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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The Boeing Aircraft Company’s development of the -300ER began in January of1985. and the Thrust Rating Panel (TRP).85 m (52 ft 0 in) Tailplane span 18.67 m (176 ft 1 in) Height overall 15. cruise and descent. 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. 2006.000 310.425 TOTAL 73.449 X 2 22.289 m Metric (kg) 89.000 288.62 m (61 ft 1 in) 767 firsts.S.. SYSTEM (Feet.100 feet M0. • vacuum toilet waste system. • widebody airplane to offer a choice of three passenger sizes -. Powered by two General Electric CF6-80C2 engines rated at 61.140 Aircraft Dimensions Wing span 47.518 10.070 X 2 Center 80. fire handles. fuel cut-off switches. • common pilot type rating with the Boeing 757.669 X 2 6. Engine controls include the throttles. Milibars) Tank Kilograms Liters Main Wings 18. airlines had ordered five hundred and thirty-four 767-300ER’s.454 130.379 Imperial (FSX Settings> General> International> U.000 408. Fuel Load Metric (FSX Settings> General> International> HYBRID (Feet..977 X 2 Center 36. 767-300ER and 767-400ER • large commercial airplane to use efficiency-enhancing “raked” wingtips. • airplane to achieve both 120.473 45. Controls & Fuel Two high-bypass turbofans in pods.the 767-200ER.000 TOTAL 161. Introduction 18 .80 (530m / 851k) 350 Power Plant. pylon-mounted on the wing leading edges.57 m (156 ft 1 in) Length 54.909 73.500 pounds of thrust per engine. • two-person flight deck on a widebody airplane.740 6.909 140. EEC switches. higher gross weight version of the aircraft. Operating Empty Weight Max Takeoff Weight Max Zero Fuel Weight Max Landing Weight Max Fuel Weight Range: Imperial (lbs) 197. Fuel in one integral tank in each wing.94 m (180 ft 3 in) Fuselage 53.Level-D Simulations 767-300ER Introduction 18 Level-D 767 Specifications The 767-300ER is an extended-range. Inches) Tank Pounds Gallons Main Wings 40.738 24.121 km Typical city pairs: Los Angeles/Frankfurt Max Cruise Altitude Normal Speed (FL350) Max Seating Capacity 43.and 180-minute ETOPS approval.000 161.400 12.371 91. and 514 orders had been filled.545 185. and in centre tank with refuelling point in port outer wing. • to use brakes made of carbon fiber. As of December.

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

. NOTE Secondary checkbox option to “Import FMC Data with Panel Settings”. Once you’re satisfied with the panel state you have. That’s it. Once that file is saved. they are usually greeted with an aircraft that is powered and ready for flight. The simulator will load with the engines running.. It’s a simple and efficient way to start a flight. The file has been saved. This page describes how to save a file for future use. choose any Level-D 767 aircraft. we have included some start-up flight deck configurations that can be imported to any location your 767 is parked at. 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 .. • Shut down the aircraft. simply follow these directions: LOAD • From the FREE FLIGHT screen of FSX menu select “Load.” Choose OK. You can also setup and save your own “situation” file.. Press “Fly Now!” IMPORT • From the Add-ons > B767 Specific menu select “Import Panel Data From A Flight. For subsequent flights. • Choose the file you have saved from the “Load Flight” screen. Choose “Fly Now”..” button.” • Select any of the available 767 flights or one you have created. time & season or fuel. But.Level-D Simulations 767-300ER Introduction 20 Situation Files When our real world Captain and First Officer arrive at the flight deck. then. • Save the flight: Press “Save. Follow the “Shutdown” & “Complete Shutdown” Checklist(s) from the Normal Procedures & Checklist.. you can then quickly import the panel settings for every departure location. SETTING & SAVING • From the FREE FLIGHT screen/menu. weather.. Check to enable importation of FMC data. The panel (and aircraft) will revert to the state (the exact settings you have saved). • Choose IMPORT and press OK. Enjoy your flight.. what if you want to start the aircraft from a cold and dark panel state? Or. 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.

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

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

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

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

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. Lee Hetherington. testing) Introduction 25 . Bob Klemm. Eric Ernst Ian Mitchell. Jenny Van Caulart Aircraft Photographs David Barrington.K. Bill Van Caulart. Sean Trestrail (B767/A330 Captain). Dean Barry. Dennis Di Franco. Daryl Shuttleworth. Ana Di Franco. Eric Ernst. Anthony Vallillo (B767 Captain) Testing Haroon Anwar. Mark McGrath NAVData Richard Stephan (http://navdata. Mark McGrath. Daryl Shuttleworth Support & Tutorials Daryl Shuttleworth Crew Voices Maree Bach. John Triner Bill Van Caulart. Tero Partanen Operations Manual Eric Ernst. Dennis Di Franco Robert Hall. Daryl Shuttleworth. Marco Koolstra (B767 Engineer) Joe Panford (B767 Captain). Todd Legon. Tero Partanen. David Barrington.D. Mike Bevington. Eric Ernst. Jason Barlow.Level-D Simulations 767-300ER Introduction 25 Level-D Simulations Team Main Development Wade Chafe Laurent Crenier Pedro Sousa (FMC) Aircraft Visual Model Yutaka Mitsushi Aircraft & Panel Artwork Yutaka Mitsushi Gary Hayes Eric Ernst Aircraft Sounds Ben Alexander Brown. Ian Mitchell Mike Murphy.at/) Technical Advisors David Barrington (B767 Captain). Martin Pailthorpe (B767 First Officer). Eric Ernst (B767 First Officer). Gina Barrington.

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

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

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

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

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

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

NOTE On the ground. Cabin Pressure Differential Gauge 1 Pounds per square inch (psi). so the ground warning horn sounds. AUTO STBY OVRD 4 System is automatically controlled.000). Configures valves in the system 2 3 to allow cabin differential pressure to discharge air or smoke. 4.000 feet. Index rate is 500fpm climb & 300fpm descent. Auto Rate Selector 6 Selects the limit for cabin altitude climb and descent in the AUTO mode. Cargo Heat Controls Heat is directed to the cargo compartment when selected ON. Pressurization Mode Control Selects pressurization system operating mode. there is no airflow. Manually configures the system for flight. Additionally. 2 3 Equipment Cooling Controls 1. 3. Rotate the knob toward DESCEND to close the outflow valve. Selects number 2 automatic mode. These switches are normally turned ON after engine start and turned OFF after shutdown. 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). 6. CL= Closed. Passenger Oxygen Switch Located next to the EMER LIGHTS on the overhead panel. Passenger Oxygen ON Light The passenger oxygen system is operating and the masks have dropped.Level-D Simulations 767-300ER Air. Pressurization Indicators 1. Pressurization is controlled using the manual controller 4 5 3 2. Rotate the knob toward CLIMB to open the outflow valve. Pneumatic System 32 . 2. 1 4. Cabin Altitude Gauge Ft x 1. Push The passenger cabin oxygen masks drop. NO COOLING Light Illuminates if the system is in OVRD mode and no airflow is sensed. 1 Switches the cooling fans OFF. AUTO INOP light Illuminates if both auto controllers have failed or MAN mode is selected. Cabin Altitude light (depicted on the EQUIP COOLING panel) The CABIN ALTITUDE alert illuminates when the cabin altitude exceeds 10. with no differential pressure available. 2 3. Advisory Message PASS OXYGEN ON displays on the upper EICAS Air. SMOKE Light Illuminates if smoke is sensed in the system. Outflow Valve Position Indicator Indicates the position of the outflow valve. Equipment Cooling Selector Selects the equipment cooling mode. The automatic mode sets a pressurization schedule based on this altitude. Manual Control Knob Controls the outflow valve when MAN mode is selected. 2. AUTO 1 AUTO 2 MAN Selects number 1 automatic mode. Landing Altitude Selector Rotate the knob to set the landing field elevation. Cabin Rate Gauge Feet per minute (fpm x 1. 3. OP = Open. Pneumatic System 32 Pressurization Controls 1.000. 5. rather than recycled air from the forward cargo area.

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

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

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

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

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

the AFDS and A/T command a 2000 fpm climb at the airspeed displayed in the MCP IAS/ MACH window. Once armed. The GA modes remain active until replaced with the selection of a different lateral and vertical mode. pressing the GA button on the main panel or pressing the keyboard/joystick button assignment engages the Go-Around mode. GA is annunciated in green on the EADI as the current lateral and vertical AFDS modes. When GA is engaged.Level-D Simulations 767-300ER Autoflight System 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. Pressing these buttons at any other time has no effect on the AFDS system. Autoflight System 38 .

