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

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

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

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

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

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

First Officer’s Main Panel Level-D Simulations 767-300ER To view this and the previous page. 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.

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

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

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

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

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

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

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

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. Autoland restrictions The autoland system is subject to systems limitations (see AFDS section). IRS position align = 2 minutes. IRS position align = 10 minutes. When unchecked. The spinner animation reacts to airspeed changes. When unchecked. 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. 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. some unique features can be noted on the aircraft visual model. IRS real align duration When checked. Extends when the gear lever is down and retracts when the gear lever is up or off (assuming hydraulics and electrics are available). FMC tunes ILS When a landing runway is selected in the FMC. the ILS frequency is automatically tuned into the ILS receiver when the aircraft is within 20 nautical miles of the landing runway. Gear and flap animations are accurate and highly detailed. When unchecked. Aileron Droop The inboard ailerons droop in response to flap selection. Introduction 17 . an autoland can be performed at any time. Aileron droop is indicated in the cockpit on the aileron pointer gauge. Failures repaired by ground crew Failures are repaired when engines shutdown. Tailskid Prevents damage to the fuselage on takeoff and landing. 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. In addition to these standard aircraft animations. All flight control surfaces move accurately in response to cockpit controls. Aircraft Model Features The 767-300 visual model has been expertly detailed with many unique features and aircraft animations. The RAT propeller spins based on airspeed. IRS needs position entry IRS coordinates must be entered during alignment.Level-D Simulations 767-300ER Introduction 17 IRS position drift IRS positions are subject to drifting error.

94 m (180 ft 3 in) Fuselage 53.000 161. and 514 orders had been filled. fire handles.121 km Typical city pairs: Los Angeles/Frankfurt Max Cruise Altitude Normal Speed (FL350) Max Seating Capacity 43.449 X 2 22.379 Imperial (FSX Settings> General> International> U. Powered by two General Electric CF6-80C2 engines rated at 61.473 45.371 91.S.289 m Metric (kg) 89.000 408. • two-person flight deck on a widebody airplane.80 (530m / 851k) 350 Power Plant. pylon-mounted on the wing leading edges. Introduction 18 . Milibars) Tank Kilograms Liters Main Wings 18. cruise and descent.000 310.Level-D Simulations 767-300ER Introduction 18 Level-D 767 Specifications The 767-300ER is an extended-range. Operating Empty Weight Max Takeoff Weight Max Zero Fuel Weight Max Landing Weight Max Fuel Weight Range: Imperial (lbs) 197. Engine controls include the throttles.977 X 2 Center 36. and the Thrust Rating Panel (TRP).909 140. The Boeing Aircraft Company’s development of the -300ER began in January of1985. Controls & Fuel Two high-bypass turbofans in pods.140 Aircraft Dimensions Wing span 47.545 185.669 X 2 6.100 feet M0.and 180-minute ETOPS approval.909 73. airlines had ordered five hundred and thirty-four 767-300ER’s. fuel cut-off switches.85 m (52 ft 0 in) Tailplane span 18. higher gross weight version of the aircraft.. Inches) Tank Pounds Gallons Main Wings 40. As of December.738 24.740 6.57 m (156 ft 1 in) Length 54. Fuel Load Metric (FSX Settings> General> International> HYBRID (Feet. • common pilot type rating with the Boeing 757.000 TOTAL 161.000 288. Fuel in one integral tank in each wing. • airplane to achieve both 120. SYSTEM (Feet. 767-300ER and 767-400ER • large commercial airplane to use efficiency-enhancing “raked” wingtips. EEC switches.62 m (61 ft 1 in) 767 firsts.070 X 2 Center 80. and in centre tank with refuelling point in port outer wing. • vacuum toilet waste system. • widebody airplane to offer a choice of three passenger sizes -.500 pounds of thrust per engine..518 10. • to use brakes made of carbon fiber. 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.454 130. 2006.67 m (176 ft 1 in) Height overall 15.400 12.the 767-200ER.425 TOTAL 73.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

the autothrottle is automatically disconnected during single engine operations. and ILS approach (APP). the AFDS remains in the current lateral mode until LOC is engaged. This mode is selected automatically if an autopilot is engaged with no other AFDS mode active. The engaged mode occurs when the aircraft is actively tracking the glideslope. The Backcourse mode (BCRS) is selected by pressing the BCRS button in conjunction with the LOC button. When LNAV is engaged. another vertical mode is selected. The glideslope mode also has armed and engaged modes. AFDS Vertical Modes Aircraft pitch is controlled by the following modes: Flight Level Change (FL CH). Heading Select (HDG SEL). 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. HDG SEL is annunciated in green on the EADI when engaged. whichever is lower. The engaged mode occurs when the aircraft is actively tracking the localizer. the current aircraft speed is reset in the IAS/MACH window of the MCP and the TRP changes to a CLB mode. Changing the IAS/MACH speed on the MCP causes the AFDS to change the commanded pitch angle to maintain the selected speed. 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). the aircraft rolls out to the current heading. the AFDS remains in the current lateral mode until LNAV is engaged. the A/T sets power to the maximum available (based on TRP selection) and the AFDS pitches up to maintain the selected airspeed. The Heading Hold (HDG HOLD) mode is selected by pressing the HOLD button directly below the heading selector (SEL) knob on the MCP. the aircraft maintains the current heading. it can only be cancelled by selecting another lateral mode or by turning off the autopilot and F/D. the TRP automatically changes to a mode appropriate for the phase of flight. 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. Localizer approach (LOC). 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. When selected. GS is annunciated on the EADI in white when armed and green when engaged. When armed. The speed Autoflight System 36 . the vertical track of the aircraft is controlled to follow the glideslope. LOC is annunciated on the EADI in white when armed and green when engaged. the A/T sets the power to IDLE and enters a throttle hold (THR HOLD) mode while the AFDS pitches down to maintain the selected airspeed. This mode uses the LOC mode to track the localizer in conjunction with vertical guidance from the glideslope mode (GS) to track the glideslope. Additionally. If a climb is required. Lateral Navigation (LNAV). The LOC mode works the same as described previously with armed and engaged modes to track the localizer. LNAV is annunciated on the EADI in white when armed and green when engaged. the aircraft is commanded to fly toward the heading displayed in the heading window. If VNAV is selected after takeoff. Additionally. VNAV SPD or VNAV PTH is annunciated in green on the EADI and the A/T is automatically engaged if armed. The throttle hold mode disconnects the autothrottle from the power levers which allows the pilot to manually control thrust during the descent. When armed. HDG HOLD is annunciated in green on the EADI when engaged. When GS is engaged. If a descent is required. In general. When LOC is engaged. The Flight Level Change mode (FL CH) is selected by pressing the FL CH button on the MCP. Backcourse approach (BCRS) and ILS approach (APP). Additionally. Some lateral modes have “armed” conditions which can be cancelled by pressing the respective mode button a second time.Level-D Simulations 767-300ER Autoflight System 36 The autothrottle may be disengaged by selecting the A/T switch to OFF or by using the keyboard/joystick assigned button. The Heading Select (HDG SEL) mode is selected by pressing on the SEL knob below the heading window on the MCP. This heading is set by rotating the SEL knob. Vertical Speed (VERT SPD). If selected during a turn. When selected. A bank limiting system is used to control the maximum bank angle during AFDS commanded heading changes. The Localizer approach mode is selected by pressing the LOC button on the MCP. the AFDS tracks the localizer backcourse inbound. When armed. The Vertical Navigation mode (VNAV) is dependant on FMC programming (see FMC section) and is selected by pressing the VNAV button on the MCP. aircraft heading is automatically controlled to follow the localizer. The aircraft will continue to fly toward any heading selected in the heading window while in HDG SEL mode. The ILS approach mode (APP) is selected by pressing the APP button on the MCP. The armed mode occurs when LNAV is selected and the aircraft is not on the FMC programmed route. The engaged mode occurs when the aircraft encounters and/or is following the FMC programmed route. The localizer front course must be set in the ILS course window (on the pedestal) for the BCRS mode to function properly. aircraft heading is automatically controlled to follow the FMC programmed route. The armed mode occurs when LOC is selected and the aircraft is not within localizer range. or the autopilot and F/D are turned off. Once a lateral mode is engaged. these modes cause the aircraft to climb or descend until reaching a target altitude set in the altitude window on the MCP. This mode is exactly the same as the LOC mode except that when engaged. If selected in level flight. FL CH is annunciated in green on the EADI and the A/T is automatically engaged if armed. the AFDS remains in the current vertical mode until GS is engaged. BCRS is annunciated in white when armed and green when engaged. Vertical Navigation (VNAV). AFDS Lateral Modes Aircraft heading is controlled by the following modes: Heading Hold (HDG HOLD).

