight Director System (AFDS). The AFDS MCP located in the center of the main panel provides for control of the Autoflight system. The FCCs provide the source information for the AFDS. active F/D mode is annunciated on the EADI. One landing. Heading on the EADI. Center and Right) hydraulic systems.e. The flight autopilot engagement. This procedure is described later in this section. Only one FCC is used in normal operations. 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. When the AFDS is in the APP mode. 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. Normally. approach (APP). Center and Right FCC. This returns control of the aircraft to the pilot and degree pitch up position on the EADI. The only pilot control over the FCCs is via the Instrument Source Selector switch on the main panel. the F/D is engaged in the takeoff mode (TO). Autothrottle. Backcourse approach (BCRS). whichever is greater. Once engaged. during an automatic landing. descent. Understanding all autoflight modes and controls described in this section will greatly enhance your ability to successfully operate the 767-300ER. and ILS currently selected AFDS modes. Two or three FCCs are used when an Autoland is performed. cruise. LNAV. If the AFDS is in a mode other than respective F/D switch is turned ON via the MCP. When armed. The selected mode is annunciated SPD). On the To disengage the autopilot. only one autopilot is engaged in CMD mode for climb. Center and Right autopilots are available for engagement via the MCP CMD buttons. After liftoff. the following vertical and horizontal using the A/T switch on the MCP. Each autopilot requires electrical and hydraulic power to function normally. The autoflight system is the heart of 767. Flight Control Computers (FCC) Three Flight Control Computers are installed and are identified as Left. flight director is in TO mode. of three separate autopilots may be engaged after takeoff The F/D switch should always be turned on prior to to automatically follow flight director commands. Altitude Hold (ALT HOLD). If the F/D switch is OFF. The Left and Center autopilots are powered by the Left Main AC Bus. Thrust Rating Panel (TRP) mode. the F/D automatically places the AFDS in the FD mode. The autothrottle handles the automatic application of power for each phase of flight. the A/T moves the power levers back to engaged in the CMD mode. the autopilot engages in the currently selected mode. Autoflight System 35 . The FMC provides for complete control over route navigation and power settings for climb. press the DISENGAGE ground. or the director modes are controlled via the Mode Control Panel. and approach by pressing Autopilot Flight Director System (AFDS) one of the three CMD buttons on the MCP. the navigation modes are available for selection on the MCP: autothrottle engages automatically with the selection of Flight Level Change (FL CH). Heading Hold (HDG HOLD). 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. bar on the MCP or use a keyboard/joystick assigned The command bars are displayed wings level at the 8 button. Autopilot (CMD) Left. The flight director is capable of providing autopilots may be selected to perform an automatic commands for all phases of flight including takeoff. The pilot can override the If the F/D switch is not turned ON. The three autopilots receive hydraulic power from their respective (Left.Level-D Simulations 767-300ER Autoflight System 35 Autoflight System Automatic control of the aircraft’s flight path from takeoff to landing is possible with the use of the following systems: Flight Control Computers (FCC). The FCCs require Main AC bus power for operation. AFDS Mode Control Panel (MCP). The AFDS provides pitch and roll flight commands to the pilot and the autopilot via the flight director. VNAV. cruise and descent. and the Flight Management Computer (FMC). These computers provide the source information for the autopilot and the flight director. The TO. multiple Director (F/D). commands a straight flight path at a speed of V2 + 15 Autothrottle System (A/T) or the actual liftoff speed + 15. the autothrottle moves the Select (HDG SEL). the autopilot moves the flight controls to follow the flight director commands selected on the MCP. Once the power modes via the MCP is not possible unless an autopilot is levers are released. Engagement of an autopilot is annunciated as CMD on the EADI. When engaged. Localizer power levers to the required power setting based on the approach (LOC). Vertical Speed (VERT an AFDS speed mode. This switch is normally set to the “on-side” FCC (i. The FCC providing flight director commands to the pilot may be changed using this switch.

The Backcourse mode (BCRS) is selected by pressing the BCRS button in conjunction with the LOC button. When armed. The LOC mode works the same as described previously with armed and engaged modes to track the localizer. AFDS Lateral Modes Aircraft heading is controlled by the following modes: Heading Hold (HDG HOLD). When armed. the aircraft rolls out to the current heading. If a climb is required. The speed Autoflight System 36 .Level-D Simulations 767-300ER Autoflight System 36 The autothrottle may be disengaged by selecting the A/T switch to OFF or by using the keyboard/joystick assigned button. whichever is lower. Backcourse approach (BCRS) and ILS approach (APP). FL CH is annunciated in green on the EADI and the A/T is automatically engaged if armed. A bank limiting system is used to control the maximum bank angle during AFDS commanded heading changes. it can only be cancelled by selecting another lateral mode or by turning off the autopilot and F/D. The throttle hold mode disconnects the autothrottle from the power levers which allows the pilot to manually control thrust during the descent. The armed mode occurs when LOC is selected and the aircraft is not within localizer range. This heading is set by rotating the SEL knob. HDG SEL is annunciated in green on the EADI when engaged. the A/T sets power to the maximum available (based on TRP selection) and the AFDS pitches up to maintain the selected airspeed. The Heading Hold (HDG HOLD) mode is selected by pressing the HOLD button directly below the heading selector (SEL) knob on the MCP. LNAV is annunciated on the EADI 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. Localizer approach (LOC). aircraft heading is automatically controlled to follow the localizer. 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. Lateral Navigation (LNAV). If selected in level flight. When LOC is engaged. and ILS approach (APP). The aircraft will continue to fly toward any heading selected in the heading window while in HDG SEL mode. The engaged mode occurs when the aircraft encounters and/or is following the FMC programmed route. aircraft heading is automatically controlled to follow the FMC programmed route. Vertical Speed (VERT SPD). 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. or the autopilot and F/D are turned off. If a descent is required. HDG HOLD is annunciated in green on the EADI when engaged. Once a lateral mode is engaged. Heading Select (HDG SEL). AFDS Vertical Modes Aircraft pitch is controlled by the following modes: Flight Level Change (FL CH). The Heading Select (HDG SEL) mode is selected by pressing on the SEL knob below the heading window 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 engaged mode occurs when the aircraft is actively tracking the localizer. Additionally. When selected. the AFDS remains in the current lateral mode until LOC is engaged. the TRP automatically changes to a mode appropriate for the phase of flight. When LNAV is engaged. The Localizer approach mode is selected by pressing the LOC button on the MCP. If VNAV is selected after takeoff. VNAV SPD or VNAV PTH is annunciated in green on the EADI and the A/T is automatically engaged if armed. The glideslope mode also has armed and engaged modes. the aircraft is commanded to fly toward the heading displayed in the heading window. the vertical track of the aircraft is controlled to follow the glideslope. Additionally. The Vertical Navigation mode (VNAV) is dependant on FMC programming (see FMC section) and is selected by pressing the VNAV button on the MCP. the current aircraft speed is reset in the IAS/MACH window of the MCP and the TRP changes to a CLB mode. Some lateral modes have “armed” conditions which can be cancelled by pressing the respective mode button a second time. Vertical Navigation (VNAV). This mode is exactly the same as the LOC mode except that when engaged. LOC is annunciated on the EADI in white when armed and green when engaged. Additionally. another vertical mode is selected. In general. the AFDS tracks the localizer backcourse inbound. The ILS approach mode (APP) is selected by pressing the APP button on the MCP. GS is annunciated on the EADI in white when armed and green when engaged. The engaged mode occurs when the aircraft is actively tracking the glideslope. When armed. The armed mode occurs when LNAV is selected and the aircraft is not on the FMC programmed route. BCRS is annunciated in white when armed and green when engaged. the autothrottle is automatically disconnected during single engine operations. This mode is selected automatically if an autopilot is engaged with no other AFDS mode active. When GS is engaged. the aircraft maintains the current heading. the AFDS remains in the current lateral mode until LNAV is engaged. The Flight Level Change mode (FL CH) is selected by pressing the FL CH button on the MCP. When selected. If selected during a turn. the AFDS and the autothrottle command pitch and power settings to fly the aircraft toward the altitude selected in the MCP ALT window at the selected speed. the AFDS remains in the current vertical mode until GS is engaged. 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). Changing the IAS/MACH speed on the MCP causes the AFDS to change the commanded pitch angle to maintain the selected speed. these modes cause the aircraft to climb or descend until reaching a target altitude set in the altitude window on the MCP. 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 A/T (if engaged) controls power to maintain the speed selected in the IAS/MACH window. The left and right autopilots when VNAV is in use under certain conditions. Autoland capability is indicated on the Autoland Status Annunciator (ASA) located on the main panel. Regardless of engagement method. ALT HOLD is annunciated in green on the EADI capable of performing an Autoland. the system engages in the LAND2 mode. the system engages in the LAND3 mode. GS mode engagement automatically replaces any existing vertical modes upon glideslope intercept. 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. 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. The glideslope mode works as described previously. If set to occur manually. a NO LAND 3 the aircraft reaches the altitude selected in the MCP ALT message is displayed on the ASA. The A/T SPD mode is used if the A/T is already engaged. Autoflight System 37 . the VERT SPD window opens and displays the current aircraft vertical speed. the AFDS enters the VNAV standby/battery system. With two operating autopilots. Additionally. Depending on the options set in the panel menu. Both modes result in successful autolands. the system 1500 and 200 feet radio height. time of selection. FLARE and ROLLOUT Altitude Hold mode at whatever altitude exists at the modes are armed & displayed in white on the EADI. Engagement The AFDS remains in ROLLOUT mode after landing until the autopilots are manually disconnected. the armed autopilots automatically engage at 1500 feet radio height after a self-test has been performed. the AFDS maintains level autoland maneuver & illuminate green when activated. If the are powered from the left and right electrical systems altitude set in the MCP ALT window is the same as the respectively. Any degradation of the aircrafts Autoland capability is annunciated on this gauge. If there is a difference between the FMC CRZ ALT and the MCP ALT. if the GS mode is armed. With the AFDS set for an autoland. Descents using VNAV are covered in the FMC section. the pilot must arm the remaining autopilots for engagement by pressing the CMD buttons for the inactive autopilots after APP has been selected.e. the Vertical Speed mode is capable of overriding the altitude selected in the MCP ALT window. With all three autopilots operating. below the ALT selector knob engages the AFDS in the When set for an autoland. Pressing the airspeed select knob a second time transfers speed control back to the FMC. an autoland sets up either automatically or manually. The A/T does not automatically engage with the selection of the vertical speed mode. If set to occur automatically. a NO AUTOLND when engaged. press the thumb wheel above the V/S button in the desired direction. More information and NO LAND 3 messages in the ASA. the remaining two autopilots are armed automatically with the selection of the APP mode on the MCP. The center autopilot becomes powered by the CRZ ALT set in the FMC. When engaged. automatically isolated from 1500 feet radio height until the The Altitude Hold mode is not automatically selected completion of the autoland. LAND2 or LAND 3 annunciates on the ASA if two or three autopilots are engaged respectively. One autopilot inoperative). The Vertical Speed mode (V/S) is selected by pressing the V/S button on the MCP. If the test is normal. In this case. If a power source fails between PTH mode instead of ALT HOLD. flight and the autothrottle controls power to maintain the airspeed selected in the IAS/MACH window. the ASA does not change except to indicate a NO AUTOLND condition.Level-D Simulations 767-300ER Autoflight System 37 window on the MCP blanks out when VNAV is selected since speed control is transferred to the FMC. When V/S is selected. Unlike the FL CH mode. A minimum of two operating autopilots and the autothrottle are required to engage the AFDS for an Autoland. a “speed intervention” mode is available by pressing on the airspeed select knob. Automatic Landing (Autoland) The AFDS is capable of executing a completely automatic landing and rollout. The only difference between these two Autoland modes is the level of system redundancy. of the Altitude Hold mode automatically removes any The power sources for each engaged autopilot are existing vertical mode. To change the vertical speed. regardless of altitude set in the MCP These modes replace the GS and LOC modes during the ALT window. Additionally. If the system is not window. the remaining autopilots. V/S is annunciated in green on the EADI when engaged. pressing the APP button a second time cancels the GS armed mode. To regain speed control from the FMC. the subsequent actions regarding autoland capability remain the same. This re-opens the speed window for manual adjustment via the MCP. Setting up the AFDS for an Autoland occurs with the selection of additional autopilots after APP is selected on the MCP. The AFDS then commands pitch to maintain this vertical speed. If a power source fails below 200 feet radio height. The ILS approach mode (APP) is discussed in the AFDS Lateral Modes section. pressing the HOLD button message is displayed on the ASA. 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 first.

The AFDS also commands the aircraft to maintain the same inertial track established at the time the GA button was pressed. Once armed. pressing the GA button on the main panel or pressing the keyboard/joystick button assignment engages the Go-Around mode. The GA modes remain active until replaced with the selection of a different lateral and vertical mode.Level-D Simulations 767-300ER Autoflight System 38 Go-Around Mode (GA) The Go-Around mode is automatically armed with the selection of flaps 1 on approach or at glideslope intercept. Pressing these buttons at any other time has no effect on the AFDS system. GA is annunciated in green on the EADI as the current lateral and vertical AFDS modes. When GA is engaged. the AFDS and A/T command a 2000 fpm climb at the airspeed displayed in the MCP IAS/ MACH window. Autoflight System 38 .

Level-D Simulations 767-300ER

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

Altitude Hold Modes
Autothrottle Controls
Lateral Modes

Autopilot Engage Modes

Flight Director Switch

Vertical Modes

Flight Director Switch

Flight Director Switch
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 flight commands the greater of V2+15 or liftoff speed +15. TO Lateral Mode On the ground commands wings level. In flight commands ground track at liftoff. Note The FD switch is normally turned on prior to takeoff. If an autopilot is engaged with the flight director switch OFF or in the TO mode, the AFDS switches to VERT SPD and HDG HOLD modes.

Autothrottle Controls
1. Autothrottle Arm Switch
OFF 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.

1

4

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.

Autoflight System 39

Level-D Simulations 767-300ER

Autoflight System 40

Lateral Mode Control

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1
4

6

2 7
8

3

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 ARMED

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. 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.

5. Lateral Navigation (LNAV) Mode Button Press to transfer heading control to the FMC.
ENGAGED

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 flight director switches.

Autoflight System 40

Level-D Simulations 767-300ER

Autoflight System 41

Vertical Mode Control

1

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4

2

3

1. Vertical Speed Window Displays the AFDS target vertical speed. Normally blank except when V/S mode is engaged. Displays current aircraft vertical speed when initially opened. Adjust by clicking on the thumb wheel or by placing the mouse cursor over the vertical speed display window and scrolling the mouse wheel. 2. Vertical Speed Thumb Wheel Adjusts the vertical speed in the VERT SPD window. Active only when the VERT SPD window is open. Adjusts the vertical speed in 100 foot increments. 3. V/S Mode Button Press to select the V/S pitch mode. When pressed, opens the VERT SPD window to the current vertical speed. Autothrottle enters SPD mode if already engaged. V/S is annunciated in green on the EADI. Note The V/S mode can fly the aircraft away from the MCP ALT selected. 4. Flight Level Change (FL CH) Mode Button Press to select FL CH for a climb or descent. Engages the AFDS in an airspeed dependant climb or descent to reach the MCP ALT target. Resets the airspeed window to the current aircraft airspeed. The A/T automatically engages (if armed) and controls power to maximum available for a climb or to idle for a descent. Pitch is adjusted by the AFDS to maintain the selected airspeed. FL CH and SPD are annunciated in green on the EADI. For a climb, the TRP is automatically set to a CLB mode. For a descent at idle power, the A/T enters the throttle hold mode and THR HOLD is annunciated on the EADI. Note The FL CH button only works when the MCP ALT is different than the actual aircraft altitude. 5. Vertical Navigation (VNAV) Mode Button Transfers vertical control to the FMC. Transfers control of the climb, cruise or descent to the FMC. Engages the autothrottle in an appropriate mode if armed. The airspeed window blanks out as airspeed control is transferred to the FMC. VNAV is annunciated in green on the EADI. Note The FMC must be programmed for VNAV to function.

Altitude Target (MCP ALT Window) Control

1
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.

Autoflight System 41

The Autoland Status of the aircraft is annunciated on the ASA at 1500 feet radio height as the multiple autopilot operation engages. NO AUTOLND An automatic landing is not possible due to a system fault. Only one autopilot may be engaged (except Autoland). Multiple Autopilot Operation (Autoland) Selecting two or three autopilots. TEST 1 LAND 3 and NO LAND 3 are displayed. 3. Press/Reset Button Resets the ASA status messages. 2. Autopilot Command (CMD) Mode Buttons Press to engage the autopilot. 1 2 LAND 2 NO AUTLND 1. 4. When pressed. The disengage bar remains in the disengage position until pressed again. Cautions AUTOPILOT Loss of data input to the operating autopilot. Autoflight EICAS Messages Warnings AUTOTHROT DISC Autothrottle has been disconnected. If engaged while in the TO mode. Automatic or manual selection of the Autoland mode is dependant on the “AFDS automatic multi-channel” setting (Level-D>Realism menu). LAND 3 Displays when three autopilots are engaged for an autoland. or no other mode has been selected. Autoland Status Annunciator 4 1. 2.Level-D Simulations 767-300ER Autoflight System 42 Autopilot Engagement (CMD) Control 1 2 1. Autoland Status Test Buttons Press to test the autoland status messages. 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. Displays after two autopilots are engaged passing 1500 feet radio height. If pressed while in the APP mode. CMD is annunciated in green on the EADI. the selection of multiple autopilots is possible to allow for an automatic landing. Engagement of multiple autopilots is not possible with this status message displayed. the AFDS automatically enters the HDG HOLD and VERT SPEED modes. When engaged. Disengages all active autopilots when pressed. When in the APP mode. the autopilot automatically moves the flight controls based on selected AFDS modes. 2. Each button engages the respective autopilot. This message appears at any time a fault is detected which prevents engagement of the autopilots for an automatic landing. Autopilot Disengage Bar Press to disconnect power to the autopilots. Disengagement of any autopilot results in a Master Warning that must be cancelled by pressing the disengage bar a second time. TEST 2 LAND 2 and NO AUTOLND are displayed. NO LAND 3 A system fault exists which results in a LAND 2 condition. An Autoland is still available in the LAND 2 condition. a NO LAND 3 message will remain cleared even if the limiting condition still exists. AFDS automatic multi-channel All available autopilots are armed to engage for Autoland automatically with the selection of the APP mode. LAND 2 Displays when two autopilots are engaged for an autoland. Indicates that the selected operating systems have tested OK for an automatic landing. FLARE & ROLLOUT are annunciated in white on the EADI when multiple autopilots are engaged. 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. A NO AUTOLND message cannot be cleared at any time if the limiting conditions still exist. Displays after all three autopilots are engaged 1 3 passing 1500 feet radio height. 1a. Indicates that all operating LAND 3 NO LAND 3 2 systems have tested OK for an automatic landing. Autoflight System 42 . messages blank out and return only if the limiting conditions still exist.

the APU runs for an additional one minute cool down period.Level-D Simulations 767-300ER Electrical System 43 Electrical & APU Systems Electrical power is available from four sources: aircraft battery. Illumination of the AVAIL light in the push button only indicates that external power is available for use. With the selector OFF. the APU continues to RUN during this period. The RUN light extinguishes when the APU is shut down. battery power is supplied via four buses: Hot Battery Bus. APU shutdown is accomplished by placing the selector switch to OFF. AC and DC electrical buses distribute power to various aircraft systems. ADC. When external power is selected in the menu. The APU GEN switch is left IN for all normal operations. Pilot interaction is normally limited to selection of the APU and external power on the ground. It must be manually selected by pressing the EXT PWR push button. In the AUTO mode. The APU start cycle takes 60 seconds. the aircraft battery switch must remain ON at all times. When selected ON. These buses power essential aircraft components such as emergency equipment. Moving the spring loaded APU selector to START initiates the start sequence. With the APU GEN switch pushed in. Battery Bus. With the selector in BAT. External Power External power is available on the ground by accessing the Level-D “Ground Requests” menu. Even though the APU switch is OFF. external power. power is supplied to the standby buses automatically based on priority (battery being last). Pushing the push button applies external power to the electrical system (as indicated by illumination of the ON light). auxiliary power unit (APU). The APU FAULT light flashes momentarily during shutdown as the APU fuel valve is closed. If APU bleed air was in use prior to shutdown. and two engine-driven generators. AUTO and BAT positions. The selector is placed in the AUTO mode for normal operations. the battery alone supplies power to the standby buses and the battery will discharge (even if other sources are available). the RUN light illuminates and remains steady. Fuel is provided automatically from the Left FWD Fuel Pump. This additional control over the Standby Buses is important because these buses provide power for the standby flight instruments as well as some basic warning circuits. the battery can provide power to these systems for about 30 minutes. attitude & ILS • Pressurization indications • Left VHF radio • Left NAV system (VOR. Removal of external power from the airplane is also done from the menu. This cancels the shutdown signal and the APU continues to RUN. If no other power source is available. external power has priority over all other electrical sources. distribution of power is automatically controlled. Control is provided by a three position rotary switch with OFF. The MAIN BAT DISCH annunciation indicates that the battery is being discharged. Pushing the EXT PWR push Electrical System 43 . The APU FAULT light illuminates briefly during the start as the APU fuel valve is opened. RDMI) • Standby ignition • Center ILS receiver Auxiliary Power Unit (APU) The APU is a gas turbine engine located in the tail section of the aircraft. The battery provides basic DC power to essential systems when no other power supply is available. Electrical power distribution from the APU is controlled by the APU generator breaker near the top of the electrical panel. External power is not automatically used by the electrical system. Battery Power 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. When the APU is on speed and ready to generate power. Once selected. the AVAIL light illuminates in the EXT PWR pushbutton near the top of the electrical panel. To start the APU. The APU can be used on the ground or in flight to provide electrical and pneumatic power. Power distribution is handled automatically via a bus tie system based on a priority order. Power supplied to the Standby Buses is determined by the Standby Power Selector. Control of the APU is provided by a rotary selector switch near the bottom of the electrical panel. radios. Standby AC Bus and Standby DC Bus. & standby instruments. the standby buses are not powered. The APU RUN light flashes twice to indicate a test of the system has been performed. It is possible to cancel the shutdown sequence during the cool down period by momentarily placing the start switch to START. The other modes are used for non-normal operation of the electrical system. The following is an abbreviated list of important equipment powered by the Battery and Standby Buses: Battery Bus • APU Fuel Pump • Engine & APU fire detection • Engine fuel valves • Bleed valves • Engine start controls • Fuel crossfeed valves • Fuel quantity gauge • RAT auto deployment system • Standby engine indicating Hot Battery Bus • APU fuel valve • Fire bottles (engine & APU) • IRS backup system • RAT manual deployment Standby Buses • Bleed isolation valves • Manual cabin pressure control • Standby Altimeter. The APU is normally used when the aircraft is at the gate and for starting the engines. The APU can satisfy the demand of all electrical systems.

the Bus Tie switches automatically open and close so that only one source of power reaches its respective Main AC Bus. Left Center & Right FWD Fuel Pumps disconnected from the engine using the GEN DRIVE • Left and Center IRU DISC switches. If the APU were selected ON in this case. the drive can only be reconnected on the and Battery buses. with both engine generators operating. Utility Buses The main electric panel has switches for the Left and Right Utility Buses. the Bus Tie system would react to re-isolate the Main Buses. These • Captain’s 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. 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. The Left Main AC Bus is the most critical bus on the aircraft. the EXT PWR ON light extinguishes since both engine generators are now powering the electrical system. The Utility Bus OFF lights illuminate during the start sequence when load shedding occurs. Control for this system is provided by two Bus Tie switches on the electrical panel. These buses control power for galley items and the left and right recirculation fans. Once systems with the exception of those found on the Standby disconnected. Power Distribution The Bus Tie System controls the distribution of electrical power to the Left and Right Main AC Buses. APU generator. Control for each generator is provided by GEN • Upper EICAS screen CONT switches on the electrical panel. Double-clicking on this switch disconnects The Right Main AC bus powers most of the remaining the generator and illuminates the DRIVE light. In this case. the respective engine generator automatically powers the respective electrical system. The selection of External Power overrides all of these power sources. Opposite side engine-driven generator. These switches are left ON for all normal operations. ground via the Level-D Ground Requests menu. These switches • FMC are left IN for all normal operations and provide for • Center Hydraulic No. 2. External power is not automatically removed from the electrical system except during engine start. These switches are normally left in the AUTO position and are only switched OFF by procedure. Main AC Buses The Left and Right Main AC Buses are the main source of electrical power for a majority of aircraft systems. After an engine is started. During engine starts these buses automatically load shed to conserve electric power for the start. Electrical System 44 . it must be manually de-selected by pressing the EXT PWR pushbutton a second time. the Bus Tie switches isolate the Left and Right electrical systems so that each generator supplies power to its respective Main AC Bus. Normally the Left generator supplies power to the Left AC Bus and the right generator supplies power to the Right AC Bus. In normal operations. When external power is ON. In the AUTO position. After the second engine is started. Engine Generator or External Power. On side engine-driven generator. The Bus Tie switches control power to their respective Main AC bus based on the following priority: 1.Level-D Simulations 767-300ER Electrical System 44 button a second time removes external power from the electrical system and the ON light extinguishes. Demand Pump If a generator overheats or malfunctions it can be • Left Aft. They can only be powered from the APU. 3.1 Primary Pump automatic control of the generators. • Right Hydraulic Elec. External power is automatically removed from the system after both engines are started. It is the power source for the following instruments: Engine Generators Left and right engine driven generators are tied into the • Captain’s basic flight instruments electrical system via generator control breakers. The external power connection must be manually removed from the aircraft using the Level-D “Ground Requests” menu. A loss of one generator causes the BUS TIE relays to close allowing one generator to power both AC buses.

Engine generator is the only power source available to the respective Main AC bus. 7. the generator oil pressure is low. Switch OUT The APU GEN breaker is open and power cannot be supplied by the APU. AUTO ISLN Automatic control of power to the AC buses. Power is automatically supplied to the system when required. OFF The bus is not powered. OFF The Generator breaker is open and power is not available to the system. Bus Tie Control Switches Controls the flow of power to the Left and Right AC Buses. AVAIL ON External power is available. Switch IN Automatic control of the APU GEN breaker. DRIVE Illuminates if the generator drive oil temperature is high. Manually isolates the respective AC bus. Switch IN Power is supplied to the utility bus automatically when the respective Main AC Bus is powered.Level-D Simulations 767-300ER Electrical System 45 Electrical System Controls 1 3 4 2 3 5 4 6 7 6 1. Switch IN Provides automatic control of the respective engine generator. Prevents two power sources from powering the same bus. Generator Drive Disconnect Switches Physically disconnects the generator drive from the engine when doubleclicked. Switch OUT Utility bus is turned off. the generator is no longer available for use and can only be reconnected on the ground via the Level-D “Ground Requests” menu. Indicates that external power is being used to power the aircraft systems. Utility Bus Control Switches Controls power to the utility buses. provided the APU is running. 3. APU Generator Control Switch Controls the APU GEN breaker. 5. Switch OUT The Generator is OFF and power is not available. OFF The APU GEN control switch is OFF or there is a fault in the APU generator while it is running. 6. External Power Control Switch Applies and removes EXT PWR to the system when pressed. 4. Main AC Bus Off Light When illuminated indicates that the respective Main AC Bus is not powered. Electrical System 45 . Once disconnected. or the generator drive has been disconnected. Generator Control Switches Controls the power from the respective engine driven generator. 2.

APU RUN Light Steady illumination indicates that the APU is running and is available to supply electrical and pneumatic power. If the APU was used as a bleed source prior to selecting OFF. Normal power source is from the Left Main AC Bus. Some critical instruments will fail in this case (ex. 5. If the APU is in the cool-down period (i. Normally the battery is charged from the Right Main AC Bus and this light is extinguished. The battery switch is OFF. 4. APU FAULT Light Steady illumination indicates an APU fault.Level-D Simulations 767-300ER Electrical System 46 Battery and Standby Bus Controls 1 4 2 3 5 1.e. 3. The Standby Buses are powered from the Battery only. selector switch is OFF and RUN light illuminated). Standby Bus OFF Light The Standby Buses are not powered if illuminated. Commands the Left FWD Fuel Pump ON. Electrical System 46 . A spring-loaded position that initiates the APU start sequence. 2. Automatically shuts down. OFF ON START The APU is OFF or will shut down if running. momentarily selecting START cancels the shutdown signal and the APU continues to RUN. Moving from OFF to ON opens the APU fuel valve and arms the APU for starting. Standby flight instruments). Standby Power Selector Controls the power source for the Standby Buses. APU Selector Switch Controls the operation of the APU. the APU continues to RUN in this position. 2. APU Battery Discharge Light Illuminates APU BAT DISCH when the APU battery is being discharged. ON OFF The battery is connected to the battery bus. The APU start cycle takes approximately 60 seconds. Once started. APU Controls 2 3 1 1. Normally ON for all operations. 3. Main Battery Discharge Light Illuminates MAIN BAT DISCH when the main battery is being discharged. Power to the Standby Buses is automatically controlled. Note that the Battery switch must be ON to successfully start the APU. The RUN light flashes twice to indicate the beginning of start. there will be a one minute cool-down period before the APU shuts down. OFF AUTO BAT The Standby Buses are OFF and receive no power. Battery Switch Controls application of batter power to the system. Momentary illumination indicates that the APU fuel valve is in transit (during starting and shutdown). Required to be ON for starting and running the APU.

................................. APU has shutdown or a fault........................................................... Main battery is discharging..................................AUTO Utility Bus Switches .............................. Left or right generator drive oil pressure is low or generator drive oil temperature is high.... Left or Right Generator is OFF with the engine running...................... Standby bus is not receiving power.......... L/R APU bleed valve is not in the commanded position.................................................... Battery switch is OFF..........................Pushed IN Bus Tie Switches ...................................... L/R GEN DRIVE........... BUS ISOLATED.Pushed IN APU ..... APU generator switch is OFF or the APU generator breaker is open with the APU running............. OFF or External Power .............................. OFF Electrical & APU EICAS Messages Cautions AC BUS OFF.........START then ON or External Power Establish (Press ON when AVAIL light illuminates) Note All electrical switches are pushed IN for normal operations....... ON GEN CONT Switches ................................Establish (Press ON when AVAIL light illuminates) Complete Aircraft shutdown APU ............................Level-D Simulations 767-300ER Electrical System 47 Electrical System Normal Procedures PREFLIGHT Battery Switch .. The left or right utility bus is not powered. L/R MAIN BAT DISCH STANDBY BUS OFF UTIL BUS OFF............................... Electrical System 47 ................. POSTFLIGHT Prior to gate arrival APU ..... Advisories APU BLEED VALVE APU FAULT APU GEN OFF BATTERY OFF GEN OFF......... OFF or External Power Disconnect (Confirm ON & AVAIL lights extinguished) Standby Power Selector .... ON Standby Power Selector . L/R Left or right bus tie has faulted or ISLN has been selected manually................................AUTO APU GEN switch ................................................................. External power is requested via the Level-D “Ground Request” menu.................................................... STARTING After start APU .. OFF Battery Switch ... Disconnect (Confirm ON & AVAIL lights extinguished) IN FLIGHT No actions required for normal operations.................................................................. or via the GND CALL button on the overhead communications panel................................. L/R Left or right Man AC Bus is not powered..............................................................................START then ON or External Power .......................

Located to the left of the EICAS screens. With the EEC turned OFF. Engines & Engine Indicating (EICAS) 48 . One exception to this is the throttle hold mode. The EEC acts to limit power settings to prevent damage to the engines. important engine data is still available on the standby engine gauge. A two-position switch controls the display of engine data. Annunciation of “THR HLD” on the EADI indicates that the autothrottle is temporarily disconnected from the power levers. the pilot can still override them by moving the throttles manually. the N2 gauge on the lower EICAS displays a magenta index line during engine start. pressing the STATUS button located below the EICAS The OFF position manually shuts off ignition and closes screens. This gives the pilot complete control over power settings. Yellow indicates the caution range and red indicates the limit range. and the Thrust Rating Panel (TRP). to the engine from only the selected igniter and is usually used during turbulence or heavy rain to prevent flameout. In the AUTO position the display is blank when both EICAS screens are operating. pushing the throttles to the limit results in the maximum power setting available without causing Engine Fuel Control damage to the engines. This screen is and two igniters. 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. 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. fuel cut-off switches. However. Moving the start switch lower EICAS screen. The Spar Valve is located in Engine Indicating & Crew Alert System (EICAS) the wing closer to the fuel tanks. The Engine Valve is and engine damage may occur. FLT and CONT positions.500 pounds of thrust per engine. Engine controls include the throttles. Additionally. (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. Normally this can be dimmed individually by using the knobs below the switch is left in the AUTO position. This convention applies to engine data on both EICAS screens. this gauge displays N1. 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). Both valves must open The two center CRT’s on the main panel are referred to to permit the flow of fuel to the respective engine. Placing the fuel control switch to RUN at an N2 below the index line may cause engine start problems. cruise and descent. The switch The STATUS page is available on the lower EICAS by automatically springs back to AUTO after engine start. The throttles can be controlled manually by the pilot or automatically through the use of the autothrottles. as EICAS screens. Each engine has a start valve along with N1 and EGT engine data. Engine indications on the EICAS screen will change color to indicate parameters that are in a caution range or exceeding a limit. An autothrottle system is available and can provide automatic power control for all phases of flight. The upper EICAS CRT displays CAS messages starting and engine ignition. The CONT position provides ignition while the respective upper or lower screen is displayed. The use and operation of the autothrottle is described in more detail in the AFDS section.Level-D Simulations 767-300ER 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. to the GND position initiates the start by opening the start valve and energizing the selected igniter(s). The start switch controls the opening displayed continuously when the Left Main AC Bus is and closing of the respective start valve. If both EICAS screens fail. This index line represents the minimum N2 for placing the fuel control switch to RUN. engine data is automatically displayed. When the autothrottle is in use. This power setting is indicated Fuel control switches located on the throttle quadrant on the engine display with an amber line. Standby Engine Display If both EICAS screens fail. In the ON position engine data is displayed at all times. Both screens AUTO. fire handles. the power setting previously commanded by the autothrottle is always restored when released. The secondary engine data display can be the start valve. 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 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. EGT and N2 data for each engine. When the system is ON. located in the engine nacelle. bus is powered or STATUS button pressed. EEC switches. The lower EICAS screen can be toggled OFF by reselecting the ENGINE or STATUS button switch position) and is usually used for emergency inflight engine restarts. The igniter powered. 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. Engine Electronic Control (EEC) The EEC switches on the overhead control the electronic engine control system.

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. the TRP commands full climb power (CLB). CLB2 offers the lowest climb power setting available that allows the plane to climb safely after takeoff & meet all obstacle clearance requirements. Continuous (CON) & Go-around (GA) power are the remaining TRP modes. the CRZ thrust index represents the maximum power available for use by the autothrottle in cruise. the number 2 igniter is used. the computer calculates the maximum takeoff power for the current outside air temperature. VNAV. CRZ. Power setting information from this system is displayed on the upper EICAS via the N1 gauge using a green index pointer & a digital display. This temperature is entered into the FMC Takeoff Reference Page which is translated into a power setting indicated on the EICAS. If no climb mode is pre-selected. The assumed temperature is calculated primarily on the basis of aircraft takeoff weight for a given airport runway. GA is the go-around power mode. Pressing CLB in this case will have no effect on the engaged mode. CRZ is the cruise power mode. or an external air source. Higher assumed temperatures translate into lower power settings & viceversa. Pressing the CON key displays the maximum continuous power setting available for the current altitude & temperature. The fuel to each engine is supplied under pressure via electric fuel pumps. Otherwise. the TRP displays the maximum cruise power setting available based on altitude & temperature. A minimum of 25psi duct pressure is required. or V/S). In order to supply sufficient air pressure for the engine start. Bleed air can be supplied by the APU. When 1 is selected. This indicates that the selected de-rated CLB mode will engage after takeoff. the number 1 igniter is used. When the autothrottle is in use. Engines & Engine Indicating (EICAS) 49 . The aircraft battery is the minimum electric requirement for engine start. When the autothrottle is in use. Light-off occurs soon after as indicated by an increase in EGT. if CLB1 is the currently engaged mode. The maximum power setting available is always the EEC limit indicated by the amber line on the N1 gauge. even though less power is generally required to maintain airspeed. CLB1. provides guidance for the necessary power settings required during each phase of flight. For example. The engine then stabilizes at idle thrust. canceling a de-rated climb mode is accomplished by selecting the button corresponding to the presently engaged de-rate mode. In the TO mode. Each mode can be selected using the TRP buttons (except D-TO which is selected via the FMC). pressing 1 or 2 engages the CLB1 or CLB2 mode respectively. CLB. 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. Engine Starting Engine starts require the use of bleed air. the other engine. CLB1 & CLB2 offer reduced climb power settings when full climb power is not required. This occurs automatically with the selection of an AFDS vertical mode (FL CH. the air conditioning packs must be off & the isolation valves must be open. When BOTH is selected. Pressing the TO/GA button in flight manually selects the GA mode. & de-rated climb power two (CLB2). When N2 is above the index line. Switching between engaged climb modes is accomplished via the TRP buttons. The GA mode displays the maximum go-around power setting to be used in the event of a go-around. A magenta index line on the N2 gauge indicates the minimum N2 for adding fuel. Placing the engine start switch to GND initiates the engine start. the fuel control switch can be moved to RUN to introduce fuel into the engine. Thrust Management (TMC) A Thrust Management Computer (TMC). electric power and fuel. Takeoff power modes are as follows: Takeoff power (TO) & de-rated takeoff power (D-TO). When 2 is selected. The GA mode is automatically engaged when flaps are selected to 1 while on approach for landing. CON. pressing the 1 button on the TRP switches to the CLB mode. The TRP has the following modes: TO. CON is the continuous power mode. If CLB2 is the currently engaged mode. CLB1 or CLB2 is then displayed in green on the EICAS. In the cruise (CRZ) mode. This mode is generally used during single engine operations or while in icing conditions. CLB2. Subsequent switching between de-rated climb modes is accomplished by selecting the other mode button on the TRP. At approximately 50% N2 the start switch moves back to AUTO & the VALVE light flashes momentarily as the start valve closes. D-TO. this mode can be engaged manually by pressing CRZ on the TRP panel. If climbing in the full climb mode (CLB). both igniters are used in each engine. Pressing TO on the TRP cancels the D-TO mode. & GA. The CRZ mode is automatically engaged when leveling off at the pre-programmed FMC cruise altitude. Pre-selection of a reduced climb power mode can be done on the ground using the TRP buttons. TO & D-TO are takeoff power modes. a temperature higher than current airport temperature (called the assumed temperature) is used to calculate the reduced thrust setting. Climb power modes are as follows: Full climb power (CLB).Level-D Simulations 767-300ER Engines & Engine Indicating (EICAS) 49 The igniter switch indicates which of the two igniters in each engine is used for starting and CONT mode operation. pressing the 2 button on the TRP switches to the CLB mode. However. the TRP power reference is the maximum power available for use by the autothrottle in the engaged mode. The settings displayed are reference only & do not limit engine power available to the pilot. In the D-TO mode. The momentary illumination of the VALVE light indicates that the start valve has opened. CLB. This action opens the start valve which permits bleed air to rotate the engine. de-rated climb power one (CLB1). CLB1 & CLB2 are climb power modes.

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. Engine Fuel Control Located on the pedestal. Engine Start Switches control engine start valve & ignition. RUN CUT OFF ENG VALVE SPAR VALVE Engine & Spar Valves are commanded open. Used for in-flight engine “windmill” restarts. Illuminates momentarily when the valve is in transit. Releases to AUTO at approximately 50% N2. Engine Electronic Control (EEC) Switches Located in the upper left of the overhead panel. Start Valve Light When illuminated.Level-D Simulations 767-300ER Engines & Engine Indicating (EICAS) 50 Engine Start Controls 2 3 3 1 1. Note When an EEC is selected OFF or INOP. The EECs monitor autothrottle and flight crew inputs through the thrust levers to automatically control the engines. CAS Messages (Crew Alert System) 2. Illuminates momentarily when the valve is in transit. Engine Fuel Control Switches control the flow of fuel to the engines. indicates that the start valve is not in the commanded position. N1 Data Display 3. Secondary Engine Data is available on the lower EICAS display 1 2 3 4 Engines & Engine Indicating (EICAS) 50 . Engine & Spar Valves are commanded closed. Indicates that the engine valve is not in the commanded position. Turns on selected ignition source continuously. ON OFF Engine thrust is limited to prevent exceeding engine limitations. 1. 2. This screen is displayed continuously when then Left Main AC Bus is powered. Indicates that the spar valve is not in the commanded position. Terminates the start sequence &/or turns off igniters. The BOTH position is used for abnormal condition starts or cold weather operations. This is the normal position of the start switch during flight. Engine thrust is not limited and can be set beyond maximum limits. Illuminates when the start valve is in transit during engine start. Ignition Selector Selects the source of ignition for engine starts & CONT mode. GND AUTO OFF CONT FLT Opens start valve & turns on selected igniter(s). the N1 thrust limit pointer and command sector for the respective engine are not displayed. 3. Normally igniter 1 is used on odd-numbered flights & igniter 2 is used for even-numbered flights. Provides auto-ignition flameout protection. Exhaust Gas Temperature 4. Turns on both ignition sources continuously. This position is used during turbulence or heavy precipitation.

N1 Digital Display Displays the current N1 power setting. 3. Climb 2 mode (fully de-rated climb power). TO D-TO CLB CLB1 CLB2 CRZ CON GA Full takeoff thrust. Note The command sector display is inhibited if the EEC is OFF. Fuel Flow • fuel flow to the engine 4. It shows the difference between current engine N1 and the commanded N1 based on power lever position. 4 Engines & Engine Indicating (EICAS) 51 . N2 Display 3. 7. 1 2 9 8 3 4 5 7 4. EICAS Lower Display The lower EICAS screen displays secondary engine data as well as information about other systems (contained on a separate STATUS page). Climb 1 mode (de-rated climb power). Cruise power. When the EEC is OFF. Oil Data Engine oil pressure (psi): • (white) – normal operating range • (red) – operating limit reached. N1 Thrust Reference Pointer Displays the thrust reference commanded by the TRP. The lower screen is displayed continuously when the Right Main AC bus is powered or STATUS button pressed. Thrust Reference Mode Displays the current thrust mode as selected by the TRP.Level-D Simulations 767-300ER Engines & Engine Indicating (EICAS) 51 N1 Data Display (Upper EICAS) 1. 1 2 Engine oil temperature (degrees C): • (white) – normal operating range • (amber) – caution range reached • (red) – operating limit reached. N1 Pointer Display: Displays the current N1 power setting in dial format. 9. N1 Limit Pointer Displays the N1 limit for each engine. N1 Thrust Reference (digital) Displays the thrust reference determined by the TRP. 3 2. 8. This pointer shows the same value as the N1 Thrust Digital Reference. 5. 2. Full climb power. A white 1 or 2 in this display indicates a de-rated climb mode has been pre-selected. this line disappears and engine thrust is unrestricted. 6 1. De-rated takeoff thrust. Both screens can be dimmed individually by using the knobs below the lower EICAS screen. Go-around power. Maximum continuous power. Command Thrust Display This extended arc is called the command sector. TAT Temperature Display Displays the current outside air temperature in Celsius. This limit is determined by the EEC which acts to restrict power to this limit regardless of the power lever position. 6. Assumed Temperature (De-rated Power) Displays the temperature entered into the FMC Takeoff Reference Page upon which the reduced thrust calculation is based. Engine Vibration Engine Vibration Displayed (white) – normal operating range. Usable oil quantity (liters): • (white) – normal quantity.

CON button In flight. TO/GA button On the ground. selects cruise thrust limit. After takeoff. 1 2 3 4 5 6 1. CON or CRZ. If a de-rated climb mode is engaged. CLB button Used to select CLB power while in flight if previously in TO/GA. In flight. 1 2 1. CRZ button In flight. Engines & Engine Indicating (EICAS) 52 . Standby Engine Indicator Selector ON AUTO Engine data is displayed continuously. 3. 4. Sets assumed temperature. pre-selects CLB1 or CLB2 mode. 1 & 2 buttons Selects de-rated climb thrust modes. 6. On the ground. 2. selecting CLB has no effect. Note Selecting CLB1 or CLB2 will clear a TO assumed temp derate. press the 1 or 2 button (currently engaged mode). selects TO mode. selects or cancels de-rated climb mode. 5. CLB1 or CLB2 mode is automatically engaged with the selection of an AFDS vertical mode.Level-D Simulations 767-300ER Engines & Engine Indicating (EICAS) 52 Standby Engine Display Located on the Main Panel. Maximum Engine Limits 2. selects GA mode. TO 1 or TO 2 is displayed. In flight. Assumed Temperature Selector (TEMP SEL) Selector Functions only with TO (TO1 TO2) mode displayed. Thrust Rating Panel (TRP) Controls Located in the upper right corner of the Main Panel below the MCP. selects maximum continuous thrust limit. To engage CLB mode from CLB1 or CLB2. Allows manual selection of the desired thrust reference mode (overrides the FMC selection). Engine data is displayed automatically if both EICAS screens fail. Display is blank in normal operations. Automatically selected when level at FMC programmed cruise altitude.

..................................................AUTO STARTING Pack Switches ......Select TO and 1 or 2 for derate climb (if desired) Standby Engine Display ................................ L/R Left or right EEC has failed or is switched off with the engine running...................... POSTFLIGHT Aircraft shutdown Fuel Cutoff Switches ..................... OFF Engines EICAS Messages Cautions EEC OFF................... OFF Pneumatic Pressure ..............Level-D Simulations 767-300ER Engines & Engine Indicating (EICAS) 53 Engine / Powerplant Normal Procedures PREFLIGHT EEC Switches .................... BOTH= cold weather start) Start Selectors ........................................................... Left or Right engine oil pressure is low with engine running............................................ Confirm 25 PSI minimum Start Selector ........................ L/R REV ISLN VAL Left or right EEC has been switched OFF or has failed.......... Engines & Engine Indicating (EICAS) 53 ....................... ENG SHUTDOWN... L/R ENG OIL PRESS............. Reverse lockout has malfunctioned in flight......... RUN when above 18% N2 at 50% N2: Start Selector .................................... OFF TRP .AUTO IN FLIGHT Operate thrust levers as required............................... Associated system advisories are inhibited....................AUTO Fuel Cutoff Switches ...... BOTH or 2 (1=odd days.......................... ON Ignition Selector ............ 2=even days................................ 2 Number 1 or 2 engine overheat loop detector failure... 1......................... L/R Left or right fuel cutoff switch if OFF....... Status Messages ENG OH LP 1............. Confirm AUTO after second engine start: Pack Switches .................. Advisories ENG EEC............................................................. GND Fuel Cutoff Switch .

