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

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

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

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

CAPT F/O 5. 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. 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. With the FSX version. PDST 3. The following panel views are available. altimeter. fire controls. Toggle the Captain & F/O panel. OVHD 2. These views can be controlled via the MSFS menu. Introduction 7 . control buttons on the main panel. or by using keyboard keystroke combinations. FMC 4.. Pedestal panel. MCP 2 3 4 5 Overhead panel. AFDS mode control panel display. and airspeed gauge display 3 5 Control buttons are provided on the main panel to toggle the display of available cockpit panels. The 767 simulation is a multi-panel environment where different views are attained by switching the visible panels on and off.. the Virtual Cockpit may load first.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.

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

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

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

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

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

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

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

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

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

Aircraft Model Features The 767-300 visual model has been expertly detailed with many unique features and aircraft animations. In addition to these standard aircraft animations. FMC tunes ILS When a landing runway is selected in the FMC. 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.Level-D Simulations 767-300ER Introduction 17 IRS position drift IRS positions are subject to drifting error. Extends when the gear lever is down and retracts when the gear lever is up or off (assuming hydraulics and electrics are available). Failures repaired by ground crew Failures are repaired when engines shutdown. The spinner animation reacts to airspeed changes. some unique features can be noted on the aircraft visual model. Aileron droop is indicated in the cockpit on the aileron pointer gauge. IRS needs position entry IRS coordinates must be entered during alignment. All flight control surfaces move accurately in response to cockpit controls. When unchecked. the realism options are not changed when loading saved flights. 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. IRS position align = 2 minutes. IRS position align = 10 minutes. the ILS frequency is automatically tuned into the ILS receiver when the aircraft is within 20 nautical miles of the landing runway. 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. Autoland restrictions The autoland system is subject to systems limitations (see AFDS section). When unchecked. Gear and flap animations are accurate and highly detailed. The RAT propeller spins based on airspeed. 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. Tailskid Prevents damage to the fuselage on takeoff and landing. Aileron Droop The inboard ailerons droop in response to flap selection. IRS real align duration When checked. Introduction 17 .

977 X 2 Center 36.000 288. As of December. pylon-mounted on the wing leading edges.85 m (52 ft 0 in) Tailplane span 18..and 180-minute ETOPS approval.Level-D Simulations 767-300ER Introduction 18 Level-D 767 Specifications The 767-300ER is an extended-range.80 (530m / 851k) 350 Power Plant. • vacuum toilet waste system. Introduction 18 . 767-300ER and 767-400ER • large commercial airplane to use efficiency-enhancing “raked” wingtips. fuel cut-off switches.909 140. The Boeing Aircraft Company’s development of the -300ER began in January of1985.738 24..62 m (61 ft 1 in) 767 firsts.518 10. Fuel Load Metric (FSX Settings> General> International> HYBRID (Feet.000 TOTAL 161.140 Aircraft Dimensions Wing span 47. cruise and descent.425 TOTAL 73. Fuel in one integral tank in each wing.449 X 2 22. and the Thrust Rating Panel (TRP).57 m (156 ft 1 in) Length 54.454 130.67 m (176 ft 1 in) Height overall 15.000 408.000 161. • airplane to achieve both 120.740 6.289 m Metric (kg) 89. SYSTEM (Feet.070 X 2 Center 80.000 310.473 45.500 pounds of thrust per engine.669 X 2 6.the 767-200ER. Operating Empty Weight Max Takeoff Weight Max Zero Fuel Weight Max Landing Weight Max Fuel Weight Range: Imperial (lbs) 197. 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. Inches) Tank Pounds Gallons Main Wings 40. Engine controls include the throttles.121 km Typical city pairs: Los Angeles/Frankfurt Max Cruise Altitude Normal Speed (FL350) Max Seating Capacity 43.371 91.400 12. and 514 orders had been filled. Controls & Fuel Two high-bypass turbofans in pods.100 feet M0. • widebody airplane to offer a choice of three passenger sizes -. higher gross weight version of the aircraft.94 m (180 ft 3 in) Fuselage 53. • common pilot type rating with the Boeing 757.S.379 Imperial (FSX Settings> General> International> U.909 73. fire handles.545 185. • to use brakes made of carbon fiber. airlines had ordered five hundred and thirty-four 767-300ER’s. 2006. Milibars) Tank Kilograms Liters Main Wings 18. EEC switches. and in centre tank with refuelling point in port outer wing. • two-person flight deck on a widebody airplane. Powered by two General Electric CF6-80C2 engines rated at 61.

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

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

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

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

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

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

at/) Technical Advisors David Barrington (B767 Captain). Mark McGrath. Bill Van Caulart. Eric Ernst (B767 First Officer). Daryl Shuttleworth Support & Tutorials Daryl Shuttleworth Crew Voices Maree Bach. Jenny Van Caulart Aircraft Photographs David Barrington. David Barrington. Eric Ernst Ian Mitchell. 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. Tero Partanen Operations Manual Eric Ernst. Ana Di Franco. Dean Barry. Sean Trestrail (B767/A330 Captain). John Triner Bill Van Caulart. Marco Koolstra (B767 Engineer) Joe Panford (B767 Captain).K. Ian Mitchell Mike Murphy. Dennis Di Franco Robert Hall. Anthony Vallillo (B767 Captain) Testing Haroon Anwar. Jason Barlow.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. Gina Barrington.D. Mike Bevington. Dennis Di Franco. Mark McGrath NAVData Richard Stephan (http://navdata. Martin Pailthorpe (B767 First Officer). Todd Legon. testing) Introduction 25 . Tero Partanen. Daryl Shuttleworth. Bob Klemm. Eric Ernst. Daryl Shuttleworth. Lee Hetherington. Eric Ernst.

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

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

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

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

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

Note The center isolation valve is normally open for all operations. Recirculation Fan Switches ON INOP Recirculation fan is ON. 1. DUCT LEAK Light When illuminated indicates a leak has been detected in the respective duct. OFF AUTO Pack is commanded OFF. VALVE Isolation valve is not in the commanded position or is in transit. Left / Right Engine Bleed Valve Switch Controls the engine bleed valves. 4. AUTO Temperature in respective cabin is automatically maintained at the selected 1 relative value. A minimum of 25 psi is required for engine start. Recirculation fan is selected OFF or has failed. MID and AFT compartment temperatures in both celcius and fahrenheit (depends on the enabled FS “International” settings). The left and right isolation valves are normally open on the ground for engine starts and for pack operation via APU bleed air. 5. Illuminates temporarily when respective utility bus is load shed during engine start. Compartment Temperature Indicator Displays the FWD. Switch OUT Isolation valve is CLOSED. N = Pack valve regulated to provide a moderate temperature (75F/24C). Switch IN Isolation valve is OPEN. 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. Switch IN APU bleed valve is automatically controlled based on system logic. Isolation Valve Switches Control the flow of bleed air between the left. APU Bleed Valve Switch Controls the APU bleed valve. Pneumatic System 31 Pneumatic System Controls Pneumatic controls are located on the overhead panel. 2. All three INOP lights illuminate when the Trim Air switch is OFF. 7 6 W = Pack valve regulated full warm (85F/29C). The duct pressure gauge can be used to confirm a leak in the left or right ducts. 1 2 2 2 3 5. OFF Compartment temp control is OFF. or the temperature controller has failed. OFF Illuminates when engine bleed valve is closed regardless of switch position. Compartment temp regulated to the pack outlet temperature. Pneumatic System 31 . INOP PACK OFF ON OFF Respective pack has a fault or has overheated. Operating range is from 65F/19C (C) to 85F/29C (W).Level-D Simulations 767-300ER Air. Temperature Control Knobs Regulate the temperature in the respective cabin. Switch OUT APU bleed valve is commanded closed. Temperature Selector INOP Lights When illuminated indicate that the respective temperature controller is OFF. Switch OUT Engine bleed valve is commanded closed. Pack Status Annunciators Indicate the status of the respective pack. 4 5 4 Air Conditioning Controls 1. 5 3. right and center systems. the Trim Air switch is OFF. 7. Switch IN Engine bleed valve is controlled based on system demands. 2 2 Air. 2. 3. 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. Temperature controllers are bypassed & the cabin temperatures are regulated to the pack outlet temperature. 3 4 Temperature controllers regulate compartment air temperature. Duct Pressure Gauge Displays the duct pressure in the left and right pneumatic ducts. Pack valve operates when bleed air is available and regulates outlet temperature based on air conditioning system temperature demands. C = Pack valve regulated full cold (65F/19C). Trim Air Switch Controls air to the temperature controllers. 6.

1 4. Cabin Altitude light (depicted on the EQUIP COOLING panel) The CABIN ALTITUDE alert illuminates when the cabin altitude exceeds 10. Configures valves in the system 2 3 to allow cabin differential pressure to discharge air or smoke. 2. Cabin Rate Gauge Feet per minute (fpm x 1. so the ground warning horn sounds. The automatic mode sets a pressurization schedule based on this altitude. 2 3. Cabin Pressure Differential Gauge 1 Pounds per square inch (psi). Advisory Message PASS OXYGEN ON displays on the upper EICAS Air. Equipment Cooling Selector Selects the equipment cooling mode. Rotate the knob toward CLIMB to open the outflow valve. Index rate is 500fpm climb & 300fpm descent. Passenger Oxygen ON Light The passenger oxygen system is operating and the masks have dropped. 6. 5. Selects number 2 automatic mode. These switches are normally turned ON after engine start and turned OFF after shutdown. there is no airflow. Cargo Heat Controls Heat is directed to the cargo compartment when selected ON. 2 3 Equipment Cooling Controls 1. Landing Altitude Selector Rotate the knob to set the landing field elevation. Passenger Oxygen Switch Located next to the EMER LIGHTS on the overhead panel. SMOKE Light Illuminates if smoke is sensed in the system. 2. rather than recycled air from the forward cargo area. AUTO INOP light Illuminates if both auto controllers have failed or MAN mode is selected. OP = Open. Cabin Altitude Gauge Ft x 1. with no differential pressure available. Pressurization Mode Control Selects pressurization system operating mode. 3.000). 3. NOTE On the ground. 1 Switches the cooling fans OFF. Push The passenger cabin oxygen masks drop. CL= Closed. 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). Auto Rate Selector 6 Selects the limit for cabin altitude climb and descent in the AUTO mode. Pressurization Indicators 1. Pneumatic System 32 Pressurization Controls 1.000 feet.Level-D Simulations 767-300ER Air. Manually configures the system for flight. AUTO STBY OVRD 4 System is automatically controlled. Rotate the knob toward DESCEND to close the outflow valve. AUTO 1 AUTO 2 MAN Selects number 1 automatic mode. 4. Pressurization is controlled using the manual controller 4 5 3 2. Outflow Valve Position Indicator Indicates the position of the outflow valve. NO COOLING Light Illuminates if the system is in OVRD mode and no airflow is sensed. Additionally. Manual Control Knob Controls the outflow valve when MAN mode is selected. Pneumatic System 32 .000.

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

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

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

and ILS approach (APP). these modes cause the aircraft to climb or descend until reaching a target altitude set in the altitude window on the MCP. If VNAV is selected after takeoff. Localizer approach (LOC). HDG HOLD is annunciated in green on the EADI when engaged. In general. the AFDS remains in the current lateral mode until LOC is engaged. If selected during a turn. AFDS Lateral Modes Aircraft heading is controlled by the following modes: Heading Hold (HDG HOLD). When armed. The Heading Hold (HDG HOLD) mode is selected by pressing the HOLD button directly below the heading selector (SEL) knob on the MCP. the aircraft maintains the current heading. Additionally. Once a lateral mode is engaged. Additionally. The Localizer approach mode is selected by pressing the LOC button on the MCP. The aircraft will continue to fly toward any heading selected in the heading window while in HDG SEL mode. Additionally. The throttle hold mode disconnects the autothrottle from the power levers which allows the pilot to manually control thrust during the descent. The engaged mode occurs when the aircraft encounters and/or is following the FMC programmed route. If selected in level flight. When LOC is engaged. aircraft heading is automatically controlled to follow the localizer. When selected. the TRP automatically changes to a mode appropriate for the phase of flight. The engaged mode occurs when the aircraft is actively tracking the glideslope. the AFDS remains in the current lateral mode until LNAV is engaged. it can only be cancelled by selecting another lateral mode or by turning off the autopilot and F/D. When selected. aircraft heading is automatically controlled to follow the FMC programmed route. Changing the IAS/MACH speed on the MCP causes the AFDS to change the commanded pitch angle to maintain the selected speed. When LNAV 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). 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 AFDS tracks the localizer backcourse inbound. This mode is exactly the same as the LOC mode except that when engaged. 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 localizer front course must be set in the ILS course window (on the pedestal) for the BCRS mode to function properly. The speed Autoflight System 36 . the A/T sets power to the maximum available (based on TRP selection) and the AFDS pitches up to maintain the selected airspeed. the aircraft is commanded to fly toward the heading displayed in the heading window. GS is annunciated on the EADI in white when armed and green when engaged. 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. This mode is selected automatically if an autopilot is engaged with no other AFDS mode active. If a descent is required. The LOC mode works the same as described previously with armed and engaged modes to track the localizer. Heading Select (HDG SEL). Vertical Navigation (VNAV). 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 Flight Level Change mode (FL CH) is selected by pressing the FL CH button on the MCP. FL CH is annunciated in green on the EADI and the A/T is automatically engaged if armed. A bank limiting system is used to control the maximum bank angle during AFDS commanded heading changes. This heading is set by rotating the SEL knob. HDG SEL is annunciated in green on the EADI when engaged.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. The Backcourse mode (BCRS) is selected by pressing the BCRS button in conjunction with the LOC button. Some lateral modes have “armed” conditions which can be cancelled by pressing the respective mode button a second time. If a climb is required. AFDS Vertical Modes Aircraft pitch is controlled by the following modes: Flight Level Change (FL CH). the autothrottle is automatically disconnected during single engine operations. The Heading Select (HDG SEL) mode is selected by pressing on the SEL knob below the heading window on the MCP. The armed mode occurs when LNAV is selected and the aircraft is not on the FMC programmed route. the aircraft rolls out to the current heading. LOC is annunciated on the EADI in white when armed and green when engaged. whichever is lower. BCRS is annunciated in white when armed and green when engaged. 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. Lateral Navigation (LNAV). or the autopilot and F/D are turned off. The engaged mode occurs when the aircraft is actively tracking the localizer. the current aircraft speed is reset in the IAS/MACH window of the MCP and the TRP changes to a CLB mode. Vertical Speed (VERT SPD). the vertical track of the aircraft is controlled to follow the glideslope. The Vertical Navigation mode (VNAV) is dependant on FMC programming (see FMC section) and is selected by pressing the VNAV button on the MCP. When armed. When armed. the AFDS remains in the current vertical mode until GS is engaged. LNAV is annunciated on the EADI in white when armed and green when engaged. Backcourse approach (BCRS) and ILS approach (APP). another vertical mode is selected. The armed mode occurs when LOC is selected and the aircraft is not within localizer range. The ILS approach mode (APP) is selected by pressing the APP button on the MCP. When GS is engaged. 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.