Autoland capability is indicated on the Autoland Status Annunciator (ASA) located on the main panel. If there is a difference between the FMC CRZ ALT and the MCP ALT. a NO LAND 3 the aircraft reaches the altitude selected in the MCP ALT message is displayed on the ASA. The A/T does not automatically engage with the selection of the vertical speed mode. One autopilot inoperative).e. The only difference between these two Autoland modes is the level of system redundancy. the system engages in the LAND3 mode. below the ALT selector knob engages the AFDS in the When set for an autoland. the system engages in the LAND2 mode. If the system is not window. The glideslope mode works as described previously. ALT HOLD is annunciated in green on the EADI capable of performing an Autoland. With two operating autopilots. The center autopilot becomes powered by the CRZ ALT set in the FMC. regardless of altitude set in the MCP These modes replace the GS and LOC modes during the ALT window. Both modes result in successful autolands. Setting up the AFDS for an Autoland occurs with the selection of additional autopilots after APP is selected on the MCP. More information and NO LAND 3 messages in the ASA. a NO AUTOLND when engaged. press the thumb wheel above the V/S button in the desired direction. Pressing the airspeed select knob a second time transfers speed control back to the FMC. a “speed intervention” mode is available by pressing on the airspeed select knob. GS mode engagement automatically replaces any existing vertical modes upon glideslope intercept. If a power source fails between PTH mode instead of ALT HOLD. If set to occur manually. the AFDS maintains level autoland maneuver & illuminate green when activated. When V/S is selected. The Vertical Speed mode (V/S) is selected by pressing the V/S button on the MCP. Unlike the FL CH mode. With the AFDS set for an autoland. The AFDS then commands pitch to maintain this vertical speed. The left and right autopilots when VNAV is in use under certain conditions. Descents using VNAV are covered in the FMC section. Regardless of engagement method. V/S is annunciated in green on the EADI when engaged. time of selection. the VERT SPD window opens and displays the current aircraft vertical speed. the armed autopilots automatically engage at 1500 feet radio height after a self-test has been performed. if the GS mode is armed. If the are powered from the left and right electrical systems altitude set in the MCP ALT window is the same as the respectively. the AFDS enters the VNAV standby/battery system. To regain speed control from the FMC. To change the vertical speed. Additionally. the system 1500 and 200 feet radio height. FLARE and ROLLOUT Altitude Hold mode at whatever altitude exists at the modes are armed & displayed in white on the EADI.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. The A/T SPD mode is used if the A/T is already engaged. In this case. Any degradation of the aircrafts Autoland capability is annunciated on this gauge. the subsequent actions regarding autoland capability remain the same. pressing the HOLD button message is displayed on the ASA. the electrical system logic is conservative in that the aircraft will always level off reverts to normal operation and the ASA displays LAND 2 a whichever altitude is encountered first. If a power source fails below 200 feet radio height. Depending on the options set in the panel menu. pressing the APP button a second time cancels the GS armed mode. the Vertical Speed mode is capable of overriding the altitude selected in the MCP ALT window. the remaining autopilots. 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 A/T (if engaged) controls power to maintain the speed selected in the IAS/MACH window. If set to occur automatically. This re-opens the speed window for manual adjustment via the MCP. the pilot must arm the remaining autopilots for engagement by pressing the CMD buttons for the inactive autopilots after APP has been selected. Engagement The AFDS remains in ROLLOUT mode after landing until the autopilots are manually disconnected. automatically isolated from 1500 feet radio height until the The Altitude Hold mode is not automatically selected completion of the autoland. The ILS approach mode (APP) is discussed in the AFDS Lateral Modes section. A minimum of two operating autopilots and the autothrottle are required to engage the AFDS for an Autoland. Additionally. the ASA does not change except to indicate a NO AUTOLND condition. With all three autopilots operating. If the test is normal. of the Altitude Hold mode automatically removes any The power sources for each engaged autopilot are existing vertical mode. Autoflight System 37 . flight and the autothrottle controls power to maintain the airspeed selected in the IAS/MACH window. 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. an autoland sets up either automatically or manually. the remaining two autopilots are armed automatically with the selection of the APP mode on the MCP. LAND2 or LAND 3 annunciates on the ASA if two or three autopilots are engaged respectively. Automatic Landing (Autoland) The AFDS is capable of executing a completely automatic landing and rollout. When engaged.

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

Level-D Simulations 767-300ER

Autoflight System 39

AFDS Mode Control Panel (MCP)
The MCP is located in the center of the main panel and provides for complete control over the Autoflight System. Light bars in each button illuminate to indicate a currently engaged mode.

Altitude Hold Modes
Autothrottle Controls
Lateral Modes

Autopilot Engage Modes

Flight Director Switch

Vertical Modes

Flight Director Switch

Flight Director Switch
Controls the display of the F/D bars on the EADI.
OFF ON Flight director is not displayed on the respective EADI. No AFDS modes are active unless an autopilot is engaged. Flight director is displayed on the respective EADI. AFDS modes are available for selection. When selected on the ground engages the TO mode.

TO Vertical Mode On the ground commands 8° pitch up. In flight commands the greater of V2+15 or liftoff speed +15. TO Lateral Mode On the ground commands wings level. In flight commands ground track at liftoff. Note The FD switch is normally turned on prior to takeoff. If an autopilot is engaged with the flight director switch OFF or in the TO mode, the AFDS switches to VERT SPD and HDG HOLD modes.

Autothrottle Controls
1. Autothrottle Arm Switch
OFF A/T ARM System is off & cannot automatically engage. The system is armed for engagement with the selection of a speed mode. A/T is displayed on the EADI.

1

4

Note The Autothrottle does not engage during single engine operations. 2. N1 Mode Button Press to engage the A/T in the N1 mode. Sets throttles for the maximum N1 power setting based on the current TRP mode. Used primarily to 2 set takeoff power. Set automatically when VNAV is selected during climb. N1 is 5 annunciated on the EADI. 6 3. Speed (SPD) Mode Button Press to engage the A/T in the speed mode. Sets the 3 power required to maintain the speed in the IAS/MACH window. Set automatically with the selection of FL CH mode. Used for the V/S and ALT HOLD modes if A/T is engaged. SPD is annunciated on the EADI. 4. IAS/Mach Airspeed Window Displays the AFDS target airspeed. Displays the set airspeed for the autothrottle to maintain. Blanks out when VNAV is selected as speed control is transferred to the FMC. Displayed speed is also indicated by the amber reference bug on the airspeed gauge. Adjust by clicking to the left and the right of airspeed select knob or by placing the mouse cursor over the airspeed display window and scrolling the mouse wheel. 5. IAS/MACH Select Button Switches between indicated airspeed & mach speed display. Airspeed range is from 100 to 399. Mach speed range is from .40 to .95. 6. Airspeed Select Knob When the IAS/MACH airspeed is displayed, use the mouse click area on either side of the knob to set the desired airspeed. The airspeed may also be adjusted by placing the mouse cursor over the airspeed display window and scrolling the mouse wheel.

PRESSED Selects speed intervention mode if the FMC is controlling speed (blank window). Opens the speed window for manual selection of speed via mouse click. Press a second time to transfer speed control back to the FMC.

Autoflight System 39

Level-D Simulations 767-300ER

Autoflight System 40

Lateral Mode Control

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6

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

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

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

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

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

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

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

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

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

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

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

Autoflight System 40

Level-D Simulations 767-300ER

Autoflight System 41

Vertical Mode Control

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

Altitude Target (MCP ALT Window) Control

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

Autoflight System 41

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Window opens at .e. set manually by using the mouse click areas along the right side of the airspeed gauge. An aural warning is also generated. Vref30. 3. V1. Altitude Reference Bug Use the knob to set an altitude reference. AFDS Airspeed Command Bug Displays the airspeed set on the MCP. Altitude (ALT) Alert Light Illuminates when within 900 feet of the MCP selected altitude prior to altitude capture. 4. Vref30+80. approach bug speeds are set depending on the “Airspeed bugs option” in the Level-D menu as follows: Checked Un-Checked Vref30. DME Indicator Displays the VOR DME for the respective VOR receiver. Compass Rose Aircraft magnetic heading is indicated under the white pointer. VOR/ADF Selectors Controls which signal is displayed by the respective needle. Airspeed Pointer Points to the current indicated airspeed. Placing either selector to ADF displays the bearing to the active ADF station set in the pedestal. Speed Bug Reset Button (“Invisible Click Spot”) A “mouse click” in this area resets all of the speed bugs based on FMC information. The bug is set for reference only and is not connected to any systems. The digital airspeed readout (labeled KNOTS) begins indicating at 30 knots. Vref30+40.Level-D Simulations 767-300ER Flight Instruments 70 Airspeed Indicator 1. Indications start at 60 knots. Vref30+40. VR. Vref30+20. Extinguishes when within 300 feet of the MCP altitude. Displays “----“ if DME is not available. Mach Window Displays current Mach speed. Airspeed Reference Bug For reference only. 2. Vref30+80 6. Altitude Readout Indicates exact aircraft altitude in 20 foot increments. MMO/VMO Pointer Displays the mach/airspeed limit above which an overspeed warning is received. V2 (command bug). Altimeter Setting Use the BARO knob or click on the MB or IN HG numerals to set the altimeter. If VNAV is in use. 5 2 1 3 3 4 Flight Instruments 70 . Vref30+60. 4. After altitude capture. On the ground. Consult the “speed bug click areas” diagram. V2 (command bug). 2. 5. Signal Pointers Display the magnetic bearing to the selected VOR or ADF station. the light re-illuminates when altitude varies by more than 300 feet from the MCP altitude. 100 Foot Pointer Rotates as altitude changes. 3. 1 2 3 4 Altimeter Display 1.400 Mach and greater. Captains RDMI receives right IRU data). Heading information is derived from the opposite side IRU (i. This is a trial and error process since there are no markers on the actual gauge. 5. Vref30+60. 2. the FMC commanded airspeed is displayed. Vref30+20. Vref30+80 1 2 3 5 Speed Bug Click Areas Click in the general areas indicated to set individual reference bugs. Vref30+40. 3. 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. -+ -+ -+ -+ -+ RDMI (Radio Distance Magnetic Indicator) Display 1. Vref30+40 Vref30+80. 4. 4 6 In the air.

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

1. Standby Magnetic Compass 3 4 Flight Instruments EICAS Messages Cautions INSTR SWITCH Both Captains and F/Os EFIS switched to ALTN. Attitude Director Indicator 2. To display the standby flight instruments. use the key combination <shift><9> to overlay the sub panel onto the main panel. 4.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). Flight Instruments 72 . Altimeter 3.

clicking on the CDU brings up the 2D FMC sub-panel. and the EHSI. and data entry keys. The FMCs provide for aircraft position calculation. Due to main panel space constraints. line select keys (LSK). To clear all data entered into the scratchpad. The EHSI displays a map of information generated by the FMC. press and hold the CLR button. The FMS subsystems include: Two Flight Management Computers (FMC). The function keys are used to cycle through the pages of data contained in the FMC. a Control Display Unit (CDU). Selection of an LSK when data exists in the scratchpad transfers the data into the data line abeam the LSK. Therefore. 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.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. references to FMC data input in this text refer specifically to the use of the CDU. The AFDS MCP permits selection of LNAV and VNAV and performs the operations commanded by the FMC. When operating in the virtual cockpit. The CDU is the main pilot interface to access and control information in the FMC. Flight Management System 73 . It also provides a resource for aircraft performance data related to aircraft speed. the AFDS MCP. Individual presses of the CLR button clears single characters from the scratchpad. function keys. Control Display Unit (CDU) The CDU is the main pilot interface for control of the Flight Management Computer. altitude. 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. and power settings. fuel consumption. 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. performance management. 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>. and three dimensional navigation based on data input and information received from supporting systems.