The only indication that a fire has been put out is the elimination of the fire warnings (ie. If an overheat is detected in an engine. to discharge the remaining bottle. • The FIRE light illuminates (Central Warning) • Fire Bell is activated. • The FIRE light illuminates. • Respective engine fire handle illuminates red There are no fire protection devices installed to fight a wheel well fire. The only indication that an APU fire has been put out is the elimination of the fire warning (ie. The only way to remove the other fire warnings is to eliminate the fire. If a fire is detected by the loop system. The only procedure available is to lower the landing gear and land at the nearest suitable airport. Rotating the fire handle in either direction discharges the APU fire bottle. • FWD or AFT fire light illuminates on the Cargo Fire Panel. 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 fire bottles for discharge fight a cargo fire. 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 fire bottle into the engine. the APU (Auxiliary Power Unit). If a fire is detected in the APU compartment. This initiates the automatic discharge of the fire handle to the left or right. The fire bottles are controlled by the fire handles. Pressing the MASTER WARNING button on the glare shield silences the fire bell. rotate the fire handle in the opposite direction bottles into the armed compartment. the following actions occur: Wheel Well Fire The wheel wells are continuously monitored for fire. APU Fire The Auxiliary Power Unit is continuously monitored for fire. Fire handle is no longer illuminated). There are two fire extinguishing bottles installed to fight a fire in either engine. rotate the fire switch. The fire handles illuminate red when a fire is detected in the associated engine. Each engine has a fire handle that is used to contain an engine fire. the ENG OVHT warning is activated. If a fire is detected in the wheel well. Engine Fire and Overheat The engines are continuously monitored for fire and overheat. APU Fire handle is no longer illuminated). A two loop system in each engine is utilized for detection. A Master Warning and Fire Bell is activated when a fire is detected in any of these systems. Pulling the engine fire handle does the following: There are three fire bottles available for use in the cargo compartments. and the cargo compartments.Level-D Simulations 767-300ER Fire Detection & Protection 54 Fire Detection and Protection Fire detection and protection is available for both engines. the following actions occur: • Master Warning light illuminates (glareshield) • APU FIRE message displayed on the EICAS • The FIRE light illuminates (Warning and Caution Annunciators (Main Panel)) • Fire Bell is activated • APU Fire handle illuminates red • The APU is automatically shut down The APU has its own fire extinguishing bottle. a STATUS message on the EICAS is displayed. • 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. Cargo Fire The forward and aft cargo compartments are monitored for fire. the following actions occur: • Master Warning light illuminates (glareshield) • CARGO FIRE message displayed on EICAS. Fire Detection & Protection 54 . Controls for extinguishing a fire are found on the pedestal. Pulling the APU fire handle arms this bottle for discharge. If the fire is not extinguished in 30 seconds. the following actions occur: • Master Warning light illuminates (glareshield) • WHEEL WELL FIRE message is displayed on the EICAS. Fire detection only is also available for the wheel wells. If a fire is detected in one of these compartments. If a fault is detected in the loop system.(Central Warning) • Fire Bell is activated.

press on the center of the handle. press in the area of either the top or the bottom of the DISCH arrows on top of the fire handle. press on the center of the handle. Press to ARM the compartment for respective fire bottle discharge. 3. press in the area on the left side of the handle. 2. 2. APU Fire Controls 2 1 1. At least one cargo compartment must be ARMED for this switch to function. Engine Fire Handle Illuminates red if a fire is detected. To discharge bottle 2. To discharge the fire bottle. Fire Detection & Protection 55 . To pull the handle out. Fire Bottle Discharge Switch Press and hold to discharge the fire bottles into the ARMED cargo compartment(s). To discharge bottle 1. ENG BTL DISCH (1/2) Light Illuminates when the respective engine fire bottle is discharged. APU BTL DISCH Light Illuminates when the APU fire bottle is discharged. 2. 2 3 2 1 1. ENG OVHT (L/R) Light Illuminates if an engine overheat condition is detected.Level-D Simulations 767-300ER Fire Detection & Protection 55 Engine Fire Protection Controls Fire Controls are located on the pedestal. To pull the handle out. Cargo Fire Controls 1 2 1. APU Fire Handle Illuminates red if a fire is detected. Cargo Compartment Arming Switch Illuminates with FWD or AFT to indicated a fire in the respective cargo compartment. press in the area on the right side of the handle.

Smoke is detected in the FWD cargo compartment. Advisories APU BTL CARGO BTL 1 2 ENG BTL 1 2 APU fire bottle pressure is low. • EICAS FIRE messages associated with each system. • Illumination of all indicator lights associated with each system. • STATUS messages are displayed on the SYS FAIL light/switch. • WHEEL WELL fire EICAS message. System Failure Reset Switch extinguishes the FAIL light and resets the monitor for other systems. • engine fire • engine overheat • APU fire • cargo fire. • Illumination of the FIRE light. System Failure Light indicates the failure of the detectors in one of the following systems: 4. 2. Engine fire extinguisher bottle 1 or bottle 2 pressure is low.Level-D Simulations 767-300ER Fire Detection & Protection 56 Fire System Test Buttons 1 2 3 4 1. Fire Protection EICAS Messages Warnings AFT CARGO FIRE APU FIRE ENGINE FIRE L/R FWD CARGO FIRE WHEEL WELL FIRE Smoke is detected in the AFT cargo compartment. 3. Wheel Well Fire Test Button Press and hold to initiate a test of the wheel well fire detection system. A successful test results in: • Illumination of the MASTER WARNING. Engine/APU/Cargo Fire Test Switch Press and hold to initiate a test of these fire detection systems. • Illumination of the FIRE light. Fire is detected in the APU. A successful test results in: • Illumination of the MASTER WARNING. • Fire bell is activated. Cautions ENG OVHT L/R An overheat is detected in the engine. Wheel well temperature is excessive. Cargo bottle (1 or 2) pressure is low. Located on the Pedestal. Fire Detection & Protection 56 . • Fire bell is activated. Fire is detected in the engine. • STATUS messages are displayed for each system (SYS FAIL).

keyboard or the autopilot. stabilizer trim.Left and Right position indicators are located on the pedestal next to the throttle quadrant. Aileron droop can be observed on the flight control display on the STATUS page. Some of these controls have an absolute requirement for hydraulic power to function. and 30. The normal landing flap setting is 30. Once the aircraft is airborne. the stabilizer trim must be placed in The secondary flight controls are the leading and trailing edge flaps. Primary Flight Controls The elevators. Alternate flap controls are available to move the flaps electrically. keyboard. ailerons and rudder are controlled via the yoke. If hydraulic power is completely lost due to a dual engine flameout. The movement of flight control surfaces can be monitored on the lower EICAS STATUS page. trailing edge flaps. rudder trim and the a position dictated by the Configuration Manager. and the spoilers. These control surfaces have an absolute requirement for hydraulic power to function. The alternate flap controls are located below the flap indicator on the main panel. a TRAILING EDGE caution is activated. This limits the twisting moment on the wings at higher airspeeds. The ailerons have an inboard and an outboard control surface on each wing.Left and Right center hydraulic systems. 5. The trailing edge flaps begin to move with the selection of flaps 5. The flaps are then moved into position using the selector switch. Secondary flight controls are the leading edge slats. the alternate flap system may be used to correct the flap malfunction. the flaps automatically re-extend to the next allowable position.Left and Center the yoke or keyboard controls. If the leading edge slats fail. or on the other hand. The distribution of hydraulic power to the primary flight controls is such that one hydraulic system is capable of providing partial control to the essential control surfaces. The pilot moves the trim using Left inboard aileron . 15. Secondary Flight Controls Before takeoff. is out of trim. The autopilot moves the Right inboard aileron . stabilizer trim. aileron trim. Trim Right outboard aileron . They receive hydraulic power from all three hydraulic systems in a combination to provide redundancy in case of partial hydraulic system failure. a LEADING EDGE caution is activated. rudder trim. Flaps 25 may be used when conditions require the use of a reduced flap setting (i. The RAT can be deployed manually via an overhead panel switch if required. Others have electrically powered alternate systems to serve as a backup. When airspeed is reduced.Center and Right trim automatically when engaged in the CMD mode. This system uses hydraulic power from the left and Left outboard aileron . A flap warning system monitors movement of both leading & trailing edge flaps when selected. There is no backup effect that it cannot be overcome by elevator control. Flap positions are indicated on the flap indicator on the main panel and may be selected into the following Flight Controls & Indicators 57 . The outboard ailerons are locked out as speed increases. high winds). the flaps automatically retract to 20 until the airspeed is reduced.e. The elevators and rudder receive hydraulic power from all three hydraulic systems. The normal takeoff flap setting is 5 and 15. 25. A minimum airspeed of 130 knots is required for the RAT to function properly. The flaps and stabilizer trim are at Vr).Level-D Simulations 767-300ER Flight Controls & Indicators 57 Flight Controls Flight controls on the 767 are broken down into two groups. ailerons and the rudder. Flap position procedure for takeoff is to set the trim according to the is selected by the flap handle on the pedestal or by the Configuration Manager before the takeoff roll is started. If the trailing edge flaps fail. This permits greater aileron control and lift during flap deployment. If either of these cautions is received. the trim is Flaps adjusted by the pilot to a setting which will enable him to The leading edge slats and trailing edge flaps use hydraulic fly with minimum control pressure. The spoilers have an absolute requirement for hydraulic power for normal operation. Selecting flaps to 1 moves only the leading edge slats into position. aileron trim. it may be difficult to raise the nose (rotate system for the spoilers. Flap load relief is provided when flaps 30 or 25 are selected. An improperly set stabilizer trim may have such a powerful spoilers. Pressing the LE (leading edge) or TE (trailing edge) buttons arms the respective flap system for electric operation. The only acceptable power from the Center hydraulic system only. Primary flight controls are the elevators. If the airspeed exceeds the flap airspeed placard limit. The inboard ailerons droop when the trailing edge flaps are deployed. 20. During takeoff. the nose may pitch up hydraulically powered and have electrically powered uncontrollably depending on which direction the stabilizer backup modes of operation. Flap load relief is not provided when using the alternate flap controls. Stabilizer Trim The stabilizer trim system is used by both the pilot and the autopilot to trim control forces on the elevators during flight. The RAT provides sufficient hydraulic power in the center system for movement of all primary flight controls. The ailerons receive hydraulic power as follows: positions: Up. Flaps 20 is used only for a single engine emergency landing. a Ram Air Turbine (RAT) in the center hydraulic system is automatically deployed. 1.

The spoilers are automatically deployed regardless of position anytime the thrust reversers are activated. and landing. They are primarily used when a steeper than normal descent is required and upon touchdown during landing. Moving the levers labeled STAB & TRIM mechanically signals trim movement.e. These controls are used to zero out undesired control forces in the ailerons & rudder. Prevent a bounce). Flaps and slats provide high lift for takeoff. System logic re-stows the spoilers if the aircraft becomes airborne again during a go—around. To correct this condition. Yaw Dampers Yaw control is provided by a single rudder. Hydraulic power is required for the stab trim to operate the alternate trim controls. Aileron and Rudder Trim The aileron and rudder trim controls can be found on the pedestal. approach.Level-D Simulations 767-300ER Flight Controls & Indicators 58 A stabilizer trim warning system monitors the stabilizer trim for uncommanded movement. two STAB TRIM CUT OUT switches located on the pedestal are used to cut off hydraulic power to the stabilizer trim system. 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. Symmetric spoilers are used as speedbrakes Flight Control Surface Locations Flight Controls & Indicators 58 . The yaw damper systems improve turn coordination and dutchroll damping. An UNSCHEDULED STAB TRIM caution is generated if movement of the stabilizer trim is detected without an appropriate command from the pilot or autopilot. 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. Spoilers The spoilers are a group of flat panels on the top of the main wing that reduce the lift on the wing when raised. This is a so called “runaway trim” condition. Two yaw dampers work through the rudder control system to improve directional stability. Alternate stabilizer trim controls are available on the pedestal. The spoilers are controlled by a spoiler handle on the pedestal or by using the keyboard. 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.

1. Flap Indicator Left & right pointers indicate actual flap position for both wings.Level-D Simulations 767-300ER Flight Controls & Indicators 59 Flap Controls and Indicators 3 1 2 4 6 5 Flap Lever Pedestal Flap Indicator Main Panel Spoiler Control Lever (Speedbrakes) Pedestal 1. Trailing edge flaps malfunction. RUD Indicates the position of the rudder. 5. Spoiler panels are fully raised. LEADING EDGE TRAILING EDGE Leading edge slats malfunction. 3. TE and LE Alternate Flap Switches Must be selected for Alternate Flap Selector to work. Aileron droop is displayed as a split indicator. 3. ALTN Alternate flap selector is armed to electrically move flaps into position. Selector is active when TE and/or LE ALTN buttons are pressed. Flap Lever Controlled via the mouse or the keyboard (<SHIFT></> to arm & </> to extend/retract). AIL Indicates the position of both inboard and outboard ailerons.Status” button (A) is pressed (located below the lower EICAS). 6. Flight Control Indicators Located on the Main Panel. the flap handle should be moved in agreement with the alternately selected flap setting. There are no cockpit indicators to indicate spoiler position. Spoiler system is armed to automatically deploy upon landing. Alternate Flap Selector Electrically positions flaps to the selected position. 3 A 1 2 1 Flight Controls & Indicators 59 . Spoiler Control Lever Controls the movement of the spoiler on both wings. 2. Flap Cautions Illuminate when flaps are not in the commanded position. ELEV Indicates the position of both left and right elevators. 2. 4. DOWN ARMED UP All spoiler panels are flat on the wing. the Flight Control Indicators are displayed on the lower EICAS when the “Display . Spoilers are raised relative to the handle position when moved between the ARMED and UP indexes. Flap load relief is not provided when selecting flaps 30 via the alternate selector. The actual position of each flight control surface is displayed. Note When using the alternate flap system.

Stab Trim Cut-Out Switches Used to stop a runaway trim condition. Rudder Trim Index Displays the current amount of rudder trim. FS “Tool tips” must be enabled. 2. 1. Yaw Damper Inoperative (INOP) Light When the amber INOP illuminated the yaw damper is off or inoperative.8 units 0 to 14 units (full range) 3 1 TIP Place the mouse icon over the Stabilizer Trim Gauge to display a digital return. Aileron Trim Control Switches Use the mouse to move the aileron trim left or right. Nose down trim.50 to 12. The white index band moves to indicate the current stabilizer trim position. 4. Aileron and Rudder Trim Controls Located on the Pedestal.8 units 0.Level-D Simulations 767-300ER Flight Controls & Indicators 60 Stabilizer Trim Controls and Indicators Located on the Pedestal 1. 3. 3. Removes hydraulic power from the respective stab trim system. 2 4 1 3 Yaw Damper Located on the overhead panel.2U Normal position of the switch which allows stab trim movement. Rudder Trim Control Knob Use the mouse to move the rudder trim left and right. Stab Trim Indicator Displays the current position of the stabilizer trim. NORM CUT OUT 2 Stab Trim: 4. Stab Trim Manual Control Levers Movement of these levers with the mouse causes the stabilizer trim to move in the commanded direction. The upper switch BLANKS when switch is OFF. The green bands represent the normal takeoff trim setting range.25 to 12. 2. Flight Controls & Indicators 60 . 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. Aileron Trim Index A simulator convention used to display the current aileron trim. To view the digital readout. APL NOSE UP APL NOSE DOWN Nose up trim. The Stab Trim range is as follows: Electric trim (normal) Manual (levers) Flaps UP Flaps Down 1. A CONFIG warning is generated if the trim is set out of this range and power is advanced for takeoff.

...... Advisories FLAP LD RELIEF FLT CONT VALS RUDDER RATIO STAB TRIM WING HYD VAL YAW DAMPER. One wing hydraulic shutoff valve is closed..UP Approach Flaps ...................... or switched OFF.................................................................. Cautions FLAP DISAGREE SLAT DISAGREE UNSCHD STAB TRIM Trailing edge flaps are not in the commanded position.. One or more spoiler pairs are inoperative..............UP STAB TRIM CUTOUT Switches ............................... Rudder ratio system failure.................... Stab trim cutoff switches are off.. Status AUTO COORD ON ELEV FEEL Simulator auto-coordination system is ON................................................. Set 4 units or as needed Flight Controls ............ failed................................ Elevator feel system fault........................... The left or right yaw damper is unpowered........ DOWN Stabilizer Trim ....UP Spoilers ..... Set 0 STARTING After start Flaps ...........................................Level-D Simulations 767-300ER Flight Controls & Indicators 61 Flight Controls Normal Procedures PREFLIGHT Alternate Flap Selector ............................................................................................Set 5 or 15 Stabilizer Trim .............................................. Stab trim is not set in the takeoff range when thrust is applied.......... NORM LE and TE Switches ......... ARMED POSTFLIGHT Flaps ... Flight Controls & Indicators 61 ........................................................ DOWN Throttles .................................... Reset 4 units Aileron and Rudder Trim ........ Guarded NORM Aileron and Rudder Trim .................. Set as required when slowing (Set flaps 30 for landing) Spoilers ................CLOSED Flaps ..................................... Individual messages inhibited............ Stabilizer trim is moving without being signalled.. Leading edge slats are not in commanded position.................................... More than one flight control valve is closed...................................... ALTN not displayed Stabilizer Trim ................................ Reset 0 Flight Controls EICAS Messages Warnings FLAPS SPOILERS STABILIZER Flaps are not set for takeoff when takeoff thrust is applied..........................Check proper movement on STATUS screen IN FLIGHT After takeoff Flaps ................... Set 4 units Spoilers ....................................................................................................... L/R Flap load relief failure................

Left from left). and the EHSI. heading and track data appear along with FMC route data (if programmed). Of all the EHSI modes available. each EHSI receives data from the on-side IRU and FMC. Glideslope. Heading and track data are not available when the IRUs are not aligned. the center IRU may be selected to provide data to the EADI by pressing the IRS button on the ISS of the affected side. If the primary data source for either instrument should fail. Normally. radio altitude. The IRUs provide attitude. Normally. The heading at the top of the EHSI displays the aircrafts track heading rather than the aircrafts magnetic heading. Localizer.Level-D Simulations 767-300ER Flight Instruments 62 Flight Instruments A combination of standard flight instruments and electronic flight instruments are used in the 767. The center symbol generator is available as a backup via the ISS in case of component failure. The EADI displays the following information: Attitude indicator. When the IRUs are aligned in the NAV mode.e. In case of on-side IRU failure. the attitude display appears along with the Flight Director (if selected ON). and a decision height display. When the IRUs are aligned in the NAV mode. When using the HDG SEL mode. The information displayed on the EHSI is dependant on alignment of the IRUs. Flight Director. 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. and VOR compass displays. 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. and AFDS mode annunciations. 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. It also contains other data such as ground speed. The magnetic heading is displayed as a white triangle below the heading arc. the EADI. Electronic Flight Instrument System (EFIS) This systems consists of three symbol generators. the FMC and the AFDS. 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 information displayed on the EADI is dependant on alignment of the IRUs. These modes are selected using the EHSI mode control panel. All of the flight instruments display information received from a combination of sources that include the Air Data Computers (ADC). Attitude data on the EADI is not displayed when the IRUs are not aligned. the IRUs. The magnetic heading offsets from the track heading if a crosswind exists. The symbol generators process and display the information received from all data sources on the EADI and EHSI. Using the EFI button on the ISS may restore the displays using the center SG. The EADI and EHSI display information derived from the IRUs and the FMC. FMC Route Plan. The EHSI and EADI are surrounded by standard flight instruments that are also electrically powered. heading and track information while the FMC provides the MAP displays and route data. alternate sources of data can be selected via the Instrument Source Selector Panel (ISS). This concept is shown in the diagram above. ILS compass. each EADI receives data from the on-side IRU (i. The left EHSI is powered by the Left Main AC bus and the right EHSI is powered by the Right Main AC Bus. the FMC MAP mode (shown above) is most commonly used for all operations. The left EADI is powered by the Left Main AC bus and the right EADI is powered by the Right Main AC bus. In case of on-side IRU or FMC failure. The electronic instruments are part of the Electronic Flight Instrument System (EFIS). Normally. the left symbol generator drives the left CRT displays and the right symbol generator drives the right CRT displays. Flight Instruments 62 . 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. the AFDS heading bug on the EHSI aligns with the magnetic heading marker. Electronic Attitude Direction Indicator (EADI) The EADI is the top screen in the instrument panel cluster. two control panels.

The standby airspeed and altimeter receive data from the pitot static system and work without electrical power. use the key combination <SHIFT><9> to overlay the sub panel onto the main panel. The standby attitude indicator has built in ILS pointers. They receive information from the Air Data Computers (ADC). For those instruments that rely on IRU data. The ILS pointers are displayed when the ILS knob on the standby attitude gauge is set to ILS. The Captains instruments are powered by the Left Main AC bus and the First Officers instruments are powered by the Right Main AC bus. The standby attitude indicator is battery powered and works anytime the battery switch is ON. the opposite side ADC may be selected to provide data to the flight instruments by pressing the AIR DATA button on the ISS of the affected side. a warning flag appears within the gauge. A group of standby flight instruments are available as a backup to the primary flight instruments. There are two Air Data Computers (left and right) that normally provide information for the on-side instruments. and the AFDS. Due to the constraints of design and “room” on the 2D panel. If a gauge is not powered or has failed.Level-D Simulations 767-300ER Flight Instruments 63 Standard Flight Instruments The remaining instruments surrounding the EFIS displays are all electrically powered. If an ADC has failed or the data becomes unreliable. Speedtape EADI Standard EADI Flight Instruments 63 . To display the standby flight instruments. the standby instruments are normally hidden from view on a sub panel. the IRUs. the center IRU acts as a backup for these instruments via selection of the IRS button on the ISS. The standby ILS uses the same frequency that is dialed into the ILS receiver on the pedestal.

Pitch is controlled to maintain airspeed (in FL CH mode). The rising runway symbol displays when the ILS frequency is in range. Vertical speed. The top of the airplane index represents the current pitch attitude. 7. 8° pitch up commanded. 5. Autoland flare mode is armed (multiple autopilot APP). Engaged modes are as follows: SPD FL CH THR HOLD IDLE GA Speed. Localizer Deviation Scale Displayed anytime an ILS frequency is dialed into the ILS receiver. 6. The autothrottle adjusts power to maintain selected airspeed. Altitude hold. The EADI depicted on the left is below is the standard EADI. Altitude capture. Armed Modes (white) G/S FLARE VNAV Glideslope is armed to capture (APP selected). Pitch is commanded for 2000fpm climb. The white triangle at the top of the attitude ball is the Sky Pointer. Indicates the pitch at which stick shaker will occur (prior to a stall). On the Speed Tape EADI. Go-around. Pitch Limit Indicator (PLI) Displays anytime the flaps are not up. The IRUs must be aligned for the attitude ball to display. VNAV Speed. VNAV PATH V/S G/S FLARE GA VNAV Path. 3. 4. The autothrottle adjusts power for climb or descent. The runway begins to rise at 200 feet AGL & continues to rise until meeting the airplane symbol at touchdown. Autoland flare maneuver. Glideslope Deviation Scale Displayed anytime an ILS frequency is dialed into the ILS receiver. A/T is temporarily disengaged from the throttles. Attitude Indicator and Airplane Symbol Displays the current attitude of the aircraft. Engaged Modes (green) TO SPD ALT CAP ALT HOLD VNAV SPD Takeoff mode. Glideslope tracking. fly the aircraft symbol into the flight director bars and make adjustments to keep them closely matched. 2. Ground Speed Display Displays current aircraft ground speed. The Sky Pointer points to the current bank angle and always points up toward the sky. Throttle Hold. Vertical Mode Display Displays engaged (green) and armed (white) vertical modes. VNAV is armed to engage automatically after takeoff. With the double cue flight director. 6 11 7 8 9 10 3 12 3 2 1 7 8 5 2 1 5 4 10 9 6 4 11 1. Flight Director Bars Commands pitch and roll as indicated by the AFDS. 8. The EADI depicted on the right is the Speedtape EADI. Autothrottle Mode Display (green) Displays the currently engaged A/T mode. the current Mach speed is displayed as well. fly the aircraft to maintain the vertical and horizontal command bars centered. Displayed only with the FD switch ON. Flight Level Change. Both EADIs are depicted with the single cue (bat wing) flight director option but can also display the double cue (crosshair) flight director via the Carrier options menu.Level-D Simulations 767-300ER Flight Instruments 64 EADI Display Summary The EADI display comes in two configurations and can be selected from the Add-ons> B767 Specific> Realism and carrier options> Carrier options> menu. With the single cue flight director (displayed). Power levers are commanded to idle. The engaged mode replaces the armed mode automatically when engaging parameters are met. Power is adjusted to maintain 2000fpm at the selected speed. Go-around. Flight Instruments 64 .

Back course tracking. 10. Lateral Navigation is armed to engage. 7. 9a. When displayed. 5. Blanks 2 minutes after takeoff. Armed Modes (white) LOC BCRS LNAV ROLL OUT Localizer is armed for capture (LOC or APP mode). 4. displays at the TOP of the speedtape. 7 8 9 10 Engaged Modes (green) TO HDG HOLD HDG SEL LNAV LOC BCRS ROLL OUT GA FD CMD Takeoff mode. Maximum Speed When active. Heading Select. Displays 10 seconds after takeoff. Landing Reference Bug When active (for landing). 10a.10 knots between actual airspeed and the AFDS commanded speed. Blanks above 20. VR (Rotation Speed) Bug Indicates rotation speed. indicates maneuver margin to buffet. The display turns amber and the GPWS “minimums” call is made when the radio altitude reaches the displayed altitude. Autoland rollout maneuver. Displays during initial takeoff roll when V1 is above the displayed range. Maneuvering Speed Displays maneuvering speed for existing flap setting. V1 (Decision Speed) Indicates decision speed. Inertial track at engagement is commanded. Replaces digital V1 display when V1 speed is within the displayed range. Radio Altimeter and Decision Height Display The Radio Altimeter (white) displays actual aircraft height above the ground from 0 to 2500 feet. 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 after manual entry on the TAKEOFF REF page.Level-D Simulations 767-300ER Flight Instruments 65 9. flap placard speed. 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. Indicates maximum permissible airspeed as limited by the lowest of the following: Vmo/Mmo. Go-around. 7a. The Decision Height (green) is selected on the ADI control panel (pedestal). Maximum Maneuvering Speed When active. The engaged mode replaces the armed mode automatically when engaging parameters are met. Minimum Speed Indicates the airspeed where stick shaker activates. Displays shortly after takeoff. 3 2 1 5 6 4 11 10.000 feet. 3. Minimum Maneuvering Speed Top of amber bar indicates speed where 40° bank results in stick shaker. May be displayed when operating at high altitude at relatively high gross weights. Blanks 2 minutes after takeoff. Wings level takeoff track is commanded. Airspeed Pointer and Digital Display Indicates current airspeed when above 30 knots. 1. 8. V1 (Decision Speed) Bug Indicates Decision Speed. 6. Localizer tracking. 9. Localizer Backcourse is armed for capture. landing gear placard speed. Autoland rollout mode is armed (multiple autopilot APP). Heading Hold. S= too slow. Lateral Navigation (FMC route tracking). Lateral Mode Display Displays engaged (green) and armed (white) lateral modes. displays at the TOP of the speedtape. AFDS Status Display Displays the engaged AFDS mode (green). F= too fast (Speedtape EADI depicted next page). 1 2 3 4 5 6 7 8 9 10 Flight Instruments 65 . 11. below the Maximum Speed display. ADI Speed Tape (Speed Tape EADI) Displays a graphical representation of airspeed and speed references. displays the VREF speed as selected on the APPROACH REF page. Flight Director ON. Autopilot engaged. 2. Displays after manual entry on the TAKEOFF REF page. 12. Speed Trend Vector Indicates predicted airspeed in 10 seconds based on current acceleration or deceleration. Fast/Slow Indicator (standard EADI) Indicates airspeed variances of +/. 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. Displays after manual entry on the TAKEOFF REF page.

20 and 40mile range displays. Displays waypoint crossing altitude and estimated time of arrival (ETA) for all waypoints displayed on the MAP.Level-D Simulations 767-300ER Flight Instruments 66 EHSI Control Panel Located on the Main Panel. The compass is oriented to magnetic heading. 160. Waypoint display is only available in the 10. Range Control Selects the range displayed for the MAP and PLAN mode. 1 Push top of button to toggle TCAS 3 2 4 1. FULL VOR and ILS Displays VOR or ILS course needles on a full compass rose. MAP Displays a track oriented display of the FMC programmed route. NAV AID ARPT RTE DATA WPT Displays VORs within the selected range. Displays waypoints within the selected range. PLAN Displays a true north oriented map of the current FMC route. Map Display Buttons Toggle on/off extra information in the MAP mode. and 320-mile range displays. The crossing altitude only displays for those waypoints that have an altitude restriction programmed. The compass is oriented to magnetic heading. 2. The FMC LEGS page displays <STEP> to cycle through and display each waypoint in the route. Low altitude VORs are inhibited in the 80. The expanded mode displays only 70° of the compass rose. Flight Instruments 66 . Expanded VOR and ILS Displays VOR or ILS course needles on an expanded compass. Displays data selected using the MAP buttons on the control panel. TCAS Toggle Push the center of the Range Control selector to toggle the EHSI TCAS display on/off. 4. 3. Displays airports within the selected range. HSI Display Control Selects desired display on the EHSI.

6. AFDS Heading Bug Indicates selected heading on the MCP. Heading (TRU) Indicator Indicates aircraft magnetic track heading. Track (TRK) Indicator Displays aircraft track heading. VOR Symbols VOR DME/TACAN VORTAC. 2.Level-D Simulations 767-300ER Flight Instruments 67 EHSI Map Display Summary 1 2 4 5 6 3 13 7 9 10 14 12 8 11 25. Expanded Compass Rose Compass data provided by the IRU. Waypoint Arrival Time Predicted active waypoint crossing time (in zulu). Waypoint Symbol A nearby waypoint displayed when the WPT button is ON.5nm 1. 7. 4. 8.4z 5. 3. Route Data Displays waypoint crossing altitude and ETA when RTE DATA button is ON. Flight Instruments 67 . Distance Display Distance to the active FMC waypoint. 1335. 9. Inactive Waypoint (white) A navigation point on the active route. Heading Pointer Indicates aircraft magnetic heading.

12. Position Trend Vector Predicts position at the end of 30. based on bank angle and ground speed. Each segment represents 30 seconds. Aircraft Symbol The tip of the triangle represents current aircraft position.400 feet. and 90 second intervals. Displayed only during a VNAV descent (after the T/D). Wind Vector Displays wind speed and relative direction to aircraft track.Level-D Simulations 767-300ER Flight Instruments 68 10. 1 2 4 3 5 6 7 13 9 8 10 11 14 12 Flight Instruments 68 . 14. 60. 13. Active Route Displayed as a magenta line connecting all navigation points. Calibrated range is +/. Selected range determines the number of segments displayed. 11. Altitude Range Arc Predicted point where the MCP selected altitude will be reached. When active. Airport Symbol A nearby airport displayed when the ARPT button is ON. T/C (top of climb) and T/D (top of descent) FMC predicted points are depicted on the active route magenta line. Runway Symbol Runway selected for departure or arrival in the FMC. Vertical Track Indicator (VTI) Displays deviation from the VNAV descent path.

The glideslope indicator is displayed on the right side of each display. Track Pointer Indicates aircraft track heading. Course Deviation Indicator (CDI) Displays VOR deviation when a VOR signal is received.Level-D Simulations 767-300ER Flight Instruments 69 EHSI VOR Display Summary (Expanded & Full) 1 3 2 5 4 6 6 7 8 1. AFDS Heading Bug Indicates selected heading on the MCP. Wind Vector Displays wind speed and relative direction to aircraft heading. 7. 3. except that the CDI indicates deviation from the localizer when a LOC signal is received. 6. 4. Flight Instruments 69 . 5. Distance Display DME distance to the selected VOR. ADF Needle Displays when a valid ADF signal is received. Heading (HDG) Indicator Displays aircraft magnetic heading. 8. 2. 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.

This is a trial and error process since there are no markers on the actual gauge. 3. 5 2 1 3 3 4 Flight Instruments 70 . 3. Signal Pointers Display the magnetic bearing to the selected VOR or ADF station. If VNAV is in use. VR. 4 6 In the air. the FMC commanded airspeed is displayed. On the ground. Vref30+60. 5.e. Vref30+80 6. MMO/VMO Pointer Displays the mach/airspeed limit above which an overspeed warning is received.400 Mach and greater. 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. 2. 2. V2 (command bug). The bug is set for reference only and is not connected to any systems. V2 (command bug). 3. Vref30+40. Extinguishes when within 300 feet of the MCP altitude. Placing either selector to ADF displays the bearing to the active ADF station set in the pedestal. Indications start at 60 knots. Vref30+80 1 2 3 5 Speed Bug Click Areas Click in the general areas indicated to set individual reference bugs. Vref30+40. AFDS Airspeed Command Bug Displays the airspeed set on the MCP. Vref30+20. Displays “----“ if DME is not available. Vref30+60. 4. Heading information is derived from the opposite side IRU (i. Vref30+80. The digital airspeed readout (labeled KNOTS) begins indicating at 30 knots. 4. An aural warning is also generated. Window opens at . -+ -+ -+ -+ -+ RDMI (Radio Distance Magnetic Indicator) Display 1. the light re-illuminates when altitude varies by more than 300 feet from the MCP altitude. Altitude Reference Bug Use the knob to set an altitude reference. Altimeter Setting Use the BARO knob or click on the MB or IN HG numerals to set the altimeter. DME Indicator Displays the VOR DME for the respective VOR receiver. 1 2 3 4 Altimeter Display 1. 2. Vref30+20. After altitude capture. Altitude (ALT) Alert Light Illuminates when within 900 feet of the MCP selected altitude prior to altitude capture. Altitude Readout Indicates exact aircraft altitude in 20 foot increments. VOR/ADF Selectors Controls which signal is displayed by the respective needle. Airspeed Reference Bug For reference only. Vref30+40. 4. 5. 100 Foot Pointer Rotates as altitude changes. Compass Rose Aircraft magnetic heading is indicated under the white pointer. Vref30+40 Vref30+80. Vref30. V1.Level-D Simulations 767-300ER Flight Instruments 70 Airspeed Indicator 1. approach bug speeds are set depending on the “Airspeed bugs option” in the Level-D menu as follows: Checked Un-Checked Vref30. Airspeed Pointer Points to the current indicated airspeed. Speed Bug Reset Button (“Invisible Click Spot”) A “mouse click” in this area resets all of the speed bugs based on FMC information. Consult the “speed bug click areas” diagram. Captains RDMI receives right IRU data). Mach Window Displays current Mach speed. set manually by using the mouse click areas along the right side of the airspeed gauge.

Level-D Simulations 767-300ER Flight Instruments 71 Heading Reference Switch Located on the First Officer’s Panel (<SHIFT><4> or “F/O” button) and 3D Virtual Cockpit. FMC Switches Normally blank. Flight Director Source Selector Selects the FCC used to operate the on-side Flight Director bars. References each HSI to true north and causes each RDMI heading flag to appear when operating within polar regions. When ALTN is displayed. Press a second time to stop the chronometer. pressing this area pauses the timer. Elapsed Timer (ET) Control Mouse click areas control the elapsed timer function. 5. switches the on side instruments to use data from the opposite ADC. Used in case of IRU failure. Press to reset the ET to zero. 2. When ALTN is displayed. Used in case of on-side FMC failure. 3 2 Note The elapsed timer continues to function in the background when the chronometer is in use. 1 2 3 4 5 Flight Instruments 71 . If the ET is running. A TRUE heading reference can be selected with the heading reference switch when outside the polar region. Normally set to the on-side position. NORM TRUE References each compass card to magnetic north when operating outside polar regions. Instrument Source Select Controls Located on the left side of the main panel. 2. References each compass card to true north regardless of latitude. switches the source data displayed on the EFIS to the right FMC. 4. This is the default position. Air Data Computer Switch Normally blank. The switch spring loads to the HLD position and the ET window blanks out. 1. When ALTN is displayed. the hours:minutes display in the ET/CHR window. Inertial Reference System Switch Normally blank. 1. HLD RUN RESET 4 1 Hold function. Electronic Flight Instrument Switch Normally blank. When ALTN is displayed. The elapsed minutes are displayed in the ET/ CHR window and the elapsed seconds are displayed by the rotating pointer. Used in case of ADC failure. 3. switches the source data for the on-side instruments to the center IRU. The chronometer displays on top of the elapsed timer if both are running simultaneously. Press a third time to reset and clear the display. Time can be adjusted using the mouse click areas on the window. Clock Display Located on the main panel. Opposite side RMI is also switched to the center IRU. ET/CHR Window Displays the elapsed timer or the chronometer when either is active. 3. 4. When pressed. Chronometer Control Button Press to start the timer function. Used in case of SG failure. Press the mouse click area to start the elapsed timer. switches the on-side EFIS displays to the center symbol generator. The Elapsed Time continues to operate unless reset or held. Time Display Indicates current simulator time. Manually switching to a true north reference is annunciated by a green box around the word TRU on the HSI.

Level-D Simulations 767-300ER Flight Instruments 72 1 2 Standby Flight Instruments The standby instruments are hidden from view on a sub panel. Flight Instruments 72 . Standby Magnetic Compass 3 4 Flight Instruments EICAS Messages Cautions INSTR SWITCH Both Captains and F/Os EFIS switched to ALTN. Airspeed Indicator Located on the Centerpost above the Glareshield (AFDS/MCP). To display the standby flight instruments. Altimeter 3. Attitude Director Indicator 2. use the key combination <shift><9> to overlay the sub panel onto the main panel. 1. 4.

a Control Display Unit (CDU). The function keys are used to cycle through the pages of data contained in the FMC. The AFDS MCP permits selection of LNAV and VNAV and performs the operations commanded by the FMC.Level-D Simulations 767-300ER Flight Management System 73 Flight Management System (FMS) The Flight Management System allows the pilot to manage the aircrafts vertical and lateral paths automatically. 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. performance management. Therefore. function keys. Individual presses of the CLR button clears single characters from the scratchpad. The CDU is often times referred to as the “FMC” since the FMC is not a visible component of the flight deck. altitude. and the EHSI. line select keys (LSK). The FMS subsystems include: Two Flight Management Computers (FMC). and data entry keys. The CDU is the main pilot interface to access and control information in the FMC. press and hold the CLR button. It also provides a resource for aircraft performance data related to aircraft speed. references to FMC data input in this text refer specifically to the use of the CDU. Selection of an LSK when data exists in the scratchpad transfers the data into the data line abeam the LSK. Flight Management System 73 . fuel consumption. and three dimensional navigation based on data input and information received from supporting systems. and power settings. 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. Control Display Unit (CDU) The CDU is the main pilot interface for control of the Flight Management Computer. 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>. clicking on the CDU brings up the 2D FMC sub-panel. To clear all data entered into the scratchpad. the AFDS MCP. When operating in the virtual cockpit. The FMCs provide for aircraft position calculation. The EHSI displays a map of information generated by the FMC. The data entry keys are used to input data onto the scratch pad at the bottom of the CRT screen. Due to main panel space constraints.

Different data displays are selected by pressing the function keys. 1 2 5 3 6 4 7 8 9 1. 2. The example above shows a commanded heading (HDG) of 315° as part of a selected procedure. Data is structured vertically in left and right columns and line up with LSKs on both sides of the CDU. 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. Manually Entered Data Data that has been manually entered by the pilot is displayed in large type. Optional Data Prompt Optional data that is not required by the FMC for proper operation is identified on each page with dashed prompts.Level-D Simulations 767-300ER Flight Management System 74 CDU Display & Controls The display of FMC data on the CDU screen follows the following conventions. Required Data Prompt Data that is required by the FMC for proper operation is identified on each page with box prompts. press the DEL data entry key followed by the LSK abeam the incorrect data field. 4. Attempting to control the simulator using keyboard shortcuts is not possible if the FMC is left in the KA mode. This mode is helpful for entering multiple waypoints contained in a long flight plan. Data shown in large type abeam an LSK is data that has been entered by the pilot or selected from the FMC database. Page Title Identifies the data page displayed on the CDU. if the simulator is not responding to keyboard controls. The predicted magnetic track to each waypoint is displayed in small type. 6. all computer keyboard entries are sent to the CDU scratchpad. 7. An exception is when a heading or specific track is commanded by a procedure selected from the FMC database. Its data is structures horizontally such that waypoint information is shown across an entire line of data. Keyboard Assist Mode In order to facilitate FMC data entry. In KA mode. or close the FMC window. a keyboard assist (KA) mode is available by pressing on an invisible mouse area on the CDU CRT next to the 1L LSK. KA Click Area Flight Management System 74 . Predicted Data Data calculated by the FMC is shown in small type. 5. To delete an incorrect entry. press DEL data entry key followed by the LSK abeam the data field. Page Prompts At the bottom of each screen at the 6L and 6R positions are page prompts. 3. To exit the KA mode. Data shown in small type abeam an LSK is prediction data calculated by the FMC. Pressing the corresponding LSK takes calls up a different page of data or performs the function specified. To delete an incorrect entry. simply press the KA mouse click area a second time. Therefore. Cycle through available pages using the NEXT and PREV PAGE function keys. 8. check to ensure the FMC is no longer in the KA mode. Page Number Identifies the current page and the number of data pages available. “KA” is displayed in the upper left corner of the CRT when the keyboard assist mode is turned on. All data pages in the FMC are structured similarly to the page shown on the left. The LEGS page is explained in greater detail in later sections and is presented here as an overview of CDU display conventions only. Data is entered into the scratchpad using the data entry keys & is placed into the box prompts using the corresponding LSK. Waypoint Distance Distances between waypoints are displayed in small type. 9. The data page on the right side is the LEGS page and is used most often in normal operations.

The LEGS pages display all waypoints in the programmed route. There are six different INIT REF pages available. The following provides an overview for each function key. Route page.Level-D Simulations 767-300ER Flight Management System 75 Function Keys Overview The Function Keys provide access to the different data pages available in the FMC. This page displays information about currently tuned navigation radios. and Descent. A page counter is shown on each CDU screen in the upper right corner (x/x). Flight Management System 75 RTE DEP ARR VNAV FIX LEGS HOLD PROG EXEC MENU NAV RAD PREV PAGE NEXT PAGE . Hold page. The flight progress data for the active route is summarized on the PROGRESS pages. This key illuminates any time there has been a modification to FMC data that requires “execution” before being utilized. The point entered displays on the EHSI when in the selected range. cycles through pages on the CDU. arrival (STAR). Most modifications to the active route are made from these pages. Any waypoint in the LEGS page can have a holding pattern assigned to it. When pressed. pressing these keys switches between available pages. Vertical navigation pages. Permits entry of a navigational point not available on the active route. The menu screen is displayed when the FMC is initially powered up. The “<INDEX” prompt on the INIT REF page displays a list of all INIT REF pages available. Airway entries are converted into waypoints automatically. INIT REF Initialization and Reference page. If more than one page of data is available. Airport specific departure (SID). Pressing a function key displays the first page of data available for that function. It contains prompts to access the FMC and to save LEGS page data. Legs pages. The waypoints shown on the LEGS pages are used for LNAV. When viewing subsequent pages of data within a function (if available). This page is used during preflight to enter waypoints and airways from the flightplan into the FMC. Three VNAV pages are available: Climb. Departure and Arrival pages. Progress pages. Fix page. Holding patterns are entered and controlled from this page. Execute key. The page displayed when the INIT REF key is pressed varies based on phase of flight. Cruise. Menu key. Navigation Radio page. Note that the FMC COMM and ATC function keys have no data associated with them. pressing the same function key again restores the data display to page one of that function. Data entry on these pages is required by the FMC before VNAV can be engaged. and approach (APP) procedures are selected from these pages.

Preflight flow continues in this sequence: • Identification (IDENT) page • Position Initialization (POS INIT) page • ROUTE (RTE) page • DEPARTURES page (no automatic prompt) • Performance Initialization (PERF INIT) page • Takeoff Reference (TAKEOFF REF) page.Level-D Simulations 767-300ER Flight Management System 76 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. • In flight. 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 data listed on this page cannot be changed and is for reference only. the PERF INIT page is displayed. Press the 1L LSK abeam <FMC to display the IDENT page. APPROACH The approach reference page (APPROACH REF) displays landing speeds and ILS frequency information for the selected landing runway. NOTE There is no preflight prompt to enter the departure runway. Pre-flight Prompt Preflight Page Sequence When the FMC receives initial power. A route must be entered and activated during the preflight flow. TAKEOFF Takeoff reference page (TAKEOFF REF) displays takeoff speeds & thrust information. the POS INIT page is displayed. POS The position initialization (POS INIT) page provides for the entry and display of IRU position data. Inertial position may be required (depending on the enabled options from the Level-D menu) for FMC preflight and flight instrument operation. Check to be sure the MODEL. the IDENT page is displayed. The COMPLETE message will display if a departure runway has not been selected. the menu (MENU) page is usually displayed first. The following is a brief explanation of each INIT REF page available: IDENT The identification page shows information about FMC programs. and one route waypoint. • On the ground (IRU aligned). Selecting the prompt key at the 6R LSK position displays the next page in the flow. • On the ground (IRU not aligned). the next page requiring data entry is prompted for at the 6R LSK on all INIT REF pages. ENGINES. PERF The performance initialization (PERF INIT) page is used to enter data required for VNAV calculations. The starting point for preflight programming of the FMC. Since many different models of 767’s exist. it is important to confirm that the proper data has been loaded into the FMC. and NAV DATA fields are correct for the aircraft. Most of these pages are also used in flight. To facilitate preflight data entry. Identification Page (IDENT) The IDENT page is the starting point for the preflight of the FMC. The text message “INCOMPLETE” will display at 6R LSK until the minimum requirements are met. Note The TAKEOFF page is available through the INDEX or via the 6R LSK on the PERF INIT page. NAV DATA The navigation data page provides information on navigation fixes. During the preflight. a prompt in the lower right allows the flight crew to step through the minimum requirements for preflight completion. APPROACH page is displayed. Flight Management System 76 . The minimum route data requirement is origin and destination airports. Pressing the “POS INIT>” prompt at the 6R LSK calls up the POS INIT page without having to return to the index page. The text message “COMPLETE” will display at 6R LSK when the minimum requirements are met. The index page provides access to all of the FMC data pages used for preflight and data reference.

Pressing the 1R LSK transfers the coordinates displayed to the scratchpad.7 to the scratchpad. these can be manually entered into the scratchpad and used for IRS alignment. Pre-flight Prompt Press to access the RTE data page required for preflight. This is important since entering “W7100. 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. SET IRS POS These boxes are displayed when the IRS is in the ALIGN mode and present position coordinates have not been entered. The set inertial position entry is required to initialize the IRS. LAST POS Last aircraft position in lat/long format is displayed.— S————. The current FMC clock time is displayed but cannot be changed from this page. pressing the 1R LSK on the depicted POS INIT page transfers N4221. the W coordinate of “71” is entered as “071”.—E—————. 2.—W—————. There are four methods available to determine the aircrafts position for coordinate entry during IRS alignment: 1. Select the most accurate latitude/longitude from LAST POS. <SHIFT><Z> Pressing this key combination displays the aircrafts exact position across the top of the simulator window. If an entry is not made before the IRS completes the initial alignment.— For example. REF AIRPORT This field accepts the four character ICAO airport identifier. For example. Pressing the 2R LSK when coordinates are present transfers the coordinates displayed to the scratchpad. Therefore. GATE. 3. The manually entered position is also co scratchpad message IRS POS/ORIGIN DISAGREE is displayed. Position Determination The FMC accepts lat/long coordinates in the following format: N————.—W—————.7” generates an error message.1W07100. LAST POS Use the last position coordinates by pressing the 1R LSK to transfer the data into the scratchpad.— N————. If the manually entered position fails the IRS internal check. REF AIRPORT. Enter the airport ICAO code into the scratchpad and press 2L LSK to transfer data into this field.— S————. Second and third POS INIT pages are available to check current FMC and IRS positions. 3. 4. Pressing the 5R LSK when coordinates are present in the scratchpad transfers the coordinates to the IRS during alignment. 2. the scratchpad message ENTER IRS POSITION is displayed. Flight Management System 77 . 4. 2 1 3 4 5 1. The coordinates displayed by FS need to be formatted for the FMC.6 in the FMC. 5.61 would be formatted as W10146. or a manual entry to initialize the IRS. Charted Coordinates Third party simulator charts often list coordinates for airport gates. The coordinates entered must be in the format shown above.—E—————. Adding a leading “0” is not required when the longitude is 100 or above. If parked at a gate with known coordinates.Level-D Simulations 767-300ER Flight Management System 77 Position Initialization Page (POS INIT) The POS INIT page is used to enter aircraft position coordinates during alignment of the IRS. the scratchpad message ENTER IRS POSITION is displayed. W101*46. REF AIRPORT Use the airport coordinates by pressing the 2R LSK (when data is shown) to transfer the data into the scratchpad. The coordinates entered are displayed until IRS alignment is complete.

the 6R LSK prompt changes to “LAT/LON>” to switch the display back to the latitude/longitude display format. The source used to determine the FMC position is indicated in brackets. Bearing/Distance Display Pressing the 6R LSK displays the IRS position data in bearing/distance format relative to the current FMC position. Flight Management System 78 . 4. (RADIO) FMC position is calculated from radio and IRU data. two other pages of data are available by pressing the NEXT or PREV PAGE function keys. If a radio update is not available.Level-D Simulations 767-300ER Flight Management System 78 Position Reference Pages (POS REF) From the POS INIT page. (IRS) FMC position is calculated with IRU data only. The position reference (POS REF) pages display the current positions of the FMC and the IRUs. 1 2 5 3 4 6 1. check that both NAV radios are set to AUTO so that the FMC can auto-tune the radios to receive an update. IRS Position The current IRS position being used by the FMC is displayed here. 3. The IRUs being used to calculate the IRS position is indicated in brackets. the FMC position is the same as the IRU position. If the FMC position has not been radio updated within 12 minutes. Only the left IRU is used for position data. the FMC reverts to using the on-side IRU for position determination. 6. (3) (L) (C) (R) IRS position is the weighted average of all three IRUs. If this message is displayed. FMC Position The current position of the FMC is displayed here. When information is displayed in the BRG/DIST format. L/C/R IRS Position Display Displays the latitude/longitude positions & ground speed for the respective IRU. The IRU position is updated using VOR DME information when available during flight. If an IRU fails. an IRS NAV ONLY message is displayed in the scratchpad. 5. Radio Update Stations Displays the radio station identifiers used to determine the radio position. If the on-side IRU is not available. The FMC position is normally determined using the weighted average of the three IRU positions. Only the right IRU is used for position data. Only the center IRU is used for position data. Radio Position The current position as determined by the tuned radios. 2. the FMC uses the center IRU for position determination.