With the AFDS set for an autoland. pressing the HOLD button message is displayed on the ASA. If a power source fails below 200 feet radio height. The left and right autopilots when VNAV is in use under certain conditions. With two operating autopilots. the VERT SPD window opens and displays the current aircraft vertical speed. the Vertical Speed mode is capable of overriding the altitude selected in the MCP ALT window. Descents using VNAV are covered in the FMC section. regardless of altitude set in the MCP These modes replace the GS and LOC modes during the ALT window. LAND2 or LAND 3 annunciates on the ASA if two or three autopilots are engaged respectively. a “speed intervention” mode is available by pressing on the airspeed select knob. If there is a difference between the FMC CRZ ALT and the MCP ALT. In this case.e. the system engages in the LAND3 mode. time of selection. When engaged. the system engages in the LAND2 mode. When V/S is selected. ALT HOLD is annunciated in green on the EADI capable of performing an Autoland. Additionally. More information and NO LAND 3 messages in the ASA. the AFDS enters the VNAV standby/battery system. If the system is not window. The A/T does not automatically engage with the selection of the vertical speed mode. the remaining autopilots. the system 1500 and 200 feet radio height. If set to occur automatically. FLARE and ROLLOUT Altitude Hold mode at whatever altitude exists at the modes are armed & displayed in white on the EADI. a NO AUTOLND when engaged. To regain speed control from the FMC. a NO LAND 3 the aircraft reaches the altitude selected in the MCP ALT message is displayed on the ASA. flight and the autothrottle controls power to maintain the airspeed selected in the IAS/MACH window. If the test is normal. Pressing the airspeed select knob a second time transfers speed control back to the FMC. The only difference between these two Autoland modes is the level of system redundancy. Regardless of engagement method. The Vertical Speed mode (V/S) is selected by pressing the V/S button on the MCP. an autoland sets up either automatically or manually. the armed autopilots automatically engage at 1500 feet radio height after a self-test has been performed. If a power source fails between PTH mode instead of ALT HOLD. pressing the APP button a second time cancels the GS armed mode. The AFDS then commands pitch to maintain this vertical speed. Both modes result in successful autolands. One autopilot inoperative). the ASA does not change except to indicate a NO AUTOLND condition. The A/T (if engaged) controls power to maintain the speed selected in the IAS/MACH window. Autoflight System 37 . Any degradation of the aircrafts Autoland capability is annunciated on this gauge. This re-opens the speed window for manual adjustment via the MCP. press the thumb wheel above the V/S button in the desired direction. Setting up the AFDS for an Autoland occurs with the selection of additional autopilots after APP is selected on the MCP. The center autopilot becomes powered by the CRZ ALT set in the FMC. The A/T SPD mode is used if the A/T is already engaged. With all three autopilots operating. Engagement The AFDS remains in ROLLOUT mode after landing until the autopilots are manually disconnected. To change the vertical speed. The ILS approach mode (APP) is discussed in the AFDS Lateral Modes section. automatically isolated from 1500 feet radio height until the The Altitude Hold mode is not automatically selected completion of the autoland. below the ALT selector knob engages the AFDS in the When set for an autoland. V/S is annunciated in green on the EADI when engaged. 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 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. If set to occur manually. Autoland capability is indicated on the Autoland Status Annunciator (ASA) located on the main panel. the subsequent actions regarding autoland capability remain the same. Unlike the FL CH mode. if the GS mode is armed. 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. Depending on the options set in the panel menu. the AFDS maintains level autoland maneuver & illuminate green when activated. The glideslope mode works as described previously. A minimum of two operating autopilots and the autothrottle are required to engage the AFDS for an Autoland. the pilot must arm the remaining autopilots for engagement by pressing the CMD buttons for the inactive autopilots after APP has been selected. of the Altitude Hold mode automatically removes any The power sources for each engaged autopilot are existing vertical mode.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. Automatic Landing (Autoland) The AFDS is capable of executing a completely automatic landing and rollout. the remaining two autopilots are armed automatically with the selection of the APP mode on the MCP. Additionally. GS mode engagement automatically replaces any existing vertical modes upon glideslope intercept. If the are powered from the left and right electrical systems altitude set in the MCP ALT window is the same as the respectively.

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

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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6

2 7
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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

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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

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

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

the respective engine generator automatically powers the respective electrical system. the Bus Tie system would react to re-isolate the Main Buses. Left Center & Right FWD Fuel Pumps disconnected from the engine using the GEN DRIVE • Left and Center IRU DISC switches. The external power connection must be manually removed from the aircraft using the Level-D “Ground Requests” menu. the Bus Tie switches automatically open and close so that only one source of power reaches its respective Main AC Bus. In this case. • Right Hydraulic Elec. 3. The Bus Tie switches control power to their respective Main AC bus based on the following priority: 1. After the second engine is started. Control for this system is provided by two Bus Tie switches on the electrical panel. Control for each generator is provided by GEN • Upper EICAS screen CONT switches on the electrical panel. 2. with both engine generators operating. the Bus Tie switches isolate the Left and Right electrical systems so that each generator supplies power to its respective Main AC Bus. During engine starts these buses automatically load shed to conserve electric power for the start.1 Primary Pump automatic control of the generators. Normally the Left generator supplies power to the Left AC Bus and the right generator supplies power to the Right AC Bus.Level-D Simulations 767-300ER Electrical System 44 button a second time removes external power from the electrical system and the ON light extinguishes. On side engine-driven generator. 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. External power is not automatically removed from the electrical system except during engine start. the EXT PWR ON light extinguishes since both engine generators are now powering the electrical system. APU generator. Demand Pump If a generator overheats or malfunctions it can be • Left Aft. These switches are normally left in the AUTO position and are only switched OFF by procedure. 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. Opposite side engine-driven generator. These buses control power for galley items and the left and right recirculation fans. If the APU were selected ON in this case. The Utility Bus OFF lights illuminate during the start sequence when load shedding occurs. Once systems with the exception of those found on the Standby disconnected. Main AC Buses The Left and Right Main AC Buses are the main source of electrical power for a majority of aircraft systems. Electrical System 44 . After an engine is started. These switches • FMC are left IN for all normal operations and provide for • Center Hydraulic No. A loss of one generator causes the BUS TIE relays to close allowing one generator to power both AC buses. Double-clicking on this switch disconnects The Right Main AC bus powers most of the remaining the generator and illuminates the DRIVE light. The selection of External Power overrides all of these power sources. When external power is ON. Power Distribution The Bus Tie System controls the distribution of electrical power to the Left and Right Main AC Buses. In normal operations. it must be manually de-selected by pressing the EXT PWR pushbutton a second time. the drive can only be reconnected on the and Battery buses. These switches are left ON for all normal operations. 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. ground via the Level-D Ground Requests menu. Utility Buses The main electric panel has switches for the Left and Right Utility Buses. Engine Generator or External Power. In the AUTO position. They can only be powered from the APU. The Left Main AC Bus is the most critical bus on the aircraft.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Rudder Trim Index Displays the current amount of rudder trim. Aileron and Rudder Trim Controls Located on the Pedestal. the yaw damper systems improve turn coordination and dutchroll damping YAW DAMPER Switches ON OFF Yaw damper is commanded on. The Stab Trim range is as follows: Electric trim (normal) Manual (levers) Flaps UP Flaps Down 1. 2. NORM CUT OUT 2 Stab Trim: 4. 2.25 to 12. The upper switch BLANKS when switch is OFF. Flight Controls & Indicators 60 . Aileron Trim Control Switches Use the mouse to move the aileron trim left or right. Removes hydraulic power from the respective stab trim system. To view the digital readout. 3. The yaw damper is commanded off. 3.2U Normal position of the switch which allows stab trim movement. A CONFIG warning is generated if the trim is set out of this range and power is advanced for takeoff. Yaw Damper Inoperative (INOP) Light When the amber INOP illuminated the yaw damper is off or inoperative. Stab Trim Manual Control Levers Movement of these levers with the mouse causes the stabilizer trim to move in the commanded direction. The white index band moves to indicate the current stabilizer trim position. 2 4 1 3 Yaw Damper Located on the overhead panel. Stab Trim Cut-Out Switches Used to stop a runaway trim condition. 1. Nose down trim. Rudder Trim Control Knob Use the mouse to move the rudder trim left and right. Aileron Trim Index A simulator convention used to display the current aileron trim. FS “Tool tips” must be enabled. Stab Trim Indicator Displays the current position of the stabilizer trim.50 to 12. APL NOSE UP APL NOSE DOWN Nose up trim.8 units 0. 4. The green bands represent the normal takeoff trim setting range.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.Level-D Simulations 767-300ER Flight Controls & Indicators 60 Stabilizer Trim Controls and Indicators Located on the Pedestal 1.

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

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

the IRUs. If an ADC has failed or the data becomes unreliable. The standby airspeed and altimeter receive data from the pitot static system and work without electrical power. They receive information from the Air Data Computers (ADC). The standby attitude indicator has built in ILS pointers. the opposite side ADC may be selected to provide data to the flight instruments by pressing the AIR DATA button on the ISS of the affected side. For those instruments that rely on IRU data. The standby ILS uses the same frequency that is dialed into the ILS receiver on the pedestal. the center IRU acts as a backup for these instruments via selection of the IRS button on the ISS. and the AFDS. 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. A group of standby flight instruments are available as a backup to the primary flight instruments. The ILS pointers are displayed when the ILS knob on the standby attitude gauge is set to ILS. The standby attitude indicator is battery powered and works anytime the battery switch is ON. a warning flag appears within the gauge. The Captains instruments are powered by the Left Main AC bus and the First Officers instruments are powered by the Right Main AC bus. Speedtape EADI Standard EADI Flight Instruments 63 . the standby instruments are normally hidden from view on a sub panel. To display the standby flight instruments. There are two Air Data Computers (left and right) that normally provide information for the on-side instruments. Due to the constraints of design and “room” on the 2D panel. use the key combination <SHIFT><9> to overlay the sub panel onto the main panel.

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

FMC/MCP Command Airspeed Displays in this location when the FMC/MCP command airspeed bug as selected by the FMC or IAS/MACH selector is above the displayed range. displays the VREF speed as selected on the APPROACH REF page. flap placard speed. Displays after manual entry on the TAKEOFF REF page. displays at the TOP of the speedtape. Inertial track at engagement is commanded. displays at the TOP of the speedtape. ADI Speed Tape (Speed Tape EADI) Displays a graphical representation of airspeed and speed references. Go-around. Speed Trend Vector Indicates predicted airspeed in 10 seconds based on current acceleration or deceleration. Blanks above 20. Maximum Maneuvering Speed When active. Maneuvering Speed Displays maneuvering speed for existing flap setting. 8. Lateral Navigation is armed to engage. 2. Localizer Backcourse is armed for capture. Lateral Navigation (FMC route tracking). The display turns amber and the GPWS “minimums” call is made when the radio altitude reaches the displayed altitude. S= too slow. 1 2 3 4 5 6 7 8 9 10 Flight Instruments 65 . 12.Level-D Simulations 767-300ER Flight Instruments 65 9. 7. Displays 10 seconds after takeoff. May be displayed when operating at high altitude at relatively high gross weights. 9a. V1 (Decision Speed) Indicates decision speed. Back course tracking. Blanks 2 minutes after takeoff. 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. 3 2 1 5 6 4 11 10. Replaces digital V1 display when V1 speed is within the displayed range. Minimum Speed Indicates the airspeed where stick shaker activates. Autoland rollout mode is armed (multiple autopilot APP). 4. Displays after manual entry on the TAKEOFF REF page. The Decision Height (green) is selected on the ADI control panel (pedestal). 9. When displayed. F= too fast (Speedtape EADI depicted next page). Maximum Speed When active. 11. Armed Modes (white) LOC BCRS LNAV ROLL OUT Localizer is armed for capture (LOC or APP mode). Wings level takeoff track is commanded. below the Maximum Speed display. Lateral Mode Display Displays engaged (green) and armed (white) lateral modes.10 knots between actual airspeed and the AFDS commanded speed. Heading Hold. Displays shortly after takeoff. V1 (Decision Speed) Bug Indicates Decision Speed. 7 8 9 10 Engaged Modes (green) TO HDG HOLD HDG SEL LNAV LOC BCRS ROLL OUT GA FD CMD Takeoff mode. 3. 6. Airspeed Pointer and Digital Display Indicates current airspeed when above 30 knots. Minimum Maneuvering Speed Top of amber bar indicates speed where 40° bank results in stick shaker. 1. Autoland rollout maneuver. VR (Rotation Speed) Bug Indicates rotation speed.000 feet. The engaged mode replaces the armed mode automatically when engaging parameters are met. Autopilot engaged. indicates maneuver margin to buffet. 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. 5. Displays during initial takeoff roll when V1 is above the displayed range. Displays after manual entry on the TAKEOFF REF page. Fast/Slow Indicator (standard EADI) Indicates airspeed variances of +/. AFDS Status Display Displays the engaged AFDS mode (green). Blanks 2 minutes after takeoff. Indicates maximum permissible airspeed as limited by the lowest of the following: Vmo/Mmo. 10. Landing Reference Bug When active (for landing). Heading Select. landing gear placard speed. 7a. Radio Altimeter and Decision Height Display The Radio Altimeter (white) displays actual aircraft height above the ground from 0 to 2500 feet. 10a. Flight Director ON. Localizer tracking.