Level-D Simulations 767-300ER

Autoflight System 39

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

Altitude Hold Modes
Autothrottle Controls
Lateral Modes

Autopilot Engage Modes

Flight Director Switch

Vertical Modes

Flight Director Switch

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

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

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

1

4

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

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

Autoflight System 39

Level-D Simulations 767-300ER

Autoflight System 40

Lateral Mode Control

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1
4

6

2 7
8

3

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

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

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

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

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

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

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

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

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

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

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

Autoflight System 40

Level-D Simulations 767-300ER

Autoflight System 41

Vertical Mode Control

1

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4

2

3

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

Altitude Target (MCP ALT Window) Control

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

Autoflight System 41

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The ailerons have an inboard and an outboard control surface on each wing. keyboard or the autopilot. These control surfaces have an absolute requirement for hydraulic power to function.Left and Right position indicators are located on the pedestal next to the throttle quadrant. and 30.Level-D Simulations 767-300ER Flight Controls & Indicators 57 Flight Controls Flight controls on the 767 are broken down into two groups. The RAT can be deployed manually via an overhead panel switch if required. the alternate flap system may be used to correct the flap malfunction. The trailing edge flaps begin to move with the selection of flaps 5. This permits greater aileron control and lift during flap deployment. trailing edge flaps. Secondary Flight Controls Before takeoff. 5. 15. Others have electrically powered alternate systems to serve as a backup. The alternate flap controls are located below the flap indicator on the main panel.Left and Right center hydraulic systems.Left and Center the yoke or keyboard controls. The outboard ailerons are locked out as speed increases. it may be difficult to raise the nose (rotate system for the spoilers. The RAT provides sufficient hydraulic power in the center system for movement of all primary flight controls. The flaps are then moved into position using the selector switch. The spoilers have an absolute requirement for hydraulic power for normal operation. If hydraulic power is completely lost due to a dual engine flameout. the flaps automatically retract to 20 until the airspeed is reduced. keyboard. aileron trim. The flaps and stabilizer trim are at Vr). a TRAILING EDGE caution is activated. rudder trim and the a position dictated by the Configuration Manager. Trim Right outboard aileron . The normal takeoff flap setting is 5 and 15. The only acceptable power from the Center hydraulic system only. This system uses hydraulic power from the left and Left outboard aileron . Flap load relief is provided when flaps 30 or 25 are selected. a LEADING EDGE caution is activated. Pressing the LE (leading edge) or TE (trailing edge) buttons arms the respective flap system for electric operation. During takeoff. is out of trim. the stabilizer trim must be placed in The secondary flight controls are the leading and trailing edge flaps. a Ram Air Turbine (RAT) in the center hydraulic system is automatically deployed. The pilot moves the trim using Left inboard aileron . Aileron droop can be observed on the flight control display on the STATUS page. Primary flight controls are the elevators. The ailerons receive hydraulic power as follows: positions: Up. Secondary flight controls are the leading edge slats. The normal landing flap setting is 30. the trim is Flaps adjusted by the pilot to a setting which will enable him to The leading edge slats and trailing edge flaps use hydraulic fly with minimum control pressure. The inboard ailerons droop when the trailing edge flaps are deployed.Center and Right trim automatically when engaged in the CMD mode. The autopilot moves the Right inboard aileron . A flap warning system monitors movement of both leading & trailing edge flaps when selected. Selecting flaps to 1 moves only the leading edge slats into position. 20. stabilizer trim. If the airspeed exceeds the flap airspeed placard limit. Once the aircraft is airborne. Some of these controls have an absolute requirement for hydraulic power to function. There is no backup effect that it cannot be overcome by elevator control. If the trailing edge flaps fail. high winds). stabilizer trim. and the spoilers. 25. aileron trim. ailerons and rudder are controlled via the yoke. ailerons and the rudder. An improperly set stabilizer trim may have such a powerful spoilers. Flaps 25 may be used when conditions require the use of a reduced flap setting (i. When airspeed is reduced. 1. 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 movement of flight control surfaces can be monitored on the lower EICAS STATUS page. The elevators and rudder receive hydraulic power from all three hydraulic systems. Alternate flap controls are available to move the flaps electrically. Flap load relief is not provided when using the alternate flap controls. If the leading edge slats fail. the nose may pitch up hydraulically powered and have electrically powered uncontrollably depending on which direction the stabilizer backup modes of operation.e. rudder trim. Flap positions are indicated on the flap indicator on the main panel and may be selected into the following Flight Controls & Indicators 57 . or on the other hand. They receive hydraulic power from all three hydraulic systems in a combination to provide redundancy in case of partial hydraulic system failure. A minimum airspeed of 130 knots is required for the RAT to function properly. Flaps 20 is used only for a single engine emergency landing. Primary Flight Controls The elevators. This limits the twisting moment on the wings at higher airspeeds. The distribution of hydraulic power to the primary flight controls is such that one hydraulic system is capable of providing partial control to the essential control surfaces. the flaps automatically re-extend to the next allowable position. If either of these cautions is received. 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 yaw damper systems improve turn coordination and dutchroll damping. Symmetric spoilers are used as speedbrakes Flight Control Surface Locations Flight Controls & Indicators 58 . Yaw Dampers Yaw control is provided by a single rudder. These controls are used to zero out undesired control forces in the ailerons & rudder. approach.e. To correct this 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. The yaw damper INOP light illuminates and the EICAS advisory message L or R YAW DAMPER displays when a yaw damper is inoperative. 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. They are primarily used when a steeper than normal descent is required and upon touchdown during landing. The spoilers are automatically deployed regardless of position anytime the thrust reversers are activated. This is a so called “runaway trim” condition.Level-D Simulations 767-300ER Flight Controls & Indicators 58 A stabilizer trim warning system monitors the stabilizer trim for uncommanded movement. 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. The spoilers are controlled by a spoiler handle on the pedestal or by using the keyboard. Each spoiler panel is powered from one of the three hydraulic systems such that partial spoiler deployment is possible on both wings with multiple hydraulic failures. Flaps and slats provide high lift for takeoff. Aileron and Rudder Trim The aileron and rudder trim controls can be found on the pedestal. and landing. two STAB TRIM CUT OUT switches located on the pedestal are used to cut off hydraulic power to the stabilizer trim system. 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. Prevent a bounce). Moving the levers labeled STAB & TRIM mechanically signals trim movement. Two yaw dampers work through the rudder control system to improve directional stability. Alternate stabilizer trim controls are available on the pedestal. Hydraulic power is required for the stab trim to operate the alternate trim controls. System logic re-stows the spoilers if the aircraft becomes airborne again during a go—around.

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

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.25 to 12. APL NOSE UP APL NOSE DOWN Nose up trim. Nose down trim. FS “Tool tips” must be enabled. Yaw Damper Inoperative (INOP) Light When the amber INOP illuminated the yaw damper is off or inoperative. Stab Trim Cut-Out Switches Used to stop a runaway trim condition. To view the digital readout. Rudder Trim Control Knob Use the mouse to move the rudder trim left and right.Level-D Simulations 767-300ER Flight Controls & Indicators 60 Stabilizer Trim Controls and Indicators Located on the Pedestal 1. The green bands represent the normal takeoff trim setting range. Removes hydraulic power from the respective stab trim system. NORM CUT OUT 2 Stab Trim: 4. 2. A CONFIG warning is generated if the trim is set out of this range and power is advanced for takeoff. Rudder Trim Index Displays the current amount of rudder trim. 2 4 1 3 Yaw Damper Located on the overhead panel. The upper switch BLANKS when switch is OFF. Aileron Trim Index A simulator convention used to display the current aileron trim. Aileron and Rudder Trim Controls Located on the Pedestal.8 units 0. 2. Flight Controls & Indicators 60 . Stab Trim Manual Control Levers Movement of these levers with the mouse causes the stabilizer trim to move in the commanded direction. The Stab Trim range is as follows: Electric trim (normal) Manual (levers) Flaps UP Flaps Down 1.2U Normal position of the switch which allows stab trim movement. the yaw damper systems improve turn coordination and dutchroll damping YAW DAMPER Switches ON OFF Yaw damper is commanded on. 3. Stab Trim Indicator Displays the current position of the stabilizer trim. 3. 1. Aileron Trim Control Switches Use the mouse to move the aileron trim left or right.50 to 12. The white index band moves to indicate the current stabilizer trim position. 4. The yaw damper is commanded off.

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

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

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

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

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

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

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

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

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

4. 4 6 In the air. 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. 3. Vref30+40 Vref30+80. Consult the “speed bug click areas” diagram. set manually by using the mouse click areas along the right side of the airspeed gauge. The digital airspeed readout (labeled KNOTS) begins indicating at 30 knots. 100 Foot Pointer Rotates as altitude changes. DME Indicator Displays the VOR DME for the respective VOR receiver. 5. Compass Rose Aircraft magnetic heading is indicated under the white pointer. Vref30+40. 2. Extinguishes when within 300 feet of the MCP altitude. Placing either selector to ADF displays the bearing to the active ADF station set in the pedestal. V2 (command bug). V1. Vref30+80 6. Captains RDMI receives right IRU data). Speed Bug Reset Button (“Invisible Click Spot”) A “mouse click” in this area resets all of the speed bugs based on FMC information. On the ground. Vref30+40. Indications start at 60 knots. 1 2 3 4 Altimeter Display 1. VOR/ADF Selectors Controls which signal is displayed by the respective needle. Vref30+80. 2. 5. Airspeed Reference Bug For reference only. VR. If VNAV is in use. Altitude Readout Indicates exact aircraft altitude in 20 foot increments. Airspeed Pointer Points to the current indicated airspeed. 4. After altitude capture. 3. Vref30+20. Displays “----“ if DME is not available. Vref30. Altimeter Setting Use the BARO knob or click on the MB or IN HG numerals to set the altimeter. Vref30+60. MMO/VMO Pointer Displays the mach/airspeed limit above which an overspeed warning is received. This is a trial and error process since there are no markers on the actual gauge. Altitude (ALT) Alert Light Illuminates when within 900 feet of the MCP selected altitude prior to altitude capture.Level-D Simulations 767-300ER Flight Instruments 70 Airspeed Indicator 1. AFDS Airspeed Command Bug Displays the airspeed set on the MCP. Altitude Reference Bug Use the knob to set an altitude reference. V2 (command bug). Vref30+80 1 2 3 5 Speed Bug Click Areas Click in the general areas indicated to set individual reference bugs. Window opens at . Vref30+40. Heading information is derived from the opposite side IRU (i.e. 2. An aural warning is also generated. the light re-illuminates when altitude varies by more than 300 feet from the MCP altitude. the FMC commanded airspeed is displayed. -+ -+ -+ -+ -+ RDMI (Radio Distance Magnetic Indicator) Display 1. 5 2 1 3 3 4 Flight Instruments 70 . Signal Pointers Display the magnetic bearing to the selected VOR or ADF station. 3. 4. Vref30+60. Vref30+20.400 Mach and greater. approach bug speeds are set depending on the “Airspeed bugs option” in the Level-D menu as follows: Checked Un-Checked Vref30. Mach Window Displays current Mach speed. The bug is set for reference only and is not connected to any systems.

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

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

and data entry keys. When operating in the virtual cockpit. and the EHSI. a Control Display Unit (CDU). altitude. performance management. The FMCs provide for aircraft position calculation. function keys. The function keys are used to cycle through the pages of data contained in the FMC. The CDU is often times referred to as the “FMC” since the FMC is not a visible component of the flight deck. The data entry keys are used to input data onto the scratch pad at the bottom of the CRT screen. The AFDS MCP permits selection of LNAV and VNAV and performs the operations commanded by the FMC. fuel consumption. It also provides a resource for aircraft performance data related to aircraft speed. To clear all data entered into the scratchpad. press and hold the CLR button. the AFDS MCP. and three dimensional navigation based on data input and information received from supporting systems. line select keys (LSK). and power settings. Control Display Unit (CDU) The CDU is the main pilot interface for control of the Flight Management Computer. The CDU is the main pilot interface to access and control information in the FMC. Therefore. Keyboard Assist 1L LEFT 2L Line 3L Select 4L Keys 5L (L LSK) 6L Scratchpad Function Keys Display CRT 1R 2R 3R 4R 5R 6R RIGHT Line Select Keys (R LSK) Brightness (BRT) Control Execute (EXEC) Key & Light Message (MSG) Light Data Entry Keys The CDU consists of a CRT screen.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. 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. references to FMC data input in this text refer specifically to the use of the CDU. Flight Management System 73 . The EHSI displays a map of information generated by the FMC. The FMS subsystems include: Two Flight Management Computers (FMC). Individual presses of the CLR button clears single characters from the scratchpad. clicking on the CDU brings up the 2D FMC sub-panel. Due to main panel space constraints. the CDU is located on a sub panel which can be displayed by pressing the FMC button on the main panel or by using the keyboard combination <SHIFT><7>. Selection of an LSK when data exists in the scratchpad transfers the data into the data line abeam the LSK.

