LVLD767 Manual for FSX | Cockpit | Flight Control Surfaces

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

289 m Metric (kg) 89.the 767-200ER.454 130. Fuel Load Metric (FSX Settings> General> International> HYBRID (Feet.379 Imperial (FSX Settings> General> International> U.518 10. Inches) Tank Pounds Gallons Main Wings 40. cruise and descent.121 km Typical city pairs: Los Angeles/Frankfurt Max Cruise Altitude Normal Speed (FL350) Max Seating Capacity 43. Milibars) Tank Kilograms Liters Main Wings 18.669 X 2 6. Powered by two General Electric CF6-80C2 engines rated at 61.85 m (52 ft 0 in) Tailplane span 18. Engine controls include the throttles. • widebody airplane to offer a choice of three passenger sizes -.S.500 pounds of thrust per engine. higher gross weight version of the aircraft. • two-person flight deck on a widebody airplane.Level-D Simulations 767-300ER Introduction 18 Level-D 767 Specifications The 767-300ER is an extended-range.67 m (176 ft 1 in) Height overall 15. and in centre tank with refuelling point in port outer wing. • airplane to achieve both 120. • to use brakes made of carbon fiber. airlines had ordered five hundred and thirty-four 767-300ER’s.62 m (61 ft 1 in) 767 firsts.94 m (180 ft 3 in) Fuselage 53..000 310. Introduction 18 .000 161. The Boeing Aircraft Company’s development of the -300ER began in January of1985. SYSTEM (Feet.909 140.100 feet M0. 767-300ER and 767-400ER • large commercial airplane to use efficiency-enhancing “raked” wingtips. Fuel in one integral tank in each wing.000 TOTAL 161. 2006.000 408.80 (530m / 851k) 350 Power Plant.000 288. pylon-mounted on the wing leading edges.371 91.545 185. Operating Empty Weight Max Takeoff Weight Max Zero Fuel Weight Max Landing Weight Max Fuel Weight Range: Imperial (lbs) 197. and the Thrust Rating Panel (TRP). • common pilot type rating with the Boeing 757.140 Aircraft Dimensions Wing span 47. EEC switches.473 45.738 24.909 73.449 X 2 22. As of December.070 X 2 Center 80.977 X 2 Center 36. fire handles.400 12. The FMC contains performance information for the engines and coordinates with the autothrottle and TRP to control engine power for de-rated takeoffs as well as VNAV climb.57 m (156 ft 1 in) Length 54. and 514 orders had been filled.and 180-minute ETOPS approval.740 6. Controls & Fuel Two high-bypass turbofans in pods.. • vacuum toilet waste system.425 TOTAL 73. fuel cut-off switches.

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

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

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

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

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

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

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

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

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

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

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

Pressurization System Pressurization of the aircraft is achieved by regulating the outflow of air from the cabin via an outflow valve. This allows for automatic operation of the system. .000 feet. Passenger Oxygen System The passenger oxygen system is supplied by individual chemical oxygen generators. If both automatic modes fail. cooling fans. ensure (Center Isolation). & turn OFF the PACK R ISLN switches are IN ON and . close the L & R ISLN va Air. Anytime the Trim Air switch is OFF. The air conditioning packs operate using bleed air from the respective pneumatic system.Level-D Simulations 767-300ER Air. The passenger oxygen ON light illuminates and EICAS advisory message PASS OXYGEN ON displays when the system is activated. center. The outflow valve is normally controlled by one of two selectable automatic modes. If the Trim Air switch is OFF. Control of the pressurization system is provided on the overhead panel. Normally. Pneumatic System 30 The left. and lavatory service units. cabin air is regulated based only on the pack selector setting. The N mode regulates pack outlet temperature to a constant moderate temperature (approximately 75F/24C). The oxygen system provides oxygen to the passenger. The masks automatically drop from the PSUs if cabin altitude exceeds 14.000 feet. The Trim Air switch permits the temperature of air flow from the packs to be automatically regulated by the cabin temperature control knobs. and cabin pressure differential readings are displayed. Setting the pack selector to N. 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. C and W positions. The cabin is regulated to 75F/24C if the TRIM AIR switch is OFF and the pack selectors are in AUTO. and right pneumatic ducts are monitored for leaks. Pneumatic System 30 . the cabin temperature controllers are inoperative. Control for the packs is provided by a rotary selector switch that has OFF. a CABIN ALTITUDE warning message is illuminated along with an aural warning. A failure of the operating mode leads to the automatic engagement of the other mode without pilot interaction. The other positions are used if the automatic system fails or smoke is sensed in the electronics area. as well as the C ISL valves switches pushed the L & engine start. cabin rate of climb. The C mode sets the pack to full cold (approximately 65F/19C). The W mode sets the pack to full warm (approximately 85F/29C). Control for the system is provided on the overhead panel by a selector switch with AUTO. For S. N. The PACK OFF light illuminates if the pack is switched OFF or there is no bleed air available. and exhaust ducting. If the cabin altitude exceeds 10. An OVHT light illuminates if there is an over-temperature condition in the respective duct. The controller is normally left in the AUTO position. The recirculation fans are normally left ON at all times. Separate recirculation fans provide air circulation for equipment cooling. The manual mode is powered by the Standby DC bus. turn the packs back After the engine starts lves. C or W opens the pack valve to produce a constant pack outlet temperature. the outflow valve can be controlled manually. Power for the recirculation fans is provided by the Utility Buses. The pressurization indicators are powered by the Standby AC bus. The outflow valve is automatically driven closed in an attempt to maintain remaining cabin pressure when the cabin altitude warning is activated. These modes are generally used if the AUTO mode fails. Oxygen flows from a PSU generator when any mask hanging from that PSU is pulled. The temperature of the air reaching the cabin is controlled to within 65F to 85F by the cabin temperature controllers. Cabin altitude. The Trim Air switch is normally left in the ON position. These modes are identical and offer system redundancy. The passenger masks can be manually deployed from the flight deck by pushing the passenger oxygen switch. Additionally. bleed Always leave the three SET & FORGET TIP: N IN. Equipment Cooling Flight deck instruments and equipment in the electrical compartment are cooled using a common air supply. The use of recirculated air reduces bleed demands on the engines. the left and center ducts are monitored for pressure and temperature. The trim air system provides warm air if required to adjust the air temperature demands of the other compartments. The automatic modes are powered by the Main AC buses. The passenger oxygen masks and chemical oxygen generators are located above the passenger seats in passenger service units (PSUs). STBY and OVRD positions. Pressurization indications are provided on the overhead. The packs are turned OFF for engine starting or when air conditioning is not desired on the ground. attendant stations.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). A BLEED light illuminates if there is too much pressure in respective duct. Air Conditioning System Two air conditioning packs provide temperature conditioned air for the cabin and for pressurization. the packs are run in the AUTO mode when air is available in the pneumatic system. AUTO. Recirculation fans in the air conditioning system recirculate cabin air into the system. A DUCT LEAK light illuminates if a leak is detected in the affected system.

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

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

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

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

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

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

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

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

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

5

1
4

6

2 7
8

3

1. Heading Select Window (HDG) Displays the target heading for the AFDS HDG SEL mode. Selected heading also displayed on the EHSI heading bug. HDG SEL mode commands the AFDS to selected heading. Adjust by clicking on either side of the SEL knob or by placing the mouse cursor over the heading display window and scrolling the mouse wheel. 2. Bank Limit Selector Click on radial lines above SEL knob to adjust the bank limit. Selector is set to AUTO by default.
AUTO 5 to 25 Bank is controlled automatically by the AFDS based on airspeed. Bank angle is limited to the selected value.