Level-D Simulations 767-300ER

Flight Management System 79

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

Flight Management System 79

Level-D Simulations 767-300ER

Flight Management System 80

Takeoff Reference Page (TAKEOFF REF)
The TAKEOFF REF page is used to enter flap and thrust information for FMC takeoff performance calculations.

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1 Takeoff Flaps (FLAPS) Takeoff flap setting is entered here. Valid entries are 5, 15, and 20. Flaps 5 or flaps 15 are standard. Takeoff speeds are recalculated and a TAKEOFF SPEEDS DELETED message is generated any time the FLAPS field is updated. This field is the only TAKEOFF REF field required to be filled in for proper FMC operation. 2. Takeoff Thrust (THRUST) Optional entry to de-rate calculated takeoff thrust. The value entered here is called the “assumed temperature”. Valid entries are from 0 to 99° C. No temperature entry results in maximum takeoff power. The entered temperature and commanded thrust settings are displayed on the EICAS N1 data display. Takeoff speeds and thrust settings are automatically recalculated anytime the THRUST field is updated. To delete a temperature entry, press DEL on the data entry keyboard followed by the 2L LSK.
Note The calculation of the reduced thrust temperature involves variables such as runway length, slope, altitude, and departure path obstacles. The LDS Beta Team has released two Performance Manuals (in pdf format) (LBS & KGS) to calculate temperature derates and V-speeds. They are available at the Level-D website. A tutorial on how to use this data is included. The use of reduced thrust settings is the pilot’s discretion. As a guide, for long runways (>10,000 feet) use a value of 54°C. For shorter runways, use a value between current airport temperature and 54° C. The lower the temperature, the lower the de-rated thrust.

3. Center of Gravity / Trim (CG TRIM) Enter the CG value/number generated by the Configuration Manager. After the CG is entered, the FMC calculates and displays the stabilizer trim setting for takeoff. 4. Runway/Position (RWY/POS) Displays the runway entered in the ROUTE page on which takeoff data is based. The optional /POS line is for planned autothrottle engagement in feet from the runway threshold. To enter a value, type “/XXXX” (XXXX = distance) and press the 4L LSK. This value is used by the FMC for a position update when the autothrottle is engaged during the takeoff roll. 5. Takeoff Reference Speeds (V1, VR, V2) Takeoff Vref speeds are displayed here. They may be entered manually or automatically. Speeds are automatically entered when a flap setting has been entered. Speeds update anytime performance data or takeoff data fields are changed. 6. Takeoff Gross Weight (TOGW) Accepts a manually entered value that has no bearing on FMC data. 7. Preflight Status (PRE-FLT) The status of FMC preflight programming is displayed here.
INCOMPLETE COMPLETE Data entry is still required to finish preflight programming. Cycle through the INIT REF pages and the ROUTE page to see if any data boxes are unfilled. All required data has been filled in for proper FMC operation.

Takeoff Reference Page (2/2)
1. Wind Airport wind and speed may be entered here. Entry format is XXX/YY. XXX is magnetic direction and YY is speed in knots. 2. Runway Wind (RWY WIND) When the wind is entered at the 3L data line, the relative wind components for the selected runway are displayed here. H or T is displayed to denote a headwind or tailwind component. L or R is displayed to denote a crosswind component and relative direction. 3. Slope and Condition (SLOPE/COND) Runway slope and condition information can be entered here. The slope is not modelled in FS but may be entered as UX.X or DX.X, where U and D indicate up or down and X.X is the slope value. The condition may be entered as /DRY, /D or /WET, /W. 4. Acceleration Height (ACCEL HT) Displays the height that VNAV will begin an acceleration for flap retraction after takeoff. The default acceleration value is 1000. Valid entries are from 400 to 9999 feet. 5. Limited Takeoff Gross Weight (STD LIM TOGW) The maximum gross weight of the aircraft is displayed here. 6. Reference Temperature (REF OAT) The outside air temperature on which takeoff performance is based is displayed here. A new outside temperature value between -54 and 99 (-54°C to 99°C) can be entered.
Flight Management System 80

Level-D Simulations 767-300ER

Flight Management System 81

Approach Reference Page (APPROACH REF)
Pressing the INIT REF key while in flight calls up the Approach Reference page. On the ground, this page is available via the INIT REF INDEX page. Displays and updates automatically based on aircraft weight.

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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 field. Flaps 20 is the landing speed used for single engine operations. Flaps 25 and 30 are normal flap landing speeds. 3. Runway Length The length in feet and meters of the selected departure or arrival runway. The reference airport is shown in small type above the data box. The departure runway length is displayed until the lesser of 400 miles from the departure airport or halfway to the destination. Otherwise, the runway length for the arrival runway in the active route is displayed. 4. Frequency and Front Course The ILS frequency and approach course for the selected runway is displayed here and at the 5R position. The frequency shown is for the departure runway until the lesser of 400 miles from the departure airport or halfway to the destination. Otherwise, the frequency and front course for the arrival runway in the active route are displayed. 5. Flap/Speed This line accepts the entry of a different flap/speed combination. Data entry of this field creates the Vref “-R” on the speedtape EADI for landing. Entries in this data field have no effect on other performance data.

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

Flight Management System 81

5. The active route is used when navigating in LNAV mode. Entry is inhibited in flight. Saving routes is discussed later in this chapter. Valid waypoints for airways (VIA) must connect to the appropriate waypoint (TO). The connection of these waypoints creates the flight path to be followed when engaging the AFDS in the LNAV mode. The waypoints in the active route are drawn full time on the EHSI and connected with a magenta line. Flight Management System 82 . 1 3 6 7 2----- 4 5 8 9 1. The second page of Route page is accessed by pressing the NEXT PAGE function key. The page title at the top of the screen indicates which route is displayed. any changes made on the RTE pages require execution with the EXEC key before becoming active. The entry of waypoints and airways is made from this page. The flight number (if entered) displays on the PROGRESS page. Making an entry in this data field on the ground clears the programmed route. Flight Number (FLT NO) Optional entry of the flight number can be made here. 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. VIA Column (RTE1 page 2/2) The entry of airways is made in the VIA column. 3. A route is made up of connected waypoints that the FMC can navigate toward. The Route page is displayed by pressing the RTE function key. When working with an inactive route. 4. Departure Runway & Destination are automatically filled when loading a flight plan using the CO ROUTE feature. but has a modification to it that needs to be executed before the changes become active. To enter an airway. When working with an active route. Note Origin. Access RTE pages via the NEXT & PREV PAGE function keys. You may enter the connecting waypoint in the box. 2. The departure runway can also be selected using the DEPARTURES page. The route is drawn on the EHSI with a solid magenta line. The modified portion of the route is drawn on the EHSI with a blue dashed line. 6. When the page is full of waypoints. the waypoints are drawn on the EHSI and connected with a blue dashed line. The airway name is then entered in the VIA column on the next line down from the starting waypoint. or you can enter the next airway in the VIA column and the waypoints will autofill the connecting end point in the TO column. When working with an inactive route. changes made on the RTE pages do not require execution. a starting waypoint must be entered in the TO column. Company Route (CO ROUTE) Enter the name of a saved flight plan to automatically load a pre-programmed route. The FMC is capable of storing two routes: RTE 1 and RTE2. Box prompts appear in the TO column. The “ACTIVATE>” prompt is shown at the 6R LSK. Departure Runway (RUNWAY) Enter the departure runway for the origin airport.Level-D Simulations 767-300ER Flight Management System 82 Route Page (RTE) The flightplan to be used by the FMC is entered on the route page. The route displayed is the active route. Only one route can be activated at a time while the inactive route remains stored in memory. The route displayed is active. Origin Enter the 4-letter ICAO identifier for the departure airport. The route is drawn on the EHSI with a blue dashed line. Destination (DEST) Enter the 4-letter ICAO identifier for the arrival airport. a new RTE page is created for continued route programming.

runways. navaids. When making waypoint to waypoint entries in the TO column. The same entry method is used for Victor (V34. RBV --------- If an incorrect entry is made when programming an airway. TO Column The entry of waypoints is made in the TO column. UL522. Switching between routes has no effect on the active route. 9. the word DIRECT appears in the VIA column. etc. Pressing the illuminated EXEC function key activates the route. V220. Amber (A1. If the ending waypoint is not entered in the box prompts. press the “ACTIVATE>” prompt at the 6R LSK followed by the EXEC key. Anytime box prompts are displayed in the TO column. Valid waypoint entries include fixes. Other data is displayed automatically in the VIA column. When waypoints are entered into the TO column without an airway entry in the VIA column. etc. the name of the selected procedure is shown in the VIA column. Modifications to the inactive route have no effect on the active route. use the “<ERASE” prompt that appears at the 6L LSK. A7. and special waypoints (see Valid Waypoint Types (next page) for examples).) and other types of airways. etc. This cancels the activation.). This example shows a Jet airway being programmed. To activate the inactive route. an INVALID ENTRY message is generated in the scratchpad. airports. the airway entry is automatically deleted upon execution of the route. the word DIRECT appears in the VIA column. Activate Prompt (ACTIVATE>) Pressing the 6R LSK arms the displayed route for activation. Flight Management System 83 . This occurs anytime an airway entry is made in the VIA column. To make a waypoint entry. a waypoint entry is required. Upper (UM826. but does not clear the programmed route. type the name into the scratchpad and press the LSK abeam the dashed prompts in the right hand column. Route Programming Example Here’s how to enter the route RBV J64 RAV into the RTE page.).Level-D Simulations 767-300ER Flight Management System 83 7 8 9 7. 8. The only difference is the starting letter. To cancel activation (prior to pressing EXEC). When selecting a departure or arrival procedure from the nav database (using DEP ARR key). The previously active route remains in memory as the inactive route. RTE X Prompt (X=1 or 2) Press the 6L LSK to switch between the display of RTE 1 and RTE 2.

• includes the route modification into the active flight plan. The source of alternate airports can be: • automatic selection from the navigation database • manual entry 1 3 4 2 5 6 7 Alternate airports automatically selected from the alternate list or the navigation database are shown in a small font. which contains more data about the specific airport. 1. altitude. Blank when the airplane is on the ground and during the climb phase. After entry. Automatically Selected (<A>) <SEL> indicates a manually selected alternate airport. 3. described on the following page. Alternate Airports Displays the identifier of the four alternate airports in ETA order when airborne. Flight Management System 84 . the four airports are resequenced according to ETA. Selected (<SEL>). Fuel values are blank when the airplane is on the ground & during the climb phase.Level-D Simulations 767-300ER Flight Management System 84 Alternate Page (ALTN>) The ALTN page displays the four airports closest to the aircraft current position (based on ETA sequence). The alternate page displays the alternate airport data. deletes all descent constraints (the scratchpad message DESCENT PATH DELETED is shown when DIVERT NOW is selected). The details of the route can be confirmed or modified before the diversion is executed. One or two airports can be entered. DELETE function key is used to remove manually entered alternate airports from the ALTN page. which is calculated based on the routing. 7. • deletes all parts of the original route that are not part of the diversion. The manual entry replaces the alternate where the entry is made and is shown in large font. You can manually enter any alternate airport that is included in the navigation database. Press DIVERT NOW: • makes an LNAV route modification for a divert to the selected alternate • automatically displays the MOD ICAO ALTN page for the selected alternate • displays SELECTED in this position on the CDUs not involved with the modification • blank on ground • blank in the air when a diversion is not permitted The DIVERT NOW selection changes the display to the ICAO ALTN page for the diversion airport. DIVERT NOW The DIVERT NOW selection modifies the route to go from the present position to the selected alternate using the route shown on the ICAO ALTN page. ETA Displays the alternate airport estimated time of arrival. Fuel Displays the alternate airport predicted arrival fuel. Alternate Select Pressing any of the 4 right line select keys (LSKs) will display the corresponding ICAO ALTN page. A manual selection of an alternate airport is made by pushing the line select key left of the airport identifier. An alternate airport can be selected to change the flight plan destination. and speed shown on the ICAO ALTN page. altitude. Automatically selected alternates are indicated by <A> next to the airport identifier. and speed shown on the ICAO ALTN page. When there is no manually selected alternate the FMC automatically selects the alternate airport with the earliest ETA. Each airport on the list has an ICAO ALTN page with more data. The currently selected alternate airport is shown on the map display in normal airport symbology. 5. Select the ICAO ALTN page by pressing the Right Line Select Key abeam the corresponding airport/ICAO code. After a divert is executed the ICAO ALTN page is not updated until all CDUs are selected from the ICAO ALTN page. If a route (RTE1) has been executed. The page displays a list of four alternate airports sorted in order of the ETA to the airport while airborne. Alternate Inhibit (ALTN INHIBIT) Entering a valid ICAO airport code at the 5R LSK will not allow those airfields to be selected as an alternate destination airport. Execution of the diversion: • changes the route destination airport. 2. 6. which is calculated based on the routing. displays the identifier of the four alternate airports in distance order when on the ground. • if a descent path exists. 4.

selects OFFSET route option • with offset data in scratchpad. enters overhead data. All data on the page is related to the alternate airport shown in the page title. 6. Selection of a route option for one alternate selects the same route option for the other three alternates. 10. 1 2 3 5 6 7 8 9 The selected route option is identified by <SEL>. The ICAO ALTN pages show specific data about alternate airports. WIND Entry of data into these lines causes a recomputation of ETA and arrival fuel. Entry and exit to the offset is the same as for the RTE page offset. then routing is direct to the alternate airport. Three route options to the airport can be selected: DIRECT TO OFFSET OVERHEAD direct to alternate flight plan route with an offset flight plan route to a waypoint then direct to alternate. 4. All flight plan waypoints are deleted. VIA DIRECT TO Pressing the line select key (LSK) selects present position DIRECT TO alternate route option. Altitude entries apply to all four alternates. Alternate Airport ETA/Fuel (XXXX ETA/FUEL) Displays the calculated airport ETA and arrival fuel based on the selected route. 7. Does not select route option. A separate ALT/OAT entry may be made for each of the four alternates. VIA OVERHEAD Pressing the LSK will: • with scratchpad empty. Valid entry is a direction in degrees/speed in knots from 1 to 999. the route used for a diversion. ERASE Prompt Erases most recently entered data. (Not simulated) 9. and speed shown on this page. enters offset data. All waypoints after overhead waypoint are deleted. 4 10 1. Valid entry is an altitude/temperature in degrees C. Enter any waypoint in the active or modified route. 3. selects OVERHEAD option • with overhead data in scratchpad. VIA OFFSET Pressing the LSK will: • with scratchpad empty. Displays the estimated average wind for the divert route. Altitude/Outside Air Temperature (ALT/OAT) Entry of data into these lines causes a recomputation of ETA and arrival fuel. Altitude (ALT) Entry of any valid altitude or flight level into this line recalculates the ETA and arrival fuel. Note: After a divert is executed. All flight plan waypoints are kept. Speed modes available are: • ECON (economy) • LRC (long range cruise) • any CAS or Mach. DIVERT ICAO SELECTED This prompt performs the same function as the DIVERT NOW function described on the ALTN page. Speed (SPD) Entry of speed or Mach number into this line causes a recomputation of ETA and arrival fuel. Displays the OAT for a specific altitude.Level-D Simulations 767-300ER Flight Management System 85 ICAO Alternate Page(s) Each of the four alternate airports shown on the ALTN page have a related ICAO ALTN page. (Not simulated) 8. altitude. Speed entries apply to all four alternates. 2. Speed entries do not become part of the diversion modification. the ICAO ALTN page data is not updated until all CDUs change to a page other than the ICAO ALTN page. The waypoints up to the selected or entered overhead waypoint are kept. A separate wind entry may be made for each of the four alternates. Flight Management System 85 . 5. Displays active waypoint in flight plan. ETA and fuel remaining are calculated based on the selected option. Altitude entries do not become part of the diversion modification.

If LNAV is engaged when the offset is executed. enter L02 • To fly to the RIGHT of the active route by 2nm. The route remains a solid magenta line. in situations where a revised clearance is not possible or practicable. the aircraft will turn to an intercept heading and capture a parallel offset course to the original route. Guidance and Information Material Concerning Air Navigation in the North Atlantic Region (NAT Doc. the offset route is shown as a dashed magenta line on the EHSI map display. 001) Flight Management System 86 . or transition. 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. STAR. OFFSET Route Prompt Valid entries are L (left) or R (right) followed by a distance from 0 to 99 in nautical miles.Level-D Simulations 767-300ER Flight Management System 86 Route Offset Route offsets are selected on the RTE page. enter R02. 1 An offset may be removed by: After execution. • deleting the offset • proceeding direct • entering an offset value of zero. The OFFSET route prompt is displayed on the RTE page at 6R LSK when the airplane is airborne and not on a SID. Why use the route offset? The route offset may be utilized by the crew on North Atlantic routings to avoid wake turbulence from other airborne traffic: An aircraft that encounters wake vortex turbulence from another aircraft and needs to deviate. Entering a distance value into the OFFSET column creates the selected offset. However. 1. the pilot may initiate the following temporary lateral offset procedure with the intention of returning to the centre line as soon as practicable. • To fly to the LEFT of the active route by 2nm. shall notify ATC and request a revised clearance.

Departure and arrival runway selections may also be made from these pages. Type the ICAO airport code into the scratchpad and press the 6R LSK to display the ARR Page for that airport. if programmed. The ORIGIN airport. This page facilitates route programming if a divert back to the departure airport is required. Standard Terminal Arrivals (STAR). The display is for reference only and cannot be selected. 8. if programmed. displays in the middle column. 5. 3. is displayed in the middle column. 6. Flight Management System 87 . These procedures contain waypoints and runway specific procedures for departure and arrival. Arrival Page (RTE 1 . Arrival Page (OTHER) Used to display the ARRIVALS Page of an airport not shown in the DEP/ARR INDEX. 7. The display is for reference only and cannot be selected. 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.Level-D Simulations 767-300ER Flight Management System 87 Departure and Arrival Page (DEP ARR) The Departure and Arrival pages are used to select pre-programmed procedures in the FMC database. if programmed. The ORIGIN airport. if programmed. 2. displays in the middle column. Type the ICAO airport code into the scratchpad and press the 6L LSK to display the DEP Page for that airport. This page facilitates route programming if a divert back to the departure airport is required. Their use facilitates programming standard instrument procedures for the origin and destination airports.ORIGIN) Press to display the ARRIVALS Page for the RTE 1 ORIGIN airport. The DESTINATION airport. 4. Departure Page (RTE 2) Press to display the DEPARTURES page for RTE 2. if programmed. DEP/ARR INDEX Page 1 2 4 5 6 7 3 OTHER 8 1. if programmed. Departure Page (OTHER) Used to display the DEPARTURES Page of an airport not shown in the DEP/ARR INDEX.DEST) Press to display the ARRIVALS Page for the RTE 2 DEST airport. Pressing the DEP ARR function key displays the DEP/ARR INDEX page when there is no active route. Arrival Page (RTE 2 . Departure Page (RTE 1) Press to display the DEPARTURES page for RTE 1. and Approach procedures are available for addition to RTE 1 or RTE 2.DEST) Press to display the ARRIVALS Page for the RTE 1 DEST airport. Arrival Page (RTE 2 – ORIGIN) Press to display the ARRIVALS Page for the RTE 2 ORIGIN airport. the departure or arrival procedure page for the origin or destination airport in the active route is displayed automatically depending on phase of flight. If the DEP ARR key is pressed when a route is active. the “<INDEX” prompt at the 6L LSK found on all DEP ARR pages can be used to return to the DEP ARR index page. is displayed in the middle column. is displayed in the middle column. If a different DEP ARR page is required. Arrival Page (RTE 1 . is displayed in the middle column. The DESTINATION airport. The ORIGIN airport. Standard Instrument Departures (SID). The ORIGIN airport.

only those runways appropriate for the selected SID are displayed. press the LSK abeam the transition name. When a selection is made on this page. 1 2 4 3 5 1.Level-D Simulations 767-300ER Flight Management System 88 DEPARTURES Page The departure page is used to select the departure runway and SID (if available) for the ORIGIN airport of the selected route. <SEL> is displayed abeam the selection name and all other selections in that column are cleared from the screen. If the SID is not runway specific. The title banner across the top of the screen indicates the airport and route for which the procedures apply. When a selection is made. If a selection was made in error while working with an inactive route. <ACT> is displayed for a currently active runway. When a SID is selected. ROUTE Prompt Press the 6R LSK to display the route page. If working with an active route. 3. When a selection is activated using the EXEC function key. To select a SID transition. return to the DEP/ARR INDEX page and reselect the DEP screen to restore the display of all procedures. When working with an active route. all runways remain displayed. Available SID transitions are displayed automatically upon SID selection. Runways Press the LSK abeam the runway name to make it the departure runway. an “<ERASE” prompt is displayed any time a selection is made. SID Transitions SID transition procedures (if available) are displayed when a SID is selected. SID Name Press the LSK abeam the SID name to add the SID to the route. Press the LSK abeam the TRANS name to add the SID transition to the route. The <SEL> prompt indicates a selected SID that has not been activated. Flight Management System 88 . 4. Available SIDs are listed in the left column of the screen and available runways are listed in the right column of the screen. 2. all waypoints for the selected procedure are added to the route. the EXEC key must be pressed to activate the changes. When working with an active route. The <SEL> prompt indicates a selected runway that has not been activated. INDEX Prompt Press the 6L LSK to display the DEP/ARR INDEX page. <ACT> is displayed for an activated SID. 5. Selections are made by pressing the LSK next to the procedure or runway name. simply press the “<ERASE” prompt that appears at the 6L LSK to cancel the selections made. <ACT> is displayed abeam the selection.

STAR Name Press the LSK abeam the STAR name to add the STAR to the route. <ACT> is displayed abeam the selection. Available APPROACH transitions are displayed automatically upon APPROACH selection. a RWY EXT prompt displays at the 3R LSK. only those approaches and runways that apply to the selected star are displayed. the landing runway is automatically added to the route. <ACT> is displayed for a currently active approach and/or runway. a waypoint is automatically created on the runway inbound course at the distance specified. If an approach procedure is selected. the EXEC key must be pressed to activate the changes. When working with an active route. the runway is automatically selected. The <SEL> prompt indicates a selected STAR that has not been activated. Available STARs are listed in the left column of the screen. The <SEL> prompt indicates a selected approach or runway that has not been activated. and APPROACH for the destination airport of the selected route. When a runway selection is made. Selection of a runway is not required when selecting an approach procedure since the runway selection is automatic. When a selection is activated using the EXEC function key. If working with an active route. STAR. To select a STAR transition. Selections are made by pressing the LSK next to the procedure or runway name. Approach Transitions Approach transition procedures (if available) are displayed when an approach is selected. The FMC adds a waypoint called RXxxx. To select an APPROACH transition. an “<ERASE” prompt is displayed any time a selection is made. STAR Transitions STAR transition procedures (if available) are displayed when a STAR is selected. Available RUNWAYS are listed in the right column after the available approaches.Level-D Simulations 767-300ER Flight Management System 89 ARRIVALS Page The ARRIVALS page is used to select the landing runway. Selection of a runway without an approach procedure is done by pressing the LSK abeam the runway name. press the LSK abeam the transition name. 4. If a previously selected STAR is runway specific and an approach is selected that does not apply to the selected STAR. ROUTE Prompt Press the 6R LSK to display the route page. If an approach is selected. 1 4 5 2 3 6 1. Press the LSK abeam the TRANS name to add it to the route. Available approaches and runways are listed in the right column of the screen. 2. Valid distance entries are from 1. simply press the “<ERASE” prompt that appears at the 6L LSK to cancel the selections made. When a selection is made on this page. the STAR is automatically de-selected. press the LSK abeam the transition name. Flight Management System 89 . <SEL> is displayed abeam the selection name and all other selections in that column are cleared from the screen.0 to 25. INDEX Prompt Press the 6L LSK to display the DEP/ARR INDEX page. When a STAR is selected. Available STAR transition procedures are displayed automatically upon STAR selection. Press the LSK abeam the approach or runway name to add it to the route. When a selection is made. all waypoints for the selected procedure are added to the route. Approaches/Runways Available approaches and runways are listed in this column. return to the DEP/ARR INDEX page and reselect the ARR screen to restore the display of all procedures. 3. If a selection was made in error while working with an inactive route. When a value is placed in the displayed data box. where xxx is the runway name. 5. The title banner across the top of the screen indicates the airport and route for which the procedures apply. all approaches and runways remain displayed.0. If the STAR is not runway specific. Press the LSK abeam the TRANS name to add the STAR transition to the route. <ACT> is displayed for an activated STAR. When working with an active route. 6.

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. Waypoint crossing constraints may be entered manually or automatically (by procedure). Constraints are filled in automatically when they are part of a selected SID. Waypoints that are part of a procedure or an airway entry on the RTE page are listed individually on the LEGS page. For the active waypoint. The route displayed is active.e. 5. press the “ACTIVATE>” prompt at the 6R LSK followed by the EXEC key. Waypoints with brackets are conditional waypoints. Small type data represents FMC waypoint crossing predictions based on performance data. STAR or approach procedure. The FMC uses these constraints to calculated the VNAV climb and descent profiles. All headings between waypoints are calculated great circle leg headings. The route is drawn on the EHSI with a blue dashed line. or track (xxx° TRK). The modified portion of the route is drawn on the EHSI with a blue dashed line. The route displayed is the active route. Modifications made on the inactive LEGS page have no effect on the active route. Flight Management System 90 . The condition is contained in the bracket and the lateral command contained in the Leg Heading display. press the DEL data entry key followed by the right side LSK abeam the constriction to be deleted. Speed is displayed as airspeed or mach (xxx or . deleted. The entry of airways (jet routes) is not possible on the LEGS page. 4. Waypoint Distance The distance between each waypoint is displayed here. Leg Heading Displays the direction to the waypoint as a magnetic course (xxx°). The route is drawn on the EHSI with a solid magenta line. waypoint speed and altitude constraints for VNAV operation are entered from the LEGS page. 2. Pressing the LEGS function key displays page 1 of the active LEGS page. the distance displayed is from the aircrafts current position to the active waypoint.xxx). Route discontinuities are displayed as boxes in the waypoint name space. Any constraints entered after the CRZ ALT has been reached are considered descent constraints. The constraints entered are handled as climb or descent constraints depending on phase of flight. All constraints entered for waypoints that occur prior to the aircraft reaching the programmed CRZ ALT (on the PERF INIT page) are treated as climb constraints. The waypoints are arranged in the flight planned sequence. 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. 6. Waypoint Speed/Altitude Format is speed/altitude. Switching between legs pages has no effect on the active route. The waypoint information displayed at the 1L LSK on the first page represents the active leg. To delete a constraint. 3. The previously active route remains in memory as the inactive route. 1 2 3 5 6 4 7 1. Waypoints can be added. Large type data are speed and/or altitude VNAV crossing constraints for the waypoint.Level-D Simulations 767-300ER Flight Management System 90 LEGS Page The LEGS page lists all waypoints for a route programmed into either RTE 1 or RTE 2. heading (xxx° HDG). HOLD AT). Also. To activate the inactive route from the LEGS page. Special procedures are displayed here as well (i. 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. but has a modification to it that needs to be executed before the changes become active. Waypoint Name The waypoint name is displayed abeam each LSK starting at the 1L position. Altitude is displayed in thousands or as flight levels (xxxxx or FLxxx). and resequenced using the LSKs abeam each waypoint. An “ACTIVATE>” prompt is shown at the 6R LSK. 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. From this page. waypoints in the route can be managed when navigating via LNAV. Constraints are entered manually by typing the airspeed/altitude constriction into the scratchpad followed by the right side LSK abeam the desired waypoint.

7000 = cross at 7000) Cross at or above.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 text “<CTR>” is displayed on the FMC next to the waypoint that the EHSI map is centered on.e. The format to enter an airspeed constraint only is “xxx/”. Displayed when the EHSI selector is set to MAP. 11000B10000A = cross between 11 & 10. When a step size is specified. XXXXX or FLXXX) and press the right side LSK abeam the desired waypoint. This is discussed in the VNAV section of this manual.. 7000A = cross at or above 7000) Cross at or below.e.. A suffix may be added to the altitude constraint as follows: (None) A B A&B Cross at the exact altitude. Flight Management System 91 . Cruise speed and altitude predictions are shown for all waypoints after the cruise altitude set in the PERF INIT page has been reached. (i.e. XXXX. 7000B = cross at or below 7000) Cross in between. Press to activate the displayed route. 1 2 3 5 6 4 7. (i. the altitude prediction displays the recommended cruise altitude based on performance data and step size..Level-D Simulations 767-300ER Flight Management System 91 A waypoint altitude constraint may be entered with or without an airspeed constraint. (i.e. Cruise speed and altitude changes are not made through LEGS page entries.. To enter an altitude constraint without an airspeed constraint. where xxx is airspeed and XXXXX is altitude. The format is “xxx/XXXXX”. type the altitude into the scratchpad (format XXX. When the step size is set to “0”. the altitude prediction will match the programmed CRZ ALT. The altitude prediction displayed will not match the CRZ ALT when a step climb is recommended. 6R LSK Prompt There are three possible prompts displayed at LSK 6R: RTE DATA ACTIVATE STEP 7 Press to display the route data page. Press to cycle through each waypoint displayed on the EHSI.. Cruise altitude predictions are based on performance calculations resulting from the STEP SIZE entered on the PERF INIT page.. (i.

Flight Management System 92 . This is done by line selecting a waypoint into the active waypoint position (1L LSK of LEGS page 1). All waypoints between the currently active waypoint and the newly selected down track waypoint are removed upon execution. It is important to use page 1 of the LEGS page because the active waypoint position is the 1L LSK on that page. Additionally. Pressing the EXEC function key and the LNAV button on the MCP causes the AFDS to fly directly to the waypoint. If the active waypoint is the desired Direct To Waypoint.Level-D Simulations 767-300ER Flight Management System 92 LEGS Page Waypoint Management (LNAV) Waypoint modifications made on the LEGS page allow LNAV to properly track the intended route of flight. or HDG SEL to intercept a course toward a waypoint. The FMC draws a course line direct to the newly entered waypoint. Discontinuities in the route can also be connected from the LEGS page when working with pre-programmed departure. The term “line select” in these explanations refers to pressing the LSK abeam a waypoint. Waypoints can be added and deleted from the LEGS page as changes to the flight plan are made.5 miles of the active route... If the aircraft is within 2. If the aircraft is not in a position to join the active route. press the EXEC function key and the LNAV button on the MCP. the active waypoint can be changed to permit specific inbound and outbound course intercepts. Notice that the RBV waypoint is both the active waypoint Direct To. press the LSK next to the desired waypoint to transfer it to the scratchpad. If the Direct To waypoint is further down in the LEGS listing. To complete the change and navigate direct to RAV. Direct to Waypoint The easiest way for LNAV to join a route is to fly directly to a waypoint in the LEGS page. Notice that both SUZIE & RBV waypoints have been Direct To. press the EXEC function key and the LNAV button on the MCP.. The FMC calculates a direct course to the waypoint and displays the modification on the EHSI with blue dashes. RAV removed and a new course line has been drawn direct to RAV. the active waypoint must be modified on the LEGS page for LNAV to navigate toward it. 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. A new waypoint can be designated as the Direct To waypoint.. arrival and approach procedures. This is done one of two ways: Direct to a waypoint. Then press the 1L LSK of page 1 to make the modification. Then press the 1L LSK a second time to have the FMC draw the new course line direct to the waypoint. Press the 3L LSK to place RAV in the scratchpad followed by pressing the 1L LSK. Type the name of the waypoint into the scratchpad and press the 1L LSK on LEGS page 1. RBV is the active waypoint and has been line selected twice to redraw a direct course line. LNAV mode will engage and track the route when selected on the MCP. The methods used to engage LNAV to follow a route are also discussed and demonstrated. The following examples discuss the methods used to make LEGS page modifications. Consider the following example. To complete the change and navigate direct to RBV. press the 1L LSK one time to place the waypoint name in the scratchpad. The LEGS page from the previous example is still in use and our clearance is now to fly direct to RAV. RBV and the modified waypoint with a new course line drawn direct to RBV. Consider this example.

Press the 4R LSK to select the abeam points feature. an “ABEAM PTS>” prompt is presented at the 4R LSK. It is beneficial for situational awareness to know when the aircraft is abeam these eliminated waypoints when navigating on long direct route clearances. EWC the previous example is still in use. Also... When the route modifications are executed. Flight Management System 93 . RAV. Pressing the 1L LSK to go direct to EWC causes the “ABEAM PTS>” prompt to display at the 4R LSK.. To complete this part of the clearance and navigate direct to ETX. This indicates that abeam points will be created upon executing the modifications. Also. Close Discontinuity ETX to RAV Consider this example.. Consider the following example. Press EXEC to make the modifications active.. The LEGS page from Direct to. Press the 5L LSK to put EWC in the scratchpad. press the EXEC function key and the LNAV button on the MCP. The previous clearance example is to fly to ETX (shown above) and then to RAV. the RBV and SUZIE waypoints have been removed. The LEGS page from the above example is still in use. To complete the change and remove the discontinuity.. The abeam points created are perpendicular to the bypassed waypoints. the word SELECTED appears. Clearing a Route Discontinuity To clear a route discontinuity. ETX Type ETX into the scratchpad and press the 1L LSK on LEGS page 1. press the EXEC function key and the LNAV button on the MCP.Level-D Simulations 767-300ER Flight Management System 93 Consider the following example. Notice that a route discontinuity is placed between the new waypoint and the existing route. Notice that when the ABEAM PTS> prompt is pressed. Pressing the 4R LSK arms the abeam points feature. The new clearance is to fly direct to the EWC waypoint. Direct To. Abeam Points (ABEAM PTS) Many clearances result in the elimination of waypoints from the LEGS page. Closing the resultant discontinuity is discussed below. the FMC creates abeam points on the new route to indicate where the bypassed waypoints would have been. Notice that ETX is now connected to RAV on the EHSI. line select a waypoint from below the discontinuity and line select it to the discontinuity boxes. The LEGS page from the previous example is still in use and our clearance is now to fly direct to ETX. a course line direct to ETX has been drawn. Press the 5L LSK to put RAV in the scratchpad followed by pressing the 2L LSK. Anytime a route modification is made.

When the LNAV button is pressed. type 290 into the scratchpad and press the 6R LSK to specify the INTC CRS. The EWC waypoint has been line selected to the 1L position. Press EXEC to make the modification active and PRESS LNAV on the MCP to arm it for course capture. Route Copy (RTE COPY) Anytime a modification is made on the legs page. Switching to the RTE 2 LEGS page after executing the changes reveals that the previously active route is now stored in RTE 2. BUR01) by the direct to EWC modification. The steps for waypoint selection are the same as those for creating a Direct To waypoint. Press the 5R LSK to place a copy of the currently active route into the RTE 2 pages. Notice that when the RAV waypoint is line selected to the 1L LSK that the INTC CRS prompt displays 282 in small type. The use of the Route Copy feature is helpful when making major changes to the currently active route. Using the LEGS page from a previous example. Flight Management System 94 . Consider the following example. the clearance is to fly a 270° heading to intercept the RAV 110° radial (290° inbound course) and track it inbound. Pressing the 5R LSK prior to executing the modification places a copy of the currently active route into the inactive route page.. Press EXEC to make the changes and then press the 6L LSK to switch to the RTE 2 LEGS display. LNAV is armed for course interception upon reaching the specified inbound course line. RAV01. The contents of the inactive route page are automatically updated with the current route waypoints. This is the FMC calculated direct course to RAV. Notice how the “RTE COPY>” prompt changes to “COMPLETE” when the 5R LSK is pressed. When the modifications are executed. Then line select RAV to the 1L position to make it the active waypoint. the course listed for RAV shows as 290° and the course line is drawn on the EHSI. When 290 is entered. The first step is to put the AFDS in HDG SEL mode on a 270° heading. Intercept Course To This feature is used to create a specific inbound course to a waypoint for LNAV to follow.Level-D Simulations 767-300ER Flight Management System 94 Direct to. EWC with ABEAM points Note that the FMC has created custom named waypoints for each waypoint bypassed (ETX01. the “RTE COPY>” prompt is presented at the 5R LSK. Intercept 290° course to RAV waypoint Consider the following example. switch to the inactive route page and reactivate the previous route. The LEGS page from the previous example is still in use. it appears in large type since it is a manually entered intercept course. VAL01. Pressing the EXEC key creates the specific inbound radial on the EHSI and HDG SEL is used to fly toward the inbound course. This indicates that the route copy has been successful. The specific intercept course is entered at the 6R LSK INTC CRS prompt. If the previous route needs to be restored after executing the route modifications.. Then.

Then using the FMC keyboard type in “/-75” (backslash minus 75) so that the scratchpad contains “PDZ/-75”. VALLO) between BURNI and SUZIE with the Line Select Keys. Delete the SUZIE waypoint. You may also manually enter PDZ into the scratchpad. Follow the same procedure as described above. Start by pressing the DEL data entry key. A route discontinuity is placed after the added waypoint since the FMC does not make course assumptions after the addition of a new waypoint. a route discontinuity is presented in place of the deleted waypoint. 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. Use the NEXT and PREV PAGE keys to move between LEGS pages. A Waypoint may be line selected from any LEGS page and then line selected onto a different LEGS page. Consider the example using the DEL key. press the LSK next to the PDZ to transfer it into the scratchpad. Waypoint Deletion There are two methods to delete waypoints from the route. Along Track Waypoints Along track waypoints are distance fixes measured to or from a waypoint along the active route. 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). You can also delete multiple waypoints. Notice that two waypoints were deleted with one action. Using the example above. Moving waypoints within a route is not limited to only those found on LEGS page 1. 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. The only waypoint on the LEGS page that cannot be deleted is the active waypoint. are automatically deleted upon execution. When the new waypoint is line selected to 1L. Now press EXEC to make the modification active. From the LEGS page. press the 5L LSK to place BURNI in the scratchpad. 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. The “PDZ/-75” entry tells the FMC to create a waypoint that is 75 miles prior to PDZ. This represents a point 75 miles prior to the PDZ VOR that is along the present FMC track. including those on any skipped pages. The discontinuity can be closed by line selecting a waypoint from below the discontinuity line into the discontinuity boxes. Press the 3L LSK to place BURNI below SUZIE in the route. Then press the same LSK to enter the along track waypoint into the route. You must close the resulting route discontinuity and press EXEC to make all waypoint additions/modifications active. The FMC will add “PDZ01” into the route as the active waypoint. Notice that a route discontinuity has taken the place of the SUZIE waypoint. suppose Air Traffic Control requests that you report crossing 75 miles west of the PDZ VOR. The easiest way to accomplish this is to line select BURNI and place it below SUZIE.Level-D Simulations 767-300ER Flight Management System 95 EXEC & engage LNAV mode An intercept course may also be specified for a waypoint that is not on the active route. All bypassed waypoints from the re-sequencing are deleted upon execution without causing a route discontinuity. When this method is used. This places the word DELETE in the scratchpad. To do this. For example. All bypassed waypoints. the FMC assumes a direct course to the specific waypoint as was demonstrated in a previous example using the ETX waypoint. If no course entry is made. The first involves the use of the DEL key to delete individual waypoints from the route. Also. the INTC CRS prompt displays with boxes for the entry of a specific inbound course. let’s delete the 2 waypoints (RAV. the modifications executed had no effect on the active waypoint. Now press the 2L LSK abeam the SUZIE waypoint to delete it. but that would require two separate deletions and a closing of the resulting discontinuity. The second involves changing the waypoint sequence within the LEGS pages. This example could have been done using the DEL key method. Flight Management System 95 .

“150” (bearing or radial). To place a lat/long coordinate into the route. there is a departure point called “AVRON” that is used when departing KJFK over the ocean. Suppose we are flying the 090° heading from the fictitious LDS VOR and are cleared to fly direct to the 25 DME point along the LDS 210° radial. To overcome this problem. Flight Management System 96 . In this case. enter the lat/long coordinates for the AVRON waypoint. If you attempt to enter AVRON into the LEGS page. In our example. 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. they would be sequentially numbered “02”. This forms an intersection that the FMC draws on the EHSI as a waypoint. Intersection Waypoints Another custom waypoint that can be entered into the FMC is created using two crossing radials from different fixes. Anytime a custom waypoint is created in the FMC. by using the same procedure outlined above for any waypoint that exists in your routing. it assigns a sequentially numbered name for the waypoint based on its “anchor” point (in this case. If more waypoints were created using the LDS VOR. LAT/LONG Waypoints The FMC is capable of accepting directly entered latitude/longitude coordinates as a waypoint. The aircraft continues to navigate towards LDS until this modification is executed by pressing the EXEC key. The place/bearing/distance type waypoint can be created and placed anywhere in your route on the LEGS page. “/”. This is the exact point where the LDS 150° radial crosses the WLP 270° radial. After passing this point. The new waypoint is created at the exact lat/long position entered. “03”. A discontinuity is presented because the FMC wants to know where to go after the newly added waypoint. the title of the LEGS page changes to “MOD”. we want to rejoin the original route at the BVC waypoint. The FMC creates the waypoint and names it “LDS01”. the lat/long coordinates can be used to represent the missing waypoint (as demonstrated in the above example).0” into the scratchpad and press the appropriate left LSK on the LEGS page to insert the point 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. the “LDS” point is used because it is the first fix used to form the new waypoint. we are navigating toward the fictitious (but fabulous) VOR known as LDS. This point is not part of the FMC database. the waypoint is called “LDS01”. Then press the 2L LSK to put BVC into the discontinuity boxes. not just the active waypoint. For example. This deletes the original LDS waypoint and connects the newly created “LDS01” waypoint to the BVC waypoint. This entry breaks down as follows: “LDS” is the VOR starting point of the radial (place). the autopilot navigates toward the newly created place/radial/place/radial waypoint (LDS01) and then continues on to the BVC waypoint. if the FMC cannot find a waypoint in the database. The format for this type of point is exactly the same format used for position initialization. “WLP” (place). The FMC names the new waypoint by abbreviating the lat/long coordinates as shown in the picture below. and so on. For example. Since this is a modification to the route. DME Waypoints The FMC allows for the creation of a waypoint that is defined by an exact distance along a VOR radial. 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.0W06700. This entry breaks down as follows: “LDS” (place). Since this is the first custom waypoint using “LDS”. The EHSI will display that a new waypoint has been created and named LDS01. This type of waypoint is used extensively for oceanic routings. We now want to alter our route and navigate towards the intersection of the LDS 150° radial (or bearing) and the WLP 270° radial. This type of custom waypoint can also be created on the ground during route programming on the ROUTE page. “270” (bearing). an FMC message “NOT IN DATABASE” is generated. we want to continue after LDS01 (“LDS150/WLP270”) to the BVC waypoint. The new waypoint is named using the first anchor point. Do this by pressing the adjacent LSK to place BVC into the scratchpad. Enter this special waypoint using the following format: (place)(bearing)/(distance) Type “LDS210/25” into the scratchpad using the FMC keyboard. “210” is the LDS radial (radial).Level-D Simulations 767-300ER Flight Management System 96 Along track waypoints can be added for any waypoint in your route. This point is the same as the AVRON point listed on the departure chart for KJFK. LDS). With the AFDS in LNAV. Also. Type “N4110.

The FMC calculates the temperature for the remaining altitudes based on a standard lapse rate. The known OAT for any altitude may be entered on this line.Level-D Simulations 767-300ER Flight Management System 97 Route Data Page (RTE DATA) The route data page displays progress data for individual waypoints in the active route. type an altitude into the scratchpad and line select it to the 1L LSK. Pressing the right side LSK of any waypoint calls up the waypoint wind data page. The page is accessed by pressing the “RTE DATA>” prompt at the 6R LSK of the LEGS page. “Willy Wonka” (Level-D tailed article created by A de “Getting candy-maker) entitled e 767 forum regular and ions” is available in th curate Fuel/ETA predict more ac ft Operating Tutorial. Wind data can be entered for up to three altitudes. The dashed prompts at the 5R LSK of the wind page are for altitude/temperature information. Enter the wind speed and direction for the altitude and line select it into the dashed prompts. To enter wind data on the page. 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. Wind page data entry has to be executed with the EXEC key to become active. 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. appendix of the Aircra Flight Management System 97 . The Estimated Time of Arrival (ETA) and estimated fuel for each fix is displayed.

Headwind/Tailwind Displays the current headwind (H/) or tailwind (T/) component relative to aircraft heading. To access the progress page. Waypoint TO NEXT DEST Active waypoint Next route waypoint Destination airport entered in route page. Position Report Prompt Pressing the 6L LSK displays the position report page. In this example. Wind Actual wind at the aircrafts present position. 1. FUEL USED TOTALIZER CALCULATED 1 5 6 2 7 3 8 4 Calculated fuel used by the LEFT and RIGHT engines are listed along with the total (TOT) fuel used by both engines. 4. Distance and time to reach the top of the descent. Estimated Time of Arrival (ETA) Displays the ETA for the respective waypoint and the destination. The flight number (if entered) on the RTE page is displayed in the title. 5.4 nautical miles to the right of the FMC leg track. Fuel Displays the estimated amount of fuel when arriving at each point. Progress Page 1 1 2 3 4 5 6 6 1. 3. Flight Management System 98 . Distance and time to reach the final waypoint in the descent profile. Distance and time to reach the step climb point. Fuel Data Displays fuel used and fuel quantity information. True Airspeed Aircraft true airspeed. 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. Displays the FMC calculated fuel remaining. Vertical Track Error (VTK) Data is only displayed while on a VNAV descent. between the active and the next waypoint. press the PROG function key on the CDU. Static Air Temperature Displays static air temperature outside the aircraft. 6. 7. 3. Progress Page 2 Press the NEXT PAGE function key to access this page. Crosswind Displays the crosswind (Left or Right) component relative to the aircrafts heading. 4. 5. Displays the amount of fuel indicated on the fuel gauges.Level-D Simulations 767-300ER Flight Management System 98 Progress Page (PROG) The progress page summarizes flight progress data for the active route. 6. Distance To Go (DTG) Displays the distance to the active waypoint. This value is determined using fuel flows for each engine subtracted from the total fuel quantity indicated prior to engine start. This page presents progress page data (depicted to the right) organized in a standard format for ATC reports. Crosstrack Error Displays aircraft distance from the active route. 8. Deviations from the calculated vertical path are registered here as above (+) and below (-) the path in feet. and to the destination. 2. the aircraft is 0. 2.