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

The following provides an overview for each function key. This page is used during preflight to enter waypoints and airways from the flightplan into the FMC. and approach (APP) procedures are selected from these pages. The page displayed when the INIT REF key is pressed varies based on phase of flight. When pressed. cycles through pages on the CDU. Holding patterns are entered and controlled from this page. The LEGS pages display all waypoints in the programmed route. Flight Management System 75 RTE DEP ARR VNAV FIX LEGS HOLD PROG EXEC MENU NAV RAD PREV PAGE NEXT PAGE . It contains prompts to access the FMC and to save LEGS page data. The point entered displays on the EHSI when in the selected range. Most modifications to the active route are made from these pages. Navigation Radio page. Three VNAV pages are available: Climb. and Descent. Legs pages. If more than one page of data is available. Progress pages. Data entry on these pages is required by the FMC before VNAV can be engaged. Airport specific departure (SID). When viewing subsequent pages of data within a function (if available). A page counter is shown on each CDU screen in the upper right corner (x/x). pressing the same function key again restores the data display to page one of that function. Fix page. The flight progress data for the active route is summarized on the PROGRESS pages. Route page. Permits entry of a navigational point not available on the active route. Hold page. The “<INDEX” prompt on the INIT REF page displays a list of all INIT REF pages available. Vertical navigation pages. Departure and Arrival pages. Menu key. Execute key. Airway entries are converted into waypoints automatically. arrival (STAR). 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. INIT REF Initialization and Reference page. This page displays information about currently tuned navigation radios.Level-D Simulations 767-300ER Flight Management System 75 Function Keys Overview The Function Keys provide access to the different data pages available in the FMC. This key illuminates any time there has been a modification to FMC data that requires “execution” before being utilized. The waypoints shown on the LEGS pages are used for LNAV. pressing these keys switches between available pages. There are six different INIT REF pages available. Cruise. Pressing a function key displays the first page of data available for that function. Any waypoint in the LEGS page can have a holding pattern assigned to it.

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

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

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

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

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

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

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

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

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

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

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

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

deleted. Also. Constraints are filled in automatically when they are part of a selected SID. The condition is contained in the bracket and the lateral command contained in the Leg Heading display. The FMC uses these constraints to calculated the VNAV climb and descent profiles. All headings between waypoints are calculated great circle leg headings. press the DEL data entry key followed by the right side LSK abeam the constriction to be deleted. Switching between legs pages has no effect on the active route. Pressing the LEGS function key displays page 1 of the active LEGS page. the distance displayed is from the aircrafts current position to the active waypoint. The entry of airways (jet routes) is not possible on the LEGS page. The route is drawn on the EHSI with a solid magenta line. Waypoints that are part of a procedure or an airway entry on the RTE page are listed individually on the LEGS page. The constraints entered are handled as climb or descent constraints depending on phase of flight. but has a modification to it that needs to be executed before the changes become active. Large type data are speed and/or altitude VNAV crossing constraints for the waypoint. Modifications made on the inactive LEGS page have no effect on the active route. Waypoints can be added. Flight Management System 90 . For the active waypoint. waypoints in the route can be managed when navigating via LNAV. Speed is displayed as airspeed or mach (xxx or . 5. The waypoints are arranged in the flight planned sequence. 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. and resequenced using the LSKs abeam each waypoint. Waypoint Speed/Altitude Format is speed/altitude. 4. 3. The previously active route remains in memory as the inactive route. 2. 1 2 3 5 6 4 7 1. 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. heading (xxx° HDG). Waypoint Name The waypoint name is displayed abeam each LSK starting at the 1L position. To activate the inactive route from the LEGS page. The route is drawn on the EHSI with a blue dashed line.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. To delete a constraint. Route discontinuities are displayed as boxes in the waypoint name space. 6. Leg Heading Displays the direction to the waypoint as a magnetic course (xxx°).xxx). Small type data represents FMC waypoint crossing predictions based on performance data. The route displayed is active. The waypoint information displayed at the 1L LSK on the first page represents the active leg. press the “ACTIVATE>” prompt at the 6R LSK followed by the EXEC key. Constraints are entered manually by typing the airspeed/altitude constriction into the scratchpad followed by the right side LSK abeam the desired waypoint. Waypoints with brackets are conditional waypoints. or track (xxx° TRK). 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. Special procedures are displayed here as well (i. Waypoint crossing constraints may be entered manually or automatically (by procedure). 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. Any constraints entered after the CRZ ALT has been reached are considered descent constraints. Waypoint Distance The distance between each waypoint is displayed here. From this page. HOLD AT). waypoint speed and altitude constraints for VNAV operation are entered from the LEGS page. Altitude is displayed in thousands or as flight levels (xxxxx or FLxxx). The route displayed is the active route. The modified portion of the route is drawn on the EHSI with a blue dashed line. STAR or approach procedure.e. An “ACTIVATE>” prompt is shown at the 6R LSK. The above example shows a conditional waypoint that results in an LNAV heading of 315° until reaching 500 feet before proceeding direct to PELUE waypoint.

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

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

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

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

Also. 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. Start by pressing the DEL data entry key. Now press the 2L LSK abeam the SUZIE waypoint to delete it. When this method is used. a route discontinuity is presented in place of the deleted waypoint. Moving waypoints within a route is not limited to only those found on LEGS page 1. Notice that two waypoints were deleted with one action. This represents a point 75 miles prior to the PDZ VOR that is along the present FMC track. the INTC CRS prompt displays with boxes for the entry of a specific inbound course. VALLO) between BURNI and SUZIE with the Line Select Keys. This example could have been done using the DEL key method.Level-D Simulations 767-300ER Flight Management System 95 EXEC & engage LNAV mode An intercept course may also be specified for a waypoint that is not on the active route. The FMC will add “PDZ01” into the route as the active waypoint. A route discontinuity is placed after the added waypoint since the FMC does not make course assumptions after the addition of a new waypoint. You can also delete multiple waypoints. Then press the same LSK to enter the along track waypoint into the route. If ATC requests that you report 25 miles east of the PDZ VOR. The first involves the use of the DEL key to delete individual waypoints from the route. press the 5L LSK to place BURNI in the scratchpad. including those on any skipped pages. Along Track Waypoints Along track waypoints are distance fixes measured to or from a waypoint along the active route. The easiest way to accomplish this is to line select BURNI and place it below SUZIE. From the LEGS page. Notice that a route discontinuity has taken the place of the SUZIE waypoint. You must close the resulting route discontinuity and press EXEC to make all waypoint additions/modifications active. Using the example above. Use the NEXT and PREV PAGE keys to move between LEGS pages. A Waypoint may be line selected from any LEGS page and then line selected onto a different LEGS page. The “PDZ/-75” entry tells the FMC to create a waypoint that is 75 miles prior to PDZ. You may also manually enter PDZ into the scratchpad. press the LSK next to the PDZ to transfer it into the scratchpad. suppose Air Traffic Control requests that you report crossing 75 miles west of the PDZ VOR. To do this. you will need to add an along track waypoint that occurs after the waypoint in question. If no course entry is made. The second involves changing the waypoint sequence within the LEGS pages. Consider the example using the DEL key. Press the 3L LSK to place BURNI below SUZIE in the route. It is important that the scratchpad entry used to create the along track waypoint (PDZ/-75) be placed on top of the waypoint to which it is referenced (PDZ). Then using the FMC keyboard type in “/-75” (backslash minus 75) so that the scratchpad contains “PDZ/-75”. but that would require two separate deletions and a closing of the resulting discontinuity. When the new waypoint is line selected to 1L. Waypoint Deletion There are two methods to delete waypoints from the route. Follow the same procedure as described above. Delete the SUZIE waypoint. let’s delete the 2 waypoints (RAV. For example. All bypassed waypoints from the re-sequencing are deleted upon execution without causing a route discontinuity. 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. All bypassed waypoints. are automatically deleted upon execution. Flight Management System 95 . the FMC assumes a direct course to the specific waypoint as was demonstrated in a previous example using the ETX waypoint. The only waypoint on the LEGS page that cannot be deleted is the active waypoint. The discontinuity can be closed by line selecting a waypoint from below the discontinuity line into the discontinuity boxes. Now press EXEC to make the modification active. the modifications executed had no effect on the active waypoint. This places the word DELETE in the scratchpad.

there is a departure point called “AVRON” that is used when departing KJFK over the ocean. LAT/LONG Waypoints The FMC is capable of accepting directly entered latitude/longitude coordinates as a waypoint. If you attempt to enter AVRON into the LEGS page. not just the active waypoint. “03”. The format for this type of point is exactly the same format used for position initialization. Since this is a modification to the route. LDS). Press the 1L LSK to request that the FMC create this custom waypoint and draw a course line direct to this waypoint. Do this by pressing the adjacent LSK to place BVC into the scratchpad. This type of custom waypoint can also be created on the ground during route programming on the ROUTE page. This point is not part of the FMC database. The aircraft continues to navigate towards LDS until this modification is executed by pressing the EXEC key. by using the same procedure outlined above for any waypoint that exists in your routing. This point is the same as the AVRON point listed on the departure chart for KJFK. The new waypoint is created at the exact lat/long position entered. they would be sequentially numbered “02”. the lat/long coordinates can be used to represent the missing waypoint (as demonstrated in the above example). The place/bearing/distance type waypoint can be created and placed anywhere in your route on the LEGS page. For example. if the FMC cannot find a waypoint in the database. Suppose we are flying the 090° heading from the fictitious LDS VOR and are cleared to fly direct to the 25 DME point along the LDS 210° radial. This type of waypoint is used extensively for oceanic routings. Enter this special waypoint using the following format: (place)(bearing)/(distance) Type “LDS210/25” into the scratchpad using the FMC keyboard. For example. To overcome this problem. This forms an intersection that the FMC draws on the EHSI as a waypoint. Flight Management System 96 . In this case. “WLP” (place). Intersection Waypoints Another custom waypoint that can be entered into the FMC is created using two crossing radials from different fixes.0W06700. enter the lat/long coordinates for the AVRON waypoint.Level-D Simulations 767-300ER Flight Management System 96 Along track waypoints can be added for any waypoint in your route. “/”. we want to continue after LDS01 (“LDS150/WLP270”) to the BVC waypoint. we are navigating toward the fictitious (but fabulous) VOR known as LDS. it assigns a sequentially numbered name for the waypoint based on its “anchor” point (in this case. The FMC creates the waypoint and names it “LDS01”. we want to rejoin the original route at the BVC waypoint. This entry breaks down as follows: “LDS” is the VOR starting point of the radial (place). After passing this point. The FMC names the new waypoint by abbreviating the lat/long coordinates as shown in the picture below. To place a lat/long coordinate into the route. The new waypoint is named using the first anchor point. the autopilot navigates toward the newly created place/radial/place/radial waypoint (LDS01) and then continues on to 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.0” into the scratchpad and press the appropriate left LSK on the LEGS page to insert the point into the route. This deletes the original LDS waypoint and connects the newly created “LDS01” waypoint to the BVC waypoint. “210” is the LDS radial (radial). and “/25” is the DME point along the radial to draw the waypoint (distance). Type “N4110. 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 waypoint is called “LDS01”. With the AFDS in LNAV. “270” (bearing). DME Waypoints The FMC allows for the creation of a waypoint that is defined by an exact distance along a VOR radial. Also. the “LDS” point is used because it is the first fix used to form the new waypoint. “150” (bearing or radial). If more waypoints were created using the LDS VOR. In our example. type the coordinates into the scratchpad and press the left LSK at the place in the route where the point is required. A discontinuity is presented because the FMC wants to know where to go after the newly added waypoint. This entry breaks down as follows: “LDS” (place). the title of the LEGS page changes to “MOD”. Anytime a custom waypoint is created in the FMC. and so on. This is the exact point where the LDS 150° radial crosses the WLP 270° radial. an FMC message “NOT IN DATABASE” is generated. Then press the 2L LSK to put BVC into the discontinuity boxes. The EHSI will display that a new waypoint has been created and named LDS01. Since this is the first custom waypoint using “LDS”.