Note Bank limit does not function when LNAV is engaged. 3. Heading Hold (HOLD) Mode Button Press to engage the Heading Hold mode. AFDS maintains heading at the time of selection (when wings are level). Movement of the heading selector has no effect in this mode. HDG HOLD is annunciated on the EADI. 4. Heading Select (SEL) Mode Control Knob:
PRESSED ROTATED ARMED

Engages the AFDS in the HDG SEL mode. AFDS controls roll to maintain heading selected in the HDG window. Sets the heading in the HDG window. Heading is changed by clicking on the window or next to the SEL knob. LNAV is annunciated in white on the EADI. Current lateral mode remains active until LNAV is engaged. Pressing the LNAV button a second time cancels the armed mode. FMC controls heading to track the programmed route. LNAV is annunciated in green on the EADI.

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

Note An FMC route must be activated for this mode to function. 6. Backcourse Approach (BCRS) Mode Button Press in conjunction with the LOC button to select the back course tracking mode.
ARMED ENGAGED

Press LOC button followed by BCRS button to arm the BCRS mode. BCRS is annunciated in white on the EADI. Pressing BCRS button a second time cancels the armed mode. AFDS captures the localizer back course and controls heading to track. BCRS is annunciated in green on the EADI.

Note A valid LOC frequency and the published localizer front course must be entered into the ILS receiver for this mode to function. 7. Localizer Approach (LOC) Mode Button Press to select LOC tracking mode.
ARMED ENGAGED

LOC is annunciated in white on the EADI. Current lateral mode remains active until LOC is captured. Pressing the LOC button a second time cancels the armed mode. AFDS captures the localizer and controls heading to track inbound. LOC is annunciated in green on the EADI.

Note A valid LOC frequency and front course must be entered into the ILS receiver (Pedestal) for this mode to function. Localizer cannot intercept at angles greater than 120 degrees. 8. ILS Approach (APP) Mode Button Press to select both the LOC and GS tracking modes.
ARMED ENGAGED

LOC and GS are annunciated in white on the EADI. Current lateral and vertical modes remain active until LOC and GS engage. Pressing the APP button a second time cancels the armed modes. AFDS captures the localizer and controls heading to track inbound. AFDS controls pitch to maintain glideslope path. LOC and GS are annunciated green on the EADI.

Note A valid ILS frequency and front course must be entered into the ILS receiver (pedestal) for this mode to function. Localizer cannot intercept at angles of greater than 120 degrees. Once engaged, the APP mode can only be cancelled by disengaging the autopilot and turning off both flight director switches.

Autoflight System 40

Level-D Simulations 767-300ER

Autoflight System 41

Vertical Mode Control

1

5
4

2

3

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

Altitude Target (MCP ALT Window) Control

1
2
3
1. Altitude Window Displays the AFDS target altitude for capture and alert. When operating in a vertical mode, AFDS levels off at this selected altitude. Altitude warnings are generated based on displayed altitude. Adjust by clicking on either side of the select knob or by placing the mouse cursor over the altitude window and scrolling the mouse wheel. 2. Altitude Select Knob Adjusts the altitude in the ALT window. Changes altitude in 100-foot increments. Adjust altitude by clicking on the sides of the knob. 3. Altitude Hold (ALT HOLD) Mode Button Press to engage the ALT HOLD mode. When pressed, commands the AFDS to level off and hold the current aircraft altitude, regardless of the value in the ALT window. AFDS engagement in the ALT HOLD mode is automatic when climbing or descending to the altitude displayed in the ALT window. The light bar in the button lights up automatically when the AFDS enters ALT HOLD mode. Note When VNAV is in use, the ALT HOLD mode logic is altered by the FMC.

Autoflight System 41

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

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

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

OFF The bus is not powered. the generator oil pressure is low. Electrical System 45 . Indicates that external power is being used to power the aircraft systems. Switch OUT The APU GEN breaker is open and power cannot be supplied by the APU. External Power Control Switch Applies and removes EXT PWR to the system when pressed. OFF The APU GEN control switch is OFF or there is a fault in the APU generator while it is running. 7. AVAIL ON External power is available. 5. 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. Power is automatically supplied to the system when required. 3. Generator Control Switches Controls the power from the respective engine driven generator.Level-D Simulations 767-300ER Electrical System 45 Electrical System Controls 1 3 4 2 3 5 4 6 7 6 1. DRIVE Illuminates if the generator drive oil temperature is high. OFF The Generator breaker is open and power is not available to the system. Bus Tie Control Switches Controls the flow of power to the Left and Right AC Buses. Switch IN Provides automatic control of the respective engine generator. AUTO ISLN Automatic control of power to the AC buses. Utility Bus Control Switches Controls power to the utility buses. Generator Drive Disconnect Switches Physically disconnects the generator drive from the engine when doubleclicked. Switch IN Power is supplied to the utility bus automatically when the respective Main AC Bus is powered. 6. Switch IN Automatic control of the APU GEN breaker. or the generator drive has been disconnected. APU Generator Control Switch Controls the APU GEN breaker. provided the APU is running. Main AC Bus Off Light When illuminated indicates that the respective Main AC Bus is not powered. Manually isolates the respective AC bus. 4. Once disconnected. Engine generator is the only power source available to the respective Main AC bus. Switch OUT Utility bus is turned off. 2. Prevents two power sources from powering the same bus.

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

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

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

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

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

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

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

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

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

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

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

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

An UNSCHEDULED STAB TRIM caution is generated if movement of the stabilizer trim is detected without an appropriate command from the pilot or autopilot. To correct this condition. They are primarily used when a steeper than normal descent is required and upon touchdown during landing. Yaw Dampers Yaw control is provided by a single rudder.e. The yaw damper systems improve turn coordination and dutchroll damping. Prevent a bounce). Two yaw dampers work through the rudder control system to improve directional stability.Level-D Simulations 767-300ER Flight Controls & Indicators 58 A stabilizer trim warning system monitors the stabilizer trim for uncommanded movement. and landing. The spoilers are automatically deployed regardless of position anytime the thrust reversers are activated. The yaw damper INOP light illuminates and the EICAS advisory message L or R YAW DAMPER displays when a yaw damper is inoperative. System logic re-stows the spoilers if the aircraft becomes airborne again during a go—around. Moving the levers labeled STAB & TRIM mechanically signals trim movement. 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. Alternate stabilizer trim controls are available on the pedestal. Aileron and Rudder Trim The aileron and rudder trim controls can be found on the pedestal. The ARMED position provides for automatic spoiler deployment upon landing to facilitate the transfer of aircraft weight from the wings to the landing gear (i. Spoilers The spoilers are a group of flat panels on the top of the main wing that reduce the lift on the wing when raised. These controls are used to zero out undesired control forces in the ailerons & rudder. 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. Symmetric spoilers are used as speedbrakes Flight Control Surface Locations Flight Controls & Indicators 58 . This is a so called “runaway trim” condition. Flight Control Surfaces Pitch control is provided by: • two elevators • a movable horizontal stabilizer Roll control is provided by: • four ailerons • twelve spoilers Yaw control is provided by a single rudder. Flaps and slats provide high lift for takeoff. approach. The spoilers are controlled by a spoiler handle on the pedestal or by using the keyboard.

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

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

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

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

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

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

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

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

2. Heading Pointer Indicates aircraft magnetic heading. 9. Inactive Waypoint (white) A navigation point on the active route. Distance Display Distance to the active FMC waypoint. 1335. Flight Instruments 67 . 6. 4. Track (TRK) Indicator Displays aircraft track heading. 7.5nm 1. Expanded Compass Rose Compass data provided by the IRU. Route Data Displays waypoint crossing altitude and ETA when RTE DATA button is ON. AFDS Heading Bug Indicates selected heading on the MCP. Waypoint Arrival Time Predicted active waypoint crossing time (in zulu). 8. VOR Symbols VOR DME/TACAN VORTAC. 3.4z 5.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. Waypoint Symbol A nearby waypoint displayed when the WPT button is ON. Heading (TRU) Indicator Indicates aircraft magnetic track heading.