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

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

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

SET IRS POS These boxes are displayed when the IRS is in the ALIGN mode and present position coordinates have not been entered. pressing the 1R LSK on the depicted POS INIT page transfers N4221.1W07100. Select the most accurate latitude/longitude from LAST POS. The coordinates entered are displayed until IRS alignment is complete. 5. 2. If an entry is not made before the IRS completes the initial alignment. Position Determination The FMC accepts lat/long coordinates in the following format: N————. the scratchpad message ENTER IRS POSITION is displayed. If the manually entered position fails the IRS internal check. Flight Management System 77 . The coordinates entered must be in the format shown above. 4. LAST POS Use the last position coordinates by pressing the 1R LSK to transfer the data into the scratchpad. The coordinates displayed by FS need to be formatted for the FMC. 2.61 would be formatted as W10146. REF AIRPORT Use the airport coordinates by pressing the 2R LSK (when data is shown) to transfer the data into the scratchpad. Pre-flight Prompt Press to access the RTE data page required for preflight. GATE. Therefore.— For example. REF AIRPORT. This is important since entering “W7100.— N————.— S————. 3. Enter the airport ICAO code into the scratchpad and press 2L LSK to transfer data into this field. Pressing the 2R LSK when coordinates are present transfers the coordinates displayed to the scratchpad.—W—————. <SHIFT><Z> Pressing this key combination displays the aircrafts exact position across the top of the simulator window. 4. these can be manually entered into the scratchpad and used for IRS alignment. If parked at a gate with known coordinates. LAST POS Last aircraft position in lat/long format is displayed. Second and third POS INIT pages are available to check current FMC and IRS positions.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.—E—————. Pressing the 1R LSK transfers the coordinates displayed to the scratchpad. 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. Charted Coordinates Third party simulator charts often list coordinates for airport gates. The manually entered position is also co scratchpad message IRS POS/ORIGIN DISAGREE is displayed.7” generates an error message. 2 1 3 4 5 1. Adding a leading “0” is not required when the longitude is 100 or above.—W—————. W101*46. REF AIRPORT This field accepts the four character ICAO airport identifier.7 to the scratchpad. There are four methods available to determine the aircrafts position for coordinate entry during IRS alignment: 1.— S————. the W coordinate of “71” is entered as “071”. The current FMC clock time is displayed but cannot be changed from this page.—E—————.6 in the FMC. The set inertial position entry is required to initialize the IRS. For example. the scratchpad message ENTER IRS POSITION is displayed. 3. Pressing the 5R LSK when coordinates are present in the scratchpad transfers the coordinates to the IRS during alignment. or a manual entry to initialize the IRS.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

When pressed. up to Mmo/Vmo-11 knots or down to speed protection. the FMC target airspeed from the VNAV DES page is shown as 300 in small type. the AFDS levels off in ALT HOLD mode. Airspeed and altitude descent constraints are entered onto the LEGS page in the right column of the waypoint data line. Descend Direct Prompt This prompt displays after the T/D is reached. Flight Management System 107 . the MCP must be reset to a lower altitude and VNAV reselected on the MCP for a VNAV descent to continue. The example LEGS page shows an altitude constraint of 17000 feet at CIVET. Programmed “not below altitudes” will be kept if encountered. 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. A VNAV path is calculated for a straight descent between CIVET (at 17000 feet) and ARNES (at 12000 feet). The SPEED TRANS of 240/10000 comes into play between these two waypoints since the FMC is predicting an airspeed of 240 at SUZZI. Data displayed in large type are speed and altitude constraints. up to Mmo/Vmo11 knots or down to speed protection. • Past idle phase: Speed limits +/.10 knots. the data displayed is prediction data based on the calculated VNAV path between CIVET and ARNES. NEW to FSX The descent logic in the FSX version of the 767 has modified from the FS9 version. the MCP ALT must be set to a lower altitude than that listed for a LEGS page constraint. For the descent to commence. deletes all waypoint altitude constraints on the LEGS page between the current aircraft altitude and the MCP altitude. Since no constraint has been entered for BREMR. Descend Now Prompt This prompt displays (replaces DES DIR > at the 6R LSK position) before the T/D is reached. Below path (speed window closed): Pitch mode = VNAV SPD A/T mode = SPD • Aircraft pitches to -1250fpm and thrust increases to maintain VNAV speed. Overspeed reverts to: Pitch mode = VNAV SPD A/T mode = IDLE to HOLD • Aircraft pitches to VNAV speed and DRAG REQUIRED message displays. The aircraft leaves the VNAV PATH and pitches to MCP SPD. After passing CIVET. If the MCP ALT is reached prior to a LEGS page constraint.Level-D Simulations 767-300ER Flight Management System 107 6 7 6. The constraints are entered manually or by procedure. After passing ARNES. Since a speed has not been specified at CIVET. then sets HOLD • Idle descent phase: Speed limits +/. NOTE Above path / below path = more than +/. ON Path (within speed limits and altitude limits) Pitch mode = VNAV PTH A/T mode = throttle decreases to IDLE. Keep in mind that for a VNAV DES to continue at each waypoint. In the following example consider the how a VNAV descent path is calculated with waypoint constraints.15 knots. The AFDS levels off at the higher of the MCP altitude or the next FMC waypoint constraint. In this case. 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. The T/D point and VNAV idle descent path are calculated based on this first waypoint constraint. the VNAV DES page changes to “AT SUZZI” and “9000”. the AFDS MCP altitude must be set to a lower value. Below is a quick point description of the Pegasus FMC logic and the associated VNAV descent characteristics. such that ARNES is crossed at 280 knots. When pressed. A VNAV path is calculated for a straight descent between ARNES (at 12000) and SUZZI (at 9000). 7.500 ft Opening the MCP speed window during the VNAV PATH descent results in the pitch mode changing to VNAV SPD. the VNAV DES page changes to “AT ARNES” and “12000” since ARNES contains the next descent constraint of 280/12000. Data displayed in small type are speed and altitude predictions based on performance. begins a descent of 1250 fpm until reaching the calculated VNAV path. however speed constraints will not.

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

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

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

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

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

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

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

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

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

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

RTE PAGE DEST REQD . The deletion of the selected data is invalid.RTE PAGE A departure runway is required on the route 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 LNAV mode is unable to intercept the route. 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.Level-D Simulations 767-300ER Flight Management System 118 FMC Advisory Messages FMC advisory messages are displayed on the CDU scratchpad and illuminate the CDU message light (MSG). The 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 runway is not compatible with the selected SID/DP. The aircraft is outside the active capture criteria and the present heading will not intercept the active leg. A departure airport is required on the route page. The selected key and/or function is inoperative. Waypoints are required on the leg page. These are exclusively Level-D simulator messages to assist the user when programming a SID or STAR via the CDU. Flight Management System 118 . DEP RWY REQD . There are no EICAS messages associated with these messages and they do not cause the FMC light to illuminate. Those messages which are caused by an entry error must be cleared before the entry can continue. A destination airport is required on the route page. . The messages can be cleared using the CDU’s CLR key.RTE PAGE LEGS REQD ORIGIN AND DEST REQD ORIGIN REQD. 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. An attempt to remotely tune a VOR that is currently manually tuned. The user is prompted to enter an ORIGIN and DESTINATION airfield.

371 kg) of fuel in the wings and center fuselage. In this configuration. The FUEL CONFIG light on the Fuel Panel illuminates to indicate either low fuel quantity or an imbalanced fuel condition in the main tanks. There are no provisions for the transfer of fuel between tanks in flight. When the center pumps are turned OFF. Each tank contains two fuel pumps labeled forward (FWD) and aft (AFT) for the delivery of fuel under pressure to the engines. If the lateral balance of the wing tanks is not maintained to within 1500 to 2500 pounds (680 to 1. Main Wing Tanks Each wing contains a fuel tank capable of carrying 40. the PRESS light in each center tank pump switch will illuminate even if the pump is switched ON. This tank contains two electric fuel pumps labeled Left and Right for delivery of fuel to the engines.140 kg) (depending on aircraft weight). If these pumps fail. The fuel pumps in the center tank provide approximately twice the output pressure of the wing tank pumps. The inhibit is removed when the N2 for the respective engine is above 50%. Each tank has two electric pumps that deliver fuel under pressure to the engines or the APU. Any time the center tank fuel pumps are ON. If the fuel quantity in either wing tank drops below 2. Gravity feed at high altitudes may lead to reduced engine power or engine flameout. In normal operations. Fuel for operation of the APU is normally provided by the Left wing tank. Therefore. A suction force is created at the centre of the venturi. The Right Main AC Bus powers the Left FWD and Right AFT fuel pumps. all fuel pumps on the Fuel Panel are turned ON when fuel is carried in the center tank. Center Tanks The center fuel tank is contained in the fuselage and is capable of holding 80.473 kg) of fuel. When the APU is switched ON. These two tanks are considered the main fuel tanks. the engines are provided fuel exclusively from the center tank since these pumps overpower the pressure produced by the wing tank pumps.400 pounds (36.669 pounds (18. the remaining fuel in the center tanks is drawn through a venturi by the Left Wing tank pumps. In this condition. Fuel System 119 . the Left FWD fuel pump operates automatically provided AC power is available. The Right Main AC Bus powers the Right pump. The FUEL CONFIG light on the Fuel Panel illuminates any time the center tank fuel quantity is above 1. the FUEL CONFIG light on the Fuel Panel illuminates along with an EICAS caution of LOW FUEL.449 kilograms) of fuel per tank. All three tanks are capable of supplying fuel to either engine via two crossfeed valves. the FUEL CONFIG light illuminates and a FUEL CONFIG EICAS message is displayed. fuel from the center tank is exhausted first.200 pounds (545 kg) and the center tank pumps are not selected ON. 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. This makes access to center tank fuel absolutely dependent on the two electric fuel 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. The Left Main AC Bus powers the Left AFT and Right FWD fuel pumps. The center tank fuel pumps are inhibited from operating anytime their respective engine is shut down or N2 is below 50%.200 pounds (998 kg). The fuel is sucked from the center tanks into the main flow of the venturi. fuel from either wing tank can gravity feed to the engines at most altitudes.738 pounds (73. fuel cannot be gravity fed from the center tank. the PRESS light in the Left FWD fuel pump will extinguish anytime the APU is in use regardless of the pumps switch position. The Left Main AC Bus powers the Left pump. Unlike the wing tanks. The center tank fuel pumps are powered from the Main AC buses. The overhead Fuel Panel provides for control over the fuel system as well as quantity indications.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.