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

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 25.5nm 1. 7. 8. Distance Display Distance to the active FMC waypoint. Heading Pointer Indicates aircraft magnetic heading. 1335. Track (TRK) Indicator Displays aircraft track heading. VOR Symbols VOR DME/TACAN VORTAC. Flight Instruments 67 .4z 5. 4. Inactive Waypoint (white) A navigation point on the active route. 2. Heading (TRU) Indicator Indicates aircraft magnetic track heading. AFDS Heading Bug Indicates selected heading on the MCP. 9. Route Data Displays waypoint crossing altitude and ETA when RTE DATA button is ON. Expanded Compass Rose Compass data provided by the IRU. Waypoint Arrival Time Predicted active waypoint crossing time (in zulu). 6. 3. Waypoint Symbol A nearby waypoint displayed when the WPT button is ON.

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

Distance Display DME distance to the selected VOR. EHSI ILS Display Summary (Expanded & Full) The data layout is the same as in the VOR displays. Heading (HDG) Indicator Displays aircraft magnetic heading. Wind Vector Displays wind speed and relative direction to aircraft heading. 4. 8. Reference Receiver Mode Displays the source of the navigation data. 5. Track Pointer Indicates aircraft track heading. AFDS Heading Bug Indicates selected heading on the MCP. 7. except that the CDI indicates deviation from the localizer when a LOC 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. 3. Flight Instruments 69 . 2. Course Deviation Indicator (CDI) Displays VOR deviation when a VOR signal is received. The glideslope indicator is displayed on the right side of each display. ADF Needle Displays when a valid ADF signal is received. 6.

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

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

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

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

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

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

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

Enter the airport ICAO code into the scratchpad and press 2L LSK to transfer data into this field. 4. 2. Pressing the 5R LSK when coordinates are present in the scratchpad transfers the coordinates to the IRS during alignment. 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. LAST POS Last aircraft position in lat/long format is displayed. the scratchpad message ENTER IRS POSITION is displayed. 2 1 3 4 5 1. the scratchpad message ENTER IRS POSITION is displayed. 4. Pressing the 2R LSK when coordinates are present transfers the coordinates displayed to the scratchpad. The set inertial position entry is required to initialize the IRS. If parked at a gate with known coordinates. The coordinates entered are displayed until IRS alignment is complete. 2.—W—————. REF AIRPORT. REF AIRPORT This field accepts the four character ICAO airport identifier.— S————. or a manual entry to initialize the IRS.7 to the scratchpad.61 would be formatted as W10146. the W coordinate of “71” is entered as “071”. The coordinates entered must be in the format shown above.—W—————. Pre-flight Prompt Press to access the RTE data page required for preflight.6 in the FMC. pressing the 1R LSK on the depicted POS INIT page transfers N4221. If an entry is not made before the IRS completes the initial alignment. Position Determination The FMC accepts lat/long coordinates in the following format: N————. Pressing the 1R LSK transfers the coordinates displayed to the scratchpad.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. SET IRS POS These boxes are displayed when the IRS is in the ALIGN mode and present position coordinates have not been entered. Flight Management System 77 .— For example. If the manually entered position fails the IRS internal check. The current FMC clock time is displayed but cannot be changed from this page. W101*46. these can be manually entered into the scratchpad and used for IRS alignment. 5.—E—————. LAST POS Use the last position coordinates by pressing the 1R LSK to transfer the data into the scratchpad. Adding a leading “0” is not required when the longitude is 100 or above. Charted Coordinates Third party simulator charts often list coordinates for airport gates. The manually entered position is also co scratchpad message IRS POS/ORIGIN DISAGREE is displayed. REF AIRPORT Use the airport coordinates by pressing the 2R LSK (when data is shown) to transfer the data into the scratchpad. This is important since entering “W7100. There are four methods available to determine the aircrafts position for coordinate entry during IRS alignment: 1.1W07100.7” generates an error message.— N————. The coordinates displayed by FS need to be formatted for the FMC. 3. GATE. 3. Therefore.— S————.—E—————. Second and third POS INIT pages are available to check current FMC and IRS positions. 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. For example.

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

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

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

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

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

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

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

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

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

ROUTE Prompt Press the 6R LSK to display the route page. where xxx is the runway name. If an approach procedure is selected. Available STARs are listed in the left column of the screen.0. To select an APPROACH transition. 2. STAR Transitions STAR transition procedures (if available) are displayed when a STAR is selected. Selection of a runway without an approach procedure is done by pressing the LSK abeam the runway name. a waypoint is automatically created on the runway inbound course at the distance specified. If an approach is selected. an “<ERASE” prompt is displayed any time a selection is made. If the STAR is not runway specific. a RWY EXT prompt displays at the 3R LSK. the STAR is automatically de-selected. Press the LSK abeam the TRANS name to add the STAR transition to the route. When working with an active route. only those approaches and runways that apply to the selected star are displayed. Available STAR transition procedures are displayed automatically upon STAR selection. the EXEC key must be pressed to activate the changes. The FMC adds a waypoint called RXxxx. When a runway selection is made. Selection of a runway is not required when selecting an approach procedure since the runway selection is automatic. The title banner across the top of the screen indicates the airport and route for which the procedures apply. When a selection is made on this page. all approaches and runways remain displayed. and APPROACH for the destination airport of the selected route. 3. return to the DEP/ARR INDEX page and reselect the ARR screen to restore the display of all procedures. The <SEL> prompt indicates a selected STAR that has not been activated. press the LSK abeam the transition name. 6.0 to 25. <SEL> is displayed abeam the selection name and all other selections in that column are cleared from the screen. simply press the “<ERASE” prompt that appears at the 6L LSK to cancel the selections made. Available approaches and runways are listed in the right column of the screen. If a selection was made in error while working with an inactive route. When a selection is activated using the EXEC function key. Available APPROACH transitions are displayed automatically upon APPROACH selection. Press the LSK abeam the TRANS name to add it to the route. STAR. When a STAR is selected. press the LSK abeam the transition name. <ACT> is displayed for a currently active approach and/or runway. When working with an active route. Press the LSK abeam the approach or runway name to add it to the route. INDEX Prompt Press the 6L LSK to display the DEP/ARR INDEX page. STAR Name Press the LSK abeam the STAR name to add the STAR to the route. Selections are made by pressing the LSK next to the procedure or runway name. the landing runway is automatically added to the route. If working with an active route. Approaches/Runways Available approaches and runways are listed in this column. <ACT> is displayed for an activated STAR. Approach Transitions Approach transition procedures (if available) are displayed when an approach is selected. Valid distance entries are from 1. 1 4 5 2 3 6 1. When a selection is made. all waypoints for the selected procedure are added to the route. 4. the runway is automatically selected. When a value is placed in the displayed data box. <ACT> is displayed abeam the selection. The <SEL> prompt indicates a selected approach or runway that has not been activated. To select a STAR transition. If a previously selected STAR is runway specific and an approach is selected that does not apply to the selected STAR. 5. 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. Flight Management System 89 .

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

The format to enter an airspeed constraint only is “xxx/”. Data entries separated by a “/” are assumed to be a combination airspeed/altitude entry. When the step size is set to “0”. Press to activate the displayed route.Level-D Simulations 767-300ER Flight Management System 91 A waypoint altitude constraint may be entered with or without an airspeed constraint. Cruise speed and altitude predictions are shown for all waypoints after the cruise altitude set in the PERF INIT page has been reached. This is discussed in the VNAV section of this manual. Cruise altitude predictions are based on performance calculations resulting from the STEP SIZE entered on the PERF INIT page. Cruise speed and altitude changes are not made through LEGS page entries.e.. 7000A = cross at or above 7000) Cross at or below. 1 2 3 5 6 4 7. (i.e. 11000B10000A = cross between 11 & 10. A suffix may be added to the altitude constraint as follows: (None) A B A&B Cross at the exact altitude. The format is “xxx/XXXXX”.. Displayed when the EHSI selector is set to MAP. the altitude prediction will match the programmed CRZ ALT.. When a step size is specified. type the altitude into the scratchpad (format XXX..e. 7000B = cross at or below 7000) Cross in between. The altitude prediction displayed will not match the CRZ ALT when a step climb is recommended. Press to cycle through each waypoint displayed on the EHSI. (i. 7000 = cross at 7000) Cross at or above.. the altitude prediction displays the recommended cruise altitude based on performance data and step size. where xxx is airspeed and XXXXX is altitude. XXXXX or FLXXX) and press the right side LSK abeam the desired waypoint. XXXX. 6R LSK Prompt There are three possible prompts displayed at LSK 6R: RTE DATA ACTIVATE STEP 7 Press to display the route data page. The text “<CTR>” is displayed on the FMC next to the waypoint that the EHSI map is centered on. (i. (i. To enter an altitude constraint without an airspeed constraint.e.000’) Individual data entries into the right side LSKs that are not separated by a “/” are assumed to be altitude constraints.. Flight Management System 91 .

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

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

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

Delete the SUZIE waypoint. let’s delete the 2 waypoints (RAV. the FMC assumes a direct course to the specific waypoint as was demonstrated in a previous example using the ETX waypoint. If ATC requests that you report 25 miles east of the PDZ VOR. When this method is used. a route discontinuity is presented in place of the deleted waypoint. Flight Management System 95 . Press the 3L LSK to place BURNI below SUZIE in the route. You must close the resulting route discontinuity and press EXEC to make all waypoint additions/modifications active. Follow the same procedure as described above.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. The first involves the use of the DEL key to delete individual waypoints from the route. Consider the example using the DEL 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. The easiest way to accomplish this is to line select BURNI and place it below SUZIE. Start by pressing the DEL data entry key. Now press the 2L LSK abeam the SUZIE waypoint to delete it. Along Track Waypoints Along track waypoints are distance fixes measured to or from a waypoint along the active route. Also. are automatically deleted upon execution. Moving waypoints within a route is not limited to only those found on LEGS page 1. All bypassed waypoints. To do this. Use the NEXT and PREV PAGE keys to move between LEGS pages. but that would require two separate deletions and a closing of the resulting discontinuity. The discontinuity can be closed by line selecting a waypoint from below the discontinuity line into the discontinuity boxes. 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. 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). A Waypoint may be line selected from any LEGS page and then line selected onto a different LEGS page. For example. the INTC CRS prompt displays with boxes for the entry of a specific inbound course. Notice that two waypoints were deleted with one action. The second involves changing the waypoint sequence within the LEGS pages. Notice that a route discontinuity has taken the place of the SUZIE waypoint. When the new waypoint is line selected to 1L. the modifications executed had no effect on the active waypoint. You may also manually enter PDZ into the scratchpad. Now press EXEC to make the modification active. This example could have been done using the DEL key method. press the 5L LSK to place BURNI in the scratchpad. VALLO) between BURNI and SUZIE with the Line Select Keys. Then press the same LSK to enter the along track waypoint into the route. Using the example above. you will need to add an along track waypoint that occurs after the waypoint in question. All bypassed waypoints from the re-sequencing are deleted upon execution without causing a route discontinuity. If no course entry is made. From the LEGS page. suppose Air Traffic Control requests that you report crossing 75 miles west of the PDZ VOR. The FMC will add “PDZ01” into the route as the active waypoint. 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. Then using the FMC keyboard type in “/-75” (backslash minus 75) so that the scratchpad contains “PDZ/-75”. This places the word DELETE in the scratchpad. 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. The only waypoint on the LEGS page that cannot be deleted is the active waypoint. 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. You can also delete multiple waypoints. including those on any skipped pages.