The page is accessed by pressing the “RTE DATA>” prompt at the 6R LSK of the LEGS page. “Willy Wonka” (Level-D tailed article created by A de “Getting candy-maker) entitled e 767 forum regular and ions” is available in th curate Fuel/ETA predict more ac ft Operating Tutorial. a “W” indicates waypoint wind data has been entered for the respective waypoint. The absence of a “W” indicates that no wind data has been entered for the respective waypoint. Wind data can be entered for up to three altitudes. appendix of the Aircra Flight Management System 97 . The FMC calculates the temperature for the remaining altitudes based on a standard lapse rate. The known OAT for any altitude may be entered on this line. Wind page data helps enhance the performance of VNAV. The dashed prompts at the 5R LSK of the wind page are for altitude/temperature information. Pressing the right side LSK of any waypoint calls up the waypoint wind data page. Wind page data entry has to be executed with the EXEC key to become active. The Estimated Time of Arrival (ETA) and estimated fuel for each fix is displayed. In the WIND column. type an altitude into the scratchpad and line select it to the 1L LSK. This drops the altitude into a list on the left side of the page along with a DIR/SPD dashed prompt along the right side.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. To enter wind data on the page. Enter the wind speed and direction for the altitude and line select it into the dashed prompts.

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

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

To change the holding pattern direction. When the hold is initially defined. The holding pattern is drawn on the EHSI and is followed by LNAV based on entries in this page. NEXT HOLD Prompt Permits for the definition of a holding pattern at another holding waypoint. If a holding pattern is already programmed. Note If an entry is made in the LEG DIST field. Leg Time Displays the length in minutes of the holding patterns inbound leg. (Not currently modelled) 10. this field is automatically cleared. If the waypoint is on the current route. Hold Available Displays the amount of holding time available before the reserve fuel amount is reached. (Not currently modelled) 11.000 and 1. entering 160 into the scratchpad and pressing the 2L LSK displays “SE/160” in the data line. To change the inbound course. all modifications made must be executed by pressing the EXEC function key. Leg Distance Used as an alternate method to describe the size of the holding patterns inbound leg. 9. Manually entered data redefines the holding pattern and is displayed in large type. To redefine the inbound holding pattern leg using distance. Enter the desired holding radial into the scratchpad and press the 2L LSK to re-define the holding pattern based on the entered radial. expressed as a reference to a compass point. 6. FIX Displays the name of the holding fix. enter the new course 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. FIX Estimated Time of Arrival The estimated time of arrival at the holding fix is displayed. Quadrant/Radial Used as an alternate method to describe the holding radial on which the holding pattern is based. Flight Management System 100 . The HOLD page is where the holding pattern is described and modified.000 when the holding fix is initially defined. Inbound Course/Direction This field automatically fills in with a direct entry holding course and right hand turns when a holding waypoint is defined. 4. For example. the inbound holding course is the inbound course to the waypoint along the route. 8. 1. 2. 7. The HOLD AT data box is displayed at the 6L LSK when pressed. 1 2 3 4 5 6 7 8 9 10 11 Defining the holding pattern. type “L” or “R” into the scratchpad and press the 3L LSK. type the desired length in miles of the inbound holding leg and press the 5L LSK. this field automatically fills with either prediction data (small type) or waypoint speed and altitude constraints from the LEGS page (large type). Speed/Target Altitude Defines the speed and altitude for the holding pattern. is automatically filled in with the entry of a radial. To redefine the leg time. pressing the HOLD key displays the holding page for the first programmed holding pattern. This data is used by the FMC to update performance data and to redraw the holding pattern accurately on the EHSI. Note The LEG TIME field is cleared when a LEG DIST is defined. Note Any data in the QUAD/RADIAL data field automatically updates when changes are made to this data field. type the desired time into the scratchpad and press the 4L LSK.5 above 14. 3. The quadrant. Note The INBD CRS field automatically updates when an entry is made on this data line. 5. or when the HOLD key is pressed with a holding waypoint already defined. Best Hold Speed Displays the recommended best holding speed based on aircraft weight and altitude. where XXX is a speed and yyyyy is an altitude. A new HOLD page is created when additional holding waypoints are defined.0 at or below 14. Since modifications to the HOLD page can effect the aircrafts flight path.Level-D Simulations 767-300ER Flight Management System 100 HOLD Page (HOLD) Pressing the HOLD key permits the programming of a holding pattern into the current route. The HOLD page is displayed when a holding waypoint is initially defined. The default value is 1. A valid entry is XXX/yyyyy.

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

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

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

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

Engine Out Speed Prompt When pressed. Cruise climb. enter an altitude into the scratchpad followed by pressing the 1L LSK. the MCP must be reset to a higher altitude and VNAV reselected on the MCP for a VNAV climb to continue. After reaching the cruise altitude in VNAV. MCP is controlling speed. 6. 7 8. After passing MINEY. If VNAV is in use.XXX XXXKT Economy cruise. and FLXXX. the VNAV CLB page changes to “AT BOACH” and “13000” since the BOACH waypoint has an altitude constraint of 13000 feet or above.XXX for MACH. All airspeed and altitude changes are made from this page only. press the “<ECON” prompt at the 5L LSK. SEL SPD is displayed when a speed is manually entered. The title page indicates the cruise speed 1 selected as follows: 6 ECON CRZ CLB CRZ DES ENG OUT LRC MCP M. LRC SPD is displayed when long range cruise is selected. The altitude is displayed in feet when below the TRANS ALT and as flight levels when above. airspeed is controlled via the MCP and cannot be controlled on the VNAV CRZ page. Speed Display Displays the current target cruise speed. Valid entries for altitude are XXX. Flight Management System 105 . Changes to the cruise altitude on this page are carried over to all other pages that display CRZ ALT. Specific MACH speed that is manually entered. XXXXX. To change the current cruise speed. When modifications are made. In this mode. ECON SPD is displayed when economy speed is in use. Specific airspeed that is manually entered. To restore ECON speed when SEL SPD is displayed. VNAV will increase speed to 250 knots prior to MINEY waypoint because the airspeed of 250 is displayed in small type. Then. Transition Altitude Displays the altitude above which the FMC begins to list altitudes as flight levels. The format is XXX for IAS and .Level-D Simulations 767-300ER Flight Management System 105 After passing the BAKRR waypoint. the AFDS levels off in ALT HOLD mode. 2 3 5 7 8 4 All modifications to CRZ page data require execution with the EXEC function key prior to becoming active. This speed is for reference only and cannot be changed. Maximum Angle Speed Displays the maximum angle of climb speed based on 6 performance calculations. Pressing the 6L LSK prior to executing the changes erases all changed data and restores the display of active data. Climb Direct Prompt When pressed. Cruise descent. Cruise Altitude The cruise altitude entered on the PERF INIT page is displayed here. If speed intervention mode is in use. (Not currently modelled) 8 9. removes all speed and altitude climb constraints 9 entered into the LEGS page. all enroute changes in altitude prior to the T/D are initiated by changing the cruise altitude on the CRZ page. Type the new cruise altitude into the scratchpad and press the 1L LSK to change the CRZ ALT. select the new target altitude on the AFDS MCP. type an IAS or MACH speed into the scratchpad and press the 2L LSK. This value may be manually changed by typing an altitude into the scratchpad followed by pressing the 3R LSK. E/O SPD is displayed when the engine out speed is selected. VNAV CRZ Page The VNAV CRZ page is used to control airspeed and altitude while in the cruise phase with VNAV engaged. If both altitudes (FMC and MCP) are not changed. The BOACH waypoint is not speed restricted since the speed is displayed in small type. an “<ERASE” prompt appears at the 6L LSK. Engine out speed. The title of the VNAV CRZ page displays if the page is active (ACT) or being modified (MOD). 7. 1. Notice that the speed prediction is now 326 since the FMC airspeed in this example is no longer restricted to 250/10000 (the entry in the SPD TRANS data line on the VNAV CLB page). the FMC continues to climb until reaching the CRZ ALT or the MCP ALT. VNAV continues in cruise at the previously programmed altitude. the MCP ALT must be set to a higher altitude than that listed for a LEGS page constraint. Cruise speed and altitude changes are never made via the LEGS pages. 2. the title page changes to “MCP SPD CRZ”. changes the page to display engine out data. To change the cruise altitude. In this case. This initiates a VNAV cruise climb or descent to the new altitude. If the MCP ALT is reached prior to a LEGS page constraint. (Currently not modelled) Long range cruise speed. whichever is lower. XXXX. Keep in mind that for a VNAV climb to continue at each waypoint.

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

the AFDS MCP altitude must be set to a lower value. A VNAV path is calculated for a straight descent between CIVET (at 17000 feet) and ARNES (at 12000 feet).15 knots. Flight Management System 107 . however speed constraints will not. For the descent to commence. The example LEGS page shows an altitude constraint of 17000 feet at CIVET. Airspeed and altitude descent constraints are entered onto the LEGS page in the right column of the waypoint data line. the data displayed is prediction data based on the calculated VNAV path between CIVET and ARNES. When pressed. • Past idle phase: Speed limits +/. 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. 7. The AFDS levels off at the higher of the MCP altitude or the next FMC waypoint constraint. The SPEED TRANS of 240/10000 comes into play between these two waypoints since the FMC is predicting an airspeed of 240 at SUZZI. Programmed “not below altitudes” will be kept if encountered. The aircraft leaves the VNAV PATH and pitches to MCP SPD. deletes all waypoint altitude constraints on the LEGS page between the current aircraft altitude and the MCP altitude. If the MCP ALT is reached prior to a LEGS page constraint. the MCP ALT must be set to a lower altitude than that listed for a LEGS page constraint. Below is a quick point description of the Pegasus FMC logic and the associated VNAV descent characteristics. The T/D point and VNAV idle descent path are calculated based on this first waypoint constraint. After passing CIVET. ON Path (within speed limits and altitude limits) Pitch mode = VNAV PTH A/T mode = throttle decreases to IDLE.10 knots. up to Mmo/Vmo-11 knots or down to speed protection. such that ARNES is crossed at 280 knots. the MCP must be reset to a lower altitude and VNAV reselected on the MCP for a VNAV descent to continue. In this case. In the following example consider the how a VNAV descent path is calculated with waypoint constraints. Since a speed has not been specified at CIVET. Underspeed reverts to: Pitch mode = VNAV PATH A/T mode = SPD • Aircraft throttles increase to maintain min speed and THRUST REQUIRED message displays if A/T is disengaged. A VNAV path is calculated for a straight descent between ARNES (at 12000) and SUZZI (at 9000). up to Mmo/Vmo11 knots or down to speed protection. Descend Direct Prompt This prompt displays after the T/D is reached.Level-D Simulations 767-300ER Flight Management System 107 6 7 6. After passing ARNES. Since no constraint has been entered for BREMR. NEW to FSX The descent logic in the FSX version of the 767 has modified from the FS9 version. the AFDS levels off in ALT HOLD mode. When pressed. Overspeed reverts to: Pitch mode = VNAV SPD A/T mode = IDLE to HOLD • Aircraft pitches to VNAV speed and DRAG REQUIRED message displays. the FMC target airspeed from the VNAV DES page is shown as 300 in small type. Data displayed in large type are speed and altitude constraints. the VNAV DES page changes to “AT ARNES” and “12000” since ARNES contains the next descent constraint of 280/12000.500 ft Opening the MCP speed window during the VNAV PATH descent results in the pitch mode changing to VNAV SPD. Below path (speed window closed): Pitch mode = VNAV SPD A/T mode = SPD • Aircraft pitches to -1250fpm and thrust increases to maintain VNAV speed. begins a descent of 1250 fpm until reaching the calculated VNAV path. NOTE Above path / below path = more than +/. then sets HOLD • Idle descent phase: Speed limits +/. Data displayed in small type are speed and altitude predictions based on performance. the VNAV DES page changes to “AT SUZZI” and “9000”. Descend Now Prompt This prompt displays (replaces DES DIR > at the 6R LSK position) before the T/D is reached. Keep in mind that for a VNAV DES to continue at each waypoint. The constraints are entered manually or by procedure.