Wing tank fuel balance is maintained by supplying both the main wing tanks. engines with fuel exclusively from the wing tank with the The Level-D 767-300 Fuel Load Metric To set the simulator to display metric measurements select HYBRID from FSX Settings> General> International menu Tank Main Wings Center TOTAL Kilograms 18. Fuel Dumping The fuel jettison system permits the dumping of center tank fuel during flight. As the center tank is emptied. Any fuel carried in the center tank should be burned prior to using fuel from the wing tanks.S.371 Liters 22. the crossfeed valves do not permit transfer of fuel between wing tanks. When fueling the aircraft.977 X 2 45.669 X 2 80. fuel to the engines continues uninterrupted from the main wing tanks. fuel from wing tank supplying its respective engine after any center the center tanks is dumped overboard via two jettison tank fuel is exhausted. turn the fuel pumps back on and close the crossfeed valves to restore the fuel system to normal operation. Also.379 Imperial To set the simulator to display imperial measurements select U.449 X 2 36. When more than 80. the main wing tanks are normally filled first. Two crossfeed valves on the Fuel nozzles located at the trailing edge of the wings (near the outboard ailerons).600 pounds per engines. The PRESS lights in the center tank pumps illuminate when fuel is exhausted from the center tank.738 Gallons 6.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. This is accomplished by turning on all fuel pumps prior to engine start. A fuel vapor trail can be seen during crossfeed operations.000 pounds (36. The fuel quantity gauge is powered from the battery bus. highest quantity until balance is achieved. the center tank is used only after the main wing tanks are full. The second valve is progress. Opening the crossfeed valve permits fuel from one wing tank to pass through the crossfeed manifold to supply fuel to both engines.473 73.175 kg/min).000 24.140 Fuel System 120 . However. Total fuel quantity is also available from the FMC. Fuel jettison is not available for fuel contained in for system redundancy.070 X 2 12.425 91. When the jettison system is activated. only one valve is coming from the jettison nozzles when fuel dumping is in required for a successful crossfeed. SYSTEM from FSX Settings> General> International menu Tank Main Wings Center TOTAL Pounds 40. When the wing tanks are even. Both valve switches are normally turned on minute (1. This is achieved by opening the crossfeed valves and turning off the fuel pumps in the wing tank with the least amount of fuel. 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.400 161. The fuel quantity for all three tanks plus the total fuel quantity is displayed. Note that fuel crossfeed will not work with the center tank pumps operating since they overpower the wing tank pumps. Panel permit fuel to feed from any one wing tank to both The jettison rate is approximately 2.000 kg) of fuel is required.

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

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

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

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

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

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

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

Examples of instruments that rely on IRU data are the FMC and the primary flight instruments. IRU Alignment An alignment period is required before the IRUs can supply data. The aircrafts known present position (latitude/longitude) must be entered within the 10 minute alignment period. This can be done on the ground via a 30 second quick alignment. the left and center IRU will continue to operate normally. This entry is normally made using the FMC POS INIT page. In this case the alignment must be restarted. Use of these switches are explained in the Flight Instruments section. Additionally. Entry of a new position is then required (via the IRU panel or FMC) followed by restoring the IRS Mode Selectors to NAV. Power is provided to each IRU from either the Main AC buses or the battery. To allow the IRUs to align automatically without entering lat/long coordinates uncheck the “IRS needs position entry” box. enable “IRS real align duration”. An initial alignment of 10 minutes is required when moving the IRS Mode Selector from OFF to NAV. To allow for a realistic alignment time (approximately 10 minutes). choose “Realism & Carrier Options” from the Level-D “Settings” pull down menu. Attitude and heading information from the IRU is still available after a loss of alignment.Level-D Simulations 767-300ER Inertial Reference System 128 Inertial Reference System (IRS) The Inertial Reference System provides position. The right IRU will operate for five minutes on battery power before shutting down to conserve battery power. In normal operations. Backup power for each IRU is provided by the battery. During this period the IRUs are oriented to true north and establish their current position. Failure of any IRU is normally indicated by a FAULT light on the IRS panel. The aircraft cannot be moved during the quick alignment period. raw data from the IRU can be displayed and position information can be entered during alignment. This information includes: aircraft attitude. Moving the IRS Mode Selectors out of NAV and into ALIGN starts the procedure. latitude/longitude. the FMC updates its position using VOR/DME when the VOR/DME switch is in AUTO and suitable NAV signals are received. heading. When powered by the battery. The FMC is the primary interface for reading and entering IRS information. IRU alignment can only be restored on the ground. A successful alignment is indicated by the ALIGN lights extinguishing. and wind direction/speed. Inertial Reference System 128 . it is sometimes necessary to update the IRS to remove accumulated errors or establish a new known position. it is normal for the IRS position to “drift” from actual aircraft position. To prevent the IRUs from drifting disable the “IRS position drift” box. If the IRS position and the FMC calculated position differ you will get an FMC message to check your position. The Instrument Source Transfer Switches can be used to manage flight instruments during non-normal operation of the IRUs. failure of the left or right IRU is indicated by the loss of EADI and EHSI information on the respective side. The IRUs will then align when placed in NAV using the present aircraft position. the aircraft must be on the ground and cannot be moved during alignment. heading (true and magnetic). Additionally. Moving the IRU Mode Selector to ATT restores the attitude display on the affected EADI. Heading information is also available in this mode if a magnetic heading is entered into the To adjust the realism options that will make managing the IRUs easier or harder. The IRUs will always display present aircraft position. An alignment failure is indicated by the ALIGN lights flashing on the IRS panel. This is known as a “full” alignment. Heading information is then available on the affected EHSI. attitude. Normally. ground speed/track. The IRS control panel is located on the overhead panel and provides for control over three separate Inertial Reference Units (IRU). and acceleration information to any system that requires it. affected IRU using the IRU panel or the CDU POS INIT page. The right IRU is powered from the Right Main AC Bus. acceleration. From this panel. IRS Drift IRU Electrical Power If the “IRS position drift” option is enabled within the “Realism & Carrier Options”. 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. A successful alignment is indicated by the ALIGN lights extinguishing. IRU Failure IRU Quick Alignment After a full alignment of the IRUs. Failure of the center IRU is indicated by a NO LAND 3 message on the Autoland Status Annunciator and a C IRS FAULT message on the EICAS. To minimize the effects of IRS drift the FMC uses the average of the three IRU positions. the left and center IRUs are powered from the Left Main AC Bus.

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

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

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

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

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

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

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

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

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

Further dialogue boxes are displayed when required for each item. The SELCAL buttons have no function in the sim. 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. Select a number in the presented dialogue box for the desired response to a flight crew request. Radio & Communications 138 . Cabin Call A request from the cabin crew generates an aural tone and causes one of the CABIN CALL lights to illuminate. 2. Note When a request is being processed (after selection). This box contains the same selections found in the Level-D “Ground requests” menu.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. the ground requests menu is not available until the requested process has been completed. Ground Call Press the GND CALL button to display a ground crew interaction box. Press the number on the keyboard that corresponds to the desired interaction. 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 GPWS provides altitude callouts during landing to “GLIDESLOPE” assist the crew. 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.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. “WHOOP WHOOP PULL UP” Announced when dangerous proximity to the ground Multiple fault conditions are prioritized by the system so requires immediate action from the pilot. The 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. Crew Alerting System (CAS) This system continuously monitors aircraft systems for faults and failures. “TERRAIN TERRAIN” Closure rate to the ground is excessive. The Ground Proximity Warning System (GPWS) warns of hazardous flight conditions when proximity to terrain becomes critical. It also provides “SINK RATE” information alerts to assist the crew with situational Excessive descent rate near the ground. 40. most Warnings and Cautions are ground. These require crew action on a time-available basis. • Status Messages displayed on the lower EICAS STATUS page. Above 150 feet. all Warnings Announced when the aircraft has unsafe terrain and Cautions are inhibited starting around 80 knots and clearance at low airspeed. The GPWS utilizes data from the air data system. The warning envelope depends on radio inhibited so that only the associated Annunciator light altitude & airspeed. The warning resets the light for subsequent activation. airspeed. Some Warnings and Cautions are inhibited during “TOO LOW…GEAR” certain phases of operation. radio height and closure rate. radio Advisories. and EICAS message are generated. Fire Warnings are still active and do generate an aural alert on the ground. The Traffic Alert and Collision Avoidance System (TCAS) alerts of possible traffic conflicts. Below 150 feet. The warning that Warnings have the highest priority over Cautions and envelope depends on configuration. inertial reference system. alert and trigger the illumination of the master WARNING or “TOO LOW…FLAPS” CAUTION light on the glareshield. awareness. Both Warnings and Cautions generate an aural height and closure rate. aural and other visual alerts are provided depending on the type of failure. 10 and by an unacceptable margin. “TOO LOW…TERRAIN” During the takeoff roll and initial climb out. The Crew Alerting System (CAS) monitors aircraft systems. envelope depends on radio altitude and airspeed. situations when approaching terrain. These require crew action on a timely basis. instrument landing system and radio altimeters. airspeed. 100. set in the DH selector on the pedestal. 500. depends on airspeed and radio height. On the ground with both The gear are not down in close proximity to the engines shut down. MINIMUMS (based on DH setting on the pedestal). The following callouts are made based Announced when the aircraft is below the glideslope on radio height: 2500. Alerts are displayed on both the upper and lower EICAS screens when received. the activation angle is reduced progressively from 40 to 10 degrees at 30 feet. • Advisories Messages that are offset and displayed in amber on the upper EICAS. 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. 30. 20. The GPWS may not provide a warning for terrain that is abruptly vertical to the flight path and may not alert in the event of slow descents into terrain if the aircraft is in landing configuration. The warning envelope depends on configuration. The warning envelope until passing 400 feet radio height. Alert messages are classified as follows: • Warnings Messages display in red on the upper EICAS. For example. the announcement is activated past 40 degrees of bank. GPWS Aural Messages The GPWS system provides the following aural warning messages to the crew. Warning Systems 139 . a hydraulic low pressure condition generates an EICAS caution along with an Annunciator light on the hydraulic panel. These require immediate crew action. Additionally. • Cautions Messages display in amber on the upper EICAS. 50. The system also advises when an excessive bank angle exists by announcing “BANK ANGLE”. These messages are for low level faults that usually generate no indications in the cockpit.