not just the active waypoint. The format for entering this type of custom waypoint is as follows: (place)(bearing)/(place)(bearing) Type “LDS150/WLP270” into the scratchpad and press the 1L LSK to go direct to this point. Since this is the first custom waypoint using “LDS”. the lat/long coordinates can be used to represent the missing waypoint (as demonstrated in the above example). DME Waypoints The FMC allows for the creation of a waypoint that is defined by an exact distance along a VOR radial. we want to rejoin the original route at the BVC waypoint. an FMC message “NOT IN DATABASE” is generated. The aircraft continues to navigate towards LDS until this modification is executed by pressing the EXEC key. the autopilot navigates toward the newly created place/radial/place/radial waypoint (LDS01) and then continues on to the BVC waypoint. “03”. they would be sequentially numbered “02”. 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. This type of waypoint is used extensively for oceanic routings.Level-D Simulations 767-300ER Flight Management System 96 Along track waypoints can be added for any waypoint in your route. With the AFDS in LNAV. In our example. by using the same procedure outlined above for any waypoint that exists in your routing. and “/25” is the DME point along the radial to draw the waypoint (distance). the “LDS” point is used because it is the first fix used to form the new waypoint. Then press the 2L LSK to put BVC into the discontinuity boxes. type the coordinates into the scratchpad and press the left LSK at the place in the route where the point is required. If you attempt to enter AVRON into the LEGS page. it assigns a sequentially numbered name for the waypoint based on its “anchor” point (in this case. Intersection Waypoints Another custom waypoint that can be entered into the FMC is created using two crossing radials from different fixes. The EHSI will display that a new waypoint has been created and named LDS01. This point is not part of the FMC database. To overcome this problem. Since this is a modification to the route. there is a departure point called “AVRON” that is used when departing KJFK over the ocean. Also. This type of custom waypoint can also be created on the ground during route programming on the ROUTE page. we want to continue after LDS01 (“LDS150/WLP270”) to the BVC waypoint. “/”. the waypoint is called “LDS01”. The FMC names the new waypoint by abbreviating the lat/long coordinates as shown in the picture below. the title of the LEGS page changes to “MOD”. To place a lat/long coordinate into the route. If more waypoints were created using the LDS VOR. and so on. After passing this point. This deletes the original LDS waypoint and connects the newly created “LDS01” waypoint to the BVC waypoint. LDS). In this case. Anytime a custom waypoint is created in the FMC. This entry breaks down as follows: “LDS” (place).0” into the scratchpad and press the appropriate left LSK on the LEGS page to insert the point into the route. This forms an intersection that the FMC draws on the EHSI as a waypoint. This point is the same as the AVRON point listed on the departure chart for KJFK. Do this by pressing the adjacent LSK to place BVC into the scratchpad. A discontinuity is presented because the FMC wants to know where to go after the newly added waypoint. enter the lat/long coordinates for the AVRON waypoint. Flight Management System 96 . we are navigating toward the fictitious (but fabulous) VOR known as LDS. We now want to alter our route and navigate towards the intersection of the LDS 150° radial (or bearing) and the WLP 270° radial. The new waypoint is created at the exact lat/long position entered. The FMC creates the waypoint and names it “LDS01”. if the FMC cannot find a waypoint in the database. The place/bearing/distance type waypoint can be created and placed anywhere in your route on the LEGS page. “150” (bearing or radial). “WLP” (place).0W06700. The format for this type of point is exactly the same format used for position initialization. The new waypoint is named using the first anchor point. This is the exact point where the LDS 150° radial crosses the WLP 270° radial. “270” (bearing). For example. Press the 1L LSK to request that the FMC create this custom waypoint and draw a course line direct to this waypoint. LAT/LONG Waypoints The FMC is capable of accepting directly entered latitude/longitude coordinates as a waypoint. Type “N4110. “210” is the LDS radial (radial). Enter this special waypoint using the following format: (place)(bearing)/(distance) Type “LDS210/25” into the scratchpad using the FMC keyboard. This entry breaks down as follows: “LDS” is the VOR starting point of the radial (place). For example.

Pressing the right side LSK of any waypoint calls up the waypoint wind data 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. Enter the wind speed and direction for the altitude and line select it into the dashed prompts. The Estimated Time of Arrival (ETA) and estimated fuel for each fix is displayed.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. The absence of a “W” indicates that no wind data has been entered for the respective waypoint. In the WIND column. To enter wind data on the page. appendix of the Aircra Flight Management System 97 . The FMC calculates the temperature for the remaining altitudes based on a standard lapse rate. a “W” indicates waypoint wind data has been entered for the respective waypoint. The page is accessed by pressing the “RTE DATA>” prompt at the 6R LSK of the LEGS page. Wind page data helps enhance the performance of VNAV. type an altitude into the scratchpad and line select it to the 1L LSK. This drops the altitude into a list on the left side of the page along with a DIR/SPD dashed prompt along the right side. Wind page data entry has to be executed with the EXEC key to become active. The known OAT for any altitude may be entered on this line. 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.

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

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

8.000 and 1. type the desired time into the scratchpad and press the 4L LSK. To change the inbound course. Manually entered data redefines the holding pattern and is displayed in large type. pressing the HOLD key displays the holding page for the first programmed holding pattern. 2. FIX Displays the name of the holding fix. the inbound holding course is the inbound course to the waypoint along the route. Best Hold Speed Displays the recommended best holding speed based on aircraft weight and altitude. Note The LEG TIME field is cleared when a LEG DIST is defined. Speed/Target Altitude Defines the speed and altitude for the holding pattern. 6. If the waypoint is on the current route. The HOLD AT data box is displayed at the 6L LSK when pressed. expressed as a reference to a compass point. or when the HOLD key is pressed with a holding waypoint already defined.0 at or below 14. 4. Quadrant/Radial Used as an alternate method to describe the holding radial on which the holding pattern is based. type “L” or “R” into the scratchpad and press the 3L LSK. Hold Available Displays the amount of holding time available before the reserve fuel amount is reached. all modifications made must be executed by pressing the EXEC function key. Expect Further Clearance Time A manually entered time that is used by the FMC for fuel and time predictions. Note Any data in the QUAD/RADIAL data field automatically updates when changes are made to this data field. this field is automatically cleared. When the hold is initially defined. Flight Management System 100 . this field automatically fills with either prediction data (small type) or waypoint speed and altitude constraints from the LEGS page (large type). type the desired length in miles of the inbound holding leg and press the 5L LSK. A new HOLD page is created when additional holding waypoints are defined. Leg Time Displays the length in minutes of the holding patterns inbound leg. 5.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. This data is used by the FMC to update performance data and to redraw the holding pattern accurately on the EHSI. For example. The quadrant. Note The INBD CRS field automatically updates when an entry is made on this data line. (Not currently modelled) 10. 9. To change the holding pattern direction. enter the new course into the scratchpad and press the 3L LSK. The default value is 1. Note If an entry is made in the LEG DIST field. 7. To redefine the leg time. is automatically filled in with the entry of a radial. 1. Leg Distance Used as an alternate method to describe the size of the holding patterns inbound leg.000 when the holding fix is initially defined. where XXX is a speed and yyyyy is an altitude. The HOLD page is where the holding pattern is described and modified. 3.5 above 14. (Not currently modelled) 11. The holding pattern is drawn on the EHSI and is followed by LNAV based on entries in this page. The HOLD page is displayed when a holding waypoint is initially defined. NEXT HOLD Prompt Permits for the definition of a holding pattern at another holding waypoint. Enter the desired holding radial into the scratchpad and press the 2L LSK to re-define the holding pattern based on the entered radial. Since modifications to the HOLD page can effect the aircrafts flight path. If a holding pattern is already programmed. Inbound Course/Direction This field automatically fills in with a direct entry holding course and right hand turns when a holding waypoint is defined. 1 2 3 4 5 6 7 8 9 10 11 Defining the holding pattern. FIX Estimated Time of Arrival The estimated time of arrival at the holding fix is displayed. A valid entry is XXX/yyyyy. entering 160 into the scratchpad and pressing the 2L LSK displays “SE/160” in the data line. To redefine the inbound holding pattern leg using distance.

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

The climb segment lasts until reaching the FMC programmed cruise altitude. This mode is engaged during all VNAV level offs and during a VNAV path descent. the VNAV PTH mode is engaged and control over VNAV operation automatically switches to 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. A “T/C” symbol is shown along the active route to denote the predicted top-of-climb point. The VNAV climb airspeed is now set by the MCP value. The cruise speed can be changed by manually entering a new airspeed in the cruise page. the EADI annunciates either VNAV SPD or VNAV PTH. The FMC maintains the takeoff speed until reaching the acceleration height programmed in the TAKEOFF REF page (1000 feet default). Temporary airspeed changes needed during the climb can be handled using the “speed intervention” mode on the AFDS MCP. The default cruise airspeed set by the FMC is the economy airspeed based on the cost index entered on the PERF INIT page. the aircraft remains level in VNAV PTH until the MCP ALT is set to match. Flight Management System 102 . the default target airspeed becomes 250 knots or lower if restricted by a SID waypoint constriction on the LEGS page. This mode is entered when a new cruise altitude is entered in the FMC and the AFDS MCP ALT is set to match. And after the T/D is reached. When the T/C is reached. The aircraft climbs or descends to the newly selected altitude using VNAV SPD mode. pressing the VNAV key displays the VNAV CLB page. VNAV Climb The FMC builds a VNAV climb profile based on data entered into the VNAV CLB page and the LEGS pages. Prior to the top-of-climb (T/C). Pressing the airspeed select knob a second time cancels speed intervention mode and transfers speed control back to the FMC. Three VNAV pages are available for the climb. VNAV Cruise When the aircraft levels off at the FMC programmed cruise altitude. the AFDS remains in the VNAV PTH mode until the FMC cruise altitude is set to match. cruise and descent segments. Data entered into the PERF INIT pages is used by the FMC to calculate the vertical performance of the aircraft. The top-of-climb (T/C) occurs when the FMC Cruise altitude is reached. This mode is engaged in a VNAV climb or a VNAV descent (in speed intervention mode). The TRP automatically enters a CLB mode after takeoff when VNAV is engaged. Temporary airspeed changes can be handled using speed intervention mode as described previously Once the VNAV cruise altitude is reached. All pages are available for viewing at any time by using the NEXT and PREV PAGE function keys. The active page is determined by the phase of flight. The economy climb airspeed is based on the cost index entered on the PERF INIT page. or encountering an AFDS MCP ALT set lower than the FMC cruise altitude. When the MCP ALT is initially set to a different altitude. VNAV is engaged after takeoff by depressing the VNAV MCP button.000 feet (default value). cruise and descent can be automatically handled through the use of VNAV in the FMC and the VNAV function of the AFDS. The VNAV PTH mode indicates that the aircraft airspeed is being maintained using thrust. The VNAV SPD mode indicates that aircraft airspeed is being maintained through aircraft pitch. This is the reason that ALT HOLD mode does not engage in this situation. pressing the VNAV key displays the VNAV CRZ page. The aircraft remains level until the constraint is cancelled upon passing the constrained waypoint. Pressing the airspeed select knob opens up the airspeed window on the MCP.Level-D Simulations 767-300ER Flight Management System 102 Vertical Navigation (VNAV) Climb. the AFDS ALT HOLD mode is engaged and speed control is transferred back to the MCP. the aircraft levels off in VNAV PTH mode and the VNAV Cruise page becomes the active VNAV page. or by selecting long range cruise via the “LRC>” prompt on the cruise page. The FMC then commands for an airspeed acceleration that is initially limited by flap retraction speed limits. VNAV PTH mode takes priority. Pressing the VNAV function key on the CDU calls up the active VNAV page. the target airspeed becomes either the economy climb speed set by the FMC or a manually selected climb speed. Intermediate level offs during climb can occur in two ways: reaching a LEGS page altitude constraint that is part of a SID. When encountering an MCP ALT set lower than the FMC cruise altitude. When waypoint descent constraints are programmed into the LEGS pages for an arrival or approach. the VNAV PTH mode is engaged for the level off. When the flaps are up. Passing 10. altitude changes during the cruise segment of the flight are handled in cruise climb or descent mode. The climb and cruise prediction data found on the LEGS pages is derived from this information. the FMC calculates a descent path and generates descent predictions on the LEGS page as well. if the FMC cruise altitude is set to a different value and the MCP ALT remains the same. When the FMC cruise altitude matches the AFDS MCP ALT. Also. When VNAV is the active AFDS mode. the MCP ALT must be reset to a higher altitude and VNAV must be re-engaged by pressing the VNAV MCP button. pressing the VNAV key displays the VNAV DES page. the FMC commands for an acceleration to the limiting airspeed set in the FMC. The climb then continues in the VNAV SPD mode toward the FMC cruise altitude. Between the T/C and the top-of-descent (T/D). When a LEGS page altitude constraint is encountered. When VNAV is engaged. To continue the climb in VNAV.