If no fix is entered into the page. navaid. Examples of bearing and distance entries for the FJC fix are shown below.Level-D Simulations 767-300ER Flight Management System 99 FIX Page (FIX) The FIX page allows for the lookup and display of any waypoint. 71 is the distance to the abeam point from the aircrafts present position. The entered waypoint is displayed on the EHSI and the fix distance and relative bearing to the aircrafts current 3 position is displayed on the fix page. 2. but they could have been entered onto one line as “060/25”. The 060 entry draws the 060° radial from the FJC fix. 10000 is the predicted crossing altitude. The example above shows how these coordinates have been inserted into the route after the RBV waypoint. enter “/xx” and press the LSK abeam an empty data box. altitude) for when the aircraft will pass abeam the entered fix while flying on the current route. The fix page can also 2 be used to enter abeam waypoints into the active route. 4 Pressing the FIX function key displays the FIX page. distance. This example shows these entries on two separate lines.. 1908Z is the predicted abeam point crossing time. It is most 1 often used to display a waypoint that is not on the active route. or airport name into the scratchpad and line select it to the 1L position. The 5L data line displays the abeam point predictions. Fix Entry Box Enter a waypoint. 5 There are two fix pages available for the entry of two different fixes for display. time. The example above shows the FJC navaid 1 entered into the FIX page 2 . The format is XXX/xx where XXX is a radial and xx is a DME. 206/21 is the radial and DME from the fix that intersects with the current route. Up to three radials and three distances can be entered for each fix. The “/25” entry draws a dashed circle that represents 25 miles from the FJC fix.. the 1L position displays box prompts for the entry of data. Pressing the 5L LSK a second time transfers the coordinates for the abeam point into the scratchpad. Flight Management System 99 . This example creates an abeam point on the displayed route for the FJC fix. Fix EHSI Display Fixes entered in the fix page are displayed on the EHSI with a green circle around the fix symbol. These coordinates can be added to the route as an abeam point reminder. Enter the fix name into the scratchpad and press the 1L LSK to enter it into the fix page. or airport in the FMC database.. 4. 3. If a distance is desired. navaid. 1. Pressing the 5L LSK a second time (with prediction data displayed) places the abeam point coordinates into the scratchpad. Bearing/Distance Enter radials or distances from the fix to be shown on the EHSI.. ABEAM Prompt Pressing the 5L LSK displays prediction data (radial/DME.

type “L” or “R” into the scratchpad and press the 3L LSK. A valid entry is XXX/yyyyy. Speed/Target Altitude Defines the speed and altitude for the holding pattern. The HOLD AT data box is displayed at the 6L LSK when pressed. The quadrant. To redefine the leg time. Inbound Course/Direction This field automatically fills in with a direct entry holding course and right hand turns when a holding waypoint is defined. For example. where XXX is a speed and yyyyy is an altitude. Note The INBD CRS field automatically updates when an entry is made on this data line. 9. (Not currently modelled) 11. 8. (Not currently modelled) 10. expressed as a reference to a compass point. 5. this field automatically fills with either prediction data (small type) or waypoint speed and altitude constraints from the LEGS page (large type). Hold Available Displays the amount of holding time available before the reserve fuel amount is reached. Note Any data in the QUAD/RADIAL data field automatically updates when changes are made to this data field. or when the HOLD key is pressed with a holding waypoint already defined. 7. Best Hold Speed Displays the recommended best holding speed based on aircraft weight and altitude.5 above 14. The HOLD page is where the holding pattern is described and modified. 4. type the desired length in miles of the inbound holding leg and press the 5L LSK. Note The LEG TIME field is cleared when a LEG DIST is defined.0 at or below 14. Flight Management System 100 . 1 2 3 4 5 6 7 8 9 10 11 Defining the holding pattern. 1. To change the inbound course. NEXT HOLD Prompt Permits for the definition of a holding pattern at another holding waypoint. FIX Displays the name of the holding fix. To change the holding pattern direction. This data is used by the FMC to update performance data and to redraw the holding pattern accurately on the EHSI. 6. all modifications made must be executed by pressing the EXEC function key. Enter the desired holding radial into the scratchpad and press the 2L LSK to re-define the holding pattern based on the entered radial. Leg Time Displays the length in minutes of the holding patterns inbound leg. entering 160 into the scratchpad and pressing the 2L LSK displays “SE/160” in the data line. If a holding pattern is already programmed. type the desired time into the scratchpad and press the 4L LSK. Note If an entry is made in the LEG DIST field. Expect Further Clearance Time A manually entered time that is used by the FMC for fuel and time predictions. the inbound holding course is the inbound course to the waypoint along the route. Quadrant/Radial Used as an alternate method to describe the holding radial on which the holding pattern is based.000 when the holding fix is initially defined. 2. When the hold is initially defined. Since modifications to the HOLD page can effect the aircrafts flight path. 3. enter the new course into the scratchpad and press the 3L LSK. FIX Estimated Time of Arrival The estimated time of arrival at the holding fix is displayed. The HOLD page is displayed when a holding waypoint is initially defined. The holding pattern is drawn on the EHSI and is followed by LNAV based on entries in this page. this field is automatically cleared. is automatically filled in with the entry of a radial. Leg Distance Used as an alternate method to describe the size of the holding patterns inbound leg. To redefine the inbound holding pattern leg using distance. Manually entered data redefines the holding pattern and is displayed in large type. A new HOLD page is created when additional holding waypoints are defined.000 and 1.Level-D Simulations 767-300ER Flight Management System 100 HOLD Page (HOLD) Pressing the HOLD key permits the programming of a holding pattern into the current route. The default value is 1. pressing the HOLD key displays the holding page for the first programmed holding pattern. If the waypoint is on the current route.

This page displays information about each tuned radio and allows for control over frequency tuning.8. To cancel a remotely tuned selection. tuning status. Pressing the EXIT HOLD Prompt at the 6R LSK arms the FMC to exit the hold. Flight Management System 101 . To place the holding pattern into the route. A more direct method to exit the hold is to go direct to another waypoint. This action displays the holding page for the waypoint and places the new waypoint into the route along with a route discontinuity. VOR R is tuned to 117. The holding pattern continues normally until the holding waypoint is reached. VOR R is situated on the F/O glareshield. HOLD AT data box The name of the holding fix gets entered into these boxes. A waypoint from the active route or a new waypoint may be entered into the data boxes. To remotely tune the VOR. and the VOR identifier is DPK. press DELETE followed by the respective LSK. 3. press an LSK on the LEGS page abeam where the holding pattern should be placed. 2. 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. Tuning status indicates: A R M The radio is set to AUTO. a scratchpad message “HOLD AT XXXXX” is displayed (where XXXXX is waypoint).Level-D Simulations 767-300ER Flight Management System 101 When the HOLD key is pressed & no hold pattern exists. Exiting or deleting a holding pattern To delete a holding pattern before reaching it in the route.7. Present Position Prompt Pressing the 6R LSK defines a hold at the aircrafts present position and inserts it into the active route with a route discontinuity. If a new waypoint is entered into the HOLD AT data boxes. simply delete the holding pattern entry from the LEGS page in the same way described for waypoint deletion. at which time the hold is deleted and the active waypoint changes to the next route waypoint. Navigation Radio (NAV RAD) Page 1 2 3 Pressing the NAV RAD function key displays the navigation radio page. the radio is set to AUTO. Note VOR L radio receiver is situated on the Main glareshield. type the frequency or identifier for a navaid into the scratchpad and press the 1L or 1R LSK to tune it. Alternatively. this is displayed: 1 2 1. The holding pattern is placed into the active route in sequence with no route discontinuity. Press the LSK abeam the identifiers to reenter to the scratchpad. 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. The FMC automatically tunes the VOR The radio has been remotely tuned in the FMC. 2. and the VOR identifier is BDR. Radial Displays the current radial to the aircraft from the respective VOR station. VOR Tuning The tuned frequency and status of the left and right VOR receivers is shown at the 1L and 1R positions. Preselect Use the 6L & 6R LSK to place identifiers for future use along the routing. Automatic and remote tuning are not available. and navaid identification. In the example above. type A into the scratchpad and press the respective LSK. the radio is set to AUTO. 1. there are two methods available to exit the hold. The radio is set to MAN. If already in the holding pattern. VOR L is tuned to 108. then press the 1L or 1R LSK to place the identifiers to the desired position. Displayed for each radio are the frequency.

This is the reason that ALT HOLD mode does not engage in this situation. Temporary airspeed changes can be handled using speed intervention mode as described previously Once the VNAV cruise altitude is reached. When the flaps are up. pressing the VNAV key displays the VNAV CRZ page. Temporary airspeed changes needed during the climb can be handled using the “speed intervention” mode on the AFDS MCP. Between the T/C and the top-of-descent (T/D). pressing the VNAV key displays the VNAV DES page.000 feet (default value). The active page is determined by the phase of flight. The aircraft climbs or descends to the newly selected altitude using VNAV SPD mode. Three VNAV pages are available for the climb. the default target airspeed becomes 250 knots or lower if restricted by a SID waypoint constriction on the LEGS page. Prior to the top-of-climb (T/C).Level-D Simulations 767-300ER Flight Management System 102 Vertical Navigation (VNAV) Climb. This mode is engaged during all VNAV level offs and during a VNAV path descent. Also. Data entered into the PERF INIT pages is used by the FMC to calculate the vertical performance of the aircraft. All pages are available for viewing at any time by using the NEXT and PREV PAGE function keys. altitude changes during the cruise segment of the flight are handled in cruise climb or descent mode. the EADI annunciates either VNAV SPD or VNAV PTH. VNAV PTH mode takes priority. Pressing the VNAV function key on the CDU calls up the active VNAV page. VNAV Cruise When the aircraft levels off at the FMC programmed cruise altitude. or by selecting long range cruise via the “LRC>” prompt on the cruise 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 VNAV PTH mode indicates that the aircraft airspeed is being maintained using thrust. or encountering an AFDS MCP ALT set lower than the FMC cruise altitude. The VNAV climb airspeed is now set by the MCP value. Pressing the airspeed select knob opens up the airspeed window on the MCP. When encountering an MCP ALT set lower than the FMC cruise altitude. The cruise speed can be changed by manually entering a new airspeed in the cruise page. The economy climb airspeed is based on the cost index entered on the PERF INIT page. When the T/C is reached. the AFDS remains in the VNAV PTH mode until the FMC cruise altitude is set to match. The top-of-climb (T/C) occurs when the FMC Cruise altitude is reached. The TRP automatically enters a CLB mode after takeoff when VNAV is engaged. cruise and descent segments. The climb then continues in the VNAV SPD mode toward the FMC cruise altitude. And after the T/D is reached. Pressing the airspeed select knob a second time cancels speed intervention mode and transfers speed control back to the FMC. pressing the VNAV key displays the VNAV CLB page. When the MCP ALT is initially set to a different altitude. The VNAV SPD mode indicates that aircraft airspeed is being maintained through aircraft pitch. cruise and descent can be automatically handled through the use of VNAV in the FMC and the VNAV function of the AFDS. The climb segment lasts until reaching the FMC programmed cruise altitude. This mode is engaged in a VNAV climb or a VNAV descent (in speed intervention mode). the FMC calculates a descent path and generates descent predictions on the LEGS page as well. VNAV is engaged after takeoff by depressing the VNAV MCP button. This mode is entered when a new cruise altitude is entered in the FMC and the AFDS MCP ALT is set to match. Intermediate level offs during climb can occur in two ways: reaching a LEGS page altitude constraint that is part of a SID. The aircraft remains level until the constraint is cancelled upon passing the constrained waypoint. the MCP ALT must be reset to a higher altitude and VNAV must be re-engaged by pressing the VNAV MCP button. 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). When VNAV is engaged. the VNAV PTH mode is engaged for the level off. To continue the climb in VNAV. When VNAV is the active AFDS mode. VNAV Climb The FMC builds a VNAV climb profile based on data entered into the VNAV CLB page and the LEGS pages. The default cruise airspeed set by the FMC is the economy airspeed based on the cost index entered on the PERF INIT page. The climb and cruise prediction data found on the LEGS pages is derived from this information. When the FMC cruise altitude matches the AFDS MCP ALT. When a LEGS page altitude constraint is encountered. the aircraft levels off in VNAV PTH mode and the VNAV Cruise page becomes the active VNAV page. The FMC then commands for an airspeed acceleration that is initially limited by flap retraction speed limits. A “T/C” symbol is shown along the active route to denote the predicted top-of-climb point. if the FMC cruise altitude is set to a different value and the MCP ALT remains the same. When waypoint descent constraints are programmed into the LEGS pages for an arrival or approach. the VNAV PTH mode is engaged and control over VNAV operation automatically switches to the Cruise page. Flight Management System 102 . the aircraft remains level in VNAV PTH until the MCP ALT is set to match. the AFDS ALT HOLD mode is engaged and speed control is transferred back to the MCP. Passing 10. the target airspeed becomes either the economy climb speed set by the FMC or a manually selected climb speed.

This point denotes when a descent for approach and landing begins. the E/D is the last waypoint on the LEGS PERF INIT page. • if the runway is the active waypoint. Pressing the airspeed select knob opens up the airspeed window on the MCP. If the aircraft reaches the T/D and the opened the FMC remains in VNAV PATH. altitude must be selected on the MCP and the AFDS VNAV button must be pressed. a lower maintaining MCP speed. This approach mode allows VNAV to be used with speed intervention on approach. the VNAV DES page becomes the active VNAV page. If a runway is not selected. Temporary airspeed changes can be handled using speed intervention mode as described previously. by manually entering a new airspeed on the descent page. The VTI pointer indicates if the aircraft is high or low on the VNAV descent path. The descent to the first altitude restriction is accomplished at idle thrust. When the T/D is reached. the EHSI displays a Vertical Track Indicator (VTI) on the right side of the display. with the A/T altitude has not been reset. at which Flight Management System 103 . The VNAV descent airspeed VNAV Descent is now set by the MCP value. The descent speed is also changed by setting waypoint airspeed constraints on the LEGS page. The descent airspeed can be changed page that has an altitude constraint. the AFDS enters ALT HOLD mode. Pressing the airspeed select knob a second time cancels speed intervention mode and transfers speed control back to the FMC. The aircraft remains level until reaching the last waypoint having the same altitude restriction. Descent airspeed is monitored by the FMC to maintain +/. The pointers range is +/. page. • past the first waypoint of an approach. All subsequent “approach” sub-mode. This non-annunciated sub-mode is descents are calculated as straight line descents between LEGS page altitude constraints at the selected speed and active when: required thrust. The end of descent is The default descent airspeed set by the FMC is the economy airspeed based on the cost index entered on the normally the runway selected for approach. the A/T enters THR HOLD mode. The descent phase continues until reaching the end of descent at the destination airport. The descent is accomplished in VNAV • 25 nautical miles from destination. upon reaching the T/D. the VNAV PTH mode remains engaged for the level off. In order for the aircraft to begin an automatic descent • engages when flaps are selected. When the throttle reaches idle during descent. 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. A “T/D” symbol is shown along the active route to denote the predicted top-of-descent point. the MCP ALT must be reset to a lower value and the AFDS VNAV button must be pressed. The cruise phase continues until reaching the top-ofdescent (T/D) point. the DES page airspeed is changed to this new value. The T/D is calculated by the FMC based on arrival waypoint altitude constraints set on the LEGS page. When a waypoint is encountered that has an airspeed constraint. 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. Intermediate level offs during descent can occur in two ways: reaching a LEGS page altitude constraint on a STAR/Approach. Pressing the airspeed select The initial VNAV descent path is calculated from the knob a second time cancels speed intervention mode and T/D to the first waypoint altitude constraint on the LEGS transfers speed control back to the FMC. the AFDS enters ALT HOLD mode when the MCP altitude is reached. or encountering an AFDS MCP ALT set higher than the FMC altitude constraints. After the T/D is reached. the MCP ALT must be set to a In this sub-mode when the MCP speed window is lower altitude. When a LEGS page altitude constraint is encountered that requires a level off. To continue a VNAV descent. A descent in speed intervention mode changes the active VNAV mode from VNAV PTH to VNAV SPD.15 knots of the commanded airspeed while on the descent path.400 feet. PTH mode. Pressing the airspeed select knob opens up the airspeed window on the MCP. Temporary airspeed changes needed during the descent can be handled using the “speed intervention” mode on the AFDS MCP. The VNAV cruise airspeed is now set by the MCP value. Progress page 2 also has a VTK ERROR line that displays the exact vertical track error in feet. To restore VNAV control over the descent.Level-D Simulations 767-300ER Flight Management System 103 Temporary airspeed changes needed during the cruise can be handled using the “speed intervention” mode on the AFDS MCP.

If no altitude constraints are entered into the LEGS page. the VNAV CLB page changes to “AT MINEY” and “8000” since the MINEY waypoint has an altitude constraint of 8000 feet. The altitude is displayed in feet when below the TRANS ALT and as flight levels when above. If the entry of both speeds is desired. 3 6 All modifications to CLB page data require execution with 4 7 the EXEC function key prior to becoming active. The FMC commanded airspeed is IAS until the MACH value is reached. a CRZ ALT is required. Valid entries for altitude are XXX. Flight Management System 104 . Cruise Altitude The cruise altitude entered on the PERF INIT page is displayed here. the FMC target airspeed is limited to the value displayed until reaching the altitude displayed. type xxx/XXXXX (xxx=airspeed.XXX is MACH. enter an altitude into the scratchpad followed by pressing the 1L LSK. The default value is 250 knots until reaching 10. type an IAS or MACH speed into the scratchpad and press the 2L LSK. XXXXX=altitude) and press the 4L LSK. After passing BAKRR. if the AFDS is in speed 2 intervention mode. an “<ERASE” prompt appears at the 8 6L LSK. Speed Restriction This is an optional field for the entry of an additional FMC climb speed restriction to altitude. Waypoint Altitude Constraint Displays the next waypoint altitude constraint entered into the LEGS page. XXX. See the LEGS Page section of this manual for an explanation of how to enter manual speed and altitude constraints. Speed Transition Displays the FMC transition airspeed and altitude.Level-D Simulations 767-300ER Flight Management System 104 VNAV Pages (CLB. ECON SPD is displayed when economy speed is in use. where xxx is IAS and . VNAV CLB Page The VNAV CLB page is primarily used during the climb segment to control airspeed when VNAV is in use. To change the entry. To change the current climb speed. the title page changes to “MCP SPD CLB”.000 feet. 4. XXXX. When VNAV is engaged. When modifications are made. the format is xxx/. 5. The available pages are climb (CLB). In the following example consider the how VNAV climb is managed with waypoint constraints. XXXXX. This entry may be changed or deleted manually. The FMC restricts the commanded VNAV speed to 210 knots until BAKRR (notice that the airspeed prediction for WASTE is 210). To make an entry. To delete the speed restriction. press the DEL data entry key followed by the 3L LSK. If speed intervention mode is in use. and FLXXX. 1. press the DEL key & 3L LSK. Pressing the 6L LSK prior to executing the changes erases all changed data and restores the display of active data. The FMC target climb airspeed is limited to the value displayed until reaching the altitude displayed. cruise (CRZ) and descent (DES). 9 For VNAV to function. The airspeed limit is removed as the aircraft climbs through the altitude displayed. 2. All other data boxes are either optional or display default FMC data. Changes to the cruise altitude on this page are carried over to all other pages that display CRZ ALT. XXXXX=altitude) into the scratchpad and press the 3L LSK. The title of the VNAV CLB page indicates if the data displayed is active 5 1 (ACT) or modified (MOD). SEL SPD is displayed when a speed is manually entered. In this mode. The example LEGS page shows that a speed and altitude constraint of 210/7000B has been entered at the BAKRR waypoint. the title changes to “MCP SPD CLB” to indicate that speed is controlled via the MCP. airspeed is controlled via the MCP and cannot be controlled on the VNAV CLB page. this field is blank. press the DEL data entry key followed by the 2L LSK. To restore ECON speed when SEL SPD is displayed. Speed Display Displays the current target climb airspeed/Mach. To delete the entry. All three pages may be viewed at any time by using the NEXT and PREV PAGE function keys. Additionally. CRZ. Data displayed in large type are speed and altitude constraints (entered manually or by procedure). To change the target cruise altitude. When an entry is made. DES) Pressing the VNAV function key on the FMC CDU displays the active VNAV page. the FMC commanded airspeed and altitude are constrained to the values entered on the LEGS page until reaching the displayed waypoint (AT XXXXX). type xxx/XXXXX (xxx=airspeed. Data displayed in small type are speed and altitude predictions based on performance. The FMC also restricts the VNAV climb to cross BAKRR at or below 7000 feet. Airspeed and altitude climb constraints are entered onto the LEGS page in the right column of the waypoint data line. The page displayed when the VNAV function key is pressed is dependant on the phase of flight. 3.

The format is XXX for IAS and . VNAV will increase speed to 250 knots prior to MINEY waypoint because the airspeed of 250 is displayed in small type. Cruise descent. To restore ECON speed when SEL SPD is displayed. Then. Pressing the 6L LSK prior to executing the changes erases all changed data and restores the display of active data. LRC SPD is displayed when long range cruise is selected. airspeed is controlled via the MCP and cannot be controlled on the VNAV CRZ page. select the new target altitude on the AFDS MCP. This value may be manually changed by typing an altitude into the scratchpad followed by pressing the 3R LSK. whichever is lower. 1. XXXXX. If speed intervention mode is in use. Specific MACH speed that is manually entered. VNAV continues in cruise at the previously programmed altitude. the VNAV CLB page changes to “AT BOACH” and “13000” since the BOACH waypoint has an altitude constraint of 13000 feet or above.Level-D Simulations 767-300ER Flight Management System 105 After passing the BAKRR waypoint. This initiates a VNAV cruise climb or descent to the new altitude. removes all speed and altitude climb constraints 9 entered into the LEGS page. SEL SPD is displayed when a speed is manually entered. In this mode. the title page changes to “MCP SPD CRZ”. MCP is controlling speed. Flight Management System 105 . 7 8. the MCP ALT must be set to a higher altitude than that listed for a LEGS page constraint. Cruise Altitude The cruise altitude entered on the PERF INIT page is displayed here. Maximum Angle Speed Displays the maximum angle of climb speed based on 6 performance calculations. Valid entries for altitude are XXX. Engine out speed. To change the current cruise speed. Changes to the cruise altitude on this page are carried over to all other pages that display CRZ ALT. All airspeed and altitude changes are made from this page only. Cruise speed and altitude changes are never made via the LEGS pages. If VNAV is in use. Speed Display Displays the current target cruise speed. 2. The altitude is displayed in feet when below the TRANS ALT and as flight levels when above. In this case. 6. To change the cruise altitude. After passing MINEY. The BOACH waypoint is not speed restricted since the speed is displayed in small type. VNAV CRZ Page The VNAV CRZ page is used to control airspeed and altitude while in the cruise phase with VNAV engaged. press the “<ECON” prompt at the 5L LSK. the FMC continues to climb until reaching the CRZ ALT or the MCP ALT. and FLXXX. the AFDS levels off in ALT HOLD mode. Climb Direct Prompt When pressed. The title of the VNAV CRZ page displays if the page is active (ACT) or being modified (MOD). all enroute changes in altitude prior to the T/D are initiated by changing the cruise altitude on the CRZ page. Transition Altitude Displays the altitude above which the FMC begins to list altitudes as flight levels. XXXX. Engine Out Speed Prompt When pressed. changes the page to display engine out data. E/O SPD is displayed when the engine out speed is selected. If both altitudes (FMC and MCP) are not changed. Cruise climb.XXX XXXKT Economy cruise. the MCP must be reset to a higher altitude and VNAV reselected on the MCP for a VNAV climb to continue. 2 3 5 7 8 4 All modifications to CRZ page data require execution with the EXEC function key prior to becoming active. This speed is for reference only and cannot be changed. Specific airspeed that is manually entered. 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). (Not currently modelled) 8 9. enter an altitude into the scratchpad followed by pressing the 1L LSK. If the MCP ALT is reached prior to a LEGS page constraint. The title page indicates the cruise speed 1 selected as follows: 6 ECON CRZ CLB CRZ DES ENG OUT LRC MCP M. an “<ERASE” prompt appears at the 6L LSK.XXX for MACH. Keep in mind that for a VNAV climb to continue at each waypoint. type an IAS or MACH speed into the scratchpad and press the 2L LSK. 7. After reaching the cruise altitude in VNAV. (Currently not modelled) Long range cruise speed. Type the new cruise altitude into the scratchpad and press the 1L LSK to change the CRZ ALT. ECON SPD is displayed when economy speed is in use. When modifications are made.

This field is blank if no altitude constraints have been entered on the LEGS page. the page title changes to reflect 4 the manually entered speed. To change the current descent speed.000 feet. To make an entry. where XXX is MACH and xxx is IAS. type an IAS or MACH speed into the scratchpad and press the 2L LSK. This airspeed is used to calculate the VNAV descent path. ECON Prompt Press 5L LSK to change speed display to economy speed. 1. 4. press the DEL data entry key followed by the 3L LSK. Flight Management System 106 . 2. The default value is 240 knots at or below 10. All modifications to DES page data require execution with the EXEC 6 function key prior to becoming active. The FMC target descent airspeed is limited to the value displayed at or below the altitude displayed. press the DEL data entry key followed by the 2L LSK. Additionally. When “0” is entered. Speed Display Displays the current target descent airspeed/Mach. Long Range Cruise Prompt (LRC>) Press the 6R LSK to select the long range cruise speed. When modifications are made. The FMC commanded descent airspeed is MACH until the IAS value is reached. The title of the VNAV DES page indicates if the data displayed is active (ACT) or modified (MOD). XXXXX=altitude) into the scratchpad and press the 3L LSK. 6. the title changes to “MCP SPD DES” 3 to indicate that speed is controlled via the MCP. a step climb is not recommended until 1397 miles which is predicted to occur at 2154Z time. To delete the speed restriction. type xxx/XXXXX (xxx=airspeed. 3. the FMC target airspeed is limited to the value displayed at or below the altitude displayed. Step Size Displays the step climb value used for VNAV STEP TO performance calculations. When VNAV is engaged.Level-D Simulations 767-300ER Flight Management System 106 3. Step Data The STEP TO field displays the recommended step climb altitude based on the step size. The AT field displays the point at which a step climb is recommended. airspeed is controlled via the MCP and cannot be controlled on the VNAV DES page. 7 4 5. this field is blank. In this example. VNAV DES Page The VNAV DES page is used to make modifications to the descent path. If a specific descent airspeed or Mach has been entered. 7 an “<ERASE” prompt appears at the 6L LSK. Speed Transition Displays the FMC transition airspeed and altitude. To restore ECON speed when SEL SPD is displayed. Waypoint Altitude Constraint Displays the next waypoint altitude constraint entered into the LEGS page. (Currently not modelled) 8. ICAO is the standard value and indicates a step climb size of 2000 feet below FL290 and 4000 6 feet above FL290. the title page changes to “MCP SPD DES”. 5. If no altitude constraints are entered into the LEGS page. if the AFDS 2 is in speed intervention mode. all VNAV predictions are based on a constant cruise altitude. the format is . press the DEL data entry key followed by the 3L LSK. Engine Out Prompt Engine out speed. In this mode. To delete the entry. This page is primarily used to make VNAV descent airspeed 5 1 modifications. If the entry of both speeds is desired. Pressing the 6L LSK prior to executing the changes erases all changed data and restores the display of active data. This entry may be changed or deleted manually.XXX/xxx. ECON SPD is displayed when economy speed is in use. 3 5 4. When an entry is made. Valid entries range from 0 to 9000 in 1000 foot increments. If speed intervention mode is in use. 7. To change the entry. 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). XXXXX=altitude) and press the 4L LSK. This speed is commanded by the FMC during the descent until a lower speed is encountered as part of a LEGS page constraint. Optimum and Maximum Altitudes Displays the optimum & 8 maximum cruise altitudes for current gross weight based on FMC performance data. type xxx/XXXXX (xxx=airspeed. Speed Restriction This is an optional field for the entry of an additional FMC descent speed restriction below an altitude. SEL SPD is displayed when a speed is manually entered. End of Descent Waypoint Displays the name of the waypoint in the LEGS page with the lowest altitude constraint.

the VNAV DES page changes to “AT SUZZI” and “9000”. Descend Direct Prompt This prompt displays after the T/D is reached. Above path (speed window closed): Pitch mode = VNAV SPD A/T mode = IDLE to Hold • Aircraft pitches to VNAV speed + 15 (limited by Mmo/Vmo-11 knots) and DRAG REQUIRED message displays. Data displayed in small type are speed and altitude predictions based on performance. up to Mmo/Vmo-11 knots or down to speed protection. the VNAV DES page changes to “AT ARNES” and “12000” since ARNES contains the next descent constraint of 280/12000. NOTE Above path / below path = more than +/. For the descent to commence. When pressed. such that ARNES is crossed at 280 knots. The T/D point and VNAV idle descent path are calculated based on this first waypoint constraint. 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.10 knots. then sets HOLD • Idle descent phase: Speed limits +/. 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. After passing CIVET. A VNAV path is calculated for a straight descent between CIVET (at 17000 feet) and ARNES (at 12000 feet). If the MCP ALT is reached prior to a LEGS page constraint. In this case. Flight Management System 107 . After passing ARNES. The example LEGS page shows an altitude constraint of 17000 feet at CIVET. Airspeed and altitude descent constraints are entered onto the LEGS page in the right column of the waypoint data line. Descend Now Prompt This prompt displays (replaces DES DIR > at the 6R LSK position) before the T/D is reached. Data displayed in large type are speed and altitude constraints. Below path (speed window closed): Pitch mode = VNAV SPD A/T mode = SPD • Aircraft pitches to -1250fpm and thrust increases to maintain VNAV speed. up to Mmo/Vmo11 knots or down to speed protection. • Past idle phase: Speed limits +/. the MCP ALT must be set to a lower altitude than that listed for a LEGS page constraint. Since a speed has not been specified at CIVET. 7. The constraints are entered manually or by procedure. Overspeed reverts to: Pitch mode = VNAV SPD A/T mode = IDLE to HOLD • Aircraft pitches to VNAV speed and DRAG REQUIRED message displays. begins a descent of 1250 fpm until reaching the calculated VNAV path. the MCP must be reset to a lower altitude and VNAV reselected on the MCP for a VNAV descent to continue. The aircraft leaves the VNAV PATH and pitches to MCP SPD. the data displayed is prediction data based on the calculated VNAV path between CIVET and ARNES. however speed constraints will not.500 ft Opening the MCP speed window during the VNAV PATH descent results in the pitch mode changing to VNAV SPD. Keep in mind that for a VNAV DES to continue at each waypoint. the AFDS MCP altitude must be set to a lower value. Since no constraint has been entered for BREMR. In the following example consider the how a VNAV descent path is calculated with waypoint constraints. A VNAV path is calculated for a straight descent between ARNES (at 12000) and SUZZI (at 9000). The AFDS levels off at the higher of the MCP altitude or the next FMC waypoint constraint. deletes all waypoint altitude constraints on the LEGS page between the current aircraft altitude and the MCP altitude. The SPEED TRANS of 240/10000 comes into play between these two waypoints since the FMC is predicting an airspeed of 240 at SUZZI.Level-D Simulations 767-300ER Flight Management System 107 6 7 6. Programmed “not below altitudes” will be kept if encountered.15 knots. the FMC target airspeed from the VNAV DES page is shown as 300 in small type. When pressed. NEW to FSX The descent logic in the FSX version of the 767 has modified from the FS9 version. the AFDS levels off in ALT HOLD mode.

a “LEGS REQD” message is generated in the scratchpad when the 1L LSK is pressed. a data line is displayed at the 5L LSK for entry of the flight plan name. Saving SID transition procedures is explained in #5. • Saved SIDs are available from the DEP page of the selected airport.Level-D Simulations 767-300ER Flight Management System 108 Saving FMC Route DATA (RTE. 1 5 6 7 8 2 3 4 Pressing the 5R LSK displays the SAVE ROUTE menu. Once entered. The waypoints may be saved as a route to be used later. STAR. or they may be saved as part of a DEP/ARR database procedure (SID. a submenu is presented to select the departure airport runway(s) to which the SID applies. SID. The waypoints found on the active LEGS page are saved when using the SID. 2. STAR. enter the flightplan name into the CO ROUTE data field found on the RTE page. Waypoints found on the inactive route page cannot be saved using the SID. STAR and approach prompts. When pressed. STAR and approach prompts. Type the desired name for the SID into the scratchpad and press the 6L LSK to enter it. The flightplan name can be any combination of up to 10 letters and numbers. The name can be a combination of up to 10 letters and numbers.RTE” extension to the name. The SAVE ROUTE menu has two pages that display choices for classifying how the LEGS page data is to be saved. Save Route 2 Press the 2L LSK to save RTE page data and waypoints from RTE2 as a flightplan. Flight Management System 108 . The entry of more than 10 characters generates an “INVALID ENTRY” message in the scratchpad. or approach). If the SID waypoints apply to 1 specific runway. press the “<SAVE TO DISK” prompt at the 6L LSK to save the flightplan. If the waypoints to be saved are for a SID that applies to all runways. • The route does not have to be activated to be saved. When pressed. press the left side LSK abeam the desired runway. Save Route 1 Press the 1L LSK to save RTE page data and waypoints from RTE1 as a flightplan. The balance of the procedure is the same as described for RTE1 above. • When recalling the route using the CO ROUTE data field on the RTE page. 1. • Do not use this procedure to save multiple runway transitions for a single SID that shares common waypoints. only those waypoints that are part of the main SID should appear in the LEGS page prior to saving. Type the name of the flightplan into the scratchpad and press the 5L LSK. • Only the active route waypoints are saved using this procedure. Use the NEXT and PREV PAGE keys to switch between pages. 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. • If there are no legs present in RTE1. APP) Waypoints listed in the LEGS pages may be saved in the FMC database. Pressing the MENU function key displays a menu with a “SAVE ROUTE>” prompt at the 5R LSK. • When saving a SID. 3. To recall a saved flightplan. This action automatically loads all saved route information and waypoints. Press the “SAVE TO DISK>” prompt at the 6R LSK to save the SID. Doing so results in duplicate SID listings on the DEP page (see #8 for saving runway transition waypoints). no action is required (“<ALL>” is the default selection). • Do not save SID transition procedures using this procedure. do not add the “.

Saving STAR & approach transitions are explained in #6 and #7. Press the 6R LSK “SAVE TO DISK>” prompt to save the SID transition for the selected SID. 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. the waypoints are saved as an approach. When the 4L LSK is pressed and an arrival runway appears as a waypoint in the active route. When the 4L LSK is pressed and an arrival runway is not part of the active route. The STAR name can be a combination of up to 10 letters and numbers. only those waypoints that are part of the SID transition should appear in the LEGS page prior to saving. • When saving a STAR or approach. • Saved STARs and approaches are available from the ARR page of the selected airport. • Saved STAR transitions are displayed in the STAR TRANS column of the ARR page when the STAR is selected. only those waypoints that are part of the STAR transition should appear in the LEGS page prior to saving. Save the main SID waypoints using the procedure in #3 before programming the transition. 5. the waypoints are saved as a STAR.Level-D Simulations 767-300ER Flight Management System 109 4. Type the name of the approach into the scratchpad and press the 5L LSK to enter it. only those waypoints that are part of the STAR or approach procedure should appear in the LEGS page prior to saving. • Only the active route waypoints are saved using this procedure. This example shows three SIDS already programmed. • When saving a SID transition. • Only the active route waypoints are saved using this procedure. Save the main STAR waypoints using the procedure in #4 before programming the transition. 6. Save SID Transition Press the 1L LSK to save the waypoints listed in the active LEGS page as a SID transition. Do not include any main SID waypoints since they are already saved as part of the selected SID to which the transition applies. • A STAR must exist in order to save a STAR transition. Press the “<SAVE TO DISK” prompt at the 6L LSK to save the STAR. When pressed. a submenu of SIDs available for the active departure airport is presented. • Only the active route waypoints are saved using this procedure. The name can be a combination of up to 10 letters and numbers. When pressed. The approach name can be a combination of up to 10 letters and numbers. The depicted “KLAS-STAR NAME” data line appears at the 5L LSK. Save STAR Transition Press the 2L LSK to save the waypoints listed in the active LEGS page as a STAR transition. a submenu of STARs available for the active arrival airport is presented. • A SID must exist for the departure airport in order to save a SID transition. Select the STAR to which the transition applies by pressing the LSK abeam the star name. Press the “<SAVE TO DISK” prompt at the 6L LSK to save the approach. Select the SID to which the transition applies by pressing the LSK abeam the SID name. Press the 6R LSK “SAVE TO DISK>” prompt to save the STAR transition for the selected STAR. Flight Management System 109 . Type the name of the STAR into the scratchpad and press the 5L LSK to enter it. The name can be a combination of up to 10 letters and numbers. Type the name of the SID transition into the scratchpad and press the 6L LSK. • When saving a STAR transition. Type the name of the STAR transition into the scratchpad and press the 6L LSK to enter it. • Saved SID transitions are displayed in the SID TRANS column of the DEP page when SID is selected. Do not include any main STAR waypoints since they are already saved as part of the selected STAR to which the transition applies. This example shows one STAR already programmed. The depicted “KLAS-APPROACH NAME” data line appears at the 5L LSK. • Do not save as STAR or approach transitions.

Do not include any main SID waypoints since they are already saved as part of the selected SID to which the runway transition applies.Level-D Simulations 767-300ER Flight Management System 110 7 8 7. • Saved approach transitions are displayed in the APPCH TRANS column of the ARR page when the approach is selected. • Only the active route waypoints are saved using this procedure. only those waypoints that are part of the approach transition should appear in the LEGS page prior to saving. Flight Management System 110 . Save Approach Transition Press the 3L LSK to save the waypoints listed in the active LEGS page as an approach transition. The name can be a combination of up to 10 letters and numbers. press the 4L LSK to display the SID name selection submenu (shown previously in #5). • Only the active route waypoints are saved using this procedure. Save the main SID waypoints using the procedure in #3 before programming the runway transition. Then press the “SAVE TO DISK>” prompt at the 6R LSK to save the runway transition for the selected SID. The name of the runway to which the runway specific waypoints apply must be entered into the RTE page. double check that the correct runway is entered on the RTE page prior to saving the runway transition. • A SID must exist for the departure airport in order to save a runway transition. Also. a submenu of approaches available for the active arrival airport is presented. • An approach must exist for the arrival airport in order to save a STAR transition. When pressed. This prompt is used to save runway specific waypoints for a SID with multiple runway transitions to common waypoints. only those waypoints that are part of the runway transition should appear in the LEGS page prior to saving. • A SID selected from the DEP page. Save the main approach waypoints using the procedure in #4 before programming the transition. This example shows one approach already programmed. Press the LSK abeam the SID to which the transition applies to select it. Press the 6R LSK “SAVE TO DISK>” prompt to save the approach transition for the selected approach. Do not include any main approach waypoints since they are already saved as part of the selected approach to which the transition applies. Type the name of the approach transition into the scratchpad and press the 6L LSK to enter it. Save Runway Specific SID Legs Some SIDs have runway specific transition waypoints that occur prior to the main SID waypoints. Select the approach to which the transition applies by pressing the LSK abeam the approach name. the runway transition waypoints are automatically added to the SID based on the departure runway selected on the RTE page. Once the runway specific transition waypoints are entered on the active LEGS page. • When saving a runway transition. 8. • When saving an approach transition.

SID Programming Example The following example shows how to program a SID. 2. When they do exist. If these were the only two waypoints for the SID. Press the NEXT PAGE function key to display page 2. On the RTE page. This is a comprehensive SID with multiple transition elements. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu.Level-D Simulations 767-300ER Flight Management System 111 FMC Database Programming Examples The following examples show the steps involved in programming SIDs. No action is required since this is the default selection. On the LEGS page. they are programmed as follows: 1. Press the EXEC function key to activate the FMC changes. The example below is a made up procedure called the JEBBB1 departure at KLAS. 5. or any suitable xml editor. Flight Management System 111 . A more common type of transition is an enroute SID transition that follows the main SID waypoints. or a more comprehensive procedure with multiple transitions. Program the main part of the SID as follows: 1. The JEBBB1 SID is now part of the KLAS departure database. In this example. enter ROPPR and JEBBB in their proper sequence and delete all other waypoints. 2.xml format. This example has runway specific transitions used to join the main SID. enter the departure airport. Press the EXEC function key to activate the FMC changes. any existing transition procedures can be programmed. 3. The entry of an arrival airport is optional. 5. 4. Press the EXEC function key to activate the FMC changes. This procedure is used by more than one runway. the JEBBB and ROPPR waypoints are the main procedure since they are common to all transitions. so <ALL> runway is used. Press the 6R LSK to save the SID. 7. The default installation of the database is located at C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\Level-D Simulations\navdata. Press the 6R LSK to save the runway transition. 3. enter the departure airport and the specific departure runway for the runway transition. Press the 3L LSK to save the LEGS as a SID. On the LEGS page. STARs. In this example we will program the 25R transition. All SIDs consist of one or more “main” procedure waypoints. Those familiar with the xml format can manipulate the data manually by opening this file in WordPad. 4. Once the main SID waypoints are programmed. To program the 25L runway transition. SIDs can be as simple as a single waypoint with no transitions. On the RTE page. Notepad. This is how a simple SIDs with no transitions would be programmed. enter the departure airport. 6. such as in our example. Enter KLAS since this procedure is made up using waypoints in and around that airport. Press the 4L LSK to save the LEGS as a SID runway transition. 7. This example has two enroute SID transitions that occur after JEBBB. These transitions are programmed as follows: 1. enter HEC into the 1L position and delete all other waypoints. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu. On the LEGS page. 2. This entry does not have to be made if the departure airport is correct. Press the LSK abeam the JEBBB1 SID to select it. All remaining steps are the same. 3. Type JEBBB1 into the scratchpad and press the 6L LSK to name the SID. and approaches into the FMC database. The FMC database procedures are stored in *. modify steps 1 and 2 to reflect runway 25L and PIRMO for that transition. Runway specific procedures are not found at all airports. enter RBELL into the 1L position & delete all other waypoints. Enter KLAS and runway 25R into the RTE page. 8. The examples are made up from actual waypoints in and around KLAS. 6. the programming would be complete. We continue to use KLAS for our example. 8. On the RTE page.

Press the NEXT PAGE function key to display page 2. 8. enter HEC into the 1L position and delete all other waypoints. Press the LSK abeam the JEBBB1 SID to select it. Press the EXEC function key to activate the FMC changes. STAR Programming Example The following example shows how to program a STAR. Press the 1L LSK to save the LEGS as a SID transition. Press the 2L LSK to save the LEGS as a STAR transition. Press the 6L LSK to save the STAR. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu. Flight Management System 112 To program the remaining SID transition. Press the 6R LSK to save the STAR transition. A STAR is broken down into the main procedure waypoints and the optional transition waypoints. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu. the JEBBB1 SID can now be selected from the DEP screen for KLAS. 8. Once the main STAR waypoints are programmed. Type “HEC” into the scratchpad & press the 6L LSK to enter the transition name. If these were the only two waypoints for the STAR. 7. 9. All STARs consist of one or more “main” procedure waypoints. If runway 25L or 25R is selected. 4. Press the LSK abeam the CRESO1 STAR to select it. When the SID is selected. 6. When selected. substitute DAG for HEC in step 2. the main waypoints of DANBY and CRESO are added to the LEGS page. the appropriate runway transition waypoint is automatically added to the LEGS page. the appropriate transition waypoint is added to the LEGS page. When selected. On the RTE page. the CRESO1 STAR can now be selected from the ARR screen for KLAS. The optional HEC and DAG transitions are offered in the STAR TRANS column. 6. 2. the appropriate enroute transition waypoint is added to the LEGS page. the DANBY and CRESO waypoints are the main procedure since they are common to all transitions. any existing transition procedures can be programmed. 5. 7. substitute TNP for HEC in step 2. Program the main part of the STAR as follows: 1. On the LEGS page. the main waypoints of ROPPR and JEBBB are added to the LEGS page. When the STAR is selected. In this example. 7. Type “HEC” into the scratchpad & press the 6L LSK to enter the transition name. We use KLAS in our example. the programming would be complete. We continue to use KLAS in our example. All remaining steps are the same. Flight Management System 112 . 2. 3. With the programming complete. Press the NEXT PAGE function key to display page 2. 5. Press the EXEC function key to activate the FMC changes. 5. enter a departure and arrival airport. 9. This example has two enroute STAR transitions used to join the main STAR waypoints. The optional HEC and TNP enroute transitions are offered in the SID TRANS column. On the LEGS page. The CRESO1 STAR is now part of the KLAS arrival database. The example is a made up procedure called the CRESO1 arrival at KLAS. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu. The arrival airport must be the airport for which the STAR applies. enter DANBY and CRESO in their proper sequence and delete all other waypoints. Press the 6R LSK to save the SID transition. This entry does not have to be made if the arrival airport is correct. All remaining steps are the same. enter a departure and arrival airport. This is how a simple STAR with no transitions would be programmed. Press the 4L LSK to save the LEGS as a STAR.Level-D Simulations 767-300ER 4. To program the remaining STAR transition. The arrival airport must be the airport for which the STAR applies. Program the transitions as follows: 1. 6. Type CRESO1 into the scratchpad and press the 5L LSK to name the STAR. With the programming complete. 4. On the RTE page. 3.

enter a departure and arrival airport. Press the LEGS function key to display the LEGS page and ensure that the runway appears after the last entered waypoint. Use the NEXT PAGE function key if the runway is not displayed on page 1. On the LEGS page. With the programming complete. The optional transitions are programmed separately. the ILS25R approach can now be selected from the ARR screen for KLAS. Press the LSK abeam the ILS25R to select it. VOR. the approach waypoints starting at HAWKO are added to the LEGS page. 8. The arrival airport must be the airport for which the approach applies. The main and missed approaches are programmed together in one procedure. missed approach. Approach procedures are broken down into the main approach. 7. any existing transition procedures can be programmed. We continue to use KLAS for our example. Program the main part of the approach as follows: 1. Press the NEXT PAGE function key to display page 2. On the RTE page. Press the EXEC function key to activate the FMC changes. then press 5L LSK to name the approach. This entry does not have to be made if the arrival airport is correct. the appropriate transition waypoints are added to the LEGS page.Level-D Simulations 767-300ER Flight Management System 113 Approach Programming Example The following example shows how to program an approach procedure. follow the same steps as shown here except name the approach appropriately. The optional CRESO transition is offered in the APPCH TRANS column. 9. This example has one approach transition that can be programmed as follows: 1. 10. 3. RNAV or NDB approach. 5. It may be necessary to press the EXEC key to reveal the DEP ARR INDEX prompt. Enter optional crossing airspeeds and altitudes for any waypoints in the right column of the LEGS page. Press the EXEC function key to activate the FMC changes. 2. Press the 3R LSK to save the LEGS as an approach transition. The arrival airport must be the airport for which the approach applies. 7. On the LEGS page. On the LEGS page. 2. This entry does not have to be made if the arrival airport is correct. the runway. 6. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu. 12. Once the approach is programmed. Press the DEP ARR function key to display the KLAS ARR page. Press the 6L LSK to save the approach. Press the 4L LSK to save the LEGS as an approach. enter a departure and arrival airport. Flight Management System 113 . 8. insert BLD after the runway waypoint. The main part of the approach procedure consists of the two waypoints leading up to the runway. To program a LOC. 11. Type “ILS25R” into the scratchpad. 4. 4. 3. 5. and the missed approach procedure. Press the 6R LSK to save the approach transition. use the INDEX prompt to select it from the DEP ARR index. We continue to use KLAS for our example. 9. and optional transitions. On the RTE page. If the arrival page is not displayed. The following example is the ILS to runway 25R at KLAS. When selected. When the approach is selected. Type “CRESO” into the scratchpad & press 6L LSK to enter the transition name. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu. Press the LSK abeam runway 25R in the right column of the ARR page. enter CROWE and FLICR in their proper sequence and delete all other waypoints. enter the HAWKO and CONDY waypoints in their proper sequence and delete all other waypoints. 6. The ILS25R is now part of the KLAS arrival database.