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

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

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

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

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

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

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

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

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

.. These can include important menu items or required physical tasks (Press. Let’s adjust some FSX & Level-D settings... the flight crew must verify that the EEC switches are in the required ON position.  Charts Charts for Vancouver & San Francisco are available at chartfinder. www.. Click OK Level-D Settings From the Add-ons> B767 Specific> menu..... In the example below.... in abbreviated form........... The checklist item and action denote a task that is part of the Normal Procedures Checklist..oakartcc... No action is required if the swicthes are in the ON position.. choose SETTINGS. milibars) This tutorial contains text and layout conventions that will assist the user.... Enter. Imperial measurements (pounds) will be displayed throughout the tutorial when possible.... Some will simply require verification that certain switches.Level-D Simulations 767-300ER Tutorial Flight 149 Mission Setup   The missions included with the 767 for FSX do not present a “reward” for the successful completion of the Golden Gate Run.. Tutorial Conventions FSX Settings From the FSX menu bar. FOLDERS Numbered folders (i. We are still exploring the limits of mission creation with the 767 and hope to release “reward mission modules” in the near future. 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. Checklists contain........... The checklists are grouped in sections and in chronological order..czvr.. Checklist Action Explanation of the Checklist Item and Action. panels... (2)...ca or www. Set the following options: General > Deselect “Pause on Task Switch” International > Hybrid (feet.....vatsim.. Perhaps users will be inspired to try to create their own Level-D 767 missions.. set:  Level-D Gauge Sounds> 50%  Level-D Voices> 80%  First Officer options> User Choice  Crew Voices> User Choice  Click OK Tutorial Flight 149 .net... Check to make sure both switches are ON. and/or systems are in the listed checklist action description or ready state..... Open.ON BOLD TEXT In general. information required by the flight crew to operate the aircraft. choose......... 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 ..  AFDS automatic multi-channel  GPWS altitude callouts  EADI Displays A/T flag  Airspeed BUGS option  Load carrier options with flights from Realism. (3).. confirm: Realism and carrier options from Carrier dropdown menu... » Speedtape EADI » Dual cue Flight Director » Climb Thrust Derate Washout > None & confirm or set... CHECKLISTS Checklist Item . etc....) and allow for a quick starting point of the corresponding section of the tutorial..e 1 ) denote the option to import numbered tutorial panel states (Golden Gate (1).. which means that all weights will be shown in kilograms.. bolded text denotes an action that must be completed. These switches are always left ON  This tutorial will use the International “Hybrid” units of measure option... Choose).... Not all checklist items require an action. Checklist Items and Actions appear in bolded text and may be followed by an explanation of the task in smaller text.com.. Print the charts listed below: CYVR VANCOUVER INTL Miscellaneous TAXI & PARKING AREAS Departure VANCOUVER DEP KSFO SAN FRANCISCO INTL Arrivals GOLDEN GATE FOUR QUIET BRIDGE VISUAL Approach » 28R ILS OR LOC From the Level-D Simulations> Preferences> menu..

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

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

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

Level-D Simulations 767-300ER

Tutorial Flight 153

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

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

Manual entry of route

Pre-programmed route

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

Level-D Simulations 767-300ER

Tutorial Flight 154

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

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

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

<SEL> <SEL>

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

PERF INIT
Let’s enter the performance data available on the FSBuild flight plan included in this tutorial (KG or LBS).

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

The aircraft configuration is: Pax & Cargo 27,369 kg 60,337 lbs Zero Fuel Weight (ZFW) 116,700 kg 257,337 lbs Fuel 17,100 kg 36,200 lbs Gross Takeoff Weight 133,828 kg 293,537 lbs See the tutorial appendix for more information about how this flight was setup with the Configuration Manager.

Press the 6R LSK abeam the PERF INIT> prompt. The PERF INIT (1/1) page displays.The calculated fuel <CALC> is automatically set at 17.1 (17,100 kg) or 36.2 (36,200 pounds) at the L2 position with data entry boxes below the GR WT (Gross Weight), ZFW (Zero Fuel Weight), RESERVES, CRZ ALT (Cruise altitude), & COST INDEX columns. Enter the Zero Fuel Weight (ZFW) of 116.7 (kilograms) or 257.3 (pounds) into the scratchpad.

<SEL> <SEL>
<SEL>

133.9

3.1

Tutorial Flight 154

Level-D Simulations 767-300ER

Tutorial Flight 155

Press the 3L LSK (ZFW column). The scratchpad entry of 116.7 (257.3) will transfer to 3L position. A Gross Weight (GR WT) value will autofill at 1L position. GOTCHA! Be careful not to transfer the ZFW value to the 1L (GR WT) position. Not a good thing! Enter the Reserves fuel of 3.1 (3100kg) or 6.8 (lbs). Press the 4L LSK (RESERVES column). The reserve fuel entry of 3.1 will transfer to 4L position. Enter a cruise altitude (CRZ ALT) of 37,000 feet into the scratchpad (370, FL370, or 37000 formats are accepted). Press 1R LSK (CRZ ALT column). The pad entry will transfer to the 1R position as FL370. Enter the Cost Index of 90 into the scratchpad. Press 2R LSK and the cost index scratchpad entry of 90 will transfer to 2R position. Pause for the Cost Index...
If you’ve ever wondered “How does the cost index work?” you are not alone. Understanding and computing the cost index is a complicated affair. We are not prepared to offer the definitive answer (we may run out of paper in the process), but, what we can say is that the cost index is derived from these factors: current fuel cost, maintenance costs, flight crew and cabin crew cost per hour, aircraft leasing costs, airline schedule requirements, as well as trip distance, aircraft load, and cruise altitude winds. The FMC Economy (ECON) calculations are based on the value entered in this field. The standard value entered is 80. Values can range from 0 to 9999. Entering “0” gives maximum range airspeed and minimum fuel consumption. Higher values increase the cruise speed and fuel consumption for the calculated ECON speed. As reported in the LDS767 forum each real-world airline computes and adopts their own CI (cost index) figures. Here are some of the (unconfirmed) figures that have been reported in the forum: Air Canada ................................70 British Airways ..........................40 Delta ......................75, 113, & 377 First Choice ..............................60 United ........................................40 A low cost index causes a lower cruise speed. Maximum range cruise or the minimum fuel speed schedule may be obtained by entering a cost index of zero. This speed schedule ignores the cost of time. A low cost index may be used when fuel costs are high compared to operating costs. Modifications to the cost index are accepted within 10 nautical miles of the top of descent.

TAKEOFF REF
The TAKEOFF REF (1/2) page displays. Press NEXT PAGE to display the TAKEOFF REF (2/2) page. We will now program the takeoff data with the outside air temperature, winds, runway conditions, flaps settings, and CG trim. Once this data is entered, the aircraft’s V-speeds are automatically calculated and displayed in the right column. But, let’s program the TAKEOFF REF (2/2) page first.

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

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

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

Level-D Simulations 767-300ER

Tutorial Flight 157

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

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

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

If the legs look as depicted above, we can move one. Press the EXEC button to accept the changes.

Press the LEGS function key if the LEGS page is not open. The ACT RTE1 LEGS (1/4) page will display with the STEP> prompt at the 6R position.

Note that when the EXEC button was pressed, the LEGS page changed back to ACT from MOD and the 6L prompt reverted back to <RTE2 LEGS. The route modification was successful. Good work. Almost done with the FMC setup.

Press the 6R LSK STEP> prompt to cycle through and display each waypoint of the route on the EHSI. The prompt <CTR> will appear in the center of the CDU
Tutorial Flight 157

Level-D Simulations 767-300ER

Tutorial Flight 158

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

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

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

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

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

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

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

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

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

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

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

Level-D Simulations 767-300ER

Tutorial Flight 159

5  Setting the AFDS

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

146

260

7000

AFDS Panel.......................................................... Set

Nav1 Radio – Located to the LEFT of the MCP. Set manual frequency if required, otherwise set to AUTO. Select AUTO. FD Switch — ON A/T Switch — OFF IAS/MACH —Set V2 from FMC. V2 is 146 knots. HDG – Set as required: runway heading 260. ALT – Set as required: 7000’ as specified the departure YVR3 departure chart, though we will go direct YYJ. Disengage bar — UP Nav2 Radio — F/O Panel. Set manual frequency if required, otherwise set to AUTO NOTE These checks should be done after the IRU’s have aligned. Confirm NO FLAGS on main instrument panel. Instrument Source Selectors — NORM Airspeed - Check & set takeoff speed bugs. Use the automatic bug setting mouse click area - the lower left corner of the Airspeed Indicator - for easy setting. RDMI — Set pointer controls and verify headings EADI — Check EHSI — Check. Range and display mode set as required. (Set Map mode at 10 nm). ASA — Blank Altimeter — Set altimeter VSI — Indicates 0 Clock — Set. Standby Instruments — Set

EICAS ............................................................. Check
Check CAS messages for abnormal indications. Check engine gauges for normal indications. Check STATUS page and set lower EICAS screen to the ENGINE page.
R ENG SHUTDOWN L ENG SHUTDOWN SEATBELT OFF L FWD ENT DOOR BRAKE SOURCE C HYD PRIM2 PROBE HEAT PARKING BRAKE PROBE HEAT

Flight Instruments............................................... Set

TRP .............................................. Set TO and derate
These are preselect derates for CLB 1 or CLB2. For this tutorial, we will not “derate” our takeoff. For more information, consult the LDS Performance Manuals available at the Level-D FAQ forum.