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

ECON SPD is displayed when economy speed is in use.Level-D Simulations 767-300ER Flight Management System 104 VNAV Pages (CLB. type xxx/XXXXX (xxx=airspeed. The FMC also restricts the VNAV climb to cross BAKRR at or below 7000 feet. 4.000 feet. XXXXX. Speed Restriction This is an optional field for the entry of an additional FMC climb speed restriction to altitude. To make an entry. the VNAV CLB page changes to “AT MINEY” and “8000” since the MINEY waypoint has an altitude constraint of 8000 feet. To change the entry. The example LEGS page shows that a speed and altitude constraint of 210/7000B has been entered at the BAKRR waypoint. XXXXX=altitude) into the scratchpad and press the 3L LSK. Airspeed and altitude climb constraints are entered onto the LEGS page in the right column of the waypoint data line. XXXXX=altitude) and press the 4L LSK. If no altitude constraints are entered into the LEGS page. and FLXXX. When VNAV is engaged. The default value is 250 knots until reaching 10. 2. an “<ERASE” prompt appears at the 8 6L LSK. To change the target cruise altitude. press the DEL key & 3L LSK. the format is xxx/. VNAV CLB Page The VNAV CLB page is primarily used during the climb segment to control airspeed when VNAV is in use. The FMC commanded airspeed is IAS until the MACH value is reached. cruise (CRZ) and descent (DES). In the following example consider the how VNAV climb is managed with waypoint constraints. To change the current climb speed. All three pages may be viewed at any time by using the NEXT and PREV PAGE function keys. 1. If the entry of both speeds is desired. All other data boxes are either optional or display default FMC data. The title of the VNAV CLB page indicates if the data displayed is active 5 1 (ACT) or modified (MOD). type xxx/XXXXX (xxx=airspeed. Flight Management System 104 . The FMC restricts the commanded VNAV speed to 210 knots until BAKRR (notice that the airspeed prediction for WASTE is 210). To delete the speed restriction. airspeed is controlled via the MCP and cannot be controlled on the VNAV CLB page. The page displayed when the VNAV function key is pressed is dependant on the phase of flight. When modifications are made. When an entry is made. The available pages are climb (CLB). SEL SPD is displayed when a speed is manually entered. enter an altitude into the scratchpad followed by pressing the 1L LSK. This entry may be changed or deleted manually.XXX is MACH. this field is blank. XXXX. 3 6 All modifications to CLB page data require execution with 4 7 the EXEC function key prior to becoming active. DES) Pressing the VNAV function key on the FMC CDU displays the active VNAV page. In this mode. a CRZ ALT is required. the FMC commanded airspeed and altitude are constrained to the values entered on the LEGS page until reaching the displayed waypoint (AT XXXXX). To restore ECON speed when SEL SPD is displayed. After passing BAKRR. the title changes to “MCP SPD CLB” to indicate that speed is controlled via the MCP. Speed Transition Displays the FMC transition airspeed and altitude. Additionally. Data displayed in small type are speed and altitude predictions based on performance. See the LEGS Page section of this manual for an explanation of how to enter manual speed and altitude constraints. Valid entries for altitude are XXX. Cruise Altitude The cruise altitude entered on the PERF INIT page is displayed here. if the AFDS is in speed 2 intervention mode. 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. If speed intervention mode is in use. press the DEL data entry key followed by the 2L LSK. type an IAS or MACH speed into the scratchpad and press the 2L LSK. 3. 5. XXX. press the DEL data entry key followed by the 3L LSK. Speed Display Displays the current target climb airspeed/Mach. where xxx is IAS and . the FMC target airspeed is limited to the value displayed until reaching the altitude displayed. To delete the entry. CRZ. The altitude is displayed in feet when below the TRANS ALT and as flight levels when above. The airspeed limit is removed as the aircraft climbs through the altitude displayed. 9 For VNAV to function. Changes to the cruise altitude on this page are carried over to all other pages that display CRZ ALT. Data displayed in large type are speed and altitude constraints (entered manually or by procedure). the title page changes to “MCP SPD CLB”. Waypoint Altitude Constraint Displays the next waypoint altitude constraint entered into the LEGS page.

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

3. This field is blank if no altitude constraints have been entered on the LEGS page. 7 4 5. Long Range Cruise Prompt (LRC>) Press the 6R LSK to select the long range cruise speed. In this example. The default value is 240 knots at or below 10. VNAV DES Page The VNAV DES page is used to make modifications to the descent path. press the DEL data entry key followed by the 2L LSK. Step Data The STEP TO field displays the recommended step climb altitude based on the step size. Step Size Displays the step climb value used for VNAV STEP TO performance calculations. 7 an “<ERASE” prompt appears at the 6L LSK. (Currently not modelled) 8.000 feet. type an IAS or MACH speed into the scratchpad and press the 2L LSK. type xxx/XXXXX (xxx=airspeed. If no altitude constraints are entered into the LEGS page. Flight Management System 106 . 4. all VNAV predictions are based on a constant cruise altitude. Valid entries range from 0 to 9000 in 1000 foot increments. If a specific descent airspeed or Mach has been entered. 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). airspeed is controlled via the MCP and cannot be controlled on the VNAV DES page. End of Descent Waypoint Displays the name of the waypoint in the LEGS page with the lowest altitude constraint. 3 5 4. the page title changes to reflect 4 the manually entered speed. To change the current descent speed. To delete the entry. XXXXX=altitude) into the scratchpad and press the 3L LSK. Waypoint Altitude Constraint Displays the next waypoint altitude constraint entered into the LEGS page. press the DEL data entry key followed by the 3L LSK. Speed Restriction This is an optional field for the entry of an additional FMC descent speed restriction below an altitude. XXXXX=altitude) and press the 4L LSK. the format is . The title of the VNAV DES page indicates if the data displayed is active (ACT) or modified (MOD). ECON Prompt Press 5L LSK to change speed display to economy speed. 5. Optimum and Maximum Altitudes Displays the optimum & 8 maximum cruise altitudes for current gross weight based on FMC performance data. the FMC target airspeed is limited to the value displayed at or below the altitude displayed. 6. When modifications are made. the title changes to “MCP SPD DES” 3 to indicate that speed is controlled via the MCP. 2. The AT field displays the point at which a step climb is recommended. This airspeed is used to calculate the VNAV descent path. To change the entry. press the DEL data entry key followed by the 3L LSK. If speed intervention mode is in use. where XXX is MACH and xxx is IAS. This entry may be changed or deleted manually. The FMC commanded descent airspeed is MACH until the IAS value is reached. ECON SPD is displayed when economy speed is in use. Speed Display Displays the current target descent airspeed/Mach. This page is primarily used to make VNAV descent airspeed 5 1 modifications. 1. If the entry of both speeds is desired. a step climb is not recommended until 1397 miles which is predicted to occur at 2154Z time. When VNAV is engaged. SEL SPD is displayed when a speed is manually entered. All modifications to DES page data require execution with the EXEC 6 function key prior to becoming active. When an entry is made. Additionally. To make an entry. type xxx/XXXXX (xxx=airspeed. 7. ICAO is the standard value and indicates a step climb size of 2000 feet below FL290 and 4000 6 feet above FL290.Level-D Simulations 767-300ER Flight Management System 106 3. this field is blank.XXX/xxx. The FMC target descent airspeed is limited to the value displayed at or below the altitude displayed. To delete the speed restriction. Engine Out Prompt Engine out speed. the title page changes to “MCP SPD DES”. To restore ECON speed when SEL SPD is displayed. In this mode. This speed is commanded by the FMC during the descent until a lower speed is encountered as part of a LEGS page constraint. Speed Transition Displays the FMC transition airspeed and altitude. if the AFDS 2 is in speed intervention mode. When “0” is entered. Pressing the 6L LSK prior to executing the changes erases all changed data and restores the display of active data.

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

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

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

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

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

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

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

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

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

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

Select a steeper speed climb angle. If this message is displayed. The FMC light illuminates and the EICAS advisory message FMC MESSAGE displays when there is an FMC alerting message. 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 . To delete a waypoint at end of route. The active VNAV climb mode cannot comply with the next altitude constraint. the CDU scratchpad message UNABLE NEXT ALT is displayed. Displays 15 nautical miles (2 minutes) prior to the top of descent point (T/D) when VNAV is the active mode and the MCP (AFDS) is not set to a lower altitude than the VNAV CRZ altitude. The FUEL DISAGREE message is inhibited if the fuel quantity is entered manually on the PERF INIT page. Use the CLEAR key or correct the condition responsible for the message to remove the message. The AFDS will maintain the current heading. press the DEL key. If the climb speed profile results in a climb angle that will cause the airplane to miss a waypoint altitude constraint. 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. check that both NAV radios are set to AUTO so that the FMC can auto-tune the radios to receive an update. The messages are categorized as alerting and advisory messages. 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). During LNAV mode. or the IRS is in navigate mode and has not received a present position entry. The estimated fuel at destination is less than entered RESERVES value. select the waypoint and press the EXEC key. an active route has not been activated. Deleting the manual entry will reset the fuel quantity to the totalizer value. VNAV mode is active. the title to CALC and enable the FUEL DISAGREE message. Displays when additional thrust is required to track VNAV descent path and maintain speed. The VNAV mode is active and the autothrottle disconnected. Additional drag is required or the autothrottle is currently off and less thrust is required to maintain the current VNAV descent path. The difference between the FMC position and other position data exceeds a comparison variable. The V speeds have been deleted due to changes in takeoff performance or configuration data. If the FMC position has not been radio updated within at least 12 minutes. The LNAV mode is active and the end of the active route has been overflown. Use the CLEAR key to remove this message. The inertial reference position differs from the current origin airport. such as a VECTORS leg).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. The FMC position has not been radio updated for at least 12 minutes. The totalizer (TOT) fuel quantity and FMC calculated (CALC) fuel quantity disagree by a significant amount. The entered position does not match one of the IRS comparison checks. an IRS NAV ONLY message is displayed in the scratchpad.

A departure airport is required on the route page.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). The selected runway is not compatible with the selected SID/DP.RTE PAGE DEST REQD . 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. Flight Management System 118 . The LNAV mode is unable to intercept the route. 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. . A destination airport is required on the route page. 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. The current route has exceeded the FMC capacity. The user is prompted to enter an ORIGIN and DESTINATION airfield. 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.RTE PAGE LEGS REQD ORIGIN AND DEST REQD ORIGIN REQD. Waypoints are required on the leg page. An attempt to remotely tune a VOR that is currently manually tuned. These are exclusively Level-D simulator messages to assist the user when programming a SID or STAR via the CDU. The deletion of the selected data is invalid. Those messages which are caused by an entry error must be cleared before the entry can continue.RTE PAGE A departure runway is required on the route page. DEP RWY REQD . The messages can be cleared using the CDU’s CLR key. There are no EICAS messages associated with these messages and they do not cause the FMC light to illuminate. The aircraft is outside the active capture criteria and the present heading will not intercept the active leg.

all fuel pumps on the Fuel Panel are turned ON when fuel is carried in the center tank.669 pounds (18. This tank contains two electric fuel pumps labeled Left and Right for delivery of fuel to the engines. Fuel for operation of the APU is normally provided by the Left wing tank. Main Wing Tanks Each wing contains a fuel tank capable of carrying 40. The Left Main AC Bus powers the Left pump. The Right Main AC Bus powers the Left FWD and Right AFT fuel pumps. The center tank fuel pumps are inhibited from operating anytime their respective engine is shut down or N2 is below 50%. the engines are provided fuel exclusively from the center tank since these pumps overpower the pressure produced by the wing tank pumps. Unlike the wing tanks. This makes access to center tank fuel absolutely dependent on the two electric fuel pumps. The FUEL CONFIG light on the Fuel Panel illuminates any time the center tank fuel quantity is above 1. the PRESS light in the Left FWD fuel pump will extinguish anytime the APU is in use regardless of the pumps switch position. the Left FWD fuel pump operates automatically provided AC power is available. The Right Main AC Bus powers the Right pump. Any time the center tank fuel pumps are ON. If these pumps fail. The overhead Fuel Panel provides for control over the fuel system as well as quantity indications. If the lateral balance of the wing tanks is not maintained to within 1500 to 2500 pounds (680 to 1.140 kg) (depending on aircraft weight). Each tank has two electric pumps that deliver fuel under pressure to the engines or the APU. 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. In this condition. 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. When the APU is switched ON. Gravity feed at high altitudes may lead to reduced engine power or engine flameout. Fuel System 119 . The center tank fuel pumps are powered from the Main AC buses.738 pounds (73. fuel from either wing tank can gravity feed to the engines at most altitudes.473 kg) of fuel. Center Tanks The center fuel tank is contained in the fuselage and is capable of holding 80. In normal operations.200 pounds (998 kg).371 kg) of fuel in the wings and center fuselage. A suction force is created at the centre of the venturi. the FUEL CONFIG light illuminates and a FUEL CONFIG EICAS message is displayed. In this configuration. Therefore. If the fuel quantity in either wing tank drops below 2. The inhibit is removed when the N2 for the respective engine is above 50%.449 kilograms) of fuel per tank. fuel cannot be gravity fed from the center tank. The Left Main AC Bus powers the Left AFT and Right FWD fuel pumps. The fuel is sucked from the center tanks into the main flow of the venturi. The FUEL CONFIG light on the Fuel Panel illuminates to indicate either low fuel quantity or an imbalanced fuel condition in the main tanks.200 pounds (545 kg) and the center tank pumps are not selected ON. fuel from the center tank is exhausted first. All three tanks are capable of supplying fuel to either engine via two crossfeed valves. the FUEL CONFIG light on the Fuel Panel illuminates along with an EICAS caution of LOW FUEL. Each tank contains two fuel pumps labeled forward (FWD) and aft (AFT) for the delivery of fuel under pressure to the engines.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. the remaining fuel in the center tanks is drawn through a venturi by the Left Wing tank pumps. These two tanks are considered the main fuel tanks.400 pounds (36. the PRESS light in each center tank pump switch will illuminate even if the pump is switched ON. When the center pumps are turned OFF. The fuel pumps in the center tank provide approximately twice the output pressure of the wing tank pumps. There are no provisions for the transfer of fuel between tanks in flight.