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

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

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

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

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

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

H= Heading.VRI/043/315/L/H” into the scratchpad and press the 1L LSK. R= Right. Type “. the heading or track to maintain to the radial. followed by a left turn on course. the heading or track to maintain to altitude. enter CRI as the anchor waypoint at the 1L LSK. Subsequent waypoints can be added starting at the 2L LSK. L= Left. T= Track The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint. 2. Example From runway 31L at KJFK. .VRI Radial Heading Option1 Option2 defines the waypoint as being a constant heading to a radial. The anchor waypoint used to start programming is the fix used to define the crossing radial. a SID requires a 315° heading until reaching 500 feet. the altitude to which the heading is maintained.VRI/Radial/Heading/Option1/Option2 . Type “. Note Be sure to press the LSK abeam the anchor waypoint when entering the formula into the LEGS page. These waypoints are programmed using the LEGS page and can only be programmed while the aircraft is on the ground.CHA/Altitude/Heading/Option1/Option2 . The radial to be crossed is only used to define the waypoint (for radial tracking see “Radial Intercept”). . R= Right. Press the EXEC function key to execute the changes. 1. Press DEL key followed by the 2L LSK to remove the arbitrary JFK waypoint. 3. Heading to Radial Crossing This type of waypoint can be used for a procedure that requires a constant heading until crossing a predetermined fix radial and can only be programmed while the aircraft is on the ground. On the LEGS page. This transforms the anchor waypoint into a heading to radial intercept waypoint. The following types of conditional waypoints can be programmed: Heading to Altitude This type of waypoint can be used for a procedure that requires a constant heading until reaching a specified altitude. Note Be sure to press the LSK abeam the arbitrary waypoint when entering the formula into the LEGS page. 4.CHA/500/315/L/H” into the scratchpad and press the 1L LSK. The arbitrary anchor waypoint is then deleted. Example From runway 31L at KJFK. H= Heading. T= Track The formula is then entered into the LEGS page by pressing the LSK abeam the arbitrary anchor waypoint. 1.Level-D Simulations 767-300ER Flight Management System 114 Conditional Waypoint Programming Special waypoints can be programmed into the FMC to handle SID. A= Auto specify if a heading or track should be maintained. Flight Management System 114 . Pressing an LSK for an empty waypoint field generates an error message. Pressing an LSK for any other waypoint field generates an error message. A= Auto specify if a heading or track should be maintained. L= Left. enter JFK as an arbitrary waypoint at the 1L LSK. On the LEGS page. specify the direction of turn upon waypoint passage. Press the EXEC function key to execute the changes. 2. STAR and approach conditional waypoints.CHA Altitude Heading Option1 Option2 defines the waypoint as being a constant heading to altitude. This creates the heading to altitude conditional waypoint. Subsequent waypoints can be added starting at the 2L LSK. the radial to be crossed. specify the direction of turn upon waypoint passage. An arbitrary anchor waypoint is used to start the programming. 3. 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 anchor waypoint when entering the formula into the LEGS page. Example From runway 25R at KLAX. T= Track The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint. Flight Management System 115 .VEC/250/A/H” into the scratchpad and press the 1L LSK. Type “. An arbitrary anchor waypoint is used to start the programming. L= Left. This transforms the anchor waypoint into a heading to distance waypoint. On the LEGS page. Press DEL key followed by the 2L LSK to remove the arbitrary LAX waypoint. This creates the vector waypoint. the heading or track to maintain. 3. 4. Pressing an LSK for any other waypoint field generates an error message. H= Heading. Press the EXEC function key to execute the changes. enter LAX as the anchor waypoint at the 1L LSK. specify if a heading or track should be maintained. Type “. 2. Note Be sure to press the LSK abeam the arbitrary waypoint when entering the formula into the LEGS page. 1. Subsequent waypoints can be added starting at the 2L LSK. A= Auto specify if a heading or track should be maintained. The arbitrary anchor waypoint is then deleted. 3.DMI Distance Heading Option1 Option2 defines the waypoint as being a constant heading to distance. a SID requires a heading of 250° for vectors on course. . Press the EXEC function key to execute the changes. . On the LEGS page. Vectors This type of waypoint can be used for a procedure that requires vectors and can only be programmed while the aircraft is on the ground.VEC Heading Option1 Option2 defines the waypoint as being a constant heading to altitude. Subsequent waypoints can be added starting at the 2L LSK. Enter “A” for automatic turns. the heading or track to maintain until the specified distance.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. Example From runway 25R at KLAX. 2. 1. a SID requires a heading of 220 until the LAX 10 DME and then a right turn on course. Pressing an LSK for an empty waypoint field generates an error message.VEC/Heading/Option1/Option2 .DMI/Distance/Heading/Option1/Option2 . T= Track The formula is then entered into the LEGS page by pressing the LSK abeam the arbitrary anchor waypoint. enter LAX as an arbitrary waypoint at the 1L LSK. specify the direction of turn upon waypoint passage. The anchor waypoint used to start programming is the fix used to define the distance. H= Heading.DMI/10/220/R/H” into the scratchpad and press the 1L LSK. R= Right. the distance from the fix.

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

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. select the waypoint and press the EXEC key. The messages are categorized as alerting and advisory messages. an active route has not been activated. The active VNAV climb mode cannot comply with the next altitude constraint. Deleting the manual entry will reset the fuel quantity to the totalizer value. The VNAV mode is active and the autothrottle disconnected. If the climb speed profile results in a climb angle that will cause the airplane to miss a waypoint altitude constraint. Additional drag is required or the autothrottle is currently off and less thrust is required to maintain the current VNAV descent path. 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. check that both NAV radios are set to AUTO so that the FMC can auto-tune the radios to receive an update. The LNAV mode is active and the end of the active route has been overflown. Displays when additional thrust is required to track VNAV descent path and maintain speed. an IRS NAV ONLY message is displayed in the scratchpad. press the DEL key. The inertial reference position differs from the current origin airport. Select a steeper speed climb angle. The FUEL DISAGREE message is inhibited if the fuel quantity is entered manually on the PERF INIT page. Use the CLEAR key to remove this message. The AFDS will maintain the current heading. If the FMC position has not been radio updated within at least 12 minutes. The difference between the FMC position and other position data exceeds a comparison variable. the title to CALC and enable the FUEL DISAGREE message. The FMC position has not been radio updated for at least 12 minutes. VNAV mode is active. The FMC light illuminates and the EICAS advisory message FMC MESSAGE displays when there is an FMC alerting message. 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. To delete a waypoint at end of route. The estimated fuel at destination is less than entered RESERVES value. The V speeds have been deleted due to changes in takeoff performance or configuration data. The entered position does not match one of the IRS comparison checks. The totalizer (TOT) fuel quantity and FMC calculated (CALC) fuel quantity disagree by a significant amount. During LNAV mode. If this message is displayed. or the IRS is in navigate mode and has not received a present position entry. Use the CLEAR key or correct the condition responsible for the message to remove the message. the CDU scratchpad message UNABLE NEXT ALT is displayed. Possible conflicts include • the left and right FMC position differ • the radio position differs from the FMC position INSUFFICIENT FUEL IRS NAV ONLY IRS POS/ORIGIN DISAGREE NO ACTIVE ROUTE RESET MCP ALT TAKEOFF SPEEDS DELETED THRUST REQUIRED UNABLE NEXT ALT VERIFY POSITION Flight Management System 117 . 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). such as a VECTORS leg).

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

In normal operations. Each tank contains two fuel pumps labeled forward (FWD) and aft (AFT) for the delivery of fuel under pressure to the engines. Therefore. 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 engines are provided fuel exclusively from the center tank since these pumps overpower the pressure produced by the wing tank pumps. The inhibit is removed when the N2 for the respective engine is above 50%. If the fuel quantity in either wing tank drops below 2.200 pounds (545 kg) and the center tank pumps are not selected ON. fuel from the center tank is exhausted first. The fuel is sucked from the center tanks into the main flow of the venturi. fuel cannot be gravity fed from the center tank. The Left Main AC Bus powers the Left pump. Main Wing Tanks Each wing contains a fuel tank capable of carrying 40. There are no provisions for the transfer of fuel between tanks in flight. the PRESS light in the Left FWD fuel pump will extinguish anytime the APU is in use regardless of the pumps switch position. The Right Main AC Bus powers the Left FWD and Right AFT fuel pumps. 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. the FUEL CONFIG light illuminates and a FUEL CONFIG EICAS message is displayed. The FUEL CONFIG light on the Fuel Panel illuminates to indicate either low fuel quantity or an imbalanced fuel condition in the main tanks. Center Tanks The center fuel tank is contained in the fuselage and is capable of holding 80. Fuel System 119 . The FUEL CONFIG light on the Fuel Panel illuminates any time the center tank fuel quantity is above 1. The center tank fuel pumps are inhibited from operating anytime their respective engine is shut down or N2 is below 50%. These two tanks are considered the main fuel tanks. the FUEL CONFIG light on the Fuel Panel illuminates along with an EICAS caution of LOW FUEL.400 pounds (36.140 kg) (depending on aircraft weight). When the center pumps are turned OFF. Any time the center tank fuel pumps are ON. All three tanks are capable of supplying fuel to either engine via two crossfeed valves. A suction force is created at the centre of the venturi.200 pounds (998 kg). If these pumps fail. the PRESS light in each center tank pump switch will illuminate even if the pump is switched ON.371 kg) of fuel in the wings and center fuselage.669 pounds (18.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. When the APU is switched ON. This makes access to center tank fuel absolutely dependent on the two electric fuel pumps. The fuel pumps in the center tank provide approximately twice the output pressure of the wing tank pumps. fuel from either wing tank can gravity feed to the engines at most altitudes. In this configuration. This tank contains two electric fuel pumps labeled Left and Right for delivery of fuel to the engines. Gravity feed at high altitudes may lead to reduced engine power or engine flameout. the Left FWD fuel pump operates automatically provided AC power is available. The Left Main AC Bus powers the Left AFT and Right FWD fuel pumps. If the lateral balance of the wing tanks is not maintained to within 1500 to 2500 pounds (680 to 1.738 pounds (73. all fuel pumps on the Fuel Panel are turned ON when fuel is carried in the center tank. In this condition. Each tank has two electric pumps that deliver fuel under pressure to the engines or the APU. Fuel for operation of the APU is normally provided by the Left wing tank. The Right Main AC Bus powers the Right pump.473 kg) of fuel.449 kilograms) of fuel per tank. The overhead Fuel Panel provides for control over the fuel system as well as quantity indications. The center tank fuel pumps are powered from the Main AC buses. Unlike the wing tanks. the remaining fuel in the center tanks is drawn through a venturi by the Left Wing tank pumps.