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

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

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

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

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

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

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

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

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

If an entry is not made before the IRS completes the initial alignment. The manually entered position is also co scratchpad message IRS POS/ORIGIN DISAGREE is displayed. Flight Management System 77 .1W07100. W101*46. Enter the airport ICAO code into the scratchpad and press 2L LSK to transfer data into this field. 2.61 would be formatted as W10146. Pressing the 1R LSK transfers the coordinates displayed to the scratchpad.— N————. the scratchpad message ENTER IRS POSITION is displayed. REF AIRPORT Use the airport coordinates by pressing the 2R LSK (when data is shown) to transfer the data into the scratchpad.— S————. There are four methods available to determine the aircrafts position for coordinate entry during IRS alignment: 1. Adding a leading “0” is not required when the longitude is 100 or above. the W coordinate of “71” is entered as “071”. Second and third POS INIT pages are available to check current FMC and IRS positions. Select the most accurate latitude/longitude from LAST POS. Therefore.—E—————. 4.6 in the FMC.—W—————. REF AIRPORT This field accepts the four character ICAO airport identifier. If parked at a gate with known coordinates. 4.— S————. 3. LAST POS Last aircraft position in lat/long format is displayed.— For example. The coordinates entered are displayed until IRS alignment is complete. the scratchpad message ENTER IRS POSITION is displayed. The coordinates displayed by FS need to be formatted for the FMC. or a manual entry to initialize the IRS. If the manually entered position fails the IRS internal check. GATE. pressing the 1R LSK on the depicted POS INIT page transfers N4221. Pre-flight Prompt Press to access the RTE data page required for preflight. This is important since entering “W7100. LAST POS Use the last position coordinates by pressing the 1R LSK to transfer the data into the scratchpad.—W—————. 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. 2 1 3 4 5 1.—E—————. For example. Pressing the 2R LSK when coordinates are present transfers the coordinates displayed to the scratchpad.7 to the scratchpad. these can be manually entered into the scratchpad and used for IRS alignment.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. 3. Position Determination The FMC accepts lat/long coordinates in the following format: N————. The current FMC clock time is displayed but cannot be changed from this page. SET IRS POS These boxes are displayed when the IRS is in the ALIGN mode and present position coordinates have not been entered. The set inertial position entry is required to initialize the IRS. Pressing the 5R LSK when coordinates are present in the scratchpad transfers the coordinates to the IRS during alignment.7” generates an error message. REF AIRPORT. 5. 2. The coordinates entered must be in the format shown above. Charted Coordinates Third party simulator charts often list coordinates for airport gates. <SHIFT><Z> Pressing this key combination displays the aircrafts exact position across the top of the simulator window.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

appendix of the Aircra Flight Management System 97 . Wind data can be entered for up to three altitudes. In the WIND column. The page is accessed by pressing the “RTE DATA>” prompt at the 6R LSK of the LEGS page. To enter wind data on the 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. The known OAT for any altitude may be entered on this line. Enter the wind speed and direction for the altitude and line select it into the dashed prompts. The dashed prompts at the 5R LSK of the wind page are for altitude/temperature information. Wind page data helps enhance the performance of VNAV. type an altitude into the scratchpad and line select it to the 1L LSK.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 FMC calculates the temperature for the remaining altitudes based on a standard lapse rate. Wind page data entry has to be executed with the EXEC key to become active. The absence of a “W” indicates that no wind data has been entered for the respective waypoint. The Estimated Time of Arrival (ETA) and estimated fuel for each fix is displayed. 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. Pressing the right side LSK of any waypoint calls up the waypoint wind data page. a “W” indicates waypoint wind data has been entered for the respective waypoint.

5. Progress Page 1 1 2 3 4 5 6 6 1. Waypoint TO NEXT DEST Active waypoint Next route waypoint Destination airport entered in route page. Distance and time to reach the step climb point. To access the progress page. 6. 5. Fuel Data Displays fuel used and fuel quantity information. 4. Displays the amount of fuel indicated on the fuel gauges. Distance To Go (DTG) Displays the distance to the active waypoint. Deviations from the calculated vertical path are registered here as above (+) and below (-) the path in feet. and to the destination. 2. press the PROG function key on the CDU. Wind Actual wind at the aircrafts present position. 1.4 nautical miles to the right of the FMC leg track. Position Report Prompt Pressing the 6L LSK displays the position report page. Headwind/Tailwind Displays the current headwind (H/) or tailwind (T/) component relative to aircraft heading. This value is determined using fuel flows for each engine subtracted from the total fuel quantity indicated prior to engine start. the aircraft is 0. Fuel Displays the estimated amount of fuel when arriving at each point. 3. 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. This page presents progress page data (depicted to the right) organized in a standard format for ATC reports. Estimated Time of Arrival (ETA) Displays the ETA for the respective waypoint and the destination. Flight Management System 98 . between the active and the next waypoint. 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.Level-D Simulations 767-300ER Flight Management System 98 Progress Page (PROG) The progress page summarizes flight progress data for the active route. True Airspeed Aircraft true airspeed. 4. 8. Distance and time to reach the final waypoint in the descent profile. 3. Distance and time to reach the top of the descent. 6. The flight number (if entered) on the RTE page is displayed in the title. Crosstrack Error Displays aircraft distance from the active route. 7. Vertical Track Error (VTK) Data is only displayed while on a VNAV descent. 2. Crosswind Displays the crosswind (Left or Right) component relative to the aircrafts heading. In this example. Static Air Temperature Displays static air temperature outside the aircraft. Displays the FMC calculated fuel remaining.

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

6. Hold Available Displays the amount of holding time available before the reserve fuel amount is reached. 7. type the desired length in miles of the inbound holding leg and press the 5L LSK. Since modifications to the HOLD page can effect the aircrafts flight path. Flight Management System 100 . To redefine the inbound holding pattern leg using distance.Level-D Simulations 767-300ER Flight Management System 100 HOLD Page (HOLD) Pressing the HOLD key permits the programming of a holding pattern into the current route. The quadrant. the inbound holding course is the inbound course to the waypoint along the route. this field is automatically cleared. Inbound Course/Direction This field automatically fills in with a direct entry holding course and right hand turns when a holding waypoint is defined. The HOLD page is where the holding pattern is described and modified. this field automatically fills with either prediction data (small type) or waypoint speed and altitude constraints from the LEGS page (large type). (Not currently modelled) 11. 1. Manually entered data redefines the holding pattern and is displayed in large type. 2.000 and 1. For example. Best Hold Speed Displays the recommended best holding speed based on aircraft weight and altitude. is automatically filled in with the entry of a radial.000 when the holding fix is initially defined. type “L” or “R” into the scratchpad and press the 3L LSK. Note Any data in the QUAD/RADIAL data field automatically updates when changes are made to this data field. 4. Leg Distance Used as an alternate method to describe the size of the holding patterns inbound leg. 1 2 3 4 5 6 7 8 9 10 11 Defining the holding pattern. Note The INBD CRS field automatically updates when an entry is made on this data line. 5. 3. Expect Further Clearance Time A manually entered time that is used by the FMC for fuel and time predictions. To change the inbound course. Quadrant/Radial Used as an alternate method to describe the holding radial on which the holding pattern is based. If a holding pattern is already programmed. 8. To redefine the leg time. Speed/Target Altitude Defines the speed and altitude for the holding pattern. The HOLD AT data box is displayed at the 6L LSK when pressed. (Not currently modelled) 10. entering 160 into the scratchpad and pressing the 2L LSK displays “SE/160” in the data line. A new HOLD page is created when additional holding waypoints are defined. or when the HOLD key is pressed with a holding waypoint already defined. A valid entry is XXX/yyyyy. The default value is 1. This data is used by the FMC to update performance data and to redraw the holding pattern accurately on the EHSI. The holding pattern is drawn on the EHSI and is followed by LNAV based on entries in this page. all modifications made must be executed by pressing the EXEC function key. The HOLD page is displayed when a holding waypoint is initially defined. Enter the desired holding radial into the scratchpad and press the 2L LSK to re-define the holding pattern based on the entered radial. To change the holding pattern direction. pressing the HOLD key displays the holding page for the first programmed holding pattern.0 at or below 14. If the waypoint is on the current route.5 above 14. NEXT HOLD Prompt Permits for the definition of a holding pattern at another holding waypoint. FIX Displays the name of the holding fix. Leg Time Displays the length in minutes of the holding patterns inbound leg. expressed as a reference to a compass point. Note If an entry is made in the LEG DIST field. 9. enter the new course into the scratchpad and press the 3L LSK. When the hold is initially defined. where XXX is a speed and yyyyy is an altitude. FIX Estimated Time of Arrival The estimated time of arrival at the holding fix is displayed. Note The LEG TIME field is cleared when a LEG DIST is defined. type the desired time into the scratchpad and press the 4L LSK.