400 161. The second valve is progress.000 pounds (36.000 24.000 kg) of fuel is required. A fuel vapor trail can be seen during crossfeed operations. the center tank is used only after the main wing tanks are full.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.371 Liters 22.379 Imperial To set the simulator to display imperial measurements select U. As the center tank is emptied. When fueling the aircraft. Fuel jettison is not available for fuel contained in for system redundancy. 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. fuel to the engines continues uninterrupted from the main wing tanks. Both valve switches are normally turned on minute (1. Wing tank fuel balance is maintained by supplying both the main wing tanks. SYSTEM from FSX Settings> General> International menu Tank Main Wings Center TOTAL Pounds 40. When the wing tanks are even. Also.669 X 2 80. Total fuel quantity is also available from the FMC.140 Fuel System 120 .449 X 2 36.473 73. The PRESS lights in the center tank pumps illuminate when fuel is exhausted from the center tank. fuel from wing tank supplying its respective engine after any center the center tanks is dumped overboard via two jettison tank fuel is exhausted. Any fuel carried in the center tank should be burned prior to using fuel from the wing tanks. When more than 80.425 91. highest quantity until balance is achieved. The fuel quantity gauge is powered from the battery bus. 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. This is accomplished by turning on all fuel pumps prior to engine start. turn the fuel pumps back on and close the crossfeed valves to restore the fuel system to normal operation. Fuel Dumping The fuel jettison system permits the dumping of center tank fuel during flight. This is achieved by opening the crossfeed valves and turning off the fuel pumps in the wing tank with the least amount of fuel.175 kg/min). However.S. Note that fuel crossfeed will not work with the center tank pumps operating since they overpower the wing tank pumps. Opening the crossfeed valve permits fuel from one wing tank to pass through the crossfeed manifold to supply fuel to both engines. only one valve is coming from the jettison nozzles when fuel dumping is in required for a successful crossfeed.977 X 2 45.600 pounds per engines.738 Gallons 6. the crossfeed valves do not permit transfer of fuel between wing tanks. the main wing tanks are normally filled first.070 X 2 12. The fuel quantity for all three tanks plus the total fuel quantity is displayed. Two crossfeed valves on the Fuel nozzles located at the trailing edge of the wings (near the outboard ailerons). When the jettison system is activated. Panel permit fuel to feed from any one wing tank to both The jettison rate is approximately 2.

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

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

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

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

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

the system should be turned on anytime icing conditions are anticipated. the engine bleed valve switches must be ON for wing anti-ice to function. When selected to LOW or HIGH. the anti-ice valve in the respective engine opens to allow hot engine bleed air into the antiice ducting. These valves are electrically controlled and pneumatically actuated. When switched ON. window heat. Windshield Wipers A two speed wiper is controlled by a rotary switch on the overhead panel. Window Heat The forward and side windows are electrically heated for ice and fog protection. The engine and wing anti-ice systems require bleed air for operation. Control for this system is provided by four switches 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. The wing anti-ice valves remain closed if the switch is pressed ON while on the ground. Wing Anti-Ice The leading edges of each wing have ice protection when the wing anti-ice switch is ON. Wing anti-ice. Engine Anti-Ice The engine cowls are heated with engine bleed air when the engine anti-ice switches are switched ON. the windows are electrically heated anytime Main AC bus power is available. Wing anti-ice is only available in-flight. The window heat system requires Main AC power for operation. 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.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. One switch controls two wing anti-ice valves that are downstream from the engine bleed valves. Ice & Rain Protection 126 . Additionally. the windshield wiper will appear while operating in the Virtual Cockpit mode. 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 engine anti-ice system is normally turned ON at all times while operating in icing conditions. and windshield wipers. The wiper is not visible when operating with the 2D panel. Therefore.

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

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

a correction may be applied by the use of the autopilot system. or where it isn’t from where it is (whichever is the greater). 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.Level-D Simulations 767-300ER Inertial Reference System 129 COOL MANUAL EXTRA! We are not sure who the author of the following article is. If the variation is considered to be a factor of significant magnitude. is not the position where it wasn’t. the aircraft is sure where it isn’t (within reason) and it knows where it was. In the event that the position where the aircraft now is. however we feel that the article is one of the best. the Inertial Guidance System has acquired a variation. so it is sure where it isn’t. A variation is the difference between where the aircraft is and where the aircraft wasn’t. However. It now subtracts where it should be from where it isn’t. the discussions of which are beyond the scope of this report. clearly defined descriptions of the magic that resides within the IGS/INC/IRS. or deviation. By subtracting where it is from where it isn’t. is now the position where it wasn’t. Nevertheless. it obtains a difference. thus obtaining the difference between its deviation and its variation. which is variable constant called “error”. thus. 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. the position where it is. Consequently. 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.  Inertial Reference System 129 . or now is. arriving at a position where it wasn’t. it follows logically that the position where it was is the position where it isn’t. It knows this because it knows where it isn’t. Variations are caused by external factors. 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.

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

You cannot leave out zeros. b) Move the SYS DSPL knob to the affected IRU (in this case “L”).7 W07346. 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. Enter the current aircraft magnetic heading into the IRU as follows: a) Place the DSPL SEL knob in HDG. • EHSI map data MAY be available depending on number of aligned IRUs and FMC position information. Observe the magnetic heading listed in the IRS Display window. Alignment of other IRUs is not affected.2 and press the ENT key. • Place the L IRU Select knob to ATT mode. • For each IRU. • Lat. W7346.x format (the period is inserted automatically). the ALIGN lights will flash. • If alignment fails. Observe that the EHSI heading is restored. alignment will be lost for the rest of the flight. • Magnetic heading may need updating periodically during flight since there is no error correction in this mode. Notes • Place the IRS Select knobs back to NAV. Example Enter the current aircraft latitude/longitude position. position use <SHIFT> <Z> and view the coordinates displayed in the top left corner of the outside window. This example assumes the Left IRU has lost alignment since the Captain EADI/ EHSI uses the L IRU primarily. The ATT mode might restore attitude and heading information to the EHSI and EADI. The heading entry is in the xxx./long. b) For FMC entry of co-ordinates: Press the INIT REF key to find the POS INIT page. You must rotate the IRS Select knobs to the OFF position and then rotate to the NAV position to do a full alignment. • Observe the ALIGN lights illuminate for those IRUs in ALIGN mode. Notes • If you move any IRS Select knob to ATT mode. • To find current aircraft lat.2 would be invalid./long. • You can monitor the quick alignment countdown by placing the DSPL SEL switch to HDG. position must be entered using all digits. • IRUs may be quick aligned individually or all at the same time. ATT Mode If an IRU loses alignment in flight you cannot realign it. • The ATT mode does not supply position information to the FMC since that is lost with loss of alignment. Current aircraft position = N4037. If this page is not displayed. • Co-ordinates entered using the IRS Keypad (or FMC) during alignment will be transferred only to those IRUs in the quick align mode. This will show a countdown of seconds to the end of alignment. • Place the DSPL SEL knob to PPOS and the SYS DSPL knob to one of the IRUs to be quick aligned.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. c) Press “H” on the IRS Keypad followed by the current aircraft magnetic heading as read from the whisky compass. • Observe the attitude ball return to the EADI. • The end of quick alignment is indicated by the ALIGN lights extinguishing. Inertial Reference System 131 . press the 6L LSK (< INDEX) and select the < POS INIT page. move the IRU Select knob from NAV to ALIGN.2 a) For IRS Keypad entry of co-ordinates: press the “N” key followed by 40377 then press the “W” key followed by 07346. d) Press the ENT key to enter the heading into the IRU. • The aircraft must be on the ground & must not be moved during the alignment period. • Flight director information is NOT available in ATT mode. • Place the EHSI selector to one of the VOR or ILS modes (EXP or FULL). • Quick alignment takes 30 seconds.

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

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

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

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

turn It is dedicated to tuning ILS frequencies only. To hear all cockpit to ground communications. VOR Receivers Two VOR receivers are found on the main panel. This mode inhibits the FLT INT button allows the pilot to monitor all display of ILS information on the flight instruments. VHF Radios Two VHF radios are installed on the pedestal. Each receiver has an active and a standby frequency displayed. It controls all audio output and transmitter selections for the ILS Receiver An independent ILS receiver is located on the pedestal. When a landing runwa utical miles of the landin aircraft is within 20 na the the ILS receiver when Radio & Communications 136 . The only frequencies that do not have static are 5. 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. Do not tune the located on the pedesta in panel glareshield). The radio is normally left in the OFF position. main panel and the overhead. Control for the audio output of the ADF is provided by the Audio Control Panel.Level-D Simulations 767-300ER Radio & Communications 136 Radios & Communication Navigation and communication radios are found on the pedestal. VOR 1 is located on the Captains side of the AFDS panel. This receiver has left and right frequency selectors. The ADF receiver is located on the pedestal. Switching between the active and standby frequencies is done by pressing the frequency selection TFR switch. 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. the FMC tunes the VOR receiver automatically to nearby stations for position verification. On the EHSI. The receiver is controlled by a rotary switch with OFF. A dashed chimes the associated Flight Attendant station. 10. VOR 2 is located on the First Officers side of the AFDS and is visible when the FO panel is displayed.000 and 15. When the VOR is in the MAN mode. radios. Pressing line represents the parked mode. When tuned on the INT audio selector & adjust the volume as desired. USB and AM positions. s> B767 radio (located on the ma tuned.000. On the RDMI.000. HF Radios Two HF radios are found on the overhead panel. ILS information is also The Cabin Communications Panel is found on the available on the Standby ADI. place the switch in the USB or AM position. the y is g runway. Pressing one of the cabin call buttons parked by dialing the frequency down past 108. VOR information is displayed when the full or expanded VOR modes is selected on the HSI mode control panel. the ILS information is Cabin Communications Panel displayed on the EADI and EHSI. Each VOR receiver is capable of both manual tuning and automatic tuning via the FMC. When the VOR receiver is in the AUTO mode. to an ILS frequency that is in range. An audio panel on the pedestal provides for control over the audio portion of each radio and cockpit communications. the pilot controls the tuned frequency and course. To turn the HF radio on. interphone communications within the plane. iver is NEW USERS NOTE Receiver. The ILS receiver can be overhead panel. Control for the audio output of each radio is provided by the Audio Control Panel. The currently tuned VOR frequency & its identifier is shown in the FMC. These frequencies broadcast a clock tone. VOR information is displayed on the EHSI and the RDMI for the on-side VOR receiver. Audio Control Panel The Audio Control Panel is found on the pedestal. VOR information is displayed when the RMI selector needle is pointing at VOR. The audio output from the HF radio is controlled by the Audio Control Panel. The VOR can also be remotely tuned by the FMC using the PROG page. Selector knobs tune the frequency of the selected receiver. ADF information can be displayed on either of the two RDMI needles when the respective RMI selector needle is pointing at ADF. Controls for ADF Receiver the interphone are found on the Audio Control Panel.

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

Pressing the illuminated light displays a dialogue box to control the flight crew interaction. Press the number on the keyboard that corresponds to the desired interaction. The SELCAL buttons have no function in the sim. the ground requests menu is not available until the requested process has been completed. 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 . Select a number in the presented dialogue box for the desired response to a flight crew request. Cabin Call A request from the cabin crew generates an aural tone and causes one of the CABIN CALL lights to illuminate. These interactions are the same as described previously under “Ground requests”. This box contains the same selections found in the Level-D “Ground requests” menu. Ground Call Press the GND CALL button to display a ground crew interaction box. Note When a request is being processed (after selection). 1. Further dialogue boxes are displayed when required for each item.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. 2.

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

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

The forward equipment bay or the electrical equipment compartment door is not closed & latched & locked. and latched and locked. Aileron lockout actuator disagrees with the commanded position. Stabilizer trim rate is one–half the normal control wheel stabilizer trim switch rate. 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. 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. Uncommanded stabilizer motion detected. The forward. Probe is not being heated in flight or neither engine is running on the ground.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. The rudder ratio system is failed. Warning Systems 141 . Probe is not being heated in flight or neither engine is running on the ground. aft. A fault is detected in the antiskid system. One or more spoiler pairs are inoperative. Probe is not being heated in flight or neither engine is running on the ground. Fault is detected in the automatic speedbrake system. A forward or aft overwing emergency exit door. or a wingslide door is not closed and latched and locked.

Illuminates with an aural warning & Master Warning light when the cabin altitude is above 10. Press again to restore. Illuminates when a message is received in the CDU scratchpad. or wheel wells. The autopilot may remain connected with this caution.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. TAKEOFF Takeoff power applied and one of the following conditions exists: • Stabilizer trim not in the takeoff range. • Parking brake is set. • Landing flaps (25 or 30) are selected with the gear not down. Illuminates when windshear is detected. • Flaps are not set for takeoff.000 feet. APU. Illuminates with an aural warning when aircraft is exceeds MMO/VMO. The GPWS system can be tested by pressing on the mouse click area over the light. Illuminates with an aural warning and Master Warning light when the aircraft is not in the proper configuration for takeoff or landing. Illuminates for the duration of the event. Illuminates when the speed brakes are aft of ARMED and the landing flaps are selected (25 or 30). 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. cargo compartments. (Not modelled: FS weather limitation) Illuminates when the GPWS PULL UP command is activated. Illuminates when the A/T is disconnected. Press the A/T disconnect keyboard/joystick button a second time to cancel. Illuminates anytime an altitude alert is generated based on MCP ALT. • Spoiler handle not DOWN. Configuration warning light. Warning Systems 142 . Cancelled by pressing the autopilot disconnect a second time or by pressing the Master Warning button on the glareshield. Illuminates when the autopilot is disconnected. Illuminates if an operating channel of the autopilot has failed. Press to inhibit all GPWS warnings.