R= Right. A= Auto specify if a heading or track should be maintained. The anchor waypoint used to start programming is the fix used to define the crossing radial. the altitude to which the heading is maintained. The radial to be crossed is only used to define the waypoint (for radial tracking see “Radial Intercept”). A= Auto specify if a heading or track should be maintained. 2. Note Be sure to press the LSK abeam the arbitrary waypoint when entering the formula into the LEGS page. Example From runway 31L at KJFK.CHA/500/315/L/H” into the scratchpad and press the 1L LSK. 3. specify the direction of turn upon waypoint passage. Press the EXEC function key to execute the changes. An arbitrary anchor waypoint is used to start the programming.CHA/Altitude/Heading/Option1/Option2 .Level-D Simulations 767-300ER Flight Management System 114 Conditional Waypoint Programming Special waypoints can be programmed into the FMC to handle SID. Press the EXEC function key to execute the changes. the radial to be crossed. 2. Note Be sure to press the LSK abeam the anchor waypoint when entering the formula into the LEGS page. specify the direction of turn upon waypoint passage. Example From runway 31L at KJFK. Press DEL key followed by the 2L LSK to remove the arbitrary JFK waypoint.CHA Altitude Heading Option1 Option2 defines the waypoint as being a constant heading to altitude. 1. H= Heading. This transforms the anchor waypoint into a heading to radial intercept waypoint. The following types of conditional waypoints can be programmed: Heading to Altitude This type of waypoint can be used for a procedure that requires a constant heading until reaching a specified altitude. Flight Management System 114 . STAR and approach conditional waypoints. Subsequent waypoints can be added starting at the 2L LSK. On the LEGS page. enter CRI as the anchor waypoint at the 1L LSK. Subsequent waypoints can be added starting at the 2L LSK. Type “. . Type “.VRI Radial Heading Option1 Option2 defines the waypoint as being a constant heading to a radial. This creates the heading to altitude conditional waypoint. T= Track The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint.VRI/Radial/Heading/Option1/Option2 . a SID requires a 315° heading until passing the CRI 043° radial followed by a left turn on course. The arbitrary anchor waypoint is then deleted. the heading or track to maintain to altitude. L= Left. These waypoints are programmed using the LEGS page and can only be programmed while the aircraft is on the ground. L= Left. Pressing an LSK for an empty waypoint field generates an error message. 1. 4. 3. . R= Right. the heading or track to maintain to the radial. Heading to Radial Crossing This type of waypoint can be used for a procedure that requires a constant heading until crossing a predetermined fix radial and can only be programmed while the aircraft is on the ground. followed by a left turn on course. On the LEGS page.VRI/043/315/L/H” into the scratchpad and press the 1L LSK. enter JFK as an arbitrary waypoint at the 1L LSK. T= Track The formula is then entered into the LEGS page by pressing the LSK abeam the arbitrary anchor waypoint. a SID requires a 315° heading until reaching 500 feet. Pressing an LSK for any other waypoint field generates an error message. H= Heading.

Example From runway 25R at KLAX. This creates the vector waypoint. Pressing an LSK for any other waypoint field generates an error message. enter LAX as an arbitrary waypoint at the 1L LSK.DMI/Distance/Heading/Option1/Option2 .VEC Heading Option1 Option2 defines the waypoint as being a constant heading to altitude. H= Heading. a SID requires a heading of 220 until the LAX 10 DME and then a right turn on course. T= Track The formula is then entered into the LEGS page by pressing the LSK abeam the arbitrary anchor waypoint. specify if a heading or track should be maintained. 2. The arbitrary anchor waypoint is then deleted.DMI Distance Heading Option1 Option2 defines the waypoint as being a constant heading to distance. Flight Management System 115 . 1.Level-D Simulations 767-300ER Flight Management System 115 Heading To Distance This type of waypoint can be used for a procedure that requires a constant heading until reaching a specific distance from a fix and can only be programmed while the aircraft is on the ground. . a SID requires a heading of 250° for vectors on course. Pressing an LSK for an empty waypoint field generates an error message. the heading or track to maintain. On the LEGS page. An arbitrary anchor waypoint is used to start the programming. H= Heading. On the LEGS page. specify the direction of turn upon waypoint passage. Type “. Note Be sure to press the LSK abeam the anchor waypoint when entering the formula into the LEGS page. R= Right. 1. L= Left. the heading or track to maintain until the specified distance. Note Be sure to press the LSK abeam the arbitrary waypoint when entering the formula into the LEGS page. 4. Subsequent waypoints can be added starting at the 2L LSK. Vectors This type of waypoint can be used for a procedure that requires vectors and can only be programmed while the aircraft is on the ground. 3. The anchor waypoint used to start programming is the fix used to define the distance.DMI/10/220/R/H” into the scratchpad and press the 1L LSK. T= Track The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint. This transforms the anchor waypoint into a heading to distance waypoint. Press the EXEC function key to execute the changes. A= Auto specify if a heading or track should be maintained. .VEC/250/A/H” into the scratchpad and press the 1L LSK. Press DEL key followed by the 2L LSK to remove the arbitrary LAX waypoint. Enter “A” for automatic turns. Type “. Subsequent waypoints can be added starting at the 2L LSK. Example From runway 25R at KLAX. Press the EXEC function key to execute the changes.VEC/Heading/Option1/Option2 . 2. enter LAX as the anchor waypoint at the 1L LSK. 3. the distance from the fix.

L= Left. Left. the heading or track to maintain to the radial.INT/335/290/A/H” into the scratchpad and press the 1L LSK. O for Fly-Over FMS EICAS Messages Advisories FMC FAIL FMC MESSAGE IRS DC FAIL. Left. center or right IRS backup power has failed. Press the EXEC function key to execute the changes. This transforms the anchor waypoint into a radial intercept waypoint. Subsequent waypoints can be added starting at the 2L LSK. 1. Example A procedure at KMIA requires a 290° heading until intercepting the DHP 335° radial outbound.INT Radial Heading Option1 Option2 defines the waypoint as being a constant heading to a radial. L/C/R FMC has failed. 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 following formula is entered into the scratchpad: . with the FMC commanding the shortest turn direction to that waypoint. The anchor waypoint used to start programming is the fix used to define the intercept radial. Note Be sure to press the LSK abeam the anchor waypoint when entering the formula into the LEGS page. the radial to be intercepted. H= Heading. Type “. Pressing an LSK for any other waypoint field generates an error message. Then. A for Auto. L/C/R IRS ON DC. T= Track The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint. enter DHP as the anchor waypoint at the 1L LSK. L/C/R IRS FAULT. You can change these waypoints to Fly-Over and specify a Turn direction. A message is displayed in the CDU scratchpad.WPT/Turn Direction/Fly Over or Fly By Turn Direction L for Left . R for Right Turn Fly over or Fly By B for Fly-By. On the LEGS page. .INT/Radial/Heading/Option1/Option2 . Changing the Characteristics of a Waypoint By default the waypoints are Fly-By. R= Right. IRS fault in the respective system. specify the direction of turn upon waypoint passage. A= Auto specify if a heading or track should be maintained. Flight Management System 116 . 3. center or right IRS on DC backup power. 2.Level-D Simulations 767-300ER Flight Management System 116 Radial Intercept This type of waypoint can be used for a procedure that requires a constant heading until intercepting a fix radial.

Use the CLEAR key or correct the condition responsible for the message to remove the message. an IRS NAV ONLY message is displayed in the scratchpad. The entered position does not match one of the IRS comparison checks. The AFDS will maintain the current heading. The FMC light illuminates and the EICAS advisory message FMC MESSAGE displays when there is an FMC alerting message. During LNAV mode. Select a steeper speed climb angle. To delete a waypoint at end of route. 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). The LNAV mode is active and the end of the active route has been overflown. The VNAV mode is active and the autothrottle disconnected. the CDU scratchpad message UNABLE NEXT ALT is displayed. Possible conflicts include • the left and right FMC position differ • the radio position differs from the FMC position 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 Flight Management System 117 . the title to CALC and enable the FUEL DISAGREE message. The totalizer (TOT) fuel quantity and FMC calculated (CALC) fuel quantity disagree by a significant amount.Level-D Simulations 767-300ER Flight Management System 117 FMC Messages FMC messages alert the flight crew to conditions that could degrade the system operation and advise the crew of input errors. an active route has not been activated. The estimated fuel at destination is less than entered RESERVES value. 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. VNAV mode is active. If this message is displayed. such as a VECTORS leg). or the IRS is in navigate mode and has not received a present position entry. The active VNAV climb mode cannot comply with the next altitude constraint. Deleting the manual entry will reset the fuel quantity to the totalizer value. Additional drag is required or the autothrottle is currently off and less thrust is required to maintain the current VNAV descent path. If the climb speed profile results in a climb angle that will cause the airplane to miss a waypoint altitude constraint. select the waypoint and press the EXEC key. The V speeds have been deleted due to changes in takeoff performance or configuration data. The FUEL DISAGREE message is inhibited if the fuel quantity is entered manually on the PERF INIT page. check that both NAV radios are set to AUTO so that the FMC can auto-tune the radios to receive an update. The difference between the FMC position and other position data exceeds a comparison variable. press the DEL key. DISCONTINUITY DRAG REQUIRED END OF ROUTE ENTER IRS POSITION FUEL DISAGREE – PROG 2/2 The LNAV mode is active and the route is not defined after the next waypoint (except when the waypoint is before a manually terminated leg. Use the CLEAR key to remove this message. Displays when additional thrust is required to track VNAV descent path and maintain speed. The messages are categorized as alerting and advisory messages. The FMC position has not been radio updated for at least 12 minutes. The inertial reference position differs from the current origin airport. If the FMC position has not been radio updated within at least 12 minutes.

DEP RWY REQD . Waypoints are required on the leg page. The format or range of the entered text is incorrect for the field or the airway or TO waypoint does not match with the navigation database. 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 runway is not compatible with the selected SID/DP. Flight Management System 118 . The selected key and/or function is inoperative. FMC Programming Messages The Level-D 767 FMC also includes several programming help messages that are not available in the real world FMC. A destination airport is required on the route page.RTE PAGE A departure runway is required on the route page. The messages can be cleared using the CDU’s CLR key. 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 deletion of the selected data is invalid. A departure airport is required on the route page.RTE PAGE DEST REQD . The aircraft is outside the active capture criteria and the present heading will not intercept the active leg.RTE PAGE LEGS REQD ORIGIN AND DEST REQD ORIGIN REQD. The user is prompted to enter an ORIGIN and DESTINATION airfield. An attempt to remotely tune a VOR that is currently manually tuned. The current route has exceeded the FMC capacity. There are no EICAS messages associated with these messages and they do not cause the FMC light to illuminate. The LNAV mode is unable to intercept the route.Level-D Simulations 767-300ER Flight Management System 118 FMC Advisory Messages FMC advisory messages are displayed on the CDU scratchpad and illuminate the CDU message light (MSG). . These are exclusively Level-D simulator messages to assist the user when programming a SID or STAR via the CDU.

the Left FWD fuel pump operates automatically provided AC power is available. Center Tanks The center fuel tank is contained in the fuselage and is capable of holding 80. fuel from the center tank is exhausted first. When the center pumps are turned OFF.371 kg) of fuel in the wings and center fuselage. A suction force is created at the centre of the venturi. fuel from either wing tank can gravity feed to the engines at most altitudes. The Left Main AC Bus powers the Left pump. If the lateral balance of the wing tanks is not maintained to within 1500 to 2500 pounds (680 to 1. The overhead Fuel Panel provides for control over the fuel system as well as quantity indications. The inhibit is removed when the N2 for the respective engine is above 50%. The Left Main AC Bus powers the Left AFT and Right FWD fuel pumps.200 pounds (998 kg). These two tanks are considered the main fuel tanks. Fuel System 119 . In this configuration. the FUEL CONFIG light on the Fuel Panel illuminates along with an EICAS caution of LOW FUEL. The FUEL CONFIG light on the Fuel Panel illuminates to indicate either low fuel quantity or an imbalanced fuel condition in the main tanks. In this condition. the engines are provided fuel exclusively from the center tank since these pumps overpower the pressure produced by the wing tank pumps. When the APU is switched ON. Unlike the wing tanks. the PRESS light in the Left FWD fuel pump will extinguish anytime the APU is in use regardless of the pumps switch position. The Right Main AC Bus powers the Right pump. The center tank fuel pumps are inhibited from operating anytime their respective engine is shut down or N2 is below 50%. In normal operations.Level-D Simulations 767-300ER Fuel System 119 Fuel System The Level-D 767 has 3 separate fuel tanks capable of carrying a combined total of 161. This tank contains two electric fuel pumps labeled Left and Right for delivery of fuel to the engines.400 pounds (36.473 kg) of fuel. fuel cannot be gravity fed from the center tank. There are no provisions for the transfer of fuel between tanks in flight. The fuel pumps are powered via the Main AC buses in a cross wired configuration such that failure of one AC bus leaves one fuel pump operating per tank. all fuel pumps on the Fuel Panel are turned ON when fuel is carried in the center tank. 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 pumps in the center tank provide approximately twice the output pressure of the wing tank pumps. Gravity feed at high altitudes may lead to reduced engine power or engine flameout. the FUEL CONFIG light illuminates and a FUEL CONFIG EICAS message is displayed.200 pounds (545 kg) and the center tank pumps are not selected ON. Any time the center tank fuel pumps are ON. The FUEL CONFIG light on the Fuel Panel illuminates any time the center tank fuel quantity is above 1. This makes access to center tank fuel absolutely dependent on the two electric fuel pumps. The center tank fuel pumps are powered from the Main AC buses. Fuel for operation of the APU is normally provided by the Left wing tank.449 kilograms) of fuel per tank. the PRESS light in each center tank pump switch will illuminate even if the pump is switched ON.140 kg) (depending on aircraft weight). The fuel is sucked from the center tanks into the main flow of the venturi. If these pumps fail. Main Wing Tanks Each wing contains a fuel tank capable of carrying 40.738 pounds (73. Each tank has two electric pumps that deliver fuel under pressure to the engines or the APU.669 pounds (18. All three tanks are capable of supplying fuel to either engine via two crossfeed valves. Therefore. Each tank contains two fuel pumps labeled forward (FWD) and aft (AFT) for the delivery of fuel under pressure to the engines. If the fuel quantity in either wing tank drops below 2. The Right Main AC Bus powers the Left FWD and Right AFT fuel pumps. the remaining fuel in the center tanks is drawn through a venturi by the Left Wing tank pumps.

As the center tank is emptied.000 kg) of fuel is required. fuel to the engines continues uninterrupted from the main wing tanks. When the wing tanks are even. When the jettison system is activated. SYSTEM from FSX Settings> General> International menu Tank Main Wings Center TOTAL Pounds 40.379 Imperial To set the simulator to display imperial measurements select U. This is achieved by opening the crossfeed valves and turning off the fuel pumps in the wing tank with the least amount of fuel. highest quantity until balance is achieved. the center tank is used only after the main wing tanks are full.669 X 2 80. only one valve is coming from the jettison nozzles when fuel dumping is in required for a successful crossfeed. Note that fuel crossfeed will not work with the center tank pumps operating since they overpower the wing tank pumps.000 24.600 pounds per engines.371 Liters 22. The second valve is progress. fuel from wing tank supplying its respective engine after any center the center tanks is dumped overboard via two jettison tank fuel is exhausted. The fuel quantity for all three tanks plus the total fuel quantity is displayed. However. Fuel Dumping The fuel jettison system permits the dumping of center tank fuel during flight. Fuel jettison is not available for fuel contained in for system redundancy. Both valve switches are normally turned on minute (1.070 X 2 12.473 73. The PRESS lights in the center tank pumps illuminate when fuel is exhausted from the center tank. Opening the crossfeed valve permits fuel from one wing tank to pass through the crossfeed manifold to supply fuel to both engines.425 91. turn the fuel pumps back on and close the crossfeed valves to restore the fuel system to normal operation. Wing tank fuel balance is maintained by supplying both the main wing tanks. Also. A fuel vapor trail can be seen during crossfeed operations.175 kg/min). The fuel quantity gauge is powered from the battery bus. When more than 80. 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 36.738 Gallons 6.400 161. Panel permit fuel to feed from any one wing tank to both The jettison rate is approximately 2.S. This is accomplished by turning on all fuel pumps prior to engine start. the crossfeed valves do not permit transfer of fuel between wing tanks. 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. Any fuel carried in the center tank should be burned prior to using fuel from the wing tanks. the main wing tanks are normally filled first.977 X 2 45. Two crossfeed valves on the Fuel nozzles located at the trailing edge of the wings (near the outboard ailerons).Level-D Simulations 767-300ER Fuel System 120 Fuel Quantity and Distribution A fuel quantity gauge is located on the overhead panel just below the Fuel Panel. Total fuel quantity is also available from the FMC.000 pounds (36.140 Fuel System 120 . When fueling the aircraft.

1. The PRESS light does not illuminate. Switch IN Switch OUT VALVE Crossfeed valve is open. 4. • Turn off both FWD and AFT fuel pumps in the tank with the least amount of fuel. • Wing tank fuel quantities differ by more than 1500 . 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. 3. Permits one wing tank to provide fuel for both engines. To terminate the crossfeed operation • Turn on both FWD and AFT fuel pumps. Illuminates momentarily when the valve is in transit. Center pumps provide twice the output pressure of the wing pumps. Illuminates if the center tank pumps are inhibited when the respective engine is shut down or N2 is below 50%. • There is less than 2. Crossfeed valve is closed. Note Crossfeed will not work when the center tank pumps are ON.Level-D Simulations 767-300ER Fuel System: Controls 121 Fuel Panel Controls 1 2 1 4 3 1. To crossfeed fuel from one wing tank to both engines • Open the crossfeed valves by pressing in the crossfeed switches. Switch IN Switch OUT PRESS Fuel pump ON. Illuminates for low pressure in the respective pump with switches IN. Switch IN Switch OUT PRESS Fuel pump ON. Fuel System: Controls 121 . Fuel pump OFF. • Close the crossfeed valves. Fuel pump OFF. Crossfeed valve is not in the commanded position. FWD and AFT Main Fuel Pump Switches Control power to the FWD and AFT fuel pumps in the main wing tanks.2500 pounds (680 .200 pounds (998 kg) of fuel remaining in either wing tank. Center Tank Fuel Pump Switches Control power to the Left and Right center tank fuel pumps. Illuminates for low pressure or when the switch is off. Note When the APU is operating. Crossfeed Valve Switches Control the opening and closing of the crossfeed valves.140 kg). Illuminates PRESS light. the Left FWD fuel pump PRESS light is extinguished regardless of pump switch position. 2.

....... Switch ON Switch OFF Respective jettison nozzle open........ If the jettison nozzles are closed (blank).....................................Maintain Fuel crossfeed procedure Center Fuel Pump Switches ..... depending on FSX settings........... or wing tank fuel quantity differs by more than 1500 to 2000 lbs.. Check STARTING Main Fuel Pump Switches ......... Jettison VALVE Light Indicates that the jettison valve is not in the commanded position... 1. Turning the jettison switch to ON opens the jettison valves and turns on the jettison pumps........................... remains in either wing tank.. FUEL CROSSFEED Status FUEL QTY BITE Fuel System: Controls 122 ................ Center tank pumps switched off with more than 1200 lbs............................ remaining in either wing tank.. Individual pump advisories are inhibited............. As required IN FLIGHT Center Fuel Pump Switches ................. OFF Crossfeed Switches ......... OFF Crossfeed Switches ............................................................... OFF when center tank is empty Fuel Balance .............. ON Main Fuel Pump Switches ......... Fuel Temperature (Celsius) 4.............. ON Center Fuel Pump Switches . Press the fuel jettison nozzles ON to commence fuel dumping.........Level-D Simulations 767-300ER Fuel System: Controls 122 Fuel Quantity Gauge Displays fuel quantity in the wings and center tanks in either pounds or kilograms................................ OFF Center Fuel Pump Switches ....... Consult the Flight Simulator “International” settings menu for more information.................... To end fuel dumping... turn off the jettison nozzles and place the jettison switch to OFF.......... Jettison Switch Controls the jettison valves and jettison pumps............ in center tank. Fuel System Normal Procedures PREFLIGHT Main Fuel Pump Switches ............ Respective jettison nozzle closed............ Note Fuel jettison is not available for fuel contained in the main wing tanks......... OFF Center Fuel Pump Switches ... 1 2 3 2........................ Total Fuel Quantity 1 3 2 1 4 Fuel Jettison Controls Normally................. Fuel quantity indicating system fault. Jettison valves are open and jettison pumps are on............ Wing Tank Quantity (Left & Right) 2........... Less than 2200 lbs................. OFF ON Jettison valves and jettison pumps are off.. OFF Fuel System EICAS Messages Cautions FUEL JET NOZ FUEL SYS PRESS (L/R) Advisories LOW FUEL CTR L/R FUEL PUMP FUEL CONFIG Fuel jettison nozzle not in the commanded position.. 3..... fuel will not jettison... ON Crossfeed Switches .. Low fuel pressure in respective system..... As required POSTFLIGHT Main Fuel Pump Switches .......... OFF Fuel Quantity and Balance .... Left or right center pump fuel pressure is low or switched off................................ Center Tank Quantity 3....... or less than 2200 lbs......................... Crossfeed valve not in commanded position..............................................OFF for the tank with less fuel When balanced Main Fuel Pump Switches ... OFF Center Fuel Pump Switches ....... the jettison switch is in the OFF position and the jettison nozzle switches are blank (closed)..... 1............. Nozzle Switch Controls the fuel jettison nozzle on the respective side................................................

In the AUTO position the demand pump operates if the primary pump fails or is turned off. The brakes are normally powered using the right hydraulic system with alternate power provided by the center system. 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. In the ON position the ADP operates continuously regardless of system demands.Level-D Simulations 767-300ER Hydraulic System 123 Hydraulic System Hydraulic power is used to drive the movement of flight controls (primary and secondary). A minimum airspeed of 130 knots is required for satisfactory RAT operation. In the AUTO position the ADP operates on demand only. It can be deployed manually using the RAT switch on the overhead panel. The ADP normally provides supplemental hydraulic power during operation of high demand items such as flaps and gear. The system is activated using the RESERVE BKS & STRG switch on the main panel. This may cause the left demand pump and system low PRESS lights to illuminate during engine start. A Ram Air Turbine (RAT) is available that powers critical flight controls in the event of complete hydraulic system failure. The air driven demand pump (ADP) is powered using bleed air from the center pneumatic duct. rudder. rudder. elevators. elevators. landing gear. The Number 2 pump is powered by Reserve Brakes and Steering This system uses reserve hydraulic fluid from the center system to pressure the brake system during abnormal operations. flaps/slats. spoilers. If power to both these systems is lost. The ADP is also capable of providing normal system demands if both electric primary pumps fail. Ram Air Turbine The Ram Air Turbine (RAT) is an emergency system used to power primary flight controls in the event of a total hydraulic power loss. and normal brakes. spoilers. The right demand pump is powered by the Left Main AC Bus. To reduce electrical demands. The electric pumps normally operate continuously to satisfy center system demand. The left demand pump is powered by the Right Main AC Bus. center and right. elevators. Both pumps are normally ON for all aircraft operations and are shut off at the gate. right autopilot. The RAT provides partial hydraulic power for the ailerons. The center isolation valve must be open for the ADP to receive bleed air from either the engines or the APU. 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. Control is provided by a three-position rotary switch with OFF. rudder. yaw dampers. The center primary electric pumps are designated Number 1 and Number 2 and operate on two separate power sources. and rudder ratio. the reserve brakes and steering system may restore pressure for operating the brakes if the center system has reserve fluid remaining. The left demand pump is inhibited on the ground during the start of either engine. Left & Right Hydraulic Systems Both systems have an engine driven primary pump and an electrically driven demand pump. The left and right systems have engine driven pumps and electric demand pumps. The right system provides hydraulic power to the ailerons. Either pump is capable of satisfying normal system demands. Pulling the fire handle shuts off the respective primary pump and isolates it from the hydraulic system. The electrically driven demand pumps operate on demand and are capable of supplying sufficient pressure to satisfy normal system demands. it can only be stowed on the ground using the Ground Requests menu. The Number 1 pump is powered by the Left Main AC Bus. 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. elevators. spoilers. center autopilot. left autopilot. Once deployed. rudder and spoilers. Each demand pump is powered independently. The left system provides hydraulic power to the ailerons. In the ON position the demand pump runs continuously regardless of primary pump status. AUTO and ON positions. Control is provided by a three position rotary switch with OFF. The 767 has three independent hydraulic systems: left. and brakes. the Right Main AC Bus. A check valve prevents the RAT from powering other center system components due to their high demand. AUTO and ON positions. landing gear and nose wheel steering. These pumps are normally in the AUTO mode for all aircraft operations and are shut OFF at the gate. This design allows for the loss of 1 or 2 hydraulic systems while providing limited operation of basic flight controls and related systems. Each system has multiple pumps driven by separate power sources. alternate brakes. 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. The center system has electric driven pumps and an Air Driven Demand Pump (ADP). When Hydraulic System 123 . The primary engine pump switches are normally left ON and are only switched off during abnormal operations. stab trim. The RAT deploys automatically in flight with dual engine failure.

1 2 3 2 3. Note Number 2 primary electric pump is inhibited if all electric pumps are selected on and there is only one power source available. 1. ON PRESS Pumps are off and will not operate. Left and Right demand pumps operate when respective Primary pump fails or is turned off. Switch OUT Switch IN Reserve brake and steering OFF (normal position). Center reserve hydraulic fluid isolated to pressurize the brake system. Number 1 primary pump commanded on (regardless of pump switch position). The Brake Source light extinguishes when pressure has been restored to the center system by using the RESERVE BKS & STRG switch. Pump operates continuously regardless of system demands. the Number 1 electric pump is activated (regardless of switch position) and an isolation valve channels hydraulic pressure to the brake system. OFF AUTO 4 4. Right and center hydraulic pressures are low. Primary Electric Driven Pump Switches Control operation of the Number 1 and Number 2 electrically driven pumps.Level-D Simulations 767-300ER Hydraulic System 124 switched ON. SYS PRESS Light Respective system pressure is low. Switch IN Switch OUT PRESS Turns pump on. Pumps are armed to run based on system demand. Pump fails to operate when signaled ON in AUTO mode. Turns off pump Pump output pressure is low or the pump is switched off. Primary Engine Driven Pump Switches Control operation of the left and right engine driven pumps. Simply push the primary pump switches IN and turn the rotary demand pump knobs to AUTO and you’re good to go. 2. c. Demand Pump Selectors Control the operation of the hydraulic Demand pumps. Illumination of the Brake Source light on the main panel indicates that hydraulic pressure in both the right and center systems is low. Extinguishes if satisfactory pressure is restored to either right or center hydraulic system. Pump selector is OFF. Hydraulics Quick Start Tip The airman’s “set it and forget it” rule is in effect when dealing with the hydraulics. Reserve Brakes and Steering Control Located on the main panel. Pump output pressure is low or pump is switched off. b. Turns pump off. Pump selector is ON and pump pressure is low. Hydraulic System Controls Located on the overhead panel. Isolation valve is either in transit or not in the commanded position. Center ADP operates when either system pressure is low or high demand items are selected. Illuminates for the following: a. VALVE BRAKE SOURCE Hydraulic System 124 . Switch IN Switch OUT PRESS Turns on pump when engine is running.

.............. Use the Ground Requests menu to restow the RAT (only available on the ground).. OFF A Hydraulic EICAS Messages Cautions HYD SYS PRESS........ OFF Primary Electric Pump Switches ... Hydraulic System 125 .... 1........... L/C/R HYD PRIM.. Left or right hydraulic primary pump low pressure with engine running.. If “RF” is displayed.... Respective hydraulic demand pump low pressure. Ram Air Turbine is unlocked... Check STARTING Primary Electric Pump Switches ..0 (100%)..... Note Pressing the switch manually deploys the RAT.............. Individual pump advisories are inhibited........AUTO IN FLIGHT No actions required for normal operation...... OFF Hydraulic Quantity . L/C/R Respective hydraulic system pressure is below 2800psi with engines running.................................. One tail hydraulic shutoff valve is closed............................ Hydraulic EICAS Indications Pressing the STATUS button (A below) on the main panel brings up the hydraulic display on the lower EICAS screen..... PRESS UNLKD Indicates sufficient pressure is being produced by the RAT when deployed....... HYD PRESS Indicates current hydraulic pressure for each system....... Indicates that the Ram Air Turbine has been deployed (automatically or manually).... Respective hydraulic system pressure is low...........................................Level-D Simulations 767-300ER Hydraulic System 125 Ram Air Turbine Control Located above the Start switches on the overhead panel.............................. 3000 is normal for a fully pressurized system. L/C/R Advisories HYD DEM PUMP....... Full is indicated by 1... hydraulic fluid quantity needs servicing.... HYD QTY Indicates reservoir quantity for each system.......... POSTFLIGHT Demand Pump Switches ... 1 2 Hydraulic System Normal Procedures PREFLIGHT Primary Engine Pump Switches .. OFF Demand Pump Switches .......................................................... Center and right hydraulic pressure low.. OFF Reserve Brakes and Steering Switch .... ON Primary Electric Pump Switches ............. ON Demand Pump Switches ............................ 2..... L/R TAIL HYD VAL WING HYD VAL BRAKE SOURCE RAT UNLOCKED Status Messages HYD SYS MAINT............ One wing hydraulic shutoff valve is closed................

Wing anti-ice is normally turned ON only after ice accumulation is suspected. When switched ON. The switches are normally turned ON prior to departure and turned OFF after engine shutdown. Ice & Rain Protection 126 . the windows are electrically heated anytime Main AC bus power is available. the anti-ice valve in the respective engine opens to allow hot engine bleed air into the antiice ducting. 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 window heat system requires Main AC power for operation. Wing anti-ice. Therefore. Additionally. window heat. the engine bleed valve switches must be ON for wing anti-ice to function. When selected to LOW or HIGH. Windshield Wipers A two speed wiper is controlled by a rotary switch on the overhead panel. The EICAS screen displays “TAI” in green under the N1 indication for the respective engine when the anti-ice system is switched ON. Engine Anti-Ice The engine cowls are heated with engine bleed air when the engine anti-ice switches are switched ON. The engine and wing anti-ice systems require bleed air for operation. These valves are electrically controlled and pneumatically actuated. Wing anti-ice is only available in-flight. Control for this system is provided by four switches on the overhead panel. The wing anti-ice valves remain closed if the switch is pressed ON while on the ground. the windshield wiper will appear while operating in the Virtual Cockpit mode. When switched ON. The engine anti-ice system is normally turned ON at all times while operating in icing conditions. and windshield wipers. 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. Window Heat The forward and side windows are electrically heated for ice and fog protection. the system should be turned on anytime icing conditions are anticipated. The wiper is not visible when operating with the 2D panel.Level-D Simulations 767-300ER Ice & Rain Protection 126 Ice and Rain Protection The following systems are available for ice and rain protection: Engine anti-ice.

Illuminates if the Main AC power is not available.............. HIGH Windshield wiper ON in high speed mode........ 1.......... Engine anti-ice is not required when operating at temperature below -40°C SAT (as indicated in the FMC)... POSTFLIGHT Wing Anti-Ice Switch ......... INOP Window heat switched OFF or has failed. Ice Protection Normal Procedures PREFLIGHT Window Heat Switches ............... LOW Windshield wiper ON in low speed mode......... IN FLIGHT Engine and Wing Anti-Ice Switches ....... Only use this system when ice buildup on the wings is suspected.. ICE L/R WING Left or right wing anti-ice valve ANTInot in the commanded position.................. In cruise. OFF Ice & Rain Protection EICAS Messages Advisories ENG Left or right engine anti-ice valve ANTInot in the commanded position. In cruise............................. Switch OUT Engine anti–ice valve is closed.... Engine anti-ice is not required when operating at temperature below -40°C SAT (as indicated in the FMC)....... Valves do not open when on the ground........... Switch OUT Window heat OFF..... Engine Anti–Ice Switches Switch IN Engine anti–ice valve is commanded open......... rain........... snow. VALVE Engine anti–ice valve position disagrees with the switch position........ fog) and the temperature is below 10°C.................... OFF Engine Anti-Ice Switches ... Switch OUT Anti-ice valves closed..........Level-D Simulations 767-300ER Ice & Rain Protection 127 Engine and Wing Anti-Ice Controls Located on the Overhead Panel. The animated windshield wiper is only visible in the Virtual Cockpit mode.... 2............................ Wing anti-ice is a de-ice mechanism.................. Switch IN Window heat ON..... As required Engine anti-ice is required anytime there is visible moisture (rain... OFF STARTING After start Engine Anti-Ice Switches .................. OFF Window Heat Switches . Wing anti-ice should be turned off prior to landing.... As required Aircraft shutdown Engine Anti-Ice Switches ....... As required Engine anti-ice is required when flying through visible moisture (clouds........................... ICE L/R Ice & Rain Protection 127 . ON Engine and Wing Anti-Ice Switches . Wing Anti-Ice Switch Controls operation of two wing anti-ice valves......... snow. VALVE Illuminate when respective anti-ice valve is not in the commanded position......... Switch IN Anti-ice valve commanded open............. Windshield Wiper Control Located on the Overhead Panel. fog) and the temperature is below 10°C. 1 2 Window Heat Controls Located on the Overhead Panel............ They illuminate normally on the ground if the switch is ON....

An initial alignment of 10 minutes is required when moving the IRS Mode Selector from OFF to NAV. In this case the alignment must be restarted. Moving the IRS Mode Selectors out of NAV and into ALIGN starts the procedure. the FMC updates its position using VOR/DME when the VOR/DME switch is in AUTO and suitable NAV signals are received. Moving the IRU Mode Selector to ATT restores the attitude display on the affected EADI. Power is provided to each IRU from either the Main AC buses or the battery. Attitude and heading information from the IRU is still available after a loss of alignment. Use of these switches are explained in the Flight Instruments section. it is sometimes necessary to update the IRS to remove accumulated errors or establish a new known position. Inertial Reference System 128 . During this period the IRUs are oriented to true north and establish their current position. The right IRU is powered from the Right Main AC Bus. and wind direction/speed. ground speed/track. When powered by the battery. Heading information is then available on the affected EHSI. The aircrafts known present position (latitude/longitude) must be entered within the 10 minute alignment period. To allow for a realistic alignment time (approximately 10 minutes). the left and center IRU will continue to operate normally. The IRS control panel is located on the overhead panel and provides for control over three separate Inertial Reference Units (IRU). Additionally. Entry of a new position is then required (via the IRU panel or FMC) followed by restoring the IRS Mode Selectors to NAV. IRS Drift IRU Electrical Power If the “IRS position drift” option is enabled within the “Realism & Carrier Options”. affected IRU using the IRU panel or the CDU POS INIT page. heading. attitude.Level-D Simulations 767-300ER Inertial Reference System 128 Inertial Reference System (IRS) The Inertial Reference System provides position. IRU Failure IRU Quick Alignment After a full alignment of the IRUs. it is normal for the IRS position to “drift” from actual aircraft position. This entry is normally made using the FMC POS INIT page. The IRUs will then align when placed in NAV using the present aircraft position. Additionally. This information includes: aircraft attitude. A successful alignment is indicated by the ALIGN lights extinguishing. heading (true and magnetic). To prevent the IRUs from drifting disable the “IRS position drift” box. Failure of any IRU is normally indicated by a FAULT light on the IRS panel. acceleration. The FMC is the primary interface for reading and entering IRS information. To minimize the effects of IRS drift the FMC uses the average of the three IRU positions. To allow the IRUs to align automatically without entering lat/long coordinates uncheck the “IRS needs position entry” box. IRU Alignment An alignment period is required before the IRUs can supply data. The right IRU will operate for five minutes on battery power before shutting down to conserve battery power. Normally. the left and center IRUs are powered from the Left Main AC Bus. latitude/longitude. IRU Options 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. The Instrument Source Transfer Switches can be used to manage flight instruments during non-normal operation of the IRUs. Heading information is also available in this mode if a magnetic heading is entered into the To adjust the realism options that will make managing the IRUs easier or harder. The aircraft cannot be moved during the quick alignment period. In normal operations. An alignment failure is indicated by the ALIGN lights flashing on the IRS panel. IRU alignment can only be restored on the ground. The IRUs will always display present aircraft position. If the IRS position and the FMC calculated position differ you will get an FMC message to check your position. A successful alignment is indicated by the ALIGN lights extinguishing. From this panel. and acceleration information to any system that requires it. This is known as a “full” alignment. Examples of instruments that rely on IRU data are the FMC and the primary flight instruments. raw data from the IRU can be displayed and position information can be entered during alignment. This can be done on the ground via a 30 second quick alignment. choose “Realism & Carrier Options” from the Level-D “Settings” pull down menu. failure of the left or right IRU is indicated by the loss of EADI and EHSI information on the respective side. enable “IRS real align duration”. 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. Backup power for each IRU is provided by the battery. the aircraft must be on the ground and cannot be moved during alignment.

the Inertial Guidance System has acquired a variation. If the variation is considered to be a factor of significant magnitude. or now is. a correction may be applied by the use of the autopilot system. is not the position where it wasn’t. It now subtracts where it should be from where it isn’t. arriving at a position where it wasn’t. Why not cut it out and post at your workplace for others to enjoy?! Layman‛s Guide to the IGS The aircraft knows where it is at all times. Nevertheless. In the event that the position where the aircraft now is. The Inertial Guidance System uses deviations to generate error signal commands which instruct the aircraft to move from a position where it is to a position where it isn’t. A variation is the difference between where the aircraft is and where the aircraft wasn’t. is now the position where it wasn’t. it obtains a difference. or where it isn’t from where it is (whichever is the greater). the aircraft is sure where it isn’t (within reason) and it knows where it was. It knows this because it knows where it isn’t. However. By subtracting where it is from where it isn’t.  Inertial Reference System 129 . so it is sure where it isn’t. where it ought to be from where it wasn’t (or vice versa) and integrates the difference with the product of where it shouldn’t be and where it was. which is variable constant called “error”. thus obtaining the difference between its deviation and its variation.Level-D Simulations 767-300ER Inertial Reference System 129 COOL MANUAL EXTRA! We are not sure who the author of the following article is. clearly defined descriptions of the magic that resides within the IGS/INC/IRS. it follows logically that the position where it was is the position where it isn’t. use of this correction requires that the aircraft now knows where it was because the variation has modified some of the information which the aircraft has. or deviation. Consequently. however we feel that the article is one of the best. the discussions of which are beyond the scope of this report. thus. Variations are caused by external factors. the position where it is.

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. • Place the DSPL SEL knob to PPOS and the SYS DSPL knob to one of the IRUs to be aligned. You cannot leave out zeros. W7346. 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.2 and press the ENT key. If this page is not displayed press the 6L LSK (< INDEX) and select the < POS INIT page. Notes • Lat. • To find current aircraft lat. This is known as a “full” alignment. position must be entered using all digits. Example Enter the current aircraft latitude/longitude position.2 would be invalid. the ALIGN lights will flash. Turn the IRS Select knobs OFF and then to NAV to attempt another alignment. Current aircraft position = N4037. During this period the IRUs are oriented to true north and establish their current position.2 a) For IRS Keypad entry of co-ordinates: press the “N” key followed by 40377 then press the “W” key followed by 07346. • Observe the ON DC lights come on momentarily (self test) followed by the steady illumination of the ALIGN lights. b) For FMC entry of co-ordinates: Press the INIT REF key to find the POS INIT page./long. Inertial Reference System 130 . • IRUs may be aligned individually or all at the same time. • Place all three IRS Mode Selector knobs to the NAV position. • You can monitor the alignment countdown by placing the DSPL SEL switch to HDG. • Co-ordinates entered using the IRS Keypad (or FMC) during alignment will be transferred to ALL IRUs during alignment.7 W07346. position use <SHIFT> <Z> and find the coordinates shown in the top left corner of the outside window. • Both AC & DC power must be on the aircraft (AC Buses powered). • Aircraft must be stationary during the alignment process. • If alignment fails. This will show a countdown of seconds to the end of alignment./long.Level-D Simulations 767-300ER Inertial Reference System 130 IRS Operation Guide Full Alignment Initial alignment of 10 minutes is required when moving the IRS Mode Selector from OFF to NAV.

Enter the current aircraft magnetic heading into the IRU as follows: a) Place the DSPL SEL knob in HDG.7 W07346. • IRUs may be quick aligned individually or all at the same time. • The aircraft must be on the ground & must not be moved during the alignment period. • Lat.2 a) For IRS Keypad entry of co-ordinates: press the “N” key followed by 40377 then press the “W” key followed by 07346. Notes • If you move any IRS Select knob to ATT mode. Alignment of other IRUs is not affected. • Place the DSPL SEL knob to PPOS and the SYS DSPL knob to one of the IRUs to be quick aligned. Observe the magnetic heading listed in the IRS Display window. ATT Mode If an IRU loses alignment in flight you cannot realign it. move the IRU Select knob from NAV to ALIGN. the ALIGN lights will flash. alignment will be lost for the rest of the flight./long. Current aircraft position = N4037. • Magnetic heading may need updating periodically during flight since there is no error correction in this mode. • You can monitor the quick alignment countdown by placing the DSPL SEL switch to HDG. b) For FMC entry of co-ordinates: Press the INIT REF key to find the POS INIT page. The heading entry is in the xxx. • Observe the ALIGN lights illuminate for those IRUs in ALIGN mode. The ATT mode might restore attitude and heading information to the EHSI and EADI. Inertial Reference System 131 . You cannot leave out zeros. • Flight director information is NOT available in ATT mode. This will show a countdown of seconds to the end of alignment. • Place the L IRU Select knob to ATT mode. Observe that the EHSI heading is restored. position must be entered using all digits. This example assumes the Left IRU has lost alignment since the Captain EADI/ EHSI uses the L IRU primarily. • To find current aircraft lat. c) Press “H” on the IRS Keypad followed by the current aircraft magnetic heading as read from the whisky compass. • EHSI map data MAY be available depending on number of aligned IRUs and FMC position information./long. • Place the EHSI selector to one of the VOR or ILS modes (EXP or FULL). W7346. • Quick alignment takes 30 seconds. • For each IRU. • If alignment fails. 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.x format (the period is inserted automatically). If this page is not displayed.2 would be invalid. Notes • Place the IRS Select knobs back to NAV. b) Move the SYS DSPL knob to the affected IRU (in this case “L”). Example Enter the current aircraft latitude/longitude position. • The end of quick alignment is indicated by the ALIGN lights extinguishing. • Observe the attitude ball return to the EADI. You must rotate the IRS Select knobs to the OFF position and then rotate to the NAV position to do a full alignment.Level-D Simulations 767-300ER Inertial Reference System 131 Quick Alignment This is used to update the IRU latitude and/or longitude if incorrect after full alignment. • Co-ordinates entered using the IRS Keypad (or FMC) during alignment will be transferred only to those IRUs in the quick align mode. • The ATT mode does not supply position information to the FMC since that is lost with loss of alignment. d) Press the ENT key to enter the heading into the IRU. position use <SHIFT> <Z> and view the coordinates displayed in the top left corner of the outside window.2 and press the ENT key.

.......... L/C/R Left. Note An alignment countdown is displayed when the Display Select Knob is placed in HDG during alignment. Magnetic heading information is available on the respective EHSI after entering current magnetic heading using the IRS keypad...... All IRS positions should agree and the ground speeds should be less than 3 knots per IRU....Check Note Enter the aircraft coordinates via the FMC POS INIT page... 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..... ALIGN Illuminates steady when IRU Mode Selector is in ALIGN or NAV during the alignment period................. Wind direction/speed calculated by the selected IRU.. Pressing the H key initiates magnetic heading entries.... 4.. ATT 6. 2 3... S.. 2........ alignment takes 2 minutes.. System Display Knob Selects the system for display in the data window (left IRU data is displayed in this picture). OFF ALIGN NAV 6 3 4 5 5.. ON DC Respective IRU is on battery power.... POSTFLIGHT Aircraft shutdown IRS Mode Selectors .... Initiates the alignment of the respective IRU. IRS fault in the respective system. Initiates full alignment of the respective IRU when selected from OFF.... Left.......... Attitude information is displayed on the respective EADI. or W initiate lat/long entries.. Does not work in flight or when aircraft is in motion.....OFF Inertial Reference System 132 ..... When checked..Level-D Simulations 767-300ER Inertial Reference System 132 Inertial Reference System Controls 1..................... Enter After alignment IRS Positions/Groundspeed . center or right IRS on DC backup power..NAV Aircraft Coordinates ....... • IRU co-ordinates significantly changed from previous.................. The coordinates may also be entered using the IRS keypad......................... IRS Mode Selector Knobs Controls the mode of operation for respective IRU... Initiates a 30 second quick alignment of the IRU if selected from NAV with the IRUs already aligned. DC FAIL Backup DC power source for the respective IRU has failed....... When unchecked... Pressing keys N.. Mode Annunciators Blank when IRS is fully aligned in normal operation.. IRS Normal Procedures PREFLIGHT IRS Mode Selectors ........ To check the IRS positions and groundspeed....... IRU continues to operate normally on AC power...... L/C/R IRS ON DC........ Illuminates flashing for one of the following: • Aircraft movement during alignment...... 1 TK/GS PPOS WIND HDG Ground TRACK and ground speed for the selected IRU. Removes power from the IRU (alignment is lost)..... True heading for the selected IRU.... use the DISPL SEL and SYS DISPL knobs on the IRS panel...... ALIGN light illuminates for 30 seconds during shut down of IRU..... Latitude/longitude position for the selected IRU. Display Select Knob Controls the display of data in the IRS Data Window. IRS Keypad Used to enter latitude/longitude or heading information.. Used only for non-normal operation of the IRU. Alignment is not possible... • No co-ordinates entered during alignment... Active only during alignment (ALIGN light on) or ATT mode.. Data Window Displays IRS data depending on DSPL SEL switch position (the present lat/long co-ordinates for the left IRU is pictured here).... FAULT A fault exists in the respective IRU... L/C/R IRS FAULT.......... Alignment time is dependant on the “IRS Real alignment” option in the Level-D “Realism” menu...... alignment takes 10 minutes. center or right IRS backup power has failed.... E... IRS EICAS Messages Advisories IRS DC FAIL. Alignment is lost for the respective IRU with this mode selected......