The FMC automatically tunes the VOR The radio has been remotely tuned in the FMC. type A into the scratchpad and press the respective LSK. To place the holding pattern into the route. Alternatively. simply delete the holding pattern entry from the LEGS page in the same way described for waypoint deletion. VOR Tuning The tuned frequency and status of the left and right VOR receivers is shown at the 1L and 1R positions. To remotely tune the VOR. Preselect Use the 6L & 6R LSK to place identifiers for future use along the routing. If a new waypoint is entered into the HOLD AT data boxes. Tuning status indicates: A R M The radio is set to AUTO. 2. A more direct method to exit the hold is to go direct to another waypoint. there are two methods available to exit the hold. Pressing the EXIT HOLD Prompt at the 6R LSK arms the FMC to exit the hold. Navigation Radio (NAV RAD) Page 1 2 3 Pressing the NAV RAD function key displays the navigation radio page. press an LSK on the LEGS page abeam where the holding pattern should be placed. tuning status. and the VOR identifier is DPK. The holding pattern continues normally until the holding waypoint is reached. The holding pattern is placed into the active route in sequence with no route discontinuity. 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. Displayed for each radio are the frequency. at which time the hold is deleted and the active waypoint changes to the next route waypoint. Note VOR L radio receiver is situated on the Main glareshield. VOR R is tuned to 117.7. Present Position Prompt Pressing the 6R LSK defines a hold at the aircrafts present position and inserts it into the active route with a route discontinuity. In the example above.Level-D Simulations 767-300ER Flight Management System 101 When the HOLD key is pressed & no hold pattern exists. 1. the radio is set to AUTO. 3. 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. To cancel a remotely tuned selection. press DELETE followed by the respective LSK. Exiting or deleting a holding pattern To delete a holding pattern before reaching it in the route. The radio is set to MAN. Press the LSK abeam the identifiers to reenter to the scratchpad. 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. This action displays the holding page for the waypoint and places the new waypoint into the route along with a route discontinuity. VOR L is tuned to 108. then press the 1L or 1R LSK to place the identifiers to the desired position. the radio is set to AUTO. this is displayed: 1 2 1. 2. HOLD AT data box The name of the holding fix gets entered into these boxes. and the VOR identifier is BDR. Flight Management System 101 . type the frequency or identifier for a navaid into the scratchpad and press the 1L or 1R LSK to tune it. If already in the holding pattern. and navaid identification. Automatic and remote tuning are not available.8. A waypoint from the active route or a new waypoint may be entered into the data boxes. VOR R is situated on the F/O glareshield. This page displays information about each tuned radio and allows for control over frequency tuning.

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

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

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

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

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

7. the data displayed is prediction data based on the calculated VNAV path between CIVET and ARNES.15 knots. the FMC target airspeed from the VNAV DES page is shown as 300 in small type. Descend Now Prompt This prompt displays (replaces DES DIR > at the 6R LSK position) before the T/D is reached. After passing CIVET. the VNAV DES page changes to “AT SUZZI” and “9000”. The T/D point and VNAV idle descent path are calculated based on this first waypoint constraint. the MCP must be reset to a lower altitude and VNAV reselected on the MCP for a VNAV descent to continue. Flight Management System 107 . up to Mmo/Vmo11 knots or down to speed protection. The aircraft leaves the VNAV PATH and pitches to MCP SPD. For the descent to commence. • Past idle phase: Speed limits +/. The AFDS levels off at the higher of the MCP altitude or the next FMC waypoint constraint. begins a descent of 1250 fpm until reaching the calculated VNAV path. When pressed. The example LEGS page shows an altitude constraint of 17000 feet at CIVET.Level-D Simulations 767-300ER Flight Management System 107 6 7 6.500 ft Opening the MCP speed window during the VNAV PATH descent results in the pitch mode changing to VNAV SPD. Airspeed and altitude descent constraints are entered onto the LEGS page in the right column of the waypoint data line. Keep in mind that for a VNAV DES to continue at each waypoint. Descend Direct Prompt This prompt displays after the T/D is reached.10 knots. In this case. If the MCP ALT is reached prior to a LEGS page constraint. ON Path (within speed limits and altitude limits) Pitch mode = VNAV PTH A/T mode = throttle decreases to IDLE. When pressed. Since no constraint has been entered for BREMR. Overspeed reverts to: Pitch mode = VNAV SPD A/T mode = IDLE to HOLD • Aircraft pitches to VNAV speed and DRAG REQUIRED message displays. The SPEED TRANS of 240/10000 comes into play between these two waypoints since the FMC is predicting an airspeed of 240 at SUZZI. the VNAV DES page changes to “AT ARNES” and “12000” since ARNES contains the next descent constraint of 280/12000. A VNAV path is calculated for a straight descent between CIVET (at 17000 feet) and ARNES (at 12000 feet). NOTE Above path / below path = more than +/. The constraints are entered manually or by procedure. Programmed “not below altitudes” will be kept if encountered. deletes all waypoint altitude constraints on the LEGS page between the current aircraft altitude and the MCP altitude. Data displayed in large type are speed and altitude constraints. the AFDS MCP altitude must be set to a lower value. the AFDS levels off in ALT HOLD mode. In the following example consider the how a VNAV descent path is calculated with waypoint constraints. A VNAV path is calculated for a straight descent between ARNES (at 12000) and SUZZI (at 9000). Data displayed in small type are speed and altitude predictions based on performance. such that ARNES is crossed at 280 knots. up to Mmo/Vmo-11 knots or down to speed protection. however speed constraints will not. then sets HOLD • Idle descent phase: Speed limits +/. the MCP ALT must be set to a lower altitude than that listed for a LEGS page constraint. Below path (speed window closed): Pitch mode = VNAV SPD A/T mode = SPD • Aircraft pitches to -1250fpm and thrust increases to maintain VNAV speed. After passing ARNES. Since a speed has not been specified at CIVET. Underspeed reverts to: Pitch mode = VNAV PATH A/T mode = SPD • Aircraft throttles increase to maintain min speed and THRUST REQUIRED message displays if A/T is disengaged. Above path (speed window closed): 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. Below is a quick point description of the Pegasus FMC logic and the associated VNAV descent characteristics. NEW to FSX The descent logic in the FSX version of the 767 has modified from the FS9 version.

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

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

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

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

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

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

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

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

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

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

The messages can be cleared using the CDU’s CLR key. Those messages which are caused by an entry error must be cleared before the entry can continue. DEP RWY REQD . A destination airport is required on the route page.RTE PAGE LEGS REQD ORIGIN AND DEST REQD ORIGIN REQD. There are no EICAS messages associated with these messages and they do not cause the FMC light to illuminate.RTE PAGE A departure runway is required on the route page. DELETE KEY/FUNCTION INOP INVALID DELETE INVALID ENTRY MANUALLY TUNED NOT IN DATABASE NOT ON INTERCEPT HEADING ROUTE FULL RUNWAY N/A FOR SID The DELETE key has been pressed. The LNAV mode is unable to intercept the route. These are exclusively Level-D simulator messages to assist the user when programming a SID or STAR via the CDU. The selected runway is not compatible with the selected SID/DP. Flight Management System 118 . A departure airport is required on the route page. The deletion of the selected data is invalid.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). Waypoints are required on the leg page. FMC Programming Messages The Level-D 767 FMC also includes several programming help messages that are not available in the real world FMC. The user is prompted to enter an ORIGIN and DESTINATION airfield. An attempt to remotely tune a VOR that is currently manually tuned. 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. The selected key and/or function is inoperative. The current route has exceeded the FMC capacity. The entered data is incorrect for the route (airway does not match the waypoint connector) or the input does not match the AIRAC navigation database. The aircraft is outside the active capture criteria and the present heading will not intercept the active leg.RTE PAGE DEST REQD . .