Flap Indicator ................................................... Set 0 Alternate Flap Selector .................................. NORM

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

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

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

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

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

Tutorial Flight 159

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

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

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

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

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

.. Press VNAV (FK)..... so without further adieu... On this page.. step climb information...... The use of autobrakes is at pilot discretion. Press VNAV (FK)... Set speed bugs for landing (use automatic bug speed mouse click area for easy setting)... Verify FMC arrival and approach.. you can view your Enter the appropriate descent (300 knots) airspeed destination runway.. Don’t touch anything! When the aircraft reaches T/D it will automatically descend to the targeted MCP altitude (11000’) at LOZIT. Airspeed Bugs. On this page.. Enter 240/10000 into the scratchpad...... try a different descent option. destination estimated time of arrival and fuel.... Press 1L LSK 10000 to 1L (CRZ ALT). The ECON DES (3/3) Press FLCH (MCP). Set Set. Set local altimeter San Francisco where we can enjoy some of the sights Below 10... and step climb format.... Press VNAV function key. the speed transition altitude.... San Francisco to Vancouver... Set Autobrakes .. enjoy We’ve already done this... VNAV descent... The aircraft be should nearing the T/D.. 2...... Press EXEC... The aircraft will descend to 11000’... baby: you have one hour to turn the aircraft around and ATC wants you on Runway 28L.. your return leg has arrived via the Program arrival & approach fixes. and the optimum and maximum calculated flight levels.. FLCH (Flight Level Change)...... the runway altitude. 4.. But. final speed & flaps/ setting.... as well as access FMC sub pages..... and press 4L LSK to set the Speed Restriction. or request the right side (28R)....... page will be displayed.. That means planning the procedure for go-around and/or missed approach.. Press NEXT PAGE function key... ACARS (CUIT2... Press NEXT PAGE until DES NOW> appears at the CDU’s 6R LSK.000 feet . Press 6R LSK..... ACT ECON CRZ page will display..ON and sounds of the Bay area. the speed for the (IAS/MACH on MCP)..... cruise speed... Unfortunately...RBL J1 SEA PAE. Enter 11000’ in the Altitude Target Window on the MCP. discuss..... ACT ECON CRZ page displays..... you can view the flight level. other pertinent information that you and your crew will need to make a safe landing.. the VNAV descent.... As required Approach briefing ..... Tutorial Flight 165 .. You can manually change your flight level.... The ACT ECON CRZ (2/3) page will be displayed. The aircraft will descend to 11000’..... Choose a descent option below... The SPD TRANS will be Enter 11000 in the scratchpad. descent.... step climb format (in this instance RVSM (2000)).. make the changes..... The DES NOW> at 6R position will enable an immediate descent to the commanded MCP altitude.. Set 1 through MAX AUTO as appropriate...Complete Review.. if you want to try the tutorial again...... ‘frisco.. Change the Cruise Altitude... 3.. removed and the SPD RESTRC will be set.. as Flight 003............... evaluate... For this tutorial we will use the first option. and confirm all aspects of the impending arrival.. Descent Options 1.000 feet Landing Wing Lights . DES NOW > to descend before the calculated T/D. cruise speed............ Press EXEC. You can manually input a speed restriction....PAINE1).....Level-D Simulations 767-300ER Tutorial Flight 165 VNAV Page Let’s look at the VNAV pages...... tune and identify instruments and radios required for an instrument approach...... let’s get serious and drop this aircraft into Below 18. but if you are flying online.. Descent When the aircraft is approximately 30nm back of the T/D Dial 11000 in the MCP ALT Window.... Flight Instruments and Radios ... So.

• Right turn 103°. • Though not SOP. Tutorial Flight 166 SW-2. SW-2. FLCH mode. • Verify that the FMC data is correct.5mins 10 3° . HDG SEL mode. 15 FEB 2007 to 15 MAR 2007 • Don’t forget to ALERT the F/A’s BEFORE you begin the descent phase. • Go around: 281°.5 minutes (depending on the aircraft speed). climb to 3000’ direct to VIKYU INT and hold. take the time to reexamine the charts and brief the flight crew on the planned approach. right turn base leg to 230° or direct the DUMBA waypoint. • Intercept the 28R LOC (111. Use the reminder to ALERT the F/A’s of the descent.Level-D Simulations 767-300ER Tutorial Flight 166 Approach Briefing !  During the initial descent. Consult the charts on this page. the Bay” visual ap 070° ~ 1 to SW-2. I prefer to start the APU on the downwind leg (just in case). 15 FEB 2007 to 15 MAR 2007 1. Descend to 3000. 070° heading. • Outbound SFO 1 to 1. This is the plan: • Cross LOZIT at 11000. 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). • If you are running an active weather program. No need to have the coffee carts rolling down the aisles! • The RESET MCP ALT message (FMC scratchpad) displays 20nm back of T/D as a reminder to reset the MCP altitude to a lower value. 220 knots. 15 FEB 2007 to 15 MAR 2007 SW-2. reset the altimeter to the KSFO local barometric setting once the aircraft has passed 18000 feet. • When G/S Deviation Scale (EADI) above the center mark.7 & 283°). • Depart SFO heading of 070°. downwind leg.

5 minutes has elapsed.the airspeed invisible click spot . Dial the MCP target heading to 103° to prepare for the right turn for the downwind leg. The FMC message DRAG REQUIRED will display in the scratchpad if the vertical path restriction cannot be met. Dial to 220 to set DH. The FLCH button will The aircraft will descend to 3000’ at 200 knots. The flap/speed setting of 25/137 will be EADI displays THR HOLD | SPD | HDG SEL | CMD entered in the scratchpad. The MCP’s IAS/MACH window will display the We’ve got great weather on a visual approach. Dial 200 into the MCP SPD window. We want the aircraft to continue on the heading of 070°.org/wiki/Instrument_Landing_System Tutorial Flight 167 . Reset the airspeed speed bugs for the arrival . direct SFO. the approach must be aborted and a Missed Approach procedure will be initiated. stick out the Speedbrakes <SHIFT></> to slow the 767 down. 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. The aircraft will set to 200. Allow the aircraft to settle at 240 kts and 6000’. Press the HDG SEL button. Press the MCP HDG HOLD button. We want the aircraft to continue on the heading of 124°. The APPROACH REF Display (upper left corner button on the clock) to start the page (1/1) displays.. Therefore. Once the aircraft is level at LOZIT at 11000’. until 1 to 1.5 minutes.and get ready to get busy! As we get closer to the LOZIT waypoint. When the aircraft crosses the SFO VOR. the (auto)pilot will follow the ILS and descend along the glideslope. adjust the nose attitude to meet the commanded speed. Get those speedbrakes out! The aircraft should be nearing the LOZIT waypoint. this altitude is 200 feet above the runway).. where the aircraft will climb back to a predetermined altitude. Do not press the HDG SEL button. If it looks likes the aircraft may miss 240 knots at LOZIT. We need to time the We need to set our flaps and VREF for the approach outbound leg. At this point. Once established on an approach. Fly outbound from the SFO VOR for 1 to 1. Time to lower the altitude and speed. The aircraft will turn to the assigned MCP heading of 103° and head south above the San Francisco Bay. From there the pilot will either try the same approach again or divert to another airport. into San Francisco. 4R position. illuminate. http://en. Dial the MCP target heading to 070° to prepare for the left turn at the SFO VOR. Decision Altitude/Height The aircraft should be nearing the SFO VOR.. 137KT text. EADI displays THR HOLD | SPD | LNAV | CMD APPROACH REF The " EADI Displays A/T flag” option is enabled. By default the DH is is the aircraft to descend at 240 knots. Press the MCP HDG HOLD button to command the A/P to HOLD the current heading (124°). but you current airspeed. Press the CHR button (Chronometer) on the Clock Press the INIT REF function key.. The scratchpad entry of 25/137 will be transferred to the Press the MCP FLCH button.. Press the 4R LSK (---/---) in the FLAP/SPEED column. until the Decision Altitude is reached (for a typical Category I ILS. to command the A/P to HOLD the current heading (070°). The aircraft will turn to the assigned MCP heading of 070°. the A/T flag will be displayed below the first column at the top of the EADI if the A/T is engaged. watch the airspeed. Once the time has elapsed on the CHRONO. The elapsed time will now display on the ET/CHR Press the 2R LSK abeam the flaps 25° and VREF digital display. Do not press the HDG SEL button just yet. If neither can be seen. timer. Dial 3000 into the MCP ALT target window.wikipedia.. the pilot must have the runway or its approach lights in sight to continue the approach.Level-D Simulations 767-300ER Tutorial Flight 167 Press the HDG SEL button. Dial 6000 into the MCP ALT (Altitude) target window Press the MCP FLCH button.