. Hydraulic power from the Center system is required for landing gear retraction and extension.. An alternate means to power the brake system is provided by the Center hydraulic system. An electric backup system is provided as an alternate means for gear extension. Landing Gear The landing gear consists of two main gear trucks and one nose gear. but the autobrake system is available only during normal operations. 1. Placing the gear handle in the UP position commands gear retraction if Center hydraulic power is available. and a thrust lever is at idle with the radio altitude below 800 feet. Retraction and extension is monitored by the gear indication system above the gear handle on the main panel. It helps to protect the pressurized part of the airplane from contact with the runway. For landing. and steering is supplied by the center hydraulic system. Brakes The main gear have hydraulic brakes that can be controlled manually or automatically via an Autobrake system. The landing gear can be automatically lowered (through 1000 feet) if the “F/O handles flaps” option is enabled from the Add-ons> Level-D Simulations> Preferences menu. the aural warning siren. If both Center and Right hydraulic power sources fail. 3. 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 can be applied automatically using the Autobrake system. The Autobrakes use information from the IRS system to apply braking at a set deceleration rate based on the Autobrake selector switch setting. The Autobrake system is automatically disengaged when manual brakes are applied. Hydraulic power for retraction. The use of this alternate system requires electrical power only. The nose wheels do not contain a braking system. 4. In normal operations. the landing gear is not down and locked. The following positions are available: RTO. OFF. For takeoff. Landing Gear & Brakes 133 . The alternate brake hydraulic system is powered by the center hydraulic system. DISARM. The brake system is normally powered by the Right hydraulic system. and MAX AUTO. An alternate extension system is also provided. The nose gear is a steerable two–wheel unit and the main gear has four wheels in tandem pairs. GEAR and the GEAR NOT DOWN (EICAS warning) message. The system is armed when reaching 85 knots and is activated if both power levers are reduced to idle. 2. UP and OFF. An alternate gear extension system is provided if the gear fail to extend normally. A landing configuration warning will activate if the aircraft is in the landing configuration (flaps 25 or 30). Antiskid protection is provided with both systems. selecting positions 1 through MAX applies a varying amount of braking with 1 being the least amount and MAX being the most. The landing configuration warning includes the illumination of the MASTER light. The system uses an electric motor to release the mechanical up-locks holding the gear in place. the brake hydraulic system is powered by the right hydraulic system. Three positions are available: DOWN. Placing the gear in the DOWN position commands the gear extension sequence. After gear retraction. This position cuts off hydraulic power to the landing gear so that the gear are held UP mechanically.Level-D Simulations 767-300ER Landing Gear & Brakes 133 Landing Gear and Brakes The Level-D 767 is fitted with 3 sets of wheel units: a single nose gear and two main landing gear. a reserve brake system can be used to restore hydraulic pressure to the brakes. the RTO position applies maximum available braking during a rejected takeoff. the handle is normally placed in the OFF position (via mouse click on the gear handle). extension. The system is controlled by the Autobrake selector on the main panel. 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. Control for the landing gear is provided by a handle on the far side of the main panel. The siren and alert message cannot be cleared until the crew corrects the configuration warning by putting the gear down or by pressing the gear override switch. The gear are then extended by gravity and airloads. The tailskid extends for takeoff and landing and retracts during flight. the CONFIG warning light. the GPWS aural TOO LOW. Tailskid The airplane is equipped with a tailskid system.

Reserve Brakes Located on the Main Panel Switch OUT Switch IN Reserve brake and steering OFF (normal position). Landing gear commanded down. Autobrakes are disarmed when manual braking is applied. Landing Gear Handle Raises and lowers the gear hydraulically. Deceleration rate is dependant on selected setting. 5. 2. 2 & 3. Note The DOORS light remains illuminated when the gear are extended using the alternate gear switch. LEFT & RIGHT) is down and locked when illuminated. System is armed above 85 knots. GEAR OVRD Inhibits “TOO LOW…GEAR” GPWS aural warning. DOORS Disagree Light Illuminates any time the landing gear doors are not in agreement with the landing gear handle position. 3. Extinguishes if satisfactory pressure is restored to either right or center hydraulic system. Once armed. Note Autobrakes are disengaged by applying manual brakes or by placing the Autobrake selector to DISARM. TAIL Skid light Illuminates if the tail skid is not in the commanded position. 4 MAX & AUTO Landing settings. The landing gear handle should be placed down when using the alternate extend switch. Alternate Gear Extend Switch Electrically controls the extension of the landing gear by releasing the mechanical up-locks. Illuminates if the Autobrake selector is placed in the DISARM position. 2. GEAR Disagree Light Illuminates if any one landing gear assembly is not in the commanded position. The DOORS light remains illuminated when using this extension procedure. 1 2 3 Autobrake Controls Located on the Main Panel 1. The tail skid does not extend when using the alternate gear extension procedure. Provides maximum braking in the event of a 2 rejected takeoff. 2. 4. 3. AUTO BRAKES Selector Selects Autobrakes for use on takeoff or landing. FLAP OVRD Inhibits “TOO LOW…FLAPS” GPWS aural warning. 3. braking occurs when both throttles are reduced to idle. AUTO BRAKES Light Illuminates if the Autobrakes are disarmed automatically or manually. Landing Gear & Brakes 134 VALVE BRAKE SOURCE . 1 provides lowest deceleration rate. Number 1 primary pump commanded on (regardless of pump switch position). The tail skid extends and retracts with the normal gear extension and retraction sequences. 2. UP OFF 5 3 2 4 DOWN Landing gear commanded up. Illuminates normally during the gear extension and retraction sequence. Illuminates normally during the gear extension and retraction sequence.Level-D Simulations 767-300ER Landing Gear & Brakes 134 Landing Gear Controls and Indicators Located on the Main Panel 1. Right and center hydraulic pressures are low. Hydraulic power to the gear is cut off. DISARM Disengages the Autobrake system. 1. Normally selected in flight after gear retraction. RTO 1 Takeoff setting. Landing Gear Position Indicators The respective gear assembly (NOSE. MAX AUTO provides the maximum deceleration rate. Center reserve hydraulic fluid is isolated to pressurize the brake system. Selector automatically returns to OFF after takeoff. 1 Alternate Gear Extension & GPWS Override Located on the First Officer’s Panel 1. Isolation valve is either in transit or not in the commanded position. Ground Proximity Override Switches Override the GPWS system when landing with an abnormal gear or flap configuration. Autobrakes engage automatically just after touchdown.

............. OFF Landing Gear & Brakes EICAS Messages Warnings GEAR NOT DOWN PARKING BRAKES Cautions GEAR DISAGREE Advisories ANTISKID AUTOBRAKES BRAKE SOURCE PARKING BRAKE TAIL SKID Status ALTN ANTI-SKID NORM ANTI-SKID Fault in the alternate anti-skid system......... Parking brake is on for takeoff and takeoff thrust is applied.. DOWN Gear Indicator Lights ................................................... OFF STARTING After start: Autobrake Selector ...............OVRD not displayed Autobrake Selector ....... Parking brake is on.............................................................. Gear handle and gear position do not agree....... Antiskid system has failed. As required POSTFLIGHT Autobrake Selector ........................... Center and right hydraulic pressure low.................. RTO IN FLIGHT After takeoff Gear Handle ... 3 Green (no amber lights) ALTN Gear Extend Switch ............... Fault in the normal anti-skid system................. Landing gear is not down when below 500 feet RA...... Tail skid is not in the commanded position........Confirm OFF Before landing Autobrake Selector .........Level-D Simulations 767-300ER Landing Gear & Brakes 135 Landing Gear and Brakes Normal Procedures PREFLIGHT Gear Handle ...... Landing Gear & Brakes 135 ........................................................ Autobrakes are disarmed................................ Guarded OFF GND PROX override Switches ................................................................................... OFF (after gear retraction) Autobrake Selector .

The receiver is controlled by a rotary switch with OFF. An audio panel on the pedestal provides for control over the audio portion of each radio and cockpit communications. This receiver has left and right frequency selectors. The only frequencies that do not have static are 5.000. VOR 1 is located on the Captains side of the AFDS panel. The radio is normally left in the OFF position. VOR 2 is located on the First Officers side of the AFDS and is visible when the FO panel is displayed. The audio output from the HF radio is controlled by the Audio Control Panel. It controls all audio output and transmitter selections for the ILS Receiver An independent ILS receiver is located on the pedestal. Controls for ADF Receiver the interphone are found on the Audio Control Panel. When a landing runwa utical miles of the landin aircraft is within 20 na the the ILS receiver when Radio & Communications 136 . To hear all cockpit to ground communications. iver is NEW USERS NOTE Receiver.000 and 15. Control for the audio output of each radio is provided by the Audio Control Panel. When the VOR is in the MAN mode. USB and AM positions. the FMC tunes the VOR receiver automatically to nearby stations for position verification. Pressing one of the cabin call buttons parked by dialing the frequency down past 108. the ILS information is Cabin Communications Panel displayed on the EADI and EHSI. s> B767 radio (located on the ma tuned. When the VOR receiver is in the AUTO mode. HF Radios Two HF radios are found on the overhead panel. radios. The currently tuned VOR frequency & its identifier is shown in the FMC.000. The ILS Rece front course in the ILS the NAV1 and the runway runway front course in Tune the ILS frequency ILS frequency and the l. VOR information is displayed when the RMI selector needle is pointing at VOR. The ILS receiver can be overhead panel. When tuned on the INT audio selector & adjust the volume as desired. turn It is dedicated to tuning ILS frequencies only. A dashed chimes the associated Flight Attendant station. the pilot controls the tuned frequency and course. Audio Control Panel The Audio Control Panel is found on the pedestal. place the switch in the USB or AM position.Level-D Simulations 767-300ER Radio & Communications 136 Radios & Communication Navigation and communication radios are found on the pedestal. interphone communications within the plane. Selector knobs tune the frequency of the selected receiver. The VOR can also be remotely tuned by the FMC using the PROG page. To turn the HF radio on. ADF information can be displayed on either of the two RDMI needles when the respective RMI selector needle is pointing at ADF. the y is g runway. This mode inhibits the FLT INT button allows the pilot to monitor all display of ILS information on the flight instruments. VOR Receivers Two VOR receivers are found on the main panel. On the RDMI. On the EHSI. enable (Add-on nt course automatically cy and fro To have the ILS frequen alism>) & Carrier options> Re Specific> Realism atically tuned into ILS frequency is autom FMC tunes ILS selected in the FMC. Pressing line represents the parked mode. Each VOR receiver is capable of both manual tuning and automatic tuning via the FMC. The ADF receiver is located on the pedestal. Switching between the active and standby frequencies is done by pressing the frequency selection TFR switch. Control for the audio output of the ADF is provided by the Audio Control Panel. These frequencies broadcast a clock tone. Do not tune the located on the pedesta in panel glareshield). 10. VOR information is displayed on the EHSI and the RDMI for the on-side VOR receiver. to an ILS frequency that is in range. Each receiver has an active and a standby frequency displayed. main panel and the overhead. ILS information is also The Cabin Communications Panel is found on the available on the Standby ADI. VOR information is displayed when the full or expanded VOR modes is selected on the HSI mode control panel. VHF Radios Two VHF radios are installed on the pedestal.

• To hear cockpit to ground communications. VHF Radio Controls The VHF receiver frequency may be adjusted by clicking on the selector knobs or by placing the mouse cursor over the frequency display window & scrolling the mouse wheel.when the mouse hand is passed over the selector knob. OFF USB AM Power removed from unit. 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. Note To park the ILS receiver.Level-D Simulations 767-300ER Radio & Communications 137 VOR Receiver Controls Located on the Main & F/O glareshield. Sets the amplitude modulation (AM) mode. The “Level-D Voices” option from Add-ons> Level-D Simulations> Preferences> Level-D Panel> must be enabled to hear crew interactions with the flight deck. • The volume is controllable on those channels that display a +/. • Some receiver channels are on/off only. • An audio control knob is active when it is illuminated. AUTO MAN Frequency automatically tuned by the FMC. dial past 108 until dashes (-------) are displayed. • Use the TFR switch to select the active frequency. • Tune the radio using the standby frequency. turn on the INT audio selector and adjust the volume as desired. 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. Sets the upper side band (USB) mode. ADF Receiver Controls The ADF receiver frequency may be adjusted by clicking on the selector knobs or by placing the mouse cursor over the frequency display window and scrolling the mouse wheel. 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. • The active frequency illuminates brighter than the standby frequency. • Pressing on the top of an audio control dial makes the selected channel audible. Radio & Communications 137 . • To enable cabin communications with the flight crew. turn on the PA audio selector and adjust the volume as desired. HF Radio Controls Situated on the Overhead Panel. Frequency manually controlled by the pilot.

1. This box contains the same selections found in the Level-D “Ground requests” menu. The “Level-D Voices” option from Add-ons> Level-D Simulations> Preferences> Level-D Panel> must be enabled to hear crew interactions with the flight deck. Radio & Communications 138 . Pressing the illuminated light displays a dialogue box to control the flight crew interaction.Level-D Simulations 767-300ER Radio & Communications 138 Cabin Communications Panel 1 2 This panel can be used for ground and flight crew interaction without having to select the Level-D menu. Note When a request is being processed (after selection). Further dialogue boxes are displayed when required for each item. These interactions are the same as described previously under “Ground requests”. The SELCAL buttons have no function in the sim. Cabin Call A request from the cabin crew generates an aural tone and causes one of the CABIN CALL lights to illuminate. Press the number on the keyboard that corresponds to the desired interaction. Ground Call Press the GND CALL button to display a ground crew interaction box. 2. the ground requests menu is not available until the requested process has been completed. Select a number in the presented dialogue box for the desired response to a flight crew request.

Level-D Simulations 767-300ER Warning Systems 139 Warning Systems There are three main systems on the aircraft that provide the flight crew with aural and visual alerts when potential problems or conflicts are detected. Above 150 feet. all Warnings Announced when the aircraft has unsafe terrain and Cautions are inhibited starting around 80 knots and clearance at low airspeed. aural and other visual alerts are provided depending on the type of failure. awareness. Below 150 feet. For example. Some Warnings and Cautions are inhibited during “TOO LOW…GEAR” certain phases of operation. • Cautions Messages display in amber on the upper EICAS. Warning Systems 139 . • Status Messages displayed on the lower EICAS STATUS page. Pressing the illuminated The flaps are not in the landing configuration (25 or button on the glare shield silences the aural warning and 30) in close proximity to the ground. It also provides “SINK RATE” information alerts to assist the crew with situational Excessive descent rate near the ground. The GPWS may not provide a warning for terrain that is abruptly vertical to the flight path and may not alert in the event of slow descents into terrain if the aircraft is in landing configuration. 500. 10 and by an unacceptable margin. • Advisories Messages that are offset and displayed in amber on the upper EICAS. 40. 100. depends on airspeed and radio height. The Traffic Alert and Collision Avoidance System (TCAS) alerts of possible traffic conflicts. set in the DH selector on the pedestal. Additionally. 30. These messages are for low level faults that usually generate no indications in the cockpit. The GPWS provides altitude callouts during landing to “GLIDESLOPE” assist the crew. airspeed. Crew Alerting System (CAS) This system continuously monitors aircraft systems for faults and failures. envelope depends on radio altitude and airspeed. and EICAS message are generated. These require immediate crew action. Alerts are displayed on both the upper and lower EICAS screens when received. The Crew Alerting System (CAS) monitors aircraft systems. 20. Fire Warnings are still active and do generate an aural alert on the ground. most Warnings and Cautions are ground. 50. the announcement is activated past 40 degrees of bank. These require crew action on a timely basis. instrument landing system and radio altimeters. 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. airspeed. a hydraulic low pressure condition generates an EICAS caution along with an Annunciator light on the hydraulic panel. radio Advisories. The GPWS utilizes data from the air data system. “TERRAIN TERRAIN” Closure rate to the ground is excessive. These require crew action on a time-available basis. MINIMUMS (based on DH setting on the pedestal). situations when approaching terrain. The warning envelope until passing 400 feet radio height. Both Warnings and Cautions generate an aural height and closure rate. “TOO LOW…TERRAIN” During the takeoff roll and initial climb out. Alert messages are classified as follows: • Warnings Messages display in red on the upper EICAS. the activation angle is reduced progressively from 40 to 10 degrees at 30 feet. The warning resets the light for subsequent activation. 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. radio height and closure rate. alert and trigger the illumination of the master WARNING or “TOO LOW…FLAPS” CAUTION light on the glareshield. inertial reference system. The following callouts are made based Announced when the aircraft is below the glideslope on radio height: 2500. The warning envelope depends on configuration. The warning that Warnings have the highest priority over Cautions and envelope depends on configuration. The Ground Proximity Warning System (GPWS) warns of hazardous flight conditions when proximity to terrain becomes critical. GPWS Aural Messages The GPWS system provides the following aural warning messages to the crew. The warning envelope depends on radio inhibited so that only the associated Annunciator light altitude & airspeed. The system also advises when an excessive bank angle exists by announcing “BANK ANGLE”. On the ground with both The gear are not down in close proximity to the engines shut down. “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.

Subsequent presses cycles through remaining pages until cleared. These messages may be cancelled using the CANCEL button (5) next to the EICAS screen. CAS Caution Buttons Used to clear and recall CAS messages on the EICAS. Warnings These messages are always displayed on top in RED. The traffic display returns to normal when the “CLEAR OF CONFLICT” announcement is received. CANCEL RECALL Clears active messages from the EICAS (except Warnings). Advisories These messages are displayed offset by one character from the other messages. Page # This message is displayed any time more than one page of messages is available. When the proximity of the traffic becomes more critical.Level-D Simulations 767-300ER Warning Systems 140 Traffic Alert and Collision Avoidance System (TCAS) The TCAS warns of potential conflicts with other aircraft. Cautions The “Cautions” messages are always displayed immediately below any “Warnings” messages. The trend arrow points up if the traffic is climbing and points down if the traffic is descending. These require immediate crew attention. 4. 2. Use the CANCEL and RECALL buttons (5) to view messages as described below. These items require timely corrective action. Higher traffic have positive values with data tags displayed above the traffic symbol.100s of feet next to the targets symbol along with a vertical trend arrow. These messages do not generate an aural alert and may be canceled using the CANCEL button (5). Can only be cleared by fixing the malfunction. Warning Systems 140 . Vertical escape commands are generated and must be followed precisely by the pilot. lower traffic have negative values with data tags displayed below the traffic symbol. 5. The relative altitude of the traffic is displayed in +/. Crew Alerting System EICAS Message Control 5 1 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 2 3 AUTOBRAKES L YAW DAMPER RUDDER RATIO PAGE 1 4 1. As a matter of convention. These items require corrective action on a time available basis. The system is turned on via the transponder panel on the pedestal. “TFC” is displayed on the EHSI when the system is operating normally. Area traffic are displayed on the EHSI MAP mode at their relative distance. If pressed with more than one page available. Traffic information is displayed on the EHSI and can be toggled on/off using a button on the EHSI control panel. Traffic that become an immediate threat become red squares and a Resolution Advisory is received. Traffic that penetrates the TCAS advisory threshold display as solid white diamonds. bearing. 3. Non-threatening “other” traffic are displayed as hollow white diamonds with their relative altitude displayed. If the TCAS display is toggled OFF. a Traffic Advisory (TA) is received and the target becomes a solid yellow circle. and altitude from the aircraft. Recalls CAS messages beginning at page 1. the next page is displayed. the EHSI shows no traffic indications.

The forward equipment bay or the electrical equipment compartment door is not closed & latched & locked. Probe is not being heated in flight or neither engine is running on the ground. Probe is not being heated in flight or neither engine is running on the ground. or bulk cargo door is not closed and latched & locked. Probe is not being heated in flight or neither engine is running on the ground. aft.Level-D Simulations 767-300ER Warning Systems 141 Warning & Caution Annunciators (Overhead) ENTRY DOORS CARGO DOORS ACCESS DOORS EMER DOORS (Emergency Doors) CAPT PITOT (Captain Pitot) FO PITOT (First Officer 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) UNSCHED STAB TRIM (Unscheduled Stabilizer Trim) SPOILERS AUTO SPDBRK (Auto Speedbrake) RUDDER RATIO ANTISKID AIL LOCK (Aileron Lockout) An entry door is not closed. Probe is not being heated in flight or neither engine is running on the ground. Probe is not being heated in flight or neither engine is running on the ground. The forward. A fault is detected in the antiskid system. Warning Systems 141 . and latched and locked. A forward or aft overwing emergency exit door. Fault is detected in the automatic speedbrake system. or a wingslide door is not closed and latched and locked. Uncommanded stabilizer motion detected. Probe is not being heated in flight or neither engine is running on the ground. Probe is not being heated in flight or neither engine is running on the ground. One or more spoiler pairs are inoperative. Aileron lockout actuator disagrees with the commanded position. The rudder ratio system is failed. Stabilizer trim rate is one–half the normal control wheel stabilizer trim switch rate.

• Parking brake is set. APU.000 feet. cargo compartments. Illuminates with an aural warning and Master Warning light when the aircraft is not in the proper configuration for takeoff or landing. (Not modelled: FS weather limitation) Illuminates when the GPWS PULL UP command is activated. TAKEOFF Takeoff power applied and one of the following conditions exists: • Stabilizer trim not in the takeoff range. Press to inhibit all GPWS warnings. Press the A/T disconnect keyboard/joystick button a second time to cancel. Configuration warning light. Illuminates anytime an altitude alert is generated based on MCP ALT. Warning Systems 142 . • Spoiler handle not DOWN. Illuminates with an aural warning & Master Warning light when the cabin altitude is above 10. Press again to restore. Illuminates when the autopilot is disconnected. Illuminates when the A/T is disconnected. Illuminates if an operating channel of the autopilot has failed. Illuminates when a message is received in the CDU scratchpad. The GPWS system can be tested by pressing on the mouse click area over the light.Level-D Simulations 767-300ER Warning Systems 142 Warning & Caution Annunciators (Main Panel) FIRE WINDSHEAR PULL UP A/P DISC Autopilot Disconnected SPEED BRAKES CABIN ALT Cabin Altitude OVSP Overspeed ALT ALERT Altitude Alert AUTOPILOT A/T DISC Autothrottle Disconnected FMC G/S INHIBIT CONFIG Configuration Illuminates when a fire warning is active for the engines. Illuminates when windshear is detected. Illuminates for the duration of the event. Illuminates with an aural warning when aircraft is exceeds MMO/VMO. • Flaps are not set for takeoff. Illuminates when the speed brakes are aft of ARMED and the landing flaps are selected (25 or 30). Cancelled by pressing the autopilot disconnect a second time or by pressing the Master Warning button on the glareshield. • Landing flaps (25 or 30) are selected with the gear not down. LANDING Warnings are active in flight when the gear are not down & locked and: • Airplane is below 800 feet RA and a throttle is at idle. The autopilot may remain connected with this caution. or wheel wells.

TA TCAS is in Traffic Advisory mode only. Toggle TCAS ON/OFF To toggle the TCAS traffic on the EHSI. The lights remain on as long as the caution alert exists or until master caution reset switch is pushed. Transponder/TCAS Control The transponder/TCAS control is situated on the Pedestal. press the top of the EHSI Range Selector knob. TCAS Control Knob Controls the operation of the TCAS system. The inhibit begins at 80 knots and ends at 400 feet radio altitude. Transponder is activated automatically (Mode C) when the aircraft is airborne. Pushing the switch • extinguishes both master CAUTION lights. but conflict resolution commands are not available. whichever occurs first. The inhibit cannot reset the lights or aural alert. Traffic is displayed on the EHSI. XPDR ONLY TCAS system is OFF and only the transponder operates. If a rejected takeoff is initiated above 80 knots. Transponder Code Window Sets the transponder code. If a caution occurs during the inhibit and exists when inhibit ends. 3. •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. 4. SBY AUTO ON Transponder is in standby (OFF) mode. A TCAS OFF message is shown on the EHSI if the TCAS display is toggled OFF. If the master CAUTION lights and the aural alerts are activated prior to the inhibit. 2. the inhibit remains until the airspeed decreases below 75 knots. and deactivated on the ground. or 20 seconds after rotation. Caution alert messages are not inhibited during takeoff. The amber master CAUTION lights illuminate when any caution alert occurs.Level-D Simulations 767-300ER Warning Systems 143 Master Caution Reset Switch The Master Caution is situated on the Glareshield. Warning Systems 143 . TA/RA TCAS traffic is displayed and conflict resolution commands are available. they continue to illuminate and sound. 2 4 3 1 1. Transponder is turned ON. Press on the digits with the mouse to change the code. both master CAUTION lights and aural activate. Transponder Power Switch Turns the transponder on/off.

TCAS System Test Ok 16. Descend. Descend 8. 5. Increase Climb 10. Maintain Vertical Speed. Maintain 13. Note As a matter of convention. Climb. Higher traffic have positive values with data tags displayed above the traffic symbol. TFC TA ONLY TCAS OFF TCAS FAIL (blank) Traffic display is active. TCAS Status Display The status of the TCAS system is displayed here. 6. Traffic Advisory (TA) Traffic Aircraft within 20 to 48 seconds of entering collision airspace are displayed as yellow circles. Crossing. lower traffic have negative values with data tags displayed below the traffic symbol. Traffic Warning Systems 144 . No traffic information or advisories are available. TCAS is in Traffic Advisory mode. Maintain Vertical Speed. TCAS display is toggled OFF via the EHSI Range Select Knob. Note When TFC is displayed and TA ONLY is not displayed.Level-D Simulations 767-300ER Warning Systems 144 TCAS Display 2 4 6 1 3 5 1. Adjust 2. An aural “TRAFFIC…TRAFFIC” announcement is generated and TRAFFIC (in yellow) is displayed on the EHSI. Descend 7. the system is in the TA/RA mode and Resolution Advisories will be received. Maintain 12. Other Traffic Traffic that is not a threat are displayed as hollow white diamonds. Resolution Advisory (RA) Traffic Immediate threat aircraft within 15 to 35 seconds of entering the collision airspace are displayed as red squares. Display returns to normal with the “CLEAR OF CONFLICT” announcement. Resolution Advisories are disabled. Proximate Traffic Traffic within 1200 feet vertically and 6 miles laterally are displayed as solid white diamonds. The example aircraft is 700 feet above and climbing. TRAFFIC Event Display Displays “TRAFFIC” in yellow for a TA event and red for an RA event. Climb 4. Climb. 4. Indicates TCAS failure. Crossing. Climb 6. Clear Of Conflict 3. Descend Now 9. Vertical guidance aural commands are generated and TRAFFIC (in red) is displayed on the EHSI. 3. The relative altitude (in 100s) is displayed with a trend vector. Increase Descent 11. TCAS System Test Fail 15. The example aircraft is 1800 feet below and descending. Descend. if traffic selected. Monitor Vertical Speed 14. Adjust Vertical Speed. Crossing. TCAS system is OFF. 2. Climb Now 5. TCAS Aural Alerts 1.

L/R FWD EQT COOLING GEAR DISAGREE GEN DRIVE. Wheel well temperature is excessive. Spoilers are not down for takeoff and takeoff thrust is applied. L/C/R INSTR SWITCH LOW FUEL SLAT DISAGREE UNSCHD STAB TRIM Left or Right Main AC Bus is not powered. L/R CABIN AUTO INOP EEC OFF. Operating autopilot has disconnected. Loss of a data input to the operating autopilot. Parking brake is on for takeoff and takeoff thrust is applied. Fuel jettison nozzle not in the commanded position. Associated system advisories are inhibited. Respective hydraulic system pressure is low. Left or right engine fire detected. Both Captains and F/Os EFIS switched to ALTN. Left or right EEC has failed or is switched off with the engine running. Cabin altitude is above 10.Level-D Simulations 767-300ER Warning Systems 145 CAS Message Index Alphabetical listing of ALL EICAS messages Warnings AFT CARGO FIRE APU FIRE AUTOPILOT DISC CABIN ALTITUDE ENGINE FIRE. Flaps are not set for takeoff when takeoff thrust is applied. Leading edge flaps not in commanded position. L/R ALTITUDE ALERT AUTOPILOT BLD DUCT LEAK.000 ft. Duct leak between the APU and the center isolation valve. Number 1 and number 2 auto controller has faulted or manual is selected. L/R ENG SHUTDOWN. L/R FLAPS FWD CARGO FIRE GEAR NOT DOWN OVERSPEED PARKING BRAKES SPOILERS STABILIZER WHEEL WELL FIRE Aft cargo compartment fire detected APU fire detected. Gear handle and gear position do not agree. Cautions AC BUS OFF. Warning Systems 145 . A leak is detected in the left or right duct manifold. No cooling airflow over the instruments detected. Left or right fuel cutoff switch if OFF. Left or right bus tie has faulted or ISLN has been selected manually. L/R FLAP DISAGREE FUEL JET NOZ FUEL SYS PRESS. Individual pump advisories are inhibited. Less than 2. Individual pump advisories are inhibited. Left or right engine nacelle overheat. Airplane altitude has deviated from MCP set altitude. Left or right low generator drive oil pressure or high temp with engine running. Landing gear is not down when below 500 feet RA. L/R ENG OVHT. remaining in either wing tank. Fwd cargo compartment fire detected. L/R HYD SYS PRESS. Low fuel pressure in respective system.200 lbs. Stabilizer trim is moving without being signalled. Stab trim is not set in the takeoff range when thrust is applied. Trailing edge flaps not in commanded position. Airspeed exceeds Vmo/Mmo. L/R BODY DUCT LEAK BUS ISOLATED.

Number 1 or 2 engine fire bottle pressure is low. More than one flight control shutoff valve is closed. L/R ANTISKID APU BLEED VALVE APU BTL APU FAULT APU GEN OFF AUTOBRAKES AUTOTHROT DISC BATTERY OFF BRAKE SOURCE C HYD PRIM 1. Forward equipment valve not in the commanded position. APU has shutdown or a fault. Crossfeed valve not in commanded position. Left. Aft cargo compartment has overheated. Low airflow or overheat in the electrical compartment. Individual messages inhibited. 2 ENG EEC. or supply duct has overheated. L/C/R HYD PRIM. APU fire bottle pressure is low. remains in either wing tank. APU bleed valve is not in the commanded position. Left or right hydraulic primary pump low pressure with engine running. center or right IRS on DC backup power. Left or Right engine oil pressure is low with engine running.Level-D Simulations 767-300ER Warning Systems 146 Advisories ACCESS DOORS AFT CABIN TEMP AFT CARGO OVHT AFT FUEL PUMP. L/R GEN OFF. A message is displayed in the CDU scratchpad. Number 1 or 2 center hydraulic pump low pressure. Left. Left or right EEC has been switched OFF or has failed. Flap load relief failure. Battery is discharging. Autobrakes are disarmed. Warning Systems 146 . The battery switch is OFF. switched OFF. FMC has failed. Left or right bleed valve is closed with the engine running. L/R ENG BLD OFF. L/C/R IRS FAULT. Left or right center pump fuel pressure is low or switched off. Forward cargo compartment has overheated. Center tank pumps switched off with more than 1200 lbs. L/R ENTRY DOORS FLAP LD RELIEF FLT CONT VALS FLT DECK TEMP FMC FAIL FMC MESSAGE FUEL CONFIG FUEL CROSSFEED FWD CABIN TEMP FWD CARGO OVHT FWD EQPT OVHT FWD EQPT SMOKE FWD EQPT VAL FWD FUEL PUMP. Antiskid system has failed. or less than 2. L/C/R IRS ON DC. or wing tank fuel quantity differs by more than 1500 to 2000 lbs. IRS fault in the respective system.. L/R ENG BTL 1. switched OFF. Left or right engine anti-ice valve not in the commanded position. or supply duct has overheated. L/C/R MAIN BAT DISCH Maintenance doors are open. L/R HYD DEM PUMP. Left or right forward pump pressure is low or switched off. Center and right hydraulic pressure low.200 lbs. Left or right generator is OFF with the engine running. switched OFF. 2 CARGO BTL 1. Smoke is detected in the equipment cooling duct. APU generator switch is OFF or the APU generator breaker is open with the APU running. Respective hydraulic demand pump low pressure. Cargo doors are open. Entry doors are open. Number 1 or 2 cargo fire bottle pressure is low. L/R ENG OIL PRESS. or supply duct has overheated. Autothrottle has been disconnected. Forward cabin temperature controller failed. Emergency light switch is OFF. L/R IRS DC FAIL. 2 CARGO DOORS CTR L/R FUEL PUMP EMER LIGHTS ENG ANTI-ICE. Left or right aft pump pressure is low or switched off. Aft cabin temperature controller failed. in center tank. Flight deck temperature controller failed. center or right IRS backup power has failed.

Fuel quantity indicating system fault. Seatbelt sign is selected OFF. Status AFT CARGO DET 1 ALTN ANTI-SKID APU FIRE LP 1 AUTO COORD ON CABIN ALT AUTO 1. switched OFF. Fault in the normal anti-skid system. One tail hydraulic shutoff valve is closed. or switched OFF. Both Seatbelt and No Smoking signs are OFF. Standby bus is not receiving power. failed. L/R PARKING BRAKE PASS OXYGEN ON PASS SIGNS OFF PROBE HEAT RAT UNLOCKED RECIR FAN. Simulator auto-coordination system is ON. Tail skid is not in the commanded position. Warning Systems 147 Mid cabin temperature controller failed. The Left or Right utility bus is not powered. Fault in the alternate anti-skid system. Loss of power or overtemp to two or more windows. Forward cargo detector failed test. Loss of power to two or more probes. Left or right engine fire loop detector failure. L/R REV ISLN VAL RUDDER RATIO SEATBELT OFF STAB TRIM STANDBY BUS OFF TAIL HYD VAL TAIL SKID TRIM AIR OFF UTIL BUS OFF. Parking brake is on. Number 1 or 2 engine overheat loop detector failure. Left or right wing anti-ice valve not in the commanded position. Ram Air Turbine is unlocked. Elevator feel system fault. Rudder ratio system failure. Left or right recirculation fan is OFF or has failed. L/C/R NORM ANTI-SKID Aft cargo detector failed test. Warning Systems 147 . Number 1 or 2 cabin auto controller failed. One wing hydraulic shutoff valve is closed. 2 CARGO DET 1 ELEV FEEL ENG FIRE LP 1. The trim air switch is OFF. Left or right pack is OFF or has internally overheated. L/R WINDOW HEAT WING ANTI-ICE. or supply duct has overheated. Cargo smoke detector test failed or smoke detected. Stab trim cutout switches are off. APU fire loop fault.Level-D Simulations 767-300ER MID CABIN TEMP NO SMOKING OFF PACK OFF. L/R ENG OH LP 1. Left or right pack outlet temperature is high or a critical system failure is detected. Reverse lockout has malfunctioned in flight. Passenger oxygen switch is ON. Respective hydraulic system pressure is below 2800psi with engines running. L/R No Smoking sign is selected OFF. 2 FUEL QTY BITE FWD CARGO DET 1 HYD SYS MAINT. L/R WING HYD VAL YAW DAMPER. L/R PACK TEMP. The left or right yaw damper is unpowered.

route building. We encourage you to save your own situation files for the climb. It is also important to note that no two airlines operate their aircraft in the same manner. please take the time to read the operations manual to gain a deeper understanding of the individual systems and procedures of the 767-300. The scope of the tutorial does not include all aspects of flight simulation. Our flight will use the Expanded Checklist .Level-D Simulations 767-300ER Tutorial Flight 148 Aircraft Operating Tutorial Golden Gate Run LDS001 CYVR ~ KSFO W elcome to Level-D Simulations 767-300ER Flight 001 from Vancouver to San Francisco. but stick at it. not the accomplishment of the task. cruise. This version of the tutorial introduces pre-built mission files that allow the user to choose different panel set-ups while on the ground at Vancouver. Each airline adopts SOP’s (standard operating procedures) for the aircraft in their fleet. Every effort has been made during the creation of this tutorial to include all relevant materials to successfully operate the 767 in all phases of flight. For specific information regarding Microsoft Flight Simulator X. Enjoy the flight from Vancouver to San Francisco.for its structure. While this tutorial serves a useful purpose. departure / arrival charts. User-saved files can be chosen from the FSX File> Load menu option. This is the fourth version of the “Golden Gate Run” tutorial flight. The Level-D 767 is a complex simulation.follow along. etc. and. This is not the definitive guide: that document would encompass several thousand pages. Captain: we know that you will feel a great sense of satisfaction learning and mastering the Level-D Simulations 767. But. Each version has been improved. They have read through this document and are satisfied with the information we have provided. It will take you many hours to master the aircraft. Tutorial Flight 148 . It is recommended to choose the “Cold & Dark” mission to get the most out of this tutorial. consult the relevant sources on the internet. and require the user to devote thousands of hours of study. Color images have been included (when warranted) to provide accurate reference screenshots to assist the user. The Level-D 767-300 does not simulate every aircraft function or airline specific option: that aircraft simulator add-on has never been built. When loading a saved Level-D 767 situation file the panel and systems will reload and stabilize quickly. This tutorial for Flight Simulator X will provide new and intermediate users with general guidelines to effectively fly the Level-D 767. descent and arrival phases of flight. some of our technical advisors are real world 767 pilots. but they haven’t officially said no to our requests to dead-head a couple flights for a week or two (at our expense of course). brought to you by members of the beta team. if it was available to the consumer would likely cost a great deal more than the current Level-D 767 retail cost. The reward is the journey. We are not professional pilots. weather programs. we have chosen to adopt a mix of standards to ensure the safe operation of the LDS767.included in the manual . While your airline may operate with different standards than those set forth. They aren’t going to let any of us fly their real ‘67 just yet. step by step (pause the sim if you have to). clarified and expanded with input from the team and users. Don’t get discouraged by the complexity of the simulation . air traffic control.

net.... No action is required if the swicthes are in the ON position.. FOLDERS Numbered folders (i.......... set:  Level-D Gauge Sounds> 50%  Level-D Voices> 80%  First Officer options> User Choice  Crew Voices> User Choice  Click OK Tutorial Flight 149 ..... confirm: Realism and carrier options from Carrier dropdown menu. etc... bolded text denotes an action that must be completed. panels.. » Speedtape EADI » Dual cue Flight Director » Climb Thrust Derate Washout > None & confirm or set... information required by the flight crew to operate the aircraft.. In the example below.. Checklist Action Explanation of the Checklist Item and Action...czvr. The checklist item and action denote a task that is part of the Normal Procedures Checklist. or work to add to the Golden Gate Run? Simulator Settings It is important that FSX and the 767 be configured with the settings listed below before we can begin the tutorial.. and/or systems are in the listed checklist action description or ready state..ON BOLD TEXT In general... These can include important menu items or required physical tasks (Press. These switches are always left ON  This tutorial will use the International “Hybrid” units of measure option.vatsim. choose SETTINGS. choose. Tutorial Conventions FSX Settings From the FSX menu bar.. the flight crew must verify that the EEC switches are in the required ON position. milibars) This tutorial contains text and layout conventions that will assist the user.  Charts Charts for Vancouver & San Francisco are available at chartfinder... CHECKLISTS Checklist Item ....ca or www... Checklist Items and Actions appear in bolded text and may be followed by an explanation of the task in smaller text..... www.. Let’s adjust some FSX & Level-D settings. in abbreviated form. which means that all weights will be shown in kilograms. Not all checklist items require an action.. Some will simply require verification that certain switches........Level-D Simulations 767-300ER 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... Click OK Level-D Settings From the Add-ons> B767 Specific> menu. Check to make sure both switches are ON... Imperial measurements (pounds) will be displayed throughout the tutorial when possible. Checklists contain... set or confirm  Battery discharge  Electric load shedding  Pneumatic loads  Engine damage  Realistic fuel feed  Autoland restrictions  FMC tunes ILS  Load realism options with flights EEC Switches .. Choose). Enter.com. Open. (3).e 1 ) denote the option to import numbered tutorial panel states (Golden Gate (1)....) and allow for a quick starting point of the corresponding section of the tutorial..oakartcc. Set the following options: General > Deselect “Pause on Task Switch” International > Hybrid (feet....... We are still exploring the limits of mission creation with the 767 and hope to release “reward mission modules” in the near future..... (2)...... 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 From the Level-D Simulations> Preferences> menu.. The checklists are grouped in sections and in chronological order..  AFDS automatic multi-channel  GPWS altitude callouts  EADI Displays A/T flag  Airspeed BUGS option  Load carrier options with flights from Realism...... Perhaps users will be inspired to try to create their own Level-D 767 missions.....

.. 5 8. Standby Power Selector ... Press ON when AVAIL light illuminates......... APU GEN switch ........ 10....................................... Battery Switch ... Powering the 767 seems to be one of the more confusing procedures for many new users................................. before we get to the flow....ON 1 2 2....... which is written with the “flow” concept.................. Preflight ~ Powering the 767 1.......... IRS Mode Selectors (3) ..... Consult the IRS Systems section of the manual for more information........ The position lights are the red....... Pushed IN PILOT’S DISCRETION You can OMIT this step and move directly to start the APU...... you may adjust the Level-D settings (enable IRS needs position entry option from the Realism menu)... Providing electrical power to the aircraft is the first order of business.. For the purposes of this tutorial we have disabled the real align period...... & 7a External Power ..POSITION 10 Section of IRS Panel (upper left overhead panel) This step is not necessary for this tutorial. Utility Bus Switches ........ Pushed IN 4..................ON 8 APU (left overhead panel) Not depicted. The RUN light flashes twice to indicate the beginning of start...Level-D Simulations 767-300ER Tutorial Flight 150 Flight Deck Preparation 1  When the simulator loads... See the Airplane.... For this section of the tutorial........ Once the APU light illuminates RUN.....NAV Alignment time is 2 minutes.. Should you wish to enter the coordinates for the FMC..... Ground Power is not essential... AUTO Battery & Standby (left overhead panel) 3 4 7a 4 5........ Open the overhead panel <SHIFT><5> or press the OVHD button (located on the main panel)..... OVERHEAD Panel> Cabin Communications Panel> GND CALL> Disconnect External 7 Communications (center overhead panel) 9. GEN CONT Switches ... 7......... Tutorial Flight 150 ....... General section of the manual....... Position Light .... APU .... The APU start cycle takes approximately 60 seconds................ AUTO 3............. the external power can be safely disconnected................... follow the text on the right with the numbered diagrams on the left to power the 767...... FMC Initialization ................ if ground power is connected. Bus Tie Switches .. green and white lights found at the tips of the wings.. The Position Light is located on the lighting panel above the glareshield...... we have to do some jumping around on the overhead panel to get the power flowing through the aircraft......... Establish Contact Ground via the Cabin Communications Panel........ START then ON 6 6 Electrical Panel (left overhead panel) A spring-loaded position that initiates the APU start sequence......... choose Add-ons> B767 Specific> Realism> IRS real align duration from the FSX menu.......... The Normal Procedures & Checklist will be our guide for this tutorial........ you are greeted with the aircraft in a “cold & dark” state...ON 6........... Real align time is ten minutes.......... But........... To enable the real-world 10 minute alignment duration...........

....ON Hydraulic Panel ................................. Isolation switches ............................ON Check to make sure both switches are ON....... before turning the APU Bleed ON...... normal procedures are completed using the downward flow concept......... turn pack switches OFF...OFF Battery Switch ...... Set Forward and Aft main fuel pumps OFF................................................. Engine Start Selectors .......................................... Left and Right switch ON......OFF Exterior Lights..................... the flight instruments and AFDS panel are checked from left to right.......... Cargo Heat ............Armed Passenger Oxygen Switch ............................ minimum. Set auto rate at the detent position........................... Select AUTO 2 for even days.... Tutorial Flight 151 .. turn the pack switches to AUTO........ All others OFF.................ON Standard: Switches are always left ON....... As required............ Equipment Cooling Switch ............................. Seatbelts OFF Pressurization Panel ............... These switches are always left ON........6 17...... As required If the APU is in use........... AUTO Fuel Jettison Panel .....ON This switch is always left ON................................ These switches are always left ON EEC Switches ....... Suggest: No Smoking ON.......................... CAPT PITOT) HF Radio .. Listen for test tone........... Blank Ram Air Turbine Switch ................ After the overhead is checked. As required.......Level-D Simulations 767-300ER Tutorial Flight 151 Overhead Preparation 2  The Cockpit Preparation flow starts with the upper left hand corner of the overhead panel <SHIFT><5> and continues in a downward pattern. Check Check for normal indications (ie ENTRY DOOR......... Engine and Wing Anti-Ice ...................OFF Window Heat . Crossfeed switches OFF............................ON These switches are always left ON....................3 8.... AUTO Electrical Panel ................................................. AUTO Overhead Cautions ...........ON APU Bleed Switch ..............ON Engine Bleed Switches ....................................... FMC ... As required Start the APU (if necessary) or establish external power..................................... Test Emergency Light Switch ................................................ Program Program the FMC with route and performance information.... follow down the EICAS screens to preflight the pedestal systems.... Select AUTO 1 for odd days........................................................... Check to make sure both switches are ON.......................................... Fuel Panel .................... Set Set 1 for odd days of the week.......................... Pack Control Selectors ........................................... Check Check the proper fuel load and balance. Center fuel pumps OFF.............. These switches are always left ON..................2 Primary engine pumps switches ON............. Fuel quantity and balance .............................. Center switch guarded ON.. 2 for even days of the week.......... Yaw Damper Switches ............................ As required Position lights ON....................6 0................ If external air is in use.... and BOTH for cold weather operations..................... Check All electrical switches should be pushed IN........................... Check 8...... Electrical switches are only turned OFF for abnormal conditions Temperature Control Knobs ......................... Alternate: APU should be running at least one minute... Primary electric and all demand pump switches OFF..................................... From the AFDS panel.....OFF Passenger Signs ................. APU .......... Trim Air Switch .....................................ON Standby Power Selector ...................... Cockpit Voice Recorder...... Each panel is checked in a downward direction beginning at the top of every column..............ON HF Radio ......OFF Switches blank and selector OFF................. Set Set landing altitude.. Recirc Fan Switches ........................................ Blank Ignition Switch ......... Some real world airlines follow a “down-up” pattern for the overhead panel............ For our purposes............. For the Golden Gate Run we will load 17141kg or 36238lbs.................................

Tutorial Flight 152 . The IDENT page lists information about the software loaded into the FMC (aka Navdata). all computer keyboard entries are sent to the CDU scratchpad. Once the FMC is closed. it is not required to use the INDEX page to step through the preflight pages. INVALID ENTRY) simply clear the message by pressing the CLR key or the BLANK key (located between the Z and the DEL keys). Pressing the 6L LSK abeam the <INDEX prompt displays the INIT/ REF INDEX page. time to get to the brains of this aircraft: let’s open the FMC and let’s get programming. Should any FMC advisory messages appear in the scratchpad (i. In the real aircraft. 3 4  Keyboard Assist “KA” is displayed in the upper left corner of the CRT when the keyboard assist mode is turned on. The 6R position offers a quick and efficient way for pilots to complete the preflight status of the FMC. In KA mode. KA is disabled. But. Some input errors may occur. 1L 2L Line 3L Select 4L Keys 5L (L LSK) 6L LEFT Scratchpad ----Display CRT 1R 2R 3R 4R 5R 6R RIGHT Line Select Keys (R LSK) 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.Level-D Simulations 767-300ER Tutorial Flight 152 Programming the FMC Okay. The MENU page displays when the FMC is initially loaded. Use the keyboard combination <SHIFT><7> or press the FMC button on the main panel to display the FMC’s CDU. Pressing the 6R LSK abeam POS INIT> will display the POS INIT page. ensure you have entered the data correctly. To enable SHIFT+ K (ON/OFF) or click the mouse in the upper left hand corner of the CRT. Try to continue with the next step. Every effort has been made to address every possible combination of FMC data entry. For our purposes the prompts at the 6L and 6R position are of interest. The first page to display after the FMC is activated is the IDENT page. the accuracy of information displayed on this page is extremely important because incorrect FMC data can adversely effect operations. Should that not be possible. Pressing the 1L LSK activates the FMC. NOT IN DATABASE. AIRAC-0701 JAN18FEB14/07 EAG-0701 The INIT/REF INDEX permits the selection of the preflight pages in the FMC. Press the <FMC prompt next to the 1L Line Select Key (LSK). The pages listed on this page require data input to successfully set-up the FMC.e.

Level-D Simulations 767-300ER

Tutorial Flight 153

6R LSK > The Preflight Prompt
Preflight flow continues in this sequence:
• Identification (IDENT) page • Position Initialization (POS INIT) page • ROUTE (RTE) page • DEPARTURES page (no automatic prompt) • Performance Initialization (PERF INIT) page • Takeoff Reference (TAKEOFF REF) page.