In normal operations.669 pounds (18. If the fuel quantity in either wing tank drops below 2. A suction force is created at the centre of the venturi. Unlike the wing tanks. If the lateral balance of the wing tanks is not maintained to within 1500 to 2500 pounds (680 to 1.449 kilograms) of fuel per tank. the PRESS light in the Left FWD fuel pump will extinguish anytime the APU is in use regardless of the pumps switch position. Fuel System 119 . Any time the center tank fuel pumps are ON. the FUEL CONFIG light illuminates and a FUEL CONFIG EICAS message is displayed. The FUEL CONFIG light on the Fuel Panel illuminates any time the center tank fuel quantity is above 1.371 kg) of fuel in the wings and center fuselage.738 pounds (73. 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. These two tanks are considered the main fuel tanks.140 kg) (depending on aircraft weight). The FUEL CONFIG light on the Fuel Panel illuminates to indicate either low fuel quantity or an imbalanced fuel condition in the main tanks. In this configuration. The center tank fuel pumps are powered from the Main AC buses. the remaining fuel in the center tanks is drawn through a venturi by the Left Wing tank pumps. The Left Main AC Bus powers the Left AFT and Right FWD fuel pumps. In this condition. the FUEL CONFIG light on the Fuel Panel illuminates along with an EICAS caution of LOW FUEL. Main Wing Tanks Each wing contains a fuel tank capable of carrying 40.200 pounds (998 kg). all fuel pumps on the Fuel Panel are turned ON when fuel is carried in the center tank. the Left FWD fuel pump operates automatically provided AC power is available. Therefore. If these pumps fail. When the center pumps are turned OFF. the engines are provided fuel exclusively from the center tank since these pumps overpower the pressure produced by the wing tank pumps. 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. Each tank contains two fuel pumps labeled forward (FWD) and aft (AFT) for the delivery of fuel under pressure to the engines. The fuel is sucked from the center tanks into the main flow of the venturi. The Right Main AC Bus powers the Left FWD and Right AFT fuel pumps. The Right Main AC Bus powers the Right pump. Each tank has two electric pumps that deliver fuel under pressure to the engines or the APU. The fuel pumps in the center tank provide approximately twice the output pressure of the wing tank pumps. Gravity feed at high altitudes may lead to reduced engine power or engine flameout. There are no provisions for the transfer of fuel between tanks in flight. the PRESS light in each center tank pump switch will illuminate even if the pump is switched ON. The overhead Fuel Panel provides for control over the fuel system as well as quantity indications.200 pounds (545 kg) and the center tank pumps are not selected ON. The Left Main AC Bus powers the Left pump. The inhibit is removed when the N2 for the respective engine is above 50%. Fuel for operation of the APU is normally provided by the Left wing tank.400 pounds (36. fuel cannot be gravity fed from the center tank.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 161.473 kg) of fuel. The center tank fuel pumps are inhibited from operating anytime their respective engine is shut down or N2 is below 50%. When the APU is switched ON. fuel from either wing tank can gravity feed to the engines at most altitudes. This tank contains two electric fuel pumps labeled Left and Right for delivery of fuel to the engines. Center Tanks The center fuel tank is contained in the fuselage and is capable of holding 80. fuel from the center tank is exhausted first. This makes access to center tank fuel absolutely dependent on the two electric fuel pumps. All three tanks are capable of supplying fuel to either engine via two crossfeed valves.

A fuel vapor trail can be seen during crossfeed operations.379 Imperial To set the simulator to display imperial measurements select U.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. When more than 80. The fuel quantity gauge is powered from the battery bus. Fuel Dumping The fuel jettison system permits the dumping of center tank fuel during flight. Two crossfeed valves on the Fuel nozzles located at the trailing edge of the wings (near the outboard ailerons). fuel from wing tank supplying its respective engine after any center the center tanks is dumped overboard via two jettison tank fuel is exhausted.070 X 2 12. Wing tank fuel balance is maintained by supplying both the main wing tanks. When the wing tanks are even. highest quantity until balance is achieved. The fuel quantity for all three tanks plus the total fuel quantity is displayed. The PRESS lights in the center tank pumps illuminate when fuel is exhausted from the center tank.000 kg) of fuel is required.371 Liters 22.000 24.669 X 2 80. Opening the crossfeed valve permits fuel from one wing tank to pass through the crossfeed manifold to supply fuel to both engines.738 Gallons 6.175 kg/min).473 73.977 X 2 45.000 pounds (36. Any fuel carried in the center tank should be burned prior to using fuel from the wing tanks.600 pounds per engines. Panel permit fuel to feed from any one wing tank to both The jettison rate is approximately 2. This is accomplished by turning on all fuel pumps prior to engine start. the center tank is used only after the main wing tanks are full. turn the fuel pumps back on and close the crossfeed valves to restore the fuel system to normal operation. only one valve is coming from the jettison nozzles when fuel dumping is in required for a successful crossfeed.140 Fuel System 120 . 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. Both valve switches are normally turned on minute (1. When fueling the aircraft. Total fuel quantity is also available from the FMC. However.425 91.S. Note that fuel crossfeed will not work with the center tank pumps operating since they overpower the wing tank pumps. The second valve is progress. When the jettison system is activated. the crossfeed valves do not permit transfer of fuel between wing tanks. As the center tank is emptied. fuel to the engines continues uninterrupted from the main wing tanks. Fuel jettison is not available for fuel contained in for system redundancy.400 161. This is achieved by opening the crossfeed valves and turning off the fuel pumps in the wing tank with the least amount of fuel.449 X 2 36. SYSTEM from FSX Settings> General> International menu Tank Main Wings Center TOTAL Pounds 40. the main wing tanks are normally filled first. 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. Also.

the Left FWD fuel pump PRESS light is extinguished regardless of pump switch position. Note Crossfeed will not work when the center tank pumps are ON. Fuel pump OFF. Illuminates for low pressure in the respective pump with switches IN. Note When the APU is operating. Crossfeed Valve Switches Control the opening and closing of the crossfeed valves. To terminate the crossfeed operation • Turn on both FWD and AFT fuel pumps. Illuminates momentarily when the valve is in transit. Switch IN Switch OUT PRESS Fuel pump ON. Illuminates PRESS light. Illuminates if the center tank pumps are inhibited when the respective engine is shut down or N2 is below 50%. • Wing tank fuel quantities differ by more than 1500 . Center Tank Fuel Pump Switches Control power to the Left and Right center tank fuel pumps. • There is less than 2. Switch IN Switch OUT PRESS Fuel pump ON. Center pumps provide twice the output pressure of the wing pumps. Switch IN Switch OUT VALVE Crossfeed valve is open. Permits one wing tank to provide fuel for both engines. 4.2500 pounds (680 . 2. Crossfeed valve is closed. Fuel System: Controls 121 . The PRESS light does not illuminate. 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. To crossfeed fuel from one wing tank to both engines • Open the crossfeed valves by pressing in the crossfeed switches.1.Level-D Simulations 767-300ER Fuel System: Controls 121 Fuel Panel Controls 1 2 1 4 3 1. Illuminates for low pressure or when the switch is off. • Close the crossfeed valves. 3. Crossfeed valve is not in the commanded position. FWD and AFT Main Fuel Pump Switches Control power to the FWD and AFT fuel pumps in the main wing tanks. Fuel pump OFF.140 kg).200 pounds (998 kg) of fuel remaining in either wing tank. • Turn off both FWD and AFT fuel pumps in the tank with the least amount of fuel.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