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

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

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

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

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

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

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

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

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

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

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

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

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

Level-D Simulations 767-300ER

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

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

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

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

............ and beginning our climb reaching 10.. 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. Verify thrust set to CLB.... 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.. the aircraft can...... The aircraft is now controlled Landing Gear .......... CLB1 or CLB2 as desired (Upper After passing the transition altitude at 18000 feet. Remember.... Then accelerate to 300 knots or to 37000 feet.......... but to also be on the lookout for possible fuel leak.... fuel........ in theory. 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... This is done by line selecting a waypoint into the active waypoint position (1L by the many tasks you are facing at this time... move the need to attend to. A Some important activities during the cruise phase are: curved blue dashed line will overlay on the EHSI.......... Normally climb out at 250 knots until After cleaning up the aircraft..000 feet to the scratchpad.. and routing (as well as reading the paper). and C CMD on the MCP are engaged...OFF Above 18. Landing lights . there are some procedural things that you FMC ECON speed. FMC... Complete LSK of LEGS page 1).. Above all: FLY THE AIRCRAFT.... unless a strict fuel amount monitoring If they are not engaged. Pressing the EXEC function key and the the flight....OFF by the AFDS in lateral (LNAV) and vertical (VNAV) modes Flaps .. AFDS... engage LNAV and VNAV modes policy is implemented... 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. fuel.. This denotes a route modification is selected.92 Hg / 1013mb). not used. Open the FMC.000 feet (or transition altitude) 1/4 ACT RTE 1 LEGS Set altimeters ........ VNAV.. you Press the 1L LSK abeam the VECTORS text and have to be ahead of the aircraft at ALL TIMES... and compare the figures you see to the Press the EXEC (FK)..... maintain a minimum airspeed on the route....... altimeter to standard setting (29....Level-D Simulations 767-300ER Tutorial Flight 163 Select 37000 in the ALT window on the MCP (if you haven’t already done so)....... If LNAV.... select the Seat Belt sign to AUTO to release the Confirm Climb thrust cabin and turn the landing lights OFF through 10000 feet. Yes. Climb and Cruise Press the L LSK abeam the YYJ waypoint to transfer it Above 10...... experience a fuel leak that the aircraft should start a left turn direct to the YYJ VOR. the YYJ scratchpad entry transfers to the 1L position........ The FMC calculates a direct course one task at a time in a systematic manner.. 29..000‘. might go unnoticed..... On this tutorial flight climb derates are gear lever to the OFF position to depressurize the landing gear hydraulics... Make periodic observations on the fuel consumption of the aircraft. so the climb will be rather brisk............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. 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.. Press the LEGS function key. If conditions permit... 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.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....... The ACT RTE1 LEGS (1/4) page will display. Once flaps are UP. the waypoint... The dashed blue line on the EHSI is activated and becomes a solid magenta route line numbers on your flight plan log.. set the EICAS between the N1 displays)..... 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).... Don’t be overwhelmed to a waypoint in the LEGS page.. of Vref30+80... the cruise phase is just as important as the more hectic departure & arrival phases of flight... After Takeoff Tutorial Flight 163 ... 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.. and connect the autopilot (C CMD) and the aircraft will turn direct to the YYJ VOR.

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

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

Use the reminder to ALERT the F/A’s of the descent.Level-D Simulations 767-300ER Tutorial Flight 166 Approach Briefing !  During the initial descent. reset the altimeter to the KSFO local barometric setting once the aircraft has passed 18000 feet. 15 FEB 2007 to 15 MAR 2007 • Don’t forget to ALERT the F/A’s BEFORE you begin the descent phase. right turn base leg to 230° or direct the DUMBA waypoint. • If you are running an active weather program. This is the plan: • Cross LOZIT at 11000. 15 FEB 2007 to 15 MAR 2007 SW-2. the Bay” visual ap 070° ~ 1 to SW-2. • Go around: 281°. • Outbound SFO 1 to 1.5 minutes (depending on the aircraft speed). 15 FEB 2007 to 15 MAR 2007 1. Consult the charts on this page. • Right turn 103°. Descend to 3000. • Verify that the FMC data is correct.5mins 10 3° . HDG SEL mode. Tutorial Flight 166 SW-2. downwind leg. • Intercept the 28R LOC (111. take the time to reexamine the charts and brief the flight crew on the planned approach. 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). FLCH mode. • When G/S Deviation Scale (EADI) above the center mark. • Though not SOP. 220 knots. I prefer to start the APU on the downwind leg (just in case). 070° heading. 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. SW-2. • Depart SFO heading of 070°.7 & 283°). climb to 3000’ direct to VIKYU INT and hold.

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

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

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

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

./.... 168 CLB 261066 SEA 160 469 461 00/02 00/13 .6/W12327..0 PYE 113./...... .40 159 J589 N4310...3 DUXBY 016 GOLDN4 N3737./.1/W12316.4 ENI 112..1/W12314. .20 079 J589 N3921... ..4% DSC BIAS 0... 125 DSC 166016 OAK 124 290 276 00/03 01/36 . 0080/.. ..9/W12317.. ALTN KOAK DIST 9 HOLD 001040 0015 ../. 133173 123336 M002 CG/TRIM DEST KSFO 009837 0141 ..7/W12227.... .. 169 CLB 260069 SEA 159 406 398 00/04 00/11 . 0079/.. 0066/..6 CVO 115.0 YYJ 113.. ZFW 116698 PAYLOAD 024698 TTL AT TO 016475 0316 . 0106/. 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 .. . 0084/.. ETD CLB BIAS 0..7/W12252.9/W12240.. ELEV... 344 358017 OAK 345 210 194 00/00 01/41 ..... 125 DSC 174009 OAK 124 250 243 00/03 01/40 ..4 ALTN 001091 0015 .. ./..6/W12329./.. 0136/.. 0078/./.....5/W12319..4 KSFO 000 GOLDN4 183 CLB 155018 CZVR 185 331 308 00/06 00/06 . 0114/. 169 370 273072 SEA 160 460 462 00/20 00/40 . ./...1/W12222... .5 ELMAA 050 J589 N4429.. 0030/.0% CRZ BIAS 2./..4 SFO 115... 0078/..3 LOZIT 015 GOLDN4 N3741..D5 H WIND ATC ACTME ETA ATA ACBO ABO REM AREM N4843./.. 0050/.9/W12321.. ....... 27369 116728 EXTRA 001387 0020 . 146 DSC 315001 OAK 145 367 359 00/10 01/33 ./.. 0086/.... 0129/. 0085/. 0083/. . 10 FT RESV 003120 0045 . .. 0085/. f s b u i l d ...80 006 GOLDN4 N3737. ....Level-D Simulations 767-300ER Tutorial Flight 171 Flight Plan KILOGRAMS w w w. .1/W12222. . 0084/. 164 DSC 247021 OAK 161 458 455 00/02 01/23 .. 17. . 169 370 272039 SEA 165 459 459 00/10 00/50 .. ... 0081/. ...1 RBG 108..5 SQUIM 029 J589 N4759.9 TOD 230 GOLDN4 N3903.0% DEP BIAS 0 MIN 0 DIST 0 FUEL.. 0145/.70 031 DCT N4814.. ./. 0098/. Tutorial Flight 171 . 0058/. 117 DSC 358017 OAK 120 210 222 00/01 01/41 .../. 0080/. DIST 0709 YVR3 26L REQD 016475 0316 . 0019/..GOLDN4/0141 TO NM AWY M/H FL M/C TAS G/S ZT 7000 JA J H P D ... 0028/.5 TOC 016 J589 N4708.. .30 017 GOLDN4 N3804. 0035/.100 ......... ARR BIAS 0 MIN 1200 FUEL YYJ J589 RBG. 0133/. 166 370 272037 OAK 161 459 456 00/30 01/20 . ...70 062 GOLDN4 N3753.. . 133800 26% / 2..8/W12324. 171 370 273084 SEA 160 457 461 00/06 00/19 .

.. .... 344 358017 OAK 345 210 194 00/00 01/41 . ..9/W12321. 171 370 273084 SEA 160 457 461 00/06 00/19 ...337 TTL AT TO 034779 0316 . 0 ETD CLB BIAS 0. 0219/./.7/W12227... .4 ENI 112.. 0043/. 125 DSC 174009 OAK 124 250 243 00/03 01/40 .D5 H WIND ATC ACTME ETA ATA ACBO ABO REM AREM N4843.3 LOZIT 015 GOLDN4 N3741. 0201/..70 062 GOLDN4 N3753. ......0% DEP BIAS 0 MIN 0 DIST 0 FUEL. 10 FT RESV 006878 0045 . . .1/W12222.. 0068/. 0279/. . ELEV././..... .7/W12252. . 0236/. ALTN KOAK DIST 9 HOLD 002293 0015 .1/W12316... 0164/. 0158/. ... 0304/.././..... . 0128/.GOLDN4/0141 TO NM AWY M/H FL M/C TAS G/S ZT 7000 JA J H P D . ..3 DUXBY 016 GOLDN4 N3737. .. 60337 YVR3 EXTRA 003057 0020 ..40 159 J589 N4310.. .5 SQUIM 029 J589 N4759...6/W12327..80 006 GOLDN4 N3737.9/W12317.. 0159/.. ... 164 DSC 247021 OAK 161 458 455 00/02 01/23 . 293500 26% / 2..1/W12222.5 ELMAA 050 J589 N4429..0 PYE 113.4 KSFO 000 GOLDN4 183 CLB 155018 CZVR 185 331 308 00/06 00/06 . .. 169 CLB 260069 SEA 159 406 398 00/04 00/11 .. 0269/....0 YYJ 113. 0185/../.1 RBG 108.. 146 DSC 315001 OAK 145 367 359 00/10 01/33 . 169 370 272039 SEA 165 459 459 00/10 00/50 ..9/W12240. 0172/. . 0111/./..../.4 ALTN 002407 0015 .... . 0146/. 0175/.. . 166 370 272037 OAK 161 459 456 00/30 01/20 . 0174/.1/W12314..... 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 . Tutorial Flight 172 . 291515 271371 M002 CG/TRIM DEST KSFO 020144 0141 .30 017 GOLDN4 N3804.... 0182/... .. DIST 0709 26L 36....... ZFW 256736 PAYLOAD 054336 257... 0189/. 0078/. .. ARR BIAS 0 MIN 1200 FUEL YYJ J589 RBG.5 TOC 016 J589 N4708.. ..../. ....70 031 DCT N4814..5/W12319...6/W12329. . 168 CLB 261066 SEA 160 469 461 00/02 00/13 .. 0173/.9 TOD 230 GOLDN4 N3903..20 079 J589 N3921. f s b u i l d .../.4 SFO 115./.. 0188/...8/W12324.6 CVO 115..Level-D Simulations 767-300ER Tutorial Flight 172 Flight Plan POUNDS w w w./. 0162/. 0286/. 125 DSC 166016 OAK 124 290 276 00/03 01/36 .20 REQD 034779 0316 . 169 370 273072 SEA 160 460 462 00/20 00/40 .... 0061/..0% CRZ BIAS 2.. 117 DSC 358017 OAK 120 210 222 00/01 01/41 ...4% DSC BIAS 0../.

M/H – Magnetic Heading from previous to current wpt..9 148 YVR 115. Extra fuel and time 11. Descent performance factors. TO – data from last waypoint to current waypoint row.4% DSC BIAS 0. 10 FT [7] RESV 006878 0045 . 9. Aircraft Zero Fuel Weight (empty weight + payload) 18..90 007 DCT 150 FL WIND TAS G/S ZT ACTME ETA ATA CLB 110010 268 263 00/01 00/01 . . . 153 CLB 150018 SEA 154 276 260 00/01 00/03 . .. . 17. . ICAO code Departure / Destination w Runway ID 3. 14. Planned Takeoff Gross Weight (LBS or KGS) 14.2 YVR2 004 J126 N4853. ABO – Actual fuel burn. . [16] ALTN KOAK DIST 9 [9] HOLD 002293 0015 . 12.. . Cruise. Hold fuel and time 10.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 . Taxi fuel and time 6. 5. . 20.6/W12308. ATC – Online ATC sector. ACBO – Accumulated fuel burn from DEP airport to current waypoint. 8.. Total fuel planned at T/O (= Required Fuel . 15. Navlog Main Flight Plan Legs Data M/H TO NM AWY M/C N4904. 0335/. .. 7. STAR. ETD [19] CLB BIAS 0. 0016/. 11.4 YVR11 006 J126 158 CLB 100012 SEA 160 268 266 00/00 00/02 . 1. 0341/. Alternate Fuel and time 9. ID for current waypoint (Navaid or Fix) & Navaid Freq.PYE1 KSFO/0148 1. 16. 0327/./. NXXX/WXXX . 3. . FL – Flight Level or CLB/DSC (climb/descent). Required Fuel. . . NM – nautical miles from previous to current waypoint. ETA/ATA – Field to manually fill out Estimated Time of Arrival and Actual Time... 19. . Avg. ATC ACBO ABO REM AREM CZVR 0010/. Cruise Mach Number 4. ATC Callsign or Flight Number 2.0% DEP BIAS 0 MIN 0 DIST 0 FUEL.0% CRZ BIAS 2. [8] ALTN 002407 0015 . ARR BIAS 0 MIN 1200 FUEL [20] CYVR YVR J126 EUG J143 ENI. Three or five letter waypoint ID (TOC/TOD =Top of Climb or Descent) 2. .... . . 6.6/W12307. Total planned route distance from Dep to Dest.. 18. . 4. TAS and G/S – True Airspeed & Ground Speed. ZT – Segment time from previous to current wpt. Aircraft Type 5. AWY – Airway ID from previous waypoint to current waypoint (SID.. 13. [10] EXTRA 003057 0020 . .Latitude/Longitude of current waypoint. [17] ZFW 245200 PAYLOAD 048200 [11] TTL AT TO 035206 0323 . ICAO airport code for Alternate & Distance from Destination to Alternate (if listed) 17. Destination Fuel burn and time 7. sum of all above fuel amounts 13. Reserve Fuel and endurance time 8. ACTME – Accumulated time from DEP airport to current waypoint.. [18] DIST 0737 [12] REQD 035206 0323 .. 10./.... 0024/. . . Airway). . ELEV. .. .. Climb. Planned Landing Gross Weight 15. .. WIND – Direction of Wind/Speed.for Headwind) 16. AREM – Actual Remaining Fuel on board at wpt. ATC and Flight Plan Route. for manual tracking of fuel score. . Tutorial Flight 173 .6/W12308./... REM – Remaining Estimated Fuel on board at wpt. enroute wind (+ for Tailwind. [13]280406 [14]259835 [15]M011 [6] DEST KSFO 020570 0148 . Adjust individual aircraft burn performance to accurately reflect changes in performance based on aging engines and more drag.taxi fuel) 12. N4859. M/C – Magnetic Course from previous to current wpt..