Most of these pages are also used in flight. During the preflight, a prompt at the lower right (6R LSK) allows the flight crew to step through the minimum requirements for preflight completion. Selecting the prompt key at the 6R LSK position displays the next page in the flow. The text message INCOMPLETE will display at 6R LSK until the minimum requirements are met. The text message COMPLETE will display at 6R LSK when the minimum requirements are met. The COMPLETE message will display if a departure runway has not been selected. NOTE that there is no preflight prompt at the 6R position to enter the departure runway. A route must be entered and activated during the preflight flow. The minimum route data requirement is origin and destination airports, and one route waypoint. Remember that when starting at the IDENT page of the FMC, there is always a prompt displayed at the 6R LSK position that will lead you through the preflight of the FMC. Continue entering data on each page until COMPLETE displays abeam the 6R LSK position. Let’s enter our flight plan (CYVR YYJ J589 RBG.GOLDEN4 KSFO) into the FMC. There are 2 methods to program the route into the FMC, manual or pre-programmed. Choose one of the entry methods below.

Manual entry of route

Pre-programmed route

Press RTE function key (FK). In the real world, flightplans 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 file (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. Here’s how you Press the 1L LSK. CYVR will can “load” a pre-programmed flightplan 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 flight plan. Our filed flightplan is YYJ J589 RBG.GOLDEN4. Enter YYJ into the scratchpad. Press 1R LSK. YYJ transfers to the 1R position (TO). Enter J589 into the scratchpad. Press 2L LSK. J589 transfers to the 2L position (VIA). Enter RBG into the scratchpad. Press 2R LSK. RBG transfers to the 2R position (TO).
Tutorial Flight 153

Level-D Simulations 767-300ER

Tutorial Flight 154

The pre-programmed entry method is now complete. For complicated flight plans with multiple waypoints and airways the pre-programmed option is a time-saver and should be used when possible. Once we have moved beyond the route page, manual entry is required for all succeeding steps of FMC programming.

DEP/ARR
Let’s add the departure and arrival procedures to our routing. We will depart Vancouver on the YVR3 SID and arrive in San Francisco on the GOLDN4 STAR. Press the DEP ARR function key. The DEP/ARR INDEX page will display (not depicted). Press 1L LSK abeam <DEP CYVR. The CYVR DEPARTURES page displays. Press the R LSK abeam 26L to select runway 26L for our departure runway. Press the L LSK abeam YVR3.26.30 to select the SID for our departure procedure.

Press the L LSK abeam the ILS28R position. Press the 6R LSK abeam the ROUTE> prompt to return to the RTE1 page. The RTE1 page will display with the ACTIVATE> prompt at the 6R position. Press 6R LSK abeam the ACTIVATE>prompt. The EXEC button illuminates. Press the EXEC function key. The route has been activated. Move to the next preflight page.

<SEL> <SEL>

NOTE that once the route has been executed the title of the route page will change to ACT RTE 1. The ALTN> prompt will display abeam the 5R LSK. The pre-flight prompt will change from ACTIVATE> to PERF INIT> abeam the 6R LSK position. Also, <SEL> prompts have changed to <ACT>, denoting active selections. The route line on the EHSI has changed from a dotted blue line to a solid magenta line.

PERF INIT
Let’s enter the performance data available on the FSBuild flight 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.

The aircraft configuration 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 flight was setup with the Configuration 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.

<SEL> <SEL>
<SEL>

133.9

3.1

Tutorial Flight 154

Level-D Simulations 767-300ER

Tutorial Flight 155

Press the 3L LSK (ZFW column). The scratchpad entry of 116.7 (257.3) will transfer to 3L position. A Gross Weight (GR WT) value will autofill at 1L position. 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 you’ve ever wondered “How does the cost index work?” you are not alone. Understanding and computing the cost index is a complicated affair. We are not prepared to offer the definitive answer (we may run out of paper in the process), but, what we can say is that the cost index is derived from these factors: current fuel cost, maintenance costs, flight crew and cabin crew cost per hour, aircraft leasing costs, airline schedule requirements, as well as trip distance, aircraft load, and cruise altitude winds. The FMC Economy (ECON) calculations are based on the value entered in this field. The standard value entered is 80. Values can range from 0 to 9999. Entering “0” gives maximum range airspeed and minimum fuel consumption. Higher values increase the cruise speed and fuel consumption for the calculated ECON speed. As reported in the LDS767 forum each real-world airline computes and adopts their own CI (cost index) figures. Here are some of the (unconfirmed) figures that have been reported in the forum: Air Canada ................................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. Modifications to the cost index are accepted within 10 nautical miles of the top of descent.

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, flaps settings, and CG trim. Once this data is entered, the aircraft’s V-speeds are automatically calculated and displayed in the right column. But, let’s program the TAKEOFF REF (2/2) page first.

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

Enter the 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 flaps settings value of 5 into the scratchpad. The performance initialization data entry is complete. Press 1L LSK and the scratchpad entry of 5 will Let’s 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 preflight page.
Tutorial Flight 155

loose ends (discontinuities) were created when the When the 6L LSK abeam <ERASE is pressed. but some abeam the 5L position. As the YVR3 SID is a “vectors” departure. The RBG were created and must be closed. the last action will be departure and arrival information were added to the route.4 When the disco is closed: will autofill to the left of the entered data. undone and the discontinuity will reappear. Three discontinuities Press the 2L LSK abeam the RBG waypoint. Here’s how: Press the 1L LSK abeam the data entry boxes. PRE-FLT column at the 6R LSK position will display the • All waypoints will move up one position.Level-D Simulations 767-300ER Tutorial Flight 156 Press the 3L LSK. The MOD RTE1 A discontinuity most often occurs when a SID. Press the LEGS function key.. the text VECTORS (with a 261° heading) was placed at the start of the RTE1 and the RTE1 LEGS page. In our case. the modification has been completed and executed. Let’s close the second discontinuity between the CVO and RBG waypoints. waypoint will transfer to the scratchpad. Let’s close the first discontinuity. STAR. The RBG waypoint will transfer to the 1L position and the discontinuity will be closed. for Vancouver and San Francisco. transfer to the 3L position (CG TRIM). The scratchpad entry of 26 will discontunity between VECTORS and YYJ will be closed. Let’s close those discontinuities. A trim setting of 2. • The 6L LSK prompt will change from <RTE2 LEGS to <ERASE. The MOD RTE1 LEGS page (3/5) will display with the disco abeam the 2L position. The title will remain titled MOD until the If the data input has been entered in its entirety. Now. Press the 3L LSK abeam the YYJ waypoint.. The first discontinuity was created when the SID and runway was activated. Press the 2L LSK abeam the data entry boxes to transfer the YYJ waypoint to the 2L position. To clear the discontinuity depicted below. FMC Workout ~ Closing Discontinuities Press the NEXT PAGE fucntion key. The FMC is set up. • The page title changes to MOD RTE1 LEGS. we LEGS (2/5) page displays with a route discontiunity at the added the departure and arrival runways and procedures top of the page. The ACT RTE1 LEGS (1/5) page displays. we need to line select the YYJ waypoint at the 3L position and copy/move it to the 2L position. approach or runway is added to the route. Follow the previous examples and close the final discontinuity that was created when the arrival runway was chosen. The YYJ waypoint will be copied to the scratchpad. This denotes the page is being modified. let’s see if you can do this on your own? Press the NEXT PAGE function key. The YYJ waypoint will replace the data entry boxes and the Tutorial Flight 156 . The CVO VOR will appear text string COMPLETE.

Level-D Simulations 767-300ER

Tutorial Flight 157

The page should look like this after the disco is closed:

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

When the final discontinuity was closed, the succeeding waypoints moved up one lateral position and the page number changed from 3/5 to 3/4. How did you do? If your handiwork does not match the image above, press the <ERASE prompt at the 6L LSK to undo the action. Try again. (Here’s the answer if you’re stuck (but of course you Rotate the HSI knob clock-wise to PLAN. Turn the aren’t!): 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 modification 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

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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 file now. Grab a cool drink. You’ve earned it. Two important preflight tasks are complete and we’re almost ready to fly (honest). The next task is to set up the AFDS (Autopilot Flight Director System) or Mode Control Panel (MCP).

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 lly • The FMC may not inc cedures can be manua ort(s). SID / STAR pro the chosen airp C section of the later use. See the FM inputted and saved for for more information. manual lly entered waypoint is displayed if a manua • NOT IN DATABASE The waypoint can still VDATA database. identifier is not in the NA ce point. tude, or bearing/distan ered as a latitude/longi be ent at or range played if the entry form • INVALID ENTRY is dis entered airway or TO ed field or the se. is incorrect for the select h the navigation databa int does not coincide wit waypo entered w– displays if the flight cre cks, • ENTER IRS POSITION the IRS comparison che n did not pass one of present positio de and has not change to navigate mo remove or the IRS is ready to Use the CLEAR key to present position entry. received a 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 Pearson’s “Knowledge of gliding which he applied in an emergency situation to the landing of one of the most sophisticated aircraft ever built.” Captain Pearson strongly credits Quintal for his cockpit management of “Everything but the actual flight controls,” including his recommendation of Gimli as an landing spot. The aircraft went back in service (after a million dollar repair) and has been known ever since as the “Gimli Glider”.
Excerpted from an article published in Soaring Magazine by Wade H.Nelson

Rotate the HSI display knob back to MAP mode. Press the INIT REF function key to display the TAKEOFF REF page. We will need to edit the takeoff data just prior to departure, so it’s handy to have the FMC set with the REF page ready.

UPDATE: The “Gimli Glider” still soars the skies for Air Canada. LDS767 beta team member, Rob Hall, flew from Toronto to Vancouver on the 767-200 on June 5, 2005. The Glider has survived two trips to the “desert”, and burned 22 tons of fuel on the 4.5 hour flight (PW engines), but she is still airworthy, though the 25 year old panel looks “scratched up and worn out”.

A route can be created using any combination of VORs, NDBs, intersections, lat/long points, or airways. Flight plans can be found at simroutes.com, flightaware.com, and vatsim.net (to name a few).
Tutorial Flight 158

Level-D Simulations 767-300ER

Tutorial Flight 159

5  Setting the AFDS

The autoflight system is complex. It is recommended that the Autoflight Systems section of the manual be read in its entirety. That said, if you follow along closely, the tutorial will introduce the user to most (if not all) AFDS modes.

146

260

7000

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 specified the departure YVR3 departure chart, though we will go direct YYJ. Disengage bar — UP Nav2 Radio — F/O Panel. Set manual frequency if required, otherwise set to AUTO NOTE These checks should be done after the IRU’s have aligned. Confirm NO FLAGS on main instrument panel. Instrument Source Selectors — NORM Airspeed - Check & set takeoff speed bugs. Use the automatic bug setting mouse click area - the lower left corner of the Airspeed Indicator - for easy setting. RDMI — Set pointer controls and verify headings EADI — 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

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

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 Alternate Flap Selector .................................. NORM

Check warning lights are off and that the indicator agrees with the flap handle. Check selector set to NORM and ALTN not displayed in the LE or TE switches. Check no amber lights illuminated.

Landing Gear ................................ DOWN & GREEN 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.

Warning Annunciators................................... Check
All should be off.

Standby Engine Gauges................................. AUTO Autobrakes .........................................................OFF

Cargo Fire Panel ...........................................Normal Transponder ........................................................ Set
Set to desired code and leave turned OFF or set AUTO.

Tutorial Flight 159

.... Captain’s Departure Briefing Red Anti-collision Lights ............ Center Pumps should be OFF... Fuel Panel ........  6 Before Starting Engines Cargo Heat Switches ........................................ we of 080° for a 4000’..................... Set 0 Located on the Pedestal.. NOTE Flight Simulator “Tool tips” option must be enabled to view the digital return... C CMD when dictates a climb to 7000’................... Use the mouse to nudge the stab trim forward and/or back until the setting is in the 2..... 1................ Confirm trim setting is within the green band.... Captain.............. Flight Controls ........................ Serious injury to the tractor crew and damage to the nose assembly may result if this precaution is not observed................. 2 Stab Trim: 2....... Lights Out Takeoff Briefing .. EICAS Messages .....As Required Located on the Pedestal.................ON Pack Switches ....... Aileron and Rudder Trim ............55 / 260)......... the baggage and cargo are loaded..... CANCEL Hydraulic Panel ..4 range......................................... Set cruise altitude of will continue to YYJ... place your mouse icon over the Stabilizer Trim Gauge...... Closed........4 units ILS Frequency .. If an engine fails after Vr..................... The passengers are seated.... 1 Okay.........ON Passenger Signs .Accomplish Verify performance and navigation data in the FMC and brief the takeoff procedure.................. Set Turn ON fuel pumps in all tanks with fuel..4U Mike Ray’s real-world GOTCHA! The crew must ensure the nosewheel steering and the rudder pedals are not moved until after the signal man has cleared the aircraft from the ramp.... It’s time to push this beast away from the gate...... our departure time has arrived (just in time...... Check Display STATUS page and check correct movement of ailerons and elevator.............Level-D Simulations 767-300ER Tutorial Flight 160 Comm Panel . VNAV.................. because setting up the flight deck was getting boring!)...... ON & AUTO Primary electric pumps ON & demand pumps to AUTO...................... Set to PARK or to required ILS frequency for departure (110... and the load sheet has arrived..........ON Press the ALERT button on the Communications panel to notify the F/A’s that it’s time to go.. The SID 3000 feet direct to the YYJ (Victoria LNAV............. Restore ENGINE display when finished............ our coffee has been delivered................. 370 when direct-to direct YYJ....................... 2.......... To view a digital return of the stab trim.... Stabilizer Trim ........... Complete BEFORE START Checklist before moving the aircraft..... Doors............................. Set Set knobs as required for initial ATC frequencies.... 2............ This is when our real-world PF (pilot flying) briefs the PNF (pilot not flying) for the departure procedure and give the F/A’s a shout that departure is imminent........................................OFF Compartment temperatures will rise....... return to CYVR and a 26R approa BING BONG! Time to go! Tutorial Flight 160 .... then make a left turn heading ch.. Set Audio Panel .. turn through Runway heading of 260° then a left ) VOR......................................

a hot rod of immense power”.....the lower left corner of the Airspeed Indicator ...... Note the GR WT value and enter a lesser TOGW value (by 2000 kg (.................Level-D Simulations 767-300ER Tutorial Flight 161 Pushback 7  After Starting Engines From the overhead panel (Cabin Communications Panel)...... Confirm N1 rotation within 30 seconds of Stabilized N2............ press the INIT REF function key to open it. 133.... Press the CLR (FK) to clear the TAKEOFF SPEEDS DELETED scratchpad message and reset the airspeed speed bugs on the airspeed indicator... As required Use if temp below 10°C & visible moisture observed..... set appropriate fuel control selector to RUN and monitor EGT on the upper EICAS for lightoff............. By the time the aircraft has reached 26L......................... RUN OVERHEAD PANEL: Set the appropriate start selector to GND to begin the start sequence...................ON Okay.............to reset v-speed bugs. press the button labelled GND CALL.................. Confirm OFF APU Switch ............ LOWER EICAS: When N2 reaches a minimum of 18%...............ON Nose Wheel Landing Lights ......... The FMC message TAKEOFF SPEEDS DELETED will display in the scratchpad... AUTO Autobrake Selector .......... to the D5 hold point for 26L... Follow the directions of the ground crew (if you have them enabled) and start the engines. and enable Push & Start & Disconnect Interphone.......... The pushback “Tug” window will arrive.vatsim.... confirm Start Selector returns to AUTO IMPORTANT Repeat procedure for remaining engine............ release the brakes and taxi the aircraft via JA.... 2 1 At 50% N2... But..... Keep the taxi speed below 20 knots... GND L or R Fuel Control Switch (Pedestal). Open the FMC...... If the TAKEOFF REF page (1/2) does not display................ Charts are available on the internet at http://chartfinder..............4....... Set the pushback distance to 40 (meters).... There should be no messages displayed in normal operations.net................... Isolation Switches (L and R) ... During the taxi to the active runway .... turn to the right 90°....2)) to the scratchpad.... and a member of the LDS team.. The Ground Requests dialog menu will display........ D..................... CLOSED Pack Switches .......... before you blast off save your own situation file.6 will be reduced by taxi fuel consumption and will most likely be closer to the TOGW of 133....... Dave Barrinngton... 8  Generator Lights . RECALL & CHECK Press the number 3 ..... Announce “Starting (Right/Left) Engine” The right engine is normally started first... Use the automatic bug setting mouse click area . J.....[Pushback] Check for appropriate CAS messages and engine indications.....OFF Engine Anti-Ice ...... describes the performance of a lightly laden 767-300 as “four F-18s bolted together...Disconnect Runway Turn-off Lights .............. 767 Captain. The V-speeds will be recalculated and the scratchpad message TAKEOFF SPEEDS DELETED will be displayed In the example below.............. Press the 5R LSK.. the displayed GR WT value of 133.. Tutorial Flight 161 ..... Ensure ground connections are clear.... Starting Engines It’s time to light those General Electric CF6-80C2 engines (rated at 61.... The entry will now transfer to the 5R position (TOGW column).. Abort the start for abnormal indications or if temperature exceeds 750 during start.... Ground Equipment . L or R Start Selector ......... H ....let’s open the FMC and set the final TOGW (which will effect our V-speeds).....4 has been entered and line selected to the 5R position (TOGW column).RTO EICAS ..500 pounds of thrust per engine) and get this show on the road.watch where you’re going ..

...... Verify 80 knots Verify that THR HOLD mode is displayed in the top left corner of the EADI. At 1000’ AGL select a VERTICAL mode from the MCP.................Set TA/RA Note: To toggle traffic on the EHSI... Vancouver Tower clears LDS001 for takeoff...... Then follow the magenta colored Flight Director pitch commands on the EADI. you’ve read the entire section................ Flight Attendants ..like the landing phase . imagine that the Vancouver Tower controller clears LDS001 to position and hold on runway 26L................ Please take the time to read the entire takeoff section before actually trying to take to the air with the 767 simulator................... then... At 400’ A/T .. Switch on the autothrottle and press the N1 button on the AFDS (MCP)... Keep a slight forward pressure on the yoke to enhance nosewheel contact to the asphalt..... Takeoff Once the aircraft arrives at the hold point for runway 26L.. Clock ETE ...... excluding situations where the aircraft controllability is severely impaired or if the aircraft otherwise becomes unflyable Monitor airspeed for V1 and Vr At Vr............... and eventually agree with the visible TO limit. Follow the commands of the Flight Director bars on the EADI. right? Right?! Arm the autothrottle and turn on the anti-collision lights before entering the runway A/T .................. press C CMD on the MCP..... Turn on landing and anti-collision lights.Arm Exterior Lights . and slowly release the pressure when you pass 80 knots.............. you can then raise the landing gear................... and engaging LNAV once you’re past the shorter legs.... Observe the FMA annunciating the release of the A/T servos with THR HOLD....... After liftoff.. Okay............. The takeoff ..... Through 1500’ AGL pitch the nose down slightly........ press the top of the EHSI Range Selector knob... Alternately..... Once in the air. and allow the engines to stabilize.... If the departure is complicated . select FLCH and set the MCP speed to 240 knots.... Observe the takeoff thrust being set (N1 gauge).... Gear Up Gear handle UP............. 125 knots) move your hand from the throttle lever to the yoke and mentally prepare to take ANY problem into the air.....  9 At Vr begin a steady pull (2-3° of rotation per second) on the yoke to establish a gentle but firm rotation and liftoff........ Verify proper thrust is set prior to 80 knots. The aircraft should continue on runway heading... Try to keep the V2+15 (to 25) pitch profile......you could assist the aircraft by flying the first turns in HDG SEL....... and make a mental note of moving from the low-speed abort to the high-speed abort stage............ once a positive rate of climb (VSI shows climb and altimeter is showing increase in altitude) is established...... Positive rate of climb .... For the purposes of this tutorial set flaps 5... Tutorial Flight 162 . advance the throtlles fully to the foward position..... Correct this during the takeoff roll. then OFF when retracted. A TCAS OFF message is shown on the EHSI if the TCAS display is toggled OFF......... V/S is used primarily in an engine out situation...Notify Press the ALERT button on the Communications panel.......................... At 1000’ Engage VNAV. Transponder ...... Don’t worry about not being properly lined up on the runway centreline.........is the most intense part of the pilot’s job....1 Arm & 2 engage N1 mode 2 1 Select LNAV or HDG SEL on the AFDS (MCP) as required. Choose VNAV.........which is not the case here ....... For LNAV. RUN Throttles...... FLCH or V/S.......... Set At 5 kts before V1 (in our case................ but do not exceed 25° of pitch... runway 26L.................. If the aircraft accelerates past the target speed...................... Follow Flight Director commands.............. just settle with what you end up with....... Set for Takeoff Set 5 or 15.. rotate smoothly until airborne and then establish an approximate 15° pitch up attitude............Level-D Simulations 767-300ER Tutorial Flight 162 Before Takeoff Flaps .... do not increase the pitch to slow down... When lining up do not waste runway length...... AUTO or ON TCAS .............Advance to 70% N1 Smoothly advance the throttles to approximately 60-70% N1....... use the DIRECT TO procedure or intercept the route course using HDG SEL..... point the nose of the aircraft to an attitude that will result in a speed of v2+15 to v2+25.

.. Open the FMC... VNAV.. Then accelerate to 300 knots or to 37000 feet...... altimeter to standard setting (29. Above all: FLY THE AIRCRAFT. Verify thrust set to CLB... engage LNAV and VNAV modes policy is implemented. Pressing the EXEC function key and the the flight.... Make periodic observations on the fuel consumption of the aircraft.92 Hg / 1013mb). Don’t be overwhelmed to a waypoint in the LEGS page................... might go unnoticed.. fuel. set the EICAS between the N1 displays).. but to also be on the lookout for possible fuel leak..OFF Above 18. and routing (as well as reading the paper).Level-D Simulations 767-300ER Tutorial Flight 163 Select 37000 in the ALT window on the MCP (if you haven’t already done so).. Once flaps are UP. and compare the figures you see to the Press the EXEC (FK).. This is done by line selecting a waypoint into the active waypoint position (1L by the many tasks you are facing at this time... Remember....... Normally climb out at 250 knots until After cleaning up the aircraft..... A Some important activities during the cruise phase are: curved blue dashed line will overlay on the EHSI. After Takeoff Tutorial Flight 163 . and beginning our climb reaching 10...... experience a fuel leak that the aircraft should start a left turn direct to the YYJ VOR.. AFDS.. and connect the autopilot (C CMD) and the aircraft will turn direct to the YYJ VOR.. select the Seat Belt sign to AUTO to release the Confirm Climb thrust cabin and turn the landing lights OFF through 10000 feet.. fuel. The aircraft is now controlled Landing Gear ... This is not done just to see if unpredicted winds are eating your valuable reserve connected to the first waypoint (YYJ) of our filed route.....OFF by the AFDS in lateral (LNAV) and vertical (VNAV) modes Flaps .... move the need to attend to...... Climb and Cruise Press the L LSK abeam the YYJ waypoint to transfer it Above 10. If LNAV.... Concentrate on getting the aircraft safely on its LNAV button on the MCP causes the AFDS to fly directly to way within the published boundaries of the departure. The FMC calculates a direct course one task at a time in a systematic manner... The ACT RTE1 LEGS (1/4) page will display..... Complete LSK of LEGS page 1)....... Many simmers (even experienced ones) tend to think that during the cruise there’s really nothing left for the pilot to do than to just read the newspapers and enjoy the view! While this is partly true (only partly).. in theory..... 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.... Yes......... and C CMD on the MCP are engaged... 29... When passing Set flaps 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............. Don’t concern to the waypoint and displays the modification on the EHSI yourself with errors you may make during this phase of with blue dashes.000‘....... CLB1 or CLB2 as desired (Upper After passing the transition altitude at 18000 feet. On this tutorial flight climb derates are gear lever to the OFF position to depressurize the landing gear hydraulics............ If conditions permit.. the waypoint...000 feet to the scratchpad.. not used.....Retract upon acceleration (with the A/P engaged) to follow the FMC’s lateral flight Flap retraction schedule plan of YYJ to SFO and the vertical flight level of 370. maintain a minimum airspeed on the route..000 feet (or transition altitude) 1/4 ACT RTE 1 LEGS Set altimeters .. so the climb will be rather brisk. Vref30+40 1 The magenta line should display as a contiguous line Vref30+60 UP extended from the aircraft position through each waypoint When flaps are UP........ FMC. Press the LEGS function key.... the YYJ scratchpad entry transfers to the 1L position...92” The cruise phase on a modern jetliner aircraft is probably the most neglected phase when it comes to simulated flying.. During the cruise it is RTE 2 LEGS important to prepare for possible trouble and otherwise monitor the aircraft systems.... Landing lights . the aircraft can. The dashed blue line on the EHSI is activated and becomes a solid magenta route line numbers on your flight plan log.. This denotes a route modification is selected........... the cruise phase is just as important as the more hectic departure & arrival phases of flight. or to manipulate the flight plan in some other way if ATC The easiest way for LNAV to join a route is to fly directly instructions require you to do so.. there are some procedural things that you FMC ECON speed. unless a strict fuel amount monitoring If they are not engaged... of Vref30+80.. you Press the 1L LSK abeam the VECTORS text and have to be ahead of the aircraft at ALL TIMES..

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). In real operations of the 767. perhaps ponder the imponderables. This with hours of enjoyment. Note the information displayed on PROGRESS page and compare them to the flight plan. I’m almost positive that our LDS767 Technical Advisors don’t get a lot of time to kick back and read the Some events include a medical emergency. Review the arrival Wait. it is best to have a pen & paper handy to write down all clearances. We chose to land on runway 28R at San Francisco (the preferred arrival runway). your approach into destination. but.Level-D Simulations 767-300ER Tutorial Flight 164 Always be prepared to change the planned course of your flight. Whatever the to 11 hour flights provide the time to enjoy a few cups of reason. Of course you also have to make sure you can transition to raw data if needed (i. Record the fuel burn data into the flightplan fuel columns. 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. technical newspaper on a short hop like this flight. Always remember to keep the On a long haul flight. The default setting for COMP TEMP are 24°C or 68°F. scan the outside of the aircraft for air traffic. this game provides the flight crew FMC in the loop for a better situational awareness. Press NEXT PAGE (FK). Compare the progress data with the included flight plan. That’s a big “Oooops”. Make notes on your flight plan for fuel burn. In the real world. A F/A is bound to request more heat in the FWD. the A/T flag will be displayed below the first column at the top of the EADI if the A/T is engaged. crosswords. can also be used as a fool-proof alarm clock! planned arrival. Want to have some harmless and childish fun? it doesn’t relieve you from keeping a constant traffic Always wondered how long it takes to cool or warm the lookout during the cruise phase. PROGRESS Page Press PROG (FK). review the predicted weather and Repeat with full W (Warm)! its effect on your arrival. etc. If you’re comfortable planning a different arrival runway. review and program the missed MID or AFT cabin. and approach plates. Just ask the crew of the Gimli Glider how much fun that is. and try not to fall asleep! Even though the LDS767 has a fully operational TCAS. in case something goes wrong. there is a very good likelihood that our arrival would be altered (ATC may dictate crossing & speed restrictions. Therefore. we will stick with runway 28R. For the purposes of this tutorial we programmed the arrival runway during the FMC setup while we were on the ground in Vancouver. panel in the upper right corner of the Overhead. The PROGRESS page (1/2) will be displayed. Continue to the monitor the aircraft systems.e. approach procedure. And. if you want to catch a short means that you should make the FMC route look like your nap. the EADI will display: SPD | VNAV PTH | LNAV | CMD The " EADI Displays A/T flag” option is enabled. winds aloft. If you are using an active weather program and the winds are above 08kts. LNAV and C CMD engaged. Fly on the basic navigational instruments). 28R may not be appropriate. with VNAV. let’s examine some of the other pages available on the FMC. If we were connected to an online network. The PROGRESS (2/2) page will be displayed. Tutorial Flight 164 . minimum altitudes on your gauges. Get charts ready. Fuel Panel Monitor balance and turn off Center Fuel Pumps when center tank is empty. During the cruise phase of flight. adjust the cool things off. or provide vectors off our planned arrival route altogether). In short: PREPARE. fuel burn. the cruise phase would be the time when the flight crew would program the arrival approach/runway. Since “Otto” seems to have things under control. or unexpected requests by ATC. those eight issues. complete a few decision to ensure the safety of your aircraft and passengers. 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. go right ahead: for the purposes of this tutorial. Note the estimated fuel for each waypoint and the destination. wind data. you should be able to make a logical and quick java. Let’s Prepare for the arrival. the winds (weather) and air traffic control would dictate which runway we would land on. 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. In such circumstances.

.. ACT ECON CRZ page displays... tune and identify instruments and radios required for an instrument approach....... Enter 11000’ in the Altitude Target Window on the MCP......... The DES NOW> at 6R position will enable an immediate descent to the commanded MCP altitude.. the VNAV descent. enjoy We’ve already done this......RBL J1 SEA PAE. as Flight 003.... Press EXEC. so without further adieu. your return leg has arrived via the Program arrival & approach fixes.. VNAV descent..PAINE1)........ON and sounds of the Bay area.. removed and the SPD RESTRC will be set.. Press 6R LSK.... final speed & flaps/ setting....... You can manually change your flight level.Level-D Simulations 767-300ER Tutorial Flight 165 VNAV Page Let’s look at the VNAV pages............ The SPD TRANS will be Enter 11000 in the scratchpad.. and press 4L LSK to set the Speed Restriction. ACARS (CUIT2.. Enter 240/10000 into the scratchpad.. ACT ECON CRZ page will display.. destination estimated time of arrival and fuel.. Press VNAV (FK)... Change the Cruise Altitude.. Descent When the aircraft is approximately 30nm back of the T/D Dial 11000 in the MCP ALT Window. Tutorial Flight 165 .. 2. if you want to try the tutorial again. DES NOW > to descend before the calculated T/D. and confirm all aspects of the impending arrival. make the changes.. On this page.... the speed for the (IAS/MACH on MCP). Set speed bugs for landing (use automatic bug speed mouse click area for easy setting).. Press 1L LSK 10000 to 1L (CRZ ALT). The aircraft will descend to 11000’. you can view the flight level.. You can manually input a speed restriction.. Press VNAV (FK). On this page.... 3.......Complete Review. page will be displayed....... evaluate.... Press NEXT PAGE function key... The ECON DES (3/3) Press FLCH (MCP). discuss. you can view your Enter the appropriate descent (300 knots) airspeed destination runway... Set Autobrakes . Descent Options 1. Don’t touch anything! When the aircraft reaches T/D it will automatically descend to the targeted MCP altitude (11000’) at LOZIT... step climb format (in this instance RVSM (2000))... Set 1 through MAX AUTO as appropriate.. but if you are flying online...... The aircraft be should nearing the T/D...... That means planning the procedure for go-around and/or missed approach. baby: you have one hour to turn the aircraft around and ATC wants you on Runway 28L...000 feet Landing Wing Lights ... ‘frisco... Press EXEC....... For this tutorial we will use the first option..000 feet .. As required Approach briefing ... 4. Press NEXT PAGE until DES NOW> appears at the CDU’s 6R LSK. descent. Airspeed Bugs.. The use of autobrakes is at pilot discretion.......... Choose a descent option below.... the speed transition altitude.......... The ACT ECON CRZ (2/3) page will be displayed..... let’s get serious and drop this aircraft into Below 18. So.... Verify FMC arrival and approach....... step climb information....... and step climb format. the runway altitude... and the optimum and maximum calculated flight levels. as well as access FMC sub pages.. cruise speed.. Flight Instruments and Radios .. Set local altimeter San Francisco where we can enjoy some of the sights Below 10. other pertinent information that you and your crew will need to make a safe landing. Press VNAV function key...... Set Set... San Francisco to Vancouver. FLCH (Flight Level Change). try a different descent option... Unfortunately. cruise speed.. The aircraft will descend to 11000’... But.. or request the right side (28R)........

take the time to reexamine the charts and brief the flight crew on the planned approach. 070° heading. FLCH mode. climb to 3000’ direct to VIKYU INT and hold. • Right turn 103°. • Go around: 281°.5 minutes (depending on the aircraft speed). 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. 220 knots. downwind leg. Tutorial Flight 166 SW-2. 15 FEB 2007 to 15 MAR 2007 • Don’t forget to ALERT the F/A’s BEFORE you begin the descent phase. reset the altimeter to the KSFO local barometric setting once the aircraft has passed 18000 feet. 15 FEB 2007 to 15 MAR 2007 1.5mins 10 3° . This is the plan: • Cross LOZIT at 11000.7 & 283°). 15 FEB 2007 to 15 MAR 2007 SFO VOR is a ure outbound the own NOTE The proced ased on the old “D approach (b nstandard vector no proach). Descend to 3000. • If you are running an active weather program. SW-2. • Outbound SFO 1 to 1. 15 FEB 2007 to 15 MAR 2007 SW-2.Level-D Simulations 767-300ER Tutorial Flight 166 Approach Briefing !  During the initial descent. • Depart SFO heading of 070°. right turn base leg to 230° or direct the DUMBA waypoint. I prefer to start the APU on the downwind leg (just in case). • Intercept the 28R LOC (111. • When G/S Deviation Scale (EADI) above the center mark. the Bay” visual ap 070° ~ 1 to SW-2. Use the reminder to ALERT the F/A’s of the descent. • Though not SOP. Consult the charts on this page. • Verify that the FMC data is correct. HDG SEL mode.

The aircraft will set to 200. If neither can be seen. Dial 3000 into the MCP ALT target window. Dial the MCP target heading to 103° to prepare for the right turn for the downwind leg. Press the 4R LSK (---/---) in the FLAP/SPEED column. Dial 6000 into the MCP ALT (Altitude) target window Press the MCP FLCH button.. Once the time has elapsed on the CHRONO. timer. The aircraft will turn to the assigned MCP heading of 070°. can set the Decision Height (DH) on the PEDESTAL and Dial 240 in the MCP’s IAS/MACH window to command a reference bug on the altimeter. Do not press the HDG SEL button just yet. We want the aircraft to continue on the heading of 070°. Therefore.5 minutes. Press the HDG SEL button. Decision Altitude/Height The aircraft should be nearing the SFO VOR. Time to lower the altitude and speed. The elapsed time will now display on the ET/CHR Press the 2R LSK abeam the flaps 25° and VREF digital display. the pilot must have the runway or its approach lights in sight to continue the approach. The scratchpad entry of 25/137 will be transferred to the Press the MCP FLCH button. The flap/speed setting of 25/137 will be EADI displays THR HOLD | SPD | HDG SEL | CMD entered in the scratchpad. The MCP’s IAS/MACH window will display the We’ve got great weather on a visual approach. into San Francisco. stick out the Speedbrakes <SHIFT></> to slow the 767 down. Reset the airspeed speed bugs for the arrival . Once the aircraft is level at LOZIT at 11000’. until the Decision Altitude is reached (for a typical Category I ILS. The FMC message DRAG REQUIRED will display in the scratchpad if the vertical path restriction cannot be met.org/wiki/Instrument_Landing_System Tutorial Flight 167 . Allow the aircraft to settle at 240 kts and 6000’. Press the MCP HDG HOLD button.5 minutes has elapsed.the airspeed invisible click spot . direct SFO. until 1 to 1. Once established on an approach. Dial to 220 to set DH. The aircraft will turn to the assigned MCP heading of 103° and head south above the San Francisco Bay.wikipedia.. this altitude is 200 feet above the runway). Fly outbound from the SFO VOR for 1 to 1. illuminate. but you current airspeed. Dial 200 into the MCP SPD window. the A/T flag will be displayed below the first column at the top of the EADI if the A/T is engaged. We need to time the We need to set our flaps and VREF for the approach outbound leg. By default the DH is is the aircraft to descend at 240 knots. Press the MCP HDG HOLD button to command the A/P to HOLD the current heading (124°).and get ready to get busy! As we get closer to the LOZIT waypoint. Get those speedbrakes out! The aircraft should be nearing the LOZIT waypoint. 4R position. We want the aircraft to continue on the heading of 124°. If it looks likes the aircraft may miss 240 knots at LOZIT. Dial the MCP target heading to 070° to prepare for the left turn at the SFO VOR.Level-D Simulations 767-300ER Tutorial Flight 167 Press the HDG SEL button. adjust the nose attitude to meet the commanded speed.. When the aircraft crosses the SFO VOR.. From there the pilot will either try the same approach again or divert to another airport. Do not press the HDG SEL button. watch the airspeed. The FLCH button will The aircraft will descend to 3000’ at 200 knots. EADI displays THR HOLD | SPD | LNAV | CMD APPROACH REF The " EADI Displays A/T flag” option is enabled.. Press the CHR button (Chronometer) on the Clock Press the INIT REF function key. http://en. where the aircraft will climb back to a predetermined altitude. At this point. the (auto)pilot will follow the ILS and descend along the glideslope. to command the A/P to HOLD the current heading (070°).. the approach must be aborted and a Missed Approach procedure will be initiated. 137KT text. The APPROACH REF Display (upper left corner button on the clock) to start the page (1/1) displays.

CMD (3) buttons will illuminate.. Dial 170 in the MCP SPD window... The aircraft will turn On downwind to the commanded heading of 230° (or as set). Monitor your airspeed. but why not disconnect the autopilot and hand fly her home? Final approach airspeed is maintained until crossing Tutorial Flight 168 .. FLARE and ROLLOUT are annunciated in white on the EADI when multiple autopilots are engaged. Set speed to Vapproach... Speed brakes ... When aircraft has descended below 3000’).. confirm that the 28R ILS frequency and front course is tuned to 111. Adjust the Set flaps 5 & speed 180 (Vref30+60).......... Vapproach = Vref30 + wind factor. Extend the flaps When the aircraft is almost abeam the (if the F/O option is disabled) per the Flaps schedule. the aircraft is BELOW the glideslope.Extend during deceleration Press the MCP HDG SEL button.... Touchdown The Autoland Status of the aircraft is annunciated on the ASA at 1500 feet radio height as the multiple autopilot operation engages. Gust factor = gust reported – steady wind. center scale line.... Press the C ILS key on the Audio Control Panel to identify the ILS frequency. and we can plan the base leg turn EADI displays SPD | G/S | APP | CMD to intercept the localizer. DUMBA waypoint.. In general terms. Press the MCP LOC button. •• ——• EADI displays SPD | ALT HLD | LOC | CMD •—— ——•— Press the MCP APP button.. We’re going with flaps 25...ARMED Glideslope capture or 1000’ RA Set Missed Approach altitude Monitor approach progress Set flaps for landing (25 or 30)... Sure.... execute a go-around (Goaround Procedure is outlined on the next page).... Verify spoiler deployment and decelerate using reversers and brakes (F2 key). Dial 3000’ altitude into MCP ALT window.. Glideslope alive or 1500’ RA EADI displays SPD | ALT HLD | LOC | CMD Gear DOWN and Flaps 20.... Landing flaps 30 is normal... center scale line G/S deviation needle moves upward Press the MCP HDG HOLD button mode to maintain the current heading of 103°. When the aircraft nears the localizer intercept point LOC I-GWQ (DUMBA 170/3000’). try to intercept the localizer on a heading of no more than 30° to the final approach course.... the minimum speed is Vapproach.. announce LANDING.. speed up until intercept. reset the MCP ALT the G/S deviation needle moves above the Window to 3000’ for the Missed Approach Procedure..... The AFDS is configured to follow the ILS on its glideslope path... If unable to land..Level-D Simulations 767-300ER Tutorial Flight 168 As the aircraft continues downwind and slows to 200 knots and descends to 3000 feet... Flap extension schedule When passing Set flaps Vref30+80 Flaps 1 Vref30+60 Flaps 5 Vref30+40 Flaps 15/20 Vref30+20 Flaps 25/30 When flaps are 25/30.. CMD Continue on a 250° heading to intercept the localizer... keep an eye on the Once fully established on the glideslope (and the Glideslope Deviation Scale on the EADI... Flaps .. We’re keeping the aircraft’s heading select to intersect the DUMBA waypoint.. Dial the MCP heading select to 230° or adjust the heading bug until the heading pointer intersects the Landing DUMBA waypoint on the EHSI.. At DA (instrument approach) or 500 feet..... it will turn to 283° and follow the IDENT CODE localizer’s lateral path inbound to runway 28R... Wind factor = ½ steady headwind + gust factor. Disconnect autopilot and autobrakes prior to turning off the runway..70 and 283° on the ILS Radio... you could let the aircraft land itself.

........................Level-D Simulations 767-300ER Tutorial Flight 169 runway threshold.................................DOWN Stab Trim............. Captain........ speedbrakes manually...... The techniques and procedures described in this tutorial flight can be utilized for every route you fly......g....OFF thrust levers to the interlock position and lowers the nose wheel onto the runway....... To fully understand the Level-D Simulations 767.RBL J1 SEA PAE. 2°....... Nice job.. The PF Cargo Heat Switches .OFF speedbrakes have deployed........... resources... Parking Brake ............................................... during the taxi.............. IRS Mode Selectors ..........................OFF Flight Director Switches .................................................. Increase pitch attitude by approximately Verify APU is running or request/select external power........ but fly the aircraft onto This permits the APU to supply air to both packs................................................... Maintain this Engine Anti-Ice Switches ...............................OFF controls reverse thrust and wheel braking as necessary..... Deselect After Landing Reduce reverse thrust at 80 knots............................ The Captain will extend the Turn OFF Primary electric pumps and all demand pumps....... Establish above the runway.........OFF Speed brakes ... We’ve included some tutorial extras on the following pages: a condensed checklist..... Isolation Switches (L and R) ..............................OFF PF of the condition.................. Exterior Lights .OFF APU ................. When the interlocks release the Complete Shutdown PF selects the pre-determined level of reverse thrust....... so there’s no need to do a complete shutdown............... Primary engine pumps are left ON. it’s a good idea to get the APU back up and running (you may want to start the APU even before landing)...... The Complete Shutdown checklist has been included for future reference.............. Set calls “NO SPEEDBRAKES”......................... You are cleared to taxi to the gate.......... Speed is then reduced so as to touch Shutdown down at the double white bug speed plus gust additive...... the PNF advises the Window Heat Switches .....PAINE1......... T hanks for flying with us........X & Y... SET Flare is initiated when the main gear is approximately 30 ft APU or External Power ............... or if Seat Belt Sign ........OFF or both reversers do not operate................................... UP Transponder ... just enough time to unload and reload.......OFF APU or External Power ...OFF The PNF monitors reverse thrust and autobrakes.......... Pack Switches .... the PF selects the reverse Red Anti-Collision lights .............. Mr..........OFF pitch attitude until touchdown............................ 4 units Flaps.......... then smoothly reduce thrust levers to idle.................................. Tutorial Flight 169 ........... We’re not planning on staying long at KSFO....OFF Autobrakes .................... Deselect external power or turn off the APU............ color panel reference screenshots... CUT OFF On touchdown...............OFF Battery Switch ............. As required Start APU prior to arrival if external power is not available....................... fuel planning tips from “Willy Wonka” and some observations from real-world 767 drivers (and forum regs)............ e.......... “NO LEFT REVERSE”.............. When the main gear is firmly on the runway and Fuel Pump Switches .............................. refer to the operating manual.. Thrust should be at idle by 60 knots........ Nosegear can stay ON......................................ON Do not allow the airplane to float....... You’ve got just enough time to reset the aircraft’s systems for the return leg to Vancouver: CUIT2...................... White anticollision lights OFF............................................ flightplans.................... Standby Power Selector ....... you’ve made it... PNF calls “SPEEDBRAKES UP”............. If one Emergency Light Switch .. the runway and accomplish the landing roll procedure. As required Landing lights OFF............ setup stuff.. Runway turn-off lights ON.....OFF the speedbrakes do not extend automatically the PNF Hydraulic Panel ....................... All right......... Fuel Control Switches .................

....AS REQ ISOLATION SWITCHES (L AND R ............................................................................ OFF BATTERY SWITCH ..Level-D Simulations 767-300ER Tutorial Flight 170 PREFLIGHT PASSENGER SIGNS ........ SET FUEL CONTROL SWITCHES ........................................... OFF WINDOW HEAT SWITCHES ........................... OFF STANDBY POWER SELECTOR .............................................................CHECK LANDING SPEEDBRAKES .... UP APPROACH PRESSURIZATION .SWITCHES CUT OFF BEFORE START AFDS MCP .................................CHECK AFTER START ENGINE ANTI-ICE .......................................................................................................................................................................................................................................................................................................................................................................................................................................... SET FUEL CONTROL ......___UNITS FLIGHT CONTROLS ........................................................ ARMED LANDING GEAR................................................................ OFF APU / EXTERNAL POWER .... OFF FLAPS .............................. SET AIRSPEED BUGS ..... OFF EICAS RECALL .............................................................. UP SPEEDBRAKE LEVER.................................................................................................................. OFF EMERGENCY LIGHTS SWITCH ..........................................................................................................................................CHECK AUTO BRAKES .................... SET___ AFTER TAKEOFF LANDING GEAR SELECTOR .............................. DOWN FLAPS ........................................................................................................................ SET PARKING BRAKE ... SET___ SHUTDOWN HYDRAULIC PANEL....CUT OFF COMPLETE SHUTDOWN IRS SELECTORS ............................................................... OFF Normal Checklist Tutorial Flight 170 ............................................. SET FUEL PUMP SWITCHES .........RTO GROUND EQUIPMENT .............................................................................................................................................................................................................................. SET TRIM ...................................................................................... OFF PACK SWITCHES ......................................................................................... SET EICAS RECALL ..... SET ALTIMETERS ..................................................................................... SET FMC CDU ........................................................................................................... DOWN PARKING BRAKE............................. OFF FLAPS .......................................................... SET LANDING ALT AIRSPEED BUGS .................................................................. SET FLIGHT INSTRUMENTS ....................... CLEAR BEFORE TAKEOFF FLAPS .....................................................

1/W12222....80 006 GOLDN4 N3737. .Level-D Simulations 767-300ER Tutorial Flight 171 Flight Plan KILOGRAMS w w w. ... . ETD CLB BIAS 0. ..9/W12240.0% CRZ BIAS 2.GOLDN4/0141 TO NM AWY M/H FL M/C TAS G/S ZT 7000 JA J H P D . 117 DSC 358017 OAK 120 210 222 00/01 01/41 .9/W12317... 0133/.. 344 358017 OAK 345 210 194 00/00 01/41 .... ../. ./. 133173 123336 M002 CG/TRIM DEST KSFO 009837 0141 . 169 CLB 260069 SEA 159 406 398 00/04 00/11 ..... 0085/./. 0098/.. 168 CLB 261066 SEA 160 469 461 00/02 00/13 . .5/W12319../. ..... .5 TOC 016 J589 N4708. 0106/..3 LOZIT 015 GOLDN4 N3741.8/W12324..5 SQUIM 029 J589 N4759. 171 370 273084 SEA 160 457 461 00/06 00/19 ....1 RBG 108. .. 125 DSC 166016 OAK 124 290 276 00/03 01/36 ... 0028/..... ..1/W12314.. . 0114/..70 062 GOLDN4 N3753..4 SFO 115.... 0085/..6/W12327. 0086/.1/W12222....4 ENI 112. ../.0 YYJ 113. ........4 ALTN 001091 0015 ../.. 0030/. 0080/./. 0078/.. 166 370 272037 OAK 161 459 456 00/30 01/20 .0 PYE 113.. ARR BIAS 0 MIN 1200 FUEL YYJ J589 RBG../..5 ELMAA 050 J589 N4429. 0066/.0% DEP BIAS 0 MIN 0 DIST 0 FUEL.6/W12329. 0084/. 0035/. 0050/. ... 0019/.... 0058/. 164 DSC 247021 OAK 161 458 455 00/02 01/23 .40 159 J589 N4310.. 169 370 272039 SEA 165 459 459 00/10 00/50 ../.... .../.20 079 J589 N3921. 0078/. . Tutorial Flight 171 . DIST 0709 YVR3 26L REQD 016475 0316 .. 0129/. 169 370 273072 SEA 160 460 462 00/20 00/40 ....9/W12321......70 031 DCT N4814.. ... ELEV. 0081/. 125 DSC 174009 OAK 124 250 243 00/03 01/40 . ALTN KOAK DIST 9 HOLD 001040 0015 .4 KSFO 000 GOLDN4 183 CLB 155018 CZVR 185 331 308 00/06 00/06 .7/W12227.4% DSC BIAS 0. 0084/.30 017 GOLDN4 N3804.7/W12252. 0083/.. 10 FT RESV 003120 0045 . ..100 .. ../. 0079/.... 0136/./. 0080/.D5 H WIND ATC ACTME ETA ATA ACBO ABO REM AREM N4843. 0145/.... 27369 116728 EXTRA 001387 0020 . 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 .3 DUXBY 016 GOLDN4 N3737. ZFW 116698 PAYLOAD 024698 TTL AT TO 016475 0316 .1/W12316. . 146 DSC 315001 OAK 145 367 359 00/10 01/33 ..9 TOD 230 GOLDN4 N3903.. 133800 26% / 2./..6 CVO 115. f s b u i l d . 17.... .... ..