the crossfeed valves do not permit transfer of fuel between wing tanks. turn the fuel pumps back on and close the crossfeed valves to restore the fuel system to normal operation.449 X 2 36. Opening the crossfeed valve permits fuel from one wing tank to pass through the crossfeed manifold to supply fuel to both engines. This is accomplished by turning on all fuel pumps prior to engine start. When more than 80. fuel from wing tank supplying its respective engine after any center the center tanks is dumped overboard via two jettison tank fuel is exhausted. Fuel Dumping The fuel jettison system permits the dumping of center tank fuel during flight.070 X 2 12. When the wing tanks are even.175 kg/min).600 pounds per engines. 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. SYSTEM from FSX Settings> General> International menu Tank Main Wings Center TOTAL Pounds 40.000 24.379 Imperial To set the simulator to display imperial measurements select U.371 Liters 22. Note that fuel crossfeed will not work with the center tank pumps operating since they overpower the wing tank pumps. Both valve switches are normally turned on minute (1. the center tank is used only after the main wing tanks are full. However. Two crossfeed valves on the Fuel nozzles located at the trailing edge of the wings (near the outboard ailerons).140 Fuel System 120 . The second valve is progress. Panel permit fuel to feed from any one wing tank to both The jettison rate is approximately 2. Also. This is achieved by opening the crossfeed valves and turning off the fuel pumps in the wing tank with the least amount of fuel. Wing tank fuel balance is maintained by supplying both the main wing tanks.000 kg) of fuel is required. The PRESS lights in the center tank pumps illuminate when fuel is exhausted from the center tank. Fuel jettison is not available for fuel contained in for system redundancy. When the jettison system is activated. The fuel quantity gauge is powered from the battery bus. fuel to the engines continues uninterrupted from the main wing tanks. When fueling the aircraft. As the center tank is emptied. A fuel vapor trail can be seen during crossfeed operations.473 73. Any fuel carried in the center tank should be burned prior to using fuel from the wing tanks.738 Gallons 6. Total fuel quantity is also available from the FMC.400 161. The fuel quantity for all three tanks plus the total fuel quantity is displayed.669 X 2 80.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.000 pounds (36. the main wing tanks are normally filled first. 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. highest quantity until balance is achieved.977 X 2 45.425 91.S. only one valve is coming from the jettison nozzles when fuel dumping is in required for a successful crossfeed.

Note When the APU is operating. • Turn off both FWD and AFT fuel pumps in the tank with the least amount of fuel. Center pumps provide twice the output pressure of the wing pumps. 2. • There is less than 2. Crossfeed valve is not in the commanded position. Illuminates if the center tank pumps are inhibited when the respective engine is shut down or N2 is below 50%. Fuel pump OFF. 3.1.Level-D Simulations 767-300ER Fuel System: Controls 121 Fuel Panel Controls 1 2 1 4 3 1. To crossfeed fuel from one wing tank to both engines • Open the crossfeed valves by pressing in the crossfeed switches. 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 VALVE Crossfeed valve is open. Switch IN Switch OUT PRESS Fuel pump ON. Fuel System: Controls 121 . Fuel pump OFF. Illuminates momentarily when the valve is in transit.2500 pounds (680 . • Close the crossfeed valves. 4. Crossfeed valve is closed. 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. Illuminates for low pressure in the respective pump with switches IN. Note Crossfeed will not work when the center tank pumps are ON. Illuminates PRESS light. Switch IN Switch OUT PRESS Fuel pump ON. Crossfeed Valve Switches Control the opening and closing of the crossfeed valves. Center Tank Fuel Pump Switches Control power to the Left and Right center tank fuel pumps. Permits one wing tank to provide fuel for both engines. 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.140 kg). To terminate the crossfeed operation • Turn on both FWD and AFT fuel pumps. • Wing tank fuel quantities differ by more than 1500 . The PRESS light does not illuminate.

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

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

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

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

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

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

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

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

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

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

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

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

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

.. Parking brake is on...................Confirm OFF Before landing Autobrake Selector ................................ OFF (after gear retraction) Autobrake Selector ..................... Autobrakes are disarmed........................................................................... Parking brake is on for takeoff and takeoff thrust is applied...................... Fault in the normal anti-skid system................................. OFF STARTING After start: Autobrake Selector ............................. OFF Landing Gear & Brakes EICAS Messages Warnings GEAR NOT DOWN PARKING BRAKES Cautions GEAR DISAGREE Advisories ANTISKID AUTOBRAKES BRAKE SOURCE PARKING BRAKE TAIL SKID Status ALTN ANTI-SKID NORM ANTI-SKID Fault in the alternate anti-skid system......... As required POSTFLIGHT Autobrake Selector ..... DOWN Gear Indicator Lights .. Tail skid is not in the commanded position.....OVRD not displayed Autobrake Selector .................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 & Brakes 135 ...................................... Landing gear is not down when below 500 feet RA.... Center and right hydraulic pressure low.. RTO IN FLIGHT After takeoff Gear Handle .................................................... Guarded OFF GND PROX override Switches ............ Antiskid system has failed........ Gear handle and gear position do not agree......................................

VOR information is displayed when the RMI selector needle is pointing at VOR. 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 . The VOR can also be remotely tuned by the FMC using the PROG page. iver is NEW USERS NOTE Receiver. VOR information is displayed on the EHSI and the RDMI for the on-side VOR receiver. to an ILS frequency that is in range. The radio is normally left in the OFF position. The currently tuned VOR frequency & its identifier is shown in the FMC. VOR Receivers Two VOR receivers are found on the main panel. The audio output from the HF radio is controlled by the Audio Control Panel. USB and AM positions. VOR 2 is located on the First Officers side of the AFDS and is visible when the FO panel is displayed. the ILS information is Cabin Communications Panel displayed on the EADI and EHSI. Audio Control Panel The Audio Control Panel is found on the pedestal. Each VOR receiver is capable of both manual tuning and automatic tuning via the FMC. Pressing line represents the parked mode. When tuned on the INT audio selector & adjust the volume as desired. The only frequencies that do not have static are 5. ILS information is also The Cabin Communications Panel is found on the available on the Standby ADI. Switching between the active and standby frequencies is done by pressing the frequency selection TFR switch. On the RDMI. s> B767 radio (located on the ma tuned.Level-D Simulations 767-300ER Radio & Communications 136 Radios & Communication Navigation and communication radios are found on the pedestal. Do not tune the located on the pedesta in panel glareshield).000. VHF Radios Two VHF radios are installed on the pedestal. VOR 1 is located on the Captains side of the AFDS panel. Selector knobs tune the frequency of the selected receiver.000 and 15. 10. radios. Control for the audio output of each radio is provided by the Audio Control Panel. 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. These frequencies broadcast a clock tone. ADF information can be displayed on either of the two RDMI needles when the respective RMI selector needle is pointing at ADF. the y is g runway. To hear all cockpit to ground communications.000. the FMC tunes the VOR receiver automatically to nearby stations for position verification. This receiver has left and right frequency selectors. When the VOR receiver is in the AUTO mode. This mode inhibits the FLT INT button allows the pilot to monitor all display of ILS information on the flight instruments. interphone communications within the plane. VOR information is displayed when the full or expanded VOR modes is selected on the HSI mode control panel. Controls for ADF Receiver the interphone are found on the Audio Control Panel. Each receiver has an active and a standby frequency displayed. place the switch in the USB or AM position. To turn the HF radio on. The receiver is controlled by a rotary switch with OFF. It controls all audio output and transmitter selections for the ILS Receiver An independent ILS receiver is located on the pedestal. Control for the audio output of the ADF is provided by the Audio Control Panel. When the VOR is in the MAN mode. The ADF receiver is located on the pedestal. main panel and the overhead. HF Radios Two HF radios are found on the overhead panel. Pressing one of the cabin call buttons parked by dialing the frequency down past 108. A dashed chimes the associated Flight Attendant station. turn It is dedicated to tuning ILS frequencies only. the pilot controls the tuned frequency and course. The ILS Rece front course in the ILS the NAV1 and the runway runway front course in Tune the ILS frequency ILS frequency and the l. The ILS receiver can be overhead panel. An audio panel on the pedestal provides for control over the audio portion of each radio and cockpit communications.

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

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

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

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

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

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

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

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

Landing gear is not down when below 500 feet RA. L/R BODY DUCT LEAK BUS ISOLATED. Less than 2.000 ft. No cooling airflow over the instruments detected. Associated system advisories are inhibited. Individual pump advisories are inhibited. Fuel jettison nozzle not in the commanded position. Individual pump advisories are inhibited. L/R CABIN AUTO INOP EEC OFF. Parking brake is on for takeoff and takeoff thrust is applied. 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. L/R ENG OVHT. Cautions AC BUS OFF. Stabilizer trim is moving without being signalled. Spoilers are not down for takeoff and takeoff thrust is applied. Cabin altitude is above 10. L/R FWD EQT COOLING GEAR DISAGREE GEN DRIVE. L/R ALTITUDE ALERT AUTOPILOT BLD DUCT LEAK. Left or right low generator drive oil pressure or high temp with engine running. L/R FLAP DISAGREE FUEL JET NOZ FUEL SYS PRESS. L/R ENG SHUTDOWN. A leak is detected in the left or right duct manifold. L/R HYD SYS PRESS. Duct leak between the APU and the center isolation valve.200 lbs. Left or right engine nacelle overheat. remaining in either wing tank. Flaps are not set for takeoff when takeoff thrust is applied. Loss of a data input to the operating autopilot. Both Captains and F/Os EFIS switched to ALTN. Wheel well temperature is excessive. Trailing edge flaps not in commanded position.Level-D Simulations 767-300ER Warning Systems 145 CAS Message Index Alphabetical listing of ALL EICAS messages Warnings AFT CARGO FIRE APU FIRE AUTOPILOT DISC CABIN ALTITUDE ENGINE FIRE. Left or right fuel cutoff switch if OFF. Stab trim is not set in the takeoff range when thrust is applied. Number 1 and number 2 auto controller has faulted or manual is selected. Gear handle and gear position do not agree. Low fuel pressure in respective system. Airspeed exceeds Vmo/Mmo. Respective hydraulic system pressure is low. Left or right bus tie has faulted or ISLN has been selected manually. Airplane altitude has deviated from MCP set altitude. Leading edge flaps not in commanded position. Fwd cargo compartment fire detected. Left or right EEC has failed or is switched off with the engine running. Left or right engine fire detected. Warning Systems 145 . L/C/R INSTR SWITCH LOW FUEL SLAT DISAGREE UNSCHD STAB TRIM Left or Right Main AC Bus is not powered. Operating autopilot has disconnected.