1. The “Level-D Voices” option from Add-ons> Level-D Simulations> Preferences> Level-D Panel> must be enabled to hear crew interactions with the flight deck. The SELCAL buttons have no function in the sim. Ground Call Press the GND CALL button to display a ground crew interaction box. This box contains the same selections found in the Level-D “Ground requests” menu. Further dialogue boxes are displayed when required for each item. Cabin Call A request from the cabin crew generates an aural tone and causes one of the CABIN CALL lights to illuminate.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. These interactions are the same as described previously under “Ground requests”. Pressing the illuminated light displays a dialogue box to control the flight crew interaction. Note When a request is being processed (after selection). Press the number on the keyboard that corresponds to the desired interaction. 2. Radio & Communications 138 . Select a number in the presented dialogue box for the desired response to a flight crew request. the ground requests menu is not available until the requested process has been completed.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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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).
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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

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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

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

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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
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Tutorial Flight 158

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

Close the FMC. <SHIFT><7> keyboard combination or press the FMC button on the main panel. You can save your own situation file now. Grab a cool drink. You’ve earned it. Two important preflight tasks are complete and we’re almost ready to fly (honest). The next task is to set up the AFDS (Autopilot Flight Director System) or Mode Control Panel (MCP).

e FMC ;) Messages from fh l or departure procedures for

Adjust the EHSI Control RANGE selector to optimize the view on the EHSI display. When viewing the waypoints near the destination, it is prudent to reduce the range to 20nm or less.

lude arriva lly • The FMC may not inc cedures can be manua ort(s). SID / STAR pro the chosen airp C section of the later use. See the FM inputted and saved for for more information. manual lly entered waypoint is displayed if a manua • NOT IN DATABASE The waypoint can still VDATA database. identifier is not in the NA ce point. tude, or bearing/distan ered as a latitude/longi be ent at or range played if the entry form • INVALID ENTRY is dis entered airway or TO ed field or the se. is incorrect for the select h the navigation databa int does not coincide wit waypo entered w– displays if the flight cre cks, • ENTER IRS POSITION the IRS comparison che n did not pass one of present positio de and has not change to navigate mo remove or the IRS is ready to Use the CLEAR key to present position entry. received a this message.

If a 767 runs out of fuel at FL410, what do you have? A 132 ton glider with a sink rate of over 2000 feet-per-minute and marginally enough hydraulic pressure to control the ailerons, elevator, and rudder.

If the route appears what you planned, then you are ready to close up the FMC and move on. Before closing the FMC...

On July 29, 1983, veteran pilots Bob Pearson and Maurice Quintal were at the controls of Air Canada Flight 143 when the unbelievable happened: they ran out of fuel. The aircraft (Fin #604) landed safely at an abandoned Royal Canadian Air Force Base located in Gimli, Manitoba. The avoidance of disaster was credited to Captain Pearson’s “Knowledge of gliding which he applied in an emergency situation to the landing of one of the most sophisticated aircraft ever built.” Captain Pearson strongly credits Quintal for his cockpit management of “Everything but the actual flight controls,” including his recommendation of Gimli as an landing spot. The aircraft went back in service (after a million dollar repair) and has been known ever since as the “Gimli Glider”.
Excerpted from an article published in Soaring Magazine by Wade H.Nelson

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

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

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

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

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

................ Positive rate of climb . and eventually agree with the visible TO limit.. press the top of the EHSI Range Selector knob. then...Advance to 70% N1 Smoothly advance the throttles to approximately 60-70% N1......... Follow the commands of the Flight Director bars on the EADI.. Please take the time to read the entire takeoff section before actually trying to take to the air with the 767 simulator. rotate smoothly until airborne and then establish an approximate 15° pitch up attitude........ Okay. Verify proper thrust is set prior to 80 knots..like the landing phase ...1 Arm & 2 engage N1 mode 2 1 Select LNAV or HDG SEL on the AFDS (MCP) as required........  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..... At 1000’ AGL select a VERTICAL mode from the MCP..... At 1000’ Engage VNAV. The aircraft should continue on runway heading.. once a positive rate of climb (VSI shows climb and altimeter is showing increase in altitude) is established........ Vancouver Tower clears LDS001 for takeoff...... Then follow the magenta colored Flight Director pitch commands on the EADI... imagine that the Vancouver Tower controller clears LDS001 to position and hold on runway 26L...... then OFF when retracted. select FLCH and set the MCP speed to 240 knots.................. excluding situations where the aircraft controllability is severely impaired or if the aircraft otherwise becomes unflyable Monitor airspeed for V1 and Vr At Vr....... FLCH or V/S........ Observe the FMA annunciating the release of the A/T servos with THR HOLD. and allow the engines to stabilize.. Gear Up Gear handle UP..... you can then raise the landing gear.. Correct this during the takeoff roll.............................. Don’t worry about not being properly lined up on the runway centreline... For LNAV... Verify 80 knots Verify that THR HOLD mode is displayed in the top left corner of the EADI...........which is not the case here .. and make a mental note of moving from the low-speed abort to the high-speed abort stage..... Turn on landing and anti-collision lights................ When lining up do not waste runway length........................ Keep a slight forward pressure on the yoke to enhance nosewheel contact to the asphalt..................... RUN Throttles.. Follow Flight Director commands.... Transponder ................ runway 26L... Set for Takeoff Set 5 or 15. V/S is used primarily in an engine out situation..you could assist the aircraft by flying the first turns in HDG SEL... and engaging LNAV once you’re past the shorter legs.............. and slowly release the pressure when you pass 80 knots.................. Takeoff Once the aircraft arrives at the hold point for runway 26L.. press C CMD on the MCP............. advance the throtlles fully to the foward position.. use the DIRECT TO procedure or intercept the route course using HDG SEL...is the most intense part of the pilot’s job....... right? Right?! Arm the autothrottle and turn on the anti-collision lights before entering the runway A/T .......... Tutorial Flight 162 ... 125 knots) move your hand from the throttle lever to the yoke and mentally prepare to take ANY problem into the air......... Observe the takeoff thrust being set (N1 gauge)..Arm Exterior Lights ......................... Choose VNAV.. After liftoff.. The takeoff ... Clock ETE ......... Set At 5 kts before V1 (in our case...... just settle with what you end up with.............. you’ve read the entire section............. A TCAS OFF message is shown on the EHSI if the TCAS display is toggled OFF... Try to keep the V2+15 (to 25) pitch profile.Level-D Simulations 767-300ER Tutorial Flight 162 Before Takeoff Flaps .... Alternately.. do not increase the pitch to slow down..... If the aircraft accelerates past the target speed.. but do not exceed 25° of pitch.......... Switch on the autothrottle and press the N1 button on the AFDS (MCP)....... point the nose of the aircraft to an attitude that will result in a speed of v2+15 to v2+25.......... At 400’ A/T ...... Through 1500’ AGL pitch the nose down slightly... If the departure is complicated ...Notify Press the ALERT button on the Communications panel............ AUTO or ON TCAS . For the purposes of this tutorial set flaps 5.............. Once in the air............... Flight Attendants ......Set TA/RA Note: To toggle traffic 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. 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..... If LNAV. fuel. and beginning our climb reaching 10....... Landing lights ........ Then accelerate to 300 knots or to 37000 feet..OFF by the AFDS in lateral (LNAV) and vertical (VNAV) modes Flaps ...... Normally climb out at 250 knots until After cleaning up the aircraft.... Open the FMC. engage LNAV and VNAV modes policy is implemented... the aircraft can.... If conditions permit.... AFDS.Level-D Simulations 767-300ER Tutorial Flight 163 Select 37000 in the ALT window on the MCP (if you haven’t already done so)...... 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. move the need to attend to....OFF Above 18........... the waypoint.. VNAV.. maintain a minimum airspeed on the route. Climb and Cruise Press the L LSK abeam the YYJ waypoint to transfer it Above 10... so the climb will be rather brisk.... After Takeoff Tutorial Flight 163 ..... 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........ but to also be on the lookout for possible fuel leak. set the EICAS between the N1 displays). experience a fuel leak that the aircraft should start a left turn direct to the YYJ VOR. Yes... unless a strict fuel amount monitoring If they are not engaged.... not used..... During the cruise it is RTE 2 LEGS important to prepare for possible trouble and otherwise monitor the aircraft systems.. 29........ you Press the 1L LSK abeam the VECTORS text and have to be ahead of the aircraft at ALL TIMES. the cruise phase is just as important as the more hectic departure & arrival phases of flight.92” The cruise phase on a modern jetliner aircraft is probably the most neglected phase when it comes to simulated flying..... Complete LSK of LEGS page 1). and connect the autopilot (C CMD) and the aircraft will turn direct to the YYJ VOR. Above all: FLY THE AIRCRAFT. 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 dashed blue line on the EHSI is activated and becomes a solid magenta route line numbers on your flight plan log.. FMC... there are some procedural things that you FMC ECON speed..... The aircraft is now controlled Landing Gear ... Remember. might go unnoticed... 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.... Once flaps are UP..... altimeter to standard setting (29.. and compare the figures you see to the Press the EXEC (FK)....... On this tutorial flight climb derates are gear lever to the OFF position to depressurize the landing gear hydraulics... Don’t be overwhelmed to a waypoint in the LEGS page. select the Seat Belt sign to AUTO to release the Confirm Climb thrust cabin and turn the landing lights OFF through 10000 feet.... 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... in theory............ The ACT RTE1 LEGS (1/4) page will display.. Don’t concern to the waypoint and displays the modification on the EHSI yourself with errors you may make during this phase of with blue dashes..000 feet to the scratchpad.000 feet (or transition altitude) 1/4 ACT RTE 1 LEGS Set altimeters ........ CLB1 or CLB2 as desired (Upper After passing the transition altitude at 18000 feet.... A Some important activities during the cruise phase are: curved blue dashed line will overlay on the EHSI. Pressing the EXEC function key and the the flight......92 Hg / 1013mb). of Vref30+80..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. 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).. Press the LEGS function key...000‘...... and C CMD on the MCP are engaged.. The FMC calculates a direct course one task at a time in a systematic manner... the YYJ scratchpad entry transfers to the 1L position.. and routing (as well as reading the paper). Make periodic observations on the fuel consumption of the aircraft...... fuel. This denotes a route modification is selected..