..8/W12324.. .. 0158/... 164 DSC 247021 OAK 161 458 455 00/02 01/23 . 0286/. .. ... . 169 370 273072 SEA 160 460 462 00/20 00/40 . 0219/.5 SQUIM 029 J589 N4759./... 168 CLB 261066 SEA 160 469 461 00/02 00/13 ...... 0189/./.4 ALTN 002407 0015 . 291515 271371 M002 CG/TRIM DEST KSFO 020144 0141 . ZFW 256736 PAYLOAD 054336 257.. 10 FT RESV 006878 0045 .. 0 ETD CLB BIAS 0./.. 125 DSC 174009 OAK 124 250 243 00/03 01/40 ...1/W12222.1/W12222... 0175/.GOLDN4/0141 TO NM AWY M/H FL M/C TAS G/S ZT 7000 JA J H P D .. 0068/.7/W12227.Level-D Simulations 767-300ER Tutorial Flight 172 Flight Plan POUNDS w w w.... 125 DSC 166016 OAK 124 290 276 00/03 01/36 ./. 169 CLB 260069 SEA 159 406 398 00/04 00/11 .80 006 GOLDN4 N3737. .1/W12316. 0172/.. .. .3 LOZIT 015 GOLDN4 N3741. 344 358017 OAK 345 210 194 00/00 01/41 .. .337 TTL AT TO 034779 0316 . . ./..../. 169 370 272039 SEA 165 459 459 00/10 00/50 ... ..7/W12252. 0061/..... 0174/. .. 0201/.. 0188/.6/W12327.. . ELEV. 0146/.6 CVO 115.. 117 DSC 358017 OAK 120 210 222 00/01 01/41 . DIST 0709 26L 36.. 0164/.. 0043/.9/W12240. 0279/.6/W12329. . ARR BIAS 0 MIN 1200 FUEL YYJ J589 RBG.. . 0269/.. 293500 26% / 2. ... 0159/./.0 YYJ 113.../..... .5/W12319....././. 0078/.20 079 J589 N3921. 60337 YVR3 EXTRA 003057 0020 . f s b u i l d .. 0111/.... .0 PYE 113. 171 370 273084 SEA 160 457 461 00/06 00/19 .9 TOD 230 GOLDN4 N3903. 0182/.4 SFO 115. Tutorial Flight 172 .... 0236/.D5 H WIND ATC ACTME ETA ATA ACBO ABO REM AREM N4843..4% DSC BIAS 0... 0185/.. 166 370 272037 OAK 161 459 456 00/30 01/20 .4 KSFO 000 GOLDN4 183 CLB 155018 CZVR 185 331 308 00/06 00/06 ..30 017 GOLDN4 N3804.. 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 ...3 DUXBY 016 GOLDN4 N3737.40 159 J589 N4310.4 ENI 112. 146 DSC 315001 OAK 145 367 359 00/10 01/33 ./.. ../. ..1/W12314......5 ELMAA 050 J589 N4429. 0162/. 0304/. 0173/.0% DEP BIAS 0 MIN 0 DIST 0 FUEL..70 062 GOLDN4 N3753....70 031 DCT N4814.5 TOC 016 J589 N4708. ALTN KOAK DIST 9 HOLD 002293 0015 ... . 0128/. .0% CRZ BIAS 2.1 RBG 108../..... ... ......9/W12321..20 REQD 034779 0316 .9/W12317...

0335/. . Destination Fuel burn and time 7. [10] EXTRA 003057 0020 . NXXX/WXXX . REM – Remaining Estimated Fuel on board at wpt. . Reserve Fuel and endurance time 8.0% DEP BIAS 0 MIN 0 DIST 0 FUEL. .. NM – nautical miles from previous to current waypoint.taxi fuel) 12. ID for current waypoint (Navaid or Fix) & Navaid Freq. ...0% CRZ BIAS 2. 8. 4. . 11.. [16] ALTN KOAK DIST 9 [9] HOLD 002293 0015 . Taxi fuel and time 6.. . Planned Takeoff Gross Weight (LBS or KGS) 14.. . ETA/ATA – Field to manually fill out Estimated Time of Arrival and Actual Time. [17] ZFW 245200 PAYLOAD 048200 [11] TTL AT TO 035206 0323 . Adjust individual aircraft burn performance to accurately reflect changes in performance based on aging engines and more drag. [8] ALTN 002407 0015 . Airway). Alternate Fuel and time 9.. 16. Three or five letter waypoint ID (TOC/TOD =Top of Climb or Descent) 2. . ACBO – Accumulated fuel burn from DEP airport to current waypoint... 7. sum of all above fuel amounts 13../. . enroute wind (+ for Tailwind.4 YVR11 006 J126 158 CLB 100012 SEA 160 268 266 00/00 00/02 . AWY – Airway ID from previous waypoint to current waypoint (SID. . ARR BIAS 0 MIN 1200 FUEL [20] CYVR YVR J126 EUG J143 ENI.. STAR.. . 1. Aircraft Type 5.9 148 YVR 115. Navlog Main Flight Plan Legs Data M/H TO NM AWY M/C N4904. . Cruise.4% DSC BIAS 0. ICAO airport code for Alternate & Distance from Destination to Alternate (if listed) 17. for manual tracking of fuel score.. ATC Callsign or Flight Number 2. .for Headwind) 16. . ZT – Segment time from previous to current wpt. ABO – Actual fuel burn. Descent performance factors. ...Latitude/Longitude of current waypoint.. WIND – Direction of Wind/Speed. 153 CLB 150018 SEA 154 276 260 00/01 00/03 . 10 FT [7] RESV 006878 0045 . ATC ACBO ABO REM AREM CZVR 0010/.. Climb. .6/W12307. Planned Landing Gross Weight 15. 19. . M/C – Magnetic Course from previous to current wpt..Level-D Simulations 767-300ER 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 . 15. . Required Fuel. ETD [19] CLB BIAS 0. 6. 0024/. Cruise Mach Number 4. . 5.. TAS and G/S – True Airspeed & Ground Speed.6/W12308./.. 18. ATC and Flight Plan Route. Aircraft Zero Fuel Weight (empty weight + payload) 18. TO – data from last waypoint to current waypoint row. 0341/.2 YVR2 004 J126 N4853. ICAO code Departure / Destination w Runway ID 3. 12.. 0327/. Avg. . ACTME – Accumulated time from DEP airport to current waypoint. . N4859. AREM – Actual Remaining Fuel on board at wpt. [18] DIST 0737 [12] REQD 035206 0323 . . 9..90 007 DCT 150 FL WIND TAS G/S ZT ACTME ETA ATA CLB 110010 268 263 00/01 00/01 . Hold fuel and time 10. M/H – Magnetic Heading from previous to current wpt.6/W12308./. 3.. Extra fuel and time 11. 14. 13. FL – Flight Level or CLB/DSC (climb/descent). Total fuel planned at T/O (= Required Fuel . ELEV. 10. . 0016/. 17. . [13]280406 [14]259835 [15]M011 [6] DEST KSFO 020570 0148 . Total planned route distance from Dep to Dest. 20.PYE1 KSFO/0148 1.. Tutorial Flight 173 . . ATC – Online ATC sector.

Takeoff roll. the FMC fonts are larger than depicted).Level-D Simulations 767-300ER Tutorial Flight 174 Reference Screenshots The screenshots contained in this section of the tutorial were captured during the beta-testing period. N1 engaged. The release version may contain different visuals (ie. THR HOLD. Tutorial Flight 174 .

Level-D Simulations 767-300ER Tutorial Flight 175 Takeoff rotation: F/D bars on EADI. The initial climb: LNAV & VNAV. Closing the disco to YYJ (1) Tutorial Flight 175 . Speed Trend Indicator (Speedtape).

Level-D Simulations 767-300ER Tutorial Flight 176 The initial climb: LNAV & VNAV. Closing the disco to YYJ (2). Next: EXEC and C CMD. Tutorial Flight 176 .

IDLE A/T. Tutorial Flight 177 . SPD reducing.Level-D Simulations 767-300ER Tutorial Flight 177 The descent: 11000 for initial. VTI below the mark. 102° DUMBA 283° CEPIN 15NM 4NM 240/3569 170/2490 Go slow: LOZIT 240/11000. Nice view of the bridge.

downwind. base & final.Level-D Simulations 767-300ER Tutorial Flight 178 4000’ 3000’ SFO VOR @ 6000’ Visualizing the approach: SFO. Downwind for 28R: Slowing. outbound. Tracking the GS Deviation Scale. Tutorial Flight 178 .

Level-D Simulations 767-300ER 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 . Center line.Level-D Simulations 767-300ER Tutorial Flight 180 Land 3: SPD | G/S | LOC | CMD with FLARE & ROLLOUT Touchdown: Reverse Thrust.

Great! That’s all there is to it. try keeping yourself busy for a few minutes by entering the winds into FMC. but not every FIX is going to have the same wind. but many users may not know about it because it’s “hidden” under the LEGS page. Looks like I’m due to arrive at 0706Z with 20. has different wind data: 313/14. but instead of SPEED/ALT and distant to. now this FIX and every FIX after N51W020 with have wind 241/71. Tutorial Flight 181 . DINIM. so we’ll enter this in. However. The WIND page isn’t intentionally hidden. I click on the RSK associated to the FIX. Let’s put this into the FMC. highlighted in yellow. and the FMC has already automatically entered the wind data into all remaining FIXes after N51W020. highlighted in red. of course. but right now I’m interested in the WIND column.. of course. So I put in 350 into the ALT box. Here’s my PROG page: Here the FIX names are displayed again. Let’s see if adding tail winds will help. at GIPER. the first fix on the page. so we’ll use it anyway. and then I’ve found the wind aloft page for the fix! But it is. as seen in previous picture. I go to my flight plan and look at my wind aloft data for the upcoming fix. and then go to the RTE DATA page. in this case N51W020. Since I want to enter wind data for N51W020. I see that at fix N51W020 I have wind of 241071 AT FL310. into the associated RSK. I can see the ETA and FUEL associated with each fix--pretty useful. the wind I have is for FL310--it should be close enough for prediction. blank right now! Although I’ve stepped up to FL350. entering the wind aloft data may help you get more accurate fuel and eta prediction. Let’s look at our flight plan again.Level-D Simulations 767-300ER Tutorial Flight 181 Getting more accurate Fuel/ETA predictions Next time you’re stuck in an 8-hour cruise and looking for something else to do other than watching DTG to DEST tick away on PROG page. Next FIX. Now the FMC generated the aloft entry for FL350. Ok. which is currently blank.8 remaining. has the same wind. we DON’T need to redundantly enter it again. it depends on how accurate your wind data is.. In any case. LEGS page. for which I put in my wind: 241/71.

rain. the blank FIXes use the wind from the above “W”. wallet. determine who’s senior and dump the radios. then “walk” if that doesn’t work. X: I spend my time coming up with new games to play using the FMC. • If you fly with a co-pilot.LDS 767 forum member with Willy Wonka as his nickname . so far I have come up with FIX page darts (enter a fix. get up. have your teenage offspring search your flightcase. does setting. do informational picketing. On the ground I’ve only had 1 failure of QRH note. walk-around and second meal choice on the junior crewmember. explain the instruments to it. in a $300 suit. type at least 40 wpm. using RTE2 enter a waypoint and if it hits the “dartboard” then score appropriately). • Find the lumpiest bed in your house. snow or shine. I scroll to the page for GIPER. shoes. Q. Preston > KLAX Thanks to Preston . • If you fly a “Glass cockpit” a/c. the engineer didn’t). just because you have 40 FIXes in your transpacific route doesn’t mean you need to enter data for all of them--NO! You only need to enter the FIXes where the wind changes. Now. go outside and do a complete walk-around of your house.X & Mr. Not actually managed to play any of these but the concepts are there Q. Then there is RTE2 Battleships. N51W020 and GIPER. turn your house air conditioning full till it is about 10 degrees F. 8 minutes earlier than without wind. • If your co-pilot leaves the flightdeck and you’re above FL350. • Wear a white shirt with a fresh coffee stain.TE Flap Disagree (caused by the captain not engaging the flap lever in the detent) and spoilers (um. Enjoy your Sim Session Tutorial Flight 182 . Y LDS767 forum contributors that fly the REAL 767. mix them up and spend ten minutes looking for the critical page. • If your SO complains. Let’s go back to RTE DATA page using the RSK: Quotable Quotes from Mr.. ignitor failed. If I fly the LDS I keep the failures turned off to simulate reality! Mr. • Put seatbelt/shoulder harness on your office chair. then spill coffee on it.. Y’s How to make Virtual Airline Flying more realistic • Show up one hour prior to take-off for a :30 minute flight. My question is. when (if) you get the APU running turn the heat on. every FIX after GIPER will be entered with wind “313/14” by the FMC.4x1000 lbs of fuel! Remember. A tie is a must (no clip-on) • Eat a half-cooked TV dinner while flying. account for the livery you’re flying or the sim in general. maybe it’s not a bad idea. • Try explaining the concept of “sterile cockpit” to your SO (significant other).. • When flying at night. X: Nearly 4 years flying the 767 now and I’ve seen 2 EICAS messages in-flight .Level-D Simulations 767-300ER Tutorial Flight 182 Using the NEXT key from the wind aloft page. who knows. For extra credit. say 2 failures a month. and I see that the FMC has put the previous entry. • Take the one-page flightplan you generated for your flight. back to PROG: Entering the tail winds help a bit: my ETA is now down to 0658Z. Mr.etc. using RTE2 enter a grid pattern of waypoints (takes a long time) and then enter coordinates to try to hit the squares. but several more to do with miscelleneous things happening in the cabin or in the EE bay that don’t show up. • Empty all your pockets of metal as you go through the door to your PC. and I’m saving extra 1. place a mask over your nose/mouth till they return. This should leave lint on your clothes like real Boeing flight deck seatcovers do. • If your pet comes to visit. turn off the lights. shine a 120 watt bulb into your face. get all 8. “241/71”. ND in January. • If you’re flying out of Grand Forks. Draw a secret grid on paper and mark your battleships. • If your flying a new Boeing. and that wind is then copied. (old steam gauge pilot’s joke).5 x 11 inch papers from your waste-basket. We’re going to override this entry with our own by entering “313/14”: Now. every FIX before GIPER and after N51W020 will be “241/71”. • Once you get ready to fly. throw a blanket with fuzzy surface on your chair. draw circles around it and bearing lines. into all the remaining fixes (in small font). For that extra GOOD MORNING feeling sit on the buckle. Ask it if it likes ‘Gladiator’ Movies • Never accelerate the sim clock no matter how boring the ocean or Nebraska is. Here I see a “W” for WIND entered in the 2 way points. Then. if you have 10 hours until TOD. pretend it is a hotel and sleep for EXACTLY 8 hours before the alarm. What do you pilots do on flights that last over 3-4 hours in cruise? Mr. Understand? What you enter is copied to all the remaining FIXes until you enter a new wind. If flying into a dawn or sunset. But hey.for submitting this great tutorial.

• Click on the Proposed Fuel minus button to load 35.simroutes. A new screen will display the Cargo subscreen. Configuration The Configuration Manager is installed to your Desktop by default.. many user-created “repaints” are available on the internet as well as http://www. • Click on Passenger Load button to return to the main screen.876 kg is close enough to get the trim setting. Flight Planning Open your internet browser and navigate to http://www.\Flight Simulator X\SimObjects\Airplanes\LVLD_B763” folder. you must manually adjust the fuel load in the aircraft later.000 lbs (15.337 pounds. 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 1 2 3 4 5 A B C D 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.leveldsim. • Press Exit to close the Configuration Manager... Aircraft Livery Go ahead and use the default Level-D 767. • Choose the Level-D 767 in the dropdown menu and click the “Download File” button. select Random. 4. • Press Save Settings to save the configuration file. • Print the 767LoadSheet. • Choose the YYJ J589 RBG. • The aircraft is loaded with approximately 60. select Long Haul Flight • Load Type. or load the “Golden Gate Run 1” from the Add-on> B767 Specific > Import panel data from a flight. menu.rte) to the default “rte” file location: C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\Level-D Simulations\navdata\Flightplans. It’s retro cool! If you’d prefer another airline livery.4 Hold Hold Hold Hold Hold Zero Fuel Weight l Proposed Takeoff Fue Takeoff Weight Takeoff %MAC Takeoff Trim Tutorial Flight 183 .txt “. Load the cargo levels for each compartment as closely as depicted.876 kg) of fuel for the flight. • Save the file (CYVRKSFO. Use the Repaint Manager (default installed to your Desktop) to install the livery to FSX. but 15. • Click on Cargo Load button. • Enter CYVR as the departure airport and KSFO as the arrival airport. Remember.727 kilograms / 257. Saved Files Create your own start-up file (see Creating a Situation file). 2.337 lbs (27. Choose from these options: • Basic Aircraft Configuration.Level-D Simulations 767-300ER Tutorial Flight 183 Appendix The construction of this tutorial and mission are based on the settings contained on this page. 1.369 kg) (Cargo & Passengers) for a Zero Fuel Weight (ZFW) of 116. 3.GOLDN4 flightplan.com.com.

com/ Mike Ray’s 757/767 Simulator & Checkride http://www.html  Books Level-D Simulations 767 Print Edition Manual http://flightlevelpub.fsbuild.com FSUIPC http://www.fmcguide.com http://www. BoeingDriver (Chuck Gehman) and Check Airman (Daryll Wilson) for taking the time to proof the tutorial and offer their sage advice and tutelage.utem.net Route Planning: SimRoutes http://www. with a special thanks to the 2 Ian’s and the Finnish Flash.com Big Boeing FMC Guide http://www.leveldsim.Level-D Simulations 767-300ER Tutorial Flight 184 Resources Level-D 767 Support and Information Level-D Simulations http://www.com 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 Thanks The beta team..flyaoamedia.com Angle of Attack Level-D 767 DVD Training http://www.com/forums Flight1 http://www.com/dowson.leveldsim..simroutes.flight1.com Programs Microsoft FSX http://www. 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 Tutorial Flight 184  .com FSBuild http://www.schiratti.navigraph.com Charts http://chartfinder.com Standard RVSM Flight Levels EASTBOUND 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 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 Pilot Tools NavData http://www. LDS767 forum-dwellers Victor Sussman. Also. Tero Partanen.vatsim.fsinsider.

....... Recirc Fan Switches ................ As required Trim Air Switch ............................................................................... Cockpit flows are used extensively during all phases of flight to facilitate the safe and expedient operation of aircraft systems........Blank Ram Air Turbine Switch .................. Set Forward and Aft main fuel pumps OFF....................................................................... FMC .................. As required Start the APU if necessary or establish external power................................................ Fuel quantity and balance . Emergency Light Switch ...........................................................Check Check for normal indications (eg.................................... Hydraulic Panel .................... Select AUTO 1 for odd days. APU ........ Fuel Panel ............ Each overhead panel system is checked in a downward flow beginning at the top of each overhead panel column..................................................... If external air is in use................... Primary electric and all demand pump switches OFF..................... Engine Bleed Switches .. Program Program the FMC with route and performance information............................... ON Check to make sure both switches are ON.... ON Standby Power Selector ..... Isolation switches ...................................Check Check the proper fuel load and balance....................................... All others OFF........................... and BOTH for cold weather operations....... Electrical switches are only turned OFF for abnormal conditions......... Set auto rate at the detent position........ the flight instruments and AFDS panel are checked from left to right................................................................. ON This switch is always left ON............ Crossfeed switches OFF..Level-D Simulations 767-300ER Normal Procedures & Checklist 185 Normal Procedures & Checklist This section outlines normal procedures to be followed when flying the 767.. Cockpit Voice Recorder .................... These switches are always left ON............................................................................................. Equipment Cooling Switch ................. Test Listen for test tone...............................OFF Switches blank and selector OFF........... follow down the EICAS screens to preflight the pedestal systems... As required If the APU is in use....OFF Exterior Lights ..... followed by an abbreviated checklist that may be printed and used in daily operations....................... These switches are always left ON.. 2 for even days........................................... The following checklist is an expanded version with explanations of each procedure when necessary....... Engine and Wing Anti-Ice ............................................Blank Ignition Switch . After the overhead is checked................................ EEC Switches ............................ and may be modified based on user preference..... ON These switches are always left ON...OFF Passenger Signs ......................................... Yaw Damper Switches ........ turn the pack switches to AUTO................................ As required Position lights should be ON............. Overhead Cautions .............................................. Set Set 1 for odd days.................... turn pack switches OFF....Check All electrical switches should be pushed IN............................. As required Pressurization Panel ... Set Set landing altitude.... From the AFDS panel......... Armed Passenger Oxygen Switch ....... These procedures are meant as guidelines only......... AUTO Fuel Jettison Panel ..................... Center fuel pumps OFF.. Pack Control Selectors ...................... ON This switch is always left ON.... ON Check to make sure both switches are ON................OFF Window Heat .......................... APU Bleed Switch ................ ON These switches are always left ON........................................ AUTO Electrical Panel ... Cargo Heat ........... ON Left and Right switch ON............... Door lights)...................................................................OFF Battery Switch ........... Cockpit Preparation The Cockpit Preparation flow starts with the upper left hand corner of the overhead panel.................... Select AUTO 2 for even days..............Check Primary engine pumps switches ON..NAV Place the mode selector switches for all IRU’s to NAV and enter the aircraft position in the FMC POS INIT page........................... Expanded procedures are provided first........................... Engine Start Selectors .................................. Center switch guarded ON.. The following procedures are written with a “flow” concept in mind........... AUTO Temperature Control Knobs ........................................ Normal Procedures & Checklist 185 ........ IRS Mode Selectors ......... ON HF Radio .............................. HF Radio ...

Set pointer controls and verify headings............................ Range and display mode set as required....... Restore ENGINE display when finished................... Check engine gauges for normal indications.... Normal Procedures & Checklist 186 ...... Normal Transponder .............. VSI – Indicates 0........................ Set Turn ON fuel pumps in all tanks with fuel... TRP ...............OFF Parking Brake .... DOWN Throttles .......... Flight Controls ......................... Fuel Panel ........................... Starting Engines Announce “Starting___Engine” The right engine is normally started first......................OFF EICAS ............................ SET Confirm trim setting is within the green band............. SET Stab Trim Cutout Switches ................. the following procedures are used in normal operations.......... EHSI – Check.........Level-D Simulations 767-300ER Normal Procedures & Checklist 186 AFDS Panel . Confirm Start Selector AUTO Confirm start selector returns to AUTO.................................................. Flap Indicator ... Before Starting Engines Hydraulic Panel ........................................... Instrument Source Selectors – NORM Airspeed – Check & set speed bugs for takeoff (use auto bug setting click area).........Check Display STATUS page and check correct movement of ailerons and elevator... Set Set to desired code and leave turned OFF...DOWN and GREEN Check no amber lights illuminated............................................... Audio Panel ..........................................Check Check CAS messages for abnormal indications.......OFF Stabilizer Trim ........ Set 0 Following the cockpit preparation flow................. HDG – Set as required.......... Cargo Fire Panel ............... Nav2 Radio – Set manual frequency if required... L or R Fuel Control Switch ............. set appropriate fuel control selector to RUN and monitor EGT for lightoff............................. L or R Start Selector .......Check All should be off........... otherwise set to AUTO....... Normal Check that no handle is pulled or turned.................................................. Set Nav1 Radio – Set manual frequency if required........................... The abbreviated checklist is included at the end of this section............................................................................................... Standby Engine Gauges ..... As Required Set to PARK or to required ILS frequency for departure............... Aileron and Rudder Trim ............................Guarded OFF GND PROX Override Switches .... At 50% N2. Repeat procedure for remaining engine.......................... Flight Instruments .............................................................. FD Switch – ON A/T Switch – OFF IAS/MACH – Set V2 from FMC........... EADI – Check. ASA – Blank..................... Abort the start for abnormal indications or if temperature exceeds 750 during start.... These procedures are done by memory with reference to an abbreviated checklist.................................................................NORM Check selector set to NORM and ALTN not displayed in the LE or TE switches.. otherwise set to AUTO............................................. ILS Frequency ............ Set Set radios as required....... Set Set knobs as required.............. Set Note These checks should be done after the IRU’s have aligned...................................................... ON & AUTO Turn ON primary electric pumps and set all demand pumps to AUTO.............................................. Alternate Flap Selector ....... Altimeter – Set altimeter..... (10-mile Map mode is normal)................. RMI ................. Landing Gear .....UP............................................. ON Pack Switches ..... ALT – Set as required.................... Disengage bar ......... Clock – Set........ NORM Spoilers ...................................... Warning Annunciators ................. UP Engine and APU Fire Panel .................... Comm Panel . Set TO and derate Pre-select derate 1 or 2 if desired................ Standby Instruments – Set............................. Check STATUS page and then set lower EICAS screen to the ENGINE page.................... Alternate Gear Switch ...................................................... Set 0 Check warning lights are off & that the indicator agrees with the flap handle......... AUTO Autobrakes ........................ CUT OFF Flaps .......................................... RUN When N2 reaches a minimum of 18%................Closed Fuel Control Switches .................... Red Anti-collision Lights ....................................................................GND Set the appropriate start selector to GND to begin the start sequence.................

........................ Below 10.... Disconnect After Takeoff Ensure ground connections are clear........Retract upon acceleration............................OFF Above 18.............................000 feet (or transition altitude) Set local altimeter................................................. EICAS ... Set Set speed bugs for landing (use automatic bug speed mouse click area for easy setting).................. Advance to 70% N1 A/T .................................. Verify 80 knots.....000 feet (or transition altitude) Set altimeters 29...................... Set TA/RA Throttles ... Normally climb out at 250 knots until reaching 10.......... CLB1 or CLB2 as desired.............. As required Vref30+40 Flaps 1 Use if temperature is below 10°C and visible moisture is observed.... Flight Attendants .................. then OFF when retracted.. Approach briefing .................. RECALL & check Climb thrust Check for appropriate CAS messages and engine indications........... Descent Below 18................... Transponder ..............92” Fuel Panel Monitor fuel balance & turn off Center pumps when center tank is near empty (1000 lbs or 300 kg)............................... OFF Vref30+20 Flaps 5 Cargo Heat Switches ................................... Takeoff Exterior Lights .......................................... For LNAV........... UP After Starting Engines Before Takeoff Parking Brake .......................................................................................... ON Verify FMC arrival and approach Program arrival and approach fixes as required...Level-D Simulations 767-300ER Normal Procedures & Checklist 187 Flaps ................ At 1000’ Engage VNAV and follow FD commands or Select FL CH and set speed to 250.................................................. Set Set.........OFF FLAPS ....... Then Autobrake Selector ..... Vref30+60 Flaps UP APU Switch ..................000 feet Landing lights ..............Arm and engage N1 mode Verify proper thrust is set prior to 80 knots...................................................... Flight Instruments and Radios ................................................................. Autobrakes .... maintain a minimum airspeed of Vref30+80................................. Set Turn on landing lights and anti-collision lights. ON Engine Anti-Ice ............. tune and identify instruments and radios required for an instrument approach................ Complete Normal Procedures & Checklist 187 ...................................... RTO accelerate to 300 knots or FMC ECON speed... Ground Equipment ............000 feet Landing lights ... Airspeed Bugs .. Then follow the FD pitch commands.................Notify Climb and Cruise Above 10............................... Accomplish Verify performance and navigation data in the FMC and brief the takeoff procedure..... Positive rate of climb Gear handle UP...................... AUTO When passing Set flaps Isolation Switches (L and R) ............................. At 400’ Select LNAV or HDG SEL as required......Set for Takeoff Set 5 or 15................................................................ Flap retraction schedule Pack Switches .................................Released Flaps .. Monitor airspeed for V1 and VR At VR..... Landing Gear ........................000 feet....... As required Set 1 through MAX AUTO as appropriate... There should be no messages displayed in normal operations.............................................................. Verify THR HOLD mode........................... Takeoff Briefing ..... Verify set to CLB........................ The use of autobrakes is at pilot discretion........................ use the DIRECT TO procedure or intercept the route course using HDG SEL...........OFF When flaps are UP......... rotate smoothly until airborne and then establish an approximate 15 degree pitch up attitude..

.........................OFF Hydraulic Panel ........................ Standby Power Selector ............................................. Flap extension schedule When passing Set flaps Vref30+80 Flaps 1 Vref30+60 Flaps 5 Vref30+40 Flaps 15/20 Vref30+20 Flaps 25/30 When flaps are selected 25/30............. CUT OFF Seat Belt Sign ........................................................................................... As required Turn off runway lights and white anti-collision lights........OFF Window Heat Switches .......... Upon touchdown: Verify spoiler deployment and decelerate using reversers and brakes................................. Shutdown Parking Brake ...........................................................................OFF Battery Switch ... Engine Anti-Ice Switches .........................OFF After Landing Exterior Lights ........OFF APU or External Power .................................. DOWN Flaps ...................................................... OFF Speed brakes ....... announce LANDING............................................................OFF Cargo Heat Switches ..................................................................OFF Complete Shutdown IRS Mode Selectors .......... Set flaps 5 and speed 180 Glideslope alive or 1500’ RA .........................................Gear DOWN and Flaps 20 Speed brakes ............... SET APU or External Power ............... Normal Procedures & Checklist 188 ..................................................................... Fuel Pump Switches ...............OFF Pack Switches ....... Flight Director Switches .................. If unable to land.... Establish Verify APU is running or request/select external power........ Primary engine pumps are left ON.............................................. At DA (instrument approach) or 500 feet.................................................... UP Transponder ............... execute a go-around..............................................................OFF Red Anti-Collision lights .................... Dial altitude into MCP ALT window Monitor approach progress......... Set Missed Approach altitude ........................ As required Start the APU prior to gate arrival if external power is not available.................................. Extend during deceleration.................. the minimum speed is Vapproach.....................................................................OFF Autobrakes ...............................Level-D Simulations 767-300ER Normal Procedures & Checklist 188 Landing Flaps .............................. Disconnect autopilot and autobrakes prior to turning off the runway... Set flaps for landing (25 or 30) Landing flaps 30 is normal..............................................................................................................................OFF Emergency Light Switch ............................................. Vapproach = Vref30 + wind factor Wind factor = ½ steady headwind + gust factor Gust factor = gust reported – steady wind On downwind ................ Set speed to Vapproach...OFF Isolation Switches (L and R) ......................................Deselect Deselect external power or turn off the APU.... Fuel Control Switches ..................OFF APU ........ ON This permits the APU to supply air to both packs........ Set Turn OFF Primary electric pumps and all demand pumps...............ARMED Glideslope capture or 1000’ RA .....

........................................... SET FUEL CONTROL SWITCHES ..........................OFF STANDBY POWER SELECTOR ......................................................................................SET___ SHUTDOWN AFTER START ENGINE ANTI-ICE.......... DOWN FLAPS ................................................ SET FUEL PUMP SWITCHES ...........................................................................................ARMED LANDING GEAR ...............OFF WINDOW HEAT SWITCHES ................................ CHECK AUTO BRAKES ........OFF EICAS RECALL ................................................................................................................................ SET PARKING BRAKE ........... CUT OFF COMPLETE SHUTDOWN BEFORE TAKEOFF FLAPS ...............................SET___ IRS SELECTORS ...................................................OFF EMERGENCY LIGHTS SWITCH ........................... CHECK LANDING SPEEDBRAKES ................. SET FUEL CONTROL SWITCHES .........................................................CLEAR HYDRAULIC PANEL . SET AIRSPEED BUGS ............... CUT OFF APPROACH PRESSURIZATION .. SET TRIM ........................................................................................................................................................................................ UP SPEEDBRAKE LEVER .................... SET EICAS RECALL ..................................OFF FLAPS .................. ___UNITS FLIGHT CONTROLS ....... SET FLIGHT INSTRUMENTS ............................................................OFF FLAPS ......................................................................................OFF PACK SWITCHES ............ AS REQUIRED ISOLATION SWITCHES (L AND R) ..........................................................Level-D Simulations 767-300ER Normal Procedures & Checklist 189 Normal Checklist PREFLIGHT PASSENGER SIGNS .................................................................................................................................................................................. CHECK BEFORE START AFDS MCP .......OFF AFTER TAKEOFF LANDING GEAR SELECTOR ......................................................................................SET LANDING ALT AIRSPEED BUGS ...... RTO GROUND EQUIPMENT .............. SET FMC CDU ... DOWN PARKING BRAKE ........................................ UP Normal Procedures & Checklist 189 ......................................................................................................................................OFF BATTERY SWITCH ................ SET ALTIMETERS ................................OFF APU / EXTERNAL POWER ................................................................................

Optimum Display Resolution This product is optimized for a full screen display resolution of 1280 x 960. please visit http://www. the language will revert to English. Adobe Acrobat Reader is required: http://www. LVLDGerman.dll for French. The file will provide certain language features to the product. For more information on registering for support. You will now be able to start Flight Simulator without the error message. Place either one in your FSX\Modules folder and rename it LVLDLanguage. The Level-D 767 will not operate until the error issue is resolved. The product will not work with Windows 98/Me. The product may work on Windows 2000/2003.htm. See the Start> Programs> Flight One Software> Level-D Simulations 767-300> menu for program options and documentation. radios. New Liveries (Paint Schemes) Aircraft repaints are available for free on the Internet. A repaint template (Paint Kit) can be obtained from the Level-D Simulations web site. If you do not have access to the wrapper.com/forums. however it is not officially supported. 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 FMC Addendum 190 . DO NOT REMOVE the LVLD. Manually Changing Language Files After Setup French and German language files are in the Level-D Simulations\Language modules folder. Special registration is required in order to receive support.dll for German and LVLDFrench. To install the repaint. Notice About Moving Files This product has special features that require reinstallation from the downloaded E-Commerce Wrapper. speed brake.com or other popular flight simulation web sites for free repaints.com/forumreg.4) Level-D module • Improved import panel data • Added “Load FMC data” with import panel data • Added engine status. should you need to move the software to another computer or make certain hardware changes.adobe.leveldsim. Changes and Additional Features (FSX v1.dll file. and you get an Invalid License error message. Do not move the installed product to another system. flaps.leveldsim. It is no longer a requirement to run the Configuration Manager prior to starting the 767 after installation. this setting is recommended. trim & barometric settings imported with panel data • 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.dll module that is in the FSX\Modules folder to another folder.dll. The registration code is in the Certificate file you received at the time of your purchase. If you remove the DLL from the Modules folder. Invalid License Error Messages If you start Flight Simulator X. The web address is http://www. AT/ABOVE. Although not required.leveldsim. Run the Configuration Manager to configure the aircraft before starting the Level-D 767. Product Support Support is provided at the Level-D Simulations discussion forums. gear. Windows XP is Required This product is designed to work under Windows XP and Vista. then please reinstall the product via the E-Commerce Wrapper.com. and contact support. use the Repaint Manager that is included with the product. Please check http://www.Level-D Simulations 767-300ER Addendum 190 Addendum Important Notes Configuration Manager and Documentation The Configuration Manager icon is installed to the Windows desktop. then temporarily move the LVLD. Always reinstall via the E-Commerce Wrapper. or reinstall does not resolve your issue. AT/BELOW) • VNAV slows before descending when initial descent speed is slower than cruise speed • Added INSUFFICIENT FUEL.

Instructions included with utility & manual documentation Electrical Flight Model Cockpit Exterior Interior Miscellaneous Support SDK Configuration Manager Repaint Manager Addendum 191 . Gauge light not diminished if flying into sunlight • RDMIs: VOR/ADF flags show and pointers INOP when source data is not available • EHSIs: ADF pointers do not display when source data is not available • Updated default Level-D keyboard commands for FSX compatibility • Fixed unwanted RAT deployment while loading a flight • Level-D menu items are now dynamic (they disappear when they were grayed in FS2004) • A/T will maintain Flight Idle ~32% in all AT modes • Fixed the A/T going to IDLE in VNAV_PATH cruise if above cruise altitude • Enhanced Pilot’s manual including comprehensive tutorial flight • Start-up flight for the tutorial included (see FSX Missions) • Fixed SPD light on Aerosoft’s MCP when FLCH is in altitude capture mode • Updated LVLD_SDK headers for C++ compatibility • Added “L:LVLDAutobrakes” xml read/write variable • Updated and revised for FSX. needles and compass card now powered by the Standby AC Bus • Right RDMI lighting. FSX does not support bitmap views • 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) • Improved gauge illumination. Instructions included with utility & manual documentation • Updated and revised for FSX.Level-D Simulations 767-300ER Addendum 191 Pedestal • Right ADF & ILS now powered by the Standby AC bus • Left VHF Comm now powered by the Standby DC bus • Standby Comm freqs now saved & restored with flights • Fixed wrong rudder trim dynamic tooltip indication • Added an aileron trim dynamic tooltip • Left 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 • Modified flight model to real world climb performance • Added camera points of view • Deleted 2D Cockpit Side/Back views.

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

Why won’t the transponder accept “0” as an entry? Enter the non-zero digits. why? Due to limitations in the program that is used to create the exterior of the aircraft (G-max). You cannot tune ILS frequencies in the real aircraft’s NAV receiver either. You don’t need to leave the ident on. and share your work by uploading to a flight simulation file service. 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. AIRCRAFT SYSTEMS The flap indicator jumps from 0 to 1. center and right A/P manually before the AFDS system will be active for an autoland.microsoft. The only way to get the lights to work independently would have been to remove the flexing wings feature (and nobody wants that!). Why is the TAI indication green all the time ? This is correct behaviour for the aircraft modeled. These frequencies broadcast a clock tone.rte flight plan format can be used in the Level-D 767 for FSX. This is the way it works in real life. The procedures are created by users. Addendum 193 . Alternately. What am I doing wrong? You are tuning the NAV1.000. centre and right ILS receivers in the main equipment centre). Once FSX has started and the Level-D 767 loads. Bad License message. SETUP The Configuration Manager isn’t working. The HF radios are non-functional. While it does change and set the cargo load. I load the 767 in FSX and the fuel is always at 100%. The only frequencies that do not have static are 5. Why? The airspeed click spot to set the “bugs” is only available on the 2D panel. It can also be tuned automatically by the FMC by selecting the “FMC tunes ILS” in the “Realism & Carrier options” from the B767 Specific Add-on menu. I tune the ILS frequency and front course on the glareshield radio.000. you need to run the downloaded exe. The start time is realistic. but it doesn’t do anything. why? The tone is from the ground crew warning horn on the nose gear to alert the engineers that the IRS’s are still turned on after AC electrical power has been turned off. when I have set the fuel in the Configuration to less than 70%. If you start Flight Simulator. it will only accept valid VOR frequencies. Why do I get a cargo overheat warning when I don’t have any failures set? When flying out of airports with higher temperatures the cargo heat is not needed. The strobes lights only turn on if the position lights are on. Why do the HF radios emit static? HF is not simulated in FS. The FS NAV2 radio will stay on that frequency until an ident is done on a different frequency. and you get a message that you have a bad license. or restore Ground or APU power. Set the bug in the 2D panel and return to the VC and “bugs” will be set. 10.0 Service Pack 2 (Microsoft XML Core Services)).msi (MSXML 4. why? Select airport procedures are included with the 767 for FSX.com/downloads/details. VIRTUAL COCKPIT I cannot set the air speed bugs in the VC with the hidden click spot on the Airspeed indicator. switch the all three IRS’ on the overhead panel from NAV to OFF. the old 767 . The LDS767 doesn’t use the internal NAV2 radio. To help with realism you can play the real Atlantic Oceanic during you flight at LiveATC. Why aren’t the MCP mode lights extinguishing even if I turn off my flight director? If the First Officer’s side F/D is still ON.txt Can I use the old Flight plan format from the 2000/2002/2004 versions of the 767 in the FSX version? Yes.. To tune the ILS. the position lights are tied to strobes. The SIDS and STARS still don’t show up in the FMC. Press the “Click here to Reinstall” button.. You can cancel the Setup process if you already have the Level-D product installed. Due to sensor construction/operation you will not see the indication report mid travel position from flaps 0 to 1.\Flight Simulator X\SimObjects\Airplanes\LVLD_B763\767LoadSheet. not the ILS receiver. I hear a high pitch siren when I shut down the APU. (Note that you must select the arrival runway in the FMC for this option to work). This is a “proposed fuel amount” only. You will have to create your own. ZFW and GR WT in FSX. Why doesn’t Autoland automatically arm? Autoland will arm automatically if you have “AFDS automatic multichannel” selected from the Add-ons > B767 Specific > “Realism & Carrier options” menu. But 8x has been tested with a routing that is relatively straight and no winds. but here’s a trick that will let you tune the internal FS NAV2 radio. just toggle it. Download the msxml. to re-install your license. 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. Turn both flight directors off to disable all MCP modes. this is modeled as it is in real life. What’s going on? The APU start time has been modeled to take between 1 and 2 minutes to start. Safest bet is to use 4x max. You will need to be connected to the Internet. Find the following string of text: TIP_AT_STARTUP=1. Change the value to read: TIP_AT_STARTUP=0.000 and 15. Set the required frequency manually in either the Left or Right NAV radio on the MCP. How can I view the Loadsheet created by the Config Manager? Simply create a shortcut to your desktop of “. Otherwise. it does not set the fuel load. you will have to manually load the fuel via the menu bar to match the amount you have “proposed”. Shut off the cargo heat switches on the overhead. The static is simulating the static heard when no transmission are being made on the HF frequencies. PROCEDURES The SIDS and STARS don’t show up in the FMC.net. The APU doesn’t seem to be starting. Then select that radio’s IDENT switch on the audio panel. there are freeware and payware services which offer a selection of procedures. why? NOTE: Your machine may need the file called msxml.Level-D Simulations 767-300ER Addendum 193 Tips & Tricks from the Level-D forum MAINTENANCE Can’t tune NAV2 for FS-Add-ons? Some FS addons activate features by having the user tune the FS NAV2 radio to a specific frequency. the leading zero will fall into place. with your key file. I can’t sit for 12 hours and fly at 1x sim rate. To cancel the sound. but Level-D Simulations does not create or maintain these procedures. is it broken? Nope.ini” file with NOTEPAD. That will set the FS NAV2 radio. this is what you’ll see. arm the left.msi file from http://www. Why? The Configuration Manager is working properly. enter the frequency and course on the ILS Control Panel on the pedestal (This will tune the left. What simulation rate can I safely use if I want to cut down the flying time? 4x is recommended. Within two minutes the RUN indication will tell you that the APU is available.

Below is a quick point description of the Pegasus FMC logic and the associated VNAV descent characteristics. Above path (speed window closed): Pitch mode = VNAV SPD A/T mode = IDLE to Hold • Aircraft pitches to VNAV speed + 15 (limited by Mmo/Vmo-11 knots) & DRAG REQUIRED message displays..xx (xx=GE.cfg file with a text editor (Notepad) The model. So if the path prediction is a bit off or you have winds that would not be unusual. 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. Below path (speed window closed): Pitch mode = VNAV SPD A/T mode = SPD • Aircraft pitches to -1250fpm & thrust increases to maintain VNAV speed.cfg text string should now read: [models] normal=767300 3. the brakes are never on. VC. 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. ON Path (within speed limits and altitude limits) Pitch mode = VNAV PTH A/T mode = throttle decreases to IDLE. The Virtual Cockpit preferences are set from the FSX Options> Settings> Display> Cockpit Settings menu. everybody please test. so calibration was not the issue here. Open a model.15 knots.. If I increase the sensitivity. the brakes would be ON.. If I turn the sensitivities to zero or close to zero. even to the point that the BRAKES text appear (and I can see the brake press indicator indicate pressure change). The FSX version of the Configuration Manager does not include a “No VC” panel option.xx folder: 767300. the solution for me was to increase the toebrakes sensitivity axes to FULL RIGHT. NOTE Above path / below path = more than +/. There will be differences. this causes the following.) Addendum 194 .mdl & model. FSX default settings put the L and R wheel brakes at HALF sensitivity level. SOLUTION: So. 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.500 ft ALSO NOTE: See the Configuration Manager page for revised information about how to load cargo into the cargo holds. somehow the brake system goes to “zero brakes” condition.mdl. Ground friction (RC1). either through adding throttle (which is easy now because the AT will be in HOLD mode) or by adding speed brake. Make sure that the actual aircraft weight matches what you have in the FMC.10 knots. You can now add throttle to adjust if you’re getting too slow because AT is in HOLD mode. The model.15 knots. When I as much as touched a brake pedal (either). Close the model. CONFIGURATION MANAGER Configuration Manager does not offer cockpit panel options for NO VC. Overspeed reverts to: Pitch mode = VNAV SPD A/T mode = IDLE to HOLD • Aircraft pitches to VNAV speed and DRAG REQUIRED message displays. The pedals were calibrated many times. 767300_interior. By default 2D panels and VC cockpit are active. indicator). etc. Other than winds this is the most likely cause of an incorrectly calculated path. Previous 767 flyers are going to have to get used to the idea of the descent speed wandering to maintain the path. If parking brake is cycled. RR or PW) directory from the .cfg text string: [models] normal=767300 interior=767300_interior Delete the “interior=767300_interior” text string. In other words.cfg file. some one-time editing of the individual model configuration files must be done. VNAV will follow the path. Repeat the procedure for each model. I will get constant brake pressure even though I am not pressing the brakes. the FMC is now calculating a true idle descent and the throttles DO NOT MOVE once they go to idle. Open the model. I was riding the brakes all the time. within the limits of the throttles ability to do so. up to Mmo/Vmo-11 knots or down to speed protection. Unlike previous versions. VNAV DESCENT Is it normal for the VNAV to drive the descent at a different speed than what’s defined in the VNAV DES page? In VNAV PATH. even after I released the brakes fully AND the text went away. allowing actual speed to be off by up to +/.cfg 2... . To enable 2D panel view (NO VC) follow these steps: 1. • Past idle phase: Speed limits +/. even though there was no indication of that whatsoever. For users who prefer to fly with a 2D panel only (NO VC).? The Manager has been changed and only needs to be run to change the default aircraft weights. up to Mmo/Vmo-11 knots or down to speed protection. so you will HAVE TO manage your descent speed. then sets HOLD • Idle descent phase: Speed limits +/.xx file. happens like I described regardless of calibration. NEW to FSX The descent logic in the FSX version of the 767 has modified from the FS9 version. (not even in the brake press.Level-D Simulations 767-300ER Addendum 194 Notes from Testing Names withheld to protect the innocent STICKY BRAKES / GROUND FRICTION PROBLEM SOLVED! I thought that from the FS “BRAKES” or “DIFFERENTIAL BRAKES” text you would always know if your brakes were engaged. On my system. when I don’t press them. 5.. Save the file: File> Save 4.\FSX\ SimObjects\Airplanes\LVLD_B763 folder There are 3 files inside each model.

Level-D Simulations 767-300ER Addendum 195 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 Modified/Modification 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 Traffic 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 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 Flight Management Computer FMS Flight Management System FO First Officer GA Go-Around GEN CONT Generator Control GND PROX Ground Proximity GPWS Ground Proximity Warning System GR WT Gross Weight GS Ground Speed G/S Glideslope HDG Heading HF High Frequency IAS Indicated Airspeed IDENT Identification ILS Instrument Landing System INTC Intercept 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 .

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