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

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

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

. .. 125 DSC 174009 OAK 124 250 243 00/03 01/40 ...6/W12329...70 031 DCT N4814.. 0030/...7/W12227.D5 H WIND ATC ACTME ETA ATA ACBO ABO REM AREM N4843.. . 133173 123336 M002 CG/TRIM DEST KSFO 009837 0141 .0 YYJ 113..80 006 GOLDN4 N3737. .../. 117 DSC 358017 OAK 120 210 222 00/01 01/41 ..... ..5 ELMAA 050 J589 N4429.././.3 LOZIT 015 GOLDN4 N3741. 27369 116728 EXTRA 001387 0020 ... .. Tutorial Flight 171 ... 0078/..9/W12317. 0136/. 168 CLB 261066 SEA 160 469 461 00/02 00/13 .../.1/W12222.5 SQUIM 029 J589 N4759../. .... . 0133/...8/W12324...4 SFO 115. 0098/.. 133800 26% / 2.. 0145/.30 017 GOLDN4 N3804.. 344 358017 OAK 345 210 194 00/00 01/41 .. .GOLDN4/0141 TO NM AWY M/H FL M/C TAS G/S ZT 7000 JA J H P D .70 062 GOLDN4 N3753.... 0081/..1/W12314. 0079/./. ../. .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 .... 0106/. .. . 169 370 273072 SEA 160 460 462 00/20 00/40 .5 TOC 016 J589 N4708.....9/W12240. 0084/. 0078/.0% DEP BIAS 0 MIN 0 DIST 0 FUEL.. 0080/.3 DUXBY 016 GOLDN4 N3737.. 0019/...../.. 0028/...0 PYE 113.. 166 370 272037 OAK 161 459 456 00/30 01/20 .. 0129/. 0035/.. ./.4 ENI 112.20 079 J589 N3921.1/W12222.4% DSC BIAS 0.40 159 J589 N4310. . . 17. 0114/.... 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 . DIST 0709 YVR3 26L REQD 016475 0316 . 169 370 272039 SEA 165 459 459 00/10 00/50 .... 0084/.. ALTN KOAK DIST 9 HOLD 001040 0015 .. 125 DSC 166016 OAK 124 290 276 00/03 01/36 . .......9/W12321. 0066/... ..6 CVO 115. ../..1/W12316. 0058/.. 10 FT RESV 003120 0045 . ./.5/W12319./. 0050/. 171 370 273084 SEA 160 457 461 00/06 00/19 ..7/W12252. . ARR BIAS 0 MIN 1200 FUEL YYJ J589 RBG.6/W12327. ELEV..4 ALTN 001091 0015 . . 0085/...0% CRZ BIAS 2. .1 RBG 108./... ...9 TOD 230 GOLDN4 N3903. 169 CLB 260069 SEA 159 406 398 00/04 00/11 ...100 . 0080/.. ZFW 116698 PAYLOAD 024698 TTL AT TO 016475 0316 .. ETD CLB BIAS 0... f s b u i l d . 0086/.4 KSFO 000 GOLDN4 183 CLB 155018 CZVR 185 331 308 00/06 00/06 ... 146 DSC 315001 OAK 145 367 359 00/10 01/33 . 0083/..... 0085/.

..1/W12314.. 117 DSC 358017 OAK 120 210 222 00/01 01/41 . ALTN KOAK DIST 9 HOLD 002293 0015 .70 031 DCT N4814.. ./. 125 DSC 174009 OAK 124 250 243 00/03 01/40 ....9/W12317..0 PYE 113. 0078/... 171 370 273084 SEA 160 457 461 00/06 00/19 ./... .....20 079 J589 N3921. 0158/.. 164 DSC 247021 OAK 161 458 455 00/02 01/23 ../.Level-D Simulations 767-300ER Tutorial Flight 172 Flight Plan POUNDS w w w.. 146 DSC 315001 OAK 145 367 359 00/10 01/33 . 166 370 272037 OAK 161 459 456 00/30 01/20 . ARR BIAS 0 MIN 1200 FUEL YYJ J589 RBG. .. 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 .4% DSC BIAS 0. 0159/. 0219/.. 0189/..20 REQD 034779 0316 . 0172/. 0128/.. . 169 CLB 260069 SEA 159 406 398 00/04 00/11 .. .3 LOZIT 015 GOLDN4 N3741.4 KSFO 000 GOLDN4 183 CLB 155018 CZVR 185 331 308 00/06 00/06 . ..6 CVO 115.. 0068/.9/W12321.. 0111/./. Tutorial Flight 172 ..1/W12222... 168 CLB 261066 SEA 160 469 461 00/02 00/13 . ../....40 159 J589 N4310. 291515 271371 M002 CG/TRIM DEST KSFO 020144 0141 . ZFW 256736 PAYLOAD 054336 257. 0061/..1/W12222. 169 370 273072 SEA 160 460 462 00/20 00/40 ./../..... 0043/. ./.5 SQUIM 029 J589 N4759. 0173/. 0279/.. 0182/.5/W12319. .9 TOD 230 GOLDN4 N3903.. 0146/.4 ALTN 002407 0015 ....4 SFO 115.../...337 TTL AT TO 034779 0316 ..4 ENI 112...1 RBG 108.. DIST 0709 26L 36. 60337 YVR3 EXTRA 003057 0020 .. 0236/.5 ELMAA 050 J589 N4429..0 YYJ 113. 0188/....6/W12329. 0269/.GOLDN4/0141 TO NM AWY M/H FL M/C TAS G/S ZT 7000 JA J H P D . 0201/.D5 H WIND ATC ACTME ETA ATA ACBO ABO REM AREM N4843.......6/W12327.70 062 GOLDN4 N3753. 0174/.80 006 GOLDN4 N3737..5 TOC 016 J589 N4708..... 10 FT RESV 006878 0045 ./... . 293500 26% / 2.. ..... ELEV.. 169 370 272039 SEA 165 459 459 00/10 00/50 .9/W12240./. 0304/. ... .. 0286/....... . . 125 DSC 166016 OAK 124 290 276 00/03 01/36 . . 0162/..30 017 GOLDN4 N3804. . 0175/.. 0164/.3 DUXBY 016 GOLDN4 N3737.. f s b u i l d .1/W12316.....7/W12227.0% CRZ BIAS 2.. . . 344 358017 OAK 345 210 194 00/00 01/41 ......../.7/W12252.. 0 ETD CLB BIAS 0.0% DEP BIAS 0 MIN 0 DIST 0 FUEL. 0185/. ./. ... . ..8/W12324.

. AWY – Airway ID from previous waypoint to current waypoint (SID. 5. FL – Flight Level or CLB/DSC (climb/descent). ID for current waypoint (Navaid or Fix) & Navaid Freq. NM – nautical miles from previous to current waypoint. Required Fuel.. . . . . Descent performance factors. .. ... enroute wind (+ for Tailwind. . ATC – Online ATC sector.2 YVR2 004 J126 N4853. REM – Remaining Estimated Fuel on board at wpt. . 0327/..6/W12307. . 17. . Aircraft Zero Fuel Weight (empty weight + payload) 18. . . 153 CLB 150018 SEA 154 276 260 00/01 00/03 . 3. Alternate Fuel and time 9. ELEV. Reserve Fuel and endurance time 8.. N4859. ZT – Segment time from previous to current wpt. 8. ETD [19] CLB BIAS 0. TO – data from last waypoint to current waypoint row.. 18.. [8] ALTN 002407 0015 . . 15. ICAO airport code for Alternate & Distance from Destination to Alternate (if listed) 17. WIND – Direction of Wind/Speed. M/C – Magnetic Course from previous to current wpt. .. Hold fuel and time 10. . . TAS and G/S – True Airspeed & Ground Speed...taxi fuel) 12. 19... [13]280406 [14]259835 [15]M011 [6] DEST KSFO 020570 0148 ../.. 11. Cruise Mach Number 4.. Climb. ./. Total fuel planned at T/O (= Required Fuel . Extra fuel and time 11. Adjust individual aircraft burn performance to accurately reflect changes in performance based on aging engines and more drag. [18] DIST 0737 [12] REQD 035206 0323 . 14. 0016/. 0024/..0% DEP BIAS 0 MIN 0 DIST 0 FUEL. Aircraft Type 5. 20.0% CRZ BIAS 2. 1. Planned Landing Gross Weight 15. STAR.. 16. Taxi fuel and time 6. Avg.. .Latitude/Longitude of current waypoint. 0335/. 0341/. Airway). . ETA/ATA – Field to manually fill out Estimated Time of Arrival and Actual Time. ACBO – Accumulated fuel burn from DEP airport to current waypoint. ATC and Flight Plan Route. ABO – Actual fuel burn. Navlog Main Flight Plan Legs Data M/H TO NM AWY M/C N4904. AREM – Actual Remaining Fuel on board at wpt. for manual tracking of fuel score.9 148 YVR 115. 4... [10] EXTRA 003057 0020 .4% DSC BIAS 0. Planned Takeoff Gross Weight (LBS or KGS) 14. 10. ..90 007 DCT 150 FL WIND TAS G/S ZT ACTME ETA ATA CLB 110010 268 263 00/01 00/01 . Total planned route distance from Dep to Dest. . [16] ALTN KOAK DIST 9 [9] HOLD 002293 0015 . NXXX/WXXX .6/W12308. 6. Cruise. . 7. 13.6/W12308.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 .. . ATC ACBO ABO REM AREM CZVR 0010/. ATC Callsign or Flight Number 2.for Headwind) 16. 12. Tutorial Flight 173 . Destination Fuel burn and time 7. ARR BIAS 0 MIN 1200 FUEL [20] CYVR YVR J126 EUG J143 ENI. sum of all above fuel amounts 13. . Three or five letter waypoint ID (TOC/TOD =Top of Climb or Descent) 2. [17] ZFW 245200 PAYLOAD 048200 [11] TTL AT TO 035206 0323 . 10 FT [7] RESV 006878 0045 . M/H – Magnetic Heading from previous to current wpt. 9. ACTME – Accumulated time from DEP airport to current waypoint. .4 YVR11 006 J126 158 CLB 100012 SEA 160 268 266 00/00 00/02 .PYE1 KSFO/0148 1./. ICAO code Departure / Destination w Runway ID 3.