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

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

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

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

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

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

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

30 017 GOLDN4 N3804.3 DUXBY 016 GOLDN4 N3737...... 133800 26% / 2.9/W12317..4 KSFO 000 GOLDN4 183 CLB 155018 CZVR 185 331 308 00/06 00/06 .Level-D Simulations 767-300ER Tutorial Flight 171 Flight Plan KILOGRAMS w w w. 164 DSC 247021 OAK 161 458 455 00/02 01/23 .3 LOZIT 015 GOLDN4 N3741... .70 062 GOLDN4 N3753..0% DEP BIAS 0 MIN 0 DIST 0 FUEL./. 0019/.9/W12321.. 125 DSC 166016 OAK 124 290 276 00/03 01/36 ... 0080/... ELEV.. ZFW 116698 PAYLOAD 024698 TTL AT TO 016475 0316 . 169 CLB 260069 SEA 159 406 398 00/04 00/11 .6/W12327. . DIST 0709 YVR3 26L REQD 016475 0316 . .9/W12240.7/W12227..0 PYE 113.6 CVO 115. .. 0050/. 117 DSC 358017 OAK 120 210 222 00/01 01/41 ./. 0145/.70 031 DCT N4814.. 0083/...0% CRZ BIAS 2...5 SQUIM 029 J589 N4759. .1/W12316.4 ENI 112.. 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 ..5/W12319./... .1 RBG 108...0 YYJ 113.../. 0078/.....20 079 J589 N3921..1/W12222./. 0030/./. 166 370 272037 OAK 161 459 456 00/30 01/20 .. f s b u i l d .. 0084/.. . 0028/.. 146 DSC 315001 OAK 145 367 359 00/10 01/33 ../. 168 CLB 261066 SEA 160 469 461 00/02 00/13 ... 0114/... 0136/.. 0084/. ..1/W12222.. 169 370 272039 SEA 165 459 459 00/10 00/50 . .. .. 169 370 273072 SEA 160 460 462 00/20 00/40 .. 17.40 159 J589 N4310.. 0129/./.. ...../.. Tutorial Flight 171 . 0085/..8/W12324. 171 370 273084 SEA 160 457 461 00/06 00/19 .. 0106/.6/W12329..D5 H WIND ATC ACTME ETA ATA ACBO ABO REM AREM N4843.80 006 GOLDN4 N3737..7/W12252. ... 0080/... . ETD CLB BIAS 0. 125 DSC 174009 OAK 124 250 243 00/03 01/40 ... .5 TOC 016 J589 N4708...... 10 FT RESV 003120 0045 .1/W12314... 0098/. 27369 116728 EXTRA 001387 0020 .. 0086/.../.. 0035/. 0081/... 344 358017 OAK 345 210 194 00/00 01/41 ./. ..4 SFO 115... .... 0079/.. . ALTN KOAK DIST 9 HOLD 001040 0015 .100 .. 0085/./.. 0133/.. ..GOLDN4/0141 TO NM AWY M/H FL M/C TAS G/S ZT 7000 JA J H P D . ...4% DSC BIAS 0.. 0078/. . ARR BIAS 0 MIN 1200 FUEL YYJ J589 RBG./.. 133173 123336 M002 CG/TRIM DEST KSFO 009837 0141 ...... .5 ELMAA 050 J589 N4429.4 ALTN 001091 0015 ..9 TOD 230 GOLDN4 N3903. 0058/. . . 0066/....

.. 0188/. 0189/.7/W12252.9/W12240.. 0172/.6/W12329.4 ALTN 002407 0015 ..0 PYE 113..30 017 GOLDN4 N3804.... . 0128/... .1/W12222. 0182/..9/W12321. 293500 26% / 2.. 0162/../.Level-D Simulations 767-300ER Tutorial Flight 172 Flight Plan POUNDS w w w.. 0173/./. 0078/.. ..4 SFO 115..5 TOC 016 J589 N4708. 125 DSC 174009 OAK 124 250 243 00/03 01/40 .9 TOD 230 GOLDN4 N3903. 117 DSC 358017 OAK 120 210 222 00/01 01/41 . 0286/.. . 0269/. . ARR BIAS 0 MIN 1200 FUEL YYJ J589 RBG... 0174/.. .1/W12314. .. 0304/.1/W12222./. 0279/. 0219/. .5/W12319. 164 DSC 247021 OAK 161 458 455 00/02 01/23 . . ELEV... ALTN KOAK DIST 9 HOLD 002293 0015 ..... .80 006 GOLDN4 N3737... 344 358017 OAK 345 210 194 00/00 01/41 .7/W12227. .0 YYJ 113. 0236/.. 0111/./. Tutorial Flight 172 .....4 KSFO 000 GOLDN4 183 CLB 155018 CZVR 185 331 308 00/06 00/06 ..20 079 J589 N3921.. 0175/./.. f s b u i l d . 125 DSC 166016 OAK 124 290 276 00/03 01/36 .. 169 370 272039 SEA 165 459 459 00/10 00/50 . 0185/. 146 DSC 315001 OAK 145 367 359 00/10 01/33 ..../.6 CVO 115.6/W12327... 0201/..1 RBG 108. 169 CLB 260069 SEA 159 406 398 00/04 00/11 . 0159/../... 0146/...3 DUXBY 016 GOLDN4 N3737... 291515 271371 M002 CG/TRIM DEST KSFO 020144 0141 .5 ELMAA 050 J589 N4429. 169 370 273072 SEA 160 460 462 00/20 00/40 . ./. ./. .... 10 FT RESV 006878 0045 .../.70 062 GOLDN4 N3753.20 REQD 034779 0316 ... .. 171 370 273084 SEA 160 457 461 00/06 00/19 .70 031 DCT N4814./.4% DSC BIAS 0... 0 ETD CLB BIAS 0. .. .9/W12317.. ...337 TTL AT TO 034779 0316 . ZFW 256736 PAYLOAD 054336 257.... 168 CLB 261066 SEA 160 469 461 00/02 00/13 ....3 LOZIT 015 GOLDN4 N3741. 166 370 272037 OAK 161 459 456 00/30 01/20 . . .0% DEP BIAS 0 MIN 0 DIST 0 FUEL....1/W12316.. 0068/..... ...... . .4 ENI 112.... 0164/..5 SQUIM 029 J589 N4759..0% CRZ BIAS 2.. 0158/.... 60337 YVR3 EXTRA 003057 0020 .8/W12324../.GOLDN4/0141 TO NM AWY M/H FL M/C TAS G/S ZT 7000 JA J H P D .. 0043/... 0061/. 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 .. DIST 0709 26L 36..D5 H WIND ATC ACTME ETA ATA ACBO ABO REM AREM N4843....40 159 J589 N4310./.. .