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

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

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

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

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

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

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

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Tutorial Flight 153

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

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

Manual entry of route

Pre-programmed route

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

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

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

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

<SEL> <SEL>

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

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

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

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

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

<SEL> <SEL>
<SEL>

133.9

3.1

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

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Tutorial Flight 157

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

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

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

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

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

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

Press the 6R LSK STEP> prompt to cycle through and display each waypoint of the route on the EHSI. The prompt <CTR> will appear in the center of the CDU
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Tutorial Flight 158

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

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

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

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

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

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

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

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

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

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

A route can be created using any combination of VORs, NDBs, intersections, lat/long points, or airways. Flight plans can be found at simroutes.com, flightaware.com, and vatsim.net (to name a few).
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Tutorial Flight 159

5  Setting the AFDS

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

146

260

7000

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

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

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

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

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

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

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

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

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

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

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

Tutorial Flight 159

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

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

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

. Normally climb out at 250 knots until After cleaning up the aircraft... fuel........... Press the LEGS function key.... During the cruise it is RTE 2 LEGS important to prepare for possible trouble and otherwise monitor the aircraft systems..... The aircraft is now controlled Landing Gear ....000 feet to the scratchpad. so the climb will be rather brisk... CLB1 or CLB2 as desired (Upper After passing the transition altitude at 18000 feet.. might go unnoticed.92” The cruise phase on a modern jetliner aircraft is probably the most neglected phase when it comes to simulated flying. fuel... On this tutorial flight climb derates are gear lever to the OFF position to depressurize the landing gear hydraulics....92 Hg / 1013mb). A Some important activities during the cruise phase are: curved blue dashed line will overlay on the EHSI.. you Press the 1L LSK abeam the VECTORS text and have to be ahead of the aircraft at ALL TIMES..... Above all: FLY THE AIRCRAFT....... and compare the figures you see to the Press the EXEC (FK)....... Climb and Cruise Press the L LSK abeam the YYJ waypoint to transfer it Above 10.Level-D Simulations 767-300ER Tutorial Flight 163 Select 37000 in the ALT window on the MCP (if you haven’t already done so). there are some procedural things that you FMC ECON speed... This denotes a route modification is selected.. experience a fuel leak that the aircraft should start a left turn direct to the YYJ VOR.......... This is done by line selecting a waypoint into the active waypoint position (1L by the many tasks you are facing at this time.. Verify thrust set to CLB... FMC.. The FMC calculates a direct course one task at a time in a systematic manner. AFDS. The dashed blue line on the EHSI is activated and becomes a solid magenta route line numbers on your flight plan log......... Then accelerate to 300 knots or to 37000 feet.... 29. the cruise phase is just as important as the more hectic departure & arrival phases of flight..000 feet (or transition altitude) 1/4 ACT RTE 1 LEGS Set altimeters .... If conditions permit. 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).... and C CMD on the MCP are engaged............... Remember.... and beginning our climb reaching 10...OFF Above 18........ 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...... Make periodic observations on the fuel consumption of the aircraft. the YYJ scratchpad entry transfers to the 1L position...... The ACT RTE1 LEGS (1/4) page will display. Don’t concern to the waypoint and displays the modification on the EHSI yourself with errors you may make during this phase of with blue dashes. engage LNAV and VNAV modes policy is implemented. Complete LSK of LEGS page 1)... Pressing the EXEC function key and the the flight. Open the FMC.. Be prepared to operate the FMC during the early phases of the climb to go DIRECT-TO to a new waypoint We want the aircraft to turn direct-to the YYJ VOR... the waypoint.. 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... After Takeoff Tutorial Flight 163 ... altimeter to standard setting (29...... select the Seat Belt sign to AUTO to release the Confirm Climb thrust cabin and turn the landing lights OFF through 10000 feet... If LNAV.. of Vref30+80.... and routing (as well as reading the paper).... in theory.000‘. 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... unless a strict fuel amount monitoring If they are not engaged........ set the EICAS between the N1 displays). not used... and connect the autopilot (C CMD) and the aircraft will turn direct to the YYJ VOR.. Yes.OFF by the AFDS in lateral (LNAV) and vertical (VNAV) modes Flaps ..... VNAV. Don’t be overwhelmed to a waypoint in the LEGS page. but to also be on the lookout for possible fuel leak. Landing lights ........ Once flaps are UP. move the need to attend to.... 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..... the aircraft can.... 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. maintain a minimum airspeed on the route..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....

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

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

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

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

In general terms... The aircraft will turn On downwind to the commanded heading of 230° (or as set).. Set speed to Vapproach. it will turn to 283° and follow the IDENT CODE localizer’s lateral path inbound to runway 28R. CMD (3) buttons will illuminate. Extend the flaps When the aircraft is almost abeam the (if the F/O option is disabled) per the Flaps schedule...... Touchdown The Autoland Status of the aircraft is annunciated on the ASA at 1500 feet radio height as the multiple autopilot operation engages...... confirm that the 28R ILS frequency and front course is tuned to 111.... Dial 170 in the MCP SPD window.. Monitor your airspeed. execute a go-around (Goaround Procedure is outlined on the next page).ARMED Glideslope capture or 1000’ RA Set Missed Approach altitude Monitor approach progress Set flaps for landing (25 or 30)....... Speed brakes ... Sure.....Level-D Simulations 767-300ER Tutorial Flight 168 As the aircraft continues downwind and slows to 200 knots and descends to 3000 feet..Extend during deceleration Press the MCP HDG SEL button. keep an eye on the Once fully established on the glideslope (and the Glideslope Deviation Scale on the EADI. Dial the MCP heading select to 230° or adjust the heading bug until the heading pointer intersects the Landing DUMBA waypoint on the EHSI.... speed up until intercept.. center scale line. 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. Disconnect autopilot and autobrakes prior to turning off the runway.. Verify spoiler deployment and decelerate using reversers and brakes (F2 key). We’re going with flaps 25. CMD Continue on a 250° heading to intercept the localizer. Press the C ILS key on the Audio Control Panel to identify the ILS frequency.... Glideslope alive or 1500’ RA EADI displays SPD | ALT HLD | LOC | CMD Gear DOWN and Flaps 20.. you could let the aircraft land itself.. DUMBA waypoint... Dial 3000’ altitude into MCP ALT window... Adjust the Set flaps 5 & speed 180 (Vref30+60).. the aircraft is BELOW the glideslope. When the aircraft nears the localizer intercept point LOC I-GWQ (DUMBA 170/3000’)... the minimum speed is Vapproach.. Gust factor = gust reported – steady wind.70 and 283° on the ILS Radio. center scale line G/S deviation needle moves upward Press the MCP HDG HOLD button mode to maintain the current heading of 103°.. The AFDS is configured to follow the ILS on its glideslope path.. reset the MCP ALT the G/S deviation needle moves above the Window to 3000’ for the Missed Approach Procedure.... announce LANDING.. Flaps ... If unable to land.. and we can plan the base leg turn EADI displays SPD | G/S | APP | CMD to intercept the localizer. Wind factor = ½ steady headwind + gust factor.... Press the MCP LOC button.. 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 . Landing flaps 30 is normal. When aircraft has descended below 3000’).. We’re keeping the aircraft’s heading select to intersect the DUMBA waypoint........ •• ——• EADI displays SPD | ALT HLD | LOC | CMD •—— ——•— Press the MCP APP button. At DA (instrument approach) or 500 feet.. Vapproach = Vref30 + wind factor. try to intercept the localizer on a heading of no more than 30° to the final approach course.

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

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

.9/W12317..6/W12327. 0035/.4% DSC BIAS 0../. ETD CLB BIAS 0.. ../.. 0129/. 0114/.7/W12227. 133800 26% / 2...40 159 J589 N4310.4 ALTN 001091 0015 ..4 ENI 112. 0084/. .. Tutorial Flight 171 ...0% DEP BIAS 0 MIN 0 DIST 0 FUEL. ...5 TOC 016 J589 N4708.. . . ./.. 117 DSC 358017 OAK 120 210 222 00/01 01/41 . . . ...6/W12329.... 10 FT RESV 003120 0045 . 344 358017 OAK 345 210 194 00/00 01/41 .../.1 RBG 108.3 LOZIT 015 GOLDN4 N3741.. . DIST 0709 YVR3 26L REQD 016475 0316 ..100 ....1/W12222.0 PYE 113..5 SQUIM 029 J589 N4759...9/W12240./.. 169 370 272039 SEA 165 459 459 00/10 00/50 ...7/W12252../..4 SFO 115.. 125 DSC 166016 OAK 124 290 276 00/03 01/36 .. . ./....... 0058/.. 0066/./.. .20 079 J589 N3921.. 17...... 0028/. . .. 0083/.. ZFW 116698 PAYLOAD 024698 TTL AT TO 016475 0316 ....../.. 171 370 273084 SEA 160 457 461 00/06 00/19 .. ELEV... ./.1/W12316.1/W12222.. . . 146 DSC 315001 OAK 145 367 359 00/10 01/33 .. 0078/. 125 DSC 174009 OAK 124 250 243 00/03 01/40 .. 0106/.. ... 168 CLB 261066 SEA 160 469 461 00/02 00/13 .. 0030/... 164 DSC 247021 OAK 161 458 455 00/02 01/23 ... f s b u i l d . 0085/...... 0079/. 0078/... 0084/.. 0133/.... 27369 116728 EXTRA 001387 0020 .. 0136/. 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 .. 0050/.5 ELMAA 050 J589 N4429. 166 370 272037 OAK 161 459 456 00/30 01/20 .0% CRZ BIAS 2. 0086/.6 CVO 115.... . 0080/.30 017 GOLDN4 N3804.....4 KSFO 000 GOLDN4 183 CLB 155018 CZVR 185 331 308 00/06 00/06 .. 0080/... 0145/. ALTN KOAK DIST 9 HOLD 001040 0015 ..GOLDN4/0141 TO NM AWY M/H FL M/C TAS G/S ZT 7000 JA J H P D . 0085/../.80 006 GOLDN4 N3737.70 062 GOLDN4 N3753. 0019/.8/W12324./.D5 H WIND ATC ACTME ETA ATA ACBO ABO REM AREM N4843.. ARR BIAS 0 MIN 1200 FUEL YYJ J589 RBG. 133173 123336 M002 CG/TRIM DEST KSFO 009837 0141 . . ./.5/W12319. 169 370 273072 SEA 160 460 462 00/20 00/40 . 0098/.70 031 DCT N4814.1/W12314.. 169 CLB 260069 SEA 159 406 398 00/04 00/11 ..9/W12321.Level-D Simulations 767-300ER Tutorial Flight 171 Flight Plan KILOGRAMS w w w. . 0081/..0 YYJ 113.3 DUXBY 016 GOLDN4 N3737.9 TOD 230 GOLDN4 N3903..