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

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

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

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

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

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

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

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

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

Configuration The Configuration Manager is installed to your Desktop by default.rte) to the default “rte” file location: C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\Level-D Simulations\navdata\Flightplans. • Choose the Level-D 767 in the dropdown menu and click the “Download File” button. • Press Save Settings to save the configuration file. It’s retro cool! If you’d prefer another airline livery. Aircraft Livery Go ahead and use the default Level-D 767. Remember. • Click on the Proposed Fuel minus button to load 35.txt “.000 lbs (15. or load the “Golden Gate Run 1” from the Add-on> B767 Specific > Import panel data from a flight.simroutes. Saved Files Create your own start-up file (see Creating a Situation file). A new screen will display the Cargo subscreen. Load the cargo levels for each compartment as closely as depicted.GOLDN4 flightplan. • The aircraft is loaded with approximately 60.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.337 pounds.com. 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.\Flight Simulator X\SimObjects\Airplanes\LVLD_B763” folder. Choose from these options: • Basic Aircraft Configuration.4 Hold Hold Hold Hold Hold Zero Fuel Weight l Proposed Takeoff Fue Takeoff Weight Takeoff %MAC Takeoff Trim Tutorial Flight 183 . menu. • Click on Passenger Load button to return to the main screen. Flight Planning Open your internet browser and navigate to http://www.com. • Print the 767LoadSheet. 2. • Click on Cargo Load button.727 kilograms / 257. select Random.leveldsim.. you must manually adjust the fuel load in the aircraft later. • Choose the YYJ J589 RBG..337 lbs (27.. • Enter CYVR as the departure airport and KSFO as the arrival airport.876 kg is close enough to get the trim setting.369 kg) (Cargo & Passengers) for a Zero Fuel Weight (ZFW) of 116. many user-created “repaints” are available on the internet as well as http://www. 3.876 kg) of fuel for the flight. but 15. 4. 1. select Long Haul Flight • Load Type. • Save the file (CYVRKSFO. Use the Repaint Manager (default installed to your Desktop) to install the livery to FSX. • Press Exit to close the Configuration Manager.

Level-D Simulations 767-300ER Tutorial Flight 184 Resources Level-D 767 Support and Information Level-D Simulations http://www..com Big Boeing FMC Guide http://www.flyaoamedia. Also. 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  .fmcguide.com/forums Flight1 http://www.leveldsim. Tero Partanen.fsbuild.schiratti..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.html  Books Level-D Simulations 767 Print Edition Manual http://flightlevelpub.utem.com Charts http://chartfinder.fsinsider.com Standard RVSM Flight Levels EASTBOUND 0° to 179° IFR VFR 1000 3000 3500 5000 5500 7000 7500 9000 9500 11000 11500 13000 13500 15000 15500 17000 17500 190 190 210 210 230 230 250 250 270 270 290 290 310 310 330 330 350 350 370 370 390 390 410 410 430 430 WESTBOUND 180° IFR 2000 4000 6000 8000 10000 12000 14000 16000 180 200 220 240 260 280 300 320 340 360 380 400 420 to 359° VFR 4500 6500 8500 10500 12500 14500 16500 180 200 220 240 260 280 300 320 340 360 380 400 420 Pilot Tools NavData http://www. LDS767 forum-dwellers Victor Sussman.flight1.com Programs Microsoft FSX http://www.com/ Mike Ray’s 757/767 Simulator & Checkride http://www.vatsim.com FSUIPC http://www.simroutes. BoeingDriver (Chuck Gehman) and Check Airman (Daryll Wilson) for taking the time to proof the tutorial and offer their sage advice and tutelage.com Angle of Attack Level-D 767 DVD Training http://www.com FSBuild http://www.net Route Planning: SimRoutes http://www.com http://www.leveldsim.com/dowson.navigraph. with a special thanks to the 2 Ian’s and the Finnish Flash.

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

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

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

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

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

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

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. Instructions included with utility & manual documentation Electrical Flight Model Cockpit Exterior Interior Miscellaneous Support SDK Configuration Manager Repaint Manager Addendum 191 . Gauge light not diminished if flying into sunlight • RDMIs: VOR/ADF flags show and pointers INOP when source data is not available • EHSIs: ADF pointers do not display when source data is not available • Updated default Level-D keyboard commands for FSX compatibility • Fixed unwanted RAT deployment while loading a flight • Level-D menu items are now dynamic (they disappear when they were grayed in FS2004) • A/T will maintain Flight Idle ~32% in all AT modes • Fixed the A/T going to IDLE in VNAV_PATH cruise if above cruise altitude • Enhanced Pilot’s manual including comprehensive tutorial flight • Start-up flight for the tutorial included (see FSX Missions) • Fixed SPD light on Aerosoft’s MCP when FLCH is in altitude capture mode • Updated LVLD_SDK headers for C++ compatibility • Added “L:LVLDAutobrakes” xml read/write variable • Updated and revised for FSX. Instructions included with utility & manual documentation • 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. 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.

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

This is the way it works in real life.microsoft. Press the “Click here to Reinstall” button. To cancel the sound. Set the bug in the 2D panel and return to the VC and “bugs” will be set. or restore Ground or APU power. How can I view the Loadsheet created by the Config Manager? Simply create a shortcut to your desktop of “. Find the following string of text: TIP_AT_STARTUP=1. but Level-D Simulations does not create or maintain these procedures. That will set the FS NAV2 radio. this is what you’ll see.txt Can I use the old Flight plan format from the 2000/2002/2004 versions of the 767 in the FSX version? Yes. Within two minutes the RUN indication will tell you that the APU is available. Why? The Configuration Manager is working properly. This is a “proposed fuel amount” only. The SIDS and STARS still don’t show up in the FMC. The only way to get the lights to work independently would have been to remove the flexing wings feature (and nobody wants that!). Why won’t the transponder accept “0” as an entry? Enter the non-zero digits. 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. I hear a high pitch siren when I shut down the APU. Shut off the cargo heat switches on the overhead.net. this is modeled as it is in real life. Safest bet is to use 4x max. center and right A/P manually before the AFDS system will be active for an autoland. 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. If you start Flight Simulator. 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. you will have to manually load the fuel via the menu bar to match the amount you have “proposed”. Set the required frequency manually in either the Left or Right NAV radio on the MCP.rte flight plan format can be used in the Level-D 767 for FSX. with your key file. I load the 767 in FSX and the fuel is always at 100%. 10. I can’t sit for 12 hours and fly at 1x sim rate. (Note that you must select the arrival runway in the FMC for this option to work). why? Due to limitations in the program that is used to create the exterior of the aircraft (G-max). The FS NAV2 radio will stay on that frequency until an ident is done on a different frequency. Why do the HF radios emit static? HF is not simulated in FS. You can cancel the Setup process if you already have the Level-D product installed. Due to sensor construction/operation you will not see the indication report mid travel position from flaps 0 to 1. just toggle it. Download the msxml. it will only accept valid VOR frequencies. Addendum 193 . 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. but it doesn’t do anything. 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. Why is the TAI indication green all the time ? This is correct behaviour for the aircraft modeled. You don’t need to leave the ident on. To tune the ILS. Bad License message. The APU doesn’t seem to be starting.ini” file with NOTEPAD. is it broken? Nope. The HF radios are non-functional. Once FSX has started and the Level-D 767 loads.Level-D Simulations 767-300ER Addendum 193 Tips & Tricks from the Level-D forum MAINTENANCE Can’t tune NAV2 for FS-Add-ons? Some FS addons activate features by having the user tune the FS NAV2 radio to a specific frequency. the old 767 ..msi file from http://www. PROCEDURES The SIDS and STARS don’t show up in the FMC. but here’s a trick that will let you tune the internal FS NAV2 radio. you need to run the downloaded exe. the leading zero will fall into place. The static is simulating the static heard when no transmission are being made on the HF frequencies. SETUP The Configuration Manager isn’t working. What’s going on? The APU start time has been modeled to take between 1 and 2 minutes to start. VIRTUAL COCKPIT I cannot set the air speed bugs in the VC with the hidden click spot on the Airspeed indicator.0 Service Pack 2 (Microsoft XML Core Services)). when I have set the fuel in the Configuration to less than 70%. The LDS767 doesn’t use the internal NAV2 radio. You cannot tune ILS frequencies in the real aircraft’s NAV receiver either. Turn both flight directors off to disable all MCP modes.com/downloads/details. why? Select airport procedures are included with the 767 for FSX. AIRCRAFT SYSTEMS The flap indicator jumps from 0 to 1. enter the frequency and course on the ILS Control Panel on the pedestal (This will tune the left.. it does not set the fuel load. While it does change and set the cargo load. What simulation rate can I safely use if I want to cut down the flying time? 4x is recommended. Change the value to read: TIP_AT_STARTUP=0. What am I doing wrong? You are tuning the NAV1. But 8x has been tested with a routing that is relatively straight and no winds. Otherwise. the position lights are tied to strobes. 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.msi (MSXML 4.000. The start time is realistic. Then select that radio’s IDENT switch on the audio panel. to re-install your license. and share your work by uploading to a flight simulation file service. Why? The airspeed click spot to set the “bugs” is only available on the 2D panel. ZFW and GR WT in FSX. The only frequencies that do not have static are 5.000. The procedures are created by users. The strobes lights only turn on if the position lights are on. there are freeware and payware services which offer a selection of procedures. not the ILS receiver. I tune the ILS frequency and front course on the glareshield radio.\Flight Simulator X\SimObjects\Airplanes\LVLD_B763\767LoadSheet. To help with realism you can play the real Atlantic Oceanic during you flight at LiveATC. You will have to create your own. centre and right ILS receivers in the main equipment centre). These frequencies broadcast a clock tone. why? NOTE: Your machine may need the file called msxml. arm the left. 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. Alternately. and you get a message that you have a bad license.000 and 15. switch the all three IRS’ on the overhead panel from NAV to OFF. You will need to be connected to the Internet.

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

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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