6/W12307. ICAO airport code for Alternate & Distance from Destination to Alternate (if listed) 17. . 8. . . . .PYE1 KSFO/0148 1.90 007 DCT 150 FL WIND TAS G/S ZT ACTME ETA ATA CLB 110010 268 263 00/01 00/01 .. Cruise Mach Number 4.. 15. ZT – Segment time from previous to current wpt..6/W12308.. 14. 7. Hold fuel and time 10. ETA/ATA – Field to manually fill out Estimated Time of Arrival and Actual Time.. Adjust individual aircraft burn performance to accurately reflect changes in performance based on aging engines and more drag. 20.9 148 YVR 115. 3. . . Three or five letter waypoint ID (TOC/TOD =Top of Climb or Descent) 2. 0024/. Extra fuel and time 11. 0335/... Destination Fuel burn and time 7.. Cruise. 6. ID for current waypoint (Navaid or Fix) & Navaid Freq. . 0341/.. Reserve Fuel and endurance time 8. REM – Remaining Estimated Fuel on board at wpt. NM – nautical miles from previous to current waypoint. N4859.. Avg.0% CRZ BIAS 2. ./. 10 FT [7] RESV 006878 0045 .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 . 16. Planned Takeoff Gross Weight (LBS or KGS) 14.2 YVR2 004 J126 N4853. . Planned Landing Gross Weight 15. Alternate Fuel and time 9..4% DSC BIAS 0. . . FL – Flight Level or CLB/DSC (climb/descent). 18. ACTME – Accumulated time from DEP airport to current waypoint. Total fuel planned at T/O (= Required Fuel . . 0016/. Aircraft Zero Fuel Weight (empty weight + payload) 18./. . ATC Callsign or Flight Number 2. for manual tracking of fuel score. . Aircraft Type 5. . 17.Latitude/Longitude of current waypoint.. 4. sum of all above fuel amounts 13. . ATC and Flight Plan Route. Climb. ACBO – Accumulated fuel burn from DEP airport to current waypoint. . . 5.6/W12308. M/H – Magnetic Heading from previous to current wpt. enroute wind (+ for Tailwind.for Headwind) 16.. TO – data from last waypoint to current waypoint row. .4 YVR11 006 J126 158 CLB 100012 SEA 160 268 266 00/00 00/02 . ../. Tutorial Flight 173 .. .. ABO – Actual fuel burn. AREM – Actual Remaining Fuel on board at wpt. ETD [19] CLB BIAS 0. Navlog Main Flight Plan Legs Data M/H TO NM AWY M/C N4904. STAR. [8] ALTN 002407 0015 . .. [18] DIST 0737 [12] REQD 035206 0323 . WIND – Direction of Wind/Speed. [13]280406 [14]259835 [15]M011 [6] DEST KSFO 020570 0148 . 1. Total planned route distance from Dep to Dest. ATC – Online ATC sector. 12. ICAO code Departure / Destination w Runway ID 3. [16] ALTN KOAK DIST 9 [9] HOLD 002293 0015 .0% DEP BIAS 0 MIN 0 DIST 0 FUEL. ATC ACBO ABO REM AREM CZVR 0010/. . AWY – Airway ID from previous waypoint to current waypoint (SID. 19. Taxi fuel and time 6. 0327/. Required Fuel. M/C – Magnetic Course from previous to current wpt.. 10.. [10] EXTRA 003057 0020 . 13. [17] ZFW 245200 PAYLOAD 048200 [11] TTL AT TO 035206 0323 .. 11. ELEV. . TAS and G/S – True Airspeed & Ground Speed...taxi fuel) 12. NXXX/WXXX .. Descent performance factors. ARR BIAS 0 MIN 1200 FUEL [20] CYVR YVR J126 EUG J143 ENI. 153 CLB 150018 SEA 154 276 260 00/01 00/03 .. Airway). 9.

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

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

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

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

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

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

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

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

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

• Click on the Proposed Fuel minus button to load 35. 4. • The aircraft is loaded with approximately 60.com..876 kg is close enough to get the trim setting. • Print the 767LoadSheet. Configuration The Configuration Manager is installed to your Desktop by default. • Click on Cargo Load button. Aircraft Livery Go ahead and use the default Level-D 767.337 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. select Long Haul Flight • Load Type. Flight Planning Open your internet browser and navigate to http://www. • Enter CYVR as the departure airport and KSFO as the arrival airport. but 15. 1. or load the “Golden Gate Run 1” from the Add-on> B767 Specific > Import panel data from a flight.leveldsim.727 kilograms / 257. It’s retro cool! If you’d prefer another airline livery. Remember. menu.000 lbs (15.\Flight Simulator X\SimObjects\Airplanes\LVLD_B763” folder.369 kg) (Cargo & Passengers) for a Zero Fuel Weight (ZFW) of 116.337 pounds.rte) to the default “rte” file location: C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\Level-D Simulations\navdata\Flightplans. 2.simroutes.. select Random. • Click on Passenger Load button to return to the main screen. Choose from these options: • Basic Aircraft Configuration.876 kg) of fuel for the flight.com. 3. • Press Exit to close the Configuration Manager.4 Hold Hold Hold Hold Hold Zero Fuel Weight l Proposed Takeoff Fue Takeoff Weight Takeoff %MAC Takeoff Trim Tutorial Flight 183 . A new screen will display the Cargo subscreen. • Choose the YYJ J589 RBG. • Choose the Level-D 767 in the dropdown menu and click the “Download File” button. many user-created “repaints” are available on the internet as well as http://www. you must manually adjust the fuel load in the aircraft later.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. • Save the file (CYVRKSFO.GOLDN4 flightplan. Saved Files Create your own start-up file (see Creating a Situation file). Use the Repaint Manager (default installed to your Desktop) to install the livery to FSX. Load the cargo levels for each compartment as closely as depicted. • Press Save Settings to save the configuration file..txt “.

com FSUIPC http://www.schiratti.net Route Planning: SimRoutes http://www.flight1..com Charts http://chartfinder.com Big Boeing FMC Guide http://www.fsinsider. BoeingDriver (Chuck Gehman) and Check Airman (Daryll Wilson) for taking the time to proof the tutorial and offer their sage advice and tutelage.com/dowson.fmcguide. Also.leveldsim. with a special thanks to the 2 Ian’s and the Finnish Flash.simroutes.leveldsim.vatsim..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. Tero Partanen.Level-D Simulations 767-300ER Tutorial Flight 184 Resources Level-D 767 Support and Information Level-D Simulations http://www.com/ Mike Ray’s 757/767 Simulator & Checkride http://www.com/forums Flight1 http://www. LDS767 forum-dwellers Victor Sussman.flyaoamedia.navigraph.com Angle of Attack Level-D 767 DVD Training http://www.com FSBuild http://www. LBS 12925 19250 25575 31900 38225 44550 50875 57200 63525 69850 76175 82500 88825 95150 101475 107800 114125 120450 126775 133100 139425 145750 152075 158400 Tutorial Flight 184  .com http://www.utem.fsbuild.html  Books Level-D Simulations 767 Print Edition Manual http://flightlevelpub.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.

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

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

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

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

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

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

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

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

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

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

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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