Takeoff roll. THR HOLD. N1 engaged.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. Tutorial Flight 174 . The release version may contain different visuals (ie. the FMC fonts are larger than depicted).

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

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

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

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

ILS EHSI view.Level-D Simulations 767-300ER Tutorial Flight 179 Intercepting 28R: SPD | ALT CAP | LOC | CMD. Gear down: APP mode. Flaps 30 set Tutorial Flight 179 .

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

but instead of SPEED/ALT and distant to. blank right now! Although I’ve stepped up to FL350. highlighted in red. highlighted in yellow. for which I put in my wind: 241/71. Let’s see if adding tail winds will help. but not every FIX is going to have the same wind. I see that at fix N51W020 I have wind of 241071 AT FL310. of course. has different wind data: 313/14. but many users may not know about it because it’s “hidden” under the LEGS page. the wind I have is for FL310--it should be close enough for prediction.. so we’ll enter this in. entering the wind aloft data may help you get more accurate fuel and eta prediction.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. However. now this FIX and every FIX after N51W020 with have wind 241/71.8 remaining. at GIPER. Now the FMC generated the aloft entry for FL350. we DON’T need to redundantly enter it again. as seen in previous picture. Since I want to enter wind data for N51W020. Great! That’s all there is to it. which is currently blank. Next FIX. try keeping yourself busy for a few minutes by entering the winds into FMC. The WIND page isn’t intentionally hidden. in this case N51W020. and the FMC has already automatically entered the wind data into all remaining FIXes after N51W020. Here’s my PROG page: Here the FIX names are displayed again. has the same wind. LEGS page. it depends on how accurate your wind data is. Let’s put this into the FMC. I click on the RSK associated to the FIX.. I go to my flight plan and look at my wind aloft data for the upcoming fix. DINIM. into the associated RSK. but right now I’m interested in the WIND column. of course. In any case. the first fix on the page. Looks like I’m due to arrive at 0706Z with 20. So I put in 350 into the ALT box. and then go to the RTE DATA page. Ok. Let’s look at our flight plan again. and then I’ve found the wind aloft page for the fix! But it is. so we’ll use it anyway. I can see the ETA and FUEL associated with each fix--pretty useful. Tutorial Flight 181 .

We’re going to override this entry with our own by entering “313/14”: Now. snow or shine. • If your co-pilot leaves the flightdeck and you’re above FL350. A tie is a must (no clip-on) • Eat a half-cooked TV dinner while flying.for submitting this great tutorial. • When flying at night. N51W020 and GIPER. the blank FIXes use the wind from the above “W”.. ignitor failed. • Put seatbelt/shoulder harness on your office chair. and that wind is then copied. Enjoy your Sim Session Tutorial Flight 182 . If flying into a dawn or sunset. • Once you get ready to fly. every FIX before GIPER and after N51W020 will be “241/71”. mix them up and spend ten minutes looking for the critical page. so far I have come up with FIX page darts (enter a fix. • Take the one-page flightplan you generated for your flight. Then there is RTE2 Battleships. using RTE2 enter a grid pattern of waypoints (takes a long time) and then enter coordinates to try to hit the squares. then spill coffee on it. the engineer didn’t). 8 minutes earlier than without wind. do informational picketing. turn off the lights. every FIX after GIPER will be entered with wind “313/14” by the FMC. when (if) you get the APU running turn the heat on. I scroll to the page for GIPER. shine a 120 watt bulb into your face. walk-around and second meal choice on the junior crewmember. ND in January.TE Flap Disagree (caused by the captain not engaging the flap lever in the detent) and spoilers (um. • If your flying a new Boeing.Level-D Simulations 767-300ER Tutorial Flight 182 Using the NEXT key from the wind aloft page. Draw a secret grid on paper and mark your battleships. • If you fly a “Glass cockpit” a/c.X & Mr. Mr. say 2 failures a month. For extra credit. For that extra GOOD MORNING feeling sit on the buckle. Then.LDS 767 forum member with Willy Wonka as his nickname . My question is. • If you’re flying out of Grand Forks. get all 8. Preston > KLAX Thanks to Preston .4x1000 lbs of fuel! Remember. account for the livery you’re flying or the sim in general. into all the remaining fixes (in small font). throw a blanket with fuzzy surface on your chair. • If your SO complains. pretend it is a hotel and sleep for EXACTLY 8 hours before the alarm. Not actually managed to play any of these but the concepts are there Q. using RTE2 enter a waypoint and if it hits the “dartboard” then score appropriately). • Empty all your pockets of metal as you go through the door to your PC. • If you fly with a co-pilot. if you have 10 hours until TOD. (old steam gauge pilot’s joke). X: Nearly 4 years flying the 767 now and I’ve seen 2 EICAS messages in-flight . in a $300 suit. turn your house air conditioning full till it is about 10 degrees F.. determine who’s senior and dump the radios.. Understand? What you enter is copied to all the remaining FIXes until you enter a new wind. “241/71”. Let’s go back to RTE DATA page using the RSK: Quotable Quotes from Mr. Ask it if it likes ‘Gladiator’ Movies • Never accelerate the sim clock no matter how boring the ocean or Nebraska is. But hey. Q. place a mask over your nose/mouth till they return. get up. If I fly the LDS I keep the failures turned off to simulate reality! Mr. wallet. X: I spend my time coming up with new games to play using the FMC. and I’m saving extra 1. have your teenage offspring search your flightcase. and I see that the FMC has put the previous entry. Y’s How to make Virtual Airline Flying more realistic • Show up one hour prior to take-off for a :30 minute flight. Here I see a “W” for WIND entered in the 2 way points. This should leave lint on your clothes like real Boeing flight deck seatcovers do. rain.etc. On the ground I’ve only had 1 failure of QRH note. • If your pet comes to visit. Y LDS767 forum contributors that fly the REAL 767.5 x 11 inch papers from your waste-basket. 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. who knows. • Wear a white shirt with a fresh coffee stain. then “walk” if that doesn’t work. maybe it’s not a bad idea. • Find the lumpiest bed in your house. Now. explain the instruments to it. • Try explaining the concept of “sterile cockpit” to your SO (significant other). type at least 40 wpm. back to PROG: Entering the tail winds help a bit: my ETA is now down to 0658Z. What do you pilots do on flights that last over 3-4 hours in cruise? Mr. does setting. draw circles around it and bearing lines. shoes. but several more to do with miscelleneous things happening in the cabin or in the EE bay that don’t show up. go outside and do a complete walk-around of your house.

• Click on the Proposed Fuel minus button to load 35. Saved Files Create your own start-up file (see Creating a Situation file). or load the “Golden Gate Run 1” from the Add-on> B767 Specific > Import panel data from a flight. • Press Save Settings to save the configuration file.727 kilograms / 257. • Save the file (CYVRKSFO.. It’s retro cool! If you’d prefer another airline livery. Choose from these options: • Basic Aircraft Configuration.GOLDN4 flightplan. Aircraft Livery Go ahead and use the default Level-D 767. 2.337 lbs (27. 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. you must manually adjust the fuel load in the aircraft later.. Load the cargo levels for each compartment as closely as depicted. A new screen will display the Cargo subscreen. • Enter CYVR as the departure airport and KSFO as the arrival airport. Use the Repaint Manager (default installed to your Desktop) to install the livery to FSX. 3. but 15. • Click on Passenger Load button to return to the main screen. many user-created “repaints” are available on the internet as well as http://www. menu. • The aircraft is loaded with approximately 60. select Long Haul Flight • Load Type.leveldsim.. Flight Planning Open your internet browser and navigate to http://www.876 kg is close enough to get the trim setting.000 lbs (15. select Random.com.876 kg) of fuel for the flight.\Flight Simulator X\SimObjects\Airplanes\LVLD_B763” folder.com.4 Hold Hold Hold Hold Hold Zero Fuel Weight l Proposed Takeoff Fue Takeoff Weight Takeoff %MAC Takeoff Trim Tutorial Flight 183 .txt “. • Print the 767LoadSheet.simroutes.369 kg) (Cargo & Passengers) for a Zero Fuel Weight (ZFW) of 116.337 pounds. • Click on Cargo Load button.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. Remember. 4. Configuration The Configuration Manager is installed to your Desktop by default. • Choose the Level-D 767 in the dropdown menu and click the “Download File” button.rte) to the default “rte” file location: C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\Level-D Simulations\navdata\Flightplans. • Press Exit to close the Configuration Manager. 1. • Choose the YYJ J589 RBG.

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

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

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

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

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

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

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

Instructions included with utility & manual documentation • Updated and revised for FSX. Instructions included with utility & manual documentation Electrical Flight Model Cockpit Exterior Interior Miscellaneous Support SDK Configuration Manager Repaint Manager Addendum 191 . 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.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. 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.

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

com/downloads/details. To help with realism you can play the real Atlantic Oceanic during you flight at LiveATC.microsoft. you will have to manually load the fuel via the menu bar to match the amount you have “proposed”.ini” file with NOTEPAD.000. Shut off the cargo heat switches on the overhead. arm the left. You will need to be connected to the Internet. Otherwise. That will set the FS NAV2 radio. Why? The Configuration Manager is working properly. SETUP The Configuration Manager isn’t working. 10. Download the msxml. is it broken? Nope. Alternately. this is modeled as it is in real life. it does not set the fuel load. Why? The airspeed click spot to set the “bugs” is only available on the 2D panel.msi (MSXML 4.. the leading zero will fall into place. 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 FS NAV2 radio will stay on that frequency until an ident is done on a different frequency. I can’t sit for 12 hours and fly at 1x sim rate. there are freeware and payware services which offer a selection of procedures. The only frequencies that do not have static are 5. center and right A/P manually before the AFDS system will be active for an autoland. AIRCRAFT SYSTEMS The flap indicator jumps from 0 to 1. The procedures are created by users.0 Service Pack 2 (Microsoft XML Core Services)). To cancel the sound. You will have to create your own. What’s going on? The APU start time has been modeled to take between 1 and 2 minutes to start.000. Within two minutes the RUN indication will tell you that the APU is available. ZFW and GR WT in FSX. why? Select airport procedures are included with the 767 for FSX. But 8x has been tested with a routing that is relatively straight and no winds. why? Due to limitations in the program that is used to create the exterior of the aircraft (G-max).msi file from http://www. What am I doing wrong? You are tuning the NAV1. The SIDS and STARS still don’t show up in the FMC. How can I view the Loadsheet created by the Config Manager? Simply create a shortcut to your desktop of “. Then select that radio’s IDENT switch on the audio panel. While it does change and set the cargo load.\Flight Simulator X\SimObjects\Airplanes\LVLD_B763\767LoadSheet. not the ILS receiver. Why do the HF radios emit static? HF is not simulated in FS. Change the value to read: TIP_AT_STARTUP=0. Why won’t the transponder accept “0” as an entry? Enter the non-zero digits. 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. Safest bet is to use 4x max. but here’s a trick that will let you tune the internal FS NAV2 radio. I hear a high pitch siren when I shut down the APU. I load the 767 in FSX and the fuel is always at 100%. 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. This is the way it works in real life. The start time is realistic. and share your work by uploading to a flight simulation file service.txt Can I use the old Flight plan format from the 2000/2002/2004 versions of the 767 in the FSX version? Yes.. Once FSX has started and the Level-D 767 loads. Addendum 193 . 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. Set the bug in the 2D panel and return to the VC and “bugs” will be set. 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. but Level-D Simulations does not create or maintain these procedures. 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. The static is simulating the static heard when no transmission are being made on the HF frequencies.000 and 15. to re-install your license. The LDS767 doesn’t use the internal NAV2 radio. VIRTUAL COCKPIT I cannot set the air speed bugs in the VC with the hidden click spot on the Airspeed indicator. Due to sensor construction/operation you will not see the indication report mid travel position from flaps 0 to 1. The only way to get the lights to work independently would have been to remove the flexing wings feature (and nobody wants that!). Bad License message. (Note that you must select the arrival runway in the FMC for this option to work). You cannot tune ILS frequencies in the real aircraft’s NAV receiver either. but it doesn’t do anything. and you get a message that you have a bad license. You can cancel the Setup process if you already have the Level-D product installed. 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. or restore Ground or APU power. Turn both flight directors off to disable all MCP modes. when I have set the fuel in the Configuration to less than 70%. Find the following string of text: TIP_AT_STARTUP=1. Why is the TAI indication green all the time ? This is correct behaviour for the aircraft modeled. The strobes lights only turn on if the position lights are on. the old 767 . switch the all three IRS’ on the overhead panel from NAV to OFF.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. with your key file.rte flight plan format can be used in the Level-D 767 for FSX. PROCEDURES The SIDS and STARS don’t show up in the FMC. centre and right ILS receivers in the main equipment centre). I tune the ILS frequency and front course on the glareshield radio.net. This is a “proposed fuel amount” only. why? NOTE: Your machine may need the file called msxml. The HF radios are non-functional. just toggle it. To tune the ILS. If you start Flight Simulator. Set the required frequency manually in either the Left or Right NAV radio on the MCP. You don’t need to leave the ident on. it will only accept valid VOR frequencies. The APU doesn’t seem to be starting. These frequencies broadcast a clock tone. the position lights are tied to strobes. 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. you need to run the downloaded exe. this is what you’ll see. Press the “Click here to Reinstall” button.

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

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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