0146/.... Tutorial Flight 172 . 0172/.9/W12240.. 0182/. . ..... 169 370 273072 SEA 160 460 462 00/20 00/40 ... 0286/..70 031 DCT N4814..3 LOZIT 015 GOLDN4 N3741./... . 60337 YVR3 EXTRA 003057 0020 ......./. 0174/./.. .. ./..... 125 DSC 166016 OAK 124 290 276 00/03 01/36 ..80 006 GOLDN4 N3737.1 RBG 108.9/W12321.0 YYJ 113.8/W12324.....0% DEP BIAS 0 MIN 0 DIST 0 FUEL.4 SFO 115. 0043/...30 017 GOLDN4 N3804. 166 370 272037 OAK 161 459 456 00/30 01/20 ..9/W12317.. 171 370 273084 SEA 160 457 461 00/06 00/19 ... 0175/.40 159 J589 N4310.6 CVO 115.4% DSC BIAS 0. 291515 271371 M002 CG/TRIM DEST KSFO 020144 0141 . ../... .4 KSFO 000 GOLDN4 183 CLB 155018 CZVR 185 331 308 00/06 00/06 . . 0 ETD CLB BIAS 0.. 0269/..337 TTL AT TO 034779 0316 .. .. .GOLDN4/0141 TO NM AWY M/H FL M/C TAS G/S ZT 7000 JA J H P D .4 ENI 112. . 0173/./. 168 CLB 261066 SEA 160 469 461 00/02 00/13 .. 169 370 272039 SEA 165 459 459 00/10 00/50 .5 TOC 016 J589 N4708.6/W12327.1/W12314. 0304/.. . 117 DSC 358017 OAK 120 210 222 00/01 01/41 .D5 H WIND ATC ACTME ETA ATA ACBO ABO REM AREM N4843.. . 293500 26% / 2...... . 164 DSC 247021 OAK 161 458 455 00/02 01/23 .1/W12222.0% CRZ BIAS 2...3 DUXBY 016 GOLDN4 N3737./. ARR BIAS 0 MIN 1200 FUEL YYJ J589 RBG..20 079 J589 N3921. 0159/. 0201/. 0128/.6/W12329.....70 062 GOLDN4 N3753.20 REQD 034779 0316 . . ZFW 256736 PAYLOAD 054336 257.... DIST 0709 26L 36.. 10 FT RESV 006878 0045 .0 PYE 113... ... 0162/. 0279/... 0068/. 0158/.. ..... 344 358017 OAK 345 210 194 00/00 01/41 . 125 DSC 174009 OAK 124 250 243 00/03 01/40 ../. ALTN KOAK DIST 9 HOLD 002293 0015 .. ./. 0188/. 146 DSC 315001 OAK 145 367 359 00/10 01/33 . 0219/./.../. . 0111/..... 0189/.5/W12319.5 SQUIM 029 J589 N4759....9 TOD 230 GOLDN4 N3903../.... 0078/. 169 CLB 260069 SEA 159 406 398 00/04 00/11 . ... .1/W12316.... 0164/. 0185/.Level-D Simulations 767-300ER Tutorial Flight 172 Flight Plan POUNDS w w w.5 ELMAA 050 J589 N4429.. f s b u i l d .7/W12227.. ...1/W12222. . . 0236/..4 ALTN 002407 0015 . ELEV. 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 .7/W12252....../. 0061/.

. 16. Adjust individual aircraft burn performance to accurately reflect changes in performance based on aging engines and more drag..90 007 DCT 150 FL WIND TAS G/S ZT ACTME ETA ATA CLB 110010 268 263 00/01 00/01 . 0341/. ICAO airport code for Alternate & Distance from Destination to Alternate (if listed) 17. . Hold fuel and time 10. N4859. STAR.9 148 YVR 115. .PYE1 KSFO/0148 1. 3. 20. 0024/. ID for current waypoint (Navaid or Fix) & Navaid Freq. ATC Callsign or Flight Number 2. Cruise. 0327/. . 7. . 11. 18.. Reserve Fuel and endurance time 8./. 1. ETA/ATA – Field to manually fill out Estimated Time of Arrival and Actual Time. 12. ABO – Actual fuel burn. Required Fuel.. . . . Navlog Main Flight Plan Legs Data M/H TO NM AWY M/C N4904.. Planned Landing Gross Weight 15. ACBO – Accumulated fuel burn from DEP airport to current waypoint.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 . .. Three or five letter waypoint ID (TOC/TOD =Top of Climb or Descent) 2.6/W12308. .2 YVR2 004 J126 N4853. Aircraft Type 5. REM – Remaining Estimated Fuel on board at wpt. ..Latitude/Longitude of current waypoint. [8] ALTN 002407 0015 . . 15. .. Descent performance factors.. 4. WIND – Direction of Wind/Speed. .. ATC ACBO ABO REM AREM CZVR 0010/. [18] DIST 0737 [12] REQD 035206 0323 . 14.... 13./. ATC and Flight Plan Route. .0% DEP BIAS 0 MIN 0 DIST 0 FUEL. Avg. Extra fuel and time 11. ELEV. . NM – nautical miles from previous to current waypoint. TAS and G/S – True Airspeed & Ground Speed. TO – data from last waypoint to current waypoint row. Total fuel planned at T/O (= Required Fuel . Tutorial Flight 173 . ZT – Segment time from previous to current wpt. 0335/..4 YVR11 006 J126 158 CLB 100012 SEA 160 268 266 00/00 00/02 . .. FL – Flight Level or CLB/DSC (climb/descent). .. Taxi fuel and time 6. .6/W12307. for manual tracking of fuel score.for Headwind) 16. 5. ./. [10] EXTRA 003057 0020 .6/W12308. sum of all above fuel amounts 13.0% CRZ BIAS 2. Cruise Mach Number 4. . Alternate Fuel and time 9. ATC – Online ATC sector.4% DSC BIAS 0. [17] ZFW 245200 PAYLOAD 048200 [11] TTL AT TO 035206 0323 . Destination Fuel burn and time 7. 10 FT [7] RESV 006878 0045 . Aircraft Zero Fuel Weight (empty weight + payload) 18. AREM – Actual Remaining Fuel on board at wpt. . M/C – Magnetic Course from previous to current wpt. 153 CLB 150018 SEA 154 276 260 00/01 00/03 . ACTME – Accumulated time from DEP airport to current waypoint. 17.. . M/H – Magnetic Heading from previous to current wpt. [13]280406 [14]259835 [15]M011 [6] DEST KSFO 020570 0148 . 10. 9.. AWY – Airway ID from previous waypoint to current waypoint (SID. Total planned route distance from Dep to Dest. 8. Climb. Airway). . . 6.taxi fuel) 12... ETD [19] CLB BIAS 0. NXXX/WXXX . [16] ALTN KOAK DIST 9 [9] HOLD 002293 0015 ... enroute wind (+ for Tailwind. 19. . ARR BIAS 0 MIN 1200 FUEL [20] CYVR YVR J126 EUG J143 ENI.. Planned Takeoff Gross Weight (LBS or KGS) 14. ICAO code Departure / Destination w Runway ID 3.. 0016/.

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

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

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

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

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

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

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

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

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

1. Load the cargo levels for each compartment as closely as depicted.727 kilograms / 257.876 kg is close enough to get the trim setting. • Choose the YYJ J589 RBG.simroutes.leveldsim. • The aircraft is loaded with approximately 60. • Click on Passenger Load button to return to the main screen. • Print the 767LoadSheet.com. you must manually adjust the fuel load in the aircraft later. • Click on the Proposed Fuel minus button to load 35. Aircraft Livery Go ahead and use the default Level-D 767. • Click on Cargo Load button. 2.. menu. • Save the file (CYVRKSFO.rte) to the default “rte” file location: C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\Level-D Simulations\navdata\Flightplans. Remember. A new screen will display the Cargo subscreen.txt “.com. 3. • Press Save Settings to save the configuration file..369 kg) (Cargo & Passengers) for a Zero Fuel Weight (ZFW) of 116. • Press Exit to close the Configuration Manager.GOLDN4 flightplan. Choose from these options: • Basic Aircraft Configuration. It’s retro cool! If you’d prefer another airline livery.\Flight Simulator X\SimObjects\Airplanes\LVLD_B763” folder.876 kg) of fuel for the flight.337 pounds. select Long Haul Flight • Load Type. but 15.000 lbs (15. • Enter CYVR as the departure airport and KSFO as the arrival airport.. 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% 2.337 lbs (27.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. 4. many user-created “repaints” are available on the internet as well as http://www. Flight Planning Open your internet browser and navigate to http://www. Configuration The Configuration Manager is installed to your Desktop by default. or load the “Golden Gate Run 1” from the Add-on> B767 Specific > Import panel data from a flight. • Choose the Level-D 767 in the dropdown menu and click the “Download File” button.4 Hold Hold Hold Hold Hold Zero Fuel Weight l Proposed Takeoff Fue Takeoff Weight Takeoff %MAC Takeoff Trim Tutorial Flight 183 . select Random. Saved Files Create your own start-up file (see Creating a Situation file). Use the Repaint Manager (default installed to your Desktop) to install the livery to FSX.

Tero Partanen.flight1.fmcguide.navigraph.com Angle of Attack Level-D 767 DVD Training http://www.com/ Mike Ray’s 757/767 Simulator & Checkride http://www. Also.utem.com Big Boeing FMC Guide http://www.leveldsim. 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  .leveldsim. BoeingDriver (Chuck Gehman) and Check Airman (Daryll Wilson) for taking the time to proof the tutorial and offer their sage advice and tutelage.fsinsider.Level-D Simulations 767-300ER Tutorial Flight 184 Resources Level-D 767 Support and Information Level-D Simulations http://www.com Standard RVSM Flight Levels EASTBOUND 0° to 179° IFR VFR 1000 3000 3500 5000 5500 7000 7500 9000 9500 11000 11500 13000 13500 15000 15500 17000 17500 190 190 210 210 230 230 250 250 270 270 290 290 310 310 330 330 350 350 370 370 390 390 410 410 430 430 WESTBOUND 180° IFR 2000 4000 6000 8000 10000 12000 14000 16000 180 200 220 240 260 280 300 320 340 360 380 400 420 to 359° VFR 4500 6500 8500 10500 12500 14500 16500 180 200 220 240 260 280 300 320 340 360 380 400 420 Pilot Tools NavData http://www. with a special thanks to the 2 Ian’s and the Finnish Flash.html  Books Level-D Simulations 767 Print Edition Manual http://flightlevelpub. LDS767 forum-dwellers Victor Sussman..simroutes.flyaoamedia.com Charts http://chartfinder.vatsim.net Route Planning: SimRoutes http://www.com FSBuild http://www.com/dowson.fsbuild.schiratti.com Programs Microsoft FSX http://www.com http://www.com/forums Flight1 http://www..com FUEL TABLE (Rule Of Thumb) NM 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000 5250 5500 5750 6000 KG 5875 8750 11625 14500 17375 20250 23125 26000 28875 31750 34625 37500 40375 43250 46125 49000 51875 54750 57625 60500 63375 66250 69125 72000 Thanks The beta team.com FSUIPC http://www.

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

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

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

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

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

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

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

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

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

